b. Malheur Road Rules.doc

MALHEUR NATIONAL FOREST

JOHN DAY, OREGON

ROAD RULES

MAY 1991

APPROVED BY: /s/Mark Boche 5/16/1991 Forest Supervisor Date

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MALHEUR NATIONAL FOREST

JOHN DAY, OREGON

ROAD RULES

INTRODUCTION

The goals of these Malheur National Forest Commercial Road Rules are:

1.

To inform commercial users, other contiguous road management agencies, and adjacent National Forests about Malheur National Forest Commercial Road Rules.

2.

To provide commercial users with an understandable, responsive, and uniform explanation of required traffic conduct prior to bidding on contracts or applying for special road use authorizations.

3.

To provide direction for the administration of roads under the jurisdiction of the Malheur National Forest in order to prevent damage to the adjacent environment, to provide safety for all users, and to protect each road and the investments made on it.

DEFINITIONS

1.

Road Rule - A statement defining traffic conduct required by commercial users (or their agents) on roads under Forest Service jurisdiction. Rules consist of General Road Rules and Specific Road Rules.

2.

General Road Rules - Rules applicable to all commercial users of roads under Forest Service jurisdiction. The rule applies to all roads unless modified by written waiver (permit, contract, easement, fire order, etc.) or by a Specific Road Rule.

3.

Specific Road Rules - Rules which modify the General Road Rules and will apply only to specific roads and structures.

4.

Waiver - A permit, contract, easement, fire order, formal letter, etc., issued by the Forest Service, which supersedes or grants approval to modify a General or Specific Road Rule ((36 CFR 261.1(a)). An application for a waiver must be made when a commercial user is unable to comply with a road rule. Requests should be made at the appropriate Ranger District Office at least five days in advance of need for road use; and twenty days in advance of need for bridge use.

5.

Commercial Use - Any traffic generated by a commercial user of roads under Forest Service jurisdiction; including, but not limited to hauling of hay, livestock, wood products, rock, asphalt, passengers, or other commercial use.

6.

Roadway - The portion of the road within the limits of excavation and embankment (top of cut to toe of fill); consisting of cut and fill slopes, drainage ditches the roadbed including surfacing and all widening.

7.

Roadbed - The graded portion of a road between the intersection of subgrade and side slope excluding that portion of ditch below subgrade.

8.

Subgrade - The layers of roadbed that bring it up to the top surface, upon which special base treatments, base, or surface course is constructed. For roads without base course or surface course, that portion of roadbed prepared as the finished wearing surface.

9.

Traveled Way - The portion of the roadway for the movement of vehicles, exclusive of shoulders and other widening.

10.

Structures - Constructed or installed sections and materials to provide safety, increase strength, or control drainage on, within, or through the roadway. Examples include, but are not limited to, bridges, culverts, gates, signs, cattleguards, retaining walls, markers, fences, etc.

11.

Road Distress - The visible road conditions occurring as a result of road use, or a combination of road use and weather, leading to damage of the road surface or to the adjacent environment. These conditions are indications that damage may occur unless needed maintenance work is done, method of operations are changed, or operations are suspended. Examples of indicators include, but are not limited to, dust, improper drainage, muddy ditch water, mud tracked onto asphalt or aggregate surfaced roads, slurry, tracks, potholes, wash boarding, asphalt cracking and settling.

12.

Resource Damage - The unplanned alteration of the natural forest environment that may result in a violation of water quality standards, degradation of fisheries values, violation of cultural resource standards, degradation of vegetation ( trees, grasses, shrubs, etc.) values, degradation of visual standards, or degradation of prior resource related roadway investments. Examples of resource damage include:

A.

Scarring or defacing trees, disturbing cultural sites, and damaging meadows or streams along roads.

B.

Rutting of unsurfaced roads from traffic, which may result in increased erosion and the need for, increased road maintenance work.

C.

Operating equipment on vegetated cut and fill slopes, which may destroy vegetation resulting, increased potential for erosion, sedimentation, or degradation of visual standards.

