The Timberline Express Proposal

THE TIMBERLINE EXPRESS PROPOSAL

United States Final Environmental Impact Statement Department of Agriculture

Forest Service Summary of DEIS, Errata Sheet,

Pacific Response to Comments Northwest Region

November 2005

Mt. Hood National Forest

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ACRONYM LIST

ACS Aquatic Conservation Strategy NMFS National Marine Fisheries Service ACSOs Aquatic Conservation Strategy Objectives NPDES National Pollutant Discharge Elimination System ADA Americans w/ Disabilities Act of 1990 NOAA National Oceanic and Atmospheric Administration ADT Average Daily Traffic NOI Notice of Intent APE Area of Potential Effect NRCS Natural Resource Conservation Service AWA Administratively Withdrawn Area OAR Oregon Administrative Rules BA Biological Assessment ODEQ Oregon Department of Environmental Equality BE Biological Evaluation ODOT Oregon Department of Transportation BMP Best Management Practices ODSL Oregon Department of State Lands BO Biological Opinion OHD Oregon Health Division CAA Clean Air Act PCNST Pacific Crest National Scenic Trail CCC Comfortable Carrying Capacity PM Particulate Matter CEQ Council on Environmental Quality PSD Prevention of Significant Deterioration CFR Code of Federal Regulations ROD Record of Decision CRA Congressionally Reserved Area RR Riparian Reserve CWD Coarse Woody Debris SAOT Skier’s at one Time dBA A-weighted decibel SDWA Safe Drinking Water Act DEIS Draft Environmental Impact Statement SHPO State Historic Preservation Office DWPA (Government Camp) Drinking Water Protection SRI Soil Resource Inventory Area EIS Environmental Impact Statement SUP Special Use Permit ESA Endangered Species Act SWA Source Water Assessments FHA Federal Highway Administration TES Threatened and Endangered Species FR Federal Register TSP Total Suspended Particulates FS Forest Service US 26 US Route 26 FSM Forest Service Manual USACE U.S. Army Corps of Engineers GIS Geographic Information System USC United States Code IDT Interdisciplinary Team USDA U.S. Department of Agriculture IRA Inventoried Roadless Area USDI U.S. Department of the Interior LOS Level of Service USEPA U.S. Environmental Protection Agency LRMP Land & Resource Management Plan USFS U.S. Forest Service MDP Master Development Plan USFWS U.S. Fish and Wildlife Service MHNF Mount Hood National Forest VRMS Visual Resources Management System NAAQS National Ambient Air Quality Standards VQO Visual Quality Objectives NEPA National Environmental Policy Act ZZRD Zigzag Ranger District NFSL National Forest System Lands NFSL National Forest System Lands NHPA National Historic Preservation Act

Timberline Express Proposal FEIS i November 2005

TIMBERLINE EXPRESS

FINAL ENVIRONMENTAL IMPACT STATEMENT

Mt. Hood National Forest Clackamas County, Oregon Responsible Agency: USDA Forest Service For more information Contact: Responsible Official: Gary L. Larsen Mike Redmond Forest Supervisor Mt. Hood National Forest 16400 Champion Way Sandy, Oregon 97055 Sandy, Oregon 97055 (503) 668-1776 [email protected]

Abstract: This Final Environmental Impact Statement (FEIS) documents the analysis of five alternatives, including the No Action Alternative, developed for the Timberline Express Chairlift, ski trails, and associated infrastructure. The purpose of the action is to improve the winter recreational opportunities at Timberline Ski Area by 1.) Providing additional skiing terrain and opportunities during inclement weather conditions; 2.) Increasing available intermediate to advanced skill-level terrain at the ski area, and providing a terrain distribution that better matches industry standards; and 3.) Increasing opportunities and efficiency for skiers to circulate between pods (the ski trail system associated with each chairlift).

Alternative 2, the Proposed Action under review, is an amendment to the existing Timberline Lodge Master Plan, a non-significant amendment to the Mt. Hood National Forest Land and Resource Management Plan, and a site-specific proposal by the ski area operator (RLK and Company) to construct a new chairlift. The proposed Timberline Express chairlift would access terrain within the ski area Special Use Permit (SUP) boundary that is more protected from winter storms but is currently not served by existing chairlifts. The proposal will add approximately 62 acres of formal (open) ski terrain and 17 acres of gladed (treed) ski terrain. The chairlift bottom terminal would be developed in a previously disturbed upland site, located along Still Creek and an unnamed tributary to Still Creek. Additional night lighting on new ski trails, and a modification to the existing SUP boundary (an additional 11 acres) would also occur. Under Alternatives 3, 5, and 8, the alignment of the proposed Timberline Express and associated trails are adjusted to varying degrees to minimize impacts to streams and wetlands. Under the No Action Alternative, Timberline would continue to operate the existing six chairlifts and trails under their existing permit. The Forest Service Preferred Alternative is Alternative 3.

Agency and public reviewers have provided the Forest Service with their comments on the Draft Environmental Impact Statement (DEIS). A response to comments section is included in the FEIS. All reviewers had been informed of their obligation to structure their participation in the National Environmental Policy Act process so that it is meaningful and alerts the agency to the reviewer’s position and contentions.

The changes to the Draft Environmental Impact Statement (DEIS) resulting from public and agency comments, were minor and/or were limited to responses to public/agency comments. Therefore, these minor changes have been written on errata sheets, in lieu of rewriting the DEIS into a Final EIS, consistent with 40 CFR 1503.4(c). Only the comments, the responses, and the errata sheets to the DEIS have been circulated, and constitute the Final EIS (40 CFR 1503.4(c)). This FEIS is intended to provide the basic information on the corrections and minor changes which were made to the DEIS in a concise, easily understandable manner. A copy of the DEIS is available online at http://www.fs.fed.us/r6/mthood under Projects & Plans.

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TABLE OF CONTENTS

1.0 ERRATA SHEETS: CORRECTIONS AND MINOR CHANGES MADE TO THE TIMBERLINE EXPRESS PROPOSAL DEIS...... 1-1 2.0 RESPONSE TO COMMENTS ...... 2-1 2.1 Comments on the Draft EIS...... 2-3 2.2 Comment Procedure...... 2-3 2.3 Comment Tracking Method...... 2-3 2.4 Comments and Responses...... 2-3 2.5 Response to Comments...... 2-4 05.0 General ...... 2-4 10.0 Climate and Snow ...... 2-10 20.0 Watershed Resources and Wetlands ...... 2-11 25.0 Vegetation ...... 2-17 50.0 Aquatic Conservation Strategy ...... 2-19 55.0 Heritage Resources...... 2-20 60.0 Recreation...... 2-21 65.0 Visual Resources...... 2-37 70.0 Social & Economic Factors...... 2-39 75.0 Transportation ...... 2-42 85.0 Noise ...... 2-47 90.0 Land Use...... 2-47 2.6 Agency Letters...... 2-50 3.0 DISTRIBUTION LIST ...... 3-1 3.1 Required Agency Distribution ...... 3-1 3.2 Other Agency Distribution...... 3-2 3.3 Individuals/ Organizations...... 3-3

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1.0 ERRATA SHEETS

1.0 ERRATA SHEETS: CORRECTIONS AND MINOR CHANGES MADE TO THE TIMBERLINE EXPRESS PROPOSAL DEIS

The corrections and minor changes provided below reflect changes made based on typographical errors, factual corrections, minor clarifications, and additional mitigation measures in response to public or agency comments. These minor changes do not present any new or changed environmental effects analysis in the DEIS. Corrections and minor changes to the Draft EIS are reflected below. New text is indicated by underlining (new text), while deleted text is struck through (deleted text).

ADDITIONAL MITIGATION: PAGE 2-41, TABLE 2.4-3 MITIGATION MEASURES

ID Measure Effectiveness Documentation MM4 No clearing would occur Moderate Establishing a “no-work” within 25 feet of the buffer area around this ephemeral stream channel isolated channel will provide in Trail D4 in order to protection of the existing minimize impacts to the watershed resources. stream channel. MM5 A Travel Route Plan Moderate Research shows that soil (TRP) would be created densities approach their for the SWPPP to maximum after 4 to 6 minimize compaction of machine passes and changed soils by limiting little with a greater number equipment to designated of passes (Zaborske, 1989). travel ways, protected by These studies also found that the placement of slash, as there was a significant approved by the USFS. increase in soil density In the event that slash between 1-4 and 5-8 skidder begins to thin to the point passes and between 5-8 and that soil is exposed, the 50+ passes (Zaborske, 1989). number of trips over any one pathway will be The use of low pressure tires limited to no more than has been found to produce four trips until additional less compaction than slash is placed along the conventional tires, however, travel corridor, as even though the use of low approved by the USFS. pressure tires minimizes soil compaction, some compaction is still likely to occur (Blinn and Smidt, World Wide Web, 10/04).

TYPOGRAPHICAL CORRECTION: PAGE 3-22, THIRD FULL PARAGRAPH, FOUTH SENTENCE Sediment yields and mass wasting to streams would be minimized through the implementation of Design Criteria GS1-GS4 and WR1 through the implementation of revegation revegetation procedures and the SWPCP (see Table 2.4-2).

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TYPOGRAPHICAL CORRECTION: PAGE 3-23, FIRST FULL PARAGRAPH, FOURTH SENTENCE Sediment yields and mass wasting to streams would be minimized through the implementation of Design Criteria GS1-GS4 and WR1 by the implementation of revegation revegetation procedures and the SWPCP (see Table 2.4-2).

TYPOGRAPHICAL CORRECTION: PAGE 3-32, THIRD PARAGRAPH, NINTH SENTENCE Surevy Survey results for this EIS found that sand dominated the channel substrate within the reach surveyed adjacent to the Study Area while gravel dominated the channel bottom in the lower reach (Reach 1) based on Wolman pebble counts (SE Group, 2004d).

TYPOGRAPHICAL CORRECTION: PAGE 3-33, FOURTH FULL PARAGRAPH, SECOND SENTENCE As summarized in Table 3.3-2, approximately 69 percent (6.94 miles) of the streams in the Study Area do not have any assocaited associated management concerns.

MINOR CLARIFICATION: PAGE 3-43, SECOND PARAGRAPH, SECOND SENTENCE Since water temperature in streams is cumulative and temperature typically becomes higher downstream, it can be deduced that the stream temperatures within the reaches in the Study Area are between 3°C and 6.8°C (Golder, 1998),. The 7-day average maximum temperature in Still Creek is 14.7°C, which is below the 16.0°C in-stream maximum temperature criterion mandated by ODEQ.

MINOR CLARIFICATION: PAGE 3-44, SECOND PARAGRAPH, FIRST SENTENCE In the Upper Salmon River at 3,445 feet in elevation, the average water temperature is 8.0°C (Golder, 1998). The 7-day average maximum temperature is 9.5°C, which is below the 16.0°C in-stream maximum temperature criterion mandated by ODEQ.

TYPOGRAPHICAL CORRECTION: PAGE 3-55, SECOND FULL PARAGRAPH, THIRD SENTENCE WEPP modeling indicates that 7.6 toms tons of sediment per year would be generated by Alternative 2, with no bmps BMPs (e.g., silt fence or mulch application.).

TYPOGRAPHICAL CORRECTION: PAGE 3-61, FIRST PARTIAL PARAGRAPH, FOURTH SENTENCE Design Criterion WR15 would be implemented to minimize the effect of ground disturbance for footer construction on shallow groundwater flow and to recify rectify any sediment generation that could result from construction of lift tower footings (Table 2.4-2).

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TYPOGRAPHICAL CORRECTION: PAGE 3-95, SIXTH PARAGRAPH, SECOND SENTENCE Sandy River winter winter steelhead usually spend two summers in the ocean before returning to spawn.

TYPOGRAPHICAL CORRECTION: PAGE 3-135, FOURTH FULL PARAGRAPH Under Alternative 5, there would be no impacts to the sloar solar pathfinder sites established for R. nudum or for wetlands (SP 1 - 8) from increased solar exposure.

TYPOGRAPHICAL CORRECTION: PAGE 3-136, LAST PARAGRAPH, FOURTH SENTENCE Both watersheds would remain above 15 percent late searl seral forest, with the Salmon at approximately 28.20 percent and the Zigzag at approximately 15.52 percent.

TYPOGRAPHICAL CORRECTION: PAGE 3-215, LITTLE ZIGZAG FISH PASSAGE IMPROVEMENT Direct impact to riparian vegetation surrounding fish barrier. Removal of the barrier would result in improved passage for fish and aquatic wildife wildlife.

FACTUAL CORRECTION: PAGE 3-244, THIRD PARAGRAPH No impacts are anticipated to the police station in Welches Sandy or the Hospital in Trout Lake Gresham under any of the action alternatives.

FACTUAL CORRECTION: PAGE 3-248, THIRD PARAGRAPH, FIRST SENTENCE When the upper mountain closes, the capacity of the remaining lifts and terrain is approximately 1,400 1,780 skiers.

FACTUAL CORRECTION: PAGE 3-251, THIRD PARAGRAPH, SECOND SENTENCE During these times Timberline operates at a CCC of 1,400 1,780, approximately 30 percent of the approved CCC.

TYPOGRAPHICAL CORRECTION: PAGE 3-257, SEVENTH PARAGRAPH, LAST SENTENCE There would a slight increase in the amount of available Low Intermediate terrain under Alternative 3 as a result of upper Trail D4.

TYPOGRAPHICAL CORRECTION: PAGE 3-259, SECOND PARAGRAPH, FIRST SENTENCE Under Alternative 3 8, the lower lift line (elevation 4,975 feet to 5,400 feet) would be constructed as described for Alternatives 3 and 5, although in a completely different alignment, and beginning at a higher elevation.

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TYPOGRAPHICAL CORRECTION: PAGE 3-266, FIFTH PARAGRAPH, THIRD SENTENCE With 920 parking spaces, the l capacity of the parking lots is approximately 2,900 people, which is close to the mountain CCC of 3,090 (refer to Section 3.11 - Recreation).

MINOR CLARIFICATION OF THE VISUAL RESOURCE MANAGEMENT SYSTEM: PAGE 3-289, FIFTH PARAGRAPH Under the Visual Resource Management System (USFS 1974), pPartial retention means that any activity must be visually subordinate to the natural characteristics of the landscape. Landscapes with this designation can be modified, but the resulting changes in patterns of vegetation, line, form, color and texture should not contrast strongly with the adjacent undisturbed landscape. Retention is defined as landscape modifications that are not visually evident to the casual Forest visitor, and which may only repeat natural characteristics of the landscape (line, form, texture, color). Changes in their qualities of size, amount, intensity, direction, pattern, etc. should not be evident. Modification permits management activities which dominate the original characteristic landscape, but appear natural. Vegetative or land form alterations and facilities such as roads, buildings, etc. should reflect the natural form, line color and texture so that visual characteristics are compatible with the natural surroundings.

TYPOGRAPHICAL CORRECTION: PAGE 3-299, SECOND PARAGRAPH, SIXTH SENTENCE Where the natural landscape character is relatively open, it would be expected that the VQO of Partial Retention would be achieved from middle and background viewing distances (over 1-1/2 1.5 miles).

TYPOGRAPHICAL CORRECTION: PAGE 3-299, SECOND PARAGRAPH, SIXTH SENTENCE In foreground views, these facilities would tend to dominate in most cases, resulting in a Visuzal Visual Quality of Modification.

CORRECTION: CHAPTER 4 – REFERENCES PG 4-1 Blinn, Charles R. and Smidt, Matthew. 2004. Logging for the 21st Century: Protecting the Forest Environment. University of Minnesota Extension Service. http://www.extension.umn.edu/distribution/naturalresources/DD6518.html#Soil

CORRECTION: CHAPTER 4 – REFERENCES PG 4-5 Oregon Department of Health/ Oregon Department of Environmental Quality. 2003. Sourcewater Assessment Report for Government Camp.

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MINOR CLARIFICATION OF THE VISUAL RESOURCE MANAGEMENT SYSTEM: CHAPTER 7.0 – GLOSSARY Retention

Landscape modifications that are not visually evident to the casual Forest visitor, and which may only repeat natural characteristics of the landscape (line, form, texture, color). Changes in their qualities of size, amount, intensity, direction, pattern, etc. should not be evident.

