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DOUGLAS COUNTY FOREST ACCESS MANAGEMENT PLAN CHAPTER 8 Forest-Management Transportation System Section Page 8.0 Forest-Management Transportation 8.1 Past to 8.2 Permanent Primary Forest 8.3 Permanent Secondary Forest Roads 8.4 Temporary 8.4.1 Lowland Roads 8.5 Road Planning, Location, and Design Objectives 8.6 Landing Planning, Location, and Design Objectives 8.7 Skid Trail Planning, Location, and Design 8 - 1 8 - 1 8 - 2 8 - 2 8 - 2 8 - 2 8 - 3 8 - 4 8 - 5 ---PAGE BREAK--- CHAPTER 8 FOREST-MANAGEMENT TRANSPORTATION SYSTEM 8.0 FOREST-MANAGEMENT TRANSPORTATION SYSTEM This chapter provides direction on developing uniform administrative policy with respect to planning, analyzing, and developing the forest-management transportation system, and discusses the decision making process in connection with the construction, reconstruction, or decommission of various infrastructure components. A uniform policy is necessary to ensure that the Douglas County Forest transportation system provides for safe access and travel, minimizes adverse ecological impacts, and meets current and future land and resource management needs. The direction provided in this chapter pertains to all infrastructure components of the transportation system under the direct management authority of the DCFD. 8.1 Past to Present Most of the exiting forest roads and trails on the Douglas County Forest were developed as logging roads, forest fire protection lanes, or trails used to reach popular hunting and fishing areas. Historically, the forest-management program has focused more on road development than any other activity. Over the last two decades, the need to access timber for harvesting purposes has substantially increased to meet increasing demand for forest products. As a result, further development in the forest transportation system also is needed. Forest roads, skid trails, and landings constitute the important infrastructure components of the forest- management transportation system today and together connect the Forest with existing public roadways and provide for vehicle and equipment access along with timber extraction. They also provide access for activities such as fish and wildlife habitat improvement, wildfire protection, and recreation. Forest roads that are poorly located, constructed, or maintained can be a significant source of nonpoint source pollution, adversely affecting hydrological processes in the soil and degrading fish and wildlife habitat. Roads over steep slopes, stream crossings, or erodible or fragile soils have the greatest potential to degrade water quality. Today, the DCFD staff plans and administers the construction and maintenance of all infrastructure components of the forest-management transportation system within the Forest. Most of these construction and maintenance activities are carried out by the DCFD and private contractors working under Douglas County contracts. The specifications for road, skid trail, and landing construction and maintenance vary with the frequency, duration, and planned use of each component in the overall transportation system. The four major types of road routes on the Forest are permanent primary, permanent secondary, temporary, and lowland roads. ---PAGE BREAK--- ACCESS MANAGEMENT PLAN 8.2 Permanent Primary Forest Roads These are the primary roads in the forest-management transportation system accessing the Forest. They typically originate directly off public roadways, access large blocks of the Forest, are designed for all- season use, and are used frequently. These roads are strategically located and routed to serve as essential access corridors for the transportation system. Many are constructed according to complex design and engineering standards that require considerable time, effort, and cost expense. Others are graveled and routinely maintained. Access may be restricted periodically to minimize damage to the road. Some roads in this category qualify for funding under the County Forest Road Aids program. 8.3 Permanent Secondary Forest Roads These roads typically are the connecting routes or the feeder roads from landings and yarding areas to primary roads or to public roadways in small blocks of the Forest. They generally are used infrequently on a temporary basis so maintenance is minimal. These roads may or may not be constructed to the standards of a primary forest road but most are narrower and built to lower engineering standards. Some of these roads are designed for use only when the ground is firm or frozen. Access may be restricted periodically to minimize damage to the road. 8.4 Temporary Roads These roads are designed and constructed for short-term use for a specific project; often as a single timber- harvest access route. When the activity is completed, the road is left to reclaim itself naturally. Most of these roads are narrow, constructed to minimal standards, not maintained, and are used only when the ground is firm or frozen. Forest-management access is typically seasonally restricted to minimize damage to the road in heavier soils. 8.4.1 Lowland Roads These roads are a type of temporary road and used only when the ground is frozen. Locating roads in lowland areas is avoided as much as possible, so the need for these routes is evaluated on a case-by-case basis, and their length and width are limited to the minimum required to meet forest-management objectives. Lowland roads are constructed carefully to avoid restricting or altering the natural hydrological flow of surface and subsurface water. Special “freeze down” construction techniques such as snow, grass, and brush compaction are used to promote frost penetration. During the planning stage of a forest-management project, it is essential that road construction costs, long- term maintenance needs, service life, and potential to cause nonpoint source pollution be determined. DCFD staff are responsible for planning, locating, and designing all access roads according to objectives for the transportation system. Design and construction requirements