D. Altering drainage patterns on roadway or roadsides causing water to be concentrated in off sight areas where there is potential for erosion, sedimentation, or other environmental degradation.

E.

Placing ditch slough or slide material in areas where such placement may result in increased potential for erosion, sedimentation, and/or damage vegetation.

See Exhibits 2, 3, 4, and 5 for additional examples of resource damage.

13.

Roadway and Structure Damage - The unplanned reduction in the ability of the road or road structure to support traffic and/or remain safe. Examples of roadway and structure damage include:

A. Marring surfaces of bridges or cattleguards with vehicles or equipment having metal lugs.

B. Any bending or breaking of bridge rails, cattleguard wings, guardrails, culverts, signs, or other structures.

C. Operations that result in a change in the support value or safety of a roadway:

(1) Allowing soil, mud, debris, or oversized rocks to be incorporated into or onto the roadway, which may affect drainage; normal maintenance activities, or the strength of the road surface.

(2) Allowing the intermixing of slash or subgrade soil with aggregate or the mixing between layers of aggregate to occur which may affect the character or strength of the road surface.

(3) Allowing potholes or washboard surfaces which may cause saturation of the subgrade, mixing of aggregate layers, or intermixing of subgrade soil with aggregate which may affect the character or strength of the road surface.

(4) Allowing the alteration of drainage that may result in the unacceptable loss of surface rock, a change in character of ditches or drain dips, and/or other concentrations of water that may erode slopes or saturate the subgrade.

(5) Allowing any use on asphalt surfaces which may result in a breakdown of the asphalt layer.

(6) Allowing any use such as tractors with metal lugs on crushed aggregate surfaces which may result in segregation, mixing of aggregate layers, breakdown of aggregate material, or reduction in compaction.

(7) Allowing aggregate to be plowed off the roadbed during normal blading or snow removal operations.

(8) Allowing loss of fines from the road surface (dusting) to occur which may affect safety or reduce the strength of the road surface.

(9) Allowing the cutslope to be undercut during blading, this may affect the stability of the slope.

(10) Allowing ditch slough and slide material to be wasted over fill slopes or into culvert inlets during maintenance operations which may affect the stability of the slope, increase erosion, or degrade vegetation.

See Exhibits 2, 3, 4, and 5 for additional examples or roadway and structure damage.

14.

Recreation Use Period - The time period of each year when a specific road is open for recreation use. This period is normally June 1 to November 30 of each year. Some exceptions include roads where recreation use is yearlong. The recreation use period applies only to roads under the jurisdiction of the Malheur National Forest that are open for passenger car use as documented in the current road management objectives.

15.

Exhibit 1 - This exhibit is a graphic representation of low-boy axle spacing and load distribution limits authorized without a waiver.

16.

Exhibits 2, 3, 4, and 5 - These exhibits are graphic representations of risk indicators for roadways, adjacent resources, and safety. They also show damage or conditions result if the indicator conditions are allowed to what continue or worsen.

GENERAL ROAD RULES

1.

Enforcement of rules on roads under the jurisdiction of the Malheur National Forest is subject to the rights granted in existing contracts, permits, and easements in force (36 CFR 261.10 (a)).

2.

Operating a vehicle on roads under the jurisdiction of the Malheur National Forest carelessly, recklessly, or without regard for the rights or safety of other persons or in a manner or at a speed that would endanger or be likely to endanger any person or property is prohibited (36 CFR 261.54 (f)).

3.

Except as modified by these Road Rules, the provisions of the State Laws relating to the operation of motor vehicles are applicable to all roads under the jurisdiction of the Malheur National Forest and are enforceable by State or County law enforcement officers.

4.

Constructing or maintaining a road or structure on land under the jurisdiction of the Malheur National Forest is prohibited unless authorized by a contract, permit, fire order, or other written agreement (36 CFR 261.10 (a)).

5.

Commercial use and the hauling or moving of logging, construction, and/or maintenance equipment or materials is prohibited on any road under the jurisdiction of the Malheur National Forest unless the user has a contract, permit, fire order, or other written authorization granted by the Forest Service (36 CFR 261.10 (c) and 261.54 (c)).

