USDA FOREST SERVICE LOLO NATIONAL FOREST …a123.g.akamai.net/7/123/11558/abc123/forestservic.download.akamai...USDA – FOREST SERVICE LOLO NATIONAL FOREST ... Table AE- 5 National

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USDA – FOREST SERVICE LOLO NATIONAL FOREST

Center Horse Landscape Restoration Project 2015

Project Transportation Analysis

Seeley Ranger District

Prepared by: Kathleen Marks

East Zone Transportation Planner

09/16/2015 (Revised 12/9/2016)

Date Recommended by:

Amber Richardson

Forest Engineer

09/24/2015 (Revised 12/9/2016)

Date

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Table of Contents

List of Tables ........................................................................................................................................ 4

Introduction ........................................................................................................................................... 5

Purpose of Report ............................................................................................................................. 5

Project Purpose and Background ...................................................................................................... 5

Alternatives ....................................................................................................................................... 5

AFFECTED ENVIRONMENT (Existing Condition) .......................................................................... 6

A. Forest Plan Direction and Regulatory Framework Relating to Roads ......................................... 6

Forest Plan Direction .................................................................................................................... 6

Regulatory Framework -- Laws, Regulations, FSM/FSH, other agency plans ............................ 8

B. Existing Conditions ...................................................................................................................... 8

Land Ownership and Boundary Marking ..................................................................................... 8

Road System ................................................................................................................................. 8

National Forest Road System...................................................................................................... 10

CONSEQUENCES ............................................................................................................................. 21

Analysis Methods and Project Criteria ........................................................................................... 22

Ability to Meet Purpose and Need .............................................................................................. 22

Forest Service Policy -- Travel Analysis .................................................................................... 22

Soil and Water BMPs and Road Maintenance ............................................................................ 23

Affects on Travel Management .................................................................................................. 24

Road Standards and Costs ........................................................................................................... 24

Consistency with the Forest Plan and Regulatory Framework ................................................... 25

Comparison of Alternatives Concerning Roads ............................................................................. 25

Road Actions by Alternative ....................................................................................................... 26

Changes to Travel Management ..................................................................................................... 32

Costs to Implement ......................................................................................................................... 35

Details on Proposed Construction, Reconstruction, and Decommissioning....................................... 39

Governmental Permits Needed by Forest Service .......................................................................... 40

Compatibility of Action Alternatives with Forest Plan ...................................................................... 40

Forest-wide Goals and Objectives .................................................................................................. 40

Forest-wide standards. .................................................................................................................... 41

Management Area Direction. .......................................................................................................... 42

Non-system roads to be added to the official system: ................................................................ 46

Temporary roads: ........................................................................................................................ 46

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Reconstruct System Road, followed by storage: ........................................................................ 46

Open system roads proposed for decommissioning or storage: .................................................. 46

Travel management. .................................................................................................................... 46

Mitigation. ........................................................................................................................................... 46

Other Analysis Area Transportation System Considerations ............................................................. 47

Timing of Decommission and Storage ........................................................................................... 47

List of Appendices .............................................................................................................................. 48

APPENDIX A – MAPS and Tables................................................................................................ 49

APPENDIX B -- FOREST PLAN DIRECTION RELATING TO THE TRANSPORTATION SYSTEM ....................................................................................................................................... 114

Forest-wide standards (Lolo National Forest Plan, 1986, pages II 8-20) ................................. 114

Management Area Descriptions ................................................................................................ 117

APPENDIX C -- Regulatory Framework ..................................................................................... 130

Laws .......................................................................................................................................... 130

Regulations ............................................................................................................................... 131

Other Authorities ...................................................................................................................... 131

Local Direction ......................................................................................................................... 133

Permits and Licenses................................................................................................................. 134

APPENDIX D – COST ESTIMATING ....................................................................................... 135

AVERAGE COSTS/MILE TO ACCOMPLISH ROAD WORK ............................................ 135

AVERAGE ASSIGNED COSTS TO ACCOMPLISH ROAD WORK- FOR TYPICAL ROADS ..................................................................................................................................... 136

APPENDIX E -- GLOSSARY...................................................................................................... 138

APPENDIX F – CENTER HORSE LANDSCAPE RESTORATION TRAVEL ANALYSIS PROCESS ..................................................................................................................................... 145

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LIST OF TABLES AFFECTED ENVIRONMENT (AE) Tables

Table AE- 1. Center Horse Landscape Restoration Analysis Area Management Areas ...................... 7 Table AE- 2 Ownership within the Center Horse Landscape Restoration Analysis Area .................... 8 Table AE- 3 Jurisdiction of all existing Roads in the Analysis Area ................................................... 9 Table AE- 4. Mileage of Forest Service Roads .................................................................................. 10 Table AE- 5 National Forest System Roads Travel Management ...................................................... 11 Table AE- 6 Summary of Center Horse Landscape Restoration NFSRs ............................................ 11 Table AE- 7 Listing of Not Needed Roads ......................................................................................... 18 Table AE- 8 Forest Service Permit Roads .......................................................................................... 19 Table AE- 9 Previously Decommissioned Roads ............................................................................... 20 Table AE- 10 Listing of National Forest System Roads ..................................................................... 51 Table AE- 11 Forest Service Undetermined Roads ............................................................................ 55 CONSEQUENCES (C) Tables

Table C- 1 Miles of Additions and Subtractions to the NFSR ........................................................... 26 Table C- 2 Miles to be put into Long-term Storage, by Closure Level .............................................. 27 Table C- 3 Miles of NFSRs to be maintained ..................................................................................... 28 Table C- 4 Temporary Road Miles ..................................................................................................... 28 Table C- 5 Temporary Road Construction Expected Duration on Landscape Post Timber Sale ....... 28 Table C- 6 Summary of Road Decommissioning Miles, by Closure Level ....................................... 31 Table C- 7 Summary of Total Road Miles after Construction and Decommissioning ....................... 31 Table C- 8 Summary of BMPs and Upgrades on System Roads ........................................................ 32 Table C- 9 Summary of Travel Management Changes ...................................................................... 33 Table C- 10 Changes to Travel Management by Action and Road .................................................... 34 Table C- 11 Grizzly Bear Resource Protection Measure for Open Roads ......................................... 35 Table C- 12 Totals by Non-Timber Sale and Timber sale Funding -- Alternative B ......................... 36 Table C- 13 Road Activity Summaries (Miles and Costs) ................................................................. 37 Table C- 14 Center Horse Management Areas with General Restrictions on Road Construction ..... 43 Table C- 15 Forest Plan Direction for Travel Management Where Changes are Proposed ............... 44 Table C- 16 Average Total Road and Open Road Densities .............................................................. 45 Table C- 17 Timing Issues for Work, Decommissioning or Storage ................................................. 47 Table C- 18 MA Direction for Road Treatments –Decommissioning or Storage .............................. 71 Table C- 19 MA Direction for Road Treatments – Additions, Const. /Recons .................................. 88 Table C- 20 Add to Official Road System (Existing Non-system Roads) – Category 1 .................... 91 Table C- 21 Construct System Road for Reroute Category 2 ............................................................. 91 Table C- 22 Convert Road to Trail – Category 3 ................................................................................ 92 Table C- 23 Roads to Decommission – Category 4 ............................................................................ 93 Table C- 24 Upgrades, Pre-Haul Maintenance, or BMPs on Existing System Roads to be retained – Category 6 ......................................................................................................................................... 106 Table C- 25 Existing System Roads to Store – Category 5 .............................................................. 110 Table C- 26 Temporary Roads– Category 7 ..................................................................................... 111 Bulleted tables located in Appendix A

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INTRODUCTION

Purpose of Report This report assesses the road system in the Center Horse Landscape Restoration analysis area for suitability for this project. This report also addresses any proposed travel management changes, including changes to unauthorized roads (also known as non‐system or Undetermined roads…See APPENDIX E – GLOSSARY). Certain limited engineering standards and recommendations are also discussed, as they relate to Transportation Planning and NEPA, for construction, reconstruction, storage, decommissioning, and operations and maintenance for the road system, and displays estimated costs of proposed activities needed to meet project and long‐term management objectives for the area. This report addresses in only a limited fashion the suitability of the road system to future projects, since timing, location, and extent of future projects have not been identified outside of the context of general Management Area intentions. The transportation system assessed in this document includes all National Forest roads in the analysis area, as identified and mapped in the Lolo NF Transportation Atlas, i.e. the INFRA and GIS database, at the time of this report, unless noted otherwise. National Forest roads for the purposes of this document includes National Forest System Roads (NFSR), Undetermined, Not‐Needed, and in some cases previously decommissioned or converted to trail roads. In addition, this document addresses any Forest Service roads outside the analysis area which are proposed as access and haul routes for project related timber removal. Furthermore, due to the private land ownership, and intermingled nature of some of it, and the possible effects of private roads on National Forest access, as well as cumulative resource impacts, some of the private roads are included in the transportation system assessment. Analysis Area (See Project File for Maps) The Center Horse Project Area is located just east of the Seeley Ranger Station in Powell County, roughly 60 miles northwest of Missoula, Montana. The analysis area is 61,300‐acres in size. For the purposes of this report, the analysis area is the same as the project area. The analysis area is primarily accessed by the Cottonwood Lakes Road 477 off of Hwy 83 and Monture Road 89.

Project Purpose and Background General project needs and design considerations include the following:

Improve/restore forest composition, spatial arrangement and structure

Restore fire adapted ecosystems,

Improve water quality, restore or enhance fish and wildlife habitat, and conserve and improve soil resources

Analyze the existing transportation network to meet public and administrative needs while at the same time eliminating unneeded roads and trails.

Alternatives The alternatives developed for this project, with notable consequences to the road system, are described in FEIS Chapter 2.

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AFFECTED ENVIRONMENT (EXISTING CONDITION)

A. Forest Plan Direction and Regulatory Framework Relating to Roads

Forest Plan Direction The Lolo National Forest Plan (LNFP) (1986) guides all natural resource activities and establishes management standards for the Forest. Besides resource management practices, it describes (1) levels of resource production and (2) the availability and suitability of lands for various resource management activities. Of most pertinence to the Center Horse Landscape Restoration project, and roads in particular, is the latter – the Forest‐wide resource management/land suitability direction in the form of goals, objectives, standards, and specific Management Area directions. The Forest‐wide goals and objectives which are most applicable to roads in the Center Horse Landscape Restoration area are listed below. Forest‐wide Goals (LNFP page II‐1). While the transportation system plays a role in all the Goals, the most applicable Goals relating to transportation for the Center Horse Landscape Restoration project are:

Goal 1. Provide a sustained yield of timber and other outputs at a level that will help support the economic structure of local communities and provide for regional and national needs.

Applicability: A safe, efficient transportation system is necessary for transporting timber from the woods to the highway.

Goal 4. Provide a pleasing and healthy environment, including clear air, clean water, and diverse ecosystems; and Goal 8. Meet or exceed State water quality standards.

Applicability: Roads are often the single biggest impact on water quality. Forest‐wide Objectives (LNFP pages II‐1‐2). The most applicable Objective is:

Roads will be kept to the minimum number and size needed to support resource management; most roads will be closed when projects are completed to protect resource values.

Applicability: Roads are often the single biggest impact on water quality, road locations in relation to terrain and terrain features have a direct impact on harvest efficiency, and roads, especially open roads, can have impacts on other resources, such as big game security.

Forest‐wide Standards (LNFP pages 8‐20). There are 58 Forest‐wide standards in the Forest plan. The Standards that are most applicable, directly and indirectly, to transportation system development and operation are 6(g), 6(o), 8, 11, 13(a), 15, 16, 26, 28, 30, 48, 49, 50, 51, and 52; these are included in APPENDIX B ‐‐ FOREST PLAN DIRECTION RELATING TO THE TRANSPORTATION SYSTEM. Those that are key in guiding the Center Horse Landscape Restoration project, based on existing conditions and issues and opportunities raised during project development, are 15, 28, 48, 49, 50, 51, and 52.

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Management Area (MA) Direction. The Center Horse Landscape Restoration analysis area includes 19 Management Areas (plus private/State/BLM land and water), as shown in the table below. Also see APPENDIX A ‐‐ MAPS for Center Horse Landscape Restoration Analysis Area Management Areas. (“Unsuitable” means unsuitable for timber production.)

Table AE‐ 1. Center Horse Landscape Restoration Analysis Area Management Areas

MA ACRES PERCENT OF NFS AREA

CENTER HORSE PROJECT MANAGEMENT AREA DESCRIPTOR

1* 2,152 4% Non‐commercial forest land; Unsuitable.

2 169 0.3% Administrative site; Unsuitable.

9* 41 0.1% Concentrated public use. Unsuitable.

10 55 0.1% Small, unroaded parcels with severe management constraints; Unsuitable. Managed to maintain in a natural condition.

11** 8,989 15% No motorized access… Unsuitable.

12** 8,696 15% Wilderness or proposed Wilderness. Unsuitable.

13** 5,610 9% Riparian areas; either suitable or unsuitable depending on specific area. Unsuitable.

14* 643 1% Within existing livestock grazing allotment. 44% Suitable.

15** 401 1% Livestock grazing allotments. Unsuitable.

16** 18,345 31% Timber land without special winter range or VQO (visual quality objective) restrictions, and generally under 60% slope; Suitable.

17** 1,778 3% Lands like those in MA 16 except that slopes are generally over 60% and are best managed from an economic criteria with a low road density; Suitable.

18** 2,356 4% Forested winter range; Suitable; includes open road densityguidelines. Suitable.

20 270 0.5% 20% of all grizzly Bear Habitat on Forest. Suitable.

20a* 395 1% 4% of all grizzly Bear Habitat on Forest. Unsuitable.

22 102 0.2% Timber land with special winter range and VQO (visual quality objective) restrictions. Suitable.

24 781 1% VQO of Retention (non‐winter range); Suitable.

25** 5,320 9% VQO of Partial Retention (non‐winter range); Suitable.

26* 101 0.2% Critical elk summer habitat; Suitable.

27* 2,935 5% Scattered parcels of generally steep and rocky commercial forest where timber management is presently uneconomical or environmentally unfeasible; Unsuitable.

Suitable Acres 29,053 49%

Sub‐Total NFS 59,069 96% (mapping error of 70 acres found difference shown in total acres not in individual MA acres)

Private/State/BLM 2,163 4%

Water 32 0.02%

Total 61,264 100% *‐ Small areas of treatment 1‐50 acres **‐ Majority of treatments

As shown in Table AE‐ 1. Center Horse Landscape Restoration Analysis Area Management Areas, 96% of the analysis area is in Forest Service management and 47% of the NFS land in the analysis area is classified as Suitable for Timber Production (not counting any Suitable areas of MAs 13 and 14, which are not discretely defined).

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See APPENDIX B for brief descriptions of the Management Areas in the analysis area including direction regarding road construction and management; see the Forest Plan for complete MA descriptions. Management Areas of proposed road development, decommissioning, storage, or travel management changes are addressed under the CONSEQUENCES section of this report. Forest Plan Amendments. Two of the Forest Plan amendments that have implications for how the road system is to be managed are (1) the Integrated Weed Management Final Environmental Impact Statement (December 2007) and (2) the Inland Native Fish Strategy Environmental Assessment (July 1995).

Regulatory Framework ‐‐ Laws, Regulations, FSM/FSH, other agency plans There are a myriad of laws, regulations, and direction that provide the primary direction for governing the use, management, and funding of transportation facilities on NFS lands and that are applicable in some manner to this project. These are listed in APPENDIX C – REGULATORY FRAMEWORK.

B. Existing Conditions

Land Ownership and Boundary Marking Within the analysis area lie 59,071 acres of NFS land and 2,195 acres of non‐NFS land (see FEIS Appendix A for Alternative maps showing Land Ownership). In total, there are 12 individual owners, with individual ownerships ranging in size from 40 acres to 640 acres. The non‐NFS land lies in three sections to the southwest of the project area north of the Cottonwood Lakes Road 477 and the rest along the southern project boundary. There are residences on some of the private parcels and some of the residents utilize Forest Service roads – notably NFSRs 477 to access their properties and structures. There are four in‐holdings that are completely surrounded by NFS Land in the project area. The 2010 land exchange with the State of Montana Department of Natural Resources and Conservation (DNRC) added 175 acres of formerly State land in Section 2 to the NFS. The 2006 Blackfoot Clearwater Project (former Plum Creek Timber Company land) and added approximately 7,640 acres of land to the project area. A break‐down of ownership acres is shown in Table AE‐ 2 Ownership within the Center Horse Landscape Restoration Analysis Area. Table AE‐ 2 Ownership within the Center Horse Landscape Restoration Analysis Area

Ownership Acres Percent of Total

Total Acres 61,266 100%

Bureau of Land Management 38 0.06%

Lolo National Forest 59,071 96%

Private 1,806 3%

State of Montana 319 1%

Water 32 0.05%

Road System All known roads within the Forest are recorded in the Forest Service Infrastructure (INFRA) database and roads atlas, with emphasis on National Forest System Roads and main state and county roads. Non‐system roads on

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NFS lands, private, and lesser state/ county roads are mapped with diligence during typical project‐level work. Miles summarized below are approximate due to nuances in the GIS, GPS, photo mapping and INFRA data, in the accuracies to which roads are mapped and measured, and due to the fact that the inventory effort is an on‐going process. For instance, a road substantially in the analysis area may have a short mid‐section piece that is outside the boundary; in this case, the entire road is usually considered within the boundary. Another example is a road that is substantially outside the boundary but has a short mid‐section piece that is within the boundary; in this case the entire road is considered outside of the analysis area. As currently mapped and inventoried, the entire road system in the Center Horse Landscape Restoration analysis area contains approximately 346 miles of existing road under various jurisdictions (NFS, State, BLM and private). While efforts were made to map all roads in the area using a variety of methods, including reviewing aerial photographs (digital ortho photos and archived black and white and color aerial photos) and ground reconnaissance and verification, there certainly could be additional old roads in the area. These roads, however, were not found during photo review or even during field work and hence they are not needed for the project. Table AE‐ 3 Jurisdiction of all existing Roads in the Analysis Area, shows the break‐down of jurisdiction for roads in the analysis area as recorded in INFRA at the time of this report. Forest Service jurisdiction includes Undetermined and existing Not‐Needed roads in the project area. Table AE‐ 3 Jurisdiction of all existing Roads in the Analysis Area

Jurisdiction Miles Percentage of Total

Forest Service 319 92%

Private 26 8%

State Lands 0.7 0.2%

Total 346 100%

The development of the road system in the analysis area reflects basically 100 years of logging, ranching, homesteading, Forest administration, recreation access, and residential development. Roads range from steep, narrow logging roads to graveled Cottonwood Lakes Road. Many Forest Service roads – mostly non‐system, but some system roads as well ‐‐ have not been used for a number of years and have become grown‐in; some of these non‐system roads have been blocked converted to trails or had entrances obliterated. Regular road maintenance in the area annually is limited to the Cottonwood Lakes Road 477, Lower Cottonwood Road 9976 and Monture Road 89. Table AE‐ 4. Mileage of Forest Service Roads, shows the break‐down of existing Forest Service roads by System in the analysis area (previously decommissioned roads are shown separately in the table). Details are shown in subsequent tables.

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Table AE‐ 4. Mileage of Forest Service Roads

Road System Miles Percentage

NFSRs ("system" roads) 119 37%

Undetermined 182 57%

Not Needed NFSR 9 3%

Not Needed Non‐System 3 1%

Not Needed S‐T Spec* 0.1 0.04%

Total 319 100%

Previously Decommissioned Roads

Converted NRSR 4

Decommissioned NFSR 23

Decommissioned S‐T Spec 2

Not Needed Non‐System/ Decommissioned 33

Not Needed Non‐System/ Converted 1.5

Total 64 *‐Needs additional treatment The Undetermined (aka “non‐system”) roads are generally only 8‐11 feet wide and most of them are grown‐in or have road prism degradation and are not drivable. “Not Needed” roads are roads for which previous decisions have been made to decommission the road, but the decommissioning work has not yet been done or further treatment is needed.

National Forest Road System Further discussion of Forest Service roads follows, by type:

A. National Forest System Roads (NFSR) B. Undetermined Roads (UND) C. Not Needed Roads D. Permit and Easement Roads

A. National Forest System Roads Road Maintenance. In general, the Maintenance Level 3 roads –Cottonwood Lakes #477, Lower Cottonwood #9976, Monture #89 are in good condition, having received somewhat recurring periodic maintenance. Other Level 3 roads Little Shanley Creek #4384, Black Canyon #4385, Dunham Creek #4388 and McCabe Creek #5401 have been or are planned to be reconstructed to Best Management Practice (BMP) standards. These maintenance level 3+ roads are Open or seasonally restricted, and they are subject to the Highway Safety Act. Due to budgetary constraints, the remainder of the NFSRs generally receive little regular/ recurrent maintenance; many are brushed‐in or becoming brushed‐in. Travel Management. On the Lolo National Forest, motorized wheeled travel is allowed only on system (NFSR) roads which are designated open to such use on Motor Vehicle Use Maps (MVUMs). All non‐system roads are restricted yearlong per the Forest Plan and also by way of not being designated on MVUMs. The travel restrictions are tracked by INFRA ATM Code. Travel Management of the NFSRs, along with miles driveable/ not driveable, is shown in the table below. Drivability refers to the condition of the road other than the presence of any travel management devices (gates, berms, boulders, etc.).

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Table AE‐ 5 National Forest System Roads Travel Management

ATM Code

Restriction Period Total Miles

Miles Driveable Miles Not Driveable

Open‐HL None 4.6 4.6 0

B Year‐round to all wheeled motorized use; snowmobiles restricted Oct. 15 – Dec. 1

44.7 31.3 13.4

H All wheeled motorized use and snowmobiles restricted Oct. 15 – Dec. 1

38.9 36.6 2.3

KD6 All wheeled motorized use Dec. 1 – April 30, snowmobiles May 1 – Nov. 30

17.7 17.7 0

SNO Highway vehicle Dec. 1 – April 30. Off‐Highway vehicles year‐round. Over snow vehicle May 1 – Nov. 30

13.5 13.5 0

N‐YL Year‐round, access through private land, controlled by landowner.

3.0 0.1 2.9

Total NFSRs 119.3 103.9 15.4

Total NFSRs Total NFSRs “Open”‐‐ ATM Codes Open‐HL and H

119.343.5

(87% of all NFSRs)

(13% of all NFSRs)

41.2 2.3

Total NFSRs “Open”‐‐ ATM Codes Open‐HL and H

43.5

(95% of all Open NFSRs)

(5% of all Open NFSRs)

As seen in the table above, of the 43.5 miles of NFSRs in the analysis area slightly over 1/3 are open at least

seasonally and practically all of these Open roads (95%) are also drivable. Due to the subjective nature of

Drivability when in doubt it was assumed drivable at the time of analysis.

The current legal notice of allowable wheeled motorized use on the Lolo National Forest is the Motor Vehicle Use Map (MVUM), per 36 CFR 212, subpart B. An MVUM was originally issued for each District of the Lolo National Forest in October, 2009. (Check Seeley District for most current edition) On Lolo National Forest roads, and under Montana state law, open roads are open only to highway‐legal vehicles. Other Classifications. Table AE‐ 6 Summary of Center Horse Landscape Restoration NFSRs, provides summaries of Functional Classification, and Operational Maintenance Level for the NFSRs in the Center Horse Landscape Restoration analysis area, along with the Forest‐wide average percent for these parameters.

Table AE‐ 6 Summary of Center Horse Landscape Restoration NFSRs

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Functional Class

Arterial Collector Local Totals

Center Horse Project Area

14.9 mi.= 12% 52.6 mi.= 44% 51.8 mi.= 43% 119.3 mi.= 100%

Forest‐wide Ave. 7% 50% 43%

Operational Maintenance Level

1 2 3 4 and 5

Center Horse Project Area

10.5 mi.= 9%

72.6 mi.= 61%

36.1 mi.= 30%

0 119.3 mi.= 100%

Forest‐wide Ave. 16% 60% 22% 2%

The Functional Class for Center Horse area is weighted slightly higher for Arterial and Lower for Collector because of Cottonwood Lakes Road 477, it is 13 miles of the 14.9 Arterial in the project area and used as a bypass between Seeley Lake and Ovando. Operational Maintenance Level is skewed towards less Level 1 (closed by barrier, custodial care only) and more Level 2 and Level 3(maintained for high clearance vehicles) for Center Horse Landscape Restoration area compared to the rest of the Forest. This could be partially due to the recreation opportunities as well as the layout of the project area and each drainage having a primary road. Road Details. The NFSRs in the analysis area are listed in

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Road Name BMP EMP Length In PA

ATM Code

TM Device

Drivable

Functional Class

Status Current System

16005 SECTION 2 SPUR 0 2.92 2.92 B boulders Yes local Existing NFSR

16006 SOUTH FACE SPUR 0 1.52 1.52 B entr oblit no local Existing NFSR

16013 SPRING CREEK SPUR 0 0.545 0.545 SNO none Yes local Existing NFSR

0.545 1.138 0.593 SNO none Yes local Existing NFSR

16014 DEER CREEK SPUR 0 1.25 1.25 B gate Yes local Existing NFSR

16015 COW SPUR 0 0.141 0.141 SNO none Yes local Existing NFSR

0.141 2.095 1.954 B gate Yes local Existing NFSR

16082 MONT‐DUN 0 0.43 0.43 OPEN‐HL

none Yes local Existing NFSR

16341 LITTLE BLACK 0 0.822 0.822 B gate Yes local Existing NFSR


16376 BLACK COTTONWOOD

0 2.068 2.068 B gate Yes local Existing NFSR


16377 WEST DRY 0 2.31 2.31 B gate Yes local Existing NFSR

16538 DRY SHANLEY 0 1.83 1.83 B gate Yes local Existing NFSR

17465 MONT‐DUN DITCH EAST

0 0.706 0.706 B gate/ private land

Yes local Existing NFSR

0.706 1.069 0.363 B gate/

private land

Yes n/a Existing NFSR

17466 PACKER SPUR 0 0.034 0.034 SNO none Yes local Existing NFSR


17493 PANTHER SPUR 0 1.34 1.34 H gates Yes local Existing NFSR

17494 SECTION 15 SPUR 0 0.42 0.42 B gate no local Existing NFSR

17495 RAINBOW SPUR 0 0.21 0.21 H gates Yes local Existing NFSR

0.21 0.83 0.62 H gates no local Existing NFSR

0.83 1 0.17 H gates no local Existing NFSR

17500 CLEARCUT SPUR 0 0.4 0.4 B gate no local Existing NFSR

17503 BLACK CANYON SPUR

0 0.114 0.114 B berm no local Existing/ Stored NFSR

0.114 0.14 0.026 B berm no local Existing/ Stored NFSR

0.14 1.48 1.34 B berm/ crossing pulled

no local Existing/ Stored NFSR

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17507 Remmick Spur 0 0.895 0.895 SNO none Yes local Existing NFSR



17508 TINY SHANLEY 0 1.343 1.343 B gate no local Existing NFSR

1.343 2.492 1.149 B gate no local Existing NFSR

17512 DUNHAM DITCH 0 0.116 0.116 SNO none Yes collector Existing NFSR

0.116 2.164 2.048 B gate Yes collector Existing NFSR

17535 Cow's Face 0 0.42 0.42 H gates no local Existing NFSR

17536 MCCABE LOOP (RED HILLS)

0 0.2 0 H gates Yes local Existing/ Outside but Include in TAP

NFSR

0.802 0.802 H gates Yes local Existing NFSR

0.802 2.393 1.591 H gates Yes local Existing NFSR


17537 MCCABE MOUNTAIN 0 0.296 0.296 B gate Yes local Existing NFSR



17539‐2 SHANLEY'S TAIL 0 1.339 1.339 B boulders no local Existing NFSR

17549 MALONE SPUR 0 0.493 0.493 B gate/ private land


0.493 0.798 0.305 B gate/ private land




17550 WILKIE 0 0.64 0.64 OPEN‐HL


17567 WEST SHANLEY 0 2.3 2.3 B gate Yes local Existing NFSR



17595 SHANLEY PIT (SHANLEY BASIN) SPUR

0 0.395 0.395 H gate Yes local Existing NFSR

17596 SHANLEY JUMP SPUR


17645 DRY CANYON 0 1.14 1.14 B gate Yes local Existing NFSR

17653 WEST RED HILLS 0 0.08 0.08 H gate no local Existing NFSR

17656 MONTURE OUTFITTER SPUR


17656‐A MONTURE CG PRIMITIVE LOOP A

0 0.061 0.061 OPEN‐HL


17656‐B MONTURE CG PRIMITIVE LOOP B

0 0.084 0.084 OPEN‐HL


17659 BIG BENCH SPUR 0 0.27 0.27 B sign no local Existing NFSR

0.27 0.406 0.136 B sign no local Existing NFSR

17660 MONTURE PIT SPUR 0 0.044 0.044 SNO none Yes local Existing NFSR

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17664 DRY COTTONWOOD SPUR



17665 EAST COTTONWOOD SPUR


17666 LOWER CAVE SPUR 0 0.11 0.11 KD6 none Yes local Existing NFSR


17697 DUNHAM CREEK CORRAL

0 0.059 0.059 SNO none Yes local Existing NFSR

323 MONTURE GUARD STATION

0 0.221 0.221 B sign Yes local Existing NFSR

4365 MORRELL MOUNTAIN LOOKOUT

0 1.618 1.618 H gate Yes collector Existing NFSR

1.618 3.309 0 H gate Yes collector Existing/ Outside but Include in TAP

NFSR

3.309 4.701 1.392 H gate Yes collector Existing NFSR



NFSR



NFSR

8.376 8.5 0 B gate Yes collector Existing/ Outside but Include in TAP

NFSR


4382 DUNHAM SADDLE 0 1.14 1.14 B gate no local Existing NFSR

4384 LITTLE SHANLEY CREEK

0 0.036 0.036 SNO gate Yes collector Existing NFSR






7.07 8.04 0.97 H gate no collector Existing NFSR

4385 BLACK CANYON 0 4.371 4.371 H gate Yes collector Existing NFSR


4386 DUNHAM RIDGE 0 0.033 0.033 B none Yes local Existing NFSR

0.207 1.292 1.085 B boulders no collector Existing NFSR


2.236 4.386 2.15 B boulders no local Existing NFSR

4388 DUNHAM CREEK 0 0.468 0.468 SNO none Yes collector Existing NFSR

0.468 7.298 6.83 SNO none Yes collector Existing NFSR

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477 COTTONWOOD LAKES

1.227 7.203 0 KD6 sign Yes arterial Existing/ Outside of Project

NFSR

7.203 7.732 0.529 KD6 sign Yes arterial Existing NFSR


8.928 10.053

1.125 KD6 sign Yes arterial Existing NFSR

10.05

3 10.22

8 0.175 KD6 sign Yes arterial Existing NFSR

10.22

8 10.55 0.322 KD6 sign Yes arterial Existing NFSR

10.55 14.82


14.82

9 15.04


15.049

15.827


15.827

19.073


19.073

19.391


19.391

20.053


20.053

20.152

0.099 OPEN‐HL

none Yes arterial Existing NFSR

5401 MCCABE CREEK 0 1.263 0 KD6 none Yes collector Existing/ Outside but Include in TAP

NFSR

1.263 2.578 1.315 KD6 none Yes collector Existing NFSR




5405 MONTURE CAMPGROUND/ TRAILHEAD

0 0.707 0.707 OPEN‐HL


5412 COTTONWOOD RIDGE


5417 SOUTH COTTONWOOD

0 0.078 0 SNO gates Yes collector Existing/ Outside but Include in TAP

NFSR

0.078 0.136 0 H gates Yes collector Existing/ Outside but Include in TAP

NFSR

0.136 0.332 0.196 H gates Yes collector Existing NFSR


NFSR






602 SHANLEY CREEK 0 5.646 5.646 H gate Yes collector Existing NFSR


89 MONTURE 1.71 2.754 0 P‐OR none Yes n/a Existing/ Outside of Project

NFSR

17

5.062 7.005 1.943 OPEN

‐HL none Yes arterial Existing NFSR

9976 LOWER COTTONWOOD

0 1.082 0 OPEN‐HL

none Yes collector Existing/ Outside but Include in TAP

NFSR


in APPENDIX A‐ Maps and Tables. Lengths of NFSRs are generally derived from construction plans or calibrated electronic distance measurement instruments (DMI) in vehicles. Many of the roads need work to bring them up to BMP standards; in general, this consists of:

Surface drainage ‐‐ blading and shaping to shed water, surface drainage improvements such as ditch cleaning and additional ditch relief culverts, additional drain dips, open‐tops/ belted waterbars to remove water and also to disconnect road drainage from streams,

Stream crossing culvert upsizing for storm flow capacity and aquatic organism passage. Virtually all perennial, intermittent, and ephemeral draws are in need of culvert upsizing, with the priorities being fish‐bearing reaches in perennial streams, then intermittent streams.

Recurrent maintenance to retain template shapes and keep drainage structures and stream crossings functioning properly.

Some watershed restoration and BMP work in the Center Horse project area has been started as of 2012 due to availability of CFLRP funds. For example a road that has been worked on is 4388 Dunham Creek. Roads that are in process are 4385 Black Canyon and 4384 Little Shanley. Additionally some culverts have been upgraded to Aquatic Organism Passage (AOP) Culverts.

B.ForestServiceUndeterminedRoads Undetermined roads are listed in Table AE‐ 11 Forest Service Undetermined Roads in APPENDIX A‐ Maps and Tables. Some of these roads access or cross private land, but only the National Forest portions are classified as Undetermined, and, accordingly, only the National Forest portions are represented in the lengths. Most of these roads are not drivable and so the lengths are typically based on GIS lengths and ownership boundaries. GIS ownership boundaries may not exactly match the actual locations on the ground, and some boundaries, in fact, have not been surveyed. Milepoints/lengths of actual ownership, and therefore system and jurisdiction, will change depending on where the actual land ownership boundaries are eventually located and marked on‐the‐ground and then measured or incorporated into GIS. Again, all of the Undetermined roads are officially closed yearlong to wheeled motorized vehicles per the Lolo Forest Plan, and MVUM.

Most of these roads were originally used for logging; they are typically only 10 – 12 feet wide, are usually brushed‐in, and most probably won’t be needed again. A few were “main” roads that were never officially added to the official road system or were taken off the system due to lack of legal access. They are categorized as Undetermined, and most were recommended to be Decommissioned (Not‐Needed) during the Center Horse Landscape Restoration Travel Analysis Process. Some of these roads are used by adjacent private landowners, but are Undetermined/Not Needed unless and until landowners indicate they need them and apply for and are granted access rights, such as easements or temporary special use permits (SUP). Information on easements or permits granted by the U.S., or lack thereof, was derived from the R/W Atlas and the INFRA Special Uses module. Landline survey information is from cadastral records.

C.NotNeededRoads

18

Table AE‐ 7 Listing of Not Needed Roads lists the roads for which previous decisions were made to

decommission the road, but the decision has not been implemented yet, or more treatment is needed

because of breach, slow recovery etc.

