Federal Register / Vol. 76, No. 67 / Thursday, April 7, 2011 / Notices 19519 

responsibility for the incidents on the 

acts or omissions of any person or 

entity. 

Two railroad employees, while each 

riding the side of rolling equipment to 

protect a shoving movement, were 

fatally injured (in separate incidents) 

when the equipment they were riding 

struck other equipment that was left out 

to foul. A common factor in both 

accidents was that the equipment was 

left in a location where it fouled an 

adjacent track by the very employees 

who were involved in the incidents. 

The first incident occurred on 

September 2, 2010, in Bridgeport, New 

Jersey, when a conventional two-person 

switching crew was shoving rolling 

equipment into an industrial facility. 

The locomotive engineer was in the 

locomotive control compartment and 

the conductor was positioned on the 

leading end of a tank car directing the 

shoving move. The conductor had one 

foot on the end platform and the other 

on the side ladder tread as he began to 

pass a tank car that he had spotted at 

that location the previous day. 

Unfortunately, the car had been left in 

the foul of the adjacent track and the 

cars struck each other; the conductor 

sustained fatal injuries. 

The second incident occurred on 

February 8, 2011, in Kankakee, Illinois. 

A conventional switching crew that 

consisted of a conductor, engineer, and 

a conductor-in-training was switching 

cars on a switching lead track and using 

various other yard tracks. The crew had 

left a car on one of the yard tracks in 

a location where it was in the foul of an 

adjacent track. Shortly thereafter, the 

conductor and conductor-in-training 

boarded opposite sides of the leading 

end of a gondola car and began a 

shoving movement. Subsequently, the 

side of the gondola on which the 

conductor was riding struck the car that 

was previously left in the foul of the 

adjacent track. The conductor was 

crushed between the two cars and 

sustained fatal injuries. 

Although the preponderance of 

incidents involving equipment that is 

left in the foul of an adjacent track 

fortunately only result in railroad 

property damage, the potential for 

injury or death in such instances is 

always present. By issuing this safety 

advisory, FRA is reminding all 

stakeholders of the importance of 

situational awareness and compliance 

with all applicable operating and safety 

rules, particularly those related to 

leaving rolling equipment in a location 

that is clear of adjacent tracks. 

FRA Action: Despite the significant 

reduction in train accidents caused by 

equipment being left in the foul of an 

adjacent track, a review of FRA’s 

inspection data relative to 49 CFR 

218.101 indicates a disturbing trend. 

From calendar year (CY) 2009 to CY 

2010, violations of 49 CFR 218.101 

recommended for prosecution by FRA 

inspectors increased 124 percent. Based 

on the results of inspection data for the 

first 2 months of 2011, if trends 

continue, violations recommended for 

prosecution in 2011 versus 2010 would 

increase by an additional 81 percent. 

Whether the increase in violations is 

due to greater vigilance by FRA or is 

due to an actual increase in the number 

of instances where equipment is being 

left in such locations, FRA intends to 

ensure that railroads take necessary 

steps to prevent and reduce the 

potential trend indicated by the 

statistics noted above. 

Over the next several months, FRA 

intends to increase its inspection 

activity to focus on compliance with 

railroad operating rules that address all 

of the requirements contained in 

Subpart F. Particular emphasis will be 

placed on the requirements contained in 

49 CFR 218.101. FRA will also focus its 

inspection efforts on railroad 

operational testing activity, particularly 

as it relates to Subpart F. FRA strongly 

encourages railroad industry members 

to reemphasize the importance of 

leaving equipment in the clear as 

frequently as possible, and to take such 

other actions as may help ensure safety 

on the Nation’s railroads. 

