Kuiu Timber Sale FEIS Chapter 3 • 181

3.12 Transportation 

Forest roads are classified as National Forest System (NFS) roads, 

temporary roads and unauthorized roads by 36 Code of Federal 

Regulations (CFR) 212.1. 

• A National Forest System road is “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 public road authority” (36 

CFR 212.1). NFS roads are generally required to provide longterm or intermittent motor vehicle access. These roads receive 

constant or intermittent use depending upon the timing of the 

timber harvest(s) and other activities. NFS roads form the primary 

transportation network in the Project Area. 

• A temporary road or trail is “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” (36 CFR 212.1). 

Temporary roads are intended for short-term use and maintained 

for a limited time usually to access a timber harvest unit. 

Temporary roads are decommissioned by removing culverts and 

bridges after a timber harvest. 

• Unauthorized roads are not managed as part of the forest 

transportation system. These include unplanned roads, abandoned 

travelways, and off-road vehicle tracks that have not been 

designated and managed as a trail. Roads that are no longer under 

permit or other authorization and have not been decommissioned 

are also considered unauthorized. 

Decommissioning can occur for all three types of roads. On NFS 

roads, decommissioning removes the road from the long-term forest 

road transportation system. Otherwise, the act of decommissioning is 

the same for all roads, which can range from blocking the entrance and 

removing drainage structures to obliterating the road. The end result is 

the stabilization and restoration of unneeded roads to a more natural 

state (36 CFR 212.1). For this project, temporary roads will be 

decommissioned by pulling all culverts and bridges, adding waterbars, 

and blocking the entrance of the road with a tank trap. 

Maintenance and reconditioning of existing National Forest System 

(NFS) roads is an ongoing process that occurs on a periodic basis. 

Normally this kind of road work is determined to fit the category of 

routine repair and maintenance of roads that do not individually or 

cumulatively have a significant effect on the quality of the human 

environment and may be categorically excluded from documentation 

3.12.1 

Introduction 
3 Environment and Effects

182 • Chapter 3 Kuiu Timber Sale FEIS 

in an EIS or an EA unless scoping indicates extraordinary 

circumstances (FSH 1909.15, 31.12, #4). The maintenance and 

reconditioning of NFS roads on the project area may occur before, 

during and after the project analysis. This work is done through 

separate service contracts to reduce the backlog of deferred 

maintenance, recondition roads to comply with best management 

practices, maintain the existing infrastructure for the proposed timber 

sale or future harvest entries, and other National Forest management 

activities. The timing of this work may coincide with this project's 

analysis but is not part of the proposed action or alternatives being 

considered. Any effects from the road maintenance and reconditioning 

work are included in the cumulative effects analysis for this project. 

Changes in road type and mileage between the DEIS and 

the FEIS 

The Kuiu Timber Sale DEIS proposed the construction of up to 19 

miles of temporary roads. In response to public concerns about roads 

across the Forest, the Interdisciplinary Team (IDT) took another look 

at the classification of these proposed roads. With further analysis of 

the Forest LSTA and possible future activities, the IDT reclassified 

some of the miles of temporary road as new NFS road. 

A second notable difference between the DEIS and the FEIS is the 

total miles of roads built in each action alternative. In the DEIS, 

sections of temporary roads were counted twice in the total miles of 

new or reconstructed road. This error accounts for approximately 7 to 

9 miles of road that are no longer in the total miles of new NFS and 

temporary road construction. 

Road maintenance consists of periodic repairs to an existing road 

surface, in addition to brushing, and cleaning and repairing drainage 

features. These tasks are performed to keep the roads in the safe and 

useful condition for which they were designed. Repairs may be done 

as annual maintenance. 

Road reconditioning is heavier maintenance of an existing road which 

includes work such as culvert replacement, surface rock replacement, 

and subgrade repair. 

Road maintenance and reconditioning consist of performing the work 

necessary to retain or restore the road’s original traffic service level. 

The amount and level of maintenance and repair is dependent upon 

traffic management objectives and maintenance criteria. 