Table AE‐ 7 Listing of Not Needed Roads

Current System Road Number

BMP EMPLength Inside

Proj Length Outside

Proj

Not Needed NFSR 17509 0.00 0.17 0.17 0.00 17466 0.16 0.50 0.33 0.00 17535‐A 0.00 0.16 0.16 0.00 0.16 0.52 0.36 0.00 17565 0.00 0.03 0.00 0.03 0.03 1.90 1.87 0.00 1.90 1.94 0.04 0.00 4397 0.00 1.58 1.58 0.00 1.58 2.34 0.76 0.00 2.34 3.23 0.89 0.00 3.23 3.29 0.00 0.06 5402 0.00 2.36 2.36 0.00 2.36 2.51 0.00 0.15

Not Needed NFSR Total 8.52 0.24

Not Needed Non‐System 36185 0.00 0.21 0.21 0.00 17535‐A 0.52 1.25 0.73 0.00 36185‐A 0.00 0.24 0.24 0.00 0.24 0.50 0.25 0.00 0.50 1.28 0.00 0.78 J60015 0.00 0.28 0.28 0.00 J60015‐A 0.00 0.24 0.24 0.00 J60015‐B 0.00 0.25 0.25 0.00 J60015‐C 0.00 0.23 0.23 0.00 J60272 0.00 0.20 0.20 0.00 J60273 0.00 0.37 0.37 0.00

Not Needed Non‐System Total 3.00 0.78

Not Needed S‐T Spec* 17652 0.319 0.34 0.02 0.00 17654 0 0.1 0.10 0.00

Not Needed S‐T Spec Total 0.12 0.00

Grand Total 11.64 1.03

*‐Needs Additional Treatment

D. Easement and Permit Roads State of Montana Department of Natural resources and Conservation (DNRC) holds easements on portions of roads 89, 477, and 17549 in the project area. Table AE‐ 8 Forest Service Permit Roads shows roads in the analysis area that are currently under permit or easement use from the U.S./ Forest Service to other landowners or entities. Information is derived from the R/W Atlas and Infrastructure Special Uses Authorization module; milepoints are derived from current INFRA roads data. There are segments of existing roads that connect to

19

private inholdings that are existing but do not have permits on them and are not needed by the USFS. These roads are labeled as Grant Appropriate Rights and are listed in Table C‐24. Table AE‐ 8 Forest Service Permit Roads

AUTHORIZATION GRANTEE_ID RTE_ID RTE_NAME AUTH_BMP

AUTH_EMP

E ‐ FLPMA PRIVATE ROAD EASEMENT

WILLIAM AND SHIRLEY MORRISON 63055 SHIRLEY SPUR 0.0 0.2

E ‐ FRTA COST SHARE EASEMENT

BURLINGTON NORTHERN INC

5412 COTTONWOOD RIDGE 0.9 1.1

5417 SOUTH COTTONWOOD 2.9 6.5

9976 LOWER COTTONWOOD 1.1 1.4


LOLO NATIONAL FOREST 5412 COTTONWOOD RIDGE 1.8 1.9


NORTHERN PACIFIC RAILWAY CO 5412 COTTONWOOD RIDGE 1.2 1.8


(blank)

16013 SPRING CREEK SPUR 0.0 1.1

16015 COW SPUR 0.0 1.9

17493 PANTHER SPUR 0.0 1.3

17494 SECTION 15 SPUR 0.0 0.4

17500 CLEARCUT SPUR 0.0 0.4

477 COTTONWOOD LAKES 0.0 10.2


E ‐ FRTA NON‐COST SHARE EASEMENT UNITED STATES OF AMERICA 17536

MCCABE LOOP (RED HILLS) 0.0 0.4

E ‐ USDA EASEMENT

LOLO NATIONAL FOREST



66129 DICK CR ‐MOLLET PARK 1.0 4.5

66129 DICK CR ‐MOLLET PARK 5.4 5.5


UNITED STATES OF AMERICA 17465‐A

MONT‐DUN DITCH WEST 0.0 0.0

(blank) 17465 MONT‐DUN DITCH EAST 0.0 0.0

OTHER AUTHORIZATION LOLO NATIONAL FOREST 5412 COTTONWOOD RIDGE 0.9 1.1

P ‐ FLPMA PRIV. ROAD SPECIAL USE PERMIT (blank) 60420 (blank) 1.7 1.8

R ‐ OUTSTANDING RIGHTS

BLACKFOOT TELEPHONE COOP 46000

KOZY CORNER SEC. 27 ACCESS 0.4 0.5

60377 (blank) 0.0 0.9

60414 (blank) 0.0 0.2

DEPT NATURAL RESOURCES

17549 MALONE SPUR 0.0 0.5

46000 KOZY CORNER SEC. 27 ACCESS 0.4 2.5

46290 BIG SKY LANE SEC. 28 0.0 0.2

46725 (blank) 0.0 0.7

46942 CLEARWATER‐COTTONWOOD 9.4 11.8

20

56071 SPRING CREEK SEC. 15 0.0 1.0

56071 SPRING CREEK SPRING CREEK SEC. 15SEC. 15 0.2 1.0

56079 (blank) 0.0 0.4

56079 (blank) 0.4 3.3

56087 (blank) 0.0 0.2

56089 (blank) 0.0 0.1

56112 (blank) 2.7 2.9

60414 (blank) 0.0 0.2

66112 (blank) 0.0 0.3

LOLO NATIONAL FOREST 46090 (blank) 0.8 1.2

MT DEPT OF NATURAL RESOURCES

46147 SHOUP CREEK DNRC R/W SEC. 25 0.0 0.5

46150 SHOUP LAKE DNRC R/W SEC. 25 0.0 0.3

(blank) 66108

SPRING CR SOUTH LINE SEC. 24 0.0 0.5

R ‐ RESERVATION LOLO NATIONAL FOREST 17465

MONT‐DUN DITCH EAST 0.7 1.1

LEGAL DISCRIPTION USENAME CONTACT_NAME

T16N R14W FEDERAL LAND POLICY & MGMT ACT EASEMENT

WILLIAM MORRISON

T16N R14W FEDERAL LAND POLICY & MGMT ACT PERMIT

ANDREW AND KAREN OBERG

T16N R14W FEDERAL LAND POLICY & MGMT ACT PERMIT

DOUBLE ARROW RANCH LAND OWNER'S ASSOCIATION

T16N R14W FOREST ROAD AND TRAIL ACT EASEMENT

BURLINGTON NORTHERN, INC.

T17N R14W FOREST ROAD AND TRAIL ACT EASEMENT

BURLINGTON NORTHERN, INC.

Other Road System Considerations ‐‐ Decommissioned Roads and Weeds Table AE‐ 9 Previously Decommissioned Roads lists previously decommissioned roads (since they are no longer “roads”, they are not included in project totals). Non‐specified timber sale temporary roads are not included as they are generally not tracked in the road inventory. Table AE‐ 9 Previously Decommissioned Roads

Road Number Current System Closure Level

Length in PA

16004 Decommissioned NFSR 3‐D 3.2



17509 Decommissioned NFSR 5 0.5

17510 Converted NFSR 3‐D 0.6

21

Road Number Current System Closure Level

Length in PA

17510 Converted NFSR 5 0.9


17512‐OLD Decommissioned NFSR 3‐D 0.1

17533 Converted NFSR 3‐D 1.6

17533 Converted NFSR 5 0.6



17539‐1 Decommissioned NFSR 3‐D 2.5

17539‐1 Decommissioned NFSR 4 0.9

17652 Decommissioned S‐T Spec

5 0.3


5 0.4


5 0.2


5 0.1





5 0.5


5 0.6


4382‐1 Decommissioned NFSR 3‐D 1.1



Grand Total 29.1

Most of the road system is infested with noxious weeds – namely knapweed and oxeye daisy ‐‐ to various degrees; actual locations and densities of weeds are dependent on specific site characteristics (elevation, aspect, canopy closure, moisture, seed source, previous treatments).

CONSEQUENCES Primary issues relating to the transportation system that were raised during scoping and alternative development and that are now used to evaluate the alternatives are:

Need for access to treatment units to improve forest health; this includes construction of

temporary roads and retention of existing roads, as needed;

Need for access to strategic locations for wildland fire fighting, protection of infrastructure and

private property, and to enhance firefighter safety.

22

Need to improve terrestrial and aquatic habitat and connectivity and watershed health by

reducing adverse road impacts (by road closures, storage, decommissioning, culvert upgrades, and

BMPs);

Need to maintain or improve recreational opportunities;

On‐going road maintenance costs and ability to fund this.

Potential for weed spread.

Economic viability of vegetative treatments and the ability to fund the proposed road treatments.

This report does not necessarily directly address or analyze all these issues, but it provides data and recommendations for synthesis with other specialist reports into the NEPA documents.

Analysis Methods and Project Criteria Consequences or design criteria are portrayed in relation to the following areas:

Ability to meet purpose and need;

Consistency with Forest Service policy regarding Travel Analysis;

Soil and Water BMP and Roads Maintenance;

Effects on Travel Management;

Costs

Consistency with the Forest Plan and Regulatory Framework.

Particular elements of these are described below.

Ability to Meet Purpose and Need By design, all proposed road development and management activities are inherently formulated to fulfill

the project’s purpose and need, as well as to be compatible with long‐term management objectives,

although some elements of the project’s objectives may be better met than others with some proposals.

For example, road decommissioning may meet resource protection and budget objectives better than

meeting long‐term access needs. Preliminary proposals or recommendations that did not fulfill the

project’ objectives or were clearly not in the best long‐term management interest were not carried

forward for analysis.

Forest Service Policy ‐‐ Travel Analysis Travel analysis assesses the current Forest transportation system and identifies issues and assesses benefits, problems, and risks to inform decisions related to: (1) identification of roads needed for long‐term land management and (2) designation of roads, trails, and areas for motor vehicle use. These two purposes are separate, but may be conducted either concurrently or separately (FSM 7712). Travel analysis is not a decision‐making process, but instead informs decisions relating to administration of the forest transportation system and helps to identify proposals for changes in travel management direction. (FSM 7712) Decisions must be informed by travel analysis conducted at an appropriate scale, as well as appropriate site‐specific environmental analysis and public involvement. As discussed earlier the purpose of the Center Horse Landscape Restoration project is improve/restore forest composition, spatial arrangement and structure; restore fire adapted ecosystems; improve water quality, restore or enhance fish and wildlife habitat, and conserve and improve soil resources; and right

23

size the existing transportation network to meet public and administrative needs while at the same time eliminating unneeded roads and trails. To accomplish these objectives, this project involves proposals to:

construct certain new temporary roads;

treat certain existing roads through decommissioning, storage, or stream crossing upgrades to reduce impacts on wildlife and aquatic organism habitat, water quality, and maintenance needs;

to perform reconstruction or maintenance on certain roads to facilitate logging traffic and to improve water quality;

to add certain unauthorized (non‐system/Undetermined) roads to the official system of roads;

construct system road for reroutes: pieces of road 477, 46942 and 56087 to improve water quality.

Travel analysis was used to assess the current transportation system and existing travel management direction in the analysis area and to identify needs, opportunities, and risks. Some of these needs, opportunities, and risks were subsequently carried forward into the NEPA process in the form of proposals. Public involvement in the travel analysis and NEPA process included providing a scoping letter to explain the project and to solicit comments and ideas. The travel analysis process began with data assembly and field assessments and included discussions and ratings of the National Forest roads related to the analysis area. Later, as the project objectives were fine‐tuned and better mapping and field data was obtained, additional roads were analyzed. In the end, almost all known National Forest roads in the analysis area were analyzed for the purpose of identifying the road system needed for safe and efficient travel and for administration, utilization, and protection of NFS lands within the analysis area. This project transportation plan represents an “area plan” in the sense that it is a comprehensive assessment for a fairly large analysis area. (It does not, however, include a logging system/transportation plan for accessing all suitable timber land.)

Soil and Water BMPs and Road Maintenance Forest Service policy requires that roads meet BMPs for soil and water quality protection. For the most part, roads constructed prior to about 1990 were built before the establishment of formal BMP standards. BMP standards have evolved somewhat over the last two decades. By today’s standards, older roads were not built to current BMPs. Furthermore, continually meeting BMPs after initial road construction is a function of on‐going road maintenance practices to keep the road up to BMP standards. The Forest budget for road maintenance, reflecting the national Forest Service roads budget situation, is not nearly adequate to perform road maintenance to standards, including water quality BMP‐related maintenance, on all roads. The result is a backlog of maintenance and reconstruction that needs done in order to meet BMPs, as well as to meet road management objectives (e.g., brush‐free road width, clear sight distance, acceptable road surface roughness, sign installation, etc.). This backlog is systematically addressed through projects such as timber sales, specially funded “capital improvement” projects, as well as specific deferred maintenance projects. Closing or restricting roads to all or certain types of motorized traffic, putting roads into storage, or decommissioning roads are also useful methods of reducing BMP and maintenance backlogs. Conversely, opening closed roads could be expected to increase the maintenance needs – both for meeting BMPs as well as for meeting objectives for the type of use the road is managed for.

24

Meeting surface drainage and construction BMPs on haul routes is a criterion for this project and the project proposals have been formulated to accomplish this by incorporating proper procedures in the preconstruction and construction engineering phases (road location, design, construction, maintenance, storage) and in monitoring practices. Examples of surface drainage activities include maintaining or constructing drainage dips, drainage ditches, and ditch relief culverts, shaping road surfaces to properly drain, and replacing culverts that are past their useful life and are failing. These activities on Local road haul routes would be completed with any resulting timber sale. Activities on Arterial and Collector haul roads will be funded outside the timber sale and non‐haul roads will be funded to the extent other funding is available. Furthermore, improving watershed conditions by (a) meeting non‐surface drainage BMPs (as well as the above‐mentioned BMPs) on haul routes and (b) performing maintenance, reconstruction, and/or restoration activities on non‐haul routes is generally a criterion for this project (in order to meet the objective of enhanced watershed conditions). An example of non‐surface drainage BMPs is upgrading culverts to provide aquatic organism passage (AOP) and to pass design flood flows (typically 100 year events). Maintenance, reconstruction, or restoration activities on non‐haul routes may include the activities listed above, as well as storage and decommissioning. The non‐surface drainage and restoration activities on haul routes are generally not the responsibility of a timber sale and work on non‐haul routes, of course, is also not a responsibility of a traditional timber sale. Non‐surface drainage and non‐haul route BMPs are implemented when funding is available based on Forest prioritizations, although in some cases there may be required mitigations before proceeding with project.

Affects on Travel Management Affects on travel management are measured by comparing miles of legally open road (by travel plan code). Drivability of roads is also considered.

Road Standards and Costs Roads are planned to be constructed for reroute, reconstructed, and maintained to the standard needed for the timber harvest activities, public and administrative use, and to be consistent with Forest Plan direction, environmental regulations, and BMPs. In the case of existing roads or road segments that are 10‐13 feet wide (without ditches), it is proposed that these roads be used for log haul without widening, except for special site‐specific situations such as curve widening. However, it may be found during preconstruction that they may need to be widened to accommodate the log handling and yarding equipment (swing yarders, excaliners, and loaders). This would depend on the particular logging system and associated equipment employed on each road and existing site‐specific road widths and cutslope heights and angles. For instance, it may be feasible to haul on a 10‐foot wide road and only widen the road at the exact spots where a yarder could set‐up. Any widening of existing roads would need to carefully consider disposal or placement of excavated cutslope material. Generally, existing fillslopes are not conducive to adding additional fill material due to vegetation, duff, and the fill slope angle – additional material placed on the fillslope would be unstable unless extensive clearing, grubbing, and keying‐in and compacting of material is conducted. A more environmentally suitable and cost effective scenario is to dispose of excavated cutslope material on the native material roadbed (i.e., essentially building up the roadbed). Sidecasting to dispose of material is generally not acceptable. Furthermore, for long‐term system roads, reconstruction of cutslopes should include stable back slopes. For temporary roads, narrower roadbeds, steeper cut and fillslopes, and narrower clearing widths are more cost effective, would be more conducive to eventual obliteration, and would be less impactive overall.

25

Temporary roads will need to be stable for their life, which could be multiple operating seasons, so a consideration of soil types, slope steepness, groundwater interception and length of service is important. Furthermore, stockpiling or segregation of the topsoil and duff should be considered during construction to facilitate restoration and re‐establishment of vegetation. See the Soils and other specialist’s report for a discussion of proposed temporary roads in the Center Horse Landscape Restoration area. Costs are calculated as unit costs per mile with additional costs added for complexities based on engineering judgement. Costs are presented in Tables C‐19 through C‐25 located in APPENDIX A‐ Maps and Tables. While costs outside of a traditional timber sale cannot be borne by the timber sale, there are some items – notably road storage and decommissioning of roads used for the sale – that could be funded either by the sale or outside of the sale with appropriated funding or stewardship mechanisms. It is assumed here that all closure treatments for any road segment used by the sale are funded by the sale; ultimately, however, appropriated, partner or other funding could be used for certain activities such as decommissioning and storage. Costs were derived from local knowledge, conversations with Lolo NF road engineers, and the following documents: Planning Road Cost Assessment – Estimating Road Costs in Transportation Planning, Lolo National

Forest, March 5, 2004, by Chris Partyka, Rodney Blessing, Joe Hughes, and Eric Barclay, with costs updated 30% by Jim Inness, February, 2010, and corrections and minor edits by R. Gage. Total costing revision by Kathleen Marks 2015.

Costs given are “planning” costs – that is they are intended to be fairly close (roughly within about 15%) to actual implementation costs. They are intended to reflect the contract award amount to a timber sale purchaser, road maintenance contractor, or public works contractor. They inherently include general provisions for location and work season that is typical of this project. They do not include the cost to the government/taxpayer for surveys, design (including consultants), contract administration, or Forest Service overhead, unless specifically stated as included. Furthermore, costs are not detailed enough to specifically differentiate items like insurance and bonding, or Davis‐Bacon wage rates versus non‐Davis‐Bacon rates. See APPENDIX D – COSTS for details and APPENDIX F or G for costing per road. and Haul permit or easement costs are not anticipated to be needed for this project; if it turns out that some access over private roads/land is needed, this should not materially affect the costs since:

It is possible that wherever the Forest Service needs access, there is also a private landowner that needs access rights from the Forest Service; therefore, there is opportunity for reciprocity;

access costs are dependent on whether the access is by one‐time permit or by perpetual easement, and the specific mechanism for each road has not been determined;

and the cost for the length of roads and volume to be hauled over private land (in the case of permit) should be minimal.

Costs are generally shown to the nearest dollar to prevent successive rounding errors; this should not be construed as accurate or precise to the nearest dollar.

Consistency with the Forest Plan and Regulatory Framework Proposals are evaluated in relation to the Lolo NF Plan and the regulatory framework.

Comparison of Alternatives Concerning Roads

26

Alternative A‐ No Action – No new road construction would occur and no storage or decommissioning activities or official designations would occur with this Alternative. Road maintenance BMPs would occur on 40 miles of NFSR; and culvert upgrades would be limited to those that could be done under maintenance, when funding is available. Progress on roads and culverts began approximately 2012. Weed treatments for open and drivable roads would be analyzed in the Forest Small NEPA process, following the protocol in the Lolo NF Integrated Weed Management Environmental Impact Statement (December 2007), so that action could continue. Alternatives B‐Proposed Action – various road treatments are proposed under this alternative relating to both timber haul and BMPs/restoration of haul and non‐haul routes. These activities include:

Adding non‐system roads to the official road system, with and without reconstruction and with and without post‐haul storage. None of these are on private land.

Constructing temporary roads for timber harvest and haul. Only temporary roads on NFS land are planned.

Reconstructing non‐system roads to be used as temporary roads for timber harvest and haul.

Decommissioning, with various closure levels, both system and non‐system roads.

Storing existing system roads, including roads to be used for the timber sale and some not used for the timber sale.

Hauling on existing system roads.

Performing pre‐haul BMP and other maintenance on timber sale roads approximately 100 miles leading to units.

Performing culvert upgrades (“restoration”), both on roads not to be used for the timber sale and roads used for the sale.

Gravel Pit development (Little Shanley and Monture) Alternative C‐ All activities the same except no commercial timber harvest, construction of new temporary roads and Local haul road BMPs.

Road Actions by Alternative The following tables summarize the road actions that are typically of the most interest that are proposed under the proposed action alternatives. These are followed by a summary table of the treatments with total costs, and then followed by tables showing the treatment details (Road #, beginning and ending mile points (BMP/EMP), segment length, and costs by Non‐Timber Sale). The road actions that are within the purpose and need:

Changes to the permanent road system (NFSR) – through construction, addition of non‐system roads, decommissioning, and storage of system roads.

Temporary Road Construction/Reconstruction.

Non‐system Road Decommissioning.

Maintenance and reconstruction (BMPs, etc.) of permanent roads.

Changes to travel management.

Table C‐ 1 Miles of Additions and Subtractions to the lists net changes to the official road system, and

where the changes come from.

Table C‐ 1 Miles of Additions and Subtractions to the NFSR

Miles of Additions and Subtractions to the NFSR Alternative B and C

27

Current NFSRs – (remains the same under No Action) 119

Add Existing Non‐System Roads to NFSR + 31.6

Reconstruction of Non‐System Roads with Addition to NFSR + 1.2

Construction of NFSR (All for proposed reroutes) + 3.3

Decommissioning of NFSR ‐ 17.3

Net Change to NFSR (15%) + 18.8

Total NFSR after Treatments 137.8

Table C‐2: While the action alternative would increase the total miles of system road by about 18 miles (15.0%), and that would normally imply an increased long‐term road maintenance burden, the proposals also include storing some system roads or segments (27.6 miles). Many of the roads proposed to add to the system are from acquired lands that have easements on them. Additionally it is prudent to maintain

access to acquired lands for future restoration activities. These proposals are shown in Table C‐ 2 Miles to be put into Long‐term Storage, by Closure Level. Table C‐ 2 Miles to be put into Long‐term Storage, by Closure Level

Miles to be Put into Long‐term Storage, by Closure Level

Alternative B Alternative C

Level 3‐S Level 3‐SN Level 3‐

S Level 3‐

SN

Add Non‐System Road to System and Store after Haul 3.7 ‐ 3.7 ‐

Add Non‐System Road to System and Store without Haul 9.4 ‐ 13.5 ‐

Reconstruct Non‐System Road and Store after Haul 4.1 ‐ ‐ ‐

Sub‐total Non‐system roads to be Stored, by Closure Level

17.2 ‐ 17.2 ‐

Sub‐Total Stored Non‐system Roads 17.2 17.2

Construct System Road and Store after Haul ‐ ‐ ‐ ‐

Reconstruct System Road and Store after Haul 5.7 ‐ ‐ ‐

Store Existing System Road after Haul ‐ ‐ ‐ ‐

Store Existing System Road without Haul 5.6 ‐ 11.3 ‐

Sub‐Total existing System Road to be Stored, by Closure Level

11.3 ‐ 11.3 ‐

Sub‐Total Stored System Roads 11.3 11.3

Total Storage by Closure Level 28.5 ‐ 28.5 ‐

Total Storage 28.5 28.5

Table C‐ 3 Miles of NFSRs to be lists the net miles of NFSR needing long‐term maintenance (i.e., not stored).

28

Table C‐ 3 Miles of NFSRs to be maintained

Miles of NFSRs to be Maintained Alternative B and C

Current NFSRs (Table C‐1) 119

NFSRs after Additions/ Subtractions (Table C‐1)

138

To Be Stored (Table C‐2) 29

Net NFSR to be maintained 109

Maintenance Cost Savings. Although the total miles of NFSR would increase by 18 miles, the total of NFSRs to be maintained, compared to current mileage of NFSR, would drop by 10 miles (8%) under Alternative B or C. Maintenance costs vary widely by maintenance levels, closure levels, and physical parameters such as width, grade, aspect, elevation, soil and surface types, etc., but for these roads (all maintenance level 2, native surface, mostly closed yearlong and brushed‐in) a general average annual maintenance cost of about $700/ mile to meet standards would apply. This reduction in miles of NFSRs, then, could reduce the theoretical maintenance burden by up to $7,000/ year for Alternative B or C compared to current levels. Table C‐ 4 Temporary Road Miles summarizes temporary road miles proposed and

Table C‐ 5 Temporary Road Construction Expected Duration on Landscape Post Timber Sale sums the expected miles on the landscape after the timber sale.

Table C‐ 4 Temporary Road Miles

Temporary Road Miles Alternative B

Construct Temporary road on Private 0

Construct Temporary Road on NFS 6.7

Sub‐Total Construct Temp Road 6.7

Reconstruct Non‐System Road as Temporary Road (also included in table C‐6 below)

11.8

Reconstruct previously decommissioned road 2.2

Use Not Needed NFSR 0.3

Reconstruct Private Road as Temporary Road 0

Sub‐Total Reconstruct Road as Temp Road 14.3

Total Temp Roads 21.0 Table C‐ 5 Temporary Road Construction Expected Duration on Landscape Post Timber Sale

Alternative B (miles)

Temp Road ‐ New 3.47

0 Years 0.92P_Temp_13 0.17P_Temp_132 0.08P_Temp_147.1 0.42P_Temp_147.2 0.26

3 Years 0.60P_Temp_34 0.31P_Temp_35‐B 0.30

29

Alternative B (miles)5 Years 1.94P_Temp_118 1.05P_Temp_143 0.35P_Temp_148 0.54

Temp Road ‐ Reconstruct Existing Road 10.62

0 Years 1.4017535‐A 0.1636185‐A 0.2436425 0.4246010 0.33J60246 0.16J60465 0.09

3 Years 8.4117534 1.5236067‐D 0.6136067‐E 0.4736067‐F 0.2246047 0.9846048 1.6846048‐A 0.2146143 1.5346151 0.30J60176 0.74J60435‐A 0.15

5 Years 0.5336045 0.53

TBD‐Biomass Unit 0.2846144 0.1546145 0.13

Temp Road ‐ Reconstruct Existing Road ‐ STS 3.71

0 Years 2.3017509 0.8136058 1.0636166 0.42

3 Years 1.4236166 0.0836167 0.42J60074 0.31J60120 0.08J60121 0.53

n/a ‐ Other Jurisdiction 0.0036166 0.00

Temp Road ‐ New ‐ STS 3.22

0 Years 0.38P_Temp_108 0.15P_Temp_187 0.23

3 Years 1.12P_Temp_106 0.53P_Temp_106A 0.29P_Temp_106B 0.21

30

Alternative B (miles)P_Temp_198 0.09

5 Years 1.72P_Temp_127 0.43P_Temp_139.1 1.29

Grand Total 21.02

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Table C‐ 6 Summary of Road Decommissioning Miles, by Closure Level shows miles of proposed road

decommissioning by closure level. This table does not include new temporary roads or previously

decommissioned roads to be re‐used as temporary roads, shown above in Table C‐4, as those do not result

in a net decrease in roads compared to the existing condition; but the table does include non‐system roads

used as temp roads as they do result in eliminating existing roads. It also includes NOT NEEDED roads which

have not yet been treated or need further treatment, as those are considered as existing roads. Alternative

C increases in decommissioning because existing roads will not be reconstructed then decommissioned with

the timber sale. A complete listing of temporary roads is in APPENDIX A‐ Maps and Tables.

Table C‐ 6 Summary of Road Decommissioning Miles, by Closure Level

Decommissioning

Closure Level

Total Level 2

Level 3-D

Level 3-DN

Level 4 Level 5

System Roads Alt B and C 0 0.5 1.3 0 15.3 17

Non-System Roads Alt B 0 8 47 0 85 140

Non-System Roads Alt C 0 10 48 0 89 147

Total Decommissioning by Closure Level Alt B

0 8.5 48.3 0 100.3 157

Total Decommissioning by Closure Level Alt C

0 10.5 49.3 0 104.3 164

Table C‐ 7 Summary of Total Road Miles after Construction and Decommissioning summarizes the total miles of all roads after construction and decommissioning. Table C‐ 7 Summary of Total Road Miles after Construction and Decommissioning

All Roads (all jurisdictions)

Forest Roads

Alt B Alt C

Existing Roads 346 319 319

Construct System Road for Reroute 3.3 3.3 3.3

Temporary Roads Existing (decom after use)

0.0 10.0 0.0

Decommission 159 159 169

Net Change 155 166 166

Total Roads after Project 191 154 154 Table C‐ 8 Summary of BMPs and Upgrades on System Roads summarizes the mileage of haul and long‐term

BMPs (including stream crossing upgrades) for system roads. Some roads get only haul BMPs (i.e., they are

stored or decommissioned after haul), while some get haul and long‐term BMPs, and others that are neither

used for haul or stored get only long‐term BMPS under the restoration objectives of the project. System

roads to be stored or decommissioned without haul are not included since they would not need either haul

or long‐term maintenance/BMP.

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Table C‐ 8 Summary of BMPs and Upgrades on System Roads

Alternative B

Haul BMPs only

(Storage or Decom.1 after Haul)

Haul and Long‐Term BMPs Long‐term BMPs only (No Haul)

Existing NFSRs

Inside Analysis Area

31 65 0

Outside Analysis Area

0 4.2 n/a

Added as NFSRs (all are in the Analysis Area)

0 ‐‐ (All added roads have no haul and all will be stored)

3.3 ‐‐ (All added roads are for Reroute and not a condition of Haul, accomplished as funding available)

0 ‐‐ (All added roads have no haul and all will be stored)

Total Upgrades/ BMPs

31 69.2 0

1An existing system road decommissioned after project use (haul) will then cease to be a system road. Included in the long‐term BMPs for system roads are stream crossing upgrades or restoration to provide aquatic organism passage (AOP) as well as to pass the Q100 discharge volume (i.e., 100‐year flood events) with acceptable impacts, and to disconnect the stream from the road as much as possible to reduce sediment delivery and the risk of stream capture. Refer to the Fisheries Specialist’s Report for stream crossings in need of upgrade and the proposed disposition under this project. Many of the existing structures are undersized, some have perched or shot‐gunned outlets, some are plugged or partially plugged, and have flows that are restrictive to AOP (low depths, high velocities, etc.). Stream crossings that need replacement on haul routes are not a function of a timber sale (i.e. necessitated or funded by a timber sale.) Some culvert upgrades have been completed or are in progress since 2012. These culvert upgrades can usually be accomplished as NEPA Categorically Excludable road maintenance as funds are available.

Changes to Travel Management Changes to travel management are assessed based on the proposed managed use, for the action alternatives compared to current situations and condition. Changes to NFSR for Alternatives B and C are shown in the two tables below; Table C‐ 9 Summary of Travel Management Changes is a summary of changes by treatment action and

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Table C‐ 10 Changes to Travel Management by Action and Road shows changes by specific road/segment as well as by treatment action, and it also discloses changes to administrative access. The current situation

is described in Table AE‐ 5 National Forest System Roads Travel Management and is repeated in Table C‐9. Decreases in Open yearlong or ‘H’ restriction miles represents NFSR miles that become closed or unavailable to motorized use and for this project is due to decommissioning or storage. Changes to Travel Management/Motorized Opportunities by individual road/segment are shown in Table C‐10.

Table C‐ 9 Summary of Travel Management Changes

Total NFSR (miles) Open Yearlong (miles)

Drivable (miles)

H (miles)

Drivable (miles)

Current Situation 119 4.6 4.6 38.9 36.7 Net Changes Alternative B and C

Open Yearlong or Seasonal (miles)

Drivable (miles)

Opened Due to Travel Management Change 0.3 0.3 Opened Due to Construction for Reroute 1.1 0 Opened due to Reconstruction Or Maintenance 1.1 0.13 Sub‐Total Miles Opened 2.5 0.43

Closed due to Travel Management Change 2.46 2.46 Closed Due to Storage 2.55 1.96 Closed Due to Decommissioning 6.11 4.46 Sub‐Total Miles Closed ‐11.12 ‐8.88

NET CHANGE‐8.62 ‐8.45 ‐7.2% ‐7.1%

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Table C‐ 10 Changes to Travel Management by Action and Road

Category Road Travel Management Change Drivable BMP EMP Length

Add to Official Road System

56086 NS‐B to System for reroute Yes 0.00 0.13 0.13

36030 NS‐H to System H Yes 0.00 0.05 0.05

36423 NS‐Open to System SNO Yes 0.00 0.21 0.21

46152 NS‐B to System for reroute No 0.47 1.08 0.61

46152 NS‐B to System for reroute No 1.08 1.42 0.34

Construct System Road for

Reroute

P46942‐ALT

replaces system road to B Planned 0.00 0.81 0.81

P56086 replaces system road to B Planned 0.00 0.33 0.33

Convert to Trail

17466 Open‐HL to Convert to Trail Yes 0.00 0.16 0.16

4384 H to decom No 7.07 8.04 0.97

4384 H to decom Yes 5.60 6.60 1.00

4384 H to decom Yes 6.60 6.68 0.09

4384 H to decom Yes 6.68 7.07 0.39

Decommission

16013 SNO to decom Yes 0.55 1.14 0.59

17495 H to decom No 0.83 1.00 0.17

17535 H to decom No 0.00 0.42 0.42

17596 H to decom Yes 0.00 0.13 0.13

17653 H to decom No 0.00 0.08 0.08

17660 Open‐HL to decom Yes 0.00 0.04 0.04

4388 SNO to decom for reroute Yes 0.00 0.47 0.47

477 KD6 to decom for reroute Yes 10.23 10.55 0.32




602 H to decom Yes 5.65 5.76 0.12

Travel Management

Change

17493 H to B Yes 0.00 1.34 1.34

5417 H to B Yes 3.12 4.07 0.95

Store Existing Road

16013 SNO to System and Store Yes 0.00 0.55 0.55

17495 H to store No 0.21 0.83 0.62

17495 H to store Yes 0.00 0.21 0.21

5417 H to store Yes 1.19 2.40 1.20

While the total miles of NFSR increases by 18 miles (15%) under the action alternatives, the miles of legally open (yearlong and seasonally) NFSR decreases by 8.7 miles (‐7%) under the proposed alternatives. The miles actually open and drivable based on current conditions vs. what would be open and drivable after proposed road treatments and sale activities decreases by slightly less ‐‐ by only 8.5 miles (‐7%) under Alternative B and C. Non‐motorized and snowmobile access would arguably be “improved” in the short‐term due to the brushing‐out of grown‐in roads for the vegetation management activities, but that is dependent on mode of access, time of year, user ability, and the experience desired, so potential changes to non‐motorized use and over‐snow use are not discussed further in this report.

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Table C‐ 11 Grizzly Bear Resource Protection Measure for Open Roads shows roads that are required as a resource protection measure to be gated. For more information see Wildlife Specialist’s Report.

Table C‐ 11 Grizzly Bear Resource Protection Measure for Open Roads

Road Purpose Road No.

MP Duration After

Life of TS Comments

Temp Road 17509 0.006 0

Temp Road 17534 0.006 3

Temp Road 17535‐

A 0.006 0

Temp Road 36045 0.006 5

Temp Road 36166 0.037 0

Temp Road 36425 0.013 0

Temp Road 46144 0.006 Biomass‐TBD

Temp Road 46151 0.019 3

Temp Road J60120 0.006 3

Construct System Road for Reroute of 56086 P56086 0.006 n/a

Replaces permanent gate

Costs to Implement Total estimated road costs for the Center Horse Landscape Restoration project as described above are shown below by alternative and funding mechanism. The funding mechanism involves: (a) what would be needed for and funded by a traditional timber sale, including some items that are not necessitated by the timber sale but could be funded under the timber sale – such as storage or decommissioning following timber sale use, and; (b) what would need to be funded outside of the timber sale. For the timber sale, these road costs include road construction (including temporary road construction), reconstruction, pre‐haul maintenance, and post‐haul road closure treatments; they do not include temp roads built by the purchaser, road maintenance or dust abatement during the sale, or yarding or haul costs – see the Economic Specialist’s Report for that information as well as for timber sale economic feasibility. Non‐timber sale road work includes bringing all Forest Service‐managed Arterial and Collector haul roads up to BMPs, including upgrading some stream crossings, and storing and decommissioning some roads. See the Glossary (APPENDIX E) for definitions of Arterial and Collector. NFS roads under permit to other entities are not included in the costs although they might also need BMP work; this is because the grantees are responsible for the maintenance and those costs would be borne by the grantee and not by the Forest Service. Haul roads are intermixed in all the categories in the table below.

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Table C‐ 12 Totals by Non‐Timber Sale and Timber sale Funding ‐‐ Alternative B

Category

Alternative B Alternative C

Non-Timber Sale Timber Sale Combined Total

Miles Cost Miles Cost Miles Cost Miles Cost 1 – Add to Official Road System

20 $74,917 0 0 20 $74,917 20 $23,367

2 – Construct System Road for Reroute

3.3 $1,450,480 0 0 3 $1,450,480 3.3 $1,450,480

3 – Convert to Trail

2 $16,808 0 0 2 $16,808 1.8 $33,298

4 – Decommission1

161 $1,111,057 0.4 $

5,684 161 $1,116,741 168 $1,218,731

5 – Upgrades, Pre-Haul Mtce, ATM Changes, BMPs2

148 $1,199,858 13.4 $

125,346 161 $1,325,204 173.9 $1,222,912

6 – Store Existing Roads

19 $219,595 5.7 $

56,970 25 $276,565 25.6 $247,027

7 –STS Temporary Roads1

0 $0 21 $

134,364 21 $134,364 0 $0

Totals 353 $4,072,715 41 $322,364 394 $4,395,079 393 $4,195,815 1 Temporary Roads would be decommissioned after their use is completed; costs to decommission are included in the estimates for Temporary Road. 2Upgrade/BMPs for non‐timber sale includes costs for arterial and collector haul routes.