Recommended Railroad Action: In 

light of the recent accidents discussed 

above, and in an effort to maintain the 

safety of railroad employees on the 

Nation’s rail system, FRA recommends 

that railroads: 

(1) Review with employees the 

circumstances of the two most recent 

fatal incidents; 

(2) Reinstruct supervisors and 

employees on the operating and safety 

rules applicable to leaving rolling 

equipment in a location that is clear of 

adjacent tracks. Particular emphasis 

should be placed on the procedures that 

enable employees to identify clearance 

points and the means to identify 

locations where clearance points will 

not permit a person to safely ride on the 

side of a car; 

(3) Increase operational testing on 

those operating and safety rules that 

pertain to leaving rolling equipment in 

a location that is clear of adjacent tracks; 

and 

(4) Review current job briefing 

procedures among coworkers and 

determine if the procedures are 

sufficient to encourage more effective 

communication regarding switching 

activities, specifically as the procedures 

relate to the positioning of rolling 

equipment so that the equipment is in 

a location that is clear of adjacent tracks. 

FRA encourages railroad industry 

members to take action that is consistent 

with the preceding recommendations 

and to take other actions to help ensure 

the safety of the Nation’s railroad 

employees. FRA may modify this Safety 

Advisory 2011–01, issue additional 

safety advisories, or take other 

appropriate action necessary to ensure 

the highest level of safety on the 

Nation’s railroads, including pursing 

other corrective measures under its rail 

safety authority. 

Issued in Washington, DC, on April 1, 

2011. 

Jo Strang, 

Associate Administrator for Railroad Safety/ 

Chief Safety Officer. 

[FR Doc. 2011–8232 Filed 4–6–11; 8:45 am] 

BILLING CODE 4910–06–P 

DEPARTMENT OF TRANSPORTATION 

Federal Transit Administration 

Intent To Prepare an Environmental 

Impact Statement for the Downtown 

San Francisco Ferry Terminal 

Expansion Project in the City and 

County of San Francisco, CA 

AGENCY: Federal Transit Administration 

(FTA), DOT. 

ACTION: Notice of intent to prepare an 

environmental impact statement (EIS). 

SUMMARY: The FTA, as the lead Federal 

agency, and the San Francisco Bay Area 

Water Emergency Transportation 

Authority (WETA) are planning to 

prepare an EIS for the proposed 

expansion and improvements to the 

Downtown San Francisco Ferry 

Terminal at the Port of San Francisco 

Ferry Building. The proposed project 

would serve commuters, visitors, and 

recreational users desiring an alternative 

way to cross San Francisco Bay, and 

reach nearby employment, 

entertainment, and recreational 

destinations in San Francisco. The 

project expands the number of ferry 

gates and improves ferry patron 

circulation, boarding, and wayfinding in 

and around the Ferry Building. In 

addition, the project enhances 

emergency response capabilities to 

evacuate people from San Francisco 

and/or mobilize first responders to San 

Francisco via ferries if a catastrophic 

event occurs. The EIS will be prepared 

in accordance with Section 102(2)C of 

the National Environmental Policy Act 

of 1969 (NEPA) and pursuant to the 

Council on the Environmental Quality’s 

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19520 Federal Register / Vol. 76, No. 67 / Thursday, April 7, 2011 / Notices 

regulations (40 Code of Federal 

Regulations [CFR] parts 1500–08) as 

well as provisions of the recently 

enacted Safe, Accountable, Flexible 

Efficient Transportation Equity Act: A 

Legacy for Users (SAFETEA–LU). The 

purpose of this notice is to alert 

interested parties regarding the intent to 

prepare an EIS; provide information on 

the proposed transit project; invite 

participation in the EIS process, 

including comments on the scope of the 

EIS proposed in this notice; and 

announce when the public scoping 

meeting will be conducted. 

DATES: Written comments on the scope 

of the EIS should be sent to Mike 

Gougherty, WETA Project Manager, by 

May 16, 2011. A public scoping meeting 

to accept comments on the scope of the 

EIS will be held on the following date: 

• April 26, 2011, from 5:30 p.m. to 

7:30 p.m., at Pier 1, Bayside Conference 

Room, San Francisco, California. 