Modification

Permits management activities which dominate the original characteristic landscape, but appear natural. Vegetative or land form alterations and facilities such as roads, buildings, etc. should reflect the natural form, line color and texture so that visual characteristics are compatible with the natural surroundings.

MINOR CLARIFICATION: APPENDIX D – TIMBERLINE EXPRESS FISHERIES BIOLOGICAL EVALUATION The following addendum is included after page 34:

Timberline Express Addendum to the February 28, 2005 Fisheries Biological Evaluation

On June 9, 2005 a field trip was conducted to review the proposed Timberline Express project. In attendance were Paul Koehler (USFS project coordinator), Tracii Hickman (USFS Mt. Hood NF Fisheries Biologist), Duane Bishop (USFS Zigzag Ranger District Fisheries Biologist), and Brad Goehring (USFWS Fisheries Biologist). Ron Lindland (NOAA Fisheries) was unable to attend, but sent his comments by email on June 13, 2005 (Attached). The objective of the field trip was to review the proposed Timberline Express project with representatives from regulatory agencies responsible for administering the Endangered Species Act. The field trip was conducted in June when snow was off the ground and all the areas potentially impacted from the project were visible. During the field trip the following areas were visited; lower lift terminal, Upper Still Creek springs, Highway 26 culvert, Clear Creek Campground, and Still Creek at the FS road 145 bridge.

Topics covered included;

- A project overview/baseline. - The construction plan. - The Biological Evaluation and location/proximity of TES fish to the project site. - Project design criteria and mitigations. - Dispersed site use. - Proximity of disturbed soil to wetted channel and amount of LWD that will need to be removed at the site. - Use by skiers of the area around the lower lift terminal and minimum requirement of snow depth.

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- Location of the lower two lift towers (above the lower lift terminal), piping, wetland location (in proximity to the lift line and towers), and vegetation retained on site. - At the Highway 26 culvert crossing, the existing culvert size and condition, the barrier to fish passage, and the cost and reality of fixing it were discussed. - At Clear Creek Campground the channel condition, amount of large wood, the channel type, and proximity to TES fish were discussed.

At the last stop the project components at Still Creek at the FS road 145 bridge, the channel type, the waterfalls just upstream and downstream of the crossing, the possibility of cutthroat trout use, and proximity to upper limits determination for anadromous fish were discussed.

Key items of agreement included:

1. The upper limit of occupied TES fish habitat is at river mile 9.9 (5.2 miles downstream of the project site) and the upper limits of potential TES habitat are at river mile 11.8 (3.3 miles downstream of the project site), with the area between river mile 9.9 and 11.8 high gradient cascades with a series of waterfalls. 2. Design features at the project site are designed to capture all disturbed soils and sediment on site. In the low probability occurrence of a failure of design features, the channel conditions downstream and the low-gradient stream channel at river mile 12.4 - 12.8 would retain any transported sediment. 3. Flows were projected to increase 10% over baseline conditions on the project site. This is estimated to be 0.1 cfs, and would be undetectable within the normal range of stream conditions at the project site.

Based on the vegetation retained on site and multiple project design features, any potential increase in stream temperature is predicted to be very low, and not discernible downstream due to the many other seeps and wetlands that feed upper Still Creek.

Conclusion: The on-site review of the project supported the analysis contained in the BE and supported the Effects Determination that the proposal would have No Effect on any listed or proposed fish species.

/s/ Duane F. Bishop Duane F. Bishop Date Supervisory Fish Biologist

/s/ Tracii L. Hickman Tracii L. Hickman Date Forest Fisheries Biologist

Attachment: Email from Ron Lindland

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"Ron Lindland" [email protected] To [email protected] cc 06/13/2005 01:55PM Subject: Proposed Timberline Express Project

Tracii,

Based on my telephone conversions today with you and Brad Goehring, USFWS, I concur with the Mt. Hood NF determination that the proposed Timberline Express ski lift expansion project would have no effect on ESA listed anandromous fish (Lower Columbia River steelhead, LCR Chinook salmon, or LCR coho salmon) or their proposed critical habitat in Still Creek. Habitat that is known to be occupied by ESA-listed fish species is approximately 5 miles downstream from the proposed project site. Conservation measures which would be implemented as part of the project are expected to minimize sediment transport to the headwaters of Still Creek in the project area. In addition, because of stream channel gradient and configuration, any sediment that may enter the creek from the project site, would be expected to settle out prior to reaching anadromous fish habitat 5 miles downstream.

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MINOR CLARIFICATION: COVER PAGE, APPENDIX G – MOUNTAIN SPECIFICATIONS

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MINOR CLARIFICATION: PAGE 5-1 The following required Agency Distribution List is included above Section 5.1 - Agencies:

REQUIRED AGENCY DISTRIBUTION

Federal Agencies Advisory Council on Historic Preservation Environmental Protection Agency, Region 10 Federal Aviation Administration, Northwest Mountain Region Federal Highway Administration National Marine Fisheries Service, Habitat Conservationists Division, Northwest Region Natural Resources Conservation Service Northwest Power Planning Council Office of the Maritime Administration USDA APHIS PPD/EAD USDA National Agricultural Library U.S. Army Engineering, Northwestern Division U.S. Department of Energy, Office of NEPA Policy and Compliance U.S. Department of the Interior, Office of Environmental Policy and Compliance

State Agencies Economic and Community Development Marty Brantley Governor's Natural Resource Policy Director Jim Brown Oregon Department of Environmental Quality - Portland Office Oregon Department of Fish and Wildlife - Wildlife Division Patty Snow Oregon Department of Forestry Oregon Department of Geology and Mineral Industries State Geologist, Dr. Vicki McConnell Oregon Department of Land Conservation and Development Oregon Division of State Lands John Lilly Oregon Parks and Recreation Department - Resource Management and Planning Divison Michael Carrier, Director Oregon State Economist Tom Potiowsky Oregon Water Resources Department Paul Cleary, Director

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2.0 RESPONSE TO COMMENTS

TABLE OF CONTENTS

2.0 RESPONSE TO COMMENTS ...... 2-1 2.1 Comments on the Draft EIS...... 2-3 2.2 Comment Procedure...... 2-3 2.3 Comment Tracking Method...... 2-3 2.4 Comments and Responses...... 2-3 2.5 Response to Comments...... 2-4 2.6 Agency Letters...... 2-50

Response to Comments By Resource Area 05.0 General...... 2-4 10.0 Climate and Snow...... 2-10 20.0 Watershed Resources and Wetlands...... 2-11 25.0 Vegetation...... 2-17 50.0 Aquatic Conservation Strategy...... 2-19 55.0 Heritage Resources...... 2-20 60.0 Recreation ...... 2-21 65.0 Visual Resources...... 2-37 70.0 Social & Economic Factors ...... 2-39 75.0 Transportation...... 2-42 85.0 Noise...... 2-47 90.0 Land Use...... 2-47

By Individual Baker, Jeffrey B ...... 2-34 Buschman, Jan ...... 2-21 Butt, Dave ...... 2-14, 2-19, 2-28, 2-29, 2-31, 2-35, 2-36, 2-38, 2-43 Campbell, John ...... 2-28 Clemans, Charles ...... 2-22 Crowder, Jim...... 2-32, 2-34, 2-35 Daily, Lou ...... 2-13, 2-19 de Wit, Keith...... 2-47 Dianich, A. Michael...... 2-5, 2-10, 2-11, 2-12, 2-18, 2-22, 2-30, 2-37, 2-38, 2-44, 2-47 Farleigh, Scott...... 2-32, 2-34 Fothering, Pete ...... 2-39 Heiken, Doug ...... 2-5, 2-9, 2-12, 2-13, 2-14, 2-20, 2-28, 2-44 Herner, Helen...... 2-9, 2-22 Hill, Maryanne ...... 2-5, 2-15, 2-16, 2-23 Hodge, Kenneth S ...... 2-33

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Horrax, David ...... 2-33 Kaden, Scott...... 2-8 Klump, Louis ...... 2-6, 2-7, 2-23, 2-24, 2-40, 2-45 Levy, Steve ...... 2-30 Maluski, Ivan ...... 2-6, 2-9, 2-10, 2-12, 2-20, 2-25, 2-26, 2-31, 2-32, 2-39, 2-40, 2-45, 2-48, 2-49 Mench, Don...... 2-8, 2-26, 2-46 Micallef, Rico ...... 2-34 Mills, Sherry & Michael ...... 2-29, 2-31, 2-41 Mulflur, Tom...... 2-33 Oliver, Chuck...... 2-7, 2-26, 2-27, 2-36, 2-42 Pascoe, Russ...... 2-26, 2-36, 2-37, 2-45 Plaeger, Russ...... 2-8, 2-11, 2-13, 2-16, 2-46 Pribnow, Jock...... 2-7 Reichardt, Ron ...... 2-29 Reichgott, Christine ...... 2-6, 2-12, 2-17, 2-42 Sleeger, Preston...... 2-16, 2-21, 2-38 Stoller, Bill...... 2-33 Thygesen, Ray...... 2-27 Vohs, Victoria...... 2-35 Wilson, Barbara ...... 2-10, 2-13, 2-18, 2-27, 2-39, 2-42

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2.1 COMMENTS ON THE DRAFT EIS The Draft EIS for the Timberline Express Proposal was released and distributed to the public on March 14, 2005. The Notice of Availability appeared in the Federal Register on March 25, 2005, initiating the formal 45-day comment period ending on May 9, 2005. Approximately 800 copies of the DEIS or a summary document was distributed to interested individuals, organizations, interested Tribes, and government agencies. In addition, the document was made available on the Mt. Hood National Forest website and Timberline’s website.

During the public comment period 62 comment letters and emails were received by the USFS. Out of the 62 responses, 249 comments were identified by the USFS and of these comments, 226 were identified as substantive comments according to guidance contained at 40 CFR 1503.4 (b). The USFS responses to the substantive comments for the Timberline Draft EIS can be found in Chapter 2 of this Response to Comments Appendix.

2.2 COMMENT PROCEDURE Those receiving a copy of the Timberline Express DEIS were given instructions and an address of where they could send their comments. They were advised that comments which raised concerns with specific areas of the DEIS would be most useful to the process, as opposed to general comments that simply voiced opposition or support.

Consistent with the National Environmental Policy Act (NEPA), 40 CFR 1503.4(b), this volume addresses substantive comments on the DEIS. Substantive comments are those that are within the scope of the proposal, are specific to the proposal, have a direct relationship to the proposal, and include supporting reasons for the Responsible Official to consider. Non-substantive comments are those that are outside the scope of the proposal or express opinions without supporting reasons for the Responsible Official to consider.

2.3 COMMENT TRACKING METHOD A Response to Comments (RTC) database was created using Microsoft Access to track and organize all the public comments for the Timberline Express Draft EIS. Using a template specifically designed for the Timberline Express Draft EIS, the commentor’s name and demographic information (e.g., address, city, state, and zip) were entered into the Access Database. Then, each public response was read and all substantive comments were identified and coded using the established comment codes. After each comment letter had been read and its substantive comments coded, they were entered into the Access Database as separate files under the commentor’s name. Once all the comments were entered into the database, they were distributed to the Responsible Official, IDT members and resource specialists for consideration. Responses were incorporated into the Access Database so that each record consisted of the demographic information of the commentor, their comment(s), and the response(s) to their comment(s).

2.4 COMMENTS AND RESPONSES The purpose of this chapter is to display all the substantive comments received from individuals, agencies, governments, and groups and the responses to these comments by the USFS. Full

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letters are reproduced in this chapter for comment letters received from governmental agencies per FSH 24.1.1(b).

Section 2.1 displays the substantive comments and their respective responses that were submitted by individuals, organizations, and agencies. Each letter received from an individual, agency, government, or organization was given a reference number. Reference numbers were allocated to letters based on the order in which the letter was received. The reference number can be used to locate individual letters in the public record and all public responses to the Timberline Express Draft EIS, which are part of the Administrative Record for the project. Under each reference number in this section, the substantive comments and their corresponding responses are organized by comment code category. The comments and their corresponding responses underneath the comment code are all of the substantive comments made by the individual/agency in their letter that fell into that comment code category.

Section 2.2 contains full copies of the comment letters received from Indian tribes (did we receive any letters from tribes? I did not see any included in section 2.2) and all governmental agencies per FSH 24.1.3.

2.5 RESPONSE TO COMMENTS 05.0 GENERAL

Dave Butt Comment Numerous other anomalies exist that put in doubt the accuracy of the figures used concerning past, current and future capacities. An example can be seen on page 3-248.

Response Assuming that the commenter is referring to the use of the number 1,400 in referring to the CCC on page 3-251, the use of 1,400 is a typographical error. The CCC with the Palmer and Magic Mile lifts closed is 1,780 (3,090 minus 640 and 670 - refer to Table 6 in Appendix G). The FEIS has been corrected to clarify this typographical error (see Errata Sheets).

Dave Butt Comment Finally (pg. 3-244) suggests no impact to the police station at Welches or the hospital at Trout Lake. I know of no such police station and the proximity to Trout Lake is curious.

Response The FEIS has been corrected to indicate that the nearest police station is in Sandy and that the nearest hospital is in Gresham (see Errata Sheets).

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Dianich, A. Michael The Ptarmigans Comment The DEIS does not clearly identify mitigations such as, artificial snow making and where does the water come from, increased summer activity, or projected closure days of the new lift.

Response No snowmaking is proposed in the Timberline Express pod. The Timberline Express is proposed for winter use only. The Timberline Express lift is expected to experience similar conditions to Molly’s Express, which has does not typically close during the winter.

Heiken, Doug Oregon Natural Resources Council Comment While we have reservations about permanent clearing trees of trees for ski areas, we can live with Alt. 3, with modifications. These modifications are:- Eliminating proposed temporary roads used for yarding and hauling- Eliminating the section of the D4 run parallel to three existing runs accessed by the Stormin' Norman lift.- Using aerial, rather than ground-based yarding systems- Using hand-piling techniques for disposal of fuels

Response No temporary roads are proposed for yarding. As shown in Figure 5 - Alternative 3, temporary roads are proposed for construction access to several lift towers. As indicated in Section 2.3.1 - Assumptions and Actions Common to All Action Alternatives, an area of potential skid trails is considered under each alternative, although low impact ground-based machinery would be used for cutting and yarding trees. As described in Section 3.11.3 - Environmental Consequences [Recreation] “ the establishment of upper Trail D4 serves as a way to further reduce the intensity of use over wetlands in the lower Timberline Express liftline”. The analysis in the EIS includes evaluation of both aerial and ground based yarding systems because road access is readily available through the area, via West Leg Road. Analysis has determined that ground based yarding systems as proposed, would have minimal soil impacts on slopes of less than 30 percent. Aerial yarding systems are required on slopes greater than 30 percent and ground based systems would not operate in riparian reserves. Similarly, the DEIS indicates that in wetlands and streams, all woody vegetation would be cut and processed by hand.

Hill, Maryanne Government Camp Water Company Comment In addition it appears the proposed trails will take considerably more time to negotiate from start to finish than say Alpine or Glade Trails, which could result in a desire for toilet facilities.

Timberline Express Proposal FEIS 2-5 November 2005

Response The Alpine and Glade trails are approximately 3-mile long dispersed (not groomed) Alpine ski trails. The alpine ski trails proposed as part of the Timberline Express project would be shorter and groomed and on the average have a quicker ski time. The Nordic reroute as described in Alternative 3 and 8 would be the only new trail that would have similar ski times as the Alpine and Glade trails.

The Timberline Express would be located in a manner that allows skiers to be no more than one lift ride away from a restroom, which is an improvement over the existing condition (e.g., those riding Molly's or Pucci must walk to the Wy'East Day Lodge). Timberline Express skiers would be able to ski to the day lodge. No toilet facilities are proposed in the Timberline Express pod.