6.

Except as modified by these Road Rules, the provisions of the State Laws relating to load weight, height, length, and width limitations of motor vehicles are applicable to all roads under the jurisdiction of the Malheur National Forest. Exceptions to this limitation shall be effective when posted on the road or when a waiver provides otherwise (36 CER 261.12 (a) and 261.54 (d)). Movement of logging, construction, maintenance, or other equipment with a weight in excess of State Laws for operations under a contract, permit, easement, fire order, or other written agreement is authorized subject to the following requirements:

(A) A weight certification or State overload permit must be with the overloaded vehicle, or in the possession of the designated representative on the project for movements exceeding state laws. A movement includes the equipment or materials, being moved and the vehicle on which it is being moved. The weight certificate shall show the name of the owner of the equipment, the weight of the load (within 1% accuracy), distinctive identification by which the load can be recognized, and the signature of the person certifying that the weight is accurate.

(B) The axle spacing and load distribution for all movements must conform with and not exceed the limitations shown on Exhibit 1 when traveling on asphalt surfaced roads or crossing structures (i.e., bridges, major culverts, cattleguards). Movements that exceed these limits may be roaded fully assembled from one part of a project (i.e., timber sale, construction project) to another so long as the road is not damaged or blocked to use by others, and asphalt surfaced roads or structures are not traversed.

(C) Movements shall not cross a structure if the gross weight of the movement exceeds the posted limit.

(D) When crossing bridges the following rules apply: a) vehicle must stop and proceed at a speed of five miles per hour or less; b) vehicle must be centered on the bridge center line; c) vehicle brakes must not be used during crossing.

(E) Movements that exceed a total outside width of 14 feet shall not be moved without a waiver. If the overall width exceeds 10 feet, one escort vehicle in front and back of the load on double lane roads, and one escort vehicle in front if on single lane roads is required. The front vehicle is to be 800 to 1500 feet ahead of the load except at major intersections or on bridges. The escort vehicles must stop and flag the movement through these areas. The use of flags, reflectors, and wide load signs are required.

(F) Movements having a width over 10 feet or an overall length in excess of 80 feet are prohibited during Saturday afternoons, Sundays, Holidays, or during the hours of darkness on roads open for public travel during the recreation use period identified in the contract, permit, or other written authorization.

(G) Movements having a length up to 80 feet are authorized so long as the vehicle and load will not touch any part of the roadway or structures except the traveled way; the road surface is not hazardous due to ice snow or frost; or the visibility is not restricted by fog, smoke, or other atmospheric conditions.

(H) Movements are authorized up to a height of 14 feet.

(I) The determination for safety and adequate clearance (vertical and horizontal) is the responsibility of the movement owner and the driver of the vehicle involved in the movement.

7.

All roads under the jurisdiction of the Malheur National Forest where commercial use has not been specifically authorized by contract, permit, fire order, or other written agreement may have some restrictions to use. These roads are also subject to traffic restrictions or closures to protect specific resource values, due to wet or saturated soils, for unusual weather conditions, for user safety, for fire requirements, or when necessary to permit reconstruction and maintenance.

8.

Commercial use of roads under the jurisdiction of the Malheur National Forest by any contractor, permittee, or their agents must be voluntarily suspended by the commercial user when continued use will cause damage to adjacent resources, the roadway, structures, or when the use will result in unsafe conditions for others (36 CFR 261.12 (c)). Exhibits 2, 3, 4, and 5 shall be included in all contracts, permits, fire orders, or other written road use authorizations. The road rules are to be used as a guide to determine when to perform maintenance, change method of operations, strengthen road surface to avoid damage, or suspend operations until conditions change. If the Forest Service determines that the commercial user has failed to take the appropriate action, the commercial users operations will be suspended. Such suspensions shall be effective when the commercial user is notified verbally, in writing, or by road closure posted on the road (36 CFR 261.53 and 56). Verbal suspensions will be followed by written notification.