An interagency scoping meeting for 

agencies with interest in the project will 

be held on the following date: 

• April 26, 2011 from 2 p.m. to 4 p.m. 

at the Pier 1, Bayside Conference Room, 

San Francisco, California. 

The meeting will be accessible to 

persons with disabilities. If special 

translation or signing services or other 

special accommodations are needed, 

please contact Mike Gougherty at (415) 

364–3189 at least 48 hours before the 

meeting. A scoping information packet 

is available on the WETA Web site at 

http://www.watertransit.org or by 

calling Mike Gougherty at (415) 364– 

3189. Copies will also be available at the 

scoping meeting. 

ADDRESSES: Comments on the scope of 

the EIS will be accepted at the public 

scoping meeting, or written comments 

should be sent to Mike Gougherty, 

WETA Project Manager, San Francisco 

Bay Water Emergency Transportation 

Authority, Pier 9, Suite 111, The 

Embarcadero, San Francisco, CA, 94111. 

FOR FURTHER INFORMATION CONTACT: 

Debra Jones, Environmental Protection 

Specialist, FTA, San Francisco Regional 

Office at (415) 744–3133. 

SUPPLEMENTARY INFORMATION: 

Scoping 

The FTA and WETA invite all 

interested individuals and 

organizations, public agencies, and 

Native American Tribes to comment on 

the scope of the EIS, including the 

project’s purpose and need, the 

alternatives to be studied, the impacts to 

be evaluated, and the evaluation 

methods to be used. Comments should 

address (1) feasible alternatives that may 

better achieve the project’s need and 

purposes with fewer adverse impacts, 

and (2) any significant environmental 

impacts relating to the alternatives. 

NEPA ‘‘scoping’’ (Title 40 of the CFR 

1501.7) has specific and fairly limited 

objectives, one of which is to identify 

the significant issues associated with 

alternatives that will be examined in 

detail in the document, while 

simultaneously limiting consideration 

and development of issues that are not 

truly significant. It is in the NEPA 

scoping process that potentially 

significant environmental impacts— 

those that give rise to the need to 

prepare an environmental impact 

statement—should be identified; 

impacts that are deemed not to be 

significant need not be developed 

extensively in the context of the impact 

statement, thereby keeping the 

statement focused on impacts of 

consequence consistent with the 

ultimate objectives of the NEPA 

implementing regulations—‘‘to make the 

environmental impact statement process 

more useful to decision makers and the 

public; and to reduce paperwork and 

the accumulation of extraneous 

background data, in order to emphasize 

the need to focus on real environmental 

issues and alternatives... [by requiring] 

impact statements to be concise, clear, 

and to the point, and supported by 

evidence that agencies have made the 

necessary environmental analyses.’’ 

Executive Order 11991, of May 24, 1977. 

Once the scope of the environmental 

study, including significant 

environmental issues to be addressed, is 

settled, a scoping report will be 

prepared that: (1) Documents the results 

of the scoping process; (2) contributes to 

the transparency of the process; and (3) 

provides a clear roadmap for concise 

development of the environmental 

document. 

Purpose and Need for the Project 

The purpose of the Downtown San 

Francisco Ferry Terminal Expansion 

Project is to support and expand ferry 

service on San Francisco Bay, as 

established by WETA in its 

Implementation and Operations Plan 

(IOP), and in accordance with city and 

regional policies to encourage transit 

use. Furthermore, the project will 

address deficiencies in the 

transportation network that impede 

ferry operation and ferry patron access 

and circulation at the Downtown San 

Francisco Ferry Terminal. The project 

objectives include: 

• Accommodate WETA’s projected 

increase in ferry ridership and related 

ferry arrivals and departures from the 

Downtown San Francisco Ferry 

Terminal; 

• Provide a viable alternative mode of 

transportation that accommodates 

projected increases in transbay trips, 

and helps alleviates congestion over the 

Bay Bridge and through the Bay Area 

Rapid Transit (BART) Transbay Tube; 

