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o[)n~5') -18- are typically single-purpose trains composed of 100 cars each with a 100 ton capacity. Under the 1990 high scenario increased coal train movements are expected to occur in Regions 10,11 and 12 every day. (See Appendix C Map of Coal Train Movements.) Impacts that are most commonly experienced as a result of coal train movements include: o motor vehicle delays at highway-railroad crossings o the division of communities hampering the provision of emergency medical, fire and police services o right-of-way disturbance including noise vibration and air pollution o increased accidents at crossings The Colorado State Rail Plan has identified ten (lO) grade and separated highway-railroad crossings that will be warranted due to coal train movements in northwest Colorado by 1985. A few additional crossings may be needed by 1990 under the high scenario. This possibility will be examined as part of the Energy Development Plan continuing activities. Highway-railroad grade separated ~ crossings currently cost approximately $3 million each.. Thus at least $30 ~ million will be required to help alleviate coal train impacts by 1990 in northwest Colorado. Coal train movements cause serious impacts statewide in addition to the need for additional grade separated crossings in P & M Regions 10,11 and 12. It seems reasonable to assume that if energy production in Colorado reaches the level outlined in the high scenario by 1990 that other Rocky Mountain region states will also be producing energy at an accelerated rate. The "State Rail Plan" and the "Front Range Bypass Feasibility Study" have assessed the impact of coal moving through Colorado from other states, as well as the impact of coal trains originating within Colorado. The State Rail Plan identified 96 highway-railroad crossings at a cost of approximately $228 million that will require grade separation by 1985. The "Front Range Bypass.Peasibility Study" identified the need for a new rail line from Brush to Las Animas if coal train movements through the Front Range urban corridor exceeded 40 trains per day. Under the high scenario more than 70 coal trains per day will move along the Front Range. The cost of the new line is estimated to be $352.2 million. The development of oil shale under the high scenario will also have significant impact on Colorado transportation systems. Once oil shale plants reach a rate of production over 15,000 barrels per day pipelines will probably be used to ship the product. However, until that production level is reached, trucks will be used to haul the product. Under the high scenario in 1985 there will be 571 load trucks carrying oil extracted from shale to pipelines or railheads for shipment. This means that 1142 truck trips per day (571 x 2) will take place on a few regional roadway facilities in Rio Blanco and Garfield / counties. After 1990 the presence of pipelines is expected to reduce the number of loaded truck movements to 176 per day. If for some reason the pipelines are not in place there will be 2571 loaded trucks hauling oil in 1990. Such a situation would not only be uneconomical for the oil shale producers but would also in effect close the highway system down except for truck traffic. Extensive oil shale development is also expected to increase average daily traffic counts in the area by approximately 50%. Increased traffic in the area is expected to create the need for a limited amount of widening, some climbing lanes, a significant amount of overlays, and other mitigation measures. The Colorado West Area Council of Governments has recently released a draft Colorado West Transportation Plan which identified $40.8 million of needs on roads other than the region's portion of the Interstate Highway System through 1990. (The Interstate needs are not discussed here since the Highway Department