are incorporated into forest-management contracts administered by staff to ensure that all requirements in the contractual agreement are met. 8 - 2 ---PAGE BREAK--- CHAPTER 8: FOREST-MANAGEMENT TRANSPORTATION SYSTEM 8.5 Road Planning, Location, and Design Objectives In addition to meeting project objectives, consider possible future commercial and recreational uses of the road system during the planning and development stages. Locate and design roads according to objectives related to future use. Develop a transportation system that limits the number of roads on the Forest so that the total area of disturbance is minimized. Develop a transportation system such that primary roads constitute the main corridor foundation with branching secondary and temporary roads stemming from these routes. Minimize the number of forest road access points that meet public roadways and, where possible, avoid access points that meet private roadways. Where possible, locate access routes and sites where forest road access points meet public roadways on County-owned land to minimize private ownership use. Use existing roads when they provide the best long-term access. Consider relocating existing roads if doing so would improve access and reduce environmental impacts. Reconstruct existing roads as necessary to meet current “Best Management Practices” standards and provide for adequate drainage and human safety. Where possible, coordinate route development with recreation trail-program cooperators and increase communication and coordination between forest-management and recreation program managers to meet common objectives. Where possible, locate road systems off existing recreational trails. Only use existing recreational trails in an effort to enhance the trail program after coordination and approval from recreation program managers. (10) Construct all primary access roads to an advanced engineering level, including any combination of the following; permanent crossing installations, ditching, crowning, backsloping, graveling, and grading. (11) Construct and maintain all secondary access roads to an acceptable level for all recreational use designations, including any combination of the following; permanent crossing installations, ditching, crowning, backsloping, graveling, and grading. (12) Where possible, locate road systems on well-drained upland soils and minimize road construction in riparian areas. (13) Locate roads, ensuring that drainage is directed from the road surface and road ditches. (14) Minimize the number of stream and drainage crossings and make crossings at right angles to stream channels and drainage directions. 8 - 3 ---PAGE BREAK--- ACCESS MANAGEMENT PLAN (15) Identify the best stream and drainage crossing locations before locating a road. (16) Approach stream and drainage crossings at the lowest slope possible. (17) Locate roads outside streamside management zones except at stream crossings. (18) Optimal road grades should be less than 5 percent and acceptable grades shall not exceed 10 percent. If steep grades are unavoidable, they should be broken into short segments and separated by segments of adverse grade. (19) When locating roads, follow natural contours and minimize cut and fills. Minimize the need for fill or to remove excess material. (20) If necessary, stabilize road ditches, backslopes, and crossing structures after construction by evenly covering them with natural debris, installing drainage-diversion structures, and/or planting cover vegetation. 8.6 Landing Planning, Location, and Design Objectives Minimize the number and size of landings to reduce environmental impacts and the loss of productive forest area. Avoid all landing construction in riparian and wetland areas. Locate and design landings to prevent sediments from entering watercourses. Where appropriate, locate landings outside of areas excluded from harvesting and at sufficient distances from buffer zones. If possible, locate landings in relatively flat, elevated areas where free drainage occurs at all times and with a low slope to reduce the amount of side cutting. Locate landings in dry areas on ridges or benches to promote uphill skidding/forwarding to disperse runoff into stable surrounding vegetation. Locate landings at sites that can accommodate the necessary skidding/forwarding patterns and directions. Balance environmental impacts and site disturbance with skidding/forwarding distances. Where appropriate, use authorized roadsides under the authority of the DCFD to minimize environmental impacts and soil disturbance. (10) Rehabilitate and stabilize landings after use by covering them with natural debris, ripping the surface, and/or planting cover vegetation. (11) Where appropriate, locate landings outside of areas established as wildlife openings. 8 - 4 ---PAGE BREAK--- CHAPTER 8: FOREST-MANAGEMENT TRANSPORTATION SYSTEM 8 - 5 8.7 Skid Trail Planning, Location, and Design Objectives Minimize the number and area covered by skid trails to reduce environmental impacts. Locate landings before locating skid trails. Locate main skid trails along elevated areas with drainage away from waterways and unstable areas to minimize potential damage to soil caused by skidding machinery. Where possible, avoid locating skid trails in areas excluded from harvesting and promote skidding uphill or on flat ground in areas of good soil drainage. Optimal skid trail grades should be less than 20 percent and acceptable grades shall not exceed 40 percent considering soil type and machine traction. Minimize the number of watercourse crossing points. If necessary, cross watercourses at right angles and use elevated crossing structures where possible. In locating skid trails, avoid damage to residual trees and vegetation. Where possible, use “sacrificial” trees that are to be removed. If necessary, maintain corduroy on some or all portions of the trail surface to minimize soil damage. If necessary, stabilize skid trails after use by covering them with natural debris, installing drainage- diversion structures, and/or planting cover vegetation.