Roads are often built and operated at a higher maintenance level 

during the timber sale than they are afterwards. The operational 

maintenance level is the maintenance level assigned to a road which 

considers the immediate needs, road condition, budget constraints, and 

3.12.2 

Road Access 

Management 
 Transportation 3

Kuiu Timber Sale FEIS Chapter 3 • 183

environmental concerns; in other words, it defines the level at which 

roads would be maintained during the timber sale. The objective 

maintenance level is the maintenance level assigned to the road after 

timber harvest. It considers future road management objectives, traffic 

needs, budget constraints, and environmental concerns. 

The definitions for maintenance levels (ML) originate from the Forest 

Service Handbook 7709.58. The purpose of the MLs is to define the 

level of service provided by, and maintenance required for, a specific 

road or segment. 

• Level 1. Assigned to intermittent service roads that are closed to 

vehicular traffic. Emphasis is normally given to maintaining 

drainage facilities and runoff patterns. These roads may be placed 

into storage. 

• Storage is a term used only for NFS roads. The physical on-theground changes maybe similar to a decommissioned road; 

however, roads in storage are considered part of the long-term 

forest road transportation system and may be opened to vehicular 

traffic in the future. The process/action of storage involves closing 

a road to vehicle traffic and placing it in a condition that requires 

minimum maintenance to protect the environment and preserve the 

facility for future use. Drainage structures in live drains may be 

completely removed to restore natural drainage patterns. Ditch 

relief culverts may be left in place and supplemented with deep 

water bars in order to minimize the cost of reusing the roads in the 

future. 

• Level 2. Assigned to roads open for use by high clearance 

vehicles. Passenger car traffic is not a consideration. Log haul 

may occur at this level. Most roads within the Project Area are ML 

1 or ML 2. 

• 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. There are two ML 3 

roads in the Project Area. 

• Levels 4 and 5 are maintained to higher levels of comfort for a 

driver in a standard passenger car. There are no ML 4 or 5 roads in 

the Project Area. 

Part of the analysis of the Project Area is to identify the minimum road 

system needed for safe and efficient travel and for administration, 

utilization, and management of National Forest System lands. The 

minimum system is the road system determined necessary to: 

• Meet resource and other management objectives adopted in the 

Tongass Land and Resource Management Plan, 

3.12.3 

Road Analysis 

Process 
3 Environment and Effects

184 • Chapter 3 Kuiu Timber Sale FEIS 

• Meet applicable statutory and regulatory requirements, 

• Reflect long-term funding expectations, and 

• Ensure that the identified system minimizes adverse environmental 

impacts associated with road construction, reconstruction, 

decommissioning, and maintenance. 

The Road Analysis Process (RAP) for the Project Area is a tiered, 

science-based system of analysis. The first layer is the Forest-wide 

RAP, which is an analysis of the Tongass National Forest. The second 

layer is the Kuiu Road Analysis which includes the Kuiu Timber Sale 

Area. 

The road management objectives for roads used in this project are in 

Appendix B. Each of these roads is considered necessary for long-term 

management of the forest on either an intermittent or constant basis. 

The current status of the NFS roads in the Project Area, including 

those portions that delineate the Project Area, is listed in Table 3-67. 

Changes in travel management policy and declining road maintenance 

budgets may prevent some of the other proposed recommendations 

from the 2001 Kuiu Road Analysis from taking place at this time. The 

Petersburg Ranger District Access Travel Management Plan will be 

completed in 2009 addressing transportation issues not related to this 

project. 

The roads in the Project Area are connected to a contiguous road 

system consisting of approximately 190 miles of NFS roads on the 

northern portion of Kuiu Island. These roads are not connected to any 

community, other public roads, or other public transportation systems. 

All of the NFS roads were constructed in support of timber sales and 

connect to Log Transfer Facilities (LTFs) in Rowan Bay and Saginaw 

Bay. 