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Table C- 13 Road Activity Summaries (Miles and Costs) provides details of miles and costs by Category and Sub‐Category, by alternative. Table C- 13 Road Activity Summaries (Miles and Costs)

Category Sub‐Category Alternative B Alternative C

Length Cost Length Cost

1‐Add to Official Road System

Add to Official Road System 18.54 $99,244 18.54 $47,694

Reconstruct 0.17 $4,375 0.17 $4,375

Reconstruct and Add to Official Road System for Reroute 1.22 $18,992 1.22 $18,992

Subtotal 19.93 $122,611 19.93 $71,061

2‐Construct System Road for Reroute

Construct System Road for Reroute 3.30 $1,450,480 3.30 $1,450,480

3‐Convert to Trail Convert to Trail 1.86 $16,808 1.86 $16,808

4‐Decommission Decommission 157.35 $1,116,741 169.60 $1,226,079

5‐Upgrades, Pre‐Haul Mtce, ATM Changes,

BMPs

Converted to Trail Previously 5.18 $0 5.18 $0

Decommissioned Previously 55.09 $2,000 58.64 $9,420

Grant Appropriate Rights 0.48 $0 0.48 $0

Keep NF System Road 86.70 $1,234,368 86.70 $1,124,656

Other FS Road ‐ Not Included in Project 0.00 $0 0.00 $0

Previous Decision to Decommission and Convert to Trail, But Needs Treated 5.92 $65,316 5.92 $65,316

Previous Decision to Decommission But Needs Treated 2.41 $19,520 2.41 $19,520

Private Road 1.50 $0 1.29 $0

State Lands Road 2.30 $0 2.30 $0

Stored Previously 1.52 $0 1.52 $0

Keep with Travel Mgmt Change 2.29 $4,000 2.29 $4,000

Subtotal 163.38 $1,325,204 166.71 $1,222,912

Store Existing Road Add to Official Road System and Store 13.05 $117,729 13.05 $117,729

Store NF System Road 11.31 $101,866 11.31 $101,866

Subtotal 24.36 $219,595 24.36 $219,595

Temporary Road

Temp Road ‐ New 3.47 $0 3.47 $0

Temp Road ‐ New ‐ STS 3.22 $47,116 3.22 $0

Temp Road ‐ Reconstruct Existing Road 10.62 $29,296

included with existing roads

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Temp Road ‐ Reconstruct Existing Road ‐ STS 3.71 $57,952

Subtotal 21.02 $134,364

Grand Total 391.19 $4,385,803 385.76 $4,206,935

The following tables provide specific details of each road/road segment with proposed treatments. Tables are organized by the categories as shown in the preceding table, by each action alternative, with costs broken out by timber sale or non‐timber sale funding. Closure level details are provided where appropriate as well as temporary road duration. Tables are in APPENDIX A‐ Maps and Tables

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Table C‐ 20 Add to Official Road System (Existing Non‐system Roads) – Category 1

Table C‐ 21 Construct System Road for Reroute Category 2

Table C‐ 22 Convert Road to Trail – Category 3

Table C‐ 23 Roads to Decommission – Category 4

Table C‐ 25 Existing System Roads to Store – Category 5

Table C‐ 24 Upgrades, Pre‐Haul Maintenance, or BMPs on Existing System Roads to be retained – Category 6

Table C‐ 26 Temporary Roads– Category 7

See the Glossary (APPENDIX E) for Closure Level descriptions. Weed treatments would not be done on 3‐DN or 3‐SN roads; weed infestations on these would be dealt with similarly to general forest weed infestations, with separate NEPA for spraying, etc.

DETAILS ON PROPOSED CONSTRUCTION, RECONSTRUCTION, AND DECOMMISSIONING A brief description of specific planned road construction, reconstruction, and decommissioning follows. (1) Construction of New System Roads – There are 5 reroutes planned for the Center Horse Area listed

below that would be 3.3 miles of Construct system road for reroute and about 2 miles of decommissioning. See Table C‐ 21 Construct System Road for Reroute Category 2 in APPENDIX A‐ Maps and Tables.

(2) Reconstruction of System Roads. No major issues with any reconstruction or heavy maintenance are known, other than following BMPS for water quality protection and following weed management practices.

(3) Proposed Reconstruction of Non‐system roads to Be System Roads. These are typically old logging roads that are generally 10‐14 feet wide, with some narrower sections due to fill or cut slope sloughing or just narrow construction. Some of the roads were actually built to system road standards. Most are currently brushed‐in. There would be a net addition of 17.8 miles of road added to the official road system and reconstructed. Some of which would be specifically for Biomass Haul. However, if the Biomass units do not get accomplished with a Timber Sale the roads would not be reconstructed at that time. When used, besides brushing and grubbing, some would need to be reconstructed in the narrow sections to accommodate logging vehicles. For sections used only for haul, a minimum 10‐foot width is adequate; however, where a yarder must set‐up a minimum of 12‐14 feet would be needed depending on the height of the cutslope. Since these roads would be system roads, any reconstruction of cutslopes would include stable back slopes (typically 1:1); due to vegetative cover and duff on the fill slopes, and the need to avoid loose sliver fills, excavation would need to be placed on the roadbed (or even pushed or end‐hauled) instead of sidecast. Placing cut bank excavation on the roadbed would be cheaper. For the roads to be stored with treatment (3‐S), some brushing may be necessary in order to get equipment in to do the storage work (waterbars, culvert removal, scarification). This would be minor, though, as the equipment can usually walk in on alder, seedlings, and saplings, without much problem.

(4) Non‐system Roads to be used as Temporary Roads. These old logging roads are similar to the non‐system roads described above, except due to the temporary nature, cutslopes could be steeper to reduce excavation. If cutslopes are steepened, it would best if the roads are only used for one season. In other words, the roads need to be stable for their life.

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(5) Reconstruction of Private Roads to be used for Haul – None Planned

(6) Decommissioning. Most of the non‐system roads to be decommissioned can be decommissioned naturally (level 3‐DN), that is left to continue to grow‐in and “naturalize” on their own. Of these 3‐DN roads, entrance obliterations are not necessary due to the condition of the road (brushed‐in, and/ or bermed) or the condition of the parent road (closed, to be decommissioned or stored). Some of the non‐system roads or segments to be decommissioned are accessed/blocked by private land. The segments are typically very short where they enter NFS land and the prescriptions are closure level 3‐DN. They should be monitored for use and appropriate action taken if use is occurring. Such actions could include requiring SUPs or granting easements on the roads to remain; land conveyance through the Small Tracts Act, obliterating the road entrance with methods that don’t require access across private land, or law enforcement actions. All system roads to be decommissioned would be actively treated, see Closure Level in Appendix E Glossary.

Governmental Permits Needed by Forest Service. Culvert removal or replacement work in live streams would likely require Stream Protection 124 permits and could require Short‐term Turbidity Standard 318 permits from the State of Montana. See APPENDIX C – REGULATORY FRAMEWORK for additional permit information.

COMPATIBILITY OF ACTION ALTERNATIVES WITH FOREST PLAN See APPENDIX B ‐‐ FOREST PLAN DIRECTION RELATING TO THE TRANSPORTATION SYSTEM for Forest Plan Goals and Objectives, Standards, and Management Areas that relate to this project, especially direction regarding road development and management. See the Forest Plan for complete descriptions.

Forest‐wide Goals and Objectives. As discussed earlier in this report, the most applicable Forest‐wide goals and objectives are:

Goal 1. Provide a sustained yield of timber and other outputs at a level that will help support the economic structure of local communities and provide for regional and national needs.

Compatibility of project: The proposed road system has been designed to provide a safe, efficient transportation system for transporting timber as well as providing for public and administrative use.

Goal 4. Provide a pleasing and healthy environment, including clear air, clean water, and diverse ecosystems; and Goal 8. Meet or exceed State water quality standards.

Compatibility of project: The proposed road system, with incorporation of BMPs and engineering recommendations, has been designed to protect or improve the environment, namely water quality.

Objective: Roads will be kept to the minimum number and size needed to support resource management; most roads will be closed when projects are completed to protect resource values. Compatibility of project: The proposed road system has been designed to minimize the amount of roads; many roads were determined to be not needed and are recommended for decommissioning;

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other roads are identified as temporary roads or roads to be stored to reduce the impact, risk of impact, and the maintenance cost burden from the roads; existing narrow roads to be used would be used without reconstruction to wider roadbeds unless necessary to support the planned vegetative management.

The alternatives specific relationships to Forest‐wide goals and objectives are covered in other specialists’ reports.

Forest‐wide standards. The project has been designed to meet Forest Plan standards for non‐road resources; a brief discussion of the project’s relationship/ compatibility to the most pertinent road standards follows. See other Specialist reports for specific evaluation and quantification.

Standard 15. Following best management practices to protect water quality is a requirement of the project design. Standard 28. Road location, design, construction, maintenance, storage, and decommissioning are proposed and designed to have a minimum impact on the aquatic ecosystem, and most road treatments will enhance the aquatic resource over time. Standard 48. Motorized vehicles are still limited to system roads and trails which are designated open. Standard 49. As described above, the road system is designed to minimize the amount and size of roads while meeting safety, user, and timber access needs. Standard 50. Design recommendations for construction and reconstruction are included to minimize soil disturbance and movement. Best management practices will be incorporated into road design. Standard 51. Cost effective slash treatment will be incorporated, factoring the need for slash filter windrows to protect water ways in disturbed areas. Standard 52. The project is designed to protect resources (namely water and wildlife) while providing administrative access, access specifically for vegetative treatments, and access to landowners and recreationists. The main Arterial and Collector roads will remain open to the public, as well several Local roads. Other roads proposed for storage or decommissioning are generally not open and drivable in their current states. These treatments are proposed in order to meet standards for water quality and wildlife security. Road storage and decommissioning were considered for protection of resources and for reducing maintenance burdens. The public has been involved through public notices and the public will be able to review and comment on the environmental impact statement according to agency policy. This standard includes open road density maximums for highly productive big‐game summer range (1.1 miles of road per section average; values calculated over designated herd‐unit analysis areas), and specifies that all new roads, except arterials, will be closed yearlong in such areas. It also specifies that new roads will be closed to the public yearlong in areas of moderate big‐game summer range, but roads open on the 1984 Travel Plan will remain open.

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Specific analysis on impacts to elk and other resource values are included in other specialists’ reports.

Management Area Direction. Management Area “road” standards fall into 5 general categories:

General restrictions on roading

Travel management

Forest‐wide estimated average total road densities

Forest‐wide estimated average open road densities

Design and maintenance criteria

General restrictions on roading. MA direction includes guidance on the extent that roads are permitted, such as roads not permitted, roads allowed to pass through the MA to access other areas, or extensive roading of the MA is expected. Table C‐ 14 Center Horse Management Areas with General Restrictions on Road Construction provides information on MAs in the Center Horse Landscape Restoration area that have general roading restrictions. Travel Management. Some Management Areas include general direction on whether roads should be open or closed to the public (for example, arterials will usually remain open while locals will generally be closed). See Table C‐ 15 Forest Plan Direction for Travel Management Where Changes are Proposed Average Total Road Densities. Some of the Management Areas represented in this project – 16, 17, 18, 22, 24, and 25 ‐‐ include standards for estimated Forest‐wide road densities. Such road densities are most appropriately considered in the context of Forest‐wide averages instead of at a project‐level scale, as described in the MA standards. For all these MAs, road construction is permitted as needed to meet the management goals and objectives of the area. Total road densities for the project would decrease, when accomplished, since the total road mileage will decrease by 166 miles due primarily to decommissioning. Average Open Road Densities. Besides Forest‐wide standards for open roads (Standard 50 (c) regarding highly productive big‐game summer range, as described above), one of the represented Management Areas – MA 18 (forested big game winter range) ‐‐ has direction on open roads. As with Forest‐wide road densities, this open road density is most appropriately considered in the context of Forest‐wide averages instead of at a project‐level scale. Nevertheless, for this project, in MA 18, no roads are proposed for construction or addition to the official road system, no roads are proposed for changing from closed to open. Hence, there is no effect on open road density in MA 18. See the Wildlife report for a full discussion of possible effects of the proposals, including effects of open roads in any highly productive summer range that may be present. Design and Maintenance Criteria. Management Area direction generally includes road construction (including location and design) and maintenance practices relating to soil, water, wildlife, and other resource protection; restrictions on the timing of activities is also included. Road decommissioning and storage are not specifically addressed in the MA goals and standards, or elsewhere in the Forest Plan, but can be inferred from references to earthmoving, motorized recreation, resource protection, etc. Hence, decommissioning and storage activities are naturally included as well, particularly when they include actual earthmoving and especially in and around stream and draw crossings. As for water quality protection, the MA direction basically amounts to BMP practices. Travel management guidance is also provided in the MA direction.

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Decommissioning or storing roads would generally be compatible with MA direction as it results in lower road densities and results in less impacts on the landscape over time as long as BMPs are followed, including re‐establishing vegetation to meet visual quality objectives (VQO), and as long as specific MA restrictions, such as timing of construction work, are adhered to.; this includes any MA specific requirements; in theory, by doing so, they will have less impacts over time. Outside of an eventual timber sale, however, the funding, and therefore the timing, of BMP work is unknown. See Appendix B for full MA descriptions that relate to roads and APPENDIX A‐ Maps and Tables for the complete listing of roads and actions. See Table C‐ 18 MA Direction for Road Treatments –Decommissioning or Storage and Table C‐ 19 MA Direction for Road Treatments – Additions, Const. /Recons in Appendix A for Roads listed by MA. Table C‐ 14 Center Horse Management Areas with General Restrictions on Road Construction

MA Comments Compatible

1 No roads exist or are proposed. Yes

9 Roads provide access or pass through to access other areas; no additional roads are proposed.

Yes

10, 11,12 No roads are proposed. In MA 11 segments of Road 4365 pass through MA 11 to access Morrell Mountain Lookout; not used for surface management but also not justified by mineral operations. Area containing road should probably be amended to be MA 2. Also in MA 11 J60062 and J60061 are proposed for decommissioning.

Yes

13, 14 Proposed routes are ‘Construct for reroute’ to decrease total mileage in MA.

Yes

15 Proposed route is ‘Construct for reroute’ to decrease total mileage in MA 13.

Yes

18 Density requirements discussed in Table XX ‐

20,20a No roads exist or are proposed. Yes

27 Some existing roads none are proposed. Yes

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Table C‐ 15 Forest Plan Direction for Travel Management Where Changes are Proposed

Standard or MA

MA Direction Treatment Comments

Std 50 Generally, arterial and major collector roads will be left open, whereas local roads will generally be closed

No arterial or major collector roads are proposed for closure.

1 Roads will be open or closed as determined by Forest Travel plan

No roads in this MA.

2 (Admin sites)

Some facilities will be closed to the public. Morrel Mtn. is currently closed and no change is proposed.

9 Access generally available but may be restricted at times.

No changes are proposed.

10 Public use may be restricted.

11, 12 Motorized access is not permitted. No changes are proposed.

13, 14, 15 Public use may be restricted based on the Forest Travel Plan.

16, 17, 18 Roads will be open or closed to public use as determined by the Forest Travel Plan. The majority of existing major collector roads will be left open/seasonally restricted while minor collector and local roads will be open/seasonally restricted to a lesser degree and often only on an intermittent basis.

20, 20a, 24, 25

Roads will be either open or closed to public use as determined by the Forest Travel Plan.

26 Roads will be closed to the public during periods of high anticipated big‐game use (usually August 1 through September 30). Local roads rather than collector roads will be preferred for accessing these sensitive areas.

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Table C- 16 Average Total Road and Open Road Densities

FOREST LEVEL CENTERHORSE PROJECT

Existing Condition Alternatives

MA ‐ % Slope

Category

AREA (Sq.Miles)

Road Building Forest Plan

Est. (Mi/SqMi)

SYSTEM Roads (Mi)

System Density

(Mi/SqMi)

Winter Range

Open SYS Road (Mi)

Winter Range

Open Road Density

CH MA Area (SqMi)

CH SYSTEM Roads (Mi)

CH SYSTEM Density

(Mi/SqMi)

CH Winter Range

SYS OPEN Roads ‐ (Mi)

(+) SYSTEM Road to be added

(Mi)

(‐) SYSTEM Road to be

decommissioned (Mi)

Net Projected System

Road (Mi)

Net Projected SYSTEM Density

(Mi/SqMi)

1 56.1 Through ‐ 29.0 0.5 ‐ 4.3 0.0 0.0 0.0 0.1 0.0

2 4.0 As Necessary ‐ 15.2 3.8 ‐ 0.3 0.6 2.3 0.6 2.3

9 32.9 As Necessary ‐ 66.5 2.0 ‐ 0.1 0.5 7.5 0.5 7.5

10 18.7 Purpose Dependent ‐ 0.7 0.0 ‐ 0.1 0.0 0.0 0.0

11 272.6 Purpose Dependent ‐ 28.3 0.1 ‐ 17.5 0.6 0.0 0.6 0.0

12 581.0 No ‐ 7.7 0.0 ‐ 90.2 0.0 0.0 0.0

13 225.9 Minimize ‐ 568.5 2.5 ‐ 9.2 20.8 2.3 3.9 ‐4.5 20.2 2.2

14 55.0 Range Improvement ‐ 168.6 3.1 ‐ 1.0 2.2 2.2 0.0 ‐0.4 1.8 1.8

15 1.0 Range Improvement ‐ 1.3 1.3 ‐ 0.6 0.0 1.7 1.7 2.7

16‐0‐40% 496.2 Yes 5.6 1534.1 3.1 ‐ 13.8 34.3 2.5 5.2 ‐3.8 35.8 2.616‐40+% 476.3 Yes 6.7 916.1 1.9 ‐ 15.2 27.9 1.8 1.7 ‐2.7 26.8 1.8

17‐0‐60% 54.0 Yes ‐ Low Density ‐ 124.0 2.3 ‐ 2.3 3.2 1.4 0.0 3.1 1.417‐>60% 25.3 Yes ‐ Low Density 1.5 26.3 1.0 ‐ 0.7 0.1 0.2 0.1 0.2

18‐0‐40% 74.7 Minimize 5.6 292.7 3.9 98.5 1.3 4.3 2.5 0.6 8.7 ‐0.3 11.0 2.518‐>40% 96.4 Minimize 6.7 243.0 2.5 62.5 0.6 0.6 1.0 1.8 1.1 ‐0.2 1.9 3.4

20 100.0 Minimize ‐ 165.8 1.7 ‐ 0.4 0.0 0.0 0.0

20a 43.4 Through ‐ 13.4 0.3 ‐ 0.8 0.0 0.0 0.0

22‐0‐40%* 9.4 As Needed 4.6 31.8 3.4 14.3 1.5 0.14 1.8 12.9 1.8 1.8 12.922‐40‐60%* 5.2 As Needed 4.8 7.9 1.5 2.2 0.4 0.01 0.1 13.0 0.1 0.1 13.022‐>60% 2.7 As Needed 2.8 1.4 0.5 0.3 0.1 0.01 0.0 3.0 0.0 0.0 3.0

24‐0‐40% 36.9 As Needed 4.6 91.4 2.5 ‐ 1.8 0.5 0.3 1.7 ‐0.1 2.2 1.224‐40‐60% 21.6 As Needed 4.8 24.5 1.1 ‐ 0.8 0.6 0.8 2.1 ‐0.4 2.3 3.024‐>60%* 10.3 As Needed 2.8 4.3 0.4 ‐ 0.1 0.2 1.2 0.6 ‐0.2 0.6 4.0

25‐0‐40% 89.2 As Needed 5.6 316.6 3.5 ‐ 6.5 16.6 2.6 6.9 ‐1.3 22.2 3.425‐40‐60% 69.9 As Needed 5.9 119.8 1.7 ‐ 2.5 3.5 1.4 0.6 ‐0.5 3.7 1.525‐>60% 28.1 As Needed 4.2 27.3 1.0 ‐ 1.0 0.5 0.5 0.2 0.6 0.6

26 40.8 Minimize ‐ 79.2 1.9 ‐ 0.2 0.6 3.5 0.6 3.5

27 128.1 Through ‐ 105.0 0.8 ‐ 4.6 2.7 0.6 0.0 2.7 0.6

* -MA 22 and 24 have a disproportionately high system density in the Center Horse project area because they have so little acreage represented in the project area. Of the 61,264 acres there is only 102 acres of MA 22 (0.2%) and 781 acres of MA 24 (1% ).

46

Non‐system roads to be added to the official system: About 16 miles of non‐system roads will be added to the system, 28 miles will be stored; storage by definition includes storm‐proofing, so, as long as BMPs and any applicable timing restrictions are met during storage activities, weeds are treated, and vegetation re‐established, the treatments will be compatible. Closing/ keeping closed these local roads to public motorized use is certainly appropriate for these MAs.

Temporary roads: All new road construction (excluding reroutes) will be temporary and by project design temporary roads will be obliterated (recontoured) after use; again, as long as BMPs, including weed treatments, vegetation re‐establishment, and timing restrictions are met during construction and decommissioning activities, the treatments would be compatible.

Reconstruct System Road, followed by storage: As long as BMPs, including weed treatments and vegetation re‐establishment, are met during reconstruction and storage activities, the treatments would be compatible.

Open system roads proposed for decommissioning or storage: As long as BMPs, including weed treatments and vegetation re‐establishment, are met during treatment activities, the treatments would be compatible with MA standards. Furthermore, these open roads are typically local roads and closing them is appropriate for the MAs; they do not provide access to important destinations.

Travel management. Existing system roads in Center Horse Landscape Restoration are either open or closed based on the Forest Travel Plan. Generally, major collector roads are open and minor collectors and local roads are closed.

MITIGATION. Best Management Practices: Road location, design, construction, and maintenance need to follow best management practices for protecting water quality. For timber haul, this includes providing adequate surface drainage and in some cases replacing culverts that have failed. For restoration activities, this also includes replacing or removing stream crossing structures that are barriers to aquatic organism passage and ensuring that stream crossing structures can adequately pass the design flow (typically Q100) with low risk of failure. Noxious weed control: Ground‐based herbicide treatments are needed along roads currently closed or grown‐in and to be opened for access to treatment areas or for road storage or decommissioning activities. (Herbicide treatments along currently drivable open roads within the analysis area will be done under the Forest Small NEPA procedure, so that weed treatments would be completed prior to implementation of project activities.) Standard weed prevention measures such as washing equipment that will be off‐road and using weed seed‐free fill or gravel also apply.

47

OTHER ANALYSIS AREA TRANSPORTATION SYSTEM CONSIDERATIONS

Timing of Decommission and Storage For some roads, the timing of decommissioning or storage activities in relation to timber sale or other road activities will be important. It is assumed that the timber sale will fund those closure activities on roads that the timber sales uses and that access is not needed later than the end of the timber sale contract (i.e. not used for post‐sale activities). Roads listed below are required as resource protection measures for open road densities for the Grizzly Bear and must be decommissioned prior to any temporary road construction for Alternative B. Table C‐ 17 Timing Issues for Work, Decommissioning or Storage

Road Number

Comments

36047 Prior to opening/utilizing temporary and restricted roads associated with the project for timber harvest, haul or other activities roads would be decommissioned.

36047‐A

36049

36049‐A

602

4397

Work not meeting NCDE‐STD‐AR‐01 on Center Ridge associated with roads would not occur during the same non‐denning grizzly bear season (4/1 – 11/30). Work would not be restricted on these roads during the winter (12/1 – 3/31). See Wildlife Specialist’s report for more information.

17534

48

LIST OF APPENDICES

APPENDIX CONTENT

A MAPS AND TABLES

B FOREST PLAN DIRECTION RELATING TO THE TRANSPORTATION SYSTEM

C REGULATORY FRAMEWORK

D COST ESTIMATING

E GLOSSARY

F CENTER HORSE LANDSCAPE RESTORATION TRAVEL ANALYSIS PROCESS

49

APPENDIX A – MAPS and Tables Maps located in Project File:

Map 1 – 20150417_CenterHorse_TS_Haul_Gates.pdf

Map 2— 20150826_CenterHorse_Haul.pdf Map 3‐‐ 20150826_CenterHorse_MAs.pdf

Tables located in this Appendix:

Table C‐ 18 MA Direction for Road Treatments –Decommissioning or Storage

Table C‐ 19 MA Direction for Road Treatments – Additions, Const. /Recons







50

Table AE‐ 10 Listing of National Forest System Roads

51

Road Number

Road Name BMP EMP Length In PA

ATM Code

TM Device

Drivable

Functional Class

Status Current System

16005 SECTION 2 SPUR 0 2.92 2.92 B boulders Yes local Existing NFSR

16006 SOUTH FACE SPUR 0 1.52 1.52 B entr oblit no local Existing NFSR

16013 SPRING CREEK SPUR 0 0.545 0.545 SNO none Yes local Existing NFSR


16014 DEER CREEK SPUR 0 1.25 1.25 B gate Yes local Existing NFSR

16015 COW SPUR 0 0.141 0.141 SNO none Yes local Existing NFSR


16082 MONT‐DUN 0 0.43 0.43 OPEN‐HL


16341 LITTLE BLACK 0 0.822 0.822 B gate Yes local Existing NFSR


16376 BLACK COTTONWOOD



16377 WEST DRY 0 2.31 2.31 B gate Yes local Existing NFSR

16538 DRY SHANLEY 0 1.83 1.83 B gate Yes local Existing NFSR

17465 MONT‐DUN DITCH EAST

0 0.706 0.706 B gate/ private land



Yes n/a Existing NFSR

17466 PACKER SPUR 0 0.034 0.034 SNO none Yes local Existing NFSR


17493 PANTHER SPUR 0 1.34 1.34 H gates Yes local Existing NFSR

17494 SECTION 15 SPUR 0 0.42 0.42 B gate no local Existing NFSR

17495 RAINBOW SPUR 0 0.21 0.21 H gates Yes local Existing NFSR

0.21 0.83 0.62 H gates no local Existing NFSR

0.83 1 0.17 H gates no local Existing NFSR

17500 CLEARCUT SPUR 0 0.4 0.4 B gate no local Existing NFSR

17503 BLACK CANYON SPUR

0 0.114 0.114 B berm no local Existing/ Stored NFSR

0.114 0.14 0.026 B berm no local Existing/ Stored NFSR

0.14 1.48 1.34 B berm/ crossing pulled

no local Existing/ Stored NFSR

17507 Remmick Spur 0 0.895 0.895 SNO none Yes local Existing NFSR



17508 TINY SHANLEY 0 1.343 1.343 B gate no local Existing NFSR


17512 DUNHAM DITCH 0 0.116 0.116 SNO none Yes collector Existing NFSR


52

17535 Cow's Face 0 0.42 0.42 H gates no local Existing NFSR

17536 MCCABE LOOP (RED HILLS)

0 0.2 0 H gates Yes local Existing/ Outside but Include in TAP

NFSR

0.802 0.802 H gates Yes local Existing NFSR



17537 MCCABE MOUNTAIN 0 0.296 0.296 B gate Yes local Existing NFSR



17539‐2 SHANLEY'S TAIL 0 1.339 1.339 B boulders no local Existing NFSR

17549 MALONE SPUR 0 0.493 0.493 B gate/ private land






17550 WILKIE 0 0.64 0.64 OPEN‐HL


17567 WEST SHANLEY 0 2.3 2.3 B gate Yes local Existing NFSR



17595 SHANLEY PIT (SHANLEY BASIN) SPUR


17596 SHANLEY JUMP SPUR


17645 DRY CANYON 0 1.14 1.14 B gate Yes local Existing NFSR

17653 WEST RED HILLS 0 0.08 0.08 H gate no local Existing NFSR

17656 MONTURE OUTFITTER SPUR


17656‐A MONTURE CG PRIMITIVE LOOP A

0 0.061 0.061 OPEN‐HL


17656‐B MONTURE CG PRIMITIVE LOOP B

0 0.084 0.084 OPEN‐HL


17659 BIG BENCH SPUR 0 0.27 0.27 B sign no local Existing NFSR

0.27 0.406 0.136 B sign no local Existing NFSR

17660 MONTURE PIT SPUR 0 0.044 0.044 SNO none Yes local Existing NFSR



17664 DRY COTTONWOOD SPUR



17665 EAST COTTONWOOD SPUR


17666 LOWER CAVE SPUR 0 0.11 0.11 KD6 none Yes local Existing NFSR

53


17697 DUNHAM CREEK CORRAL

0 0.059 0.059 SNO none Yes local Existing NFSR

323 MONTURE GUARD STATION

0 0.221 0.221 B sign Yes local Existing NFSR

4365 MORRELL MOUNTAIN LOOKOUT


1.618 3.309 0 H gate Yes collector Existing/ Outside

but Include in TAP NFSR



7.943 8.2 0 H gate Yes collector Existing/ Outside

but Include in TAP NFSR



NFSR

8.376 8.5 0 B gate Yes collector Existing/ Outside but Include in TAP

NFSR


4382 DUNHAM SADDLE 0 1.14 1.14 B gate no local Existing NFSR

4384 LITTLE SHANLEY CREEK

0 0.036 0.036 SNO gate Yes collector Existing NFSR






7.07 8.04 0.97 H gate no collector Existing NFSR

4385 BLACK CANYON 0 4.371 4.371 H gate Yes collector Existing NFSR


4386 DUNHAM RIDGE 0 0.033 0.033 B none Yes local Existing NFSR

0.207 1.292 1.085 B boulders no collector Existing NFSR


2.236 4.386 2.15 B boulders no local Existing NFSR

4388 DUNHAM CREEK 0 0.468 0.468 SNO none Yes collector Existing NFSR



477 COTTONWOOD LAKES

1.227 7.203 0 KD6 sign Yes arterial Existing/ Outside of Project

NFSR



8.928 10.053


10.053

10.228


54

10.22

8 10.55 0.322 KD6 sign Yes arterial Existing NFSR

10.55 14.82


14.82

9 15.04


15.049

15.827


15.82

7 19.07


19.07

3 19.39


19.39

1 20.05


20.05

3 20.15

2 0.099 OPEN

‐HL none Yes arterial Existing NFSR

5401 MCCABE CREEK 0 1.263 0 KD6 none Yes collector Existing/ Outside but Include in TAP

NFSR





5405 MONTURE CAMPGROUND/ TRAILHEAD

0 0.707 0.707 OPEN‐HL


5412 COTTONWOOD RIDGE


5417 SOUTH COTTONWOOD

0 0.078 0 SNO gates Yes collector Existing/ Outside but Include in TAP

NFSR


NFSR



NFSR






602 SHANLEY CREEK 0 5.646 5.646 H gate Yes collector Existing NFSR


89 MONTURE 1.71 2.754 0 P‐OR none Yes n/a Existing/ Outside of Project

NFSR

5.062 7.005 1.943 OPEN‐HL

none Yes arterial Existing NFSR

9976 LOWER COTTONWOOD

0 1.082 0 OPEN‐HL

none Yes collector Existing/ Outside but Include in TAP

NFSR


55

Table AE‐ 11 Forest Service Undetermined Roads

56

Road Number Road Name BMP EMP

Length In PA

ATM Code TM Device

Drivable

Functional Class Status

Current System

16013 SPRING CREEK SPUR 1.138 1.635 0.497 NS‐Open none Yes n/a Existing UND

16082‐A MONT‐DUN "Y" INTERSECTION 0 0.06 0.06 NS‐K sign Yes n/a Existing UND

17465‐A MONT‐DUN DITCH EAST 0 0.223 0.223 NS‐B gate/ private land Yes n/a Existing UND

0.223 0.543 0.32 NS‐B gate/ private land no n/a Existing UND

17465‐B MONT‐DUN DITCH CONNECTION 0 0.048 0.048 NS‐B gate/ private land Yes n/a Existing UND

17493 PANTHER SPUR 1.34 1.61 0.27 NS‐H gates Yes n/a Existing UND

17494 SECTION 15 SPUR 0.42 1.33 0.91 NS‐B gate no n/a Existing UND

17500 CLEARCUT SPUR 0.4 1.53 1.13 NS‐B gate no n/a Existing UND

17507 SEC. 11 N. FK. COTTONWOOD SPUR ("Remmick") 2.718 2.826 0.108 NS‐B gate no n/a Existing UND

17535 Cow's Face 0.42 1.35 0.93 NS‐H gates no n/a Existing UND

17537 MCCABE MOUNTAIN 0.93 1.062 0.132 NS‐B gate no n/a Existing UND

17539‐2 SHANLEY'S TAIL 1.339 1.432 0.093 NS‐B boulders no n/a Existing UND

17659 BIG BENCH SPUR 0.406 0.545 0.139 NS‐B sign no n/a Existing UND

0.545 0.7 0.155 NS‐B sign no n/a Existing UND

17660 MONTURE PIT SPUR 0.38 0.51 0.13 NS‐B log barrier no n/a Existing UND

36011 (blank) 0 0.63 0.63 NS‐H gate no n/a Existing UND

36011‐A Cottonwood Cr Sec. 9 ‐ south of BLM 0 0.21 0.21 NS‐H (blank) no n/a Existing UND

36030 Yurt Road Morrell Mtn Sec. 35 0 0.05 0.05 NS‐H gate Yes n/a Existing UND

0.05 0.692 0.642 NS‐H gate no n/a Existing UND

36031 Morrell Mtn Sec. 35 0 0.598 0.598 NS‐H gate no n/a Existing UND

0.598 0.87 0 NS‐H gate no n/a

Existing/ Outside but Include in TAP UND

36038 Morrell Mtn Sec. 3 0 0.078 0 NS‐H gate/ entr oblit no n/a


0.078 0.313 0.235 NS‐H gate/ entr oblit no n/a Existing UND

36039 Morrell Mtn Sec. 35 0 1.54 1.54 NS‐H gate no n/a Existing UND

36040 Cottonwood Lakes SW 1/4 Sec. 3 0 0.25 0.25 NS‐H gates no n/a Existing UND

36040‐A Cottonwood Lakes SW 1/4 Sec. 3 0 0.146 0.146 NS‐H gates No n/a Existing UND

36041 DISPERSED REC Morrell Mtn 0 0.21 0.21 NS‐B berm both ends no n/a Existing UND

36042 Cottonwood Creek Sec. 2 0 0.102 0.102 NS‐A berm / pvt land no n/a Existing UND

36043 LITTLE SHANLEY SEC. 8 0 0.8 0.8 NS‐H gates no n/a Existing UND



0.532 1.92 1.388 NS‐H gates no n/a Existing UND

36045‐A LITTLE SHANLEY SEC. 18 0 0.05 0.05 NS‐H gates no n/a Existing UND

36047 SHANLEY CR. SEC. 4 0.304 1.285 0.981 NS‐H gate no n/a Existing UND

SHANLEY CR. SEC. 4/ TRAIL 405 0 0.304 0.304 NS‐H gate no n/a Existing UND

36047‐A Shanley Cr Sec. 4 0 0.42 0.42 NS‐H gate no n/a Existing UND

36048 SHANLEY CR. SEC. 4/ TRAIL 405 0 0.91 0.91 NS‐H gate no n/a Existing UND

36049 SHANLEY CR. SEC. 4 0 0.463 0.463 NS‐H gate no n/a Existing UND

57

36049‐A SHANLEY CR. SEC. 4 0 0.315 0.315 NS‐H gate no n/a Existing UND

36058 Dunham Center Ridge Sec. 25 0 1.06 1.06 NS‐B gate no n/a Existing UND

1.06 1.29 0.23 NS‐B (blank) no n/a Existing UND

36058‐A Dunham Center Ridge Sec. 25 0 0.093 0.093 NS‐B (blank) no n/a Existing UND

36059 Dunham Center Ridge Sec. 25 0 0.202 0.202 NS‐B (blank) no n/a Existing UND

36060 Dunham Center Ridge Sec. 36 (Old Lookout Road) 0 1.06 1.06 NS‐B gate no n/a Existing UND


0.264 0.392 0.128 NS‐B gate no n/a Existing UND

36062 West Dunham Sec. 2 0 0.37 0.37 NS‐B (blank) no n/a Existing UND

36063 Shanley Creek Sec. 16 0 1.28 1.28 NS‐F entr oblit and Gate no n/a Existing UND

36068 EAST DUNHAM CR SEC. 19 0 0.082 0.082 NS‐Open none no n/a Existing UND

0.082 0.22 0.138 NS‐K none no n/a Existing UND

36069 EAST DUNHAM CR SEC. 19 0 0.067 0.067 NS‐B entr oblit no n/a Existing UND

36069‐A EAST DUNHAM CR SEC. 19 0 0.314 0.314 NS‐B none no n/a Existing UND

36069‐B EAST DUNHAM CR SEC. 19 0 0.468 0.468 NS‐K none no n/a Existing UND

36071 Cottonwood Creek Sec. 11 Disp 0 0.12 0.12 NS‐K (blank) Yes n/a Existing UND

0.12 0.143 0.023 NS‐K (blank) Yes n/a Existing UND

36072 (blank) 0 0.052 0.052 NS‐B (blank) no n/a Existing UND


36076 (blank) 0 0.21 0.21 NS‐Open none Yes n/a Existing UND

0.21 0.316 0.106 NS‐B berm no n/a Existing UND

36125 (blank) 0 0.185 0.185 NS‐B berm no n/a Existing UND

36166 South Monture Sec. 32 0.034 0.116 0.082 NS‐Open none no n/a Existing UND

0.116 0.54 0.424 NS‐Open none no n/a Existing UND

36167 South Monture Sec. 32 0 0.424 0.424 NS‐Open none Yes n/a Existing UND

0.424 0.44 0.016 NS‐Open none Yes n/a Existing UND

36168 Black Canyon Sec. 20 0 0.651 0.651 NS‐H none no n/a Existing UND

36174 South Monture Sec. 32 0 0.057 0.057 NS‐Open none Yes n/a Existing UND

36177 Spring Cr Sec. 9 South of BLM 0 0.61 0.61 NS‐H (blank) no n/a Existing UND

36190 McCabe Sec. 34 0 0.341 0.341 NS‐B gate/ entr oblit no n/a Existing UND

36190‐C McCabe Mtn 17537 Jammer Sec 34 0 0.163 0.163 NS‐B gate/ entr oblit no n/a Existing UND