A. Strength Loss-In freeze/thaw conditions loss of strength may occur in the base course, subgrade, and surfacing. In order to determine the limits when damage could occur, thermistors have been installed in asphalt pavements. The data received from these will be used to help in determining when haul should be suspended and resumed. (see Deschutes, Malheur and Ochoco policy exhibit 6).

9.

All existing roads under the jurisdiction of the Malheur National Forest not authorized for use in a contract, permit, fire order, or other written agreement may require reconstruction or prehaul maintenance if used for commercial activities. Prior to use, the Forest Service must agree to the necessary reconstruction or prehaul maintenance, which must be performed by the commercial user for safety, investment protection, structural support, and/or resource protection. Reconstruction or prehaul maintenance requirements will be guided by the current road management objectives and an on the ground evaluation of the road or roads involved. Items of reconstruction may include:

(A) Roadway clearing (including hazard tree removal)

(B) Roadbed widening (including turnouts, shoulders, curves, etc.)

(C) Surfacing (including asphalt, aggregate, pit run, etc.)

(D) Slide removal (including loading, haul, placement, compaction, etc.)

(E) Slump repair

(F) Drainage installation and correction (culverts, drain dips, ditches, etc.)

(G) Reconditioning (blading, shaping, scarifying, compacting, etc.)

(H) Stabilization (planting, seeding, fertilizing, and other erosion control measures).

(I) Bridge replacement or repair.

10.

Unless authorized by a. contract, permit, fire order, or other written agreement no road under the jurisdiction of the Malheur National Forest may be blocked by placement of any vehicle or other object upon it which is an impediment or hazard to safety, or conflicts with other users (36 CFR 261.10 (f) and .12 (d)). Examples of impediments or hazards include:

(A) Falling trees onto the roadway.

(B) Slow moving logging, construction, or maintenance equipment operated without proper warning signs.

(C) Slash or debris deposited or left in the roadway ( cut slopes, fill slopes, ditches, culvert openings structures, etc ).

(D) Parking equipment or vehicles in the travel way, including turnouts.

(E) Logs yarded or decked on the road travel way, including turnouts.

11.

Unless authorized by a contract, permit, fire order, or other written agreement vehicles or equipment with metal lugs are prohibited on bridges, cattleguards, or asphalt surfaced roads under the jurisdiction of the Malheur National Forest.

12.

Unless authorized by a contract, permit, fire order, or other written agreement vehicles or equipment with metal lugs are prohibited on crushed rock surfaced roads under the jurisdiction of the Malheur National Forest. Verbal approval of planned movements between areas of the same project will be followed by written notification.

13. Unless authorized by a contract, permit, fire order, or other written agreement all gates on roads under the jurisdiction of the Malheur National Forest shall be kept closed except when entering or leaving the vicinity. Gates that are tied or locked open shall be left open (CFR 36 261.7 (c)).

14. Damaging a road under Forest Service jurisdiction and leaving it in a damaged condition is prohibited (36 CFR 261.12 (c)).

15.

Unless authorized by a contract, permit, or other written agreement snow removal (plowing) will not be permitted on roads under the jurisdiction of the Malheur National Forest. Written authorization for snow removal will outline the acceptable manner to be followed each time snow is removed and the necessary requirements for maintenance during use. Snow removal will be required for commercial haul when the Forest Service determines the road to be unsafe for travel. Joint recreation and commercial use roads should have the snow removed when the cumulative depth of snow and/or ice exceeds four (4) inches above the road surface. Single use roads should have the snow removed when the cumulative depth of snow and/or ice exceeds six (6) inches above the road surface (CFR 36 261.10).