• Address WETA’s and the Port of 

San Francisco’s (Port) emergency 

response needs; 

• Establish a circulation plan and 

improved signage that provides clear 

pedestrian routes for ferry to bus and 

ferry to rail transfers, as well as safe 

routes for bikes, emergency vehicles, 

and delivery trucks to enter, park and 

exit the area; 

• Provide necessary landside 

improvements, such as designated 

weather-protected areas for waiting and 

queuing, ticket machines and fare 

collection equipment, improved 

lighting, and improved boarding and 

arrival/departure information to serve 

ferry patrons and to enhance the Ferry 

Building as the central point of 

embarkation for ferries on San Francisco 

Bay; and 

• Enhance the area’s public access 

and open space with design features 

that create attractive, safe daytime and 

nighttime public spaces for both ferry 

patrons and other users of the Ferry 

Building area; 

• Recognize the Port’s land use 

planning and development proposals in 

and around the Ferry Building so as not 

to preclude, conflict with, or inhibit 

proposed development plans in the 

project vicinity. 

WETA recognizes and supports the 

Port of San Francisco’s land use 

planning and development proposals in 

and around the Ferry Building, 

including the historic renovation of the 

Agricultural Building and 

enhancements to the Ferry Plaza area. 

These Port initiatives are being planned 

and funded independent of the WETA 

project and, as a result, are not included 

as project elements. WETA will stage 

construction and manage and operate 

ferry services so they do not preclude, 

conflict with, or inhibit the Port’s 

proposed development plans in the 

project vicinity. 

Project Location and Environmental 

Setting 

The project is located in the 

northeastern section of San Francisco, 

California, at the San Francisco Ferry 

Building, situated at the foot of Market 

Street. The study area encompasses Port 

of San Francisco property between Pier 

1 on the north and Pier 14 on the south, 

and includes the Ferry Building, ferry 

gates, and the Ferry Plaza. 

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Federal Register / Vol. 76, No. 67 / Thursday, April 7, 2011 / Notices 19521 

Possible Alternatives 

A study of potential ferry terminal 

improvements at the San Francisco 

Ferry Building was completed by the 

Port in 1994. The planning process, 

summarized in the Downtown San 

Francisco Ferry Terminal Project, 

Concept Design—Stage 1 Final Report, 

addressed deficiencies in the circulation 

of pedestrians across the Embarcadero 

and through the Ferry Building; 

constraints imposed by previous design 

modifications of the Ferry Building that 

obscured wayfinding to the ferry gates; 

limited opportunities for public 

gathering and access to the Bay; and 

restricted commercial development 

within the building. A variety of design, 

configuration, and circulation 

improvements were considered. The 

Port selected those improvements that 

best met its long-term public service and 

facility objectives, and completed those 

projects, including construction of Gates 

B and E and the south basin breakwater 

at Pier 14, as Phase 1 of the Downtown 

San Francisco Ferry Terminal Project in 

2003. This project builds on the 

previous improvements, described 

under the Action Alternative below. In 

addition to the Action Alternative, 

WETA considers the effects of doing 

nothing, identified as the No Action 

Alternative. Both the Action and No 

Action Alternatives are being 

considered in the EIS, as described 

below. 

No Action Alternative. Six ferry 

routes currently serve the Downtown 

San Francisco Ferry Terminal. Today, 

the Downtown San Francisco Ferry 

Terminal has approximately 130 ferry 

arrivals and departures daily, serving 

more than 10,000 daily ferry patrons. 

The existing Ferry Terminal gate 

configuration serves current ferry 

operations and provides the circulation 

areas to access these gates. The No 

Action Alternative maintains the 

existing ferry services, gate 

configuration, and circulation areas, 

including the function, uses, and design 

of the Ferry Building, which also serves 

as an important public space in San 

Francisco. No new gates or additional 

boarding capacity to accommodate new 

ferry services would occur as part of the 

No Action Alternative. Similarly, 

circulation and boarding improvements 

to respond to emergency planning 

requirements would not be 

implemented. 

