Field reconnaissance took place during a three week period beginning at the end of April and continuing through early May, 1996. Weather conditions during this period were difficult, with rain occuring almost daily. On occasion, snow accumulations of a few inches occured at elevations over 2000 ft. The poor weather conditions made field work difficult at best but the adverse effects were somewhat minimized by the large number of students in the class.

Accessing the Burlington Mill with the most cost effective approach was the objective in developing the road design system. The watershed is presently between surrounding private ownership, Lake Whatcom, and populated communities which creates difficulty with haul routes. These problems include passage over sensitive slopes, impassable routes, isolated timber stands, and easement requirements through private property. Main haul routes to the mill at Burlington include Mount Baker Highway which runs along the north edge, Highway 9 which runs along the eastern edge, Interstate 5 which runs along the western edge, and Cook Rd. which runs along the southern edge.

The road design attempts to solve existing problems. New main haul routes leading through DNR land and connections to county roads were created. High mass wasting areas, wetlands, streams, and rock outcrops were avoided. In addition, haul routes were designed to lead away from highly populated areas and planned road lengths were minimized to reduce road density.

Due to time constraints and the sheer volume of the planned road network, only certain roads could be reconned during the field work. Because of this, roads were prioritized in the following manner:

1. Planned mainlines
1. Old or abandoned grades that could serve as mainlines
1. Difficult terrain conditions
1. Spur roads

Mainlines were planned during the preliminary office work to access large areas within the watershed. These roads were the number one priority during the field reconnaissance since the road network hinged on the feasibility of these roads. In some cases, alternate mainlines were planned in order to bypass other routes presently being used. These other routes included roads in poor condition or in difficult terrain as well as private roads that require the DNR to have easements.

All areas of the watershed contain old road and railroad grades from logging earlier this century. Many of these grades are quite long and could easily be re-activated and used as mainlines if the road prism was still maintained. Besides deterioration of the road prism, many of these old grades were built through mass wasting areas and have grades exceeding 20 %.

Difficult terrain is found throughout the watershed and some of the spur roads planned through the steeper areas were reconned to assess the feasibility of these routes.

For the most part, spur roads were ignored in the field reconnaissance phase of the project. However, some of the spurs planned on steeper grades and other spurs near reconned mainlines were checked.

The plan for the road reconnaissance was to survey the routes using one of the following methods:

• Hand compass and pacing
• Hand compass and taping
• Laser EDM survey (Criterion)
• GPS traverse

The primary means of traverse in the field was using a hand compass and pacing using fifty foot intervals. This method proved imprecise and variable depending on the crew but the general plan view location of these roads could be adjusted with fairly good accuracy. Use of a tape instead of pacing provided more realistic distance measure but was cumbersome in most locations.

The laser EDM survey was undertaken using the Criterion which allows for direct field input into a database. The azimuth, horizontal distance, slope distance, inclination, and percent slope can be directly measured in the field with the Criterion and a survey prism. The level of accuracy is much greater than using a tape, compass, and clinometer. Another advantage of using the Criterion is that it stores the data in a memory bank directly in the instrument. This replaces the field notebook and also decreases human error incurred when entering normal field notes into analysis programs such as Roadeng. The Criterion allows for the direct transfer of data into Traverse PC. The data brought into TRAVERSE PC can be transferred into Roadeng with some minor manipulation.

The GPS units, Trimble Pro XL and Geoexplorer specifically, were ineffective in the Lake Whatcom area. Only a few locations were taken throughout the field recon since less than the required five satellites could be reached on most occasions.

Two different levels of road gradeline markings were placed in the field: traversed or blazed. A listing of what can be expected to be found in each situation is listed below.

• Traversed
• Orange ribbon tied about every 50 feet.
• Pink ribbons on a few traversed roads (should be stationed). Typically pink is preliminary layout and was removed upon final location in orange.
• Pink ribbon for secondary roads.
• Landings were marked with 3 ribbons (pink-orange-pink).
• Grade changes marked with yellow and black striped ribbon.
• Takeoffs in yellow or yellow with some other ribbon color.
• Switchbacks in blue.

• Stationing, grade, and date are on some of the ribbons.
• The stationing on the ribbon may be from a different reference point than the beginning of the road: such as the end of the road or intermediate landing location.

• Blazed
• Orange ribbon at least every 50 feet.
• Tree blazed and painted with red paint mostly every 50 feet.
• Aluminum tag along with blaze every 3 to 5 stations. With a few exceptions, each tag will have road number, stationing, and grade.