SPECIFIC ROAD RULES

BRIDGES:

Road No. Road Name Mile Point Structure Name Restriction

1648307

0.30

Closed

1648307 1.10

2490933 0.10

4559000 3.40

6200818 0.10 Closed

EXHIBIT 1

LOW-BOY AXLE SPACING AND LOAD DISTRIBUTION LIMITS

5 AXLE LOW-BOY

SPACING ---------( | 15.83 |4.33| 27.58 |4.33|

WEIGHT ---------( 12.0| 21.5| |21.5 21.5| |21.5

6 AXLE LOW-BOY (1 AXLE BOOSTER)

| 15.83 |4.33| 27.58 |4.33| 13.75 |

12.0| 21.5| |21.5 21.5| |21.5 |21.5

7 AXLE LOW-BOY (TWO AXLE JEEP)

| 17.0 |4.33| 12.5 |4.33| 27.58 |4.33|

8.8| 21.5| |21.5 21.5| |21.5 21.5| |21.5

8 AXLE LOW-BOY (2 AXLE JEEP & 1 AXLE BOOSTER)

| 17.0 |4.33| 12.5 |4.33| 27.58 |4.33| 13.75 |

8.8| 21.5| |21.5 21.0| |21.0 21.5| |21.5 |22.0

LIMITATIONS: 1) AXLE SPACINGS SHALL NOT BE LESS THAN THE DIMENSIONS SHOWN IN FEET

2) LOAD ON ANY AXLE SHALL NOT EXCEED WEIGHT SHOWN IN “M” POUNDS

EXHIBIT 2

GRAPHIC REPRESENTATION OF ROAD DISTRESS/ RESOURCE RISK/ SAFETY RISK INDICATORS// DAMAGE/ CONDITION

PIT RUN, OR NATIVE SURFACE // MAINTENANCE LEVEL 2

' -----------------ROAD FULLY MEETS MAINTENANCE/RECONSTRUCTION/CONSTRUCTION SPECIFICATIONS"--------------'

ROAD

TRACKS

SURFACE WEARING

WITHIN

SAFE COST

EFFECTIVE

RANGE

FREEZE/THAW

RISK/SAFETY

RISK/SAFETY

INDICATORS

WATER/MUD

VISIBLE

ON ROAD

ROAD

VIOLATES

RUTS OR

CONTINUOUS

CONDITION

EXISTS

DRAINAGES

"ANY ONE OR ALL FOR ANY LENGTH OF ROAD"

INDICATORS IDENTIFY THE NEED TO 1) PERFORM MAINTENANCE WORK, 2) CHANGE METHOD OF OPERATIONS, 3) STRENGTHEN ROAD SURFACE TO AVOID DAMAGE, OR 4) SUSPEND OPERATIONS UNTIL CONDITIONS CHANGE

EXHIBIT 3

GRAPHIC REPRESENTATION OF ROAD DISTRESS/ RESOURCE RISK/ SAFETY RISK INDICATORS// DAMAGE/ CONDITION

CRUSHED AGGREGATE, PIT RUN, OR NATIVE SURFACE // MAINTENANCE LEVEL 3

' -----------------ROAD FULLY MEETS MAINTENANCE/RECONSTRUCTION/CONSTRUCTION SPECIFICATIONS"--------------'

ROAD

TRACKS

SURFACE WEARING

WITHIN

SAFE COST

EFFECTIVE

RANGE

FREEZE/THAW

RISK/SAFETY

RISK/SAFETY

INDICATORS

WATER/MUD

VISIBLE

ON ROAD

ROAD

VIOLATES

RUTS OR

CONTINUOUS

CONDITION

EXISTS

OR SLOPES

DISPLACEMENT

DRAINAGE

"ANY ONE OR ALL FOR ANY LENGTH OF ROAD"

INDICATORS IDENTIFY THE NEED TO 1) PERFORM MAINTENANCE WORK, 2) CHANGE METHOD OF OPERATIONS, 3) STRENGTHEN ROAD SURFACE TO AVOID DAMAGE, OR 4) SUSPEND OPERATIONS UNTIL CONDITIONS CHANGE

EXHIBIT 4

GRAPHIC REPRESENTATION OF ROAD DISTRESS/ RESOURCE RISK/ SAFETY RISK INDICATORS// DAMAGE/ CONDITION

ASPHALT OR CRUSHED AGGREGATE SURFACE // MAINTENANCE LEVEL 4

' -----------------ROAD FULLY MEETS MAINTENANCE/RECONSTRUCTION/CONSTRUCTION SPECIFICATIONS"--------------'

