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For this study, as in the Piarlatt study, only TSP concentrations are <br />• considered. The increase in Stevens Gulch Road and SH 133 traffic particu- <br />late emissions due to the proposed production increase from 700,000 TPY to <br />1.3-million TPY was calculated using coal truck and employee traffic data <br />provided by Colorado 4estmoreland (see Table 3) and the emissions factors <br />presented in Table 5. For the upper 2.4 miles of Stevens Gulch Road <br />(defined by Marlatt to be the upper Stevens Gulch area) additional emissions <br />are expected to be 1300 grams per day. For the lower .2 miles of Stevens <br />Gulch road and the 0.95-mile stretch of SH 133 (defined by Marlatt to be in <br />an adjacent vaTTey area), an additional 597 grams per day is expected. <br />` These additional emissions, when compared to total emissions from the respec- <br />•~ tive areas, are insignificant (see Table 6). <br />Marlatt predicted worst case meteorological condition concentrations <br />• to be less than any applicable standard in the Stevens Gulch area, and to <br />exceed the current Colorado ambient air standard of 150 {~ g/m by 46 percent <br />°- <br />in the adjacent valley area. The Colorado Westmoreland contribution to the <br />latter was only 4~ of the total. Given the calculated emission increases, <br />the impact of the increased Colorado l•Jestmoreland traffic on area air quality <br />~= will be negligible. <br />r.. <br />~~. REFERENCES <br />~- Barry, T. M. and Reagan, J. A. December, 1978. FHIJA Highway Traffic <br />~-' Prediction Model. Federal Highway Administration, U. S. Department <br />f~ of Transportation. <br />United States Environmental Protection Agency. August, 1977. Compilation of <br />~~ Air Pollutant Emission Factors, Third Edition, Including Supplements 1-7, <br />• AP-42. lJTIS nP6-275 525. <br />-26- <br />