Klump, Louis Oregon Nordic Club, Portland Chapter Comment Timberline has not demonstrated a market demand for the additional 900 people CCC within their special use permit area for down hill skiing.

Response Section 1.1.2 - Purpose of and Need for the Proposed Action describes the need for additional terrain to reduce over crowding in the lower-mountain lift and trail network, particularly during inclement weather when the upper mountain lifts are closed. Increasing overall capacity is not one of the identified needs. Therefore, a market demand study was not necessary.

Klump, Louis Oregon Nordic Club, Portland Chapter Comment If there is a minimal incremental increase in people using this area for downhill skiing as a result of adding the Timberline Express, then there is not a need for the Timberline Express expansion.

Maluski, Ivan Sierra Club Oregon Chapter Comment If there is a minimal incremental increase in people using this area for downhill skiing as a result of adding the Timberline Express, then there is not a need for the Timberline Express expansion.

Reichgott, Christine US EPA - Region 10 Comment Given that the ski area already is operating below its potential capacity due to parking lot limitations, significant increases in usership associated with this proposal seem unlikely. EPA questions the need for this project since the parking lot will not be expanded due to safety and environmental concerns.

Timberline Express Proposal FEIS 2-6 November 2005

Common Response The purpose of the Timberline Express chairlift is not to provide capacity for additional visitors (refer to Section 1.1.2 - Purpose of and Need for the Proposed Action). The Timberline Express would enhance the skier experience at Timberline by providing additional skiing terrain and opportunities during inclement weather conditions, when the upper mountain lifts are closed, increasing available intermediate to advanced skill level terrain and provide better terrain distribution, and increasing skier opportunities by extending and utilizing the ski area trail system in a more efficient manner.

We agree that significant increases in usership are unlikely. The DEIS indicates that Timberline may experience a slight increase in visitation as a result of a more diverse product offering (Section 3.11.3).

Klump, Louis Oregon Nordic Club, Portland Chapter Comment We would advocate the same lift route as shown for Alt 8, but with the terminus at 5,150 feet, in order to avoid the wetlands, Perennial Streams and riparian zones just below that route.

Response The DEIS considered such an alternative, Alternative 7 (refer to Appendix A), which was considered but eliminated from further consideration because it did not sufficiently meet the Purpose and Need.

Oliver, Chuck Lower Columbia Canoe Club Comment But we note that even Alt. 8 has a terminus on the boarder of a wetland, and has trail D2A running over a Perennial Stream. The terminus of Alt. 8 is also very close to Perennial Streams. We would advocate the same lift route as shown for Alt. 8, but with the terminus at 5,150 feet, in order to avoid the wetlands, Perennial Streams and riparian zones just below that route.

Response This EIS considered such an alternative, Alternative 7 (refer to Appendix A), which was considered but eliminated from further consideration because it did not sufficiently meet the Purpose and Need.

Pribnow, Jock Comment The Forest Service does not owe Timberline enhanced revenue in the form of an expanded SUP.

Timberline Express Proposal FEIS 2-7 November 2005

Response As described in Section 1.1.2 - Purpose of and Need for the Proposed Action, the Timberline Express is proposed to provide additional diversity of terrain. There is no identified need to enhance revenue in the Timberline Express proposal.

Mench, Don Mt. Hood Stewardship Council Comment The management of SUP on the Zigzag district is already understaffed and underfunded. Expansion of Timberline's SUP will require more Forest Service staff and funding through completion of the development.

Response Administration of the SUP is outside of the scope of this NEPA analysis. Both the SUP and the Mt. Hood National Forest Plan allow for the type of development proposed by RLK and Company. Should the Timberline Express receive approval, administration of the SUP would continue as under the existing conditions.

Plaeger, Russ Sandy Basin Watershed Council Comment We appreciate the effort that has gone into developing the Design Criteria to reduce the impact of the project on the on- and off-site resources. To insure that the Design Criteria and other standards are implemented as planned it will be necessary to incorporate them into contract language for construction and have Forest Service staff carry out frequent inspections during construction.

Response The design criteria, along with monitoring requirements, would be incorporated into the project specific Stormwater Pollution Control Plan (SWPCP) and/or construction plan documents submitted for approval by the USFS.

Kaden, Scott Pacific NW Ski Areas Comment A simple review of the Alt 2 map shows that the plan was developed to take place mainly in areas surrounding the stream course - rather than in the stream course. Furthermore, Alt. 2 has been developed to result in no net loss of wetlands, with alterations only to selected trees and shrubs above five feet tall in riparian areas and thorough consideration of sediment best management practices. On this basis, approval of Alt. 2 is consistent with other recent Forest Service decisions in Region 6.

Timberline Express Proposal FEIS 2-8 November 2005

Response Section 3.17.7 - Aquatic Conservation Strategy and Riparian Reserve Standards and Guidelines provides an analysis of the alternatives in relation to the Aquatic Conservation Strategy and applicable Riparian Reserve Standards and Guidelines.

Heiken, Doug Oregon Natural Resources Council Comment USFS must provide scientific evidence directly related to machine piling regarding soil impacts. … Expert opinions and qualitative or relativistic descriptions of environmental effects are by themselves inadequate. NEPA analysis must be quantifiable and objective and explain the factual basis for conclusions regarding environmental effects, so that the general public can understand and provide meaningful comment.

Response Section 3.2.3 - Environmental Consequences [Geology and Soils] specifically states that “Short term impacts to soil productivity could occur during vegetation removal associated with construction of the project through soil compaction and tree removal from the operation of construction equipment.” Further, “…short term impacts would affect 58.52 acres” [Alternative 3]. Therefore, the EIS does address machine piling by indicating that machinery could operate anywhere in the areas to be cleared during construction. Machine piling is one component of the mechanical activity that will take place on these soils. Others include yarding and utility installation. The EIS provides impact acreages for comparison of the alternatives.

Herner, Helen Comment Therefore, I am requesting that you schedule another field trip so that people who are concerned could walk the proposed sites with you. I would like to see where the proposed lift would be and also the proposed changes to the cross country ski trail. I went with you on a previous field trip and got a general idea when the proposal was in the conceptual stage.

Maluski, Ivan Sierra Club Oregon Chapter Comment To aid in that process, we join the request from other conservation and recreation groups that the Forest Service schedule a site visit prior to the release of the FEIS. That will give the public and the Forest Service and opportunity to more fully consider the impacts of this project, design a better range of alternatives and then select the preferred alternative.

Timberline Express Proposal FEIS 2-9 November 2005

Wilson, Barbara Friends of Mt. Hood Comment When the snow melts, FOMH would appreciate the opportunity of a field trip at this site arranged by the Forest Service. Would this be possible?

Common Response As described in Section 1.5.1 - Scoping Process and Public Participation, the DEIS was developed with extensive public participation, including a site tour on August 5, 2002. As Timberline is situated on National Forest System Lands, the Timberline SUP area is accessible to the public for review of the action alternatives.

10.0 CLIMATE AND SNOW

Dianich, A. Michael The Ptarmigans Comment As the snow conditions may often be near freezing, what conditioning applications will be applied to the snow, etc? Again, the DEIS does not address artificial snow making and its water requirements, which is probable.

Response Snow grooming would take place on portions of the Timberline Express pod, with the exception of the lift line, as described in Design Criterion V1 (Table 2.4-1). No salting, snowmaking or other conditioning applications are proposed.

Wilson, Barbara Friends of Mt. Hood Comment What about climate change and global warming?

Response See Section 3.1 - Climate and Snow Conditions addresses climate change and global warming.

Maluski, Ivan Sierra Club Oregon Chapter Comment Low-elevation ski lifts like the Timberline Express lift will also face the emerging consequences of global climate change. While the specific local and regional consequences of global warming may be difficult to predict, recent data from NASA confirms the scientifically undeniable fact remains that global climate change is happening and that it will affect climactic conditions on Mt. Hood. This adds a significant element of financial risk to any proposal to expand the ski area. Ski area success anywhere has always amounted to a gamble on snow conditions, but

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managing a for-profit ski area in the context of climate change, with its uncertain outcomes, is similar to playing five-card stud poker without looking at your hand.

Response As described in Section 3.1 - Climate and Snow Conditions, global warming effects are still being debated, and are not expected to affect the operational period for the Timberline Express (10 to 20 years). The existing SUP expires in 2022. At that time, the USFS will re-evaluate the feasibility of operating a ski area at Timberline in light of global warming effects. With record visitation nationally and in the Pacific Northwest since 2000 (Illustrations 3.11-3 and -4), global warming appears not to have significantly altered the skiing experience at Timberline.

20.0 WATERSHED RESOURCES AND WETLANDS

Plaeger, Russ Sandy Basin Watershed Council Comment Forested Buffer to protect wetlands at base terminal: - Figure 5 - Alt. 3 Mitigated Proposed Action - shows two wetlands, to the Southwest and Southeast of the base terminal, within the proposed "Partial Clearing Islands" trail corridor. We recommend that these wetlands NOT be included within the trail corridor and that a forested buffer be left between the wetlands and the trail and base terminal. This will protect the wetlands from the impacts of skier and equipment traffic in the base area.

Response Under Alternative 3, these wetland areas are not included within the trail clearing limits. The vegetation in these wetlands would be retained and during construction, the wetlands would be clearly marked in the field.

Dianich, A. Michael The Ptarmigans Comment We did not find a clear analysis as to the downstream affects of water quality to the residents of Government Camp, or other downstream communities.

Response With reference to water quality, Section 3.3 - Watershed Resources provides a detailed discussion regarding water quality. In addition, Section 3.14.3 - Environmental Consequences specifically addresses the Government Camp Drinking Water Protection Area.

Timberline Express Proposal FEIS 2-11 November 2005

Dianich, A. Michael The Ptarmigans Comment The DEIS did not clearly address the impacts of logging, brush clearing, construction and permanent maintenance roads required to enable amendments in this proposal.

Response No permanent roads are proposed in any of the action alternatives, and temporary roads are shown in Figures 2, 5, 6 and 7. Temporary roads would be used for construction of the chairlift and then obliterated (refer to Section 2.3 3 through 2.3.6 - Utilities and Infrastructure). Sections 3.2 - Geology and Soils through 3.6 - Wildlife describe the effects of implementation of the action alternatives.

Heiken, Doug Oregon Natural Resources Council Comment In addition, scientific assessments have repeatedly concluded that there is no reliable empirical evidence that BMPs reduce impacts to ecologically insignificant levels.

Response As stated in the Sediment Model Technical Report (Appendix C), only revegetation of the slopes was considered in the modeling of sediment loads in order to develop a conservative estimate of sediment generation. Thus, the assessment does not rely on the implementation of BMPs in determining the sediment delivery as a result of the Timberline Express. The EIS displays that the implementation of the action alternatives would increase flows, temperatures and sediment delivery, however it is not stated that the level of increase is “ecologically insignificant”.

Maluski, Ivan Sierra Club Oregon Chapter Comment The Forest Service must consider the impact on the environment from bare, clear-cut ski runs on large swaths of forest land.

Response Sections 3.2 - Geology and Soils through 3.7- Wildlife address the environmental effects of tree removal on the physical and biological environments.

Reichgott, Christine US EPA - Region 10 Comment The Study Area contains the headwaters of Still Creek and the Upper Salmon River. The Upper Salmon has been designated as a Tier 1 Key Watershed for anadromous fish and bull trout. The

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Still Creek headwaters provide habitat for spawning and rearing fish. Both Still Creek and the Salmon River have high stream bank erosion potential. Each of the alternatives presented involves some clearing within Riparian Reserves, and some include impacts to the Riparian Reserve at the headwaters of the Salmon River. While mitigation measures to reduce sediments are described, the risk to a Tier 1 watershed could be unreasonable.

Response Tier 1 Key watersheds were identified because of their importance to anadromous fish and bull trout. The Fisheries Biological Evaluation (Appendix D) concluded that the proposal would have no effect on listed fish species.

Daily, Lou Comment An additional environmental concern is the use of salt at Timberline on ski trails. Since the operators of the ski area now use over 1 million pounds of salt a year, there is reason to believe that they would also use salt on the runs of a new lift. I haven't found any discussion in the DEIS of a limit for salt usage or a monitoring plan.

Plaeger, Russ Sandy Basin Watershed Council Comment Salting of snow for skiing: We strongly recommend that no salting be allowed on any runs within the Timberline Express project area. This should be added as an additional Design Criterion for the project.

Wilson, Barbara Friends of Mt. Hood Comment Will salt be used (as it is now used on Palmer Glacier), and if so, what cumulative impact will it have on wetlands and sensitive amphibians?

Common Response No salting is proposed on the Timberline Express ski trails.

Heiken, Doug Oregon Natural Resources Council Comment While the use of full suspension yarding avoids direct impacts to the soil over which trees are yarded, temporary road spurs are needed in order to haul the trees out. While operating processors and/or forwarders over slash reduces impacts, the impacts to soil are there nonetheless. While designed skid trails can be used to avoid dispersed impacts to soil from yarding equipment, machine-piling results in multiple passes over most of the areas treated.

Timberline Express Proposal FEIS 2-13 November 2005

Response Sections 3.2.3 - Environmental Consequences [Geology and Soils] and 3.3.3 - Environmental Consequences [Water and Watershed Resources] describe the effects of yarding and slash disposal on soils. In order to address this concern, a new mitigation measure (see MM5) has been added to the Final EIS, indicating that a Travel Route Plan (TRP) would be created for the SWPPP to minimize compaction of soils by limiting equipment to designated travel ways, protected by the placement of slash, as approved by the USFS. In the event that slash begins to thin to the point that soil is exposed, the number of trips over any one pathway will be limited to no more than four trips until additional slash is placed along the travel corridor, as approved by the USFS.

Heiken, Doug Oregon Natural Resources Council Comment The USFS provides no such peer-reviewed scientific studies to back up your assertion that "it is anticipated that sediment yield to streams due to temporary road construction would be minimized”. We strongly urge the USFS to select an alternative that eliminates temporary roads for hauling and yarding purposes.

Butt, Dave Comment Another area of concern is Government Camp's water supply, the DEIS acknowledges (pg. 3- 30):

"Although the boundary of the Government Camp DWPA has been identified, a Drinking Water Protection Plan has not been developed and therefore, no management guidelines or protection standards have been established".

This statement implies that it is someone else's problem and not anything that Timberline or the USFS needs to be concerned about until a plan is completed. Specifically, the proposals to reroute trails into the DWPA to accommodate Timberline's proposal should place responsibility on Timberline and the USFS to assure that the Government Camp DWPA is not harmed.

Timberline Express Proposal FEIS 2-14 November 2005

Response Development of the plan is a voluntary process to be implemented by the Government Camp Water Company. The Source Water Assessment process is discussed in Section 3.14.2 - Existing Conditions [Land Use}. The required steps were completed and no potential sources of contamination were identified. Section 3.14.3 - Environmental Consequences [Land Use] discloses the effects to the DWPA under the Action Alternatives and determined that the proposal would not harm the DWPA.

Hill, Maryanne Government Camp Water Company Comment In previous expansions to Timberline's permit area, no regard has been given to the Government Camp DWPA by the USDA Forest Service. I site the placement of Stormin' Norman Chairlift within the Government Camp DWPA. This disregard to the Government Camp DWPA has created grave concern that the USDA Forest Service will again fail to recognize and protect this valuable resource, our drinking water.

Response The DWPA was established in 2003. The Stormin' Norman lift, erected in 2001, is an upgrade to the previous Blossom lift. Thus, the Blossom lift and Stormin' Norman upgrade occurred before the existence of the DWPA. It is unclear what “previous expansions” to Timberline’s permits area are being referred to, as none have occurred. Section 3.14.3 - Environmental Consequences [Land Use] discloses the effects to the DWPA under the Action Alternatives and determined that the proposal would not harm the DWPA. The first sentence of Paragraph 5 on page 3-287 has been updated to reflect the acreage of impact in the DWPA from clearing (see Errata Sheets).

Hill, Maryanne Government Camp Water Company Comment You have stated, page 3-30, "The hydrological effects from the historic conversion of forested plant communities to ski trails in this area are realized largely within the Still Creek Drainage Basin and do not currently have a reasonable effect on the Government Camp Water Supply." That is given, however the major portion of the planned new trails are to the WEST of Still Creek Drainage Basin.