The No Action Alternative retains 

vehicle circulation and drop-off areas 

near the Ferry Building as well as the 

current circulation patterns for ferry 

patrons to access the ferry boarding 

areas. Pedestrian pathways to boarding 

locations for San Francisco Municipal 

Railway (Muni) bus and streetcar lines 

and the Amtrak bus would remain 

unchanged. Programmed Transbay bus 

and rail transit improvements identified 

in the Regional Transportation Plan 

would be implemented as part of the No 

Action Alternative. This alternative 

serves as the baseline against which the 

environmental effects of the other 

alternatives are measured. 

Action Alternative. The Action 

Alternative incorporates modifications 

and improvements to the Ferry 

Terminal gates and ferry boarding areas 

to accommodate future WETA service 

and increased ferry patronage. Current 

estimates for 2025 projected daily 

ridership at the Ferry Terminal are 

approximately 35,000 passengers. The 

ridership projections account for 

existing service, plus new ferry services 

from downtown San Francisco to 

Berkeley, Treasure Island, Hercules, 

Richmond, Redwood City, Martinez, 

and Antioch to be initiated between 

2014 and 2030. Service frequencies 

during the day and evenings would 

reflect the travel demand for commute 

and non-commute periods. Existing 

services operated by others (i.e., 

Sausalito, Larkspur, and Tiburon), and 

existing services operated by WETA 

(i.e., Vallejo, Alameda/Oakland, and 

Alameda Harbor Bay) would remain, but 

the access and boarding environments 

for these services would be improved by 

the project. 

In addition, landside improvements to 

allow staging and circulation for 

possible emergency evacuation at the 

Ferry Building are included in the 

Action Alternative. The modifications 

and improvements are the responsibility 

of WETA in cooperation with the Port 

of San Francisco, with funding coming 

from Regional Measure 2, State 

Proposition 1B, and FTA. 

The WETA-sponsored improvements 

represent sequential construction 

phases (Phase 2 and Phase 3). As noted 

previously, the Phase 2 and Phase 3 

improvements build on those elements 

already completed by the Port in 2003 

during Phase 1. Phase 2, which is 

expected to be completed by 2017, will 

include: 

• Demolition and removal of Pier c 

and Pier 2; 

• Construction of Gate A in the north 

basin, and Gates F and G in the south 

basin; 

• Installation of boarding area 

amenities such as weather-protected 

areas for queuing, ticket machines and 

fare collection equipment, improved 

lighting, and ferry boarding and arrival/ 

departure information signs; 

• Widening of ferry access pathways 

along existing pedestrian promenades, 

and separation of ferry patron queuing 

from other pedestrian and vehicular 

movements where possible; 

• Improved wayfinding signage in the 

vicinity of the Ferry Building, which 

will indicate ferry boarding areas and 

transit connections; and 

• Filling in the lagoon to prepare for 

and accommodate staging and 

circulation of evacuees following a 

catastrophic event. 

As new ferry gates are constructed, 

existing ferry services would relocate to 

new gates. Pier demolition and 

construction activities would be staged 

and sequenced to allow continuity of 

existing ferry services during 

construction. Demolition of Pier 1⁄2

would precede construction of Gate A. 

Similarly, demolition of Pier 2 would 

precede construction of Gate F. Gate G, 

which is designated for ferry services 

not expected to operate until 2020 or 

later, would serve as a vessel layover 

location, temporary storage area, and 

emergency boarding location in the 

interim. WETA’s capital improvement 

plan synchronizes the purchase or 

leasing of vessels to meet future service 

and emergency response requirements. 

Phase 3 is contingent on the 

implementation of the Treasure Island 

Redevelopment Plan. At full build-out, 

expected to occur sometime between 

2020 and 2030, new commercial, 

recreational, and residential facilities on 

Treasure Island would require 

additional ferry capacity to serve 

substantial numbers of visitors and 

residents. The additional capacity 

would be provided by larger, bowloading vessels purchased by the 

Treasure Island developer, and operated 

by WETA. The bow-loading vessels 

would necessitate the redesign of Gate 

E to accommodate the larger ferries. 