Table 3.1 summarized road parameters within the watershed by the different planning blocks. Data is not listed for two of these blocks, Brannian/Fir and Park Interbasin since these units were not included in the harvest plan due to time constraints and priorities in other areas.

Included in this section of the road reconnaissance reports is an explanation of the road naming system and a summary of the networks by planning block. At the end of the section, there is an example of a road recon report, a ROADENG traverse and profile view, and a map showing the road location. All of the road reconnaissance reports are contained in a separate volume as a supplement to this harvest plan.

3.5.1 Road Naming System

Each road name begins with a series of letters. These letters stand for the interbasin the road is located in. Following this is a number corresponding to the range in which the beginning of the road is located in, a hyphen, and then the section number where it begins. If two roads begin in the same interbasin, range, and section then either an "n" for north or an "s" for south is added for differentiation.

Example: BCI 4-10n Blue Canyon Interbasin, Range 4, Section 10, northern most road.

ACI 4-7 Austin Creek Watershed, Range 4, Section 7.

Spur names begin with the road they take off from. Next a number is added, 1 through 9. The northern most spur of a particular road is labeled 1 with the next in line to the south labeled 2 and so on.

Example: BCI 4-10n1 Blue Canyon Interbasin, Range 4, Section 10, northern most

road, and the northernmost spur.

BCI 4-10n3 Blue Canyon Interbasin, Range 4, Section 10, northern most

road, with two BCI 4-10n spurs located north.

3.5.2 Road Network Description

Northern haul routes from Austin Creek would bring logging trucks through populated and highly political areas. Western haul routes are impossible due to the presence of Lake Whatcom. If the Austin Creek haul route were to run west, it would pass through the Barnes Creek Road System which is owned by Trillium and is very steep and costly due to easement fees. The only alternative is to develop a southern haul route which opens up much of the Austin Creek sub-basin to harvesting.

The existing TCI cable road has both too steep a grade and too sharp of curves for logging and tower trucks to pass through. The TCI cable road would also lead logging trucks to pass through local neighborhoods and then the city of Bellingham.

Two options were designed to deal with this situaton both of which open up Austin Creek and lead south through the Cain Interbasin to Cain Lake Road and then I-5.

The first option takes off from the existing LM-1000 on the south bound ACI 4-17, which connects with the ACI 4-19 leading west to meet up with the existing LM-2500. An existing gravel road leads south from the LM-2500 to meet up with the CI 4-30. A major switchback restructuring will need to occur here in order to make this route passable. The CI 4-30 heads South through a small easement on Bloedel property to the Cain Lake Road and then I-5. There have been talks of the DNR obtaining the Boedel easement property in some manner.

The ACI 4-17 opens up the northeastern Austin Creek stands. The initial portion of the ACI 4-17 is located on stable ground with a favorable moderate grade. It is recommended that the southern ten stations of the ACI 4-17 be repositioned in order to steer away from large rock outcroppings and steep grades in the current position. The new position would have the ACI 4-17 continue south to meet up with the tip of the ACI 4-19. The ACI 4-19 has an adverse grade in the haul direction. Care was taken in positioning the ACI 4-19 to steer clear of mass wasting areas along a stream crossing and to avoid as many rock outcrops as possible. A steep adverse grade as well as a southerly sandstone cliff is present on the CI 4-30 with the remainder considered a stable design.

The second option begins with the ACI 4-18 heading out from the LM-2000 to connect with the ACI 4-19. The ACI 4-18 design has an adverse grade and includes an approximate 60’ stream crossing. The ACI 4-7 was designed to replace the switchbacks at the northern end of the LM-2000. The current switchbacks will not allow towers to pass through. Although construction challenges exist, the advantages associated with this road make this road a positive option.

A good portion of the South Bay Interbasin is covered with extremely unstable soils. Lower portions of this interbasin border the lake and are inhabited by private parties. Road construction on the midslopes fragile soils could lead to disastrous mass wasting incidents. In addition, the slopes provide little deflection for long reach skylines. This combination of factors point to the unsuitability of this area for cable harvesting and road construction and the need for helicopter yarding. Patch cuts and selective harvesting techniques are recommended for South Bay Interbasin.

Olson Creek Interbasin has high elevations which are currently accessed through the north through a Trillium owned easement. Lower elevations are accessed where the county owned Y road runs by the tree nursery. The Y road leads onto Mount Baker Highway and onto Interstate 5. The design objective is to avoid the Trillium easement by creating a road system connecting high and low elevations as well as opening up Olson Creek to harvest.