Response Figure 5 - Alternative 3 shows that trails D4 and D4A are located to the west of Still Creek proper. A careful analysis of the topographic lines will show that the upper portion of Trail D4 (approximately 7.3 acres) would indeed be located in the drainage basin divide west of Still Creek. Approximately 1,600 feet of the Nordic corridor would be located west of the Still Creek Basin.

Below the Glade trail, the entire D4 trail would be located inside the Still Creek basin, although west of the Still Creek. Thus, Trails D2, D3, the lift line, the glades, D4A, and lower D4 would

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be located within the Still Creek drainage basin. With Trail D4 located in the western-most portion of the Timberline Express pod, it is unclear how the commenter determined that the majority of development would be west of the Still Creek drainage basin.

Hill, Maryanne Government Camp Water Company Comment Potable water is precious to all of our users. I submitted Maps of our DWPA to Paul Koehler & Colleen Madrid expecting to insure a factual representation and avoidance of any conflict that could in any possible way put a pure spring drinking water supply with 1908 water rights at risk.

Response The Sourcewater Assessment Report for Government Camp (ODHS/ODEQ, 2003), located in the project file, specifically shows that DWPA includes ski facilities associated with Timberline (e.g., Alpine and Glade trail (refer to Figure 1). As indicated in Section 3.14.2 - Existing Conditions [Land Use], ODEQ provided mapping of the DWPA.

The range of Alternatives presented in the DEIS does include actions that could be implemented without disturbance to the DWPA, including the No Action alternative. The Sourcewater Assessment Report does not identify Timberline facilities, operations or other prior or existing actions as potential sources of pollution.

Plaeger, Russ Sandy Basin Watershed Council Comment Minimum Snow Depth for Grooming and Operation of Timberline Express:- to protect wetland vegetation we recommend that there be a minimum 2 foot snow pack present at the base terminal (approx. 4850 ft. elevation) before the Timberline Express lift can start operating at the beginning of the season or continue to operate during the ski season. This should be added as an additional Design Criterion for the project. We agree with Design Criterion V12 requiring a minimum 3 foot snow pack before grooming can occur.

Response As described in Design Criteria V1 and V12 (refer to Table 2.4-2), the wetland areas along the lift line would not be groomed unless three feet of snow is present under all action alternatives. Under Alternative 3, the lower lift line would not be groomed at all, in order to protect wetland vegetation and soils.

Sleeger, Preston US Department of the Interior Office of Environmental Policy and Compliance Comment Section 3.3.2, Zigzag River Watershed, Page 3-43, Second Paragraph, and Section 3.3.2, Salmon River Watershed, Page 3-44, Second Paragraph - The paragraphs compare the estimated average annual temperature for these stream segments to the Oregon temperature standards for those

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segments and conclude that the streams are well below the applicable standards; however, the standard is not based on average annual temperature but on the seven-day-average maximum temperature. Information on Oregon’s temperature standards is available on-line at http://www.deq.state.or.us/wq/wqrules/Div041/OAR340Div041.pdf.

Response The raw data used in the EIS analysis of temperature are included in the project record. In order to address this comment, a 7-day average maximum temperature was calculated from the existing 401 Certification monitoring data for Still Creek and the Salmon River. No exceedance in the state water quality criteria has been observed during the monitoring period, 1997 through 2002. During this time, the 7-day average maximum temperature in Still Creek is14.7°C and 9.5°C in the Salmon River. The FEIS has been updated to include these numbers.

25.0 VEGETATION

Reichgott, Christine US EPA - Region 10 Comment The Forest Service has determined that in fifth field watersheds, all remaining late-successional stands should be protected where fifteen percent or less of such forest persists. The Study Area is two percent below that minimum. The DEIS does not clarify why additional clearing of late successional forest would be acceptable given the current levels of such forest in the Study Area.

Response The standard being referred to is located on page C-44 of the Northwest Forest Plan (USDA, USDI, 1994). This standard applies to fifth field watersheds, not the site scale (the Study Area), where federal forest lands contain 15 percent or less late successional forest. This standard does not apply to the Salmon or Zigzag watersheds because they contain more than 15 percent late seral forest (DEIS Table 3.5-6).

Reichgott, Christine US EPA - Region 10 Comment We have given a rating of EC-1 (Environmental Concerns - Adequate Information) to this project. An explanation of the EPA rating system and detailed comments are attached to this letter. The rating summary of these comments will be published in the Federal Register. The Environmental Concern rating is associated with the increased fragmentation of late seral stage forests and potential impacts on water.

Response Alternative 3 would result in the lowest impact of the action alternatives in terms of late seral fragmentation (Table 3.5-6). Further, the number of large and small late seral blocks, as defined in the Mt. Hood National Forest Land and Resource Management Plan, would be maintained

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under all of the action alternatives. In addition, the action alternatives would maintain greater than 15 percent late seral forest in both the Zigzag and Upper Salmon River 5th field watersheds.

Wilson, Barbara Friends of Mt. Hood Comment Has the impact of fragmentation and disturbance of the new trail been adequately considered?

Response The impacts of fragmentation and disturbance have been evaluated in the DEIS (refer to Section 3.5.3 - Environmental Consequences [Vegetation] and 3.6.3 - Environmental Consequences [Wildlife]. Table 3.5-6 indicates that Alternative 3 would result in the lowest impact of the action alternatives in terms of late seral fragmentation. Further, the number of large and small late seral blocks, as defined in the Mt. Hood National Forest Land and Resource Management Plan, would be maintained under all of the action alternatives. In addition, the action alternatives would maintain greater than 15 percent late seral forest in both the Zigzag and Upper Salmon River 5th field watersheds.

Wilson, Barbara Friends of Mt. Hood Comment We regret that tree removal would occur with the building of this lift. Loss of trees will result in the possibility of erosion, sedimentation of streams, and loss of habitat and thermal cover for wildlife. We oppose the loss of trees from this area.

Response Comment noted. The effects of tree removal are discussed in Sections 3.2 - Geology and Soils through 3.6 - Wildlife.

Dianich, A. Michael The Ptarmigans Comment Although the report covers surveys and impacts in the local study area, it does not address downstream affects in the Sandy River and Columbia River where even slight additional turbidity and sediment could increase stress on already threatened and sediment could increase stress on already threatened and endangered fish.

Response The Fish Biological Evaluation (Appendix D) provides a detailed analysis of impacts to listed fish species. In addition, Appendix C contains a detailed discussion of research and modeling, including sediment modeling, streamflow modeling, and Aggregate Recovery Percentage analysis. These studies are referenced in the EIS analysis.

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Daily, Lou Comment In all four alternatives (2, 3, 5 and 8), there will be ski trails partially located in a riparian reserve. Some trails appear to be adjacent to or pass through wetlands. The substantial amount of timber that will be removed for these trails is bound to cause erosion, and hence, an increase of sedimentation in the riparian reserves and wetlands.

Response Sedimentation is addressed in Section 3.2 - Geology and Soils. Appendices C and D provide detailed modeling and analysis of potential sediment resulting from the Timberline Express proposal.

50.0 AQUATIC CONSERVATION STRATEGY

Butt, Dave Comment While I support the long term plans to add lifts like the Timberline Express and transportation links to the various ski areas, it cannot be done accidentally or surreptitiously. It needs to be planned and reviewed by all. All interests, not just Timberline's, need to be fully examined.

Response We agree that lifts and transportation links to the various ski areas should not be done accidentally or surreptitiously. Presently, there are no other proposals before the Mt. Hood National Forest for additional lifts or transportation links at these ski areas.

Butt, Dave Comment It is not believable that some effort to fix parking and transportation to and from Timberline to meet the public need and eventual demand will not occur in the reasonably foreseeable future, as exampled in the 1999 Conceptual Development Plan for Timberline. By limiting the scope of analysis (DEIS pg 1-10) to the Timberline Express Proposal and not identifying and analyzing all foreseeable cumulative effects, the Agency appears to be attempting to avoid significance by evaluating small component parts rather than the big picture.

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which do not require additional parking (refer to Section 1.1.2 - Purpose of and Need for the Proposed Action).

RLK and Company did not submit the 1999 Conceptual Development Plan to the Forest Service and is not an accepted amendment to their approved Master Development Plan. Therefore, the Forest Service does not recognize this plan as a “reasonable foreseeable action” within the context of the cumulative effects analysis.

Heiken, Doug Oregon Natural Resources Council Comment USFS must look at the existing, proposed and reasonably foreseeable impacts on large and small scales, not just on large and really large scales. One of the most important components of the Northwest Forest Plan and ecosystem-based analysis on a whole is looking at multiple issues on a coarse and fine scale. This component was wholly ignored in the Timberline DEIS.

Response The DEIS evaluates the direct and indirect impacts of the alternatives within the Study Area ranging in size from individual wetland areas (Table 3.3-10) to late seral blocks in the vicinity of the SUP area (Table 3.5-6) to the portions of the Zigzag and Upper Salmon River watersheds that are located in the SUP area (Table 3.3-8). Cumulative effects are then analyzed based on the individual projects listed in Tables 12 and 14 in the Cumulative Watershed Effects Analysis memorandum (Appendix C) - projects ranging from less than one acre to over 100 acres. Finally, cumulative effects, including the Timberline Express, are analyzed at two different scales (e.g., Table 3.3-19). In all cases, cumulative effects in the EIS include existing and reasonably foreseeable actions. Thus, the analysis does include multiple scales.

55.0 HERITAGE RESOURCES

Maluski, Ivan Sierra Club Oregon Chapter Comment The West Leg Road and the Glade Trail are important component of the Government Camp Historic District. This area has a long tradition as a primitive recreational area. To infringe on these trails with graded, groomed ski trails and chairlifts - either directly or in the vicinity - would substantially degrade their historic qualities.

Response As stated in Section 3.9 - Heritage Resources, "To provide easier access to the alpine meadows and snow fields for skiing, climbing, hiking, camping, sightseeing, and berry picking, the Forest Service proposed a one-way loop road from Government Camp to the Timberline area in the late 1920's. The west half of this loop, the West Leg Road, was built by the Forest Service in 1930 and opened in 1931."...After a site for Timberline Lodge was chosen in 1936, the West Leg Road was extended upslope to the lodge site." As described in this text, a component of the historic fabric of West Leg Road is that it provides access to the Timberline Lodge area. Further, in

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discussing West Leg Road, the EIS indicates that "The road retains integrity of location, design, setting, materials, workmanship, feeling and association over most of its length in the Area of Potential Effect. It is still used by motor vehicles during the summer and fall and by Nordic skiers during the winter." West Leg Road was recommended by the USFS as eligible to the National Register of Historic Places (NRHP) and the USFS received concurrence of this finding by the Oregon State Historic Preservation Officer (SHPO). In evaluating the Timberline Express, the SHPO provided concurrence that the proposed facilities “would have no adverse effect upon the defining qualities that qualify West Leg Road for the NRHP”.

The Forest Service is not aware of a designated Government Camp Historic District.

Sleeger, Preston US Department of the Interior Office of Environmental Policy and Compliance Comment The Dept. recommends that the FEIS contain a more thorough description of potential impacts to Timberline Lodge, either in this or the Visual Resources section.

Sleeger, Preston US Department of the Interior Office of Environmental Policy and Compliance Comment The DEIS states that the State Historic Preservation Officer (SHPO) has concurred with the finding of no adverse effect for the Pacific Crest/Timberline Trail; however, there is no similar indication of concurrence by the SHPO for the Timberline Lodge.

Common Response During the development of the DEIS, the MHNF Section 106 Compliance Record, located in the project record, demonstrates that effects to Timberline Lodge, primarily visual effects, were considered throughout the process. The Heritage Resources technical report for the Timberline Express Chairlift recognized that potential effects to the Lodge would be primarily visual though they “would be consistent with the existing developed character of the Lodge vicinity”. On September 17, 2004, Rick McClure, Forest Archaeologist, received concurrence from SHPO that “there will be no historic properties adversely affected” with this undertaking (i.e., the Timberline Express proposal).

60.0 RECREATION

Buschman, Jan Comment The new trail suggested will never replace the type of skiing and snow shoeing that myself and my friends have on West Leg Road. I do not believe they are going to make the bypass trail a flat road.

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Response As described in Mitigation Measure MM2 (refer to Table 2.4-3 - Mitigation Measures), the Nordic trail re-route under Alternatives 3 and 8 would include a width of 25 feet, similar to West Leg Road. In addition, the slope gradient along the re-route would vary between five and eight percent, consistent with the grades along West Leg Road. On this basis, the re-route has been designed to provide the same steepness and level of difficulty as the current West Leg Road trail.

Clemans, Charles Comment As a person who engages in both Nordic and Alpine skiing, I see little if any conflict. There is much other Nordic trail area available at Mt. Hood. Additionally, over the years I have seen very little Nordic skiing in the subject area.

Response The effect of the Timberline Express on Nordic skiing is described in Section 3.11.3 - Environmental Consequences [Recreation].

Dianich, A. Michael The Ptarmigans Comment Especially at risk would be cross country skiers who would be subjected to steeper terrain and dangerous intermixing with downhill skiers at path crossings.

Response Section 1.5.3 - Significant Issues identifies Nordic skiing on West Leg Road as a significant issue in the analysis. As a result, all of the action alternatives evaluated in the EIS address impacts to Nordic skiing on West Leg Road through a re-route of a new Nordic trail, smaller re- routes along West Leg Road, or management of the potential conflicts between Nordic and alpine skiers (refer to Section 2.0 - Alternatives Considered in Detail), including Design Criterion REC1, which would use signage to warn alpine and Nordic skiers of potential conflicts at intersections between alpine and Nordic trails. As described in Mitigation Measure MM2 (refer to Table 2.4-3 - Mitigation Measures), the Nordic trail re-route under Alternatives 3 and 8 would include a width of 25 feet, similar to West Leg Road. In addition, the slope gradient along the re-route would vary between five and eight percent, consistent with the grades along West Leg Road. On this basis, the re-route has been designed to provide the same steepness and level of difficulty as the current West Leg Road trail.

Herner, Helen Comment As a cross country skier, I am frankly not happy about altering the popular West Leg Road from Government Camp to TL Lodge. This route has been used by cross country skiers for many years and more recently by snow shoe trekkers. It's one of the nearest trails from Portland and sometimes is the only place for a cross country skier to ski when the weather is marginal because

Timberline Express Proposal FEIS 2-22 November 2005

one can escape from the rain by going up. It's also very quiet and beautiful, esp. after a fresh snowfall. I am concerned that an alternate route can diminish this experience and opportunity.

Response Section 3.11.3 - Environmental Consequences [Recreation] acknowledges that only Alternative 1 (No Action) would retain the existing Nordic skiing experience on West Leg Road. Alternatives 3 and 8 include mitigation measure MM1 (refer to Table 2.4-3), which would develop a re-route of a portion of the West Leg Road Nordic trail to minimize effects to the Nordic experience in the vicinity of the Timberline Express pod. The re-reroute would include a similar width and slope gradient as West Leg Road, and has been designed to retain the characteristics of the West Leg Road Nordic trail, including maintaining a route from Government Camp to Timberline Lodge. Under all of the alternatives, the Nordic trail from Government Camp to the Timberline SUP area would be unchanged. Alternatives 2 and 5, with no re-route of the Nordic trail, would affect the Nordic skiing experience to a greater degree than Alternatives 3 and 8.

Hill, Maryanne Government Camp Water Company Comment Many cross country trails began with a designated modest width with creek crossings designed to disallow grooming. With time trails are improved and groomed. Grooming equipment can and does, from time to time, leak hydraulic fluids.

Response The Nordic Trail re-route under Alternatives 3 and 8 would be designed to provide an experience similar to West Leg Road. As described in Mitigation Measure MM2 (see Table 2.4-3), the re- route would be 25 feet wide with an average slope gradient ranging from five to eight percent. The designed width would allow grooming, although grooming is planned or anticipated at this time. No additional improvements are proposed in the re-routed Nordic trail. While it is acknowledged that any machinery could leak hydraulic or other fluids, conditions on the new trail would be similar to those currently on West Leg Road during the winter.