Possible Effects 

The purpose of this EIS process is to 

study, in a public setting, the potentially 

significant effects of the proposed 

project on the quality of the human 

environment. Primary areas of 

investigation for this project include, 

but are not limited to: land use, 

development potential, displacements, 

historic resources, visual and aesthetic 

qualities, air quality, noise and 

vibration, dredging and bay fill 

requirements, hazardous materials 

resulting from demolition and 

construction activities, traffic 

circulation and transportation linkages, 

pedestrian circulation, safety, security, 

and emergency response, bay habitat, 

and cumulative impacts. The 

environmental analysis may reveal that 

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19522 Federal Register / Vol. 76, No. 67 / Thursday, April 7, 2011 / Notices 

the proposed project will not affect, or 

affect substantially, many of those areas. 

However, if any adverse impacts are 

identified, measures to avoid, minimize, 

or mitigate those adverse impacts will 

be proposed. 

FTA Procedures 

Regulations implementing NEPA, as 

well as provisions of the Safe, 

Accountable, Flexible, Efficient 

Transportation Equity Act: A Legacy for 

Users (SAFETEA–LU), call for public 

involvement in the EIS process. Section 

6002 of SAFETEA–LU (23 U.S.C. 139) 

requires that FTA and WETA do the 

following: (1) Extend an invitation to 

other Federal and non-Federal agencies 

and Native American Tribes that may 

have an interest in the proposed project 

to become ‘‘participating agencies;’’ (2) 

provide an opportunity for involvement 

by participating agencies and the public 

to help define the purpose and need for 

a proposed project, as well as the range 

of alternatives for consideration in the 

EIS; and (3) establish a plan for 

coordinating public and agency 

participation in, and comment on, the 

environmental review process. An 

invitation to become a participating or 

cooperating agency, with scoping 

materials appended, will be extended to 

other Federal and non-Federal agencies 

and Native American Tribes that may 

have an interest in the proposed project. 

It is possible that FTA and WETA will 

not be able to identify all Federal and 

non-Federal agencies and Native 

American Tribes that may have such an 

interest. Any Federal or non-Federal 

agency or Native American Tribe 

interested in the proposed project that 

does not receive an invitation to become 

a participating agency should notify at 

the earliest opportunity the Project 

Manager identified above under 

ADDRESSES. 

A comprehensive public involvement 

program for public and interagency 

involvement will be developed for the 

project and posted on WETA’s Web site: 

http://www.watertransit.org. The public 

involvement program includes a full 

range of activities including maintaining 

the project Web page on the WETA Web 

site and outreach to local officials, 

community and civic groups, and the 

public. 

Paperwork Reduction 

The Paperwork Reduction Act seeks, 

in part, to minimize the cost to the 

taxpayer of the creation, collection, 

maintenance, use, dissemination, and 

disposition of information. Consistent 

with this goal and with principles of 

economy and efficiency in government, 

it is FTA policy to limit insofar as 

possible distribution of complete 

printed sets of environmental 

documents. Accordingly, unless a 

specific request for a complete printed 

set of environmental documents is 

received (preferably in advance of 

printing), FTA and its grantees will 

distribute only the executive summary 

of the environmental document together 

with a compact disc of the complete 

environmental document. A complete 

printed set of the environmental 

document will be available for review at 

the grantee’s offices and elsewhere; an 

electronic copy of the complete 

environmental document will also be 

available on the grantee’s Web site. 

Other 

The EIS will be prepared in 

accordance with NEPA and its 

implementing regulations issued by the 

Council on Environmental Quality (40 

CFR parts 1500–1508), and with the 

FTA/Federal Highway Administration 

regulations ‘‘Environmental Impact and 

Related Procedures’’ (23 CFR part 771). 

