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surface. This results in either cracking or buckling of the road surface. Tn either case, gravel is brought in to • provide a temporary repair, or then a permanent asphalt overlap will be placed on the roads' surface. These temporary and permanent repair progams insure that material damage or diminution of reasonably foreseeable use of the road does not occur. Prior to undermining the slope adjacent to RCR No. 33 at the east end of Panel 12 Right, TCC will inspect the slope and restrain or remove the blocks referenced in section 4 of Exhibit 7F-1. In the event TCC chooses to remove the blocks, this activity may require temporary closure of RCR No.33 and TCC will coordinate road closure with the Routt County Road and Bridge Department. As an option, TCC may select to install "Jersey Barriers" along the slope or north toe of RCR No. 33 to prevent rocks from rolling onto the county road. TCC will apply prudent judgment in using any of these method(s), either by its self or in combination with others, to prevent rocks from reaching the county road. The above will address the short term controls used to prevent rocks from reaching the county road. For the long term, TCC will monitor the area to determine if freeze/thaw cycles are causing further spalling of the rock. This will be done by photographing the source zone to determine if there are any more rocks in the area that could be dislodged and roll down the slope to the road. These photographs will be incorporated into the semi-annual subsidence report submitted to the Division. TCC will then advise the Division when it believes no further potential exists for rocks to reach the road, from the source zone identified in Exhibit 7F-1, and at that time would remove any remaining temporary structures placed to prevent rocks from rolling onto the road. TCC does not believe that freezing and thawing of the limited outcrop in the source zone provides any real potential for long term spalling of the outcrop. This due because the rock will layback into the subsidence trough above the panel, which is oriented away from the slope and not down it. ~ In reference to the culvert underlying RCR No. 33 in the NMD, TCC will monitor its condition and if warranted . will repair/replace it as needed to maintain its ability to pass flows under the road. The repairs will also address maintaining the stability of the fill over the culvert. This repair/replacement will be done as soon as possible after damage occurs to the culvert and/or fill. Previously (i.e., mining in the EMD), temporary repairs were made to the road as it was subsided and this proved to be successful for maintaining the function of the road. The temporary repairs were replaced with permanent asphalt patches. It is planned to use this proven repair process until the entire stretch of road over the eastern end of the 12 Right panel has been subsided. The temporary repairs will be done immediately, while the permanent repairs will be completed the first favorable season after subside has ceased. No significant impact to the road is anticipated. The reader is referzed to the semi-annual subsidence report for historical information about the road. Union Pacific Railroad (formerly Southern Pacific) The railroad track will be undermined and subsided by TCC's mining of Panels 12 Right through 16 Right. The subsidence predictions for the railroad track are presented in Exhibit 4e-3. The maximum subsidence predicted for the panel is approximately 67 inches. Subsidence of the track will require re-leveling the track, to the extent required, to insure no disruption of service to the mine. Ballast will be stockpiled or hauled in to be used in this work. No significant impact is anticipated to the track after the repair work is completed. This is substantiated by TCC's experience with re-leveling the track that passed over panels 9 Right through 7 Right. • PR 03-06 2.05-184.3 05/07/03