36272 Spring/ Cottonwood Cr. Sec. 11 0 0.1 0.1 NS‐B none Yes n/a Existing UND

0.1 0.939 0.839 NS‐B Breached Rocks no n/a Existing UND

36272‐A Spring/ Cottonwood Cr. Sec. 11 0 0.133 0.133 NS‐B boulders no n/a Existing UND

36273 Spring/ Cottonwood Cr. Sec. 13 0 0.504 0.504 NS‐K gate Yes n/a Existing UND

0.504 0.834 0.33 NS‐K gate no n/a Existing UND

0.834 1.033 0.199 NS‐K gate/ berm no n/a Existing UND

1.033 1.618 0.585 NS‐K gate/ berm no n/a Existing UND

36273‐A Spring/ Cottonwood Cr. Sec. 13 0 0.599 0.599 NS‐K gates Yes n/a Existing UND

36273‐B Spring/ Cottonwood Cr. Sec. 13 0 0.303 0.303 NS‐K gates Yes n/a Existing UND

36273‐C Spring Cottonwood Cr. Sec. 13 0 0.222 0.222 NS‐Open none Yes n/a Existing UND

36273‐D Spring/ Cottonwood Cr. Sec. 13 0 0.32 0.32 NS‐K (blank) Yes n/a Existing UND

36274 Spring/ Cottonwood Cr. Sec. 13 0 0.1 0.1 NS‐K (blank) no n/a Existing UND

58

36275 Spring/ Cottonwood Cr. Sec. 13 0 0.467 0.467 NS‐K gate/ berm no n/a Existing UND

36276 N. Fork Cottonwood NW 1/4 Sec. 12 0.128 0.272 0.144 N‐YL (blank) no n/a Existing UND

0.541 0.702 0.161 N‐YL (blank) no n/a Existing UND



36276‐A access to pvt 0 0.029 0.029 N‐YL (blank) no n/a Existing UND

36277 McCabe NW 1/4 Sec. 33 0 0.425 0.425 NS‐B gate/ berm no n/a Existing UND

36277‐A McCabe SW 1/4 Sec. 28 0 0.271 0.271 NS‐H gates no n/a Existing UND

36370 Tiny Shanley Sec. 18 0 0.267 0.267 NS‐B gate no n/a Existing UND

36371 Tiny Shanley Sec. 18 0 0.047 0.047 NS‐B gate Yes n/a Existing UND

36371‐A Tiny Shanley Sec. 18 0 0.042 0.042 NS‐B gate no n/a Existing UND

36373 Little Shanley Sec 13 0 0.229 0.229 NS‐B none no n/a Existing UND


36422 McCabe Cr. Sec. 33 0 1.045 1.045 NS‐B

sign, entr oblit, and berm no n/a Existing UND

36423 McCabe Cr. Bench Hunting Camp Sec. 34 0 0.205 0.205 NS‐K none Yes n/a Existing UND

36425 Dry Cottonwood Sec. 21 0 0.418 0.418 NS‐B berm no n/a Existing UND

0.418 0.56 0.142 NS‐B berm no n/a Existing UND




36469 COTTONWOOD LAKE PRIMITIVE BOAT LAUNCH 0 0.037 0.037 NS‐K (blank) Yes n/a Existing UND

36471 McCabe Sec. 34 0 0.112 0.112 NS‐B sign no n/a Existing UND

36471‐A McCabe Sec. 34 0 0.142 0.142 NS‐B sign no n/a Existing UND

36471‐B McCabe Sec. 34 0 0.152 0.152 NS‐B sign no n/a Existing UND


36511 Lower Monture Sec. 29 Woodcutters 0 0.158 0.158 N/A (blank) Yes n/a Existing UND

36512 Lower Monture Sec. 29 Woodcutters 0 0.041 0.041 N/A (blank) Yes n/a Existing UND

36515 DISPERSED REC MONTURE CRK 0 0.057 0.057 NS‐Open (blank) Yes n/a Existing UND

0.057 0.193 0.136 NS‐Open (blank) Yes n/a Existing UND

36516 DISPERSED REC MONTURE CRK 0 0.042 0.042 NS‐Open (blank) Yes n/a Existing UND

36999 DISPERSED REC DUNHAM CREEK 0 0.057 0.057 NS‐K (blank) Yes n/a Existing UND

0.057 0.128 0.071 NS‐K (blank) Yes n/a Existing UND

46000 KOZY KORNER SEC. 27 ACCESS 0.381 0.436 0.055 NS‐B none Yes n/a Existing UND

2.5 3.216 0.716 NS‐B gate Yes n/a Existing UND

46010 COTTONWOOD LAKES SEC. 3 0 0.25 0.25 NS‐H gate Yes n/a Existing UND



46011 (blank) 0 0.725 0.725 NS‐H gate no n/a Existing UND

46011‐A (blank) 0 0.799 0.799 NS‐H gate no n/a Existing UND

46011‐B Cottonwood Creek Sec. 2 0 0.093 0.093 NS‐H gate no n/a Existing UND

46011‐C (blank) 0 0.094 0.094 NS‐H gate no n/a Existing UND

46047 (blank) 0 0.978 0.978 NS‐B gate no n/a Existing UND

46048 (blank) 0 1.1 1.1 NS‐B gate at 46047 Yes n/a Existing UND

1.1 1.23 0.13 NS‐B gate at 46047 Yes n/a Existing UND

59


46048‐A (blank) 0 0.21 0.21 NS‐B gate at 46047 Yes n/a Existing UND

46082 (blank) 1.647 1.695 0.048 N‐YL gate/ private land Yes n/a Existing UND

1.695 3.092 1.397 NS‐B gate/ private land Yes n/a Existing UND

46082‐A McCabe Sec. 35 0 0.3 0.3 NS‐B gate/ private land Yes n/a Existing UND


46082‐B McCabe Sec. 35 0 0.066 0.066 NS‐B gate/ private land Yes n/a Existing UND

46082‐C McCabe Sec. 35 0 0.112 0.112 NS‐B gate/ private land no n/a Existing UND

46083 (blank) 0 1.383 1.383 NS‐B gate/ private land Yes n/a Existing UND


46083‐A (blank) 0 0.086 0.086 NS‐B gate/ private land no n/a Existing UND






46086 (blank) 0 0.255 0.255 NS‐B gate/ private land no n/a Existing UND

46089‐B (blank) 0.442 0.54 0.098 NS‐B gate/ private land no n/a Existing UND


46090‐A Mollet Park/ Dick Cr Sec. 34 1.039 1.216 0.177 N‐YL gate/ private land no n/a Existing UND

46090‐B Mollet Park/ Dick Cr Sec. 34 1.071 1.311 0.24 N‐YL gate/ private land no n/a Existing UND



46093 MCCABE SECTIONS 3/ 34 0.528 1.16 0.632 NS‐B none no n/a Existing UND

46094‐A McCabe Sec. 34 0.057 0.107 0.05 N‐YL gate/ private land Yes n/a Existing UND

46095 (blank) 0.203 0.83 0.627 NS‐B gate/ pvt land/ berm no n/a Existing UND

46095‐A MCCABE SW 1/4 SEC. 34 0 0.271 0.271 NS‐B

berm (1 dir.) and gate on pvt land no n/a Existing UND

46095‐B MCCABE SW 1/4 SEC. 34 0 0.185 0.185 NS‐B


60

46095‐C MCCABE SW 1/4 SEC. 34 0 0.059 0.059 NS‐B


46095‐D MCCABE SW 1/4 SEC. 34 0 0.21 0.21 NS‐B


46099 (blank) 0.846 2.048 1.202 NS‐B none no n/a Existing UND

46099‐A (blank) 0 0.029 0.029 NS‐B none no n/a Existing UND

46100 McCabe Sec. 33 0 0.574 0.574 NS‐B sign no n/a Existing UND

46100‐A McCabe Sec. 33 0 0.1 0.1 NS‐B gate no n/a Existing UND


46101 McCabe Sec. 33 0 0.053 0.053 NS‐K none Yes n/a Existing UND


46101‐A McCabe Sec. 33 0 2.267 2.267 NS‐B gate Yes n/a Existing UND

46101‐B McCabe Sec. 33 0 0.635 0.635 NS‐B berms and sign/ gate no n/a Existing UND

46101‐C McCabe Sec. 33 0 0.483 0.483 NS‐B gate Yes n/a Existing UND

46101‐D McCabe Sec. 33 0 0.339 0.339 NS‐B gate no n/a Existing UND

46124 0.236 0.376 0.14 NS‐B gate/ private land no n/a Existing UND

46124‐A (blank) 0.029 0.046 0.017 NS‐B gate/ private land Yes n/a Existing UND

46125 Mollet Park/ Dick Cr Sec. 34 0.126 0.33 0.204 N‐YL gate/ private land no n/a Existing UND

46128 Mollet Park/ Dick Cr Sec. 34 0.234 0.37 0.136 N‐YL gate/ private land no n/a Existing UND

46129 Mollet Park/ Dick Cr Sec. 34 0 0.135 0.135 N‐YL gate/ private land no n/a Existing UND

46143 Shup Cr Sec. 25 0 1.534 1.534 NS‐B gate Yes n/a Existing UND

46144 Shup Cr Sec. 25 0 0.151 0.151 NS‐B berm no n/a Existing UND

46145 Shup Cr Sec. 25 0 0.126 0.126 NS‐B gate no n/a Existing UND


46148 (blank) 0 0.234 0.234 NS‐B gate at 17549 no n/a Existing UND


46151 (blank) 0 0.297 0.297 NS‐B berm no n/a Existing UND

46152 (blank) 0 0.06 0.06 NS‐K none Yes n/a Existing UND

0.06 0.466 0.406 NS‐B gate/ cmp removed no n/a Existing UND




46153 (blank) 0 0.985 0.985 NS‐B gate/ cmp removed no n/a Existing UND

46169 (blank) 0.193 1.385 1.192 NS‐B

Gate on Private and EO no n/a Existing UND

46169‐A (blank) 0 0.183 0.183 NS‐B


46170 (blank) 0 1.026 1.026 NS‐B


61

1.232 1.529 0.297 N‐YL


46170‐A (blank) 0 0.356 0.356 NS‐B


46170‐B (blank) 0 0.16 0.16 NS‐B


46170‐C (blank) 0 0.12 0.12 NS‐B


46173 Cottonwood Sec. 10 0 0.3359 0.3359 NS‐H (blank) Yes n/a Existing UND

46291 Kozy Korner Sec. 26 0.347 1.061 0.714 NS‐B

gates at 46000 and 60377 Yes n/a Existing UND

1.061 1.099 0.038 NS‐B


(blank) 0 0.347 0.347 NS‐B


46291‐A Kozy Korner Sec. 26 0 0.192 0.192 NS‐B


46291‐B Kozy Korner Sec. 26 0 0.113 0.113 NS‐B


46291‐C (blank) 0 0.264 0.264 NS‐B


46725 0.703 1.57 0.867 NS‐B gate Yes n/a Existing UND

46725‐A (blank) 0 0.54 0.54 NS‐B gate Yes n/a Existing UND

46725‐B (blank) 0 0.097 0.097 NS‐B (blank) no n/a Existing UND

46742 SPRING CREEK AREA 0 0.35 0.35 NS‐B


46742‐A (blank) 0 0.046 0.046 NS‐B


46942 SPRING CREEK AREA Sec. 23, 24 8.777 10.645 1.868 NS‐B gates Yes n/a Existing UND

10.645 11.325 0.68 NS‐B gates Yes n/a Existing UND

11.325 11.667 0.342 NS‐B gates Yes n/a Existing UND

11.667 11.757 0.09 NS‐K gates Yes n/a Existing UND

46942‐A SPRING CREEK AREA 0 1.015 1.015 NS‐B Gate at 46942 Yes n/a Existing UND

5417‐A (blank) 0 0.761 0.761 NS‐H gates Yes n/a Existing UND

56071 Spring Creek Sec. 15 0 0.981 0.981 NS‐B Gate 16015 no n/a Existing UND

0.981 2.244 1.263 NS‐B Gate 16015 no n/a Existing UND

2.244 2.39 0.146 NS‐B Gate 16015 no n/a Existing UND

56072 Spring Creek Sec. 15 0 0.461 0.461 NS‐B (blank) no n/a Existing UND

56073 Spring Creek Sec. 15 0 0.524 0.524 NS‐B (blank) no n/a Existing UND

56075 (blank) 0 0.522 0.522 NS‐K (blank) Yes n/a Existing UND

56076 (blank) 0 0.606 0.606 NS‐B

Berm on 56080 and Gate on 56079 no n/a Existing UND

56077 (blank) 0 0.44 0.44 NS‐B Gate at 46942 Yes n/a Existing UND

0.44 0.903 0.463 NS‐B Gate at 46942 Yes n/a Existing UND

62



56079‐A (blank) 0 0.022 0.022 NS‐B gate at 56079 Yes n/a Existing UND

56079‐B (blank) 0 0.225 0.225 NS‐B gate at 56079 no n/a Existing UND

0.548 0.597 0.049 NS‐B gate at 56079 no n/a Existing UND

56080 Southside Spring Creek Sec. 23 0 0.909 0.909 NS‐B

Gate on 46942 and Berm 56080 no n/a Existing UND

56081 SPRING CR AREA 0 0.324 0.324 NS‐B gate at 56079 Yes n/a Existing UND

56082 (blank) 0 0.79 0.79 NS‐B Gate at 46942 Yes n/a Existing UND


56083‐A (blank) 0 0.11 0 NS‐B gate at 56079 Yes n/a


56084 (blank) 0 0.382 0.382 NS‐B gate Yes n/a Existing UND


56085 Tiny Shanley Sec. 19 0 0.332 0.332 NS‐B boulders Yes n/a Existing UND

56085‐A Tiny Shanley Sec. 19 0 0.847 0.847 NS‐B boulders Yes n/a Existing UND

56085‐B Tiny Shanley Sec. 19 0 0.11 0.11 NS‐B boulders Yes n/a Existing UND

56086 Lower Tiny Shanley Sec. 19 0 0.127 0.127 NS‐B private land Yes n/a Existing UND

56087 (blank) 0.216 0.282 0.066 NS‐B gate/ private land Yes n/a Existing UND







56090‐A (blank) 0 0.3 0.3 NS‐B gate/ private land Yes n/a Existing UND

56090‐B (blank) 0 0.186 0.186 NS‐B gate/ private land no n/a Existing UND



56120 (blank) 1.44 2.451 1.011 NS‐B

gate on 56120 and 46942 Yes n/a Existing UND

56127 Drew Creek Sec. 9 0 0.164 0.164 NS‐B gated @.164 Yes n/a Existing UND

0.164 1.6721 1.5081 NS‐B gated @.164 Yes n/a Existing UND

56127‐A Drew Creek Sec. 9 0 0.554 0.554 NS‐B Gated on 56127 Yes n/a Existing UND

63

0.554 0.898 0.344 NS‐B Gated on 56127 Yes n/a Existing UND

56127‐B Drew Creek Sec. 9 0 0.243 0.243 NS‐B Gated on 56127 Yes n/a Existing UND

56127‐C Drew Creek Sec. 9 0 0.294 0.294 NS‐B Gated on 56127 Yes n/a Existing UND

56284 (blank) 0 0.227 0.227 NS‐B Gate 56079 no n/a Existing UND

60250 (blank) 0 0.02 0.02 NS‐H

Gate on Private and EO Yes n/a Existing UND

1.087 1.735 0.648 N‐YL


60251 (blank) 0.536 0.583 0.047 N‐YL


60251‐G (blank) 0.302 0.339 0.037 N‐YL


60252 (blank) 0.639 0.646 0.007 N‐YL


60252‐A (blank) 0.385 0.397 0.012 N‐YL




60420 (blank) 0 0.006 0.006 N‐YL (blank) Yes n/a Existing UND

1.747 1.796 0.049 N‐YL (blank) Yes n/a Existing UND



66105 (blank) 1.22 1.31 0.09 NS‐B gate Yes n/a Existing UND


66106 (blank) 0.694 0.815 0.121 NS‐B private land Yes n/a Existing UND

66129 Ovando Road 4.466 5.444 0.978 NS‐B gate/ private land no n/a Existing UND


66129‐B (blank) 0.097 0.119 0.022 N‐YL gate/ private land no n/a Existing UND

J60037 (blank) 0 1.247 1.247 NS‐F Veg barrier EO at 36063 no n/a Existing UND

J60037‐A (blank) 0 0.076 0.076 NS‐F Veg barrier EO at 36063 no n/a Existing UND

J60039 (blank) 0 0.7 0.7 NS‐F (blank) no n/a Existing UND




J60042‐A (blank) 0 0.15 0.15 NS‐F (blank) no n/a Existing UND




J60045‐A (blank) 0 0.154 0.154 NS‐B (blank) no n/a Existing UND


J60047 (blank) 0 0.748 0.748 NS‐B (blank) no n/a Existing UND


J60047‐B (blank) 0 0.276 0.276 NS‐B (blank) no n/a Existing UND

64

J60047‐C (blank) 0 0.2 0.2 NS‐B (blank) no n/a Existing UND






J60053‐B (blank) 0 0.084 0.084 NS‐B (blank) no n/a Existing UND






J60061 (blank) 0 0.408 0.408 NS‐K (blank) no n/a Existing UND


J60072 (blank) 0 0.125 0.125 NS‐H gate no n/a Existing UND

J60073 Morrell Mtn Sec. 34 0 0.328 0 NS‐H gate no n/a


J60073‐A Morrell Mtn Sec. 34 0 0.107 0 NS‐H gate no n/a


J60073‐B Morrell Mtn Sec. 34 0 0.064 0 NS‐H gate no n/a


J60074 Morrell Mtn Sec. 35 0 0.305 0.305 NS‐H gate no n/a Existing UND


J60074‐A Morrell Mtn Sec. 35 0 0.386 0.386 NS‐H gate no n/a Existing UND

0.386 0.411 0 NS‐H gate no n/a


J60074‐B Morrell Mtn Sec. 35 0 0.375 0.375 NS‐H gate no n/a Existing UND

0.375 0.406 0 NS‐H gate no n/a


J60075 Morrell Mtn Sec. 35 0 0.34 0.34 NS‐H gate no n/a Existing UND

J60075‐A Morrell Mtn Sec. 35 0 0.162 0.162 NS‐H gate no n/a Existing UND

J60076 (blank) 0 0.518 0.518 NS‐B gate/ entr oblit no n/a Existing UND

J60076‐A (blank) 0 0.445 0.445 NS‐B gate/ entr oblit no n/a Existing UND

J60076‐B (blank) 0 0.245 0.245 NS‐B gate/ entr oblit no n/a Existing UND

J60076‐C (blank) 0 0.291 0.291 NS‐B gate/ entr oblit no n/a Existing UND

J60076‐D (blank) 0 0.073 0.073 NS‐B gate/ entr oblit no n/a Existing UND

65

J60079 (blank) 0 0.345 0.345 NS‐H Gate on 4365 no n/a Existing UND


J60081 (blank) 0 0.578 0.578 NS‐B Berm at 36272 no n/a Existing UND






J60086‐A (blank) 0 0.115 0.115 NS‐B Berm at 36272 no n/a Existing UND


J60088 Upper Black Canyon Sec. 8 0 0.294 0.294 NS‐H gates 4385 no n/a Existing UND

J60089 Upper Black Canyon Sec. 8 0 0.2 0.2 NS‐H gates 4385 no n/a Existing UND

J60090 Upper Black Canyon Sec. 8 0 0.826 0.826 NS‐H gates no n/a Existing UND



J60093 Upper Black Canyon Sec. 8 0 0.175 0.175 NS‐B gate Yes n/a Existing UND

J60094 Upper Black Canyon Sec. 8 0 0.96 0.96 NS‐B boulders no n/a Existing UND










J60104 Upper Little Shanley Sec. 8 0 0.502 0.502 NS‐H gate at 4385 no n/a Existing UND





J60108‐A Upper Little Shanley Sec. 8 0 0.13 0.13 NS‐H gate at 4385 no n/a Existing UND


J60109‐A Upper Little Shanley Sec. 8 0 0.058 0.058 NS‐H gate at 4385 no n/a Existing UND

J60109‐B Upper Little Shanley Sec. 8 0 0.091 0.091 NS‐H gate at 4385 no n/a Existing UND



J60112 Upper Little Shanley Sec. 8 0 0.525 0.525 NS‐H Gate at 4384 no n/a Existing UND

J60113 Upper Little Shanley Sec. 7/ 8 0 0.776 0.776 NS‐H gate no n/a Existing UND



J60116 Upper Little Shanley Sec. 18 0 0.257 0.257 NS‐H gate no n/a Existing UND

J60117 Upper Little Shanley Sec. 18 0 0.409 0.409 NS‐B gate/ entr oblit no n/a Existing UND

J60117‐A Upper Little Shanley Sec. 18 0 0.088 0.088 NS‐B gate/ entr oblit no n/a Existing UND

J60117‐B Upper Little Shanley Sec. 8 0 0.021 0.021 NS‐B gate/ entr oblit no n/a Existing UND

66

J60117‐C Upper Little Shanley Sec. 18 0 0.209 0.209 NS‐B gate/ entr oblit no n/a Existing UND


J60119 (blank) 0 0.287 0.287 NS‐H Gate at 4384 no n/a Existing UND

J60120 NORTH FK COTTONWOOD SEC. 6 0 0.077 0.077 NS‐H Gate on 4384 no n/a Existing UND

0.077 0.532 0.455 NS‐H Gate on 4384 no n/a Existing UND

J60121 NORTH FK COTTONWOOD SEC. 6 0 0.529 0.529 NS‐H Gate on 4384 no n/a Existing UND




J60124‐A (blank) 0 0.45 0.45 NS‐H Gate on 4384 no n/a Existing UND

J60124‐B (blank) 0 0.351 0.351 NS‐H Gate on 4384 no n/a Existing UND

J60124‐C (blank) 0 0.179 0.179 NS‐K Gate on 4384 no n/a Existing UND






J60128‐B (blank) 0 0.139 0.139 NS‐H Gate on 4384 no n/a Existing UND

J60129 Little Shanley Sec. 6 0 0.36 0.36 NS‐H Gate on 4384 no n/a Existing UND

J60130 E Fk N Fk Cottonwood Cr Sec 6 0 0.17 0.17 NS‐H gates no n/a Existing UND







J60136 E Fk N Fk Cottonwood Cr Sec 6 0 0.376 0.376 NS‐H gates no n/a Existing UND

J60144 (blank) 0 0.749 0.749 NS‐B Gate on 16377 no n/a Existing UND



J60157‐A Upper Little Shanley Sec. 7 0 0.063 0.063 NS‐H gate no n/a Existing UND

J60157‐B Upper Little Shanley Sec. 8 0 0.045 0.045 NS‐H gate no n/a Existing UND

J60157‐C Upper Little Shanley Sec. 7 0 0.08 0.08 NS‐B gate/ entr oblit no n/a Existing UND

J60158 Upper Little Shanley Sec. 7 0 0.128 0.128 NS‐B gate/ entr oblit no n/a Existing UND

J60158‐A Upper Little Shanley Sec. 8 0 0.027 0.027 NS‐H gate/ entr oblit no n/a Existing UND

67








0.738 1 0.262 NS‐B Gate on 16377 no n/a Existing UND

J60176‐A (blank) 0 0.108 0.108 NS‐B Gate on 16377 no n/a Existing UND


J60177‐A (blank) 0 0.224 0.224 NS‐B Gate on 16377 no n/a Existing UND



J60180 Black Canyon Sec. 20 0.09 0.586 0.496 NS‐H (blank) no n/a Existing UND

J60181 Black Canyon Sec. 20 0 0.12 0.12 NS‐H (blank) no n/a Existing UND

J60182 Black Canyon Sec. 20 0 0.91 0.91 NS‐B berm on 17503 no n/a Existing UND





J60186‐A Black Canyon Sec. 20 0 0.382 0.382 NS‐B berm on 17503 no n/a Existing UND

J60186‐B Black Canyon Sec. 20 0 0.134 0.134 NS‐B berm on 17504 no n/a Existing UND




J60190 (blank) 0 0.508 0.508 NS‐B


0.508 0.802 0.294 NS‐B


J60193 (blank) 0 0.127 0.127 NS‐H gate no n/a Existing UND

J60195 (blank) 0 0.164 0.164 NS‐H gate/ entr oblit no n/a Existing UND

J60197 (blank) 0 0.297 0.297 NS‐K gate no n/a Existing UND

0.297 0.734 0 NS‐K gate no n/a


J60197‐A (blank) 0 0.255 0.255 NS‐B gate no n/a Existing UND

J60198 (blank) 0 0.686 0.686 NS‐H gate on 5417 no n/a Existing UND

J60199 (blank) 0 0.564 0.564 NS‐H gate on 5417 no n/a Existing UND

68

J60200 (blank) 0 0.44 0.44 NS‐H (blank) no n/a Existing UND

J60201 (blank) 0 0.55 0.55 NS‐H (blank) no n/a Existing UND

0.55 0.998 0.448 NS‐H (blank) no n/a Existing UND

J60202 (blank) 0 0.375 0.375 NS‐H EO on J60201 no n/a Existing UND

J60203 (blank) 0 0.164 0.164 NS‐B berm no n/a Existing UND







J60241‐A (blank) 0 0.023 0.023 NS‐K (blank) no n/a Existing UND





J60243‐B (blank) 0 0.312 0.312 NS‐K (blank) no n/a Existing UND

J60243‐C (blank) 0 0.146 0.146 NS‐K (blank) no n/a Existing UND

J60243‐D (blank) 0 0.313 0.313 NS‐K (blank) no n/a Existing UND

J60243‐E (blank) 0 0.199 0.199 NS‐K (blank) no n/a Existing UND

J60243‐F (blank) 0 0.319 0.319 NS‐K (blank) no n/a Existing UND

J60245 Dunham Ridge Sec. 13 0 0.19 0.19 NS‐B barrier on 4386 Yes n/a Existing UND

J60246 (blank) 0 0.16 0.16 NS‐B entr oblit no n/a Existing UND

J60250 LITTLE SHANLEY SEC. 8 0 0.228 0.228 NS‐H Gate at 4384 no n/a Existing UND



J60253 LITTLE SHANLEY SEC. 8 0 0.248 0.248 NS‐H gate no n/a Existing UND





J60258 LITTLE SHANLEY SEC. 18 0 0.272 0.272 NS‐B gate no n/a Existing UND


J60259‐A LITTLE SHANLEY SEC. 18 0 0.107 0.107 NS‐B gate no n/a Existing UND


J60260‐A LITTLE SHANLEY SEC. 18 0 0.055 0.055 NS‐B gate no n/a Existing UND

J60261 Shanley Pit Road jammer 0 0.223 0.223 NS‐H gate no n/a Existing UND


J60263 Tiny Shanley Sec. 18 0 0.152 0.152 NS‐B gate/ berm no n/a Existing UND

J60264 Tiny Shanley Sec. 19 0 0.066 0.066 NS‐K none Yes n/a Existing UND

J60265 Tiny Shanley Sec. 18 0 0.112 0.112 NS‐B gate no n/a Existing UND


J60266‐A Tiny Shanley Sec. 18 0 0.066 0.066 NS‐B gate no n/a Existing UND

J60266‐B Tiny Shanley Sec. 18 0 0.074 0.074 NS‐B gate no n/a Existing UND


J60268 Tiny Shanley Sec. 18 0 0.356 0.356 NS‐B gate on 17508 no n/a Existing UND

J60268‐A Tiny Shanley Sec. 18 0 0.382 0.382 NS‐B gate on 17508 no n/a Existing UND

J60269 Tiny Shanley Sec. 18 0 0.161 0.161 NS‐B gate on 17508 no n/a Existing UND

J60269‐A Tiny Shanley Sec. 18 0 0.154 0.154 NS‐B gate on 17508 no n/a Existing UND

J60270 Black Canyon South Sec. 20 0 0.107 0.107 NS‐B berm on 17503 no n/a Existing UND

69

J60270‐A Black Canyon South Sec. 20 0 0.127 0.127 NS‐B berm on 17503 no n/a Existing UND

J60274 SHANLEY CREEK SEC. 22 0 0.79 0.79 NS‐B (blank) Yes n/a Existing UND

J60274‐A SHANLEY CREEK SEC. 22 0 0.187 0.187 NS‐B (blank) no n/a Existing UND

J60274‐B SHANLEY CREEK SEC. 22 0 0.447 0.447 NS‐B (blank) Yes n/a Existing UND

J60284 (blank) 0.058 0.134 0.076 NS‐B private land no n/a Existing UND

J60289 Cottonwood Cr Sec. 4 and 9 ‐ south of BLM 0.065 0.34 0.275 NS‐H (blank) no n/a Existing UND

Cottonwood Cr Sec. 9 ‐ south of BLM 0.34 0.72 0.38 NS‐H (blank) no n/a Existing UND

J60289‐A Cottonwood Cr Sec. 9 ‐ south of BLM 0 0.37 0.37 NS‐H (blank) no n/a Existing UND

J60289‐B Cottonwood Cr Sec. 9 ‐ south of BLM 0 0.32 0.32 NS‐H (blank) no n/a Existing UND

J60302 Cottonwood Cr Sec. 3 and 4 ‐ south of BLM 0 0.283 0.283 NS‐H gate on 5417 no n/a Existing UND

J60306 Cottonwood Cr Sec. 9 ‐ south of BLM 0 0.52 0.52 NS‐H (blank) no n/a Existing UND


J60307 Cottonwood Cr Sec. 9 ‐ south of BLM 0 0.22 0.22 NS‐H (blank) no n/a Existing UND


J60308 Cottonwood Cr Sec. 4 and 9 ‐ south of BLM 0 0.23 0.23 NS‐H (blank) no n/a Existing UND



J60430 Dunham Center Ridge Sec. 31 0 0.212 0.212 NS‐B gate no n/a Existing UND


0.055 0.106 0 NS‐B gate no n/a



J60431‐A Dunham Center Ridge Sec. 31 0 0.081 0 NS‐B gate no n/a


J60431‐B Dunham Center Ridge Sec. 31 0 0.081 0.081 NS‐B gate no n/a Existing UND

J60432 Dunham Center Ridge Sec. 31 0 0.019 0 NS‐B gate no n/a





J60435‐A Dunham Center Ridge Sec. 36 0 0.151 0.151 NS‐B gate no n/a Existing UND

J60436 McCabe Sec. 33 0 0.124 0.124 NS‐H gates no n/a Existing UND

J60436‐A McCabe Sec. 29 and 32 0 0.233 0.233 NS‐B gates no n/a Existing UND

J60437 Dunham Ditch Sec. 19 0 0.177 0.177 NS‐B

Cutslope and ditch of Road 17512 no n/a Existing UND

J60438 Dunham Ditch Sec. 13 0 0.107 0.107 NS‐B gate no n/a Existing UND

70

J60464 McCabe Sec. 28 0 0.131 0.131 NS‐H

gates/ waterbar berms no n/a Existing UND

J60464‐A McCabe Sec. 28 0 0.144 0.144 NS‐H


J60464‐B McCabe Sec. 28 0 0.08 0.08 NS‐H


J60464‐C McCabe Sec. 28 0 0.136 0.136 NS‐H


J60466 McCabe Cr. Sec. 34 0 0.328 0.328 NS‐B

berm mp 0.99 / entr oblit mp 1.04 no n/a Existing UND

71

Table C‐ 18 MA Direction for Road Treatments –Decommissioning or Storage

MA Category Road Current Closure Level

Proposed Closure Level

BMP

EMP

Road Standards

1 Decommission

46083 1 5 1.4 2.1

Roads may be constructed through segments of this MA to provide access to other MA. BMP requirements.