ROAD

TRACKS

SURFACE WEARING

WITHIN

SAFE COST

EFFECTIVE

RANGE

FREEZE/THAW

TRACKS

SLASH ON

RISK/SAFETY

RISK/SAFETY

INDICATORS

WATER/MUD

CRACKING

DEEP IN

VISIBLE

ON ROAD

TRACKS

ROAD

VIOLATES

RUTS OR

CONTINUOUS

CONDITION

EXISTS

OR SLOPES

DISPLACEMENT

DRAINAGE

"ANY ONE OR ALL FOR ANY LENGTH OF ROAD"

ANY ONE OR ALL FOR ANY LENGTH OF ROAD INDICATORS IDENTIFY THE NEED TO 1) PERFORM MAINTENANCE WORK, 2) CHANGE METHOD OF OPERATIONS,

3) STRENGTHEN ROAD SURFACE TO AVOID DAMAGE, OR 4) SUSPEND OPERATIONS UNTIL CONDITIONS CHANGE

EXHIBIT 5

GRAPHIC REPRESENTATION OF ROAD DISTRESS/ RESOURCE RISK/ SAFETY RISK INDICATORS// DAMAGE/ CONDITION

ASPHALT SURFACE // MAINTENANCE LEVEL 5

' -----------------ROAD FULLY MEETS MAINTENANCE/RECONSTRUCTION/CONSTRUCTION SPECIFICATIONS"--------------'

ROAD

SURFACE WEARING

WITHIN

SAFE COST

EFFECTIVE

RANGE

RANGE

DISTRESS/

MINOR

SLASH AND/OR

RESOURCE

RISK/SAFETY

RISK/SAFETY

INDICATORS

ON ROAD

CRACKS

TRACKS

VISIBLE

SURFACE

FORMING

ROAD

VIOLATES

ALLIGATOR

POTHOLES

SURFACE

DAMAGE/

RESOURCE

DAMAGE/

UNSAFE

CONDITION

EXISTS

"ANY ONE OR ALL FOR ANY LENGTH OF ROAD"

INDICATORS IDENTIFY THE NEED TO 1) PERFORM MAINTENANCE WORK, 2) CHANGE METHOD OF OPERATIONS,

3) STRENGTHEN ROAD SURFACE TO AVOID DAMAGE, OR 4) SUSPEND OPERATIONS UNTIL CONDITIONS CHANGE

Exhibit 6

POLICY FOR MANAGING LOG HAUL ON PAVED ROADS

UNDER FREEZE/THAW CONDITIONS

FOR

DESCHUTES, MALHEUR, AND OCHOCO

NATIONAL FORESTS

March 13, 1991

Reply to: 7730 Subject: Tri-Forest Policy

To:

Forest Engineers & District Rangers Deschutes N.F., Malheur N.F., Ochoco N.F.

Please implement the enclosed guidelines set forth under the "Policy for

Managing Log Haul on Paved Roads Under Freeze/Thaw Conditions" for the

Deschutes, Malheur, and Ochoco National Forests.

/s/Thomas A. Schmidt /s/Mark Boche /s/Jose Cruz

THOMAS A. SCHMIDT MARK BOCHE

JOSE CRUZ

Ochoco Forest Supervisor Malheur Forest Supervisor Deschutes Forest Supervisor

POLICY FOR MANAGING LOG HAUL ON PAVED ROADS

UNDER FREEZE/THAW CONDITIONS

FOR

DESCHUTES, MALHEUR, AND OCHOCO NATIONAL FORESTS

March 5, 1991 Prepared by:

Kelsey DeJean, Team Leader

Geotechnical Engineer

Ochoco NF

Don Witte

Purchaser Representative

Snow Mountain Pine Ltd

Bill Case

Timber Management

Contracting Officer

Ochoco NF

Larry Chitwood

Engineering Geologist

Deschutes NF

Charlie Yriarte

Road System Manager

Chuck Tietz

Regional Network Manager

Region 6

Greer Kelly

Purchaser Representative

DAW Forest Products

Bob Slimp

Timber Sale Officer

Malheur NF

Glenda Wilson

Forest Engineer

Ochoco NF

Jerry Arsena

Asst District Ranger-Operations

Ochoco NF

Malheur NF

Additional input was contributed by:

Tom Moore

Assistant Forest Engineer

Ochoco NF

Jim Powell

Lead Timber Sale Officer

Ochoco NF

PURPOSE

Forest Service and Industry will cooperate to provide uniform and consistent guidelines to optimize log haul during freeze/thaw conditions on paved roads while protecting resource and road structure investments.

CURRENT SITUATION AND PROBLEM DEFINITION

Studies by numerous public agencies have conclusively shown that thawing of frozen bases and subgrades seriously weakens their ability to provide support for pavements. If hauling continues during this time, subsequent pavement damage can be up to 350 times as severe as that during normal use.

Freeze/thaw weakening occurs in all road materials that are not free draining, which includes almost all of our subgrade soils and most of our base materials (especially old “used” base materials). Thawing generally occurs faster on the running surface of roads. This traps the thawed water between the frozen shoulders causing a “bathtub” effect. The subgrade and base strength returns when the water has had a chance to drain away.

Several eastside Oregon Forests (Ochoco, Umatilla, Deschutes, and Fremont National Forests) are using thermistors to determine when road subgrade thaw weakening occurs and subsequently to shut off log haul on their paved roads. The Fremont N.F., however, is using deflection testing, measured with a Benkleman Beam, to determine strength recovery and subsequently when log haul can resume.

Due to a lack of consistent approach, some confusion has developed between Forest Service officials (sale administrators and engineers) as well as Industry as to when, and if, road damage is actually occurring. One concern is that thermistors alone only monitor temperature and not the presence of moisture, which makes the thawing condition most detrimental. Another is very short notices of shutdowns for operators causing problems with their operations. Therefore, we need to develop a simple, yet dependable, method that will enable us to determine and communicate if the potential for excessive road damage is present. This policy should also provide a means to refine current technology, including correlation of deflection, temperature and moisture content.

Identifying initial thaw is straight forward, but identifying strength recovery is not as clear. A variety of methods and tools are used to predict initial thaw and strength recovery. They are discussed in the next section.

TEMPERATURE

Thermistor strings have been successfully utilized since 1984 in Montana and have been used on these three Forests since 1986. They have been thoroughly tested in the lab for their dependability to predict temperatures accurately in different conditions and materials. This same lab testing has shown that thawing occurs at 31.70 degrees F.

MOISTURE

A moisture probe can be used to give an approximate indication of amount of moisture in the subgrade or base material. Another method of detecting excess moisture is to drive a spike in the pavement structure and visually observe the presence of free moisture. Soil moisture cells can also be used but they have some limitations; i.e., they work only in fine grained cohesive soils, must be calibrated to get actual readings, and have a tendency to be short lived. Other methods, such as soil tension (suction), may be used in the future to measure the effects of the presence of moisture, but the current technology is not complete at this time.

DEFLECTION

There are several methods for determining pavement deflections. The Benkleman Beam is used in conjunction with an 18 kip axle load to measure deflection at a given point. Temperature of the pavement must be measured for a correction back to 70 degrees F. This is a reasonably simple and accurate process for determining deflections. Other methods are available but require expensive equipment which is not normally available.

RECOMMENDATIONS

1. Pavements shall, be protected from damage due to freeze/thaw conditions but need to be available for use when damage is not expected to occur.

The pavements that are referred to are those asphalt surfaced roads for which the road management objectives (RMO’s) stipulate an asphalt pavement. There will be little risk taken on these roads with regard to damage.

Roads which are currently asphalt surfaced for dust abatement and surface stabilization where the primary intent of the RMO’s is an aggregate surface will be protected also, but more risk may be taken.

