Engineering Report: Shasta-Trinity National Forest South Fork Management Unit Analysis of National Forest System Road 30N44 (milepost 0.00 to 0.40) for Motorized Mixed Use Designation
Forest: Shasta-Trinity Road Number: 30N44 Management Unit: South Fork Road Name: Gemmill Tie Time of Visit: 11/4/11 @ 1515-1530 Study Segment road data from the forest transportation atlas: Segment 1: NFSR 30N01 to Shasta CR 1B005 Beginning Mile Post: 0.00 Ending Mile Post: 0.40 Traffic Service Level: A B C D Objective Maintenance Level: 1 2 3 4 5 Operational Maintenance Level: 1 2 3 4 5 Maintenance by: Forest Service (FS) Non-Forest Service ROW or jurisdiction? Yes No Any road use agreements, maintenance agreements, or other encumbrances? Yes No Description of agreements or encumbrances: The entire route is located on Sierra Pacific Industries land. The Forest transportation atlas documents Forest Service jurisdiction over the entire length. Subject to Highway Safety Act? Yes No Non-highway-legal vehicles currently permitted? Yes No Would motorized mixed use be consistent with State and local laws? Yes No The proposed segment is 0.40 miles in length and, if separate from other motorized mixed use segments totaling over 3 miles in length, would be 2
consistent with California Vehicle Code (CVC), Combined Use Highways Designation (CVC Division 16.5, Chapter 2, Article 1, Section 38026). Based on the CVC and Forest Service Region 5 guidelines, (if within State limits) the designation of motorized mixed use requires California Highway Patrol notification prior to designation. Based on the response from the CHP commissioner, the Forest may reconsider the decision to designate MMU and/or may adjust mitigation measures needed for implementation. Description of road management objectives (RMOs), existing use, and proposed use: NFSR 30N44 has traditionally served administration of the STNF, including fuels and vegetation management, commodity extraction, fire suppression, and recreation. The road serves as a cut-across between NFSR 30N01 and the Harrison Gulch Road (CR 1B005). The road also provides access to private land, including commercial timber land. The road is considered a highway by the Forest Service and is managed in accordance with the Highway Safety Act. The road is managed for passenger car vehicles and is appropriately posted with horizontal route identification markers. It is currently managed as open only to highway-legal vehicles. The road segment studied for this report is proposed to be managed for all motor vehicles, with motorized mixed use. The proposed use of non-highway-legal vehicles on highway segments would be restricted to licensed operators only, in accordance with State law. General Considerations: All motor vehicle operators need to be cognizant of the applicable State laws, and how they pertain to each age group, vehicle type, and National Forest System road classification. Through authorities delegated by the Secretary, the Forest Service may restrict or control use to meet road management objectives (36 CFR 212.5). The STNF currently manages this road as a highway, in accordance with the Highway 3
Safety Act. The road is therefore subject to the provisions of the California Vehicle Code (CVC) for highways. Operators on roads managed by the Forest Service for passenger cars (maintenance level 3-5) are required to be in possession of a valid state driver s license. State OHV Regulations: To operate on public lands, off of highways, motor vehicles must have either a street-legal license plate or a red sticker or a green sticker. For more information, see the CA State Parks Off-Highway Motor Vehicle Recreation site, available @ http://ohv.parks.ca.gov/ California has: -requirements for ATV safety -conditions for operating ATVs -OHV equipment requirements -OHV operation requirements Summary of Findings: The road is maintained to a standard allowing efficient passenger car through traffic at speeds up to 25 mph on segment 1. The road is a short (0.40 mile) cut-across route from the Harrison Gulch Road (CR 1B005) to NFS Road 30N01. It has good sight distance and is wellmaintained. An active Sierra Pacific Industries timber sale was observed during the study directly adjacent to segment 1. Designating the road segment for motorized mixed use, with mitigation, results in a risk assessment of low crash probability and moderate crash severity. Road hazard mitigation should be prioritized regardless of mixed use, along with implementing a comprehensive communication, management, and enforcement plan. Associated implementation costs will depend on the designated allowed use. Implementing mitigation measures will reduce crash probability. 4
Factors Considered: 1. Operator considerations: The current use on NFSR 30N44 appears to be consistent with State law and Forest Service policy for operational maintenance level 3 roads. Private, commercial, recreational and administrative traffic can be expected along this segment. 2. Crash history: None provided by unit 3. Observed Traffic volume and type: Non-highway-legal vehicles: < 12 inch tread width < 50 inch tread width >50 inch tread width Highway-legal vehicles: < 12 inch tread width < 50 inch tread width >50 inch tread width Passenger cars Commercial vehicles Recreation vehicles (RV s) 1 Log truck 2 pickup trucks (both with diesel tanks supporting timber sale) 4. Speed - Anticipated average speed (85 th percentile): The road segment was driven at various speeds to simulate conditions encountered by a reasonable and prudent driver in a passenger car. Based on observation and engineering judgment, speeds are anticipated as: 25 mph 5
5. Road surface type: Segment 1 is surfaced with mostly native material and a small amount of residual crushed aggregate. The roadway is well maintained. The travelled way width was variable and approximately 18 wide on average. 6. Intersections with other roads and trails: The road has two main intersections, one at each termini. Both are well signed and with good sight distance. There was also a number of equipment aprons on the shoulders which were being used in the active timber sale. 7. Other roadway factors: A log landing was located at the west termini (milepost 0.0) and also on the north side of the road at milepost 0.3. 8. Roadside conditions: Gentle slopes were observed. 6