2 Decommission 36069‐B 0 3‐DN 0.0 0.5

9 Convert to Trail 17466 none 2 Barrier 0.0 0.2

11 Decommission

36030 1 5 0.1 0.7

J60061 0 5 0.0 0.4

J60062 0 5 0.0 0.3


& Store

46000 1 3‐S 2.5 3.2

46082 1 3‐S 1.7 3.1

46146 0 3‐S 0.0 2.8

46942‐A 1 3‐S 0.0 1.0

56090 1 3‐S 0.4 1.0

56090‐A 1 3‐S 0.0 0.3

56091 1 3‐S 0.0 0.2

56120 0 3‐S 1.4 2.5

J60190 0 3‐S 0.0 0.5

Convert to

Trail

36048 1 5 0.0 0.9

4384 1 5 5.6 6.6

7.1 8.0

16005 2 5 0.0 2.9

16013 none 5 0.5 1.1

1.1 1.6

16014 1 5 0.0 1.3

13 Decommission 16082‐A 1 5 0.0 0.1 BMP requirements

17494 1 5 0.4 1.3

17495 1 5 0.8 1.0

17500 1 5 0.4 1.5

17503 2 5 0.0 0.1

0.1 0.1

3‐S 3‐DN 0.1 1.5

17508 1 5 1.3 2.5

17509 2 5 0.0 0.2

17596 1 5 0.0 0.1

36011 1 5 0.0 0.6

36030 1 5 0.1 0.7

36031 1 5 0.0 0.6

0.6 0.9

36039 1 5 0.0 1.5

36041 2 5 0.0 0.2

36045 1 5 0.5 1.9

36047 1 5 0.3 1.3

36058 0 5 0.0 1.1

72



BMP

EMP

Road Standards

36062 0 3‐DN 0.0 0.4

13 Decommission 36063 0 3‐DN 0.0 1.3 BMP requirements

36071 0 5 0.1 0.1

36125 0 3‐DN 0.0 0.2

36272 2 5 0.1 0.9

none 5 0.0 0.1

36273 2 3‐D 1.0 1.6

36273‐A 2 5 0.0 0.6

36273‐B 1 3‐DN 0.0 0.3

36276 0 3‐D 0.8 1.0

36371 1 3‐DN 0.0 0.0

36371‐A 1 3‐DN 0.0 0.0

36422 2 3‐DN 0.0 1.0

36447 1 3‐DN 0.0 0.4

36515 0 5 0.1 0.2

4386 2 5 0.2 1.3

46011 1 5 0.0 0.7

46011‐A 1 5 0.0 0.8

46011‐B 1 5 0.0 0.1

46048 0 5 0.0 1.1

1.1 1.2

1.2 1.7

46082‐A 1 5 0.3 0.6

46082‐C 1 5 0.0 0.1

13 Decommission 46083 1 5 1.4 2.1 BMP requirements

46084 1 5 0.0 0.8

46085 1 5 0.1 0.2

0.2 0.3

46086 1 5 0.0 0.3

46089‐B 1 5 0.4 0.5

46090‐A 1 3‐DN 1.0 1.2

46090‐B 1 3‐DN 1.1 1.3

46099 none 3‐DN 0.8 2.0

46099‐A none 3‐DN 0.0 0.0

46101‐B 2 5 0.0 0.6

46128 1 3‐DN 0.2 0.4

46129 1 3‐DN 0.0 0.1

46143 1 5 0.0 1.5

46144 2 5 0.0 0.2

46145 1 5 0.0 0.1

46151 2 5 0.0 0.3

46152 0 5 0.0 0.1

2 3‐D 1.4 1.8

5 0.1 0.5

46153 2 3‐D 0.0 1.0

13 Decommission 46169 0 5 0.2 1.4 BMP requirements

46169‐A 0 5 0.0 0.2

46170 0 5 0.0 1.0

73



BMP

EMP

Road Standards

46170‐A 0 5 0.0 0.4

46170‐C 0 5 0.0 0.1

46173 0 5 0.0 0.3

46291 1 5 0.3 1.1

46291‐A 1 5 0.0 0.2

46725 1 5 0.7 1.6

46742 0 5 0.0 0.4

46742‐A 0 5 0.0 0.0

46942 1 5 10.6 11.3

477 none 5 10.2 10.6

13 Decommission 14.8 15.0 BMP requirements

15.0 15.8

56072 0 5 0.0 0.5

56076 0 5 0.0 0.6

56077 0 5 0.0 0.4

0.4 0.9

56078 0 5 0.0 0.6

56080 1 5 0.0 0.9

56081 0 5 0.0 0.3

56082 0 5 0.0 0.8

56083 0 5 0.0 0.3

56085‐B 2 5 0.0 0.1

56087 2 5 0.0 0.2

56088 0 5 0.0 0.4

56091 1 3‐D 0.2 0.4

602 1 5 5.6 5.8

60420 0 5 2.1 2.3

2.4 2.5

J60037 0 3‐DN 0.0 1.2

J60039 0 3‐DN 0.0 0.7

J60041 0 3‐DN 0.0 0.8

J60042 0 3‐DN 0.0 0.4

J60042‐A 0 3‐DN 0.0 0.2

J60044 0 3‐DN 0.0 0.9

J60046 0 3‐DN 0.0 0.4

J60073 1 5 0.0 0.3

J60074 1 5 0.0 0.3

J60074‐A 1 5 0.0 0.4

J60074‐B 1 5 0.0 0.4

J60075 1 5 0.0 0.3

J60075‐A 1 5 0.0 0.2

13 Decommission J60076 2 5 0.0 0.5 BMP requirements

J60076‐A 1 5 0.0 0.4

J60085 0 3‐DN 0.0 0.3

J60086 0 3‐DN 0.0 0.4

J60090 1 5 0.0 0.8

J60091 1 5 0.0 0.5

J60108‐A 1 5 0.0 0.1

74



BMP

EMP

Road Standards

J60109 1 5 0.0 0.6

J60109‐A 1 5 0.0 0.1

J60109‐B 1 5 0.0 0.1

J60111 1 5 0.0 0.3

J60112 1 5 0.0 0.5

J60117 2 5 0.0 0.4

J60117‐A 2 5 0.0 0.1

J60117‐B 2 5 0.0 0.0

J60117‐C 2 5 0.0 0.2

J60122 0 5 0.0 0.3

J60124 0 5 0.0 1.2

J60124‐A 0 5 0.0 0.5

J60124‐B 0 5 0.0 0.4

J60124‐C 0 5 0.0 0.2

J60131 0 5 0.0 0.7

J60157‐B 1 5 0.0 0.0

J60158 2 5 0.0 0.1

13 Decommission J60158‐A 2 5 0.0 0.0 BMP requirements

J60182 0 5 0.0 0.9

J60183 0 5 0.0 0.9

J60184 0 5 0.0 0.2

J60187 0 3‐D 0.0 0.3

J60190 0 3‐D 0.5 0.8

J60197‐A 1 3‐DN 0.0 0.3

J60198 0 3‐D 0.0 0.7

J60199 0 5 0.0 0.6

J60200 0 5 0.0 0.4

J60201 0 3‐DN 0.0 0.6

5 0.6 1.0

J60206 0 3‐DN 0.0 0.1

J60222 1 5 0.0 0.9

J60242‐A 0 3‐DN 0.0 0.8

J60243‐D 0 3‐DN 0.0 0.3

J60243‐E 0 3‐DN 0.0 0.2

J60253 1 5 0.0 0.2

J60259 2 3‐DN 0.0 0.2

J60259‐A 2 3‐DN 0.0 0.1

J60261 1 3‐DN 0.0 0.2

J60262 2 3‐DN 0.0 0.1

J60266 1 3‐DN 0.0 0.2

J60266‐A 1 3‐DN 0.0 0.1

J60266‐B 1 3‐DN 0.0 0.1

J60268 1 3‐DN 0.0 0.4

13 Decommission J60272 2 5 0.0 0.2 BMP requirements

J60273 2 5 0.0 0.4

J60274 0 3‐DN 0.0 0.8

J60274‐A 0 3‐DN 0.0 0.2

J60284 0 5 0.1 0.1

75



BMP

EMP

Road Standards

J60289 0 3‐DN 0.3 0.7

J60289‐A 0 5 0.0 0.4

J60289‐B 0 3‐DN 0.0 0.3

J60302 0 3‐DN 0.0 0.3

J60466 2 3‐DN 0.0 0.3

Store NF System Road

16538 1 3‐S 0.0 1.8

17664 1 3‐S 0.0 3.6

4386 2 3‐S 2.2 4.4

5417 1 3‐S 1.2 2.4

14

Add to Official Road System & Store 46146 0 3‐S 0.0 2.8

Construction timing and BMP requirements

Decommission

17465‐A 1 5 0.0 0.2

0.2 0.5

17465‐B 1 5 0.0 0.0

17549 1 5 0.8 1.0

36076 0 3‐D 0.0 0.2

2 3‐D 0.2 0.3

4388 none 5 0.0 0.5

15

Add to Official Road System & Store 46146 0 3‐S 0.0 2.8 Roads may be constructed

through segments of this MA to provide access to other MA. BMP requirements. Decommission

46148 0 5 0.0 0.2

46149 0 5 0.0 0.3

46152 2 3‐D 1.4 1.8

5 0.1 0.5

46153 2 3‐D 0.0 1.0


& Store

36273 1 3‐S 0.0 0.5

0.5 0.8

2 3‐S 0.8 1.0

46095 1 3‐S 0.2 0.8

56071 0 3‐S 1.0 2.2

56127 0 3‐S 0.2 1.7

1 3‐S 0.0 0.2

Convert to Trail

4384 1 5 5.6 6.6

6.6 6.7

6.7 7.1

7.1 8.0

Decommission 16005 2 5 0.0 2.9

16013 none 5 0.5 1.1

1.1 1.6

16 16014 1 5 0.0 1.3 Construction timing, density and BMP requirements.

17493 1 5 1.3 1.6

17494 1 5 0.4 1.3

17495 1 5 0.8 1.0

17500 1 5 0.4 1.5

17503 3‐S 3‐DN 0.1 1.5

76



BMP

EMP

Road Standards

17507 1 5 2.7 2.8

17508 1 5 1.3 2.5

17539‐2 2 5 0.0 1.3

1.3 1.4

17596 1 5 0.0 0.1

17659 1 3‐DN 0.5 0.7

5 0.0 0.3

0.3 0.4

0.4 0.5

36011 1 5 0.0 0.6

36011‐A 0 3‐DN 0.0 0.2

36040 1 3‐DN 0.0 0.3

36043 1 5 0.0 0.8

36044 1 5 0.0 0.5

36045 1 5 0.0 0.5

0.5 1.9

36045‐A 1 5 0.0 0.1

16 Decommission 36058 0 5 0.0 1.1 Construction timing, density and BMP requirements.

1.1 1.3

36058‐A 0 5 0.0 0.1

36059 0 5 0.0 0.2

36060 1 5 0.0 1.1

36061 1 3‐DN 0.3 0.4

5 0.0 0.3

36062 0 3‐DN 0.0 0.4

36063 0 3‐DN 0.0 1.3

36074 0 3‐DN 0.0 0.7

36177 0 3‐DN 0.0 0.6

36185‐A 2 5 0.5 1.3

36272 2 5 0.1 0.9

36272‐A ? 3‐DN 0.0 0.1

36273 2 3‐D 1.0 1.6

36273‐A 2 5 0.0 0.6

36273‐B 1 3‐DN 0.0 0.3

36273‐C 0 3‐D 0.0 0.2

36273‐D 0 3‐DN 0.0 0.3

36274 0 3‐DN 0.0 0.1

36275 1 3‐D 0.0 0.5

36276 0 3‐D 0.1 0.3

0.5 0.7

0.8 1.0

36276‐A 0 3‐DN 0.0 0.0

36370 1 3‐DN 0.0 0.3

36371 1 3‐DN 0.0 0.0

36371‐A 1 3‐DN 0.0 0.0

36447 1 3‐DN 0.0 0.4

77



BMP

EMP

Road Standards

16 Decommission 36448 1 3‐DN 0.0 0.2 Construction timing, density and BMP requirements.

36449 1 3‐DN 0.0 0.1

36471 1 3‐DN 0.0 0.1

36471‐A 1 3‐DN 0.0 0.1

36471‐B 1 3‐DN 0.0 0.2

36510 1 3‐DN 0.0 0.2

4386 2 5 0.2 1.3

46094‐A 1 5 0.1 0.1

46095‐B 1 3‐DN 0.0 0.2

46095‐C 1 3‐DN 0.0 0.1

46095‐D 1 3‐DN 0.0 0.2

46169 0 5 0.2 1.4

46169‐A 0 5 0.0 0.2

46170 0 5 0.0 1.0

1.2 1.5

46170‐A 0 5 0.0 0.4

46170‐B 0 5 0.0 0.2

46170‐C 0 5 0.0 0.1

46173 0 5 0.0 0.3

56071 0 3‐D 2.2 2.4

56072 0 5 0.0 0.5

56073 0 5 0.0 0.5

56075 0 5 0.0 0.5

56076 0 5 0.0 0.6

56077 0 5 0.0 0.4

0.4 0.9

56078 0 5 0.0 0.6

56079‐B 0 5 0.5 0.6

56083 0 5 0.0 0.3

56084 1 3‐D 1.6 1.7

1.7 1.7

56085‐B 2 5 0.0 0.1

56284 0 5 0.0 0.2

16 Decommission 60251‐G 0 3‐DN 0.3 0.3 Construction timing, density and BMP requirements.

60252 0 3‐DN 0.6 0.6

60252‐A 0 3‐DN 0.4 0.4

60420 0 5 2.4 2.5

66129 1 3‐D 5.5 6.4

66129‐B 1 3‐DN 0.1 0.1

J60037 0 3‐DN 0.0 1.2

J60037‐A 0 3‐DN 0.0 0.1

J60039 0 3‐DN 0.0 0.7

J60040 0 3‐DN 0.0 0.6

J60041 0 3‐DN 0.0 0.8

J60042 0 3‐DN 0.0 0.4

J60042‐A 0 3‐DN 0.0 0.2

78



BMP

EMP

Road Standards

J60043 0 3‐DN 0.0 0.1

J60044 0 3‐DN 0.0 0.9

J60045 0 3‐DN 0.0 0.2

J60045‐A 0 3‐DN 0.0 0.2

J60046 0 3‐DN 0.0 0.4

J60047 0 3‐DN 0.0 0.7

J60047‐A 0 3‐DN 0.0 0.1

J60047‐B 0 3‐DN 0.0 0.3

J60047‐C 0 3‐DN 0.0 0.2

J60050 0 3‐DN 0.0 0.6

J60051 0 3‐DN 0.0 0.1

J60052 0 3‐DN 0.0 0.2

J60053 0 3‐DN 0.0 0.6

J60053‐A 0 3‐DN 0.0 0.2

J60053‐B 0 3‐DN 0.0 0.1

J60054 0 3‐DN 0.0 0.6

J60054‐A 0 3‐DN 0.0 0.1

J60055 0 3‐DN 0.0 0.4

J60055‐A 0 3‐DN 0.0 0.4

J60057 0 3‐DN 0.0 0.3

16 Decommission J60081 0 3‐DN 0.0 0.6 Construction timing, density and BMP requirements.

J60082 0 3‐DN 0.0 0.6

J60083 0 3‐DN 0.0 0.6

J60088 1 5 0.0 0.3

J60089 1 5 0.0 0.2

J60090 1 5 0.0 0.8

J60091 1 5 0.0 0.5

J60092 1 5 0.0 0.1

J60093 1 5 0.0 0.2

J60094 2 5 0.0 1.0

J60095 2 5 0.0 0.2

J60096 2 5 0.0 0.4

J60097 2 5 0.0 0.6

J60098 2 5 0.0 0.5

J60099 2 5 0.0 0.3

J60100 2 5 0.0 0.2

J60101 2 5 0.0 0.2

J60102 2 5 0.0 0.1

J60103 2 5 0.0 0.1

J60104 1 5 0.0 0.5

J60105 1 5 0.0 0.3

J60106 1 5 0.0 0.3

J60107 1 5 0.0 0.2

J60108 1 5 0.0 0.6

J60108‐A 1 5 0.0 0.1

J60109 1 5 0.0 0.6

J60110 1 5 0.0 0.4

79



BMP

EMP

Road Standards

16 Decommission J60111 1 5 0.0 0.3 Construction timing, density and BMP requirements.

J60113 1 5 0.0 0.8

J60114 1 5 0.0 0.6

J60115 1 5 0.0 0.5

J60116 1 5 0.0 0.3

J60117 2 5 0.0 0.4

J60117‐A 2 5 0.0 0.1

J60118 1 5 0.0 0.6

J60119 0 5 0.0 0.3

J60120 0 5 0.0 0.1

0.1 0.5

J60121 0 5 0.0 0.5

J60122 0 5 0.0 0.3

J60123 0 5 0.0 0.3

J60124 0 5 0.0 1.2

J60124‐A 0 5 0.0 0.5

J60124‐B 0 5 0.0 0.4

J60124‐C 0 5 0.0 0.2

J60125 0 5 0.0 0.6

J60126 0 5 0.0 0.4

J60127 0 5 0.0 0.2

J60128 0 5 0.0 0.6

J60128‐A 0 5 0.0 0.4

J60128‐B 0 5 0.0 0.1

J60129 0 5 0.0 0.4

J60130 1 5 0.0 0.2

J60131 0 5 0.0 0.7

J60132 0 5 0.0 0.6

J60133 0 5 0.0 0.2

J60134 0 5 0.0 0.5

J60134‐A 0 5 0.0 0.1


J60136 1 5 0.0 0.4

J60159 1 5 0.0 0.3

J60173 0 3‐DN 0.0 0.3

J60174 0 3‐DN 0.0 0.2

J60176 0 3‐DN 0.7 1.0

5 0.0 0.7

J60176‐A 1 5 0.0 0.1

J60177 0 3‐DN 0.0 0.3

J60177‐A 0 3‐DN 0.0 0.2

J60178 0 3‐DN 0.0 0.1

J60179 0 3‐DN 0.0 0.1

J60182 0 5 0.0 0.9

J60183 0 5 0.0 0.9

J60184 0 5 0.0 0.2

80



BMP

EMP

Road Standards

J60185 0 5 0.0 0.3

J60186 0 5 0.0 0.3

J60186‐A 0 5 0.0 0.4

J60199 0 5 0.0 0.6

J60200 0 5 0.0 0.4

J60218 0 3‐DN 0.0 0.4

J60219 0 5 0.0 0.3

J60222 1 5 0.0 0.9

J60243 0 3‐DN 0.0 1.0

J60243‐C 0 3‐DN 0.0 0.1

J60243‐D 0 3‐DN 0.0 0.3

J60245 0 3‐DN 0.0 0.2

J60250 0 5 0.0 0.2

J60251 0 5 0.0 0.1

J60252 0 5 0.0 0.5


J60255 1 5 0.0 0.2

J60256 1 5 0.0 0.4

0.4 0.6

J60257 1 5 0.0 0.1

J60258 2 3‐DN 0.0 0.3

J60259 2 3‐DN 0.0 0.2

J60260 2 3‐DN 0.0 0.2

J60260‐A 2 3‐DN 0.0 0.1

J60261 1 3‐DN 0.0 0.2

J60262 2 3‐DN 0.0 0.1

J60263 2 3‐DN 0.0 0.2

J60265 1 3‐DN 0.0 0.1

J60266 1 3‐DN 0.0 0.2

J60266‐A 1 3‐DN 0.0 0.1

J60266‐B 1 3‐DN 0.0 0.1

J60267 1 5 0.0 0.2

J60268 1 3‐DN 0.0 0.4

J60268‐A 1 3‐DN 0.0 0.4

J60269 1 3‐DN 0.0 0.2

J60269‐A 1 3‐DN 0.0 0.2

J60270 2 3‐DN 0.0 0.1

J60270‐A 2 3‐DN 0.0 0.1

J60273 2 5 0.0 0.4

J60274 0 3‐DN 0.0 0.8

J60274‐A 0 3‐DN 0.0 0.2

J60274‐B 0 3‐DN 0.0 0.4

J60289 0 3‐DN 0.3 0.7

5 0.1 0.3

16 Decommission J60289‐A 0 5 0.0 0.4 Construction timing, density and BMP requirements.

J60289‐B 0 3‐DN 0.0 0.3

81



BMP

EMP

Road Standards

J60306 0 5 0.0 0.5

J60306‐A 0 3‐DN 0.0 0.4

J60307 0 3‐DN 0.2 0.5

5 0.0 0.2

J60308 0 3‐DN 0.2 0.6

5 0.0 0.2

J60308‐A 0 3‐DN 0.0 0.2

J60430 1 3‐DN 0.0 0.2

J60431 1 3‐DN 0.0 0.1

0.1 0.1

0.1 0.4

J60431‐B 1 3‐DN 0.0 0.1

J60432 1 3‐DN 0.0 0.0

0.0 0.1

J60434 1 3‐DN 0.0 0.3

J60435 1 3‐DN 0.0 0.1

J60435‐A 1 5 0.0 0.2

J60437 2 3‐DN 0.0 0.2

J60438 1 5 0.0 0.1


16013 none 3‐S 0.0 0.5

16538 1 3‐S 0.0 1.8

17495 1 3‐S 0.0 0.2

0.2 0.8

17507 1 3‐S 2.2 2.7

17664 1 3‐S 0.0 3.6

3.6 3.9

17665 1 3‐S 0.0 0.3

4386 2 3‐S 2.2 4.4

5417 1 3‐S 1.2 2.4

17

Convert to Trail 36047 1 5 0.0 0.3

Decommission

17535‐A 2 5 0.0 0.2

0.2 0.5

0.5 1.3

17652 2 5 0.3 0.3

17653 1 5 0.0 0.1

17654 2 5 0.0 0.1

36043 1 5 0.0 0.8

36044 1 5 0.0 0.5

36045 1 5 0.5 1.9

36166 0 5 0.1 0.5

36167 0 5 0.0 0.4

0.4 0.4

36185 2 5 0.0 0.2

36185‐A 2 5 0.0 0.2

0.2 0.5

0.5 1.3

36277 2 3‐DN 0.0 0.4

82



BMP

EMP

Road Standards

36277‐A 1 3‐DN 0.0 0.3

J60015 2 5 0.0 0.3

J60015‐A 2 5 0.0 0.2

J60015‐B 2 5 0.0 0.3

J60015‐C 2 5 0.0 0.2

J60113 1 5 0.0 0.8

J60114 1 5 0.0 0.6

J60115 1 5 0.0 0.5

J60117 2 5 0.0 0.4

J60118 1 5 0.0 0.6

J60157 1 5 0.0 0.1

J60157‐A 1 5 0.0 0.1

J60157‐B 1 5 0.0 0.0

J60157‐C 2 5 0.0 0.1

J60158 2 5 0.0 0.1

J60159 1 5 0.0 0.3

J60222 1 5 0.0 0.9

J60250 0 5 0.0 0.2

J60252 0 5 0.0 0.5

J60253 1 5 0.0 0.2

J60436 1 3‐DN 0.0 0.1

J60436‐A 1 3‐DN 0.0 0.2

18


& Store

46000 1 3‐S 2.5 3.2

Construction timing, density and BMP requirements.

46082 1 3‐S 1.7 3.1

46095 1 3‐S 0.2 0.8

46291 1 3‐S 0.0 0.3

46725‐A 1 3‐S 0.0 0.5

46942‐A 1 3‐S 0.0 1.0

56084 1 3‐S 0.0 0.4

0.4 1.3

Decommission

17535 1 5 0.0 0.4

0.4 1.4

17653 1 5 0.0 0.1

36277 2 3‐DN 0.0 0.4

36422 2 3‐DN 0.0 1.0

46082‐A 1 5 0.0 0.3

46082‐C 1 5 0.0 0.1

46085 1 5 0.0 0.1

0.1 0.2

46090‐A 1 3‐DN 1.0 1.2

46090‐B 1 3‐DN 1.1 1.3

46093 none 5 0.5 1.2

46095‐A 1 3‐DN 0.0 0.3

46095‐B 1 3‐DN 0.0 0.2

46095‐C 1 3‐DN 0.0 0.1

46095‐D 1 3‐DN 0.0 0.2

46099 none 3‐DN 0.8 2.0

46100 1 5 0.0 0.6

83



BMP

EMP

Road Standards

46100‐A 1 3‐DN 0.1 0.4

5 0.0 0.1

46101 1 5 0.1 1.4

46101‐A 1 5 0.0 2.3

46101‐B 2 5 0.0 0.6

46101‐C 1 5 0.0 0.5

46101‐D 1 5 0.0 0.3

46124 1 5 0.2 0.4

46124‐A 1 5 0.0 0.0

46125 1 3‐D 0.1 0.3

46128 1 3‐DN 0.2 0.4

46129 1 3‐DN 0.0 0.1

46291 1 5 0.3 1.1

1.1 1.1

46291‐A 1 5 0.0 0.2

46291‐B 1 5 0.0 0.1

46291‐C 1 5 0.0 0.3

46725 1 5 0.7 1.6

46725‐B 0 5 0.0 0.1

46742 0 5 0.0 0.4

46942 1 5 10.6 11.3

56077 0 5 0.4 0.9

56079‐B 0 5 0.0 0.2

56080 1 5 0.0 0.9

56081 0 5 0.0 0.3

56082 0 5 0.0 0.8

J60436 1 3‐DN 0.0 0.1

J60464 1 3‐DN 0.0 0.1

J60464‐A 1 3‐DN 0.0 0.1

J60464‐B 1 5 0.0 0.1

J60464‐C 1 5 0.0 0.1

J60466 2 3‐DN 0.0 0.3

22 Decommission

36076 0 3‐D 0.0 0.2

36166 0 5 0.0 0.1

0.1 0.5

36167 0 5 0.0 0.4

36515 0 5 0.1 0.2

24


& Store

46082 1 3‐S 1.7 3.1


46095 1 3‐S 0.2 0.8

56120 0 3‐S 1.4 2.5

56127 0 3‐S 0.2 1.7

1 3‐S 0.0 0.2

56127‐A 0 3‐S 0.0 0.6

Convert to Trail 17660 0 2 Barrier 0.4 0.5

Decommission

17537 1 5 0.3 0.9

2 5 0.9 0.9

0.9 1.1

84



BMP

EMP

Road Standards

36069‐B 0 3‐DN 0.0 0.5

36190 2 3‐DN 0.0 0.3

36190‐C 2 3‐DN 0.0 0.2

46082‐A 1 5 0.0 0.3

0.3 0.6

46082‐B 1 5 0.0 0.1

46083 1 5 1.4 2.1

46083‐A 1 3‐DN 0.0 0.1

46084 1 5 0.0 0.8

46085 1 3‐D 0.3 0.4

5 0.1 0.2

0.2 0.3

46086 1 5 0.0 0.3

46092 1 5 0.0 0.1

56127‐A 0 5 0.6 0.9

56127‐B 0 5 0.0 0.2

56127‐C 0 5 0.0 0.3


& Store

36273 1 3‐S 0.0 0.5

46146 0 3‐S 0.0 2.8

56090 1 3‐S 0.0 0.4

0.4 1.0

56090‐A 1 3‐S 0.0 0.3

56091 1 3‐S 0.0 0.2

J60190 0 3‐S 0.0 0.5

Convert to Trail

17660 0 2 Barrier 0.4 0.5

17666 1 3‐D 0.1 0.6

36047 1 5 0.0 0.3

36048 1 5 0.0 0.9

17465‐A 1 5 0.0 0.2

17503 2 5 0.0 0.1

3‐S 3‐DN 0.1 1.5

17509 2 5 0.0 0.2

17660 none 5 0.0 0.0

36030 1 5 0.1 0.7

36031 1 5 0.0 0.6

0.6 0.9

36038 2 5 0.0 0.1

25 Decommission 0.1 0.3 Construction timing, density and BMP requirements.

36039 1 5 0.0 1.5

36040 1 3‐DN 0.0 0.3

36040‐A 1 3‐DN 0.0 0.1

36041 2 5 0.0 0.2

36042 2 3‐DN 0.0 0.1

36047 1 5 0.3 1.3

36047‐A 1 5 0.0 0.4

36049 1 5 0.0 0.5

36049‐A 1 5 0.0 0.3

85



BMP

EMP

Road Standards

36068 none 3‐DN 0.0 0.1

36069 2 3‐DN 0.0 0.1

36069‐A 1 3‐DN 0.0 0.3

36072 0 3‐DN 0.0 0.1

36125 0 3‐DN 0.0 0.2

36168 none 5 0.0 0.7

36185‐A 2 5 0.5 1.3

36272 2 5 0.1 0.9

none 5 0.0 0.1

36273‐C 0 3‐D 0.0 0.2

36274 0 3‐DN 0.0 0.1

36373 none 3‐DN 0.0 0.2

36374 1 3‐DN 0.0 0.2

36425 0 5 0.0 0.4

0.4 0.6

4388 none 5 0.0 0.5

46010 1 5 0.0 0.3

0.3 0.3

0.3 0.4

46011 1 5 0.0 0.7

46011‐A 1 5 0.0 0.8

25 Decommission 46011‐B 1 5 0.0 0.1 Construction timing, density and BMP requirements.

46011‐C 1 5 0.0 0.1

46047 0 5 0.0 1.0

46048 0 5 0.0 1.1

1.2 1.7

46048‐A 0 5 0.0 0.2

46143 1 5 0.0 1.5

46144 2 5 0.0 0.2

46145 1 5 0.0 0.1

46148 0 5 0.0 0.2

46149 0 5 0.0 0.3

46151 2 5 0.0 0.3

46169 0 5 0.2 1.4

46170 0 5 0.0 1.0

477 none 5 14.8 15.0

15.0 15.8

19.1 19.4

56085 2 5 0.0 0.3

56085‐A 2 5 0.0 0.8

56085‐B 2 5 0.0 0.1

56087 1 5 1.4 2.0

2 5 0.0 0.2

56088 0 5 0.0 0.4

56090‐B 1 3‐D 0.0 0.2

56091 1 3‐D 0.2 0.4

60250 0 3‐DN 1.1 1.7

86



BMP

EMP

Road Standards

J60072 1 5 0.0 0.1

J60073 1 5 0.0 0.3

J60073‐A 1 5 0.0 0.1

J60073‐B 1 5 0.0 0.1

J60074 1 5 0.0 0.3

0.3 0.3

J60074‐A 1 5 0.0 0.4

25 Decommission 0.4 0.4 Construction timing, density and BMP requirements.

J60074‐B 1 5 0.0 0.4

0.4 0.4

J60075 1 5 0.0 0.3

J60075‐A 1 5 0.0 0.2

J60076 2 5 0.0 0.5

J60076‐A 1 5 0.0 0.4

J60076‐B 0 5 0.0 0.2

J60076‐C 0 5 0.0 0.3

J60076‐D 0 5 0.0 0.1

J60079 0 5 0.0 0.3

J60080 0 5 0.0 0.2

J60081 0 3‐DN 0.0 0.6

J60082 0 3‐DN 0.0 0.6

J60083 0 3‐DN 0.0 0.6

J60084 0 3‐DN 0.0 0.3

J60085 0 3‐DN 0.0 0.3

J60086 0 3‐DN 0.0 0.4

J60086‐A 0 3‐DN 0.0 0.1

J60087 0 3‐DN 0.0 0.2

J60144 0 3‐DN 0.0 0.7

J60146 0 3‐DN 0.0 0.2

J60171 0 3‐DN 0.0 0.3

J60172 0 3‐DN 0.0 0.2

J60173 0 3‐DN 0.0 0.3

J60174 0 3‐DN 0.0 0.2

J60175 0 3‐DN 0.0 0.1

J60177 0 3‐DN 0.0 0.3

J60177‐A 0 3‐DN 0.0 0.2

J60180 0 5 0.1 0.6

J60181 0 5 0.0 0.1

J60182 0 5 0.0 0.9

J60187 0 3‐D 0.0 0.3

J60188 0 3‐D 0.0 0.2

J60189 0 3‐D 0.0 0.1

25 Decommission J60190 0 3‐D 0.5 0.8 Construction timing, density and BMP requirements.

J60193 2 3‐DN 0.0 0.1

J60195 2 3‐DN 0.0 0.2

J60197 1 3‐DN 0.0 0.7

87



BMP

EMP

Road Standards

J60197‐A 1 3‐DN 0.0 0.3

J60198 0 3‐D 0.0 0.7

J60199 0 5 0.0 0.6

J60200 0 5 0.0 0.4

J60201 0 3‐DN 0.0 0.6

5 0.6 1.0

J60202 0 3‐DN 0.0 0.4

J60203 0 3‐DN 0.0 0.2

J60206 0 3‐DN 0.0 0.1

J60207 0 3‐DN 0.0 0.2

J60241 0 3‐D 0.0 0.3

J60241‐A 0 3‐DN 0.0 0.0

J60242 0 3‐D 0.0 0.6

J60242‐A 0 3‐DN 0.0 0.8

J60243 0 3‐DN 0.0 1.0

25 Decommission J60243‐A 0 3‐DN 0.0 0.4 Construction timing, density and BMP requirements.

J60243‐B 0 3‐DN 0.0 0.3

J60243‐C 0 3‐DN 0.0 0.1

J60243‐D 0 3‐DN 0.0 0.3

J60243‐E 0 3‐DN 0.0 0.2

J60243‐F 0 3‐DN 0.0 0.3

J60246 0 5 0.0 0.2

J60264 0 5 0.0 0.1

J60272 2 5 0.0 0.2

J60273 2 5 0.0 0.4

J60302 0 3‐DN 0.0 0.3

J60431 1 3‐DN 0.1 0.1

J60431‐A 1 3‐DN 0.0 0.1

J60437 2 3‐DN 0.0 0.2

Store NF

System Road

17507 1 3‐S 2.2 2.7

17664 1 3‐S 0.0 3.6

5417 1 3‐S 1.2 2.4

26 Store NF System Road 17664 1 3‐S 0.0 3.6

27 Decommission

36276 0 3‐D 0.8 1.0

Roads may be constructed through segments of this MA to provide access to other MA. BMP

requirements.

1.1 1.2

36422 2 3‐DN 0.0 1.0

46083 1 5 1.4 2.1

46091 1 5 0.0 0.1

46099 none 3‐DN 0.8 2.0

J60466 2 3‐DN 0.0 0.3

88

Table C‐ 19 MA Direction for Road Treatments – Additions, Const. /Recons



BMP EMP Road Standards

1

Add to Official Road System 46083 1 No Change 0.0 1.4


13


36071 0 0 (Open) ‐ SNO 0.0 0.1

BMP requirements

46000 0 No Change 0.4 1.1

46000 1 No Change 1.1 2.5

46083 1 No Change 0.0 1.4

46090 1 No Change 0.0 0.8

46101 none 0 (Open) ‐ SNO 0.0 0.1

46942 1 0 (Open) ‐ SNO 11.7 11.8

46942 1 1 (Gate) ‐ "B" 8.8 10.6

46942 1 2 (Gate) ‐ "B" 11.3 11.7

5417‐A 1 1 (Gate) ‐ "H" 0.0 0.8

56079 1 1 (Gate) ‐ "B" 0.0 2.5

56087 1 No Change 0.2 0.3

56087 1 No Change 0.3 0.5

56087 1 No Change 0.5 1.4

66105 1 No Change 1.2 1.3

66105 1 No Change 1.3 1.6

Construct System Road for Reroute

P46942‐ALT n/a 1 (Gate) ‐ "B" 0.0 0.8

P477‐ALT_NFORK n/a

0 (Open) ‐ KD6 0.0 0.4

P477‐ALT_SHANLEY_EAST 0

0 (Open) ‐ KD6 0.0 0.2

Reconstruct 477 none No Change 10.1 10.2

Reconstruct & Add to Official Road System for Reroute 46152 2

0 (Open) ‐ SNO 0.5 1.1

14 Construct System


0 (Open) ‐ KD6 0.0 0.4

Construction timing and BMP requirements

89




Road for Reroute

15


P477‐ALT_SHANLEY_EAST 0

0 (Open) ‐ KD6 0.0 0.2

Roads may be constructed through

segments of this MA to provide access to other MA. BMP requirements.

P477‐ALT_SHANLEY_WEST 0

0 (Open) ‐ KD6 0.0 0.6

Reconstruct & Add to Official Road

System for Reroute

46152 2 0 (Open) ‐ SNO 0.5 1.1

2 0 (Open) ‐ SNO 1.1 1.4

16


5417‐A 1 1 (Gate) ‐ "H" 0.0 0.8 Construction timing,

density and BMP requirements.

56071 0 1 (Gate) ‐ "B" 0.0 1.0

56079 1 1 (Gate) ‐ "B" 0.0 2.5

66129 1 No Change 4.5 5.4

18


36423 none No Change 0.0 0.2


46000 1 No Change 1.1 2.5

46082 1 No Change 1.6 1.7

46090 1 No Change 0.0 0.8

46101 none 0 (Open) ‐ SNO 0.0 0.1

46725 0 No Change 0.0 0.5

46725 1 No Change 0.5 0.5

46942 1 0 (Open) ‐ SNO 11.7 11.8

46942 1 (Gate) ‐ "B" 8.8 10.6

56079 1 1 (Gate) ‐ "B" 0.0 2.5

Construct System Road for Reroute P46942‐ALT n/a 1 (Gate) ‐ "B" 0.0 0.8

24


46083 1 No Change 0.0 1.4Construction timing, density and BMP requirements.