The Project Area has approximately 76 miles of existing NFS roads, 

including 4.4 miles of Road 6404 that runs from Rowan Bay LTF to 

Road 6402 outside the Project Area. Approximately 1.1 miles of Road 

6402 is also outside the Project Area and connects the Project Area to 

Road 6404. These roads are included in this analysis because they 

could be used for administrative traffic to access the area and for log 

haul to Rowan Bay LTF, if an action alternative is selected. 

Due to the remote location of Kuiu Island, there is very little public 

traffic. Most of the road use on the island is due to administrative use 

or logging, with some traffic from outfitter/guides and subsistence 

hunting. 

3.12.4 

Existing 

Roads 
 Transportation 3

Kuiu Timber Sale FEIS Chapter 3 • 185

Table 3-67. Existing National Forest System Roads in the Project Area 

Road Length (Miles) Status Road Length 

(Miles) 

Status 

6402 

14.5 (includes 1.1 

miles outside 

Project Area) 

Open 6417 3.67 Closed* 

6448 0.81 Open 6443 1.3 Closed* 

46252 1.10 Closed* 6422 0.24 Closed* 

46251 2.13 Open 6401 1.03 Open 

6425 6.47 Closed* past 

MP 4.65 46094 1.58 Closed* 

6403 0.37 Closed* 46091 1.58 Closed* 

6441 1.73 Open 46152 2.05 Closed* 

6442 0.75 Closed* 46154 0.54 Closed* 

46098 0.42 Closed* 6415 18.51 Open 

6427 3.44 Closed* past 

MP 1.15 6421 0.46 Closed* 

6413 2.84 Open 6419 0.39 Closed* 

46096 3.80 Open 46127 1.43 Closed* 

6418 1.70 Open 6411 0.80 Open 

46021 1.38 Open 46420 2.27 Open 

6404 4.4 miles outside 

Project Area Open 

* Closed is defined as undrivable to a highway vehicle. 

Closure may be due to manmade obstructions or vegetation. 

This document recommends closure of the proposed new NFS roads 

and many of the existing NFS roads that are related to this proposed 

timber harvest. Reasons for closure to public motorized traffic include 

declining road maintenance dollars and wildlife concerns. The 

Petersburg Ranger District Access Travel Management Plan scheduled 

for publication in 2009 will further address these issues. 

All Maintenance Level 1 (ML 1) roads used or constructed for this 

project would be open only for authorized activities and would not be 

open at any time for public use. A range of options exist to closing 

roads and meeting ML 1 standards following the timber sale activities. 

However, the implementation of BMPs and effective motorized 

closure is required for proper storage with all ML 1 roads to insure 

3.12.5 

Closing 

Existing NFS 

Roads 
3 Environment and Effects

186 • Chapter 3 Kuiu Timber Sale FEIS 

appropriate resource protection, regardless of the methods used to 

close the road. Given this, the actions taken to most effectively and 

efficiently meet BMPs and close roads to motorized use can vary 

depending on individual road characteristics. In limited situations, 

effectively closing roads to motorized use may require only a 

permanent gate. Most ML 1 road closures, however, would require at 

least an adequately sized tank-trap somewhere near the road’s 

beginning. Commonly roads require additional deterrents for the first 

quarter to a half mile, depending on circumstances. These deterrents 

are usually provided by, but not limited to, removing drainage 

structures such as culverts. Each road is evaluated for the most 

effective and efficient closure prior to project implementation. 

3.12.5.1 Road Density 

The Project Area has 56.2 miles of existing open NFS roads for an 

open road density of 0.78 mi/mi2. Table 3-68 lists the roads in the 

Project Area and their status. The action alternatives would physically 

close between 7.8 and 10.5 miles of existing NFS roads that are 

currently open in the Project Area (Table 3-69). These closures were 

recommended in the Kuiu Island Landscape Assessment (2005). The 

closed roads would be placed into storage by various methods. These 

roads could be re-opened in the future as needed. This project would 

decrease the mileage and density of NFS roads left open after timber 

harvest in each alternative except the No-Action Alternative, as shown 

in Tables 3-68 and 3-69. 