Issued on: March 31, 2011. 

Leslie T. Rogers, 

Regional Administrator, FTA, Region 9. 

[FR Doc. 2011–8227 Filed 4–6–11; 8:45 am] 

BILLING CODE 4910–57–P 

DEPARTMENT OF TRANSPORTATION 

Federal Transit Administration 

Notice of Limitation on Claims Against 

Proposed Public Transportation 

Projects 

AGENCY: Federal Transit Administration 

(FTA), DOT. 

ACTION: Notice of limitation on claims. 

SUMMARY: This notice announces final 

environmental actions taken by the 

Federal Transit Administration (FTA) 

for the following projects: (1) Hatcher 

Pass Recreational Area Access, Trails, 

and Transit Facilities Project, 

Matanuska-Susitna Borough, Hatcher 

Pass, AK; (2) Bus Rapid Transit Project, 

Roaring Fork Transportation Authority, 

Pitkin, Eagle, and Garfield Counties, CO; 

(3) Second Avenue Subway Project, 

Metropolitan Transportation Authority, 

New York, NY; and (4) Sugar House 

Streetcar Project, Utah Transit 

Authority, South Salt Lake and Salt 

Lake City, Salt Lake County, UT. The 

purpose of this notice is to announce 

publicly the environmental decisions by 

FTA on the subject projects and to 

activate the limitation on any claims 

that may challenge these final 

environmental actions. 

DATES: By this notice, FTA is advising 

the public of final agency actions 

subject to Section 139(l) of Title 23, 

United States Code (U.S.C.). A claim 

seeking judicial review of the FTA 

actions announced herein for the listed 

public transportation projects will be 

barred unless the claim is filed on or 

before September 30, 2011. 

FOR FURTHER INFORMATION CONTACT: 

Katie Grasty, Environmental Protection 

Specialist, Office of Planning and 

Environment, 202–366–9139, or 

Christopher Van Wyk, AttorneyAdvisor, Office of Chief Counsel, 202– 

366–1733. FTA is located at 1200 New 

Jersey Avenue, SE., Washington, DC 

20590. Office hours are from 9 a.m. to 

5:30 p.m., EST, Monday through Friday, 

except Federal holidays. 

SUPPLEMENTARY INFORMATION: Notice is 

hereby given that FTA has taken final 

agency actions by issuing certain 

approvals for the public transportation 

projects listed below. The actions on 

these projects, as well as the laws under 

which such actions were taken, are 

described in the documentation issued 

in connection with each project to 

comply with the National 

Environmental Policy Act (NEPA) and 

in other documents in the FTA 

administrative record for the project. 

Interested parties may contact either the 

project sponsor or the relevant FTA 

Regional Office for more information on 

these projects. Contact information for 

FTA’s Regional Offices may be found at 

http://www.fta.dot.gov. 

This notice applies to all FTA 

decisions on the listed projects as of the 

issuance date of this notice and all laws 

under which such actions were taken, 

including, but not limited to, NEPA [42 

U.S.C. 4321–4375], Section 4(f) of the 

Department of Transportation Act of 

1966 [49 U.S.C. 303], Section 106 of the 

National Historic Preservation Act [16 

U.S.C. 470f], and the Clean Air Act [42 

U.S.C. 7401–7671q]. This notice does 

not, however, alter or extend the 

limitation period of 180 days for 

challenges of project decisions subject 

to previous notices published in the 

Federal Register. For example, this 

notice does not extend the limitation on 

claims announced for earlier decisions 

on the Second Avenue Subway project. 

The projects and actions that are the 

subject of this notice are: 

1. Project name and location: Hatcher 

Pass Recreational Area Access, Trails, 

and Transit Facilities Project, Hatcher 

Pass, AK. Project sponsor: MatanuskaSusitna Borough. Project description: 

The project consists of the development 

of transportation access and transitrelated infrastructure to improve access 

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