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associated with project traffic would incrementally contribute to <br /> primary pollutant concentrations near local intersections during peak <br /> traffic periods, and also result in an incremental air quality <br /> deterioration. <br /> This analysis assumes that the vehicle trips, and therefore <br /> the motor vehicle emissions, are strictly a result of the proposed <br /> I- <br /> project. In reality, this project is a receptor of vehicle trips, not a <br /> generator. This means that the vehicle trips would most likely be <br /> I> generated to another location in the South Coast Air Basin (SCAB) if <br /> they were not generated to the proposed project site. Therefore, the <br /> I. motor vehicle emissions would still be generated in the SCAB regardless <br /> of the status of the project. However, this simplified analysis which <br /> conforms to the procedures provided in the "Air Quality Handbook for <br /> Environmental Impact Reports" as revised October, 1980, does not <br /> Li recognize this. The project would redistribute the motor vehicle <br /> emissions to the area of the project from another area in the SCAB. <br /> Project Consistency with the Air Quality Management Plan <br /> [B An FIR must demonstrate the project's consistency with the <br /> AQMP. This is done by showing consistency of local population and land <br /> I use projections with those in the AQMP. <br /> The AQMP utilizes the Growth Forecast Policy from the Southern <br /> `---I <br /> California Association of Governments to prepare emission projections <br /> for future levels of air pollution in order to achieve air quality <br /> L standards. The Draft SCAG-82 Growth Forecast Policy* expresses regional <br /> and local growth policies by providing projected population, housing, <br /> employment, and land use totals for Regional Statistical Areas (RSA's). <br /> * Some changes to the SCAG-82 Growth Forecast Policy may occur prior <br /> to its finalization in approximately April, 1983. <br /> 133