46090 1 No Change 0.0 0.8

25


36030 1 No Change 0.0 0.1


36071 0 0 (Open) ‐ SNO 0.0 0.1

5417‐A 1 1 (Gate) ‐ "H" 0.0 0.8

90




56087 1 No Change 0.2 0.3

56087 1 No Change 0.3 0.5

56087 1 No Change 0.5 1.4

66105 1 No Change 1.2 1.3

66105 1 No Change 1.3 1.6


P4388‐ALT_DUNHAM 0

0 (Open) ‐ SNO 0.0 0.6

P477‐ALT_DUNHAM 0

0 (Open) ‐ KD6 0.0 0.2

0 0.2 0.4


0 (Open) ‐ KD6 0.0 0.4

P477‐ALT_SHANLEY_WEST 0

0 (Open) ‐ KD6 0.0 0.6

P56086 n/a 1 (Gate) ‐ "B" 0.0 0.3

Reconstruct & Add to Official Road

System for Reroute

36068 none 0 (Open) ‐ YR 0.1 0.2

56086 1 1 (Gate) ‐ "B" 0.0 0.1

27 Add to Official Road System 46083 1 No Change 0.0 1.4


91

Table C‐ 20 Add to Official Road System (Existing Non‐system Roads) – Category 1

Category Sub‐Category Proposed Closure Level

Road Number

BMP EMP Length in PA

Non‐Timber Sale Costs Alt B

Costs Alt C

Add to Official R

oad

System Add to Official

Road System

0 (Open) ‐ SNO

36071 0 0.1 0.1 $0 $0

46101 0 0.1 0.1 $0 $0

46942 11.7 11.8 0.1 $720 $0

1 (Gate) ‐ B restriction

46146 0 2.8 2.8 $22,240 $22,240

46942 8.8 10.6 1.9 $14,944 $0

46942 11.3 11.7 0.3 $2,736 $0

56071 0 1 1 $0 $0

56077 0 0.4 0.4 $11,000 $11,000

56077 0.4 0.9 0.5 $4,630 $4,630

56079 0 2.5 2.5 $0 $0

1 (Gate) ‐ H restriction

5417‐A 0 0.8 0.8 $0 $0

No change 46000 0 0.4 0 $3,048 $0

36030 0 0.1 0.1 $0 $0

No Change Needed/ Planned (Add to NFSR)

36423 0 0.2 0.2 $0 $0

36469 0 0.04 0.04 $5,000 $5,000

46000 0.4 0.4 0.1 $440 $0

46000 0.4 1.1 0.7 $5,648 $0

46000 1.1 2.5 1.4 $10,864 $0

46082 1.6 1.7 0 $0 $0

46083 0 1.4 1.4 $0 $0

46090 0 0.8 0.8 $0 $0

46725 0 0.5 0.5 $3,784 $0

46725 0.5 0.5 0.1 $512 $0

56087 0.2 0.3 0.1 $0 $0

56087 0.3 0.5 0.2 $1,992 $0

56087 0.5 1.4 0.9 $7,280 $0

56090 0 0.4 0.4 $4,824 $4,824

66105 1.2 1.3 0.1 $0 $0

66105 1.3 1.6 0.3 $2,630 $0

66129 4.5 5.4 1 $0 $0

Subtotal 18.5 $99,244 $47,694

Reconstruct No Change to NFSR 477 10.1 10.2 0.2 $4,375 $4,375

Subtotal 0.2 $4,375 $4,375

Reconstruct and Add to Official Road System for Reroute

0 (Open) ‐ SNO 46152 0.5 1.1 0.6 $6,120 $6,120

46152 1.1 1.4 0.3 $4,104 $4,104

0 (Open) ‐ YR 36068 0.1 0.2 0.1 $1,656 $1,656

1 (Gate) ‐ B rest 56086 0 0.1 0.1 $7,112 $7,112

Subtotal 1.2 $18,992 $18,992

Add to Official Road System Total 15.8 $77,965 $23,367


92

Category

Sub‐Category


Road Number BMP

EMP

Length in PA

Non‐Timber Sale Costs Alt B and Costs Alt C

Construct System Road

for Reroute


0 (Open) ‐ KD6

P477‐ALT_DUNHAM 0.0 0.2 0.2 $200,000

P477‐ALT_DUNHAM 0.2 0.4 0.2 $200,000

P477‐ALT_NFORK 0.0 0.4 0.4 $550,000

P477‐ALT_SHANLEY_EAST 0.0 0.2 0.2 $100,000

P477‐ALT_SHANLEY_WEST 0.0 0.6 0.6 $100,000

0 (Open) ‐ SNO P4388‐ALT_DUNHAM 0.0 0.6 0.6 $230,000

1 (Gate) ‐ B restriction

P46942‐ALT 0.0 0.8 0.8 $52,000

P56086 0.0 0.3 0.3 $25,000

Construct System Road for Reroute Total 3.3 $ 1,457,000



Road Number



Convert to

Trail

Convert to Trail

2 Barrier 17660 0.4 0.5 0.1 $2,040

3‐D 17666 0.1 0.6 0.5 $4,096

5 ‐ Full Recontour 36047 0.0 0.3 0.3 $3,432

5 ‐ Full Recontour 36048 0.0 0.9 0.9 $8,280

Total 4.5 $33,298

93



Road Number



Decommission

Decommission

3‐D

36076 0.0 0.2 0.2 $ 1,680

36076 0.2 0.3 0.1 $ 848

36273 1.0 1.6 0.6 $ 4,680

36273‐C 0.0 0.2 0.2 $ 1,776

36275 0.0 0.5 0.5 $ 3,736

36276 0.1 0.3 0.1 $ 1,152

36276 0.5 0.7 0.2 $ 1,288

36276 0.8 1.0 0.2 $ 1,672

36276 1.1 1.2 0.1 $ 520

36516 0.0 0.0 0.0 $ 2,000

46085 0.3 0.4 0.1 $ 952

46125 0.1 0.3 0.2 $ 1,632

46152 1.4 1.8 0.4 $ 3,400

46153 0.0 1.0 1.0 $ 7,880

56071 2.2 2.4 0.1 $ 1,168

56083‐A 0.0 0.1 0.0 $ 880

56090‐B 0.0 0.2 0.2 $ 1,488

56091 0.2 0.4 0.2 $ 1,768

66129 5.5 6.4 0.9 $ 7,144

J60187 0.0 0.3 0.3 $ 2,296

J60188 0.0 0.2 0.2 $ 1,584

J60189 0.0 0.1 0.1 $ 1,016

J60190 0.5 0.8 0.3 $ 2,352

J60198 0.0 0.7 0.7 $ 5,488

J60241 0.0 0.3 0.3 $ 2,784

J60242 0.0 0.6 0.6 $ 4,616

3‐D Total 7.9 $ 65,800

3‐DN

17503 0.1 1.5 1.3 $ ‐

17659 0.5 0.7 0.2 $ ‐

36011‐A 0.0 0.2 0.2 $ ‐

36040 0.0 0.3 0.3 $ ‐

36040‐A 0.0 0.1 0.1 $ ‐

36042 0.0 0.1 0.1 $ ‐

36061 0.3 0.4 0.1 $ ‐

36062 0.0 0.4 0.4 $ ‐

36063 0.0 1.3 1.3 $ ‐

36068 0.0 0.1 0.1 $ ‐

36069 0.0 0.1 0.1 $ ‐

94


Road Number



36069‐A 0.0 0.3 0.3 $ ‐

36069‐B 0.0 0.5 0.5 $ ‐

36072 0.0 0.1 0.1 $ 1,500

36074 0.0 0.7 0.7 $ 1,500

Decommission

Decommission 3‐DN

36125 0.0 0.2 0.2 $ 1,500

36174 0.0 0.1 0.1 $ ‐

36177 0.0 0.6 0.6 $ ‐

36190 0.0 0.3 0.3 $ ‐

36190‐C 0.0 0.2 0.2 $ ‐

36272‐A 0.0 0.1 0.1 $ ‐

36273‐B 0.0 0.3 0.3 $ ‐

36273‐D 0.0 0.3 0.3 $ ‐

36274 0.0 0.1 0.1 $ ‐

36276‐A 0.0 0.0 0.0 $ ‐

36277 0.0 0.4 0.4 $ ‐

36277‐A 0.0 0.3 0.3 $ ‐

36370 0.0 0.3 0.3 $ ‐

36371 0.0 0.0 0.0 $ ‐

36371‐A 0.0 0.0 0.0 $ ‐

36373 0.0 0.2 0.2 $ ‐

36374 0.0 0.2 0.2 $ ‐

36422 0.0 1.0 1.0 $ ‐

36447 0.0 0.4 0.4 $ 1,500

36448 0.0 0.2 0.2 $ 1,500

36449 0.0 0.1 0.1 $ 1,500

36471 0.0 0.1 0.1 $ ‐

36471‐A 0.0 0.1 0.1 $ ‐

36471‐B 0.0 0.2 0.2 $ ‐

36510 0.0 0.2 0.2 $ ‐

36511 0.0 0.2 0.2 $ ‐

36515 0.0 0.1 0.1 $ ‐

36999 0.0 0.1 0.1 $ ‐

46083‐A 0.0 0.1 0.1 $ ‐

46090‐A 1.0 1.2 0.2 $ ‐

46090‐B 1.1 1.3 0.2 $ ‐

46095‐A 0.0 0.3 0.3 $ ‐

46095‐B 0.0 0.2 0.2 $ ‐

46095‐C 0.0 0.1 0.1 $ ‐

46095‐D 0.0 0.2 0.2 $ ‐

46099 0.8 2.0 1.2 $ ‐

95


Road Number



46099‐A 0.0 0.0 0.0 $ ‐

46100‐A 0.1 0.4 0.3 $ ‐

46128 0.2 0.4 0.1 $ ‐

46129 0.0 0.1 0.1 $ ‐

60250 1.1 1.7 0.6 $ ‐

60251‐G 0.3 0.3 0.0 $ ‐

60252 0.6 0.6 0.0 $ ‐

60252‐A 0.4 0.4 0.0 $ ‐

Decommission

Decommission 3‐DN

66129‐B 0.1 0.1 0.0 $ ‐

J60037 0.0 1.2 1.2 $ ‐

J60037‐A 0.0 0.1 0.1 $ ‐

J60039 0.0 0.7 0.7 $ ‐

J60040 0.0 0.6 0.6 $ ‐

J60041 0.0 0.8 0.8 $ ‐

J60042 0.0 0.4 0.4 $ ‐

J60042‐A 0.0 0.2 0.2 $ ‐

J60043 0.0 0.1 0.1 $ ‐

J60044 0.0 0.9 0.9 $ ‐

J60045 0.0 0.2 0.2 $ ‐

J60045‐A 0.0 0.2 0.2 $ ‐

J60046 0.0 0.4 0.4 $ ‐

J60047 0.0 0.7 0.7 $ ‐

J60047‐A 0.0 0.1 0.1 $ ‐

J60047‐B 0.0 0.3 0.3 $ ‐

J60047‐C 0.0 0.2 0.2 $ ‐

J60050 0.0 0.6 0.6 $ ‐

J60051 0.0 0.1 0.1 $ ‐

J60052 0.0 0.2 0.2 $ ‐

J60053 0.0 0.6 0.6 $ ‐

J60053‐A 0.0 0.2 0.2 $ ‐

J60053‐B 0.0 0.1 0.1 $ ‐

J60054 0.0 0.6 0.6 $ ‐

J60054‐A 0.0 0.1 0.1 $ ‐

J60055 0.0 0.4 0.4 $ ‐

J60055‐A 0.0 0.4 0.4 $ ‐

J60057 0.0 0.3 0.3 $ ‐

J60081 0.0 0.6 0.6 $ ‐

J60082 0.0 0.6 0.6 $ ‐

J60083 0.0 0.6 0.6 $ ‐

J60084 0.0 0.3 0.3 $ ‐

96


Road Number



J60085 0.0 0.3 0.3 $ ‐

J60086 0.0 0.4 0.4 $ ‐

J60086‐A 0.0 0.1 0.1 $ ‐

J60087 0.0 0.2 0.2 $ ‐

J60144 0.0 0.7 0.7 $ ‐

J60146 0.0 0.2 0.2 $ ‐

J60171 0.0 0.3 0.3 $ ‐

J60172 0.0 0.2 0.2 $ ‐

J60173 0.0 0.3 0.3 $ ‐

J60174 0.0 0.2 0.2 $ ‐

J60175 0.0 0.1 0.1 $ ‐

J60176 0.7 1.0 0.3 $ 1,000

Decommission

Decommission 3‐DN

J60177 0.0 0.3 0.3 $ 1,000

J60177‐A 0.0 0.2 0.2 $ 1,000

J60178 0.0 0.1 0.1 $ 1,000

J60179 0.0 0.1 0.1 $ 1,000

J60193 0.0 0.1 0.1 $ ‐

J60195 0.0 0.2 0.2 $ ‐

J60197 0.0 0.3 0.3 $ ‐

J60197 0.3 0.7 0.0 $ ‐

J60197‐A 0.0 0.3 0.3 $ ‐

J60201 0.0 0.6 0.6 $ ‐

J60202 0.0 0.4 0.4 $ ‐

J60203 0.0 0.2 0.2 $ ‐

J60206 0.0 0.1 0.1 $ ‐

J60207 0.0 0.2 0.2 $ ‐

J60218 0.0 0.4 0.4 $ ‐

J60241‐A 0.0 0.0 0.0 $ ‐

J60242‐A 0.0 0.8 0.8 $ ‐

J60243 0.0 1.0 1.0 $ ‐

J60243‐A 0.0 0.4 0.4 $ ‐

J60243‐B 0.0 0.3 0.3 $ ‐

J60243‐C 0.0 0.1 0.1 $ ‐

J60243‐D 0.0 0.3 0.3 $ ‐

J60243‐E 0.0 0.2 0.2 $ ‐

J60243‐F 0.0 0.3 0.3 $ ‐

J60245 0.0 0.2 0.2 $ ‐

J60258 0.0 0.3 0.3 $ ‐

J60259 0.0 0.2 0.2 $ ‐

J60259‐A 0.0 0.1 0.1 $ ‐

97


Road Number



J60260 0.0 0.2 0.2 $ ‐

J60260‐A 0.0 0.1 0.1 $ ‐

J60261 0.0 0.2 0.2 $ ‐

J60262 0.0 0.1 0.1 $ ‐

J60263 0.0 0.2 0.2 $ ‐

J60265 0.0 0.1 0.1 $ ‐

J60266 0.0 0.2 0.2 $ ‐

J60266‐A 0.0 0.1 0.1 $ ‐

J60266‐B 0.0 0.1 0.1 $ ‐

J60268 0.0 0.4 0.4 $ ‐

J60268‐A 0.0 0.4 0.4 $ ‐

J60269 0.0 0.2 0.2 $ ‐

J60269‐A 0.0 0.2 0.2 $ ‐

J60270 0.0 0.1 0.1 $ ‐

J60270‐A 0.0 0.1 0.1 $ ‐

J60274 0.0 0.8 0.8 $ ‐

Decommission

Decommission 3‐DN

J60274‐A 0.0 0.2 0.2 $ ‐

J60274‐B 0.0 0.4 0.4 $ ‐

J60289 0.3 0.7 0.4 $ ‐

J60289‐B 0.0 0.3 0.3 $ ‐

J60302 0.0 0.3 0.3 $ ‐

J60306‐A 0.0 0.4 0.4 $ ‐

J60307 0.2 0.5 0.2 $ ‐

J60308 0.2 0.6 0.4 $ ‐

J60308‐A 0.0 0.2 0.2 $ ‐

J60430 0.0 0.2 0.2 $ ‐

J60431 0.0 0.1 0.1 $ ‐

J60431 0.1 0.1 0.0 $ ‐

J60431 0.1 0.4 0.3 $ ‐

J60431‐A 0.0 0.1 0.0 $ ‐

J60431‐B 0.0 0.1 0.1 $ ‐

J60432 0.0 0.0 0.0 $ ‐

J60432 0.0 0.1 0.1 $ ‐

J60434 0.0 0.3 0.3 $ ‐

J60435 0.0 0.1 0.1 $ ‐

J60436 0.0 0.1 0.1 $ ‐

J60436‐A 0.0 0.2 0.2 $ ‐

J60437 0.0 0.2 0.2 $ ‐

J60464 0.0 0.1 0.1 $ ‐

J60464‐A 0.0 0.1 0.1 $ ‐

98


Road Number



J60466 0.0 0.3 0.3 $ ‐

3‐DN Total 48.3 $ 14,000

5 ‐ Full Recontour

16005 0.0 2.9 2.9 $ 29,200

16013 0.5 1.1 0.6 $ 5,930

16013 1.1 1.6 0.5 $ 4,970

16014 0.0 1.3 1.3 $ 12,500

16082‐A 0.0 0.1 0.1 $ 600

17465‐A 0.0 0.2 0.2 $ 2,230

17465‐A 0.2 0.5 0.3 $ 3,200

17465‐B 0.0 0.0 0.0 $ 480

17493 1.3 1.6 0.3 $ 3,700

17494 0.4 1.3 0.9 $ 9,100

17495 0.8 1.0 0.2 $ 1,700

17500 0.4 1.5 1.1 $ 11,300

17503 0.0 0.1 0.1 $ 3,368

17503 0.1 0.1 0.0 $ 260

17507 2.7 2.8 0.1 $ 1,080

17508 1.3 2.5 1.1 $ 11,490

17535 0.0 0.4 0.4 $ 4,200

17535 0.4 1.4 0.9 $ 9,300

17535‐A 0.2 0.5 0.4 $ 3,590

17535‐A 0.5 1.3 0.7 $ 7,270

17537 0.3 0.9 0.6 $ 6,260

17537 0.9 0.9 0.0 $ 80

17537 0.9 1.1 0.1 $ 1,320

17539‐2 0.0 1.3 1.3 $ 13,390

17539‐2 1.3 1.4 0.1 $ 930

17549 0.8 1.0 0.2 $ 2,330

Decommission

Decommission 5 ‐ Full Recontour

17596 0.0 0.1 0.1 $ 1,300

17652 0.3 0.3 0.0 $ 210

17653 0.0 0.1 0.1 $ 800

17654 0.0 0.1 0.1 $ 1,000

17659 0.0 0.3 0.3 $ 3,780

17659 0.3 0.4 0.1 $ 1,904

17659 0.4 0.5 0.1 $ 1,390

17660 0.0 0.0 0.0 $ 440

36011 0.0 0.6 0.6 $ 6,300

36030 0.1 0.7 0.6 $ 6,420

36031 0.0 0.6 0.6 $ 5,980

36031 0.6 0.9 0.0 $ 2,720

99


Road Number



36038 0.0 0.1 0.0 $ 780

36038 0.1 0.3 0.2 $ 2,350

36039 0.0 1.5 1.5 $ 15,400

36041 0.0 0.2 0.2 $ 2,100

36043 0.0 0.8 0.8 $ 8,000

36044 0.0 0.5 0.5 $ 4,900

36045 0.5 1.9 1.4 $ 13,880

36045‐A 0.0 0.1 0.1 $ 500

36047 0.3 1.3 1.0 $ 9,810

36047‐A 0.0 0.4 0.4 $ 4,200

36049 0.0 0.5 0.5 $ 4,630

36049‐A 0.0 0.3 0.3 $ 3,150

36058 1.1 1.3 0.2 $ 2,300

36058‐A 0.0 0.1 0.1 $ 930

36059 0.0 0.2 0.2 $ 2,020

36060 0.0 1.1 1.1 $ 10,600

36061 0.0 0.3 0.3 $ 2,640

36071 0.1 0.1 0.0 $ 230

36167 0.4 0.4 0.0 $ 160

36168 0.0 0.7 0.7 $ 6,510

36185 0.0 0.2 0.2 $ 2,070

36185‐A 0.2 0.5 0.3 $ 2,520

36185‐A 0.5 1.3 0.0 $ 7,820

36272 0.0 0.1 0.1 $ 1,000

36272 0.1 0.9 0.8 $ 8,390

36273‐A 0.0 0.6 0.6 $ 5,990

36425 0.4 0.6 0.1 $ 1,420

36515 0.1 0.2 0.1 $ 1,360

36999 0.1 0.1 0.1 $ ‐

4384 5.6 6.6 1.0 $ ‐

4384 6.6 6.7 0.1 $ 850

4384 6.7 7.1 0.4 $ 3,900

Decommission


4384 7.1 8.0 1.0 $ 9,700

4386 0.2 1.3 1.1 $ 10,850

4388 0.0 0.5 0.5 $ 4,680

46010 0.3 0.4 0.1 $ 560

46011 0.0 0.7 0.7 $ 7,250

46011‐A 0.0 0.8 0.8 $ 7,990

46011‐B 0.0 0.1 0.1 $ 930

46011‐C 0.0 0.1 0.1 $ 940

100


Road Number



46082‐A 0.0 0.3 0.3 $ 3,000

46082‐A 0.3 0.6 0.3 $ 2,600

46082‐B 0.0 0.1 0.1 $ 660

46082‐C 0.0 0.1 0.1 $ 1,120

46083 1.4 2.1 0.7 $ 7,240

46084 0.0 0.8 0.8 $ 8,450

46085 0.0 0.1 0.1 $ 1,000

46085 0.1 0.2 0.1 $ 1,000

46085 0.2 0.3 0.1 $ 700

46086 0.0 0.3 0.3 $ 2,550

46089‐B 0.4 0.5 0.1 $ 980

46091 0.0 0.1 0.1 $ 680

46092 0.0 0.1 0.1 $ 1,310

46093 0.5 1.2 0.6 $ 6,320

46094‐A 0.1 0.1 0.1 $ 500

46100 0.0 0.6 0.6 $ 5,740

46100‐A 0.0 0.1 0.1 $ 1,000

46101 0.1 1.4 1.4 $ 13,960

46101‐A 0.0 2.3 2.3 $ 22,670

46101‐B 0.0 0.6 0.6 $ 6,350

46101‐C 0.0 0.5 0.5 $ 4,830

46101‐D 0.0 0.3 0.3 $ 3,390

46124 0.2 0.4 0.1 $ 1,400

46124‐A 0.0 0.0 0.0 $ 170

46148 0.0 0.2 0.2 $ 2,340

46149 0.0 0.3 0.3 $ 2,840

46152 0.0 0.1 0.1 $ 600

46152 0.1 0.5 0.4 $ 4,060

46169 0.2 1.4 1.2 $ 11,920

46169‐A 0.0 0.2 0.2 $ 1,830

46170 0.0 1.0 1.0 $ 10,260

46170 1.2 1.5 0.3 $ 2,970

46170‐A 0.0 0.4 0.4 $ 3,560

46170‐B 0.0 0.2 0.2 $ 1,600

46170‐C 0.0 0.1 0.1 $ 1,200

46173 0.0 0.3 0.3 $ 3,359

Decommissio

n


46291 0.3 1.1 0.7 $ 9,996

46291 1.1 1.1 0.0 $ 380

46291‐A 0.0 0.2 0.2 $ 1,920

46291‐B 0.0 0.1 0.1 $ 1,130

101


Road Number



46291‐C 0.0 0.3 0.3 $ 3,696

46725 0.7 1.6 0.9 $ 8,670

46725‐B 0.0 0.1 0.1 $ 970

46742 0.0 0.4 0.4 $ 3,500

46742‐A 0.0 0.0 0.0 $ 460

46942 10.6 11.3 0.7 $ 6,800

477 10.2 10.6 0.3 $ 3,220

477 14.8 15.0 0.2 $ 2,200

477 15.0 15.8 0.8 $ 7,780

477 19.1 19.4 0.3 $ 3,180

56072 0.0 0.5 0.5 $ 4,610

56073 0.0 0.5 0.5 $ 5,240

56075 0.0 0.5 0.5 $ 5,220

56076 0.0 0.6 0.6 $ 6,060

56078 0.0 0.6 0.6 $ 5,530

56079‐B 0.0 0.2 0.2 $ 2,250

56079‐B 0.5 0.6 0.0 $ 490

56080 0.0 0.9 0.9 $ 9,090

56081 0.0 0.3 0.3 $ 3,240

56082 0.0 0.8 0.8 $ 7,900

56083 0.0 0.3 0.3 $ 3,180

56085 0.0 0.3 0.3 $ 3,320

56085‐A 0.0 0.8 0.8 $ 8,470

56085‐B 0.0 0.1 0.1 $ 1,100

56087 1.4 2.0 0.5 $ 7,406

56088 0.0 0.4 0.4 $ 3,790

56127‐A 0.6 0.9 0.3 $ 3,440

56127‐B 0.0 0.2 0.2 $ 2,430

56127‐C 0.0 0.3 0.3 $ 2,940

56284 0.0 0.2 0.2 $ 2,270

602 5.6 5.8 0.1 $ 1,150

60420 2.1 2.3 0.1 $ 1,210

60420 2.4 2.5 0.1 $ 1,410

J60015 0.0 0.3 0.3 $ 2,830

J60015‐A 0.0 0.2 0.2 $ 2,390

J60015‐B 0.0 0.3 0.3 $ 2,530

J60015‐C 0.0 0.2 0.2 $ 2,270

J60061 0.0 0.4 0.4 $ 4,080

J60062 0.0 0.3 0.3 $ 2,560

J60072 0.0 0.1 0.1 $ 1,250

102


Road Number



Decommission


J60073 0.0 0.3 0.0 $ 3,280

J60073‐A 0.0 0.1 0.0 $ 1,070

J60073‐B 0.0 0.1 0.0 $ 640

J60074 0.3 0.3 0.0 $ 370

J60074‐A 0.0 0.4 0.4 $ 3,860

J60074‐A 0.4 0.4 0.0 $ 250

J60074‐B 0.0 0.4 0.4 $ 3,750

J60074‐B 0.4 0.4 0.0 $ 310

J60075 0.0 0.3 0.3 $ 3,400

J60075‐A 0.0 0.2 0.2 $ 1,620

J60076 0.0 0.5 0.5 $ 5,180

J60076‐A 0.0 0.4 0.4 $ 4,450

J60076‐B 0.0 0.2 0.2 $ 2,450

J60076‐C 0.0 0.3 0.3 $ 2,910

J60076‐D 0.0 0.1 0.1 $ 730

J60079 0.0 0.3 0.3 $ 3,450

J60080 0.0 0.2 0.2 $ 1,860

J60088 0.0 0.3 0.3 $ 2,940

J60089 0.0 0.2 0.2 $ 2,000

J60090 0.0 0.8 0.8 $ 8,260

J60091 0.0 0.5 0.5 $ 4,760

J60092 0.0 0.1 0.1 $ 1,390

J60093 0.0 0.2 0.2 $ 1,750

J60094 0.0 1.0 1.0 $ 9,600

J60095 0.0 0.2 0.2 $ 1,890

J60096 0.0 0.4 0.4 $ 3,750

J60097 0.0 0.6 0.6 $ 6,030

J60098 0.0 0.5 0.5 $ 5,100

J60099 0.0 0.3 0.3 $ 2,940

J60100 0.0 0.2 0.2 $ 1,640

J60101 0.0 0.2 0.2 $ 1,520

J60102 0.0 0.1 0.1 $ 1,070

J60103 0.0 0.1 0.1 $ 750

J60104 0.0 0.5 0.5 $ 5,020

J60105 0.0 0.3 0.3 $ 2,780

J60106 0.0 0.3 0.3 $ 3,030

J60107 0.0 0.2 0.2 $ 2,210

J60108 0.0 0.6 0.6 $ 5,650

J60108‐A 0.0 0.1 0.1 $ 1,300

J60109 0.0 0.6 0.6 $ 6,380

103


Road Number



J60109‐A 0.0 0.1 0.1 $ 580

J60109‐B 0.0 0.1 0.1 $ 910

J60110 0.0 0.4 0.4 $ 3,680

J60111 0.0 0.3 0.3 $ 2,670

Decommission


J60112 0.0 0.5 0.5 $ 5,250

J60113 0.0 0.8 0.8 $ 7,760

J60114 0.0 0.6 0.6 $ 5,860

J60115 0.0 0.5 0.5 $ 5,400

J60116 0.0 0.3 0.3 $ 2,570

J60117 0.0 0.4 0.4 $ 4,090

J60117‐A 0.0 0.1 0.1 $ 880

J60117‐B 0.0 0.0 0.0 $ 210

J60117‐C 0.0 0.2 0.2 $ 2,090

J60118 0.0 0.6 0.6 $ 5,910

J60119 0.0 0.3 0.3 $ 2,870

J60120 0.1 0.5 0.5 $ 4,550

J60122 0.0 0.3 0.3 $ 3,100

J60123 0.0 0.3 0.3 $ 3,040

J60124 0.0 1.2 1.2 $ 11,500

J60124‐A 0.0 0.5 0.5 $ 4,500

J60124‐B 0.0 0.4 0.4 $ 3,510

J60124‐C 0.0 0.2 0.2 $ 1,790

J60125 0.0 0.6 0.6 $ 6,060

J60126 0.0 0.4 0.4 $ 3,800

J60127 0.0 0.2 0.2 $ 2,200

J60128 0.0 0.6 0.6 $ 6,100

J60128‐A 0.0 0.4 0.4 $ 3,500

J60128‐B 0.0 0.1 0.1 $ 1,390

J60129 0.0 0.4 0.4 $ 3,600

J60130 0.0 0.2 0.2 $ 1,700

J60131 0.0 0.7 0.7 $ 6,870

J60132 0.0 0.6 0.6 $ 5,690

J60133 0.0 0.2 0.2 $ 1,980

J60134 0.0 0.5 0.5 $ 4,620

J60134‐A 0.0 0.1 0.1 $ 970

J60135 0.0 0.4 0.4 $ 3,650

J60136 0.0 0.4 0.4 $ 3,760

J60157 0.0 0.1 0.1 $ 890

J60157‐A 0.0 0.1 0.1 $ 630

J60157‐B 0.0 0.0 0.0 $ 450

104


Road Number



J60157‐C 0.0 0.1 0.1 $ 800

J60158 0.0 0.1 0.1 $ 1,280

J60158‐A 0.0 0.0 0.0 $ 270

J60159 0.0 0.3 0.3 $ 2,750

J60176‐A 0.0 0.1 0.1 $ 1,080

J60180 0.1 0.6 0.5 $ 4,960

J60181 0.0 0.1 0.1 $ 1,200

J60182 0.0 0.9 0.9 $ 9,100

Decommission


J60183 0.0 0.9 0.9 $ 9,120

J60184 0.0 0.2 0.2 $ 1,970

J60185 0.0 0.3 0.3 $ 2,630

J60186 0.0 0.3 0.3 $ 3,250

J60186‐A 0.0 0.4 0.4 $ 3,820

J60186‐B 0.0 0.1 0.1 $ 1,340

J60199 0.0 0.6 0.6 $ 5,640

J60200 0.0 0.4 0.4 $ 4,400

J60201 0.6 1.0 0.4 $ 4,480

J60219 0.0 0.3 0.3 $ 3,110

J60222 0.0 0.9 0.9 $ 8,910

J60250 0.0 0.2 0.2 $ 2,280

J60251 0.0 0.1 0.1 $ 1,110

J60252 0.0 0.5 0.5 $ 5,340

J60253 0.0 0.2 0.2 $ 2,480

J60255 0.0 0.2 0.2 $ 1,630

J60256 0.0 0.4 0.4 $ 3,600

J60256 0.4 0.6 0.2 $ 2,140

J60257 0.0 0.1 0.1 $ 820

J60264 0.0 0.1 0.1 $ 660

J60267 0.0 0.2 0.2 $ 2,380

J60272 0.0 0.2 0.2 $ 1,970

J60273 0.0 0.4 0.4 $ 3,660

J60284 0.1 0.1 0.1 $ 760

J60289 0.1 0.3 0.3 $ 2,750

J60289‐A 0.0 0.4 0.4 $ 3,700

J60306 0.0 0.5 0.5 $ 5,200

J60307 0.0 0.2 0.2 $ 2,200

J60308 0.0 0.2 0.2 $ 2,300

J60438 0.0 0.1 0.1 $ 1,070

J60464‐B 0.0 0.1 0.1 $ 800

J60464‐C 0.0 0.1 0.1 $ 1,360

105


Road Number



5 ‐ Full Recontour Total 102.6 $ 1,043,289

Decommission Total 158.9 $ 1,124,089

Decommission Total 158.9 $ 1,124,089

106


Category Sub‐

Category Road Number

BMP

EMP

Length in PA

Proposed Closure Level Alt B

Proposed Closure Level Alt C

Existing ATM Code

Proposed ATM Code

Non‐Timber Sale Costs Alt B

Costs Alt C

Upgrad

es, Pre‐Hau

l Maintenan

ce, A

TM Chan

ges an

d BMPs

Grant Appropriate

Rights

60250 0.0 0.0 0.0No Change ‐ Other Management (Private)

No Change ‐ Other Management (Private) NS‐H No Change $0 $0


No Change ‐ Other Management (Private) N‐YL No Change $0 $0

60292 0.0 0.1 0.1 1 (Gate) ‐ B restriction 1 (Gate) ‐ B restriction NS‐B B $0 $0


No Change ‐ Other Management (Private) NS‐B No Change $0 $0







56079‐A 0.0 0.0 0.0No Change ‐ Other Management (Private)


Grant Appropriate Rights Total 0.5 $0 $0

Keep NF System Road

89 5.1 7.0 1.9 No change to NFSR No change to NFSR OPEN‐HL No Change $4,858 $4,858

323 0.0 0.2 0.2 No change to NFSR No change to NFSR B No Change $0 $0

477 7.2 7.7 0.5No Change (Outside Project)

No Change (Outside Project) KD6 No Change $0 $0


No Change (Outside Project) KD6 No Change $29,900 $29,900



477 10.6 14.8 4.3 No change to NFSR No change to NFSR KD6 No Change $106,975 $106,975



477 20.1 20.2 0.1 No change to NFSR No change to NFSR OPEN‐HL No Change $2,475 $2,475

107

602 0.0 5.6 5.6 No change to NFSR No change to NFSR H No Change $0 $0

4365 0.0 1.6 1.6 No change to NFSR No change to NFSR H No Change $39,596 $39,596







4365 8.4 8.5 0.0 No change to NFSR No change to NFSR B No Change $2,728 $2,728

Upgrad

es, Pre‐Hau

l Maintenan

ce, A

TM Chan

ges an

d BMPs

Keep NF System Road

4365 8.5 8.6 0.1 No change to NFSR No change to NFSR B No Change $3,058 $3,058


4384 0.0 0.0 0.0 No change to NFSR No change to NFSR SNO KD6 $93,000 $93,000













5401 3.6 3.8 0.2 No change to NFSR No change to NFSR KD6 No Change $0 $0


5405 0.0 0.7 0.7 No change to NFSR No change to NFSR OPEN‐HL No Change $0 $0


5417 0.0 0.1 0.0 No change to NFSR No change to NFSR SNO KD6 $0 $0






108



No Change (Outside Project) OPEN‐HL No Change $10,820 $10,820





16341 0.0 0.8 0.8 No change to NFSR No change to NFSR B No Change $6,576 $0




Upgrad

es, Pre‐Hau

l Maintenan

ce, A

TM Chan

ges an

d BMPs

Keep NF System Road



17466 0.0 0.0 0.0 No Change No Change SNO KD6 $1,000 $1,000








17536 0.0 0.2 0.0 No change to NFSR No change to NFSR H No Change $1,600 $0













109

Keep NF System Road




17666 0.0 0.1 0.1 No change to NFSR No change to NFSR KD6 No Change $0 $0

17697 0.0 0.1 0.1 No change to NFSR No change to NFSR SNO No Change $0 $0

17656‐A 0.0 0.1 0.1 No change to NFSR No change to NFSR OPEN‐HL No Change $0 $0

17656‐B 0.0 0.1 0.1 No change to NFSR No change to NFSR OPEN‐HL No Change $0 $0

Upgrad

es, Pre‐Hau

l Maintenan

ce, A

TM Chan

ges an

d BMPs

Keep NF System Road Total 84.3 $1,172,898 $1,063,186

Other FS Road ‐ Not Included in Project 477 1.2 7.2 0.0

No Change (Outside Project)

No Change (Outside Project) KD6 No Change $0 $0

Other FS Road ‐ Not Included in Project Total 0.0 $0 $0

Previous Decision to Decommissio

n and Convert to Trail, But Needs Treated

17466 0.2 0.5 0.3 3‐DN 3‐DN B No ATM Needed $1,000 $1,000

4397 0.0 1.6 1.6 5 ‐ Full Recontour 5 ‐ Full Recontour B No Change $22,106 $22,106



4397 3.2 3.3 0.0 5 ‐ Full Recontour 5 ‐ Full Recontour B No Change $610 $610

5402 0.0 2.4 2.4 5 ‐ Full Recontour 3‐D B No Change $23,580 $23,580

5402 2.4 2.5 0.0 5 ‐ Full Recontour 3‐D B No Change $1,520 $1,520 Previous Decision to Decommission and Convert

to Trail, But Needs Treated Total 5.9 5 ‐ Full Recontour 3‐D $65,316 $65,316

Previous Decision to

Decommission But Needs Treated

17565 0.0 0.0 0.0 5 ‐ Full Recontour 5 ‐ Full Recontour B No ATM Needed $240 $240

17565 0.0 1.9 1.9 5 ‐ Full Recontour 5 ‐ Full Recontour B No ATM Needed $14,952 $14,952

17565 1.9 1.9 0.0 5 ‐ Full Recontour 5 ‐ Full Recontour B No ATM Needed $328 $328

17592 0.0 0.5 0.5 5 ‐ Full Recontour 5 ‐ Full Recontour NS‐K No ATM Needed $4,000 $4,000

Previous Decision to Decommission But Needs Treated Total 2.4 $19,520 $19,520

Stored Previously 16006 0.0 1.5 1.5 No Change (Stored) No Change (Stored) B No Change $0 $0