Table 3-68. Current and proposed open road density in the Project Area 

Alt 1 Alt 2 Alt 3 Alt 4 Alt 5 

Current open road 

density (mi/mi2) 0.78 miles per square mile 

Proposed open road 

density (mi/mi2) 0.78 0.67 0.66 0.63 0.63 

Open road density 

during harvest 

(mi/mi2) 

0.78 0.87 0.90 0.96 0.97 

The action alternatives propose between 1.8 and 6.5 miles of new NFS 

road construction to access timber harvest units (Table 3-69). Also, the 

action alternatives propose between 1.5 and 3.9 miles of temporary 

road construction to access timber harvest units (Table 3-69). All new 

NFS roads would be placed in storage and all temporary roads would 

be decommissioned after timber activities are complete. 

3.12.6 

Proposed NFS 

and 

Temporary 

Roads 
 Transportation 3

Kuiu Timber Sale FEIS Chapter 3 • 187

Table 3-69. Existing and proposed miles of open and closed NFS road and miles of 

proposed temporary road construction in the Project Area 

Alt 1 Alt 2 Alt 3 Alt 4 Alt 5 

Miles of open NFS road 56.2 56.2 56.2 56.2 56.2 

Miles of closed NFS road to be temporarily opened 

for harvest 0 4.1 3.0 6.1 6.8 

Miles of existing open NFS road to be placed into 

storage 0 7.8 8.0 10.5 10.5 

Miles of new NFS road construction (stored after 

harvest) 0 1.8 5.4 6.5 6.5 

Miles of open NFS road after harvest 56.2 48.4 48.2 45.7 45.7 

Miles of temporary road construction 0 1.5 2.1 3.9 3.5 

Total road cost ($1000s) $0 $553 $1,209 $1,656 $1,764 

To provide access to timber harvest units, all of the action alternatives 

would recondition between 3.0 and 6.8 miles of existing NFS roads 

that are currently closed and in storage. All of these roads would be 

closed and put into storage after timber harvest is complete (Table 3-

70). These road miles are included in the miles of reconstruction for 

cost. 

NFS roads in southeast Alaska are more expensive to build than in 

other parts of the nation. The major factor that contributes to higher 

costs is obtaining the rock for the roadbed. Rock is produced by 

blasting bedrock, which is then hauled and shaped into a road over 

typically soft, uneven terrain. Other factors that contribute to the high 

cost of constructing Southeast Alaskan roads include the higher costs 

of shipping and labor, the numerous drainage structures needed and 

more complex logistics. 

The Kuiu FEIS proposes approximately 2.8 miles of new road 

construction on decommissioned temporary roadbed. While this is 

considered new construction, the actual building cost would be lower. 

The adjusted cost for these segments of road is reflected in the average 

new NFS road cost per mile. 

All road management would follow Best Management Practices 

(BMPs) and other applicable laws, regulations, and specifications. 

Refer to the Road Management Objectives in Appendix B for more 

information on specific BMPs. 
3 Environment and Effects

188 • Chapter 3 Kuiu Timber Sale FEIS 

Table 3-70. Existing NFS road miles that would closed after 

timber harvest 

Alt 1 Alt 2 Alt 3 Alt 4 Alt 5 

Roads currently drivable and/or with structures 

6413 0 2.8 2.8 2.8 2.8 

46096 0 3.6 3.6 3.6 3.6 

6427 0 0 0 1.1 1.1 

46021 0 1.4 0 1.4 1.4 

6418 0 0 1.6 1.6 1.6 

Total Miles 0 7.8 8.0 10.5 10.5 

Roads currently in storage to be opened to access units(s) 

6417 0 2.3 1.3 2.3 2.3 

6427 0 0 0 2.2 2.2 

46091 0 1.0 1.0 1.0 1.0 

46094 0 0.7 0.7 0.7 0.7 

6422 0 0 0 0.5 0.5 

6443 0 0.1 0 0.1 0.1 

Total Miles 0 4.1 3.0 6.1 6.8 

3.12.7.1 Log Transfer Facilities (LTFs) 

The transfer of harvested timber requires that logs be hauled to a site 

where they can be removed from trucks, transferred to saltwater for 

rafting or loading onto barges, and then towed to a mill. These sites are 

termed “log transfer facilities,” or “marine access points.” There is one 

LTF on the north end of the Project Area, Saginaw LTF, and one 

approximately six miles south of the Project Area, Rowan Bay LTF. 

Access to the Rowan Bay LTF would require log haul over existing 

NFS roads 6402 and 6404, a distance of approximately 5.5 miles 

outside the Project Area. The Rowan Bay LTF is a steel piling 

bulkhead that was designed for use with a barge for loading logs. 

However, logs could also be rafted from this site. The Rowan Bay LTF 

is in good condition and would require no reconstruction for log 

transportation or storage. 

Access to the Saginaw Bay LTF would require log haul over existing 

NFS roads 6402 and 6448, both of which are inside the Project Area. 

The Saginaw Bay LTF was designed to place the logs in the water for 

3.12.7 

Other 

Facilities 
 Transportation 3

Kuiu Timber Sale FEIS Chapter 3 • 189

rafting. While no reconstruction is necessary if logs are rafted, the LTF 

would need to be reconstructed prior to any barge use, which would 

require an amendment to the existing permit. The reconstruction would 

include a shot rock fill placed at the end of the existing filled area. The 

new ramp would be made of shot rock fill and would extend off the 

front of the existing fill area out into deep water. 

Current permits for the construction and use of the LTFs include: 

• Section 10 of the Rivers and Harbors Act of 1899 Corps of 

Engineers approval for the construction of structures or work in 

navigable waters of the United States 

• Tidelands permit from the State of Alaska, Department of 

Environmental Conservation 

• Certification of compliance with Alaska Water Quality Standards 

(Section 401 Certification) from the State of Alaska, Department 

of Environmental Conservation 

• Storm Water Discharge Permit and a permit for discharge of bark 

and wood debris from the US EPA (Section 402 of the Clean 

Water Act) 

3.12.7.2 Sort Yard 

There is a sort yard, approximately 12 acres in size, located on the 

uplands adjacent to the Rowan Bay LTF. Due to its size and 

convenient location, it is not expected that any other sort yard would 

be needed for any of the action alternatives if Rowan Bay were 

selected as the LTF site. 

There is an existing storage yard adjacent to the Saginaw Bay LTF for 

storing up to 200 mbf barge loads. In addition to the storage area, a 

sort yard at the end of NFS road 6448, approximately one mile from 

the Saginaw LTF site, is proposed for log sorting prior to storage at the 

LTF site. This sort yard would be located at the old logging camp site. 

This area is currently covered in alders, but the surface underneath is 

shot rock. The sort yard site would be approximately 400 x 800 feet in 

size and located on the existing flat terrain. 

3.12.7.3 Logging Camp 

There is an existing land camp at Rowan Bay about one mile south of 

the LTF. The camp has an Alaska Department of Environmental 

Conservation approved water and sewer system. This would be a 

typical camp for any timber operator that worked in this area. A 

floating camp could also be used during harvest activities. Appropriate 

permits would need to be acquired by the operator. 
3 Environment and Effects

190 • Chapter 3 Kuiu Timber Sale FEIS 

3.12.7.4 Forest Service Facilities 

There is a Forest Service administrative site located near the Rowan 

Bay logging camp. This site has a bunkhouse/office building and a 

separate equipment/generator building. The administrative site is used 

by Forest Service employees working in the Rowan Bay area. 

3.12.7.5 Rock Quarries 

There is a need for rock sources during the construction of new NFS 

roads and temporary roads, as well as for the maintenance of existing 

NFS roads within the Project Area. The rock source is preferably 

within one mile of the road construction or maintenance site. 

Rock quarries are usually developed on a hillside by removing any 

trees and overburden above the bedrock, typically within five feet of 

the surface. The bedrock is drilled and blasted to produce rock that is 

one foot in diameter and less. It is used as an overlay to produce the 

road surface. 

New rock quarries may be developed to support new road construction 

and road maintenance. Quarry sites would be developed within 500 

feet of a road and avoid Class I and II stream buffers, old-growth 

habitat reserves, eagle and goshawk nest tree buffers and nondevelopmental LUDs. With either the expansion of an existing quarry 

or the development of a new one, the area footprint would not exceed 

five acres. 

Listed below are roads that would require rock material if an action 

alternative is selected. Possible rock quarry sources are also listed. 

• Construction of proposed Road 46030: An existing quarry at MP 

0.1 could be expanded to provide material. A new site could be 

developed in the existing clearcut between MP 0.6 and MP 1.1. 

• Construction of proposed Road 46031: A new quarry site could be 

developed in the existing clearcut between MP 0.0 and MP 0.4 to 

provide material. 

• Construction of proposed Roads 46032 and 46033: The existing 

quarry on Road 46096 at the intersection of proposed Road 46032 

could provide material. A new site could be developed in proposed 

timber Unit 208 between MP 0.2 and MP 0.8 on Road 46096. 

• Construction of proposed Road 46034: The existing quarry at MP 

0.1 could provide material. A new site could be developed between 

MP 0.5 and MP 0.9. 

• Construction of proposed Road 6427 (MP 3.44 – MP 3.66): The 

existing quarry at MP 1.7 could provide material. A new site could 

be developed between MP 0.5 and MP 0.9. 
 Transportation 3

Kuiu Timber Sale FEIS Chapter 3 • 191

• Construction of proposed Road 46021 (MP 1.38 – MP 1.98): The 

existing quarry at MP 0.6 could provide material. A new site could 

be developed between MP 1.0 and MP 1.4. 

• Reconditioning of existing Road 6417: The existing quarries at 

MP 0.5, MP 1.2, and MP 1.4 could provide material. 

• Reconditioning of existing Road 6427: The existing quarry at MP 

1.7 could provide material. 

• Reconditioning of existing Road 6443: The existing quarry at MP 

0.66 could provide material, as well as the existing quarry at MP 

1.4 on Road 6417. 

• Reconditioning of existing Road 6422: The existing quarries at 

MP 1.2 and MP 1.4 on Road 6417 could provide material. 

• Reconditioning of existing Road 46091: The existing quarries at 

MP 0.8 could provide material, as well as the existing quarry at 

MP 6.3 on Road 6415. 

• Reconditioning of existing Road 46094: The existing quarry at 

MP 0.9 could provide material, as well as the existing quarry at 

MP 12.8 on Road 6402. 

The effects of the transportation system on other resources are 

discussed in the specific resource sections. This section focuses on the 

transportation system by alternative and discusses post-project 

management. 

Alternative 1 

The maintenance of existing NFS roads would not change. Existing 

open NFS roads would not be placed into storage and no new NFS 

roads are proposed. 

Actions Common to all Action Alternatives 

• All new NFS roads would be placed into ML 1 and stored after 

timber harvest activities. 

• Reconditioning of currently closed NFS roads needed for accessing 

timber units would consist of removing blowdown trees, brushing, 

regrading of the existing roadbed, and clearing road ditch lines and 

drainage channels. Reconditioning also involves reinstalling 

culverts at drainage and stream crossings. These roads would be 

placed into ML 1 and stored after timber harvest activities. All 

temporary roads would be decommissioned after timber harvest. 

Alternative 2 

• Construct 1.8 miles of new NFS road. 

3.12.8 

Comparisons 

of Alternatives 
3 Environment and Effects

192 • Chapter 3 Kuiu Timber Sale FEIS 

• Construct 1.5 miles of temporary road. 

• Place three existing open NFS roads, totaling about 7.8 miles, into 

ML 1 and close after timber harvest activities are complete. 