If grooming is authorized in the future, hazardous spills would be addressed in the operating plan of the special use authorization. Spill containment kits would also be required in each grooming machine.

Klump, Louis Oregon Nordic Club, Portland Chapter Comment Alt 2 and 5 are unsuitable due to the lack of a viable alternate Nordic Ski Trail. The West Leg Road up to Timberline Lodge has been a popular Nordic and Snow Shoe trail for at least 30 years. It is heavily used, and the public expects they will always have the use of this public land for Nordic skiing, and snow shoeing. Nordic skiing and snow shoeing in this corridor has become a well-engrained tradition.

Timberline Express Proposal FEIS 2-23 November 2005

Response The DEIS recognizes that Nordic skiing and snowshoeing take place on West Leg Road (Section 3.11.2 - Affected Environment [Recreation]). Under any of the action alternatives, the public would continue to have access to West Leg Road for these activities. Section 3.11.3 - Environmental Consequences [Recreation] describes the potential adverse effects to Nordic skiers and snowshoers on West Leg Road.

Klump, Louis Oregon Nordic Club, Portland Chapter Comment Timberline has not taken into account the significant usage of the West Leg Road by the Nordic Ski community and snowshoe people. This area is heavily used by Nordic skiers and snow shoers on Mt. Hood, and compliments the expanded Nordic ski-trail-plans to enhance commerce for Government Camp businesses. Even the proposed by pass trail shown in Alt. 3 and 8 is steeper, and crosses two high speed downhill runs twice. It cannot replace the much easier to use West Leg Road. Alt 2 and 5 provide a Nordic ski trail that would pose significant safety concerns for both down hill skiers and Nordic

Response Nordic skiing on West Leg Road was identified as a significant issue in the analysis (Section 1.5.3 - Significant Issues). As a result, all of the action alternatives evaluated in the EIS address impacts to Nordic skiing on West Leg Road through either a re-route of a new Nordic trail, smaller re-routes along West Leg Road, or management of the potential conflicts between Nordic and alpine skiers (refer to Section 2.0 - Alternatives Considered in Detail). The number of people using the West Leg Road for Nordic skiing is not monitored by the USFS or Timberline (Section 3.11.2 - Affected Environment [Recreation]). Section 3.11.2 also discusses available information concerning the use of West Leg Road. Section 3.11.3 - Environmental Consequences [Recreation] describes the potential adverse effects to Nordic skiers on West Leg Road.

As described in Mitigation Measure MM2 (refer to Table 2.4-3 - Mitigation Measures), the Nordic trail re-route under Alternatives 3 and 8 would include a width of 25 feet, similar to West Leg Road. In addition, the slope gradient along the re-route would vary between five and eight percent, consistent with the grades along West Leg Road. On this basis, the re-route has been designed to provide the same steepness and level of difficulty as the current West Leg Road trail.

While the re-route of the trail under Alternatives 3 and 8 would include two new crossings over alpine trails, West Leg Road currently crosses through the existing ski terrain, including three crossings over alpine trails (refer to Table 3.9-1). The new crossings would be similar to the experience in the current ski area, although the new crossings would include signage to warn alpine and Nordic skiers of potential conflicts at intersections between alpine and Nordic trails, as described in Design Criterion REC1. Trails D4 and D4A (Alternative 3), which cross the proposed re-route, would both be low-intermediate trails (refer to Table 2.3-9). Section 3.11.3 - Environmental Consequences [Recreation] acknowledges that the Alternatives 2 and 5, with no

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re-route of the Nordic trail, would affect the Nordic skiing experience to a greater degree than Alternatives 3 and 8.

Maluski, Ivan Sierra Club Oregon Chapter Comment There is already a local precedent for a backcountry recreation alternative in a ski area master plan. Alt "B" in the 1979 DEIS for Multorpor Ski Bowl (now known as Mt. Hood Ski Bowl) was an alternative that included expanded network of Nordic and dispersed recreation trails without new lifts or runs at the ski area. Nordic and snowshoe trails extended out of the ski permit area to adjacent natural areas like the Wind Lake basin on the north side of Tom Dick and Harry Mountain (Multorpor, 50).

Response The provision of additional backcountry recreation in the Timberline SUP area would not address the Purpose and Need (Section 1.1.2 - Purpose of and Need for the Proposed Action). In addition, any proposal to provide additional backcountry recreation inside the ski area SUP boundary, an area allocated for developed recreation, would be a forest planning issue outside of the scope of this EIS.

Maluski, Ivan Sierra Club Oregon Chapter Comment Timberline has not taken into account the significant usage of the historic West Leg Road and the Glade Trail by the Nordic Ski community and snowshoe people. This area is heavily used by Nordic skiers and people who enjoy snowshoeing on Mt. Hood. This area compliments the expanded Nordic ski-trail-plans to enhance commerce for Government Camp businesses. Even the proposed by pass trail shown in Alt. 3 and 8 is steeper, and crosses two high-speed downhill runs twice. Neither by-pass proposal provides an equivalent kind of experience that the existing trail provides.

Response Section 1.5.3 - Significant Issues identifies Nordic skiing on West Leg Road as a significant issue in the analysis. As a result, all of the action alternatives evaluated in the EIS address impacts to Nordic skiing on West Leg Road through a re-route of a new Nordic trail, smaller re- routes along West Leg Road, or management of the potential conflicts between Nordic and alpine skiers (refer to Section 2.0 - Alternatives Considered in Detail), including Design Criterion REC1, which would use signage to warn alpine and Nordic skiers of potential conflicts at intersections between alpine and Nordic trails. As described in Section 3.11.2 - Affected Environment [Recreation], use of West Leg Road for Nordic skiing is not monitored by the USFS or Timberline. Information provided by the Mazamas and Oregon Nordic Club suggest that West Leg Road experienced approximately 263 visits during the 2002-03 ski season. As described in Mitigation Measure MM2 (refer to Table 2.4-3 - Mitigation Measures), the Nordic trail re-route under Alternatives 3 and 8 would include a width of 25 feet, similar to West Leg

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Road. In addition, the slope gradient along the re-route would vary between five and eight percent, consistent with the grades along West Leg Road. On this basis, the re-route has been designed to provide the same steepness and level of difficulty as the current West Leg Road trail.

Maluski, Ivan Sierra Club Oregon Chapter Comment The West Leg Road up to Timberline Lodge has been a popular Nordic and snowshoeing trail for at least 30 years. This West Leg Road is heavily used, and the public has an expectation that they will be able to continue to use this public land for Nordic skiing and snowshoeing. Nordic skiing and snowshoeing in this corridor are a well-engrained historic tradition.

Response The development of the Timberline Express would not preclude the use of West Leg Road by Nordic skiers. Even under those alternatives with a Nordic trail re-route (Alternatives 3 and 8), Timberline would provide signage at Nordic and alpine skiing intersections to avoid potential conflicts (see Design Criterion REC1 in Table 2.4-2). In addition, as shown in Mitigation Measure MM2 (Table 2.4-3), the re-route would be designed with a 25 foot width and a slope gradient between five and eight percent, similar to the West Leg Road Nordic Trail.

Mench, Don Mt. Hood Stewardship Council Comment The potential conflicts with cross-country skiing and snowshoe activities in the newly designated downhill ski areas.

Response Alternatives 3 and 8 provide a re-route of the West Leg Nordic Trail around the development, in order to avoid conflicts between alpine and Nordic skiers (refer to Mitigation Measure MM1 in Table 2.4-3). In addition, Design Criterion REC1 includes the placement of signage at Nordic and alpine intersections to avoid potential conflicts.

Oliver, Chuck Lower Columbia Canoe Club Comment Even the proposed by pass trail shown in Alts. 3 and 8 is steeper, and crosses two high speed downhill runs twice. It cannot replace the much easier to use West Leg Road.

Pascoe, Russ Lower Columbia Canoe Club Comment The new trail suggested instead of the traditional options will never replace the type of skiing we have now on West Leg Road as I do not think they are going to make the bypass trail a flat road.

Timberline Express Proposal FEIS 2-26 November 2005

Thygesen, Ray Mt. Adams Nordic Ski Club Comment West Leg Road is the only route between the Timberline area and Government Camp that is suitable for Average Nordic skiers. To close this road to cross country skiing would indeed be unfortunate.

Common Response As described in Mitigation Measure MM2 (refer to Table 2.4-3 - Mitigation Measures), the Nordic trail re-route under Alternatives 3 and 8 would include a width of 25 feet, similar to West Leg Road. In addition, the slope gradient along the re-route would vary between five and eight percent, consistent with the grades along West Leg Road. On this basis, the re-route has been designed to provide the same steepness and level of difficulty as the current West Leg Road trail.

In addition, under all of the alternatives, the Nordic trail from Government Camp to the Timberline SUP area would be unchanged, and the use of West Leg Road for Nordic skiing would not be prohibited.

Oliver, Chuck Lower Columbia Canoe Club Comment Timberline has not taken into account the significant usage of the West Leg Road by the Nordic Ski community and snowshoe users.

Wilson, Barbara Friends of Mt. Hood Comment We appreciate the proposal to create a new Nordic trail for cross-country skiers shown in Alt. 3, but there still appear to be dangerous conflicts where the trail crosses ski runs. Some cross country skiers still question why donwhill skiing always seems to have precedence over time- honored Nordic trails.

Timberline Express Proposal FEIS 2-27 November 2005

Response While the re-route of the trail under Alternatives 3 and 8 would include two additional crossings over alpine trails, West Leg Road currently crosses through the existing ski terrain, including three crossings over alpine trails (refer to Table 3.9-1). The additional crossings would be signed as described in Design Criterion REC1, described above and would therefore be similar to the experience in the current ski area. Within the Mt. Hood National Forest, areas allocated to A-11, including the existing Timberline SUP area and the proposed modification areas, are to provide high quality winter recreation opportunities, including both alpine and Nordic skiing (refer to Section 1.2.1 - Mount Hood National Forest Land and Resource Management Plan). It is not a case of alpine skiing having precedence over Nordic trails. Rather, the allocation of the Timberline Express study area supports both alpine and downhill skiing.

Butt, Dave Comment Timberline will never be an advanced intermediate-expert ski area. The historical family oriented average skier area is its strength, not its weakness. The concept of adding minimal terrain to replace Palmer and the Mile misses the lure that is Timberline. Skiing above the Lodge involves visuals and dramatic perceptions that will not be met in the woods of West Leg.

Response Section 1.1.2 - Purpose of and Need for the Proposed Action describes the need for additional lift service and terrain when the upper mountain is closed.

Campbell, John Comment The long-existing chair system, relying on the Pucci as the main connecting lift when the upper mountain is closed, has always worked very badly. It forces a bottle neck into a slow speed chair for all. This added chair, from what I can tell of the description, sounds like it would clear up that problem.

Response Section 1.1.2 - Purpose of and Need for the Proposed Action describes the need for additional lift service and terrain to reduce over crowding. Comment noted. Section 3.11 - Recreation describes the effects of the Timberline Express on the availability of terrain when the Magic Mile and Palmer chairlifts are inoperable.

Heiken, Doug Oregon Natural Resources Council Comment We could never support Alt. 2 because of its direct impacts on wetlands and riparian reserves. While Alt. 3 avoids some of these impacts, it adds another by including the northerly expansion of proposed run D4, which passes directly on top of an ephemeral stream. This section of run D4 is redundant, as three existing runs are currently available just to the east.

Timberline Express Proposal FEIS 2-28 November 2005

Response As described in Section 3.11.3 - Environmental Consequences [Recreation] “ the establishment of upper Trail D4 serves as a way to further reduce the intensity of use over wetlands in the lower Timberline Express liftline.” As shown in Figure 5, Trail D4 is not redundant, in that the existing trails in the area convey skiers to the bottom terminal of Stormin’ Norman. From this location, skiers wishing to access the Timberline Express pod would be required to ski through the bottom terminal area. As a result, skiers may otherwise consider accessing the Timberline Express via the lift line or one of the trails in the Pucci pod, all of which funnel skiers to the wetland/riparian area near the bottom terminal site (Alternatives 2 and 3). By conveying skiers to the west, Trail D4 would allow Stormin’ Norman skiers to easily access the Timberline Express pod while reducing the intensity of use in the sensitive riparian zone. While Trail D4 would pass over an ephemeral stream, it should be noted that the stream is a high-elevation snowmelt channel that is not contiguous with any other stream system (Figure 5). In order to address this concern, a new mitigation measure has been added to the Final EIS (refer to MM4), indicating that no clearing will take place within 25 feet of this ephemeral stream.

Mills, Sherry & Michael Comment As a skier, I feel it is definitely beneficial to have another run at Timberline that can be used when the "Mile" and "Palmer" are not available (which can be a considerable amount) due to poor visibility or high winds. I('ve) been at Timberline all too many times when the only options available are Pucci and Molly's...even Stormin Norman has been dicey with limited visibility.

Response Section 1.1.2 - Purpose of and Need for the Proposed Action describes the need for additional lift service and terrain when the upper mountain is closed.

Reichardt, Ron Comment I personally will be more inclined to ski at Timberline knowing that in questionable weather, when the Mile and Palmer are not operating, there will be decent skiing on the lower mountain and having more terrain will tend to spread people out more.

Response Section 3.11 - Recreation describes the effects of the Timberline Express on the availability of terrain when the Magic Mile and Palmer chairlifts are inoperable.

Butt, Dave Comment The DEIS failed to analyze the impact to non-skiing visitors, adequacy of base facilities and provides little useful analysis upon which an informed decision could be made. Part of the calculation of CCC relies on the adequacy of these facilities.

Timberline Express Proposal FEIS 2-29 November 2005

Response The purpose of the Timberline Express chairlift is not to provide capacity for additional visitors (refer to Section 1.1.2 - Purpose of and Need for the Proposed Action). The Timberline Express proposal evaluated in this EIS would allow Timberline to address other ski area deficiencies, which do not require additional parking (refer to Section 1.1.2 - Purpose of and Need for the Proposed Action). Non-skiing activities would not be affected. Parking has been identified as the primary limiting factor in terms of capacity at Timberline (Appendix G).

Dianich, A. Michael The Ptarmigans Comment The proposal does not clearly show, through survey data, that the proposal will truly beneficially augment the present facility and skier experience - keeping in mind that skiers can ski on better low elevation terrain at presumably less expense virtually across the road.

Response Table 1.1-2 displays the proportion of the ski season that the Magic Mile and Palmer Express lifts operated from 1995 to 2002, averaging 59 percent of the time. Section 1.1.2 - Purpose of and Need for the Proposed Action describes the need in terms of these periods of closure. Section 3.11.3 - Environmental Consequences [Recreation] documents the improvements in the ski facilities at Timberline under the action alternatives. These benefits include the ability to operate on protected terrain during periods when the upper mountain is closed due to bad weather, increased circulation and accessibility, and increased utilization of the existing SUP area.

Levy, Steve Comment I have been cross-country skiing on and around Mt. Hood for over 25 years and I have commonly used all the trails between Government Camp and Timberline. Any expansion of Timberline should not negatively impact the experience I have been accustomed to.

Response Section 3.11.3 - [Recreation] Environmental Consequences acknowledges that the Nordic experience of West Leg Road would be affected by the development of the Timberline Express. As described in Mitigation Measure MM2 (refer to Table 2.4-3 - Mitigation Measures), the Nordic trail re-route under Alternatives 3 and 8 would include a width of 25 feet, similar to West Leg Road. In addition, the slope gradient along the re-route would vary between five and eight percent, consistent with the grades along West Leg Road. On this basis, the re-route has been designed to provide the same steepness and level of difficulty as the current West Leg Road trail.

Timberline Express Proposal FEIS 2-30 November 2005

Butt, Dave Comment Thru the years, Timberline has reduced night skiing to two nights per week (except vacations & holidays). The 1989 planning process specifically states (pg. 83):"Demand for night skiing does not warrant any expansion to include Lift D or the upgraded Mile or Palmer."