Grand Total 98.5 $1,259,894 $1,150,182

110


Category Sub‐Category

Road Number

Proposed Closure Level Alt A and B

BMP

EMP Existing

ATM Code

Proposed ATM Code

Length in PA


Store Existing Road

Add to Official Road System and Store

36273 3‐S 0.0 0.5 NS‐K B 0.5 $4,032

36273 3‐S 0.5 0.8 NS‐K B 0.3 $2,640

36273 3‐S 0.8 1.0 NS‐K B 0.2 $1,592

46000 3‐S 2.5 3.2 NS‐B B 0.7 $8,592

46082 3‐S 1.7 3.1 NS‐B B 1.4 $11,176

46095 3‐S 0.2 0.8 NS‐B B 0.6 $5,016

46291 3‐S 0.0 0.3 NS‐B B 0.3 $4,164

46725‐A 3‐S 0.0 0.5 NS‐B B 0.5 $6,480

46942‐A 3‐S 0.0 1.0 NS‐B B 1.0 $12,180

56071 3‐S 1.0 2.2 NS‐B B 1.3 $10,104

56084 3‐S 0.0 0.4 NS‐B B 0.4 $4,584

56084 3‐S 0.4 1.2 NS‐B B 0.8 $6,728

56090 3‐S 0.4 1.1 NS‐B B 0.7 $5,304

56090‐A 3‐S 0.0 0.3 NS‐B B 0.3 $2,400

56091 3‐S 0.0 0.2 NS‐B B 0.2 $1,760

56120 3‐S 1.4 2.5 NS‐B B 1.0 $8,088

56127 3‐S 0.0 0.2 NS‐B B 0.2 $1,312

56127 3‐S 0.2 1.7 NS‐B B 1.5 $12,065

56127‐A 3‐S 0.0 0.6 NS‐B B 0.6 $4,432

J60190 3‐S 0.0 0.5 NS‐B B 0.5 $5,080

Add to Official Road System and Store Total 13.0 $117,729


16013 3‐S 0.0 0.5 SNO B 0.5 $4,360

16538 3‐S 0.0 1.8 B No Change 1.8 $18,300

17495 3‐S 0.0 0.2 H B 0.2 $1,680

17495 3‐S 0.2 0.8 H B 0.6 $4,960

17507 3‐S 2.2 2.7 B No Change 0.5 $4,144

17664 3‐S 0.0 3.6 B No Change 3.6 $35,670

17664 3‐S 3.6 3.9 B No Change 0.4 $2,944

17665 3‐S 0.0 0.3 B No Change 0.3 $3,000

4386 3‐S 2.2 4.4 B No Change 2.2 $17,200

5417 3‐S 1.2 2.4 H B 1.2 $9,608

Store NF System Road Total 11.3 $101,866

Store Existing Road Total 24.4 $219,595

111


Catego

ry

Sub‐Category Alt B

Proposed Closure

Level Alt B

Sub‐Category Alt C


Alt C Road Number

BMP

EMP

Length in PA

Non‐Timber

Sale Costs Alt B

Costs Alt C

Temporary Road

Temp Road ‐ New


non existent non existent

P_Temp_118 0.0 1.0 1.0 $0 $0

P_Temp_13 0.0 0.2 0.2 $0 $0

P_Temp_132 0.0 0.1 0.1 $0 $0

P_Temp_143 0.0 0.3 0.3 $0 $0

P_Temp_147.1 0.0 0.4 0.4 $0 $0

P_Temp_147.2 0.0 0.3 0.3 $0 $0

P_Temp_148 0.0 0.5 0.5 $0 $0

P_Temp_34 0.0 0.3 0.3 $0 $0

P_Temp_35‐B 0.0 0.3 0.3 $0 $0

Temp Road ‐ New Total 3.5 $0 $0

Temp Road ‐ New ‐ STS


non existent non existent

P_Temp_106 00.53 0.5 $7,392 $0

P_Temp_106A 0.0 0.3 0.3 $4,018 $0

P_Temp_106B 0.0 0.2 0.2 $2,940 $0

P_Temp_108 0.0 0.2 0.2 $2,100 $0

P_Temp_127 0.0 0.4 0.4 $6,012 $0

P_Temp_139.1 0.0 1.3 1.3 $20,102 $0

P_Temp_187 0.0 0.2 0.2 $3,268 $0

P_Temp_198 0.0 0.1 0.1 $1,285 $0

Temp Road ‐ New ‐ STS Total 3.2 $47,116 $0

Temp Road ‐

Reconstruct Existing Road


Decommission

3‐D

17535‐A 00.16 0.2 $0 $7,824

36045 00.53 0.5 $0 $8,800

36185‐A 0.0 0.2 0.2 $0 $4,500

3‐DN

36425 0.0 0.4 0.4 $0 $0

46010 0.0 0.3 0.3 $0 $0

46010 0.3 0.3 0.1 $0 $0

3‐DN/ E 46047 0.0 1.0 1.0 $0 $500

112

Catego

ry


Proposed Closure

Level Alt B



Alt C Road Number

BMP

EMP

Length in PA

Non‐Timber

Sale Costs Alt B

Costs Alt C

46048 0.0 1.1 1.1 $0 $500

46048 1.1 1.2 0.1 $5,820 $500


46048 1.2 1.7 0.5 $0 $1,640

46048‐A 0.0 0.2 0.2 $0 $4,256

Temporary Road

Temp Road ‐

Reconstruct Existing Road


Decommission 5 ‐ Full

Recontour

46143 0.0 1.5 1.5 $0 $2,440

46144 0.0 0.2 0.2 $0 $4,180

46145 0.0 0.1 0.1 $0 $2,500

46151 0.0 0.3 0.3 $0 $760

J60176 0.0 0.7 0.7 $0 $1,300

J60246 0.0 0.2 0.2 $0 $15,340

J60435‐A 0.0 0.2 0.2 $0 $1,600


Decommissioned Previously

No Change (Decommed)

17534 0.0 1.5 1.5 $0 $0

36067‐D 0.0 0.6 0.6 $0 $0

36067‐E 00.47 0.5 $0 $0

36067‐F 0.0 0.2 0.2 $0 $0

J60465 0.0 0.1 0.1 $0 $0

Temp Road ‐ Reconstruct Existing Road Total 10.6 $0 $56,640

Temp Road ‐

Reconstruct Existing Road ‐ STS


Decommission 5 ‐ Full

Recontour

17509 0.0 0.2 0.2 $2,380 $2,380

36058 0.0 1.1 1.1 $14,840 $14,840

36166 00.12 0.1 $3,148 $3,148

36166 0.10.54 0.4 $7,936 $7,936

36167 0.0 0.4 0.4 $7,936 $7,936

J60074 0.0 0.3 0.3 $6,270 $3,050

J60120 0.0 0.1 0.1 $616 $770

J60121 0.0 0.5 0.5 $7,406 $5,290

No Change (Decommed

)

Decommissioned Previously


17509 0.2 0.7 0.5 $7,420 $7,420

17509 0.7 0.8 0.1 $0 $0

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Catego

ry


Proposed Closure

Level Alt B



Alt C Road Number

BMP

EMP

Length in PA

Non‐Timber

Sale Costs Alt B

Costs Alt C

n/a ‐ Other Jurisdiction

n/a ‐ Other Jurisdiction

n/a ‐ Other Jurisdiction 36166 0.0 0.0 0.0 $0 $0

Temp Road ‐ Reconstruct Existing Road ‐ STS Total 3.7 $57,952 $52,770

Temporary Road Total 21.0 $134,364 $109,410

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APPENDIX B ‐‐ FOREST PLAN DIRECTION RELATING TO THE TRANSPORTATION SYSTEM

Forest‐wide standards (Lolo National Forest Plan, 1986, pages II 8‐20) Recreation: 6. The Lolo National Forest will provide for a wide spectrum of Forest‐related dispersed recreation activities and range of skill levels available to Forest visitors including the elderly and handicapped. The program will provide for use of the Forest on a year‐round basis in areas that will minimize conflicts between user groups and other Forest resources. The following items will be emphasized on the Forest to increase communication and service to the public:

g. Develop Forest sign plan responsive to public needs; o. Increase frequency of road maintenance on popular recreation routes;

8. Provide for quality 1 hunting and fishing opportunities on the Forest by means of habitat manipulation, transportation management and planning, and by coordinating and cooperating with the Department of Fish, Wildlife, and Parks to provide for a wide variety of hunting and fishing opportunities.

1“Quality” includes factors contributing to success in harvesting an animal, numbers of persons engaged in the same activity in the same area at the same time, and general appearance of the area in which the activity is done.

Timber: 11. An economic analysis will be completed for a) timber sales larger than 1 MMBF and B) transportation systems for unroaded areas where timber harvest is scheduled. The project will be analyzed, and a decision made whether to continue, considering the net public benefit and/ or probable marketability at each of the following stages of project planning:

a. prior to being included in the Timber Sale Program; b. during project planning and design; c. before advertisement of the project.

13. Increase the use of the available wood fiber consistent with management objectives and economic principles. Sufficient amounts of woody material will be left to maintain soil fertility. Management emphasis items for tools to accomplishing increased use include:

a. Transportation planning including road management will be done to enhance timber salvage and firewood removal opportunities.

Water and Soils: 15. The application of best management practices will assure that water quality is maintained at a level that is adequate for the protection and use of the National Forest and that meets or exceeds Federal and State standards. 16. Developmental projects in areas with steep slopes, granitic soils, wet glacial tills, and lake sediments will not be scheduled until they have been analyzed for environmental effects and economic feasibility.

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Wildlife and Fish: 26. Provide a variety of hunting recreation opportunities by using project planning and road management to assist the Montana Department of Fish, Wildlife, and Parks in meeting their goal of maintaining long hunting seasons with minimum restrictions. 28. Land management practices shall be designed to have a minimum impact on the aquatic ecosystem, free from permanent or long‐term unnatural imposed stress. Lands: 30. Special‐use permits may be issued if they meet the guidelines listed in Appendix J of the Forest Plan. Roads: 48. Motorized vehicles will be limited to system roads and trails which are designated open in the Lolo Forest Travel Plan. Temporary exceptions are authorized for any Federal, State, or local officer, or member of an organized rescue or firefighting force in the performance of an official duty; any vehicle whose use is expressly authorized by the Forest Service under a permit, license, or contract; off‐road travel by snowmobiles in areas designated as open in the Travel Plan, and occasional off‐road trips for administrative use. (The 2005 Travel Planning regulations – 36 CFR 212 ‐‐ require designation of routes open to motor vehicles, other than snowmobiles, on a Motor Vehicle Use Map (MVUM); these MVUMs replace the Forest Travel Plan.) 49. Lolo National Forest roads will be the minimum number and meet the minimum design standards possible while still meeting safety, user, and resource needs. This will require that logging system design, timber sale design, and transportation planning be emphasized on all timber sales to comply with this policy. No access roads will be constructed without an approved area transportation analysis and Environmental Assessment, or Environmental Impact Statement if required. Transportation planning will consider the effects of road location, road closures, and road maintenance on affected landowners. 50. During road design, special emphasis will be placed upon minimizing soil movement. Rolling grades, maximum sustained grades of 8 percent, and stabilization of disturbed areas are design considerations for sensitive soils areas. All designs will be reviewed for compliance with the Forest Plan, project plan, and transportation plan. Drainage design will follow the Forest guidelines for various soil types. Single‐lane local and collector roads will be constructed to a 12‐foot width with ditch, and 14 feet where no ditch is required. Minimum fill widening and slough widening shall be added as required. (In certain cases where design speed is less than 10 mph and the design vehicle can be accommodated, a roadway width of 10 feet may be considered, and will require justification and approval by the Forest Supervisor prior to construction.) 51. Road building slash treatment will be the most cost effective that will meet the management prescription in the Forest Plan and project environmental analysis. Scattering will be the first method considered. In areas where scattering is not feasible, the next most cost effective method meeting all the objectives will be used. Providing firewood with the slash treatment method will be considered. 52. Manage Forest roads to provide for resource protection, wildlife needs, commodity removal, and a wide range of recreation opportunities. In most areas on the Forest, this will involve leaving some roads open, closing some roads seasonally, and closing other roads on a permanent basis. Generally, arterial and major collector roads will be left open, whereas local roads will generally be closed. Decisions for road management will be based upon public involvement through the Travel Plan revision process. Primary benefits to be considered are: optimizing big‐game production, providing a variety of hunting recreation

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experiences, protecting critical grizzly bear habitat, reducing sediment in streams, reducing road maintenance costs, and providing for firewood and commodity removal. The criteria to be used to analyze the need for road use restrictions are from the 1984 edition of the Forest Travel Plan and are detailed as follow: a. Roads will be closed when necessary to protect the safety of Forest users. Examples include roads with hazards such as avalanche, landslides, forest fires, flooding, and timber harvest operations. b. Roads may be closed when roadway use increases soil movement and adversely affects water quality. On sensitive soil areas, wet season restrictions will be applied unless the road has surfacing or other features to make the road suitable for wet season use. c. On highly productive big‐game summer range, open road densities of existing roads will be restricted to a maximum of 1.1 miles of road per section and all new roads, except arterials, will be closed year‐round (average values calculated over designated herd‐unit analysis areas.)

New roads will be closed to the public year‐round in areas of moderate big‐game summer range, but roads now open (1984 Travel Plan) will remain open. Snowmobiles will be permitted after December 1 unless restricted for other reasons. Roads on low value summer range will remain open unless closed for other reasons.

d. Areas with high potential for walk‐in hunting or fishing experiences will be considered for road closures. Open road density during the hunting season will remain the same as that now existing (1984 Travel Plan) to continue to meet State objectives for big‐game hunting recreation. e. Roads within the grizzly bear habitat may be closed seasonally if it is determined that an open road may be increasing the risk of human‐caused bear mortality. Within designated Essential Habitat spring range, all non‐arterial systems will be closed April 15 to June 15. On summer range, roads that bisect identified critical habitat components will be closed July 15 thru October 15. f. Roads may be closed to help protect known historic or prehistoric sites. g. Temporary closures will be considered for public safety and to mitigate for fire damage, roadway erosion, and similar conditions. h. Road closures will be considered if the cost of road maintenance exceeds the benefits received. i. Road closures and re‐openings will be considered when public support and/ or concern is expressed through normal channels of communication. Such considerations will be included in the normal Travel Plan revision process. j. Road closures will reflect needs of the public in special circumstances and during the different seasons of the year. Emergency events such as fire suppression and search and rescue activities shall be permitted on closed roads. Activities such as firewood gathering, mining, and berrypicking could occur provided the objective of the closure is not compromised.

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k. The need for protection of administrative or special use facilities will be a consideration for the closure of certain roads. Lookouts, guard stations, and transmission sites are examples of such facilities. l. Roads should be considered for closure when necessary to minimize conflicts between user groups. Examples include conflicts between walk‐in hunters and road hunters, cross‐country skiers and snowmobilers, horseback riders, and motorcyclists. m. The quality of dispersed recreation opportunities will be a factor when considering a road closure (providing for four‐wheeled motorized recreation in some areas and other forms of motorized recreation in others, where both uses in the same area may result in diminished quality of the recreation experience). n. Road closures will not preclude the use by holders of outstanding valid rights. o. Off‐road vehicle use will be limited to those areas designated in the Forest Travel Plan.

Management Area Descriptions

MA 1. Scattered parcels at all elevations in Habitat Groups 0 through 6 that are non-Forest or non-commercial forest land maintained in near-natural conditions with roads allowed to cross to provide access to other management areas; classified as unsuitable for timber production. For Center Horse Landscape Restoration project area this consists of 2152 acres.

Standard 2. A variety of dispersed recreation activities are possible and can be supported by construction of trails and trailhead and sanitation facilities….

Standard 3. Tree removal will be limited to that required to eliminate safety hazards or to

permit road or trail construction and firewood removal adjacent to roads….

Standard 11. Roads will not be constructed for surface management objectives within this management area. Roads may be constructed through segments of this management area to provide access to other management areas. Roads may be permitted for mineral activities provided that the necessity for building the road is justified on the basis of mineral showings or data and it is the next logical step in the development of the mineral resource.

Standard 12. Management practices will follow the guidelines for the Modification visual

quality objective except where visible from viewpoints specifically recognized as sensitive. Maps of these viewpoints and distance zones are on file and must be consulted to determine the visual quality objective. If the visual quality objective is Modification, it will be met from the nearest viewpoints contained in Sensitivity Level maps on file.

MA 2. Sites used in the administration of National Forest system lands, including Ranger Stations, work centers, and lookouts. Most sites will have road access. This MA is classified as unsuitable for timber production. For Center Horse Landscape Restoration project area this consists of 169 acres.

Standard 7. Roads will be constructed to provide access to the areas and within the areas as necessary for administrative purposes.

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Standard 8. Management practices will follow guidelines for the Modification visual quality objective. The impacts of management activities will be visually assessed from the nearest viewpoints contained in the Sensitivity Level maps on file.

MA 9. Areas of the Forest receiving concentrated public use; located near population centers, popular streams and lakes, or along major highways where a wide variety of recreation opportunities are encouraged, including summer home and resort special uses. For Center Horse Landscape Restoration project area this consists of 41 acres.

Standard 2. Tree removal will be limited to that required to eliminate safety hazards or permit road or trail construction or meet other management objectives…

MA 10. Small, unroaded parcels of land scattered throughout the Forest and at all elevations, having severe physical constraints for management such as steep rocky slopes and/ or erosive soils and classified as unsuitable for timber production; managed to maintain in a natural condition. For Center Horse Landscape Restoration project area this consists of 55 acres.

Standard 2. A variety of dispersed recreation activities are permitted and may be supported by construction of trails and trailhead facilities….

Standard 11. Roads will not be constructed for surface management purposes. Roads may be

permitted for mineral activities provided that the necessity for building the road is justified on the basis of mineral showings or data and it is the next logical step in the development of the mineral resource. Public use may be restricted.

MA 11. Large, roadless blocks of land distinguished primarily by their natural environmental character managed to provide for a wide variety of dispersed recreation activities in a near-natural setting and for old-growth dependent wildlife species; classified as unsuitable for timber production. For Center Horse Landscape Restoration project area this consists of 8989 acres.

Standard 12. Roads will not be constructed for surface land management purposes. Roads will be permitted for mineral activities where construction is justified…

MA 12. Existing/Proposed wilderness as designated after passage of the Rattlesnake National Recreation Area and Wilderness Act of 1980. For Center Horse Landscape Restoration project area this consists of 8696 acres. MA 13. Lakes, lakeside lands, major second-order and larger streams, and the adjoining lands dominated by riparian vegetation; includes floodplains and wetlands; grazing is prohibited and management intent provides for improving water quality standards, aquatic habitats, fishery and recreation values. This MA is classified as Suitable for timber production on those lands accessible and economically productive; remaining lands are classified as Unsuitable for timber production. Many Forest roads are located in this MA; new access will be constrained but may be allowed to cross if total resource needs require. Public access may be restricted based on the Forest Travel Plan. For Center Horse Landscape Restoration project area this consists of 5310 acres.

Standard 2. Encourage and develop opportunities for dispersed recreation. Design trails for wildlife viewing and interpretation. When possible, locate facilities out of the flood plains. Any new development that must be located in these areas will be designed to be flood proof without stream alteration.

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Standard 10. All management activities, especially those that involve earth moving, will be

designed to minimize impacts on water quality and other riparian values….

Standard 12. Generally, new roads in riparian zones will be minimized. Exceptions would be areas where road systems must obviously cross or traverse these zones or where total resource needs require road access.

Standard 13. Roads will be managed to control use and avoid damage to drainage systems

and resource values. Roads will be constructed and managed in a manner to keep sedimentation hazard low.

Standard 14. Construction equipment service areas will not be located in this MA.

Standard 15. Road drainage features will be inspected and maintained in the fall to insure that

they will be able to handle spring snowmelt.

Standard 16. Roads will be designed to provide low risk of drainage failure and mass failure. The runoff event for which a roadway is designed will vary depending on the length of time the road and its drainage structures and fill embankments at natural drainageways are to be in place before removal.

Standard 23. Roads will be located to cross rather than to parallel streams in this area. Stream

buffer strips will be used as a means of minimizing sediment transport from disturbed areas. Established erosion control methods will be used to control transportable sediment.

Standard 24. Where needed, fish passage will be provided for in stream crossings by

maintaining natural flow velocities and channel gradients existing at the crossing site.

Standard 25. When flow in a streamcourse is temporarily diverted to accommodate construction or other activities, flow will be restored to the natural course as soon as practical prior to a major runoff season.

Standard 27. Management activities will be designed to meet the inventoried visual quality

objective as seen from viewpoints contained on the Sensitivity Level maps. Both Sensitivity Level maps and Inventory maps are on file. Exceptions may be made when an interdisciplinary team identifies the need to protect other resource values and the resulting VQO is no more than one level below the inventoried visual quality objective.

MA 14. Same as MA 13 except that it is within existing livestock grazing allotments; livestock grazing is permitted that is compatible with protection of other resource values. For this MA, 44% is classified as Suitable and 56% is classified as Unsuitable for timber production. Many Forest roads are located in this MA; new access will be constrained but may be allowed to cross if total resource needs require. For Center Horse Landscape Restoration project area this consists of 643 acres.

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MA 15. Nonriparian lands occurring within livestock grazing allotments, currently providing livestock grazing opportunities while providing for other resource values. For Center Horse Landscape Restoration project area this consists of 401 acres.

Standard 3. Roads may be constructed to provide access to adjacent areas. Roads may be permitted for mineral activities provided that the necessity of building a road is justified…

MA 16. Lands of varying physical environments which are classified as Suitable for timber production; management provides for healthy stands of timber and optimizing timber growing potential and sustained timber production. An extensive road system is in place and will be further developed for Forest management. The roads will be open or closed to public use as determined by the Forest Travel Plan. The majority of existing major collector roads and some future major collector roads will be left open while minor collector and local roads will be open to a lesser degree and often only on an intermittent basis. For Center Horse Landscape Restoration project area this consists of 18,345 acres.


Standard 11. Generally, new roads in riparian zones will be minimized. Exceptions would be

areas where road systems must obviously cross or traverse these zones or where total resource needs dictate the necessity for roads.

Standard 12. Logging and/ or construction operations will be conducted in such a way as to

prevent debris from entering stream channels.…

Standard 13. Construction equipment service areas will not be located in riparian zones in this management area.

Standard 14. Roads will be designed to provide low risk of drainage failure and mass failure.

The runoff event for which a roadway is designed will vary depending on the length of time the road and its drainage structures and fill embankments at natural drainageways are to be in place before removal.



Standard 16. Management practices will follow guidelines for the Modification or Maximum

Modification visual quality objective. Modification will normally be assigned to foreground and middleground visible from Sensitivity Level 2 viewpoints. Background and areas not seen from these viewpoints will be assigned Maximum Modification. Maps of these viewpoints, guidelines, and distance zones are on file and must be consulted to determine the visual quality objective.

Standard 22. Roads will be located to cross rather than to parallel streams in riparian areas.

Stream buffer strips will be used as a means of minimizing sediment transport from disturbed areas. Established erosion control methods will be used to control transportable sediment.

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Standard 24. Roads will be constructed as needed to meet the management objectives of the area. Estimated average road densities are: 0 to 40% slope = 5.6 miles/ sq. mile; 40% plus slope = 6.7 miles/ sq. mile.

MA 17. Same as MA 16 except that slopes are generally over 60% and management is directed at optimizing timber growing potential while maintaining soil productivity on steeper slopes; these lands are best managed from an economic criteria with a low road density. For Center Horse Landscape Restoration project area this consists of 1,778 acres.


Standard 12. Generally, new roads in riparian zones will be minimized. Exceptions would be

areas where road systems must obviously cross or traverse these zones or where total resource needs dictate the necessity for roads.

Standard 13. Roads will be constructed as needed to meet the management objectives of the

area. Estimated average road density will be 1.5 miles per square mile.

Standard 14. Construction equipment service areas will not be located in riparian zones in this management area.





Standard 21. In third-order watersheds, the rate of new road construction or reconstruction in

any one year will be limited to the rate at which existing roads become stabilized (sediment yield is below first 3-year average yield) either naturally or through project rehabilitation.

Standard 22. In critical situations, such as slumpy areas, steep draw crossings, bogs, seeps, or

other wet areas, no more than 1 acre of erodible and untreated surface area per road project (slope area, exclusive of the road surface itself) will be exposed at one time by excavation, borrow, or fill. Where, due to the need for extensive end hauling, it is not possible to stay within the 1-acre limit, treatment measures will be installed to reduce the vulnerability to high intensity storms.

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Standard 23. Effective permanent soil surface protection will be installed as soon as practical once the roadway is constructed to grade; however, all treatment will be completed during the same construction season in which the disturbance was created.



Standard 25. System roads will be designed for at least the 60-year storm or runoff event.

Drainage in nonsystem roads will provide for at least the 50-year storm or runoff event. Natural drainageways will be reopened and road surface outsloped, cross-ditched, and revegetated within 5 years from construction.



Standard 27. Overland, stream, and subsurface flow of water must be transported across or through the road prisms on the shortest path possible. Water must not be permitted to cause saturation of the road section. Where surface water velocities and concentrations are created that would induce or accelerate surface erosion, dissipation or protective features will be installed.

Standard 28. Roads will be located to avoid intercepting subsurface water when at all

possible.

Standard 29. In those situations where the transportation planning road location encounters areas with mass stability and debris hazards, designs will be approved for construction only after hazard-reducing features or treatments have been included.

Standard 30. Management practices will follow guidelines for the Modification or Maximum

Modification visual quality objective, except where visible from viewpoints specifically recognized as sensitive in the Forest Plan. Modification will normally be assigned to foreground and middleground visible from Sensitivity Level 2 viewpoints. Background and areas not seen from these viewpoints will be assigned a visual quality objective of Maximum Modification. Sensitivity Level maps, guidelines, and distance zones are on file and must be consulted to determine the visual quality objective.

MA 18. “Forested Winter Range”. Lands primarily located at elevations below 5,000 feet on south-facing slopes that are winter range for deer, elk and bighorn sheep, generally including Habitat Groups 1, 2, and 3 with inclusions of Group 4; classified as Suitable for timber production with timber harvest employed to improve or maintain big-game winter range. An extensive road system is in place and may be further developed for Forest management. The roads will be open or closed to public use as determined by the Forest Travel Plan. The majority of existing major collector roads and some future major collector roads will be left open while minor collector and local roads will be open to a lesser degree and often only on an intermittent basis. For Center Horse Landscape Restoration project area this consists of 2,356 acres.

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Standard 4. All logging and road building for normal management activities will generally be

restricted to the summer and fall months. Mitigating measures will be included in work plans associated with road development for locatable minerals.


prevent debris from entering stream channels.

Standard 12. Generally, new roads in riparian zones will be minimized. Exceptions would be areas where road systems must obviously cross or traverse these zones or where total resource needs dictate the necessity for roads.

Standard 13. Construction equipment service areas will not be located in riparian zones in

this Management Area.


Standard 15. Road construction techniques that provide low sedimentation hazard will be

used.

Standard 16. Roads will be managed to control use and avoid damage to drainage systems and resource values. Roads will be constructed and managed in a manner to keep sedimentation hazard low.

Standard 24. Maintain roadside vegetation where possible, especially at established game

crossings.

Standard 25. Roads will be located to cross rather than to parallel streams in riparian areas. Stream buffer strips will be used as a means of minimizing sediment transport from disturbed areas. Established erosion control methods will be used to control transportable sediment.

Standard 26. Where needed, fish passage will be provided for instream crossings by


Standard 27. Roads will be constructed as needed to meet the management goals and objectives of the area. Estimated average road densities are: 0 to 40% slope = 5.6 miles/ sq. mile; 40% plus slope = 6.7 miles/ sq. mile. Estimated average road open density will be 0.4 mile or less of open road per square mile.

MA 20. That portion of the Forest designated essential grizzly bear habitat (Management Situation 1 – ref “Interagency Grizzly Bear Guidelines”) managed to maintain and enhance grizzly bear habitat

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though vegetative manipulation; classified as suitable for timber production with timber harvest employed to improve or maintain grizzly bear habitat. For Center Horse Landscape Restoration project area this consists of 270 acres.

Standard 1. Developed recreation facilities will not be constructed…

Standard 2. Employ logging systems that require minimal amounts and standards of roading.

Standard 4. Logging and/or construction operations will be conducted in such a way as to prevent debris for entering stream channels. Logs will not be yarded through streams.

Standard 5. Construction equipment service areas will not be located in riparian zones in this

MA.

Standard 10. Road construction will be limited to periods during which the grizzly bear would not be expected to use the area.

Standard 11. Roads will be managed to minimize human-caused grizzly bear mortality. In

general, a few roads will be left open to public use within this MA…







maintaining natural flow velocities and channel gradients existing at the crossing site. MA 20a. That portion of the Forest designated essential grizzly bear habitat (Management Situation 1 – ref “Interagency Grizzly Bear Guidelines”) managed to maintain and enhance grizzly bear habitat though vegetative manipulation; classified as unsuitable for timber production with prescribed fire employed as the primary tool to improve or maintain grizzly bear habitat. For Center Horse Landscape Restoration project area this consists of 395 acres.

The Forest-wide management direction included in Chapter 2 of the Forest Plan applies to this MA.

Standard 2. Tree removal will be limited to that required to eliminate safety hazards or permit

road or trail construction or meet other management objectives…

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Standard 5. Existing roads will be managed to minimize human-caused grizzly bear mortality. In general, few roads will be left open to public use within this MA…

MA 22. “Winter Range with Retention”. Lands located primarily at elevations below 5,000 feed on south-facing slopes with high visual sensitivity: adjacent to or visible from major roads, trails, communities, and other high use areas: classified as suitable for timber production with timber harvest employed to improve or maintain big-game winder range with a visual quality objective of Retention. For Center Horse Landscape Restoration project area this consists of 102 acres.

Standard 5. Logging and/or construction operations will be conducted in such a way as to prevent debris for entering stream channels. Logs will not be yarded through streams.

Standard 11. Generally, new roads in riparian zones will be minimized…


this MA.




Standard 21. Maintain roadside vegetation where possible, especially at established game

crossings.


Standard 23 . Where needed, fish passage will be provided for in stream crossings by


Standard 24. Roads will be constructed as needed to meet the management goals and objectives of the area. Estimated average road densities are: 0 to 40% slope = 4.6 miles/ sq. mile; 40 to 60% slope = 4.8 miles/ sq. mile; 60% plus = 2.8 miles/ sq. mile. Actual project-level road densities will vary depending upon the following factors: a) habitat type and associated screening and revegetative recovery time; b) staging of road construction; c) silvicultural systems employed, together with amount of screening removed each entry; d) logging systems used; and e) amount and type of revegetation measures to be taken.

Standard 25. Road construction for normal management activities will generally be limited to

the summer and fall months. Road clearing limits, road widths, and road densities will be minimized as need to meet the visual quality objective…

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Standard 26. The area will be managed to meet visual quality objective of Retention from the

viewpoints specifically recognized as sensitive… MA 24. “Retention”. Lands with high visual sensitivity and which are available for varying degrees of timber management. These lands are visible from or adjacent to major roads, trails, communities, and other high use areas. The MA is classified as Suitable for timber production with a visual quality objective of Retention. An extensive road system will be developed in this MA but the location and density will be restricted to meet Visual Quality Objectives. Roads will be either open or closed to public use as determined by the Forest Travel Plan. For Center Horse Landscape Restoration project area this consists of 781 acres.

Standard 1. A variety of dispersed recreation activities are permitted and may be supported by construction of trails and trail head facilities….


prevent debris from entering stream channels. …











Standard 22. Roads will be constructed as needed to meet the management goals and objectives of the area. Estimated average road densities are: 0 to 40% slope = 4.6 miles/ sq. mile; 40 to 60% slope = 4.8 miles/ sq. mile; 60% plus = 2.8 miles/ sq. mile. Actual project-level road densities will vary depending upon the following factors: a) habitat type and associated screening and revegetative recovery time; b) staging of road construction; c)

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silvicultural systems employed, together with amount of screening removed each entry; d) logging systems used; and e) amount and type of revegetation measures to be taken.

Standard 23. Management practices for all resources will follow guidelines for the Retention

visual quality objective from the viewpoints identified as visually sensitive. Maps of these viewpoints are on file in the Supervisor’s Office and on the Ranger Districts and will be consulted to visually assess the impacts of management activities. Temporary departures from this visual quality objective may be acceptable under the following conditions: a) long-term visual values require such an action; or b) essential road access into other management areas is impossible without this temporary departure.

MA 25. “Partial Retention”. Same as MA 24 except that the visual quality objective to be achieved is Partial Retention because of a moderate degree of visual sensitivity. The MA is classified as Suitable for timber production. An extensive road system will be developed in this MA but the location and density will be restricted to meet Visual Quality Objectives. Roads will be either open or closed to public use as determined by the Forest Travel Plan. For Center Horse Landscape Restoration project area this consists of 5,320 acres.

Standard 1. A variety of dispersed recreation activities are permitted and may be supported by construction of trails and trail head facilities. …


prevent debris from entering stream channels. …











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Standard 22. Roads will be constructed as needed to meet the management goals and objectives of the area. Estimated average road densities are: 0 to 40% slope = 5.6 miles/ sq. mile; 40 to 60% slope = 5.9 miles/ sq. mile; 60% plus = 4.2 miles/ sq. mile. Actual project-level road densities will vary depending upon the following factors: a) habitat type and associated screening and revegetative recovery time; b) staging of road construction; c) silvicultural systems employed, together with amount of screening removed each entry; d) logging systems used; and e) amount and type of revegetation measures to be taken.

Standard 23. Management practices for all resources will follow guidelines for the Partial

Retention visual quality objective from the viewpoints identified [as] visually sensitive. Maps of these viewpoints are on file in the Supervisor’s Office and on the Ranger Districts and will be consulted to visually assess the impacts of management activities. Temporary departures from this visual quality objective may be acceptable under the following conditions: a) long-term visual values require such an action; or b) essential road access into other management areas is impossible without this temporary departure.

MA 26. “Critical Elk Summer Habitat”. Lands identified as critical elk summer habitat lying outside of wilderness and roadless areas, containing concentrations of special features such as wallows, mineral licks, seeps, and trampled areas in close proximity to important forage units, that tend to concentrate animals in relatively small areas. Generally, these features are located on the gentle topography found at mid to upper slopes and in the heads of drainages and cirque basins containing cool and moist habitat types, moist to wet meadows, riparian habitats, and other mesic areas, in association with dense cover and forested slopes. This MA is classified as Suitable for timber production. For Center Horse Landscape Restoration project area this consists of 101 acres.

Standard 2. Dispersed recreation activities are permitted that do not impact elk summer range values. ...

Standard 5. Road construction will be permitted to meet wildlife habitat objectives and to

provide access to adjacent management areas. Roads will be closed to the public during periods of high anticipated big-game use (usually Auguest1 through September 30). Local roads rather than collector roads will be preferred for accessing these sensitive areas.

Standard 6. Construction equipment service areas will not be located in this MA.



Standard 8. Road drainage features will be inspected and maintained in the fall to insure that

they will be able to handle spring snowmelt.

Standard 12. New trail construction or relocation of existing trails will avoid this MA when practical.

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Standard 14. When flow in a stream is temporarily diverted to accommodate construction or

other activities, flow will be restored to the natural course as soon as practical prior to a major runoff season.

Standard 15. Management practices will follow the guidelines for the Modification visual

quality objective except where visible from viewpoints specifically recognized as sensitive. Maps of these viewpoints and involved distance zones are on file and must be consulted to determine the visual quality objective. If the visual quality objective is Modification, it will be met from the nearest viewpoints contained in Sensitivity Level maps on file.

MA 27. Scattered parcels of generally steep and rocky commercial forest land in Habitat Groups 2, 3, 4 and 5, where physical features make timber management presently uneconomical or environmentally unfeasible. Roads may pass through this MA for development of mineral resources or to access other areas. Roads will be either open or closed to public use as determined by the Forest Travel Plan. This MA is classified as Unsuitable for timber production. For Center Horse Landscape Restoration project area this consists of 2,935 acres.

Standard 2. A variety of dispersed recreation activities are permitted and can be supported by trails passing through the unit. …

Standard 3. Tree removal will be limited to that required to eliminate safety hazards or to

permit road or trail construction and firewood removal adjacent to roads.

Standard 6. Slash created by any management activity will be disposed of in a manner consistent with the visual quality objective.

Standard 7. Management practices affecting the visual resource will follow the guidelines

provided by maps of viewpoints and distance zones on file and these must be consulted to determine the visual quality objective.

Standard 12. Roads will not be constructed for surface management objectives within this

MA. Roads may be constructed through segments of this MA to provide access to other management areas. Roads will be permitted for mineral activities provided that the necessity for building the road is justified on the basis of mineral showings or data and it is the next logical step in the development of the mineral resource.

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APPENDIX C ‐‐ Regulatory Framework A brief description of the laws, regulations, agency policy, and other pertinent direction related to National Forest transportation systems and the Center Horse Landscape Restoration project is given below.

Laws Multiple‐Use Sustained Yield Act of 1960 (16 U.S.C 528). This Act declares that the national forests are established and are to be administered for multiple uses – outdoor recreation, range, timber, watershed, and wildlife and fish purposes. National Forest Management Act of 1976 (16 U.S.C. 1608). The Act declares that a transportation system must be installed to meet anticipated needs on an economical and environmentally sound basis. This act directs that roads be designed to standards appropriate for their intended uses and requires revegetation of temporary roads authorized under a contract, permit, lease, or other written authorization within 10 years of termination of the written authorization, unless it is later determined that the road is needed as part of the National Forest transportation system. National Forest Roads and Trails Act (FRTA) of October 13, 1964, as amended (16 U.S.C. 532‐538). This act authorizes road and trail systems for the national forests. It authorizes granting of easements across NFS lands, construction and financing of maximum economy roads (FSM 7705), and imposition of requirements on road users for maintaining and reconstructing roads, including cooperative deposits for that work. Highway Safety Act of 1966 (23 U.S.C. 402). This act authorizes state and local governments and participating federal agencies to identify and survey accident locations; to design, construct, and maintain roads in accordance with safety standards; to apply sound traffic control principles and standards; and to promote pedestrian safety. National Trails System Act of October 2, 1968 (16 U.S.C. 1241‐1249). This act establishes the National Trails System and authorizes planning, right‐of‐way acquisition, and construction of trails established by Congress or the Secretary of Agriculture. Federal Aid Highway Act of 1968, as amended (23 U.S.C. 109(a) and (h), 144, 151, 319, and 351). This act establishes the National Bridge Inspection Standards (23 CFR Part 650, Subpart C) and the requirement that each state have a current inventory of bridges on all public roads, including NFS roads open to public travel (FSM 1535.11). Surface Transportation Assistance Act of 1978, as amended (23 U.S.C. 101a, 201‐205). (This act supersedes the Forest Highway Act of 1958.) This act authorizes appropriations for forest highways and public lands highways. It establishes criteria for forest highways, defines forest roads, forest development roads and forest development trails (referred to as “NFS roads” and “NFS trails” in Forest Service regulations and directives), and limits the size of projects performed by Forest Service employees on forest roads. It also establishes the Federal Lands Highway Program. Annual Department of the Interior, Environment, and Related Agencies Appropriations Act. This act appropriates funds for the Forest Service’s road and trail programs.