• Recondition 4.1 miles on four NFS roads that are currently closed. 

Alternative 3 

• Construct 5.4 miles of new NFS road. 

• Construct 2.1 miles of temporary road. 

• Place three existing open NFS roads, totaling about 8.0 miles, into 

ML 1 and close after timber harvest activities are complete. 

• Recondition 3.0 miles on three NFS roads that are currently closed. 

Alternative 4 

• Construct 6.5 miles of new NFS road. 

• Construct 3.9 miles of temporary road. 

• Place 10.5 miles on five existing NFS roads in ML1 and close after 

timber harvest activities are complete. 

• Recondition 6.1 miles on five NFS roads that are currently closed. 

Alternative 5 

• Construct 6.5 miles of new NFS road. 

• Construct 3.5 miles of temporary road. 

• Place 10.5 miles on five existing NFS roads in ML 1 and close 

after timber harvest activities are complete. 

• Recondition 6.8 miles on six existing NFS roads that are currently 

closed. 

Summary 

All of the proposed action alternatives would reduce the amount of 

open NFS road by placing them into storage after timber harvest 

activities. In turn, this would reduce the amount of road maintenance 

required in the Project Area. Because these roads receive little use, the 

amount of use is not expected to change significantly as a result of 

these closures. 

The cumulative effects analysis for transportation includes the entire 

road system on Kuiu Island and focuses on miles of open NFS road. 

The Catalog of Events for Kuiu Island was referenced to determine the 

effects considered in this analysis. 

3.12.9 

Cumulative 

Effects 
 Transportation 3

Kuiu Timber Sale FEIS Chapter 3 • 193

All of the proposed alternatives would reduce the amount of open NFS 

road by placing them into storage after timber harvest activities are 

complete. The changes on the Kuiu road system are not expected to 

effect long-term access or travel management. During the timber sale 

there would be periods of time where the timber purchaser maintains 

certain existing roads. Roads may also be temporarily blocked to move 

equipment or due to safety concerns during logging operations. These 

temporary conditions would not have a cumulative long-term effect. 

All of the action alternatives and several reasonably foreseeable future 

activities would add new NFS roads to the Kuiu road system. The 

foreseeable future activities include: Crane and Rowan Mountain 

Timber Sales and the Threemile Timber Sale. These two projects 

could construct an additional 6.6 miles of new NFS roads and 3.3 

miles of temporary roads. The new NFS roads would be closed and 

placed in storage after timber harvest activities. Temporary roads 

would be decommissioned after timber harvest. Cumulatively, open 

NFS miles would decrease within the Kuiu road system. 

The Petersburg Ranger District Access and Travel Management 

(ATM) Plan will look at road access across the District in terms of 

needs, resource use and protection, and declining road maintenance 

budgets. It will consider all roads, including nonsystem roads as well 

as the closure of more road miles on Kuiu Island. If the decision is 

made to close more roads on Kuiu, the amount of road maintenance 

required would be reduced. Roads would be turned from ML 2 into 

ML 1 resulting in considerable maintenance savings. This would 

provide additional funding for maintenance on the remaining open 

roads. The District ATM will be completed in 2009. 

Maintenance of existing National Forest System roads has occurred 

and will continue to occur in the Project Area as long as future funding 

is available. On Kuiu Island major contract road maintenance (costing 

over $100,000) is generally performed every three to four years on 

most of the ML 3 roads and on a few of the ML 2 roads. This major 

maintenance contract generally includes blading, brushing, clearing 

culvert inlets and replacing failed culverts. In addition, hand road 

maintenance is performed annually on most of the ML 2 and ML 3 

roads. Hand maintenance involves clearing blown down trees from the 

roadway after the snow has melted in the spring.. 

Road maintenance and reconditioning projects since the DEIS include 

the Kuiu Road Maintenance CE 2006, which included routine 

reconditioning and brushing of several of the most heavily used ML 3 

roads on Kuiu Island.