The OI 4-21 connects the upper portion of Olson Creek to the pre-existing OC -1100. The OC-1100 leads to the Y road and a paved county road which leads to the Mount Baker Highway and on to I-5. Much of the OI 4-21 is an abandoned road grade. The current grade is favorable with several washouts due to improper drainage. A severe curve within the existing road grade was also widened to a 70’ radius to allow towers and log trucks to pass through. Latter portions of the OI 4-21 contain average grades from 15 to 18%.

Similar to Olson Creek, Smith Creek’s higher elevations are currently accessed through Trillium Roads to the north and lower elevations are accessed by the county owned Y road. The objective in Smith Creek is to avoid the Trillium easement while creating a road system that opens up Smith Creek through connection of the upper and lower elevations.

The SCI 4-27 takes off from the existing SH-2800 heading southwest till it meets with the SCI 4-28, NSI 4-29n junction. The SCI 4-27 is valuable as it connects the high and low elevations, eliminating need of the Trillium easement. The SCI 4-28 heads south to reach the southern areas of the interbasin. The NSI 4-29n takes off north west until it reaches the existing OC-1000. The OC-1000 leads to the Y road , a paved county road leading through the Mount Baker Highway to Interstate 5. The NSI 4-29s heads off of the mid section of 4-29n to access the southwest corner of Smith Creek. Additional spurs, NSI 4-32n and NSI 4-32s, head off from the end of NSI 4-29s to reach further landings.

The existing OC-100 contains a steep grade with major mass wasting incidences just prior to connecting with the NSI 4-29n. This area will require in-depth design work in order to combat the existing mass wasting areas as well as preventing future failures. The NSI 4-29n has a favorable stable grade with minimal sideslopes. The SCI 4-27 is located on steep but stable ground with an 18% favorable grade except for a deep gorge stream crossing at sta 41+00. The NSI 4-29s again mostly covers areas of moderate slope, has a favorable grade and many landing possibilities. A middle portion of the NSI 4-29n runs along an old grade veering off where the old grade steepens. The southern edge of the NSI 4-29n can be accessed via the powerline road. Access is limited due to an eight staion, 25% grade road connecting the powerline road to Lake View Drive. In addition this haul route would pass through heavily populated communities. An abandoned road running east off the NSI 4-29n could be reconstructed with drainage improvements to access the SCI 4-28 and the area between.

There are currently no existing roads which leave the northern border of the Blue Canyon Interbasin. The powerline access road runs along the northern edge of the interbasin. Problems associated with using the powerline road as a haul route include steep grades, round river rock surfacing, and sharp switchbacks. A road system which opens up Blue Canyon is necessary in this area. The haul route would be through a Trillium easement, southbound onto Highway 9, and then onto Cook Road to I-5 and Burlington.

The BCI 4-10n accesses the northern portion of Blue Canyon. Steep sideslopes, exposed sandstone, adverse haul routes, and mass wasting areas present challenges in positioning the upper portion of the BCI 4-10n. A retaining wall is recommended for approximately 5+50 stations. Three types of retaining walls have been investigated; H-piles with timber lagging, backfill with geotextile reinforcements, and horizontal piling with steel gravity anchors. A writeup detailing these different retaining walls is included at the end of the road recon report supplement to this plan. These five and a half stations are crucial as the harvest of approximately 300 acres relies on this passage. Without the BCI 4-10n, this area would have to be helicopter logged at a signifigant cost. The lower portion of this road crosses one major stream and continues on to access areas in the northwest area of the Blue Canyon Interbasin.

The BCI 4-10s accesses the southern portion of the interbasin. The central portion of this proposed road contains two stations of exposed sandstone with a sideslope approaching 90%. The latter portion follows an old railroad grade at a minimal grade.

Park Interbasin is currently accessed through the H-4000 road system. There is a need to elongate this system in order to reach the northern portions of the interbasin. The southeastern portion of the interbasin is also isolated from the present road system.

The PI 4-23n takes off from the H-4000 road, accessing the northern reaches of the interbasin. The PI 4-23s takes off from a lower portion of the H-4000 and accesses the northwestern portion of the interbasin The H-4000 continues through Blue Canyon Park Road to Highway 9. Highway 9 leads to Cook Road and I-5.

Control points in locating both the PI 4-23n and PI 4-23s are mass wasting areas and stream crossings. Average grades run at 15% with sideslopes of 50%.

The PI 4-24 was developed in order to access the southeastern portion of the interbasin. Construction of this road will be simple since slopes are stable, haul direction is favorable, there are few stream crossings, and grades and sideslopes are moderate.

Insert Road Recon report (PI 4-23n) and corresponding traverse and profile view

Also insert map