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Organic Administration Act of 1897 (16 U.S.C. 551). This act authorizes the regulation of national forests.

Cooperative Law Enforcement Act of August 10, 1971 (16 U.S.C. 551a). This act authorizes cooperation with States and local governments in the enforcement of State and local laws on NFS lands.

Clean Water Act of 1972. This act gave states the authority to protect the chemical, biological, and physical aspects of the nation’s water bodies; CWA regulates the discharge of pollutants into waters by establishing national standards and permit guidelines. The federal Environmental Protection Agency oversees the act’s implementation.

Regulations 36 CFR Chapter II – Forest Service, Department of Agriculture; Parts 200‐299; July 1, 2010. This document contains regulations affecting the management, use, and maintenance of the National Forest Transportation System. Specific sections are further identified below.

Travel Management (36 CFR Part 212, Subparts A, B, and C). Subpart A of these regulations establishes requirements for administration of the forest transportation system, including roads, trails, and airfields, and contains provisions for acquisition of rights‐of‐way. Subpart A (36 CFR 212.51(b)(1)) also requires identification of the minimum road system needed for safe and efficient travel and for administration, utilization, and protection of NFS lands and use of a science‐based roads analysis at the appropriate scale in determining the minimum road system. Subpart B describes the requirements for designating roads, trails, and areas for motor vehicle use and for identifying designated roads, trails, and areas on a motor vehicle use map (MVUM). Subpart C provides for regulation of use of over‐snow vehicles on NFS roads, on NFS trails, and in areas on NFS lands. Prohibitions (36 CFR Part 261, Subpart A). These regulations establish prohibitions on use of NFS lands, including prohibitions on possession and operation of motor vehicles on NFS roads, on NFS trails, and in areas on NFS lands. Sale and Disposal of National Forest System Timber (36 CFR Part 223). These regulations govern road construction related to Forest Service timber sale appraisals and contracts. Minerals (36 CFR Part 228). These regulations establish access requirements for mining claims. National Bridge Inspection Standards (23 CFR Part 650, Subpart C). These regulations promulgated by the Federal Highway Administration establish national bridge design specifications and guidance and bridge inspection standards and apply to bridges on NFS roads per FSM 7722 and 7736 and FSH 7709.56.

Other Authorities Executive Order 11644 (“Use of Off‐Road Vehicles on the Public Lands”), dated February 8, 1972, as amended by Executive Order 11989, dated May 24, 1977. . This presidential order established policies and provided procedures to ensure that the use of off‐road vehicles on public lands will be controlled and directed so as to protect the resources of those lands, to promote the safety of all users of those lands, and to minimize conflicts among the various uses of those lands. For included public lands, the respective agency head was to develop and publish within one year of the date of the order, regulations prescribing

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operating conditions for off‐road vehicles on the public lands. The 1977 amendment directs agency heads to immediately close areas or trails to off‐road vehicle use that causes considerable adverse effects on resources. Forest Service Manual (FSM) and Handbook (FSH) Directives, and related documents. The Forest Service manuals and handbooks provide policy and implementation direction and guidance on travel analysis, travel management, designation of roads, trails, and areas for motor vehicle use, and transportation system development, operation, and maintenance. This information resides in the following manual chapters and handbooks: FSM 7700 – Travel Management; Chapter 7700 – Zero Code (Amendment 7700‐2010‐1, effective date August 30, 2010). This chapter enumerates the authority, objectives, policy, responsibility, and definitions for planning, construction, reconstruction, operation, and maintenance of forest transportation facilities and for management of motor vehicle use on National Forest System lands. It includes direction to use a travel analysis process to inform decisions regarding designation of roads, trails, and areas for motor vehicle use, for identification of the minimum road system, and for informing road management decisions. It also addresses management opportunities and provides guidelines for managing the forest transportation system by maintaining and reconstructing needed roads, adding roads to the official transportation system, and decommissioning unneeded roads. Chapter 7710 – Travel Planning (Amendment 7700‐2009‐2, effective date January 8, 2009). This chapter contains objectives, policies, responsibilities, and requirements for:

1. Analyzing transportation needs and issues; 2. Determining the minimum road system needed for safe and efficient travel and for

administration, utilization, and protection of NFS lands; 3. Documenting the forest transportation system; 4. Designating roads, trails, and areas for motor vehicle use; 5. Regulating over‐snow vehicle use.

Chapter 7720 – Development (Amendment 7700‐2005‐1, effective date August 26, 2005). This chapter contains policies and requirements for preconstruction and construction engineering associated with the development of transportation facilities. Chapter 7730 – Road Operation and Maintenance (Amendment 7700‐2008‐3, effective date October 7, 2008). This chapter contains policies and requirements for operation and maintenance associated with National Forest roads. Chapter 7740 – Federal lands highway Programs (Amendment 7700‐2000‐1, effective date August 24, 2000). This chapter contains policy and requirements for the Forest Highway program. FSH 7709.55 Travel Planning Handbook. This handbook describes many of the activities involved in travel planning. Zero Code (Amendment 7709.55‐2010‐1, effective date April 23, 2010). This chapter provides broad objectives and policy for travel planning and the Forest Road Atlas.

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Chapter 10 – Travel Planning for Designations (Amendment 7709.55‐2009‐1, effective date January 8, 2009). This chapter provides direction on travel planning for the designation of roads, trails, and areas for motor vehicle use. Chapter 20 – Travel Analysis (Amendment 7709.55‐2009‐2, effective date January 8, 2009). This chapter describes the travel analysis process. Travel analysis is used to inform decisions related to identification of the minimum road system needed for safe and efficient travel, for administration, utilization, and protection of National Forest System lands, and to inform decisions related to the designation of roads, trails, and area for motor vehicle use. Chapter 30 – Engineering Analysis (Amendment 7709.55‐2009‐3, effective date January 8, 2009). This chapter provides direction on analysis of risks involved in decisions to designate routes for motorized mixed use. USDA Forest Service, Roads Analysis: Informing Decisions About Managing the National Forest Transportation System, 1999. This document provides guidance and direction to address the project transportation system and the existing and long‐term road management objectives. USDA Forest Service Travel Routes National Data Dictionary, Infrastructure Application, Version 2.0, April 2009. This document provides direction and guidance for utilizing the Infrastructure database for maintaining the Forest Transportation Atlas, as directed in FSM 7711.2.

Related Forest Service Manual and Handbook Direction. Direction on management and maintenance of NFS trails resides in FSM 2350 and FSH 2309.18. Direction on timber management and access for timber sales resides in FSM 2400 and FSH 2409.15. Direction on management of special use permits for roads and road and trail rights‐of‐way grants reside in FSM 2700 and handbooks 2709.11 and 2709.12; direction on road and trail rights‐of‐way acquisition reside in FSM 5460 and handbook 5409.17. Direction on law enforcement activities resides in FSM 5300 and FSH 5309.11.

Executive Order 11990 (“Protection of Wetlands”), dated May 24, 1977. This executive order provides national guidance on protection of wetlands.

Local Direction Lolo National Forest Travel Plan Map / Motor Vehicle use Maps. Current motor vehicle use restrictions/ allowable uses are shown. Lolo National Forest Service Best Management Practices, July 1993. This document outlines Best Management Practices for road construction, reconstruction, and maintenance. It is Forest Service policy to follow state BMPs. Montana Department of Natural Resources and Conservation, Forestry Division, Best Management Practices for Forestry in Montana, 2006. This document outlines Best Management Practices for road location, design, construction, maintenance and stream crossings, as they relate to forestry. BMPs are practices that have been adopted to minimize non‐point source water pollution from forest practices. While not required by regulation, the use of BMPs has been widely accepted by the forest products industry and governmental agencies. See also the booklet Water Quality BMPs for Montana Forests, MSU Extension Service, 2001.

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Montana statutes Title 23 (Parks, Recreation, Sports, and Gambling) and Title 61 (Motor Vehicles) govern the use of OHVs and motor vehicles in Montana.

Permits and Licenses Many permits administered by the State of Montana may be applicable to projects affecting stream bed, banks, or floodplain areas. For Forest Service transportation systems, these would normally apply to stream crossing structures such as culvert or bridge removals or installations and road construction. The laws and corresponding permits are listed below.

Montana Stream Protection Act (SPA 124 Permit). This permit is required of the Forest Service, through a Memorandum of Understanding with the State, for a project requiring alteration of the bed or banks of any stream, perennial or otherwise. It is commonly used for culvert and bridge work. The permit is administered by Montana Department of Fish, Wildlife and Parks. Clean Water Act (Section 404 Permit). This permit is required for a project that will result in the discharge or placement of dredged or fill material into the waters of the United States. It would normally be needed for placement of road fill associated with stream crossing structures. The permit is administered by the U.S. Army Corps of Engineers. Short‐term Turbidity Standard (318 Permit). This permit is required for projects that initiate a short‐term activity that may cause unavoidable short‐term violations of state surface water quality standards. The major application of this law is related to sediments and turbidity caused by construction or other activities, such as stream crossing structure work. Montana Point Discharge Elimination System (MPDES) Stormwater Permit. This permit, as required under the National Pollutant Discharge Elimination System (NPDES) provision of the Clean Water Act, is required for projects proposing construction, industrial, or mining activity that will discharge stormwater to Montana waters and construction that will disturb more than one acre within 100 feet of streams, rivers, or lakes. Exemptions to the permit requirements for certain silvicultural activities, including logging road construction and maintenance, on the grounds that these contribute to point sources vs. non‐point sources of pollution are being tested in the courts, and these exemptions may be invalidated at some point in the future. State Streamside Management Zone Law (SMZ). This permit is required for any landowner or operator conducting forest practices that will access, harvest, or regenerate trees on a defined land area for commercial purposes on private, state, or federal lands.

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APPENDIX D – COST ESTIMATING

March 15, 2004 Chris Partyka, Rodney Blessing, Joe Hughes, Eric Barclay Costs updated 30% on 2/2010 by Jim Innes;

(Math errors corrected and minor edits R. Gage 1/2011); Costs completely revised KCM 3/2015 based on contract costs

AVERAGE COSTS/MILE TO ACCOMPLISH ROAD WORK

Road Decommissioning: Full Recontouring (Closure Level 5 and portions of Level 4) ‐ $8,000/mile

o Includes CMP removal, recontouring, placement of slash on recontoured surface, revegetation, and pathway construction

CMP Removal/Scarify (3‐D/3‐S and portions of Level 4) ‐ $4,000 /mile o Includes entrance recontouring, ripping, CMP removal, outsloping, waterbaring,

rounding of backslopes, placement of slash, revegetation

Scarify and Entrance ‐ $1,950 o Includes entrance barrier or recontour, scarification, waterbaring, and

revegetation

Road BMPs and Other Unit Costs: Surface Treatments:

Surface and Ditch Shaping, Blading including Ditch Reshape ‐ $1,000/mile

Surface Shaping, Blade and Roll – $1,300/mile

Vibratory Rolling ‐ $300/mile

Dust Abatement CaCl‐ $2,000/mile/treatment o (note: includes surfacing shaping and blading)

Prism Narrowing ‐ $4,500/mile

Rotary Milling ‐ $11,000/mile

Gravel Surfacing ‐ $45,000/mile

Berms/Delineators ‐ $6,500/mile Drainage Treatments:

Ditch Reshaping ‐ $260/mile o (note: normally in surfacing shaping and blading)

Ditch Construction ‐ $8000/Mile

Culvert Cleaning and Armoring ‐ $200/culvert

Drainage Dips ‐ $250/each

Open Top Diverters ‐ $1,400/each

Berms w/ Delineators ‐ $3/foot

Slash Filter Windrows ‐ $2/foot Vegetation Treatments:

Roadside Brushing ‐ $1000/mile

Noxious Weed Spray ‐ $420/mile

Seeding ‐ $300/mile

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Structures:

Gate‐ $2000/each

18” Relief Culverts ‐ $1,500/each

3‐6’ Culverts ‐ $4,500/each

6‐12’ Culverts ‐ $60,000‐$135,000/each

Small Bridges ‐ $200,000/each

Large Bridges ‐ $300,000/each

Signs ‐ $1950/major intersection o (includes guide and route markers)

Wood Glue Laminated or Concrete Bridges = $2600/foot (Includes substructure and superstructure costs) Use: Bank full x 1.2 + 2 feet +10 feet ( 1 ½: 1 riprap)

AVERAGE ASSIGNED COSTS TO ACCOMPLISH ROAD WORK- FOR TYPICAL ROADS Arterial and Collector Roads- BMP Cost/Mile

Surface and Ditch Shaping, Blading ‐ $1,000/mile

Rolling ‐ $300/mile

Culvert Cleaning and Armoring ‐ $200/culvert x 5/mile = $1,000/mile

Drainage Dips ‐ $250/each x 10/mile = $2,500/mile

Roadside Brushing ‐ $1,000/mile


Seeding ‐ $300/mile

18” Relief Culverts ‐ $1500/each x 4/mile = $6,000/mile

Average BMPs = $12,520 use $12,500/mile with rolling; = $12,200/ mile without rolling

Plus:

Dust Abatement CaCl‐ $2,000/mile/treatment

Gravel Surfacing ‐ $50,000/ mile

Major Structures – as estimated

Berms, Windrows, etc. – as estimated

Signs – as estimated

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Local Roads- BMP Cost/Mile

Surface and Ditch Shaping, Blading ‐ $1,000/mile

Culvert Cleaning and Armoring ‐ $200/culvert x 3/mile = $600/mile

Drainage Dips ‐ $250/each x 10/mile = $2,500/mile

Roadside Brushing ‐ $1,000/mile


Seeding‐ $300/mile

18” Relief Culverts ‐ $1500/each x 2/mile = $3,000/mile

Average BMPs = $8820 use $9,000/mile

Plus:

Dust Abatement CaCl‐ $2,000/mile/treatment

Gravel Surfacing ‐ $50,000/mile

Major Structures – as estimated

Berms, Windrows, etc. – as estimated Note: consider items below for use of veged‐in local roads, such as Clearing and Grubbing instead of Roadside Brushing, and/ or Surface Blading instead of Surface Shaping and Blading, if more appropriate for the condition of the road.

Use and Storage/Decommissioning of Existing Vegetated Local Roads

Clearing and Grubbing (windrowing material) ‐ $2,500/mile

Culvert Cleaning and Armoring ‐ $200/culvert x 2/mile = $400/mile

Drainage Dips ‐ $250/dip x 10/mile = $2,500/mile

Surface Blading ‐ $900/ mile o (Compared to “regular” blading/ shaping/ ditch reshaping ($1,200/ mile) these roads

typically have no ditches, but require heavier blading/ shaping due to grubbing.)

Average Cost to Open Road = $6,300/mile Closure Level 3s Following Use as described above = $4,000/mile

Average Cost to Open and Store Road = $10,300 use $10,000/mile Or Closure Level 5 Following Use as described above = $8,000/mile

Average Cost to Open and Decommission Road = $14,300 use $14,000/mile

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APPENDIX E ‐‐ GLOSSARY Arterial Road. (FSM 7705 1/08/2009). An NFS road that provides service to large land areas and usually connects with other arterial roads or public highways. Best Management Practice (BMP). (40 CFR 130.2 (m); 2010). Methods, measures or practices selected by an agency to meet its nonpoint source control needs. BMPs include but are not limited to structural and nonstructural controls and operation and maintenance procedures. BMPs can be applied before, during and after pollution‐producing activities to reduce or eliminate the introduction of pollutants into receiving waters. Closure Level. The Lolo National Forest classification system for road closure treatments. See table below.

LevelAllowed Suffix /E, /P

/E Entrance Oblit, /P Path

Typical DeviceSite specific situation dependant

Typical Treatment All treatments are as-needed.

Status

1Gate -Blade, seed, fertilize; Normal drainage (BMP’s)

-Treat noxious weeds

Remains as NFSR as either long-term or intermittent term service.

2

Gate, guardrail, concrete,

earth barrier or re-contour intersection

-Type III dip, waterbars OR outslope

-Scarify, seed, fertilize -May scatter slash


Remains as NFSR as either long-term or intermittent term service with gate, or intermittent term service with barrier.

3-SNNatural Storage

Re-contour intersection (entrance oblit) or rock/earth barrier as needed.

No physical or weed treatment needed,

Naturally revegetated and stabilized.

S- Remains as NFSR as intermittent stored service.

3-SStorage

-Waterbar or outslope

-Remove CMP’s & restore watercourse

-Ditch relief pipes can remain w/ waterbars

-Light scarify, seed,as needed


3-DNNatural

DecommissionRe-contour intersection (entrance oblit) or rock/earth barrier as needed.

No physical or weed treatment needed,

Naturally revegetated and stabilized.D- Road is not needed for long term use. Remove from NFSR by route status change to decommissioned.

Effectiveness monitored.-Waterbar or outslope

-Remove CMP’s & restore watercourse

-Scarify or Rip 6-12”, seed, fertilize as needed

-Scatter slash on slopes, -Treat noxious weeds.

3-DDecommission

4Decommission

Re-contour intersection (entrance oblit) or rock/earth barrier

-Waterbar, outslope or selective re-contour

-Remove all CMP’s & restore watercourse

-Rip 12-18”, seed, fertilize -Scatter slash on slopes


Road is not needed for long term use. Remove from NFSR by route status change to decommissioned.

Effectiveness monitored.

5Decommission

Re-contour

-Re-contour entire prism

-Remove all CMP’s and restore watercourses

-Seed and fertilize -Scatter slash on slopes


Road is not needed for long term use. Remove from NFSR by route status change to decommissioned.

Effectiveness monitored.

Road Closure Levels Lolo Web/Program Area//Engineering Tools/References December 2010

Collector Road. (FSM 7705 1/08/2009). An NFS road that serves smaller areas than an arterial road and that usually connects arterial roads to local roads or terminal facilities. Decommissioning – see Road Decommissioning Designated road, trail, or area. (36 CFR 212.1; 2010). A National Forest System road, a National Forest System trail, or an area on National Forest System lands that is designated for motor vehicle use pursuant to 36 CFR 212.51 on a motor vehicle use map.

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Forest road or trail. (36 CFR 212.1; 2010). A road or trail wholly or partly within or adjacent to and serving the National Forest System that the Forest Service determines is necessary for the protection, administration, and utilization of the National Forest System and the use and development of its resources. Forest transportation atlas. (36 CFR 212.1; 2010). A display of the system of roads, trails, and airfields of an administrative unit. [The Forest roads atlas is that portion of the transportation atlas that displays roads.] Forest transportation facility. (36 CFR 212.1; 2010). A forest road or trail or an airfield that is displayed in a forest transportation atlas, including bridges, culverts, parking lots, marine access facilities, safety devices, and other improvements appurtenant to the forest transportation system. Forest transportation system. (36 CFR 212.1; 2010). The system of National Forest System roads, National Forest trails, and airfields on National Forest System lands. Highway‐Legal Vehicle. (FSM 7705 1/08/2009). Any motor vehicle that is licensed or certified under state law for general operation on all public roads in the state. Operators of highway‐legal vehicles are subject to state traffic law, including requirements for operator licensing. Jurisdiction Over a Forest Transportation Facility. (FSM 7705 1/08/2009). The legal right to control or regulate use of a forest transportation facility derived from title, an easement, an agreement, or other similar source. Land Systems Inventory (LSI), 1988. The Lolo National Forest comprehensive inventory of soil and vegetation patterns / resources. In the classification system, the first two‐digit number refers to the landform type, the first letter to the right of the number refers to the geology/ parent material, the next letter to the right refers to the vegetation phase.

The following LSI map units are referred to in this report: None ‐‐ for Center Horse Landscape Restoration, the only proposed new road construction is for temporary roads and those are discussed in relation to LSI in the Soils and other specialists’ reports. No issues associated with geology, soils, or landforms where observed that would have a bearing on other road treatments that follow BMPs. See the Soils Report for a description of the Center Horse Landscape Restoration geology, landtypes, LSI, etc.

Local Road. (FSM 7705 1/08/2009). An NFS road that connects a terminal facility with collector roads, arterial roads, or public highways and that usually serves a single purpose involving intermittent use. Maintenance. (36 CFR 212.1; 2010). The upkeep of the entire forest transportation facility including surface and shoulders, parking and side areas, structures, and such traffic‐control devices as are necessary for its safe and efficient utilization. See also “Road Maintenance” below. Maintenance Levels (FSH 7709.59, chapter 60, 62.32, 2/5/2009):

Level 1. These are roads that have been placed in storage between intermittent uses. The period of storage must exceed 1 year. Basic custodial maintenance is performed to prevent damage to adjacent resources and to perpetuate the road for future resource management needs. Emphasis is

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normally given to maintaining drainage facilities and runoff patterns. Planned road deterioration may occur at this level. Appropriate traffic management strategies are "prohibit" and "eliminate" all traffic. These roads are not shown on motor vehicle use maps. Roads receiving level 1 maintenance may be of any type, class, or construction standard, and may be managed at any other maintenance level during the time they are open for traffic. However, while being maintained at level 1, they are closed to vehicular traffic but may be available and suitable for nonmotorized uses.

Level 2. Assigned to roads open for use by high clearance vehicles. Passenger car traffic, user comfort, and user convenience are not considerations. Warning signs and traffic control devices are not provided with the exception that some signing, such as W‐18‐1 “No Traffic Signs,” may be posted at intersections. Motorists should have no expectations of being alerted to potential hazards while driving these roads. Traffic is normally minor, usually consisting of one or a combination of administrative, permitted, dispersed recreation, or other specialized uses. Log haul may occur at this level. Appropriate traffic management strategies are either to:

a. Discourage or prohibit passenger cars, or b. Accept or discourage high clearance vehicles.

Level 3. Assigned to roads open and maintained for travel by a prudent driver in a standard passenger car. User comfort and convenience are not considered priorities. The Manual on Uniform Traffic Control Devices (MUTCD) is applicable. Warning signs and traffic control devices are provided to alert motorists of situations that may violate expectations. Roads in this maintenance level are typically low speed with single lanes and turnouts. Appropriate traffic management strategies are either "encourage" or "accept." "Discourage" or "prohibit" strategies may be employed for certain classes of vehicles or users. Level 4. Assigned to roads that provide a moderate degree of user comfort and convenience at moderate travel speeds. Most roads are double lane and aggregate surfaced. However, some roads may be single lane. Some roads may be paved and/or dust abated. Manual on Uniform Traffic Control Devices is applicable. The most appropriate traffic management strategy is "encourage." However, the "prohibit" strategy may apply to specific classes of vehicles or users at certain times. Level 5. Assigned to roads that provide a high degree of user comfort and convenience. These roads are normally double lane, paved facilities. Some may be aggregate surfaced and dust abated. Manual on Uniform Traffic Control Devices is applicable. The appropriate traffic management strategy is "encourage."

Minimum road system. (36 CFR 212.5(b) (1)). The road system determined to be needed to meet resource and other management objectives adopted in the relevant land and resource management plan (36 CFR part 219), to meet applicable statutory and regulatory requirements, to reflect long‐term funding expectations, to ensure that the identified system minimizes adverse environmental impacts associated with road construction, reconstruction, decommissioning, and maintenance. Motor vehicle. (36 CFR 212.1; 2010). Any vehicle which is self‐propelled, other than:

1. A vehicle operated on rails; and

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2. Any wheelchair or mobility device, including one that is battery‐powered, that is designed solely

for use by a mobility‐impaired person for locomotion, and that is suitable for use in an indoor pedestrian

area.

Motor vehicle use map (MVUM). (36 CFR 212.1; 2010). A map reflecting designated roads, trails, and areas on an administrative unit or a Ranger District of the National Forest System. Motorized Mixed Use. (FSM 7705 1/08/2009). Designation of an NFS road for use by both highway‐legal and non‐highway‐legal motor vehicles. National Forest System road. (36 CFR 212.1; 2010). A forest road other than a road which has been authorized by a legally documented right‐of‐way held by a State, county, or other local pubic road authority. National Forest System trail. (36 CFR 212.1; 2010). ). A forest trail other than a trail which has been authorized by a legally documented right‐of‐way held by a State, county, or other local pubic road authority. Natural Recovery Value (NRV). The Lolo National Forest classification system for describing the extent of the natural recovery on a road, including vegetative growth, road soil compaction, and road prism condition. For assessment of travel potential, NRV values describe travel ease. For assessment of resource impact, NRV values describe a variety of resource conditions including road prism stability and sediment delivery. It is generally only recorded for roads under National Forest jurisdiction. See the chart below.

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Preconstruction engineering. (36 CFR 212.1; 2010). All work and expense of preparing for construction or reconstruction of a forest transportation facility including:

(1) Engineering and economic investigations, studies, and reports; (2) Reconnaissance surveys; (3) Preliminary surveys; (4) Preliminary location surveys; (5) Soils, foundations, and materials investigations, surveys, and tests; (6) Preliminary and final designs; (7) Preliminary and final plans, drawings, specifications, and estimates of quantities and cost; (8) Final location surveys staked on the ground; and (9) Rights of way surveys, plans and descriptions.

Private Road. A road under private ownership authorized by an easement granted to a private party or a road that provides access pursuant to a reserved or outstanding right. Public Road. A road under the jurisdiction of and maintained by a public road authority and open to public travel (23 U.S.C. 101(a)). Qualified Engineer. An engineer who by experience, certification, education, or license is technically trained and experienced to perform the engineering tasks specified and who is designated by the Regional Office Director of Engineering.

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Road. (36 CFR 212.1; 2010). A motor vehicle route over 50 inches wide, unless identified and managed as a trail. Road construction or reconstruction. (36 CFR 212.1; 2010). Supervising, inspecting, actual building, and incurrence of all costs incidental to the construction or reconstruction of a road. Road Decommissioning. (36 CFR 212.1; 2010). Activities that result in the stabilization and restoration of unneeded roads to a more natural state.

[212.5 (b)(2): Decommissioning roads involves restoring roads to a more natural state. Activities used to decommission a road include, but are not limited to, the following: reestablishing former drainage patterns, stabilizing slopes, restoring vegetation, blocking the entrance to the road, installing water bars, removing culverts, reestablishing drainage‐ways, removing unstable fills, pulling back road shoulders, scattering slash on the roadbed, completely eliminating the roadbed by restoring natural contours and slopes, or other methods designed to meet the specific conditions associated with the unneeded road.]

Road Maintenance. (FSM 7705 1/08/2009). Ongoing upkeep of a road necessary to maintain or restore the road in accordance with its road management objectives (FSM 7714). Road Subject to the Highway Safety Act. (FSM 7705 1/08/2009). An NFS road that is open to public use in a standard passenger car, including a road with access restricted on a seasonal basis and a road closed during extreme weather conditions or for emergencies, but which is otherwise open to public travel. Route. (FSM 2353.05; 11/4/2009). A road or trail. Snowmobile. (FSM 2353.05; 11/4/2009). An over‐snow vehicle that operates on a track, uses one or more skis for steering, and has handle‐bar steering and a seat designed to be straddled by the operator. Stored Road (Travel Routes National Data Dictionary, Infrastructure Application, Version 2.0, April 2009). The road is in a condition that there is little resource risk if maintenance is not performed (self‐maintaining). The maintenance level is 1. Temporary road or trail. (36 CFR 212.1; 2010). A road or trail necessary for emergency operations or authorized by contract, permit, lease, or other written authorization that is not a forest road or trail and that is not included in a forest transportation atlas. Trail. (36 CFR 212.1; 2010). A route 50 inches or less in width or a route over 50 inches wide that is identified and managed as a trail. Travel management atlas. (36 CFR 212.1; 2010). An atlas that consists of a forest transportation atlas and a motor vehicle use map or maps. Unauthorized road or trail. (36 CFR 212.1; 2010). A road or trail that is not a forest road or trail or a temporary road or trail and that is not included in a forest transportation atlas.

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Unauthorized roads are categorized into two types and recorded in the SYSTEM linear event in the INFRA Travel Routes database. The two types are:

Undetermined (UND). Roads where long‐term purpose and need has yet to be determined.

Not Needed (NOT). Roads not needed for long‐term management of national forest

resources as determined through an appropriate planning document.

For this report, the terms unauthorized, non‐system, and user‐created are synonymous, although user‐created is more logically applied to trails compared to roads.

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APPENDIX F – CENTER HORSE LANDSCAPE RESTORATION TRAVEL ANALYSIS PROCESS

A travel analysis meeting was held October 6 and 8, 2010, at the Seeley Lake Ranger District office.

Nearly all Forest Service roads within the Center Horse Landscape Restoration Analysis Area that were

mapped at that time were included. This meeting followed the first field season of ground assessments

for Center Horse Landscape Restoration. Interdisciplinary team (IDT) members that participated in the

meeting, with disciplines they represented, are listed below:

Tami Paulsen ‐ IDT leader

Tim Love‐ District Ranger

Scott Tomson‐ Wildlife

Karen Linford‐ Lands

Shane Hendrickson‐ Fisheries

Randy Gage‐ Transportation Planning

Steve Thompson‐ Forestry Tech.

John Errecart‐ Silviculture

Taylor Greenup‐ Hydrologist

Shannon Connolly‐ Noxious weeds, Range, Recreation and Roadless

Phil Shelmerdine‐ Fire and Fuels/Air Quality

Jim Blackburn‐ Noxious weeds, Range, Recreation and Roadless

Lisa Blackburn‐ GIS

The scope of the analysis included all foreseeable travel management actions under the preliminary

project objectives of:

Improve ecosystem function, integrity, and resiliency(by improving forest conditions, reducing

stream sediment sources and improving aquatic habitat, and reducing weeds), and

Provide for social and economic needs of the community (by reducing severity of unplanned

fires, providing an economically viable project for timber and restoration industries, and

enhancing existing recreation developments and opportunities).

For roads, this included the broad range of possible actions (separately or in combination) of

decommissioning and storing (including appropriate closure levels), adding non‐system roads to the

official system, constructing new system roads, constructing temporary roads, retaining system roads

and incorporating BMPs, putting roads under special use permits, recommending specific stream

crossing structures for upgrades, and changes to travel management. These actions relate to both

identifying the minimum road system appropriate for the area and to re‐examining routes designated

for motor vehicle use. (Route designations were part of the Forest Plan in 1986 and were also made in

subsequent project decisions; these have been incorporated in the Forest Travel Plan portion of the

Forest Visitors Map and are now shown on the Motor Vehicle Use Map, published October 1, 2009.)

While the focus of the meeting was on roads, trails were also briefly included in the discussions.

The scale of the analysis was the Center Horse Landscape Restoration Analysis Area.

146

Transportation‐related issues and opportunities that were considered in the analysis were:

High road densities, including stacked jammer roads (water quality issue);

Weeds;

Providing adequate access for vegetation treatments, fire suppression, and recreational use;

Disturbance to wildlife, notably elk, lynx, fisher, goshawk, and flammulated owls;

Opportunities to establish good lynx forage habitat through vegetation treatments as well as

through road management.

Visuals;

Topography;

Impacts from pine beetle outbreaks;

Opportunities for western larch enhancement;

Fisheries opportunities or issues, especially culverts that are barriers.

Data that was used in the analysis included the Forest road and trail GIS layers, tabular road information

in Infrastructure/ I‐web, other discipline’s GIS data, detailed route reconnaissance information collected

by a partner organization (Wildands CPR) in 2010, and personal knowledge of field conditions.

The analysis process involved discussing each road, road segment, or group of roads in terms of access

values and impacts from the road and rating the road by access needed (Fire, Veg, and Human uses) and

by impacts (water and wildlife). Ratings were High, Medium, or Low. Along with comments and ratings,

the team developed a consensus recommendation for the road. In some cases, a 2nd logical

recommendation was made. If information was lacking or road conditions needed field verification, then

that was noted. The comments, ratings, and recommendations were compiled in spreadsheet form that

includes information such as road milepoints, length, travel management, and system/ jurisdiction.

After the initial travel analysis meeting, the travel analysis process continued as map updates were

made, vegetation treatment proposals were refined, and better field information became available. The

travel analysis process report includes this transportation assessment and the master spreadsheet of

road data, comments, ratings, and recommendations. A summary of the master spreadsheet, showing

Forest Service road segments, existing travel management, and recommendations from the travel

analysis process, is included in this appendix. The full spreadsheet is available in the project file. (The

master spreadsheet includes roads of all jurisdictions as it is used for the basis of reporting non‐Forest

Service roads and for generating the GIS symbologies.)

147

CENTER HORSE LANDSCAPE RESTORATION FOREST SERVICE SUMMARY ROAD LISTING SUBSET SEE PROJECT FILE FOR COMPLETE LISTING AS PDF ROAD_NUMB

ER BMP

EMP

Length Inside

PA

Length

Outside PA

ATM

Code

TM_DEV

ICE

CURREN

T_CL

OSU

RE_LEVEL

Assumed

Drivable

OPER_MTCE_

LEVEL

FUNCT_CLASS

JURIS

CURRENT_SYSTE

M STATUS

DETAILED_ROAD_MGMT_ALT

_B

MAP_PROPOSED_C

LOSURE_LEVEL_ALT_

B

PROPOSED_AT

M_CODE_ALT_

B

DETAILED_ROAD_MG

MT_ALT_C

MAP_PROPOSED

_CLOSURE_LEVEL

_ALT_C SPECIAL_MITIGATION DURATION

TEMP_ROAD_HA

NGER

FOR_HAUL_A

LT_B

89 0.00 1.71 0.00 1.71 P‐OR none none Yes n/a n/a County County

Exis ting/

Outs ide of

Project County Road

n/a ‐ Other

Jurisdiction N/A County Road

n/a ‐ Other

Jurisdiction 0 0 0

Haul ‐

Public

Road

89 1.71 2.75 0.00 1.04 P‐OR none none Yes n/a n/a

State

Lands NFSR

Exis ting/

Outs ide of

Project Keep NF System Road

n/a ‐ Other

Jurisdiction

No ATM

Needed Keep NF System Road

n/a ‐ Other

Jurisdiction FS or county needs r/w 0 0

Haul ‐ Pre‐

haul Mtce


Exis ting/

Outs ide of

Project County Road

n/a ‐ Other


n/a ‐ Other

Jurisdiction 0 0 0

Haul ‐

Public

Road

89 5.06 7.01 1.94 0.00 OPEN‐HL none none Yes 3 arterial FS NFSR Exis ting Keep NF System Road No Change No Change Keep NF System Road No Change 0 0 0

Haul ‐ Pre‐

haul Mtce

323 0.00 0.22 0.22 0.00 B sign none Yes 3 local FS NFSR Exis ting Keep NF System Road No Change No Change Keep NF System Road No Change 0 0 0 No Haul


Exis ting/

Outs ide of

Project County Road

n/a ‐ Other


n/a ‐ Other

Jurisdiction 0 0 0 No Haul

477 1.23 7.20 0.00 5.98 KD6 sign none Yes 3 arterial FS NFSR

Exis ting/

Outs ide of

Project

Outside Project and Not

Analyzed No Change No Change

Outside Project and

Not Analyzed No Change 0 0 0 No Haul

477 7.20 7.73 0.53 0.00 KD6 sign none Yes 3 arterial FS NFSR Exis ting Keep NF System Road No Change No Change Keep NF System Road No Change 0 0 0 No Haul

477 7.73 8.93 1.20 0.00 KD6 sign none Yes 3 arterial FS NFSR Exis ting Keep NF System Road No Change No Change Keep NF System Road No Change 0 0 0

Haul ‐ Pre‐

haul Mtce


Haul ‐ Pre‐

haul Mtce

477 10.05 10.23 0.17 0.00 KD6 sign none Yes 3 arterial FS NFSR Exis ting Reconstruct No Change No Change Reconstruct No Change 0 0 0

Haul ‐ Pre‐

haul Mtce

477 10.23 10.55 0.32 0.00 KD6 sign none Yes 3 arterial FS NFSR Exis ting Decommission 5

No ATM

Needed Decommission 5 for 477. 0 0 No Haul


Haul ‐ Pre‐

haul Mtce


No ATM

Needed Decommission 5 for 477. 0 0

Haul ‐ Pre‐

haul Mtce


No ATM


477 15.83 19.07 3.25 0.00 KD6 sign none Yes 3 arterial FS NFSR Exis ting Keep NF System Road No Change No Change Keep NF System Road No Change for 477. 0 0

Haul ‐

Biomass


No ATM



Haul ‐ Pre‐

haul Mtce

477 20.05 20.15 0.10 0.00 OPEN‐HL none none Yes 3 arterial FS NFSR Exis ting Keep NF System Road No Change No Change Keep NF System Road No Change 0 0 0

Haul ‐ Pre‐

haul Mtce

148

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