This policy should be implemented through the Forest Roads Rules document.

Alternative methods to optimize haul will be considered such as: load restrictions, loaded trucks in outside lane, etc.

2. Industry and the Forest Service will work together to optimize haul and operations time.

Both parties should maintain good communications about site conditions.

Thermistors will be used to more accurately predict the thaw period.

The Forest Service will attempt to provide a warning of impending thaw conditions 3 to 4 days before possible shutdown and notify purchasers 48 hours before operational shutdown (see Exhibit 1). Purchasers Representatives will be encouraged to take thermistor readings to aid in monitoring and predictions.

Deflection measurement by Benklemen Beam or equivalent method normally will be used to determine strength recovery so haul can resume. Purchasers are encouraged to provide assistance in taking deflection tests.

Forest Service and Industry should provide training to all parties involved.

A joint meeting will be scheduled annually to critique past efforts and identify necessary improvements.

3. Thermistors should be installed on all pavements where freeze/thaw protection necessary.

Install thermistors to cover the temperature extremes; i.e., locate coldest and warmest locations. If there is a substantial difference in elevations, distance between the extremes, or change in aspect then install a thermistor at a reasonable midpoint. It may be good to install one near major intersections or at the junction of different pavement structures.

Location of thermistors should be marked and an identification number assigned to each site. A consistent method should be used between Forests. Share the locations with involved District and Industry people.

4. Thermistors will be monitored as directed by Exhibit 1 (see attached).

· Monitoring can be done by anyone with a thermistor reader. Results will be recorded on a data form (see attached Exhibit 2) and submitted to the Forest Road Manager.

· When temperatures are above 31.7 degrees F and if questions arise in interpreting readings, contact the Forest Geotechnical Engineer.

5. Deflection testing should be complete on all pavements to determine normal deflections as reference.

Strength recovery following thawing will be considered adequate when the total deflection is 0.055 inches or less using temperature corrected value.

If the baseline data under normal conditions exceeds 0.050 inches the road use will be reviewed on a case by case basis.

· Deflection testing frequency will follow Exhibit 1. A minimum of 3 readings per site spaced 100 feet apart should be taken. Use the numerical average of the 3 readings to determine the deflection value.

6. There will be a continued effort to gather data to refine and simplify this Tri-Forest

Policy.

· The goal is to correlate moisture content, temperature and deflection data to eventually find the most cost effective method.

· Temperature data will be collected each time deflections are taken. If moisture measuring capabilities are available, moisture readings should also be taken and recorded.

· It is recommended that each Forest have their own Benkleman Beam and an 18 kip axle configuration to provide timely deflection testing.

· When additional deflection data is available, the acceptable reference deflections for strength recovery will be validated.

· The Forests need to develop technology to correlate moisture conditions to road damage.

Exhibit 1

Summary of Monitoring Activities

For Paved Roads Under Freeze/Thaw Condition

GROUND CONDITIONS

1/ When melting conditions appear on road surface.

2/ When the top two thermistors are equal to or above 30° Fahrenheit

3/ When deflections are decreasing and reflect strength recovery.

4/ These warning times may not be possible under extreme weather conditions, therefore Purchasers and Operators must keep close attention to thawing weather conditions and plan to halt operations accordingly. Allowance to remove logging equipment can be agreed to if vehicle axle loadings are kept to standard legal limits and pavement damage will be repaired at Purchaser expense.

5/ SHUTDOWN: Haul will be suspended when thawing occurs in the base or when it occurs at the top of the subgrade, if there is a free-draining base.

6/ STARTUP: Haul may resume when strength has adequately recovered or when deflections measure 0.055 inch or less by the Benkleman Beam or equivalent method.

*NOTE: Purchasers are encouraged to participate in all aspects of monitoring.

EXHIBIT 2

Thermistor Data Form

Road

Name

Forest

Date

Mile Post

1-Mat

Air

Time

How Moisture Content (MC) measured

Road Condition

Weather

Remarks

Memo on File at Supervisors Office

Memo on file at Supervisors Office