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these emissions. Transfer stations have a generallypositive effect on collection truck travel and resulting emissions when compared to direct hauling of refuse, since the larger transfer trucks make fewer trips to the disposal site. New emissions would be generated by equippment and vehicles handling materials on the site. The materials handled would also be a source of particulate matter each time the material is unloaded,loaded or transferred. The expanded transfer facility would also employ a larger number of employees, increasing employee trips to and from the site. Daily emissions from on-site equipment, fugitive emissions from material handling and employee vehicle use have been estimated for several pollutants and are shown in Table 10-3. Emissions are shown for the year 1995 and the year 2010. These emissions are based on typical equipment types and typical usage factors for a facility of this type and the average dail throughput: The methodology used in this analysis is described in Appendix G: Air&alit, Technical Data. The significance of the emissions shown in Table 10-3 is judged using the following thresholds of significance suggested by the San Joaquin Valley Unified Air Pollution Control District: carbon monoxide emissions exceeding 550 pounds per day, emissions j of ozone precursors (hydrocarbons or oxides of nitrogen)exceeding 150 pounds per day and emissions of PM-10 exceeding 80 pounds per day. Project on-site emissions are well below these thresholds. Significance: Less than Significant. Mitigation: None required. ISSUE: Off-Site Air Quality Expansion of the Lovelace facility is expected to increase traffic on the local street network, thus changing carbon monoxide levels along roadways used by project traffic. Carbon monoxide is an odorless, colorless, poisonous gas whose primary source is automobiles. Concentrations of this gas are highest near intersections of major roads. The CALINE-4 computer simulation model was applied to three intersections near the project site. These were selected as the intersections most affected by project traffic. The model results were used to predict the maximum 1-and 8-hour concentrations, corresponding to the 1- and 8-hour averaging times specified in the state and federal ambient air quality standards for carbon monoxide. The CALINE-4 model and the assumptions made in its use for this project are described in Appendix G. Table 10-4 shows the results of the CALINE-4 analysis for the peak 1-hour and 8-hour traffic periods in parts per million (PPM). The analysis was carried out for existing traffic in 1993, with the project in 1995, and for future conditions with the project in 2010. The 1-hour values are to be compared to the federal 1-hour standard of 35 PPM and the state standard of 20 PPM. The 8-hour values in Table 10-4 are to be compared to the state and federal standard of 9 PPM. Existing concentrations at the three intersections are below applicable state and federal standards. Concentrations with the project are expected to be-below applicable federal 10-5