9. Risk without mitigation if designating the road segment open to all motor vehicles : Segment 1: Crash probability: High Med Low Crash severity: High Med Low Crash probability was assessed based factors including: Traffic volume, rates of speed, alignment, road segment uses, sight distance, traveled way surface and width, operator requirements. Crash severity was assessed based on: Roadway geometry (embankments, slopes, horizontal and vertical alignments), difference in vehicle sizes, difference in speeds of OHVs and full-size passenger vehicles, potential path and objects encountered if a vehicle left the traveled way. Alternatives and Mitigation Measures: Alternatives and mitigation measures are presented to assist with safe road management. They are to be considered, should the agency have the appropriate time, workload, and funding based on competing priorities. For all situations, the following mitigation measures apply: Clear communication and education to the visitors on allowed uses, safe motor vehicle use, and natural resources (informational signing and kiosks, maps, website, etc.). Improved route identification signing, consistent with the forest visitor map and forest motor vehicle use map. Repair and replace devices as needed. Clear brush and trees, especially along curves and at intersections, to improve sight distance. warning: improved sight distance may result in higher speeds Removal of roadside hazards such as boulders, trees, and debris. Implement and maintain the appropriate Forest Service traffic management strategies for the assigned operational maintenance level. Combine the appropriate enforcement measures with the allowed uses for the road. Coordinate with other agencies to improve enforcement consistency. Utilize a monitoring program to better determine the appropriate management strategy for the types of use, new technologies, changes in visitor demands, and resource protection measures. In addition, these mitigation measures would apply to the following alternatives. 7
Although the following alternatives are not comprehensive for the situation, they represent the most likely and/or practical options based on engineering judgment. Alternative 1: Designate the road segment as open to highway-legal vehicles only. Continue to manage the road in accordance with maintenance level 3 standards. Maintain all roadway signing to MUTCD standards. Approximate Implementation Cost: $ 0 Expected risk: Crash probability: High Med Low Crash severity: High Med Low * This results in a non-motorized mixed use situation. This option carries forward the existing Road Management Objectives. Alternative 2: Designate the road segment as open to all motor vehicles, including highway-legal and non-highway-legal vehicles. Maintain the road in accordance with maintenance level 3 standards. Improve education and enforcement communication to explain the complexities of various allowed uses on the road. Install appropriate warning signs ( Share the Road ) of a type approved by the Department of Transportation on and along the highway to identify and communicate the potential hazards related to motorized mixed use. Improve sight distance by clearing vegetation along shoulders, curves, and at intersections. Require temporary traffic control devices be installed when timber sale traffic occurs along route. Approximate Implementation Cost: $ 500 Covers safety signing and roadside brushing. Expected risk: Crash probability: High Med Low Crash severity: High Med Low Alternative 3: Designate the road segment as open to all motor vehicles, including highway-legal and non-highway-legal vehicles. Downgrade the road in accordance with maintenance level 2 standards. This would require implementing the appropriate traffic management strategies, in this case either discourage passenger car vehicles and/or accept -or- encourage high clearance vehicle traffic. 8
This option is not consistent with the assigned road objective maintenance level; however, if NFSR 30N01 is also downgraded then there would not be a need to transport passenger car vehicles from CR 1B005. Consider narrowing the roadway and removing features such as ditches & culverts which may require frequent maintenance more associated with ML 3-5 roads. Approximate Implementation Cost: $ 3,000. Natural deterioration could be planned as an alternative. Expected risk after mitigation: Crash probability: High Med Low Crash severity: High Med Low *this option should only be selected if motorized mixed use is also being implemented on adjacent NFSR 30N01 Alternative 4: Construct OHV trail segment(s) to allow non-highway-legal vehicles to bypass the road and access adjacent maintenance level 2 roads. The terrain in this area is steep and would not readily provide for a parallel trail system. However, there are other existing single-track routes in the vicinity and an alternative <12 inch motorized path could feasibly be implemented using these. Approximate construction cost: $3500 for new construction of a 0.4 mile bypass. * Alternative costs do not include planning, agreements, and long term maintenance costs associated with new NFS trails. Crash probability: High Med Low Crash severity: High Med Low * This results in a non-motorized mixed use situation. 9
Final Comments: Signing on National Forest System roads will conform to the standards presented in the FS sign and poster guidelines (available @ http://fsweb.wo.fs.fed.us/eng/roads_trails/signs_05/index.htm). In addition, roads managed under the Highway Safety Act, including the study segment here, must comply with the standards in the MUTCD (available @ http://mutcd.fhwa.dot.gov/). According to the Sign and Poster Guidelines for the Forest Service (2005): The following priorities are to be used to minimize the potential conflicts of mixed use: o Provide separate facilities. o Separate use periods. Roads may be designated for separate use periods such as season, weekday/weekend, or day/night. Notify the public of the locations, effective dates, times, and duration that the roads may or may not be used. Provide appropriate signs as shown in Chapter 3A. o Manage concurrent use. Upon designation and prior to allowing any mixed use, the Forest Supervisor is responsible for appropriately signing and mapping the route such that the dual traffic use is clear to all users. 10
Photos & Map Figure 1: Looking east at the entrance of NFSR 30N44 from the intersection with NFSR 30N01, milepost 0.0. 11
Figure 2: Segment 1 looking west as viewed from milepost 0.36; note active timber sale on right. Figure 3: Looking east towards the end of NFSR 30N44 and the "Y" intersection with Shasta County Road 1B005, milepost 0.38. 12
Figure 4: East end of NFSR 30N44 looking west, as viewed from the intersection with Shasta County Road 1B005, milepost 0.40. Figure 5: Forest destination signing and temporary warning sign at milepost 0.40. 13
Study termini Figure 6: Forest Visitor Map zoom view with study road. Prepared by: Chris Bielecki Logging Engineer, USDA Forest Service 14