Response The existing night skiing operation includes trails in the Molly's Express and Pucci pods, both of which provide lower level terrain. The increase in acreage of night skiing terrain, along with the diversity of terrain provided in the Timberline Express pod, would improve the night skiing experience at Timberline (refer to Section 3.11.3 - Environmental Consequences [Recreation]). Additional night skiing at Timberline would help stagger the arrival and departure time of visitors (Section 3.11.3 - Environmental Consequences [Recreation]). The 1989 document cited in the comment was drafted 16 years ago, and was never approved.

Maluski, Ivan Sierra Club Oregon Chapter Comment Night skiing CCC is increased by 900 to 2,230, which could be supported by the existing parking spaces. However, the area currently does not attract the existing maximum CCC of 1,330 on most nights. In addition, there is not an increased demand for night skiing, rather there is a high likelihood that Timberline will take market share from Ski Bowl, Meadows or other areas in Oregon continuing the endless arms race for more high-speed lifts in the face of diminishing demand.

Response The existing night skiing operation includes trails in the Molly's Express and Pucci pods, both of which provide lower level terrain. The increase in acreage of night skiing terrain, along with the diversity of terrain provided in the Timberline Express pod, would greatly improve the night skiing at Timberline (refer to Section 3.11.3 - Environmental Consequences [Recreation]). Rather than taking night skiers from other ski areas, night skiing at Timberline would nominally stagger the arrival and departure of visitors, helping to alleviate the effect of parking capacity on the ski area." (Section 3.11.3 - Environmental Consequences [Recreation]).

Mills, Sherry & Michael Comment Having another run which could be also used for night skiing would actually create more of an experience for night skiers. I have not taken advantage of night skiing because with only 1 or 2 runs available, it seems hardly worth my time.

Timberline Express Proposal FEIS 2-31 November 2005

Response The increase in acreage of night skiing terrain, along with the diversity of terrain provided in the Timberline Express pod, would greatly improve the night skiing at Timberline (refer to Section 3.11.3 - Environmental Consequences [Recreation]).

Maluski, Ivan Sierra Club Oregon Chapter Comment In sum, there is an identified excess of developed ski area supply in the region and a recognized deficit of backcountry hiking and backpacking trails, this area is far more valuable in its current state. To sacrifice a unique backcountry recreation area in favor of another developed ski area would be misallocation of recreational resources and would violate the needs acknowledged in the Forest Plan and the SCORP.

Response The Timberline Express would be consistent with the Mt. Hood National Forest Land and Resource Management Plan. As described in Section 1.2.1 - Mount Hood National Forest Land and Resource Management Plan, developed ski areas are included in Management Area A-11 (Winter Recreation Areas). Under all alternatives evaluated in the EIS, development would only take place in the A-11 allocation (refer to Figure 3). The proposal would neither provide for, or eliminate any backcountry hiking and backpacking trails. Development would take place within the Timberline SUP area and largely along existing ski facilities in the northern SUP area and West Leg Road (a paved road) in the southern SUP area. In terms of developed ski area supply, Within the MHNF, ski area SUPs occupy 5,945 acres or 0.56 percent of the MHNF (1,067,043 acres), and the A-11 allocation occupies 11,631 acres or 1.09 percent.

Crowder, Jim Comment We are also very supportive of a high speed lift that helps to shorten lift lines during peak times. It's not unusual to have to stand in long (20 minutes plus) lines during the Christmas and spring breaks. The high speed lift would be a welcomed improvement.

Response Section 3.11.3 - Environmental Consequences [Recreation] addresses the effect of the Timberline Express on terrain distribution, lift line wait times, and diversity of terrain.

Farleigh, Scott Farleigh Wada & Witt PC Comment We have also been frustrated many times by lift lines at the lower elevations when bad weather on the Mile or Palmer force more skiers down to the lower and more limited terrain.

Timberline Express Proposal FEIS 2-32 November 2005

Stoller, Bill Comment As you know, Timberline often incurs inclement weather on the upper mountain that forces them to close that part of the mountain to skiers. When this happens, the lower mountain often becomes clogged with skiers and the lift lines become unmanageable. Adding the high-speed chairlift will result in shorter lift lines, add terrain to reduce the clogging, and result in a more enjoyable skiing experience for everyone.

Common Response The effect of the Timberline Express on crowding at Timberline is described in Section 3.11.3 - Environmental Consequences [Recreation].

Hodge, Kenneth S Comment I am in favor of the chairlift, and I also favor Alternative 2. Of course, this added traffic also adds to the need for another chairlift -- because, at the present time, the limited number of lifts open results in long lift lines, esp. during weekends and school variations.

Response Section 1.1.2 - Purpose of and Need for the Proposed Action describes the need for additional lift service and terrain to reduce lift line wait times, particularly when the upper mountain is closed.

Horrax, David Comment The congestion and lift lines at the Pucci lift, especially when the weather is bad on the upper mountain, is the best reason to build this lift.

Response Section 1.1.2 - Purpose of and Need for the Proposed Action describes the need for additional terrain to reduce over crowding, particularly during inclement weather.

Mulflur, Tom Mt. Hood Chemical Comment In the recent past, I have experienced long lines for the existing chairlifts. The construction of the new chairlift should alleviate this problem.

Response Section 1.1.2 - Purpose of and Need for the Proposed Action describes the need for additional lift service and terrain to reduce over crowding. Section 3.11 - Recreation describes the effects of the Timberline Express on the availability of terrain when the Magic Mile and Palmer chairlifts are inoperable.

Timberline Express Proposal FEIS 2-33 November 2005

Baker, Jeffrey B Comment In my experience Timberline's skiable terrain is often affected by weather. When the weather is stormy it often means the closure of the upper lifts. This in turn affects the appeal of Timberline as a ski destination. The proposed Timberline Express Chairlift would be a very solid solution in resolving this problem by opening up less weather sensitive terrain and lift capacity.

Crowder, Jim Comment At least two times per year, my kids and I have been forced off of the upper mountain due to storm conditions. Without runs available on lower terrain, we have been forced to head home early. We would like to have the alternative to ski lower terrain that is sheltered from storms.

Micallef, Rico Comment The problem with Timberline is that the best runs are on the upper part of the mountain, Magic Mile and Palmer. During the winter these two lifts are not 100% reliable. They often get shut down due to weather, leaving only the lower part of the mountain available for skiing/snowboarding. Unfortunately that is not enough.

Common Response Section 1.1.2 - Purpose of and Need for the Proposed Action identifies this need. Section 3.11.3 - Environmental Consequences [Recreation] addresses the effect of the Timberline Express on terrain distribution, lift line wait times, and diversity of terrain.

Farleigh, Scott Farleigh Wada & Witt PC Comment We would enjoy the skiing experience even more if Timberline had the new Express chair in place so that we could enjoy more tree skiing during rough weather above the trees when the other lifts cannot operate.

Response The effect of the Timberline Express on the availability of terrain at Timberline is described in Section 3.11.3 - Environmental Consequences [Recreation].

Vohs, Victoria Comment We have enjoyed skiing at Timberline for years, however, when the Mile or Palmer are closed due to weather, the lift lines on the lower mountain are very long. The proposed new chairlift would help ease this congestion and open up a variety of terrain on the lower mountain.

Timberline Express Proposal FEIS 2-34 November 2005

Response Section 1.1.2 - Purpose of and Need for the Proposed Action describes the need for additional lift service and terrain to reduce over crowding.

Crowder, Jim Comment We rarely make the trip up to Timberline at night because the night skiing terrain is "lame" (teenager opinion). By expanding the lighting and the terrain, we are much more likely to make the trip from Portland.

Response Section 3.11.3 - Environmental Consequences [Recreation] evaluates the effects of additional night skiing terrain at Timberline and indicates that under the action alternatives, the night skiing experience at Timberline would be enhanced, as compared to the existing condition.

Butt, Dave Comment The DEIS is relying on the belief that Timberline has replaced all of the lifts that were in place or anticipated in 1975 with triples and high speed quads, but actually has lowered the CCC at Timberline. I am confused by numerous cases where past planning CCC does not match the DEIS.

Response As described in footnote #11 in the DEIS, Appendix G has been developed based on actual monitoring of skier circulation, lift line loading efficiency and wait time, carrier spacing, descent time and parking lot capacity during the 2001-02 ski season. As described in appendix G, Comfortable Carrying Capacity is dependent upon many factors associated with the supply and demand for vertical transport. The methods for calculating and measuring these factors have not been consistent over time. While previous NEPA analyses have used different planning calculations to determine the CCC, the Timberline Express EIS is based upon these field measurements, which is the best available data. The data are available in the project file.

Butt, Dave Comment In the calculation of CCC, it appears that a range of 5-15% (or approximately 8.89%) reduction of existing CCC was used because of loading efficiency. However, the same type of reduction doesn't appear to have been used to calculate max capacity in the 1975 document.

Timberline Express Proposal FEIS 2-35 November 2005

Oliver, Chuck Lower Columbia Canoe Club Comment Even if the CCC was increased by 900 in the proposed Timberline Express project, it could never be utilized. The study suggests that even if there was sufficient public demand to utilize the additional 900 CCC created by the Timberline Express project, insufficient parking will not allow for more than 2,900 skiers at any one time from enjoying the expanded 3,990 CCC. If there is a minimal incremental increase in people using this area for downhill skiing as a result of adding the Timberline Express, then there is not a need for the Timberline Express expansion.

Pascoe, Russ Lower Columbia Canoe Club Comment If there is a minimal incremental increase in people using this area for downhill skiing as a result of adding the Timberline Express, then there is not a need for the Timberline Express expansion.

Common Response The purpose of the Timberline Express chairlift is not to provide capacity for additional visitors (refer to Section 1.1.2 - Purpose of and Need for the Proposed Action). The Timberline Express would enhance the skier experience at Timberline by providing additional skiing terrain and opportunities during inclement weather conditions, increasing available intermediate to advanced skill level terrain and provide better terrain distribution, and increasing skier opportunities by extending and utilizing the ski area trail system in a more efficient manner.

Oliver, Chuck Lower Columbia Canoe Club Comment Timberline has not demonstrated a public demand for the additional 900 people Comfortable Carrying Capacity (CCC) of the Timberline Resort within their SUP area for downhill skiing.

Pascoe, Russ Lower Columbia Canoe Club Comment Timberline has not demonstrated a public demand for the additional 900 people CCC of the Timberline Resort within their special use permit area for downhill skiing.

Common Response Section 1.1.2 - Purpose of and Need for the Proposed Action describes the need for additional terrain to reduce over crowding in the lower-mountain lift and trail network, particularly during inclement weather. Increasing overall capacity is not one of the identified needs. Therefore, a market demand study was not necessary.

Timberline Express Proposal FEIS 2-36 November 2005

Dianich, A. Michael The Ptarmigans Comment We were unable to determine any basis for RLK and Company's usage projections. The RLK proposal did not include any demographic data and demonstrate whether our aging population will be downhill skiing, or participating in more beneficial sports as hiking, snowshoeing, cross country and backcountry skiing.

Response Section 3.11.2 - Affected Environment [Recreation] provides an analysis of the national, regional and local skier markets. The purpose of the Timberline Express chairlift is not to provide capacity for additional visitors (refer to Section 1.1.2 - Purpose of and Need for the Proposed Action). The operation of the Timberline Express would address needs relating to terrain availability during periods when the Magic Mile and Palmer chairlifts are not operable due to inclement weather. Section 3.11.3 - [Recreation] Environmental Consequences indicates that “During times when Timberline currently experiences non-peak visitation (mid-week and evenings) Timberline may experience a slight increase in visitation as a result of a more diverse product offering.” Any incremental increase in people using the area may indeed be an effect of the lift installation, but increased visitation is not one of the stated needs for the new chairlift and trails.

Dianich, A. Michael The Ptarmigans Comment The DEIS does not demonstrate, or include all plans, including summer operations for making the project viable.

Response The DEIS discusses the winter operation of the Timberline Express only, as no summer operations are proposed. The purpose of the chairlift is discussed in Section 1.1.2 - Purpose of and Need for the Proposed Action.

65.0 VISUAL RESOURCES

Butt, Dave Comment I am concerned with the long term visual impacts especially towards Timberline from Trillium Lake. A magnified Figure 25 appears to eliminate Palmer and minimize the Magic Mile Chairlift's visual impact on the upper mountain. More accurate modeling should be used to make an informed decision.

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Response The visual effects of the Action Alternatives on the view toward Timberline from Trillium Lake are described in Section 3.15.3 - Environmental Consequences [Visual Resources]. Figure 25 is an actual photograph. The visual analysis, including the visual simulation, was developed to estimate the effect of the Timberline Express lift and trails on the view from Trillium Lake. No attempt was made to minimize the effect of the existing development.

Dianich, A. Michael The Ptarmigans Comment Nor does it address additional 60+ acres scarring on the mountain in view of multitudes of travelers and visitors for the benefit of so few.

Response Section 3.15 - Visual Resources evaluates the visual impacts associated with the action alternatives, including analysis of eight specific viewpoints, depicted in Figure 21 and Illustrations 3.15-1 through 3.15-8. In addition, Figures 22 through 25 present visual simulations/renderings of the visual impacts associated with the action alternatives.

Sleeger, Preston US Department of the Interior Office of Environmental Policy and Compliance Comment The FEIS should include a definition of "Modification", as well as more visual depictions of the proposed chairlift under each of the alternatives to better illustrate its proposed location and relationship to Timberline Lodge.

Response The alternative maps (Figures 2, 5, 6 and 7) depict the location of the lift and top terminal to Timberline Lodge. As stated in Section 3.15.1 - Introduction [Visual Resources] the lodge and its immediate surrounding area are allocated to A-4 Special Interest Area. In this allocation, recreational facilities are not required to meet the VQO of foreground retention. In addition, the top terminal is not located within the A-4 allocation. Section 3.15.3 - Environmental Consequences [Visual Resources] indicates that “Topography, vegetation and existing ski area facilities would screen the top terminal …as viewed from the rear patio of Timberline Lodge.” Further, “Topography, vegetation and existing ski area facilities would screen the top terminal …as viewed from the front entrance of Timberline Lodge. The chairlift line would be faintly discernible behind existing vegetation and the Magic Mile bottom terminal building.” Therefore, the EIS displays the visual effects of the Timberline Express on Timberline Lodge. The FEIS has been updated to include a definition of Modification.

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Wilson, Barbara Friends of Mt. Hood Comment What about off-site impacts of night lighting?

Response The DEIS addresses visual impacts of night lighting. Section 3.15.3 - Environmental Consequences [Visual Resources] states that "Night lighting would dominate the visual setting, but be intrusive only to off-site viewers at background distances. The design of the night lighting system could substantially reduce potential impacts (e.g., low-glare, directional lights)."

70.0 SOCIAL & ECONOMIC FACTORS

Fothering, Pete Gore Publishing, Inc. Comment Timberline is an important player in the region's economy, employing people from many timber- distressed communities, including Hood River. It is imperative that ski areas be able to maximize their development areas to provide the best opportunities using the most efficient technologies available.

Response The social and economic effects of the alternatives are described in Section 3.10 - Social and Economic Factors.

Maluski, Ivan Sierra Club Oregon Chapter Comment If Timberline needs this new Timberline Express to remain competitive with the other Ski Resorts in the area, then that suggests there is no need for the expansion. If Timberline is in a situation of loosing skiers to other resorts, then there are insufficient numbers of skiers to support the existing operations of all ski are on Mt. Hood.

Klump, Louis Oregon Nordic Club, Portland Chapter Comment If Timberline needs this new Timberline Express to remain competitive with the other Ski Resorts in the area, then that would suggest there is not a need for the expansion. If Timberline is in a situation of loosing skiers to other resorts, that would suggest there are insufficient numbers of skiers to support the existing operations of all resorts on Mt. Hood.

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Common Response Section 1.1.2 - Purpose of and Need for the Proposed Action shows that the operation of the Timberline Express would address needs relating to terrain availability during periods then the Magic Mile and Palmer chairlifts are not operable due to inclement weather. During these periods, the Timberline Express would provide an alternative to skiing the remaining lifts on the lower mountain, which become crowded when the upper mountain is closed. The crowded conditions diminish the experience of the Timberline guests, who often will leave Timberline during these times. On this basis, the need is not to compete with other ski resorts. Instead, the need is to improve the skiing experience, particularly when the upper mountain is closed, in order to better serve the existing market.

Maluski, Ivan Sierra Club Oregon Chapter Comment The new lift at Timberline is not a response to skier demand, it is marketing response designed to increase market share. The DEIS does not consider this aspect of ski development, nor provide a basis to support the selected alternative.

Response Section 1.1.2 - Purpose of and Need for the Proposed Action describes the Purpose and Need, which does not include a need to increase market share. Rather, the proposed improvements are intended to provide a better experience for Timberline's current market share.

Maluski, Ivan Sierra Club Oregon Chapter Comment The economics effects of the development would be negative, and the financial risks associated with Timberline expansion are not worth the environmental price. Because of the instability and risk inherent in managing a smaller ski area, Timberline is trying to convince the public and the Forest Service that allowing it to expand will make the ski area more financially viable. This assumption is misguided and not supported in the DEIS.

Response It is unclear how the commenter determined that there is a stated need to develop the Timberline Express in order to "make the ski area more financially viable". Section 1.1.2 - Purpose of and Need for the Proposed Action specifically identifies three needs: Additional, low-elevation terrain; terrain distribution; and better circulation and use of terrain. Economic viability is not a stated purpose of the proposal.

The purpose of the Timberline Express chairlift is not to provide capacity for additional visitors. The operation of the Timberline Express would address needs relating to terrain availability during periods when the Magic Mile and Palmer chairlifts are not operable due to inclement weather. Section 3.11.3 - [Recreation] Environmental Consequences indicates that “During times when Timberline currently experiences non-peak visitation (mid-week and evenings)

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Timberline may experience a slight increase in visitation as a result of a more diverse product offering.” Any incremental increase in people using the area may indeed be an effect of the lift installation, but increased visitation is not one of the stated needs for the new chairlift and trails.

Through the Forest Planning process, the MHNF has developed the Land and Resource Management Plan (Forest Plan), which identifies the SUP area for Timberline. Through its SUP, RLK and Company provides a recreation experience that includes an alpine skiing facility, consistent with the A-11 allocation in the Forest Plan. As a private concessionaire on the National Forest, RLK and Company Timberline seeks to provide a quality recreation experience during those times when the upper mountain is closed (refer to Section 1.1.2 - Purpose of and Need for the Proposed Action) through improvements to their existing SUP area. In addition, as a private business venture that provides recreation on the National Forest, consistent with the Forest Plan, the economics of the decision to install the Timberline Express (e.g., capital expenditure, funding construction, return on investment) are internal business decisions for RLK and Company. As a partner in recreation through its SUP, the USFS and the public have an expectation that the operation would be economically viable, with or without the Timberline Express. While the commenter indicates that Timberline is a smaller ski area, it is actually the third largest ski area in the State of Oregon in terms of visitation, averaging 260,400 skier visits per year (refer to Table 3.10-4) compared to Mt. Bachelor (496,800) and Mt. Hood Meadows (355,300).

Mills, Sherry & Michael Comment The addition of another ski run and lift is beneficial to the long term financial health of Timberline Lodge. The Lodge is a working Oregon and national treasure. To keep it competitive and healthy, it needs to provide services to ensure users will come.

Response The effect of the Timberline Express on visitation at Timberline is described in Section 3.11.3 - Environmental Consequences [Recreation]. It is not anticipated that the new lift and trails would increase visitation. Rather, the new facilities would allow Timberline to better retain its current market share, particularly during inclement weather.

Oliver, Chuck Lower Columbia Canoe Club Comment If Timberline is in a situation of loosing skiers to other resorts, that would suggest there are insufficient numbers of skiers to support the existing operations of all resorts on Mt. Hood. It is not sustainable for the Forest Service to continue to approve lift expansions on the mountain where the number of skier-days is stagnant.

Response Section 1.1.2 - Purpose of and Need for the Proposed Action shows that the operation of the Timberline Express would address needs relating to terrain availability during periods when the Magic Mile and Palmer chairlifts are not operable due to inclement weather. During these

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periods, the Timberline Express would provide an alternative to skiing the remaining lifts on the lower mountain, which become crowded when the upper mountain is closed. The crowded conditions diminish the experience of the Timberline guests, who often will leave Timberline during these times. On this basis, the need is not to compete with other ski resorts. Instead, the need is to improve the skiing experience, particularly when the upper mountain is closed, in order to better serve the existing market.

75.0 TRANSPORTATION

Reichgott, Christine US EPA - Region 10 Comment The project proposal could be made stronger with the inclusion of a public transportation option. Such a feature could reduce traffic on Highway 26 and compensate for the lack of additional parking capacity.

Wilson, Barbara Friends of Mt. Hood Comment What about increased traffic problems?

Common Response The action alternatives acknowledge the traffic issues along US 26 in that they do not include additional parking or a goal of increasing visitation at Timberline (refer to Section 1.1.2 - Purpose of and Need for the Proposed Action). In addition, Section 3.12.2 - Environmental Consequences [Transportation] indicates that under the action alternatives, Design Criterion TR- 1 would encourage any new employees to participate in the employee shuttle program, in which 50 percent of the current employees participate.

Timberline has operated a ski bus for the past 19 years leaving 5 Metropolitan Portland GI Joe's locations, and priced at a level where the round trip transportation was essentially free. Timberline has also offered rewards to skiers with more than 2 skiers in their cars and has encouraged employees to carpool by subsidizing a program that offers them free tanks of gasoline. For the past 6 years, Timberline has contracted with a local carrier to provide a free 24 person shuttle bus for employees and guests from the Sandy and Hoodland areas, for approx. 33 high season days each season. Timberline has not proposed any additional shuttles in association with the Timberline Express because the proposal is not intended to increase parking or visitation, as described above.

Butt, Dave Comment Throughout the DEIS there are numerous discussions that the lack of parking will constrain the CCC to levels that are approved. Specifically pg 95-96 of the 1989 EA 16 years ago, stated parking supply almost met the demand.

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Response The table provided by the commenter shows that there would be a deficit of needed parking spaces for the current CCC of 3,090 (a CCC of 2,470 would require no additional spaces while a CCC of 3,570 would require 410 additional spaces in this table - thus a CCC of 3,090 would require approximately 200 spaces). The DEIS recognizes that there is currently a deficit of parking (Section 3.12.2). However, the objective of this proposal is not to increase skier visitation (refer to Section 1.1.2 - Purpose of and Need).

Butt, Dave Comment Using this logic, Timberline could propose and build additional lifts into the future with no concern about capacity as long as no parking was added. These statements and a lack of any effort in the DEIS proposal to deal with parking is a most glaring problem. It is remarkable considering the sentiment contained in The Timberline Conceptual Development Plan of April 1999 prepared by Sno.Engineering (pg 6):"The most pressing issue for Timberline winter skiing operation is the lack of adequate parking, followed by its substandard (i.e., old and slow) Lift system. Before the resort can begin replacing its current lifts with new, higher capacity lifts, Timberline must resolve the parking and access problem (i.e., it does not make sense to increase lift capacity if the daily capacity cannot be staged onto the mountain due to constraints in access and parking).Given the above issues of CCC and parking, it is hard to understand how a decision maker could approve an action that fails to fix obvious deficiencies and conclude that is reasonable to use the following philosophy to guide Timberline's future.

Response The Timberline Express proposal does not include expansion of parking at Timberline. As described in Section 3.11.3 - [Recreation] Environmental Consequences “During times when Timberline currently experiences non-peak visitation (mid-week and evenings), Timberline may experience a slight increase in visitation as a result of a more diverse product offering.” The purpose of the Timberline Express chairlift is not to provide capacity for additional visitors (refer to Section 1.1.2 - Purpose of and Need for the Proposed Action). The Timberline Express proposal evaluated in this EIS would allow Timberline to address other ski area deficiencies, which do not require additional parking (refer to Section 1.1.2 - Purpose of and Need for the Proposed Action). Thus, the Timberline Express proposal allows Timberline to address issues not related to capacity (e.g., circulation, diversity of terrain, operations during inclement weather) while not specifically addressing the larger traffic issues associated with Highway 26.

Dianich, A. Michael The Ptarmigans Comment Total infrastructure required for increased traffic and parking is not clearly accounted for in the RLK proposal.

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Response The Timberline Express proposal does not include expansion of parking at Timberline to accommodate increased capacity. As described in Section 3.11.3 - [Recreation] Environmental Consequences “During times when Timberline currently experiences non-peak visitation (mid- week and evenings) Timberline may experience a slight increase in visitation as a result of a more diverse product offering.” The purpose of the Timberline Express chairlift is not to provide capacity for additional visitors (refer to Section 1.1.2 - Purpose of and Need for the Proposed Action).

Heiken, Doug Oregon Natural Resources Council Comment One very important consideration that must be addressed is parking and alternatives to parking. The DEIS identifies the current parking situation as overcrowded, and expanding capacity will exacerbate an already serious problem. Before expansion proceeds USFS and Timberline should identify how this situation will be resolved. Any proposed expansion of parking is an indirect impact from the proposed expansion and these impacts must be disclosed in the FEIS.

Response The EIS does not indicate that the action alternatives would exacerbate the parking problem. Rather, Section 3.12.2 – Environmental Consequences [Transportation] indicates that “With additional skiing opportunities on the lower mountain, closure of the upper mountain is anticipated to result in fewer people leaving Timberline, as compared to the current condition. Therefore, the parking lots at Timberline would provide fewer open parking spaces later in the day than Alternative 1.” In other words, the Timberline Express would allow Timberline to more fully capitalize on their existing parking by retaining skiers during periods when the upper mountain is closed. As a result, none of the action alternatives include a proposal for additional parking, and the DEIS does not address additional parking at Timberline.

Klump, Louis Oregon Nordic Club, Portland Chapter Comment Building more parking lots is out of the question for environmental concerns, and because of the visual impact to the area.

Maluski, Ivan Sierra Club Oregon Chapter Comment Building more parking lots is out of the question for environmental concerns and due to the blight it would put on the visual quality of the area.

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Pascoe, Russ Lower Columbia Canoe Club Comment Adding large parking lots at or near Timberline would have a serious impact on the ecology of the area, and diminish the alpine visual attractiveness.

Common Response No additional parking is proposed as part of the Timberline Express.

Klump, Louis Oregon Nordic Club, Portland Chapter Comment Timberline has not taken into account a means of providing parking spaces for the additional users of these proposed ski runs.

Maluski, Ivan Sierra Club Oregon Chapter Comment The DEIS does not consider the need for additional parking spaces for the additional users of these proposed ski runs.

Pascoe, Russ Lower Columbia Canoe Club Comment Timberline has not taken into account a means of providing parking spaces for the additional users of these proposed ski runs.

Common Response This proposal does not include expansion of parking at Timberline to accommodate increased capacity. As described in Section 3.11.3 - [Recreation] Environmental Consequences “During times when Timberline currently experiences non-peak visitation (mid-week and evenings) Timberline may experience a slight increase in visitation as a result of a more diverse product offering.” The purpose of the Timberline Express chairlift is not to provide capacity for additional visitors (refer to Section 1.1.2 - Purpose and Need for the Proposed Action). As described in Section 3.12.1 - [Transportation] Affected Environment, Timberline’s skier capacity remains limited by the number of cars and busses that can park in the existing lots.

Mench, Don Mt. Hood Stewardship Council Comment The additional skier traffic and parking demands.

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Response The Timberline Express proposal does not include expansion of parking at Timberline to accommodate increased capacity. As described in Section 3.11.3 - [Recreation] Environmental Consequences “During times when Timberline currently experiences non-peak visitation (mid- week and evenings) Timberline may experience a slight increase in visitation as a result of a more diverse product offering” The purpose of the Timberline Express chairlift is not to provide capacity for additional visitors (refer to Section 1.1.2 - Purpose of and Need for the Proposed Action).

Plaeger, Russ Sandy Basin Watershed Council Comment By providing mass transportation options RLK and Company will help insure that skiers can arrive at the ski area without having to worry about parking space or road conditions.

Response Aside from the existing transit service and the employee shuttle (refer to Section 3.12 - Transportation), no additional mass transportation options are included in the Timberline Express. The Timberline Express proposal is not proposed as a means of bringing more skiers to Timberline. Rather, the proposal seeks to improve the diversity of terrain and skiing conditions for the existing Timberline market (refer to Section 1.1.2 - Purpose of and Need for the Proposed Action).

Plaeger, Russ Sandy Basin Watershed Council Comment The approximately 29% increase in the Ski Area Capacity, resulting from the proposed project, is likely to represent a significant increase in the number of vehicles traveling to Timberline.

Response None of the action alternatives include expansion of parking at Timberline to accommodate increased capacity. The stated purpose of the proposal is to provide additional skiing terrain and opportunities during inclement weather, when the upper mountain lifts are closed. As described in Section 3.11.3 - [Recreation] Environmental Consequences “During times when Timberline currently experiences non-peak visitation (mid-week and evenings) Timberline may experience a slight increase in visitation as a result of a more diverse product offering.” The purpose of the Timberline Express chairlift is not to provide capacity for additional visitors (refer to Section 1.1.2 - Purpose of and Need for the Proposed Action).

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85.0 NOISE

Dianich, A. Michael The Ptarmigans Comment What is the noise impact Government Camp and overnight users in the area?

Response Noise is addressed in Section 3.16 - Noise.

90.0 LAND USE

Dianich, A. Michael The Ptarmigans Comment It does not include analysis to affects of other Mt. Hood National Forest permit holders in the Government Camp area.

Response Section 3.10.4 - Cumulative Effects [Social and Economic Factors] and Section 3.11.4 - Cumulative Effects [Recreation] indicates that improvements at Timberline have not increased visitation. On this basis, and considering the purpose of the new lift, described above, The Timberline Express is not expected to affect other ski area SUP holders in the vicinity of Government Camp. Section 3.14 - Land Use describes other SUP holders and land uses in the Timberline SUP area.

de Wit, Keith Oregon Kayak and Canoe Club Comment How much Mt. Hood development is too much, and when will it be restrained?- Downhill skiing seems to walk all over other winter sports - XC skiing, backcountry skiing, hiking, climbing, snowshoeing. Is this the right thing to do?

Response Within the Mt. Hood National Forest, areas allocated to A-11, including the existing Timberline SUP area and the proposed modification areas, are to provide high quality winter recreation opportunities, including both alpine and Nordic skiing (refer to Section 1.2.1 - Mount Hood National Forest Land and Resource Management Plan). It is not a case of alpine skiing having precedence over Nordic trails. Rather, the allocation of the Timberline Express study area supports both alpine and Nordic skiing. As a private concessionaire on the National Forest, Timberline seeks to provide a “quality recreation experience” during those times when the upper mountain is closed (refer to Section 1.1.2 - Purpose of and Need for the Proposed Action) through improvements to their existing SUP area.

Timberline Express Proposal FEIS 2-47 November 2005

Greenslade, Matt Comment We need this lift at Timberline. In light of the proposed wilderness area (which is OK) surrounding the south side of the mountain the designated recreational areas should be utilized as such. Keep the development within that area and make it easier to get something done.

Response The proposed development would take place in lands that are currently allocated to A-11 (Winter Recreation Areas).

Maluski, Ivan Sierra Club Oregon Chapter Comment The Mt. Hood Land and Resource Management Plan (LRMP) recognizes that 5000 feet is the consistent snow level (as of the document's publication in 1990), and it rejects the possibility of new ski areas and runs at locations below this elevation. A portion of the new Timberline Express lift would lie near and below this elevation. The inconsistency of snow conditions has been a major cause of financial losses at other ski areas.

Response The 5,000 foot elevation (consistent snow elevation) the commenter refers to is found on page III-124 and III-131of the EIS for the LRMP and is in reference to an inventory of potential sites for new ski areas development. As written, the 5,000 foot threshold is a guideline, not a requirement.

The LRMP also acknowledges the SUP areas for the ski areas locations on the MHNF, based on the site-specific conditions at each ski area. The Timberline SUP area extends to below 4,850 feet in elevation. As shown in Section 1.1.2 - Purpose of and Need for the Proposed Action, the Timberline Express is proposed to provide additional diversity of terrain. Just as snow conditions determine the operation of the Molly's Express chairlift, with its bottom terminal at 4,990 feet, the operation of the Timberline Express would be dependent upon sufficient snow coverage. Operation of Molly's Express has not been identified as a limiting factor, while Magic Mile and Palmer have been documented as limiting to the Timberline operation (refer to Section 1.1.2 - Purpose of and Need for the Proposed Action).

Maluski, Ivan Sierra Club Oregon Chapter Comment The DEIS does not adequately consider that users desiring a more remote cross country experience be forced to go elsewhere but that the LRMP plainly recognizes that is not feasible for users to go elsewhere because of the lack of supply of dispersed recreation. The Forest Service has recognized the need to protect and expand backcountry recreation opportunities, but the Forest Service has not done so in this DEIS. With expanded ski area development at Timberline, the increasing numbers of backcountry users that have been visiting the area would

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be forced to seek recreational experiences elsewhere thereby increasing the problems associated with overuse in remaining undeveloped recreation.

Response The DEIS specifically provides a place for displaced Nordic users to recreate under a similar experience to the West Leg Road. As described in Mitigation Measure MM2 (refer to Table 2.4- 3 - Mitigation Measures), the Nordic trail re-route under Alternatives 3 and 8 would include a width of 25 feet, similar to West Leg Road. In addition, the slope gradient along the re-route would vary between five and eight percent, consistent with the grades along West Leg Road. On this basis, the re-route has been designed to provide the same steepness and level of difficulty as the current West Leg Road trail.

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2.6 AGENCY LETTERS

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3.0 DISTRIBUTION LISTS

3.0 DISTRIBUTION LIST

3.1 REQUIRED AGENCY DISTRIBUTION Federal Agencies Advisory Council on Historic Preservation Environmental Protection Agency, Region 10 Federal Aviation Administration, Northwest Mountain Region Federal Highway Administration National Marine Fisheries Service, Habitat Conservationists Division, Northwest Region Natural Resources Conservation Service Northwest Power Planning Council Office of the Maritime Administration USDA APHIS PPD/EAD USDA National Agricultural Library U.S. Army Engineering, Northwestern Division U.S. Department of Energy, Office of NEPA Policy and Compliance U.S. Department of the Interior, Office of Environmental Policy and Compliance

Timberline Express Proposal FEIS 3-1 November 2005

3.2 OTHER AGENCY DISTRIBUTION Government Camp Sanitary District Historic Preservation League of Oregon Mt. Hood Kiwanis Camp Inc. Mt. Hood Ski Patrol Mt. Hood Snotel Site USDA, NRCS Mt. Hood Stewardship Council National Marine Fisheries Service Habitat Conservation Div. / NW Region Northwest Environmental Defense Center Robert Pierce NRCS Sheila Strachan Office of Darlene Hooley Lisa Sherman Office of Earl Blumenauer Elizabeth Humphrey Office of the Governor Oregon Department of Transportation Oregon Dept. of Environmental Quality Director Oregon Dept. of Fish and Wildlife Oregon Division of State Lands John Lilly Oregon Historical Society Oregon Natural Resources Council Regina Merritt Pacific NW Div. - National Ski Patrol David Nelson Pacific Rivers Council Senator Gordon Smith Annette Price State Historic Preservation Office Henry Kunowski Kirk Ranzetta The Nature Conservancy The Wilderness Society / NW Region Robert Freimark Trust for Public Land US Senator Ron Wyden Watershed Coordinator Sandy Basin Watershed Council Russ Plaeger Western Office of Review Advisory Council on Historic Preservation Winter Recreation Advisory Committee Wolftree/Cascade Stream Watch Lauri Shainsky

Timberline Express Proposal FEIS 3-2 November 2005

3.3 INDIVIDUALS/ ORGANIZATIONS 1000 Friends of Oregon Kirk Hanna David Blanchard Robert Liberty Mt. Hood Ski Education Portland Oregon ANA Kalakaua Center Foundation Visitors Association William W Saunders, Jr. Richard Reichsfeld Sandy Post Associate Dean School of Mt. Hood Skikats Sandy River Basin Architecture Henry Bendinelli Watershed Council Donald Peting National Ski Areas George Hoyt Audubon Society Association Sierra Club Oregon Paul Ketchum Native Fish Society Chapter BARK Bill Bakke Ski Area Citizens Sandy Shineburg Nature Conservancy Coalition Curran-McLeod, Inc. Kit Gillem Den Doon Patrick Curran Northwest Ski Club Sokol @ Anuta, PC Electro Scientific Industries, Council Karl G Anuta Inc. Linda McGavin Summit Ski Area Jonathan Stone Northwest Steelheaders Charlie Wessinger Farleigh Wada & Witt PC Association The Oregonian Scott Farleigh NW Environmental Terry Richard Friends of Living Oregon Defence Center Trails Club of Oregon Waters Karl Anuta U.S. Recreational Ski Mike Serres Oregon Environmental Association Friends of Mt. Hood Council Valian's Ski Shop Kate McCarthy Gayle Killam Betsy Valian Friends of Timberline Oregon Native Plant Willamette Province Friends of Wy'East Society Advisory Committee GCRA Shane Latimer Neal Forrester Gresham Outlook Oregon Nordic Club High Cascade Snowboard Roy Buntin Aaron Koslowski Camp Oregon Trout Aaron Singerhouse John Ingersoll Geoff Pampush Aaron Morris Hood River News OSIA Abi Troutman Integrated Corporate Property Deb Cryan Abraham Stores Services, Inc. Pacific NW Ski Areas Adam Hassell Greg Creitz Association Aisha Willits Jack Johnson Company Scott Kaden Al Langland Dave Scroggin Pacific Rivers Council Al & Patty Klascius Mazamas Club Bob Doppelt Alex Richerdson Linda Castor Paradise Trail Christian Alex Irving Keith Mitchke Camp Allen Vogt Klindt Vielbig Vickie Kehler Allyson Coleman Mazamas Conservation Portland Area Ski Club Amanda Shannahan Committee Council Amanda Lawrence Mt. Hood Cultural Center and Portland Audubon Society Amar Kamadoli Museum Portland General Electric Amy Herschleb Mt. Hood Ski Bowl Marketing Services Amy Sehl

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Amy Robb Bob Iwamoto Chris Foster Amy & Randy Hensley Bob & Sue Hamlin Chris Zohner Andra Hinckley Boh Janem Chris Wilson Andrew Black Brad Charters Chris Schlumpberger Andrew Coppernull Brad Davis Chris Mol Andrey Borodachyov Brad Taylor Chris Mattheus Andy Pahn Bradley Neu Chris Huggett Andy Becker Brandon Booth Chris Sharron Angela Krauskopf Brandon Sequoia Chris Eppley Angie Hughes Brandon Peterson Christine Wredberg Anita Walters Brannen Murphy Christy Gerber Ann Edlen Bret Holden Chuck Mitchell Anna Rosetta Brett Matthews Chuck Scott Anna & Al Zelinka Brett Carson Chuck Meacham Art Hiemstra Brian Dunn Cindy Kassab Ashley Holter Brian Fichtner Cindy Lovell B Hatter Brian Nofsinger Clark Blakeman Bala Krishnan Brian Hamilton Clayton Shaddox Barbara Wilson Brian Induni Clifford Ash Bear Hause Bruce McMillan Cody Ogden Becky Morgan Bruce Morley Cole Kingsbury Bentley Fink Bruce Parker Colin Chinezler Bert Peterson Bryce Thomas Corey Lewis Beth Butalla Bryon Wood Cortina Gregerson Bethany Shivvers Burt Reich Cory Anderson Betsy Byon Buzz Duell Cory Morris Betty Patton Candace Pool Craig Young Bill McMahon Candi Hepper Craig Brown Bill Foelker Carl Gatzke Crystal Chiechi Bill Singer Carl Tanner Curtis Black Bill Johnson Carl Johnson Cynde Alt Bill Simon Carol York D Tran Bill Lind Carolyn Fjelstad Dale Query Bill Holcomb Carrie Raanes Dale Crockatt Bill Kennedy Carrie Hehn Dale Johnson Bill Bower Cary Morris Dale Hendrickson Bill Heestand Caryl Loucks Dallas & Stefani Bill & LeAnn Miller Chad Blake Brooks Bob Repp Charles Clemans Dan Dahl Bob Liddell Chelsea Dowell Dan Willie Bob Snee Chelsea Mann Dan Stewart Bob Zimmerman Chris Babst Dan Hills Bob Eiswert Chris Morgan Daniel Bortis Bob Sheppard Chris Hughes Daniel Farmer Bob Pebly Chris Krivens Daniel & Bonnie Waltz Bob M Chris Hughson Danniel Nolfe

Timberline Express Proposal FEIS 3-4 November 2005

Dave Rawlings Donnellesh Mounce Gary P Jontek Dave Butt Doug Muwar George Malyk Dave Reiter Doug Schmidt George Demcak Dave Gallison Douglas & Marilynn Gerrit Gamble Dave & Char Corkran Hubin Gina Evanoff David Sauter Douglas W Fischer Glenn Brady David Rude Duane Linnertz Gordon Gavlock David Marcus Duncan Reid Grant Miller David Gerhardt Dustin Norlin Gray Mitchell David Scott Dustin M Kimmons Grayson Harris David Chin Ed & Libby Nolder Greg Moak David Miller Eddie Tomlin Greg Brunette David Hiebert Elizabeth Howley Greg Hirsch David Lippert Ellie Schmidt Guadalupe Chavez David Thompson Elsa Foelker Gwendolyn Bachmeier David Ames Emily Baker H.W. Kruger David Horrax Emma Hinckley Heath Knapp David W Matson Emylie Coleman Heather Williams- Dawn Watts Eric Dishman Downing DeAnn Jenness Eric Hansen Heather Amos Deb Kanouse Eric Lammerman Heather Dawson Debbie Benke Eric Nicolarseu Helen Herner Deborah Magallanes Eric & Hollie Henk Pander Delilah Seaberry Eric Allan Nelson Henry Bendinelli Dennis Douglas Erik Sidrel Herman Zink Dennis Morrisrol Esther Johansen Homer Brock Derek Erie Esther Hurd Huck Fisher Derek Lindemyer Eugene Wusstig Hugh Ackroyd Derek Dowlins Evan Corcoran Ian Hodgo Derek Hoenisch Fay Gyapong Holman Ian Brauner Dexter & Lenore Martin Floyd Peterman Irene Holland Diana Noji Forrest & Lisa Sparks Ish Canbajal Diane Jarrett Frank Gearhart Ivy Muwar Diane Hicks Frank & Becky Hatcher J Bowerly Diane R Murray Frank & Ronnett Graham J. Hernandez Dick & Diane Lindstrom Freddy Perryman Jack Lofton Dima Raber G. Winterrowd Jack Vidoni Dirk Sanders Gabe Schlough Jack Hendrickson Don Gardner Gail Taylor Jack Caldwell Don Matson Gary Ogier Jacob Shoda Don Clay Gary Blieswen Jacob Weill Don Kemper Gary Whitney James Ediger Don Countryman Gary Harris Jamie McNeice Don Friebues Gary Brown Jamie Burns Don Penrose Gary Mengis Jamin Rak Donal Blair Gary Kaiser Jamison Liewergen

Timberline Express Proposal FEIS 3-5 November 2005

Jan Sanders Jim Bray JP Toon Jan Silagi Jim Stephan Judy Major Jan Turkington Jim Rooney Judy Wade Bell Jared Bellikka Jimmy Domaschofsky Julia Moreton Jason Gould Joan Shipman Juliana Sidur Jason Brown JoAnn Proffe Julie Dandell Jason Lesser Joanna Holmes Justin Taylor Jason Dale Joanna Lipske Justin Tanner Jason Paz Jocelyn Dubach Kara Aexel Jaune Follestad Jock Pribnow Karen Riggs Jeannette Slagle Jody Bean Karen Frost Jeff Ballard Jody McFarland Karl Lisle Jeff Johnson Joel Rotert Kate & Jack Mills Jeff Miller John Griffin Kathleen M Parker Jeff Martindale John Merrell Kathryn Ross Winkler Jeff Marchese John Voorhees Katie Crofton Jeff Olson John Nakada Kay Kmyon Jeff Violet John Gastineau Keith Cochrun Jeff Shields John Otness Keith Barber Jeff Newhall John Heaton Kelly Moore Jeff & Teresa Troxell John Hakada Kelly Jindrich Jeffrey Lebo John Hoefling Kelly Cochran Jen Nichols John Silagi Ken Robb Jenelle Potts John Iliyn Ken Edgar Jennifer Hendrickson John Dietzman Ken Sorensen Jennifer Clem John Wood Ken Needs Jenny Hickman John Rothman Ken Stevens Jered Rusher John Bay Kenneth Taylor Jeremiah Knapp John Macy Kenneth S Hodge Jeremy Barnes John O'Gieblyn Kent Pothast Jeremy Birch John Hurd Kent Cook Jeremy Middleton John Aexel Kent Anderson Jeremy Ojua John Wilberding Kevin Rooper Jeremy Smith John Vander Kevin Hansen Jeremy Gilmore John Moss Kevin Bracy Jerome Taylor John Ford Kevin Rose Jerry Lin John Otness Kevin White Jesse Potter John McMahon Kiel Basel Jesse Holt John & Dana Stewart Kile Shivvers Jesse O. Kobs Jordan Turner Kim Nieto Jessica McCafferty Joseph Schroeder Kim Carson Jessica Gallo Joseph Kennedy Kira Burge Jesus Saucedo Joseph NA Kirk Koskiniemi Jill Nilan Josh Hines Klaws Lincke Jim Snyder Josh Blakeman Kody Kosters Jim Linhares Josi Sargent Kris Kolta

Timberline Express Proposal FEIS 3-6 November 2005

Kris Deane Maria Masson Mike Flood Kristin Steiner Mark Hansen Mike Gentry Kristina Homola Mark Finn Mike Henington Kurt Krueger Mark Williams Mike Shelman Kyle Rulston Mark Pongrucz Mike Nieto L Tanouye Mark Bergquist Mike Shannahan L. Marshall Mark Simmons Mike Schilthuis Lacy Oviart Mark Schwebke Mike Arth Lance Anderson Mark Shafer Mike Roth Lance Griffin Mark Seward Mila and Virginia Landon Lane Mark Smith Wilcox Lane Roserched Mark Bernard Milo Pope Lari J. Mark Judd Mindy Johnson Larry Cahill Mark Hoenisch Mitch Williams Larry Peterson Mark & Lori Neal Mitch Groal Larry Smartwood Marle Martin Mitch Hidde Larry Kirkendoll Marqiz Palmrose-Mace Monica Almond Larry Kirkpatrick Martha Hall Monica Wilson Laura Campbell Martha Ralph Morgan & Troy Miller Laura Allhands Marty Dreher N. Bowditch Leah Brecualiei Mary Olhausen Nancy Beem Lee Perry Mary Olhausen Nancy L Jacobson Lee Lazarone Mary Ellen Collentine Natasha C. Lera Needs Matt Murray Nate H Denkins Lindsey Charette Matt James Nathan Wiegard Linny Adamson Matt Tjostolvson Nathan Taylor Lisa Day Matt Botts Neil Farnharm Lisa Edgington Matt Thayer Nick Baird Lisa Bustamante Matt Olsen Nick Bock Lisa Marie Nelson Matt Peterman Nicole Snay Lois Kenan Matt Vissota Nicole Chroust-Masin Lorin Brown Matt C Murdza Nicole DuPont Lou Daily Megan McNeil Noel Kowalski Luann Reisbeck Megan Lukens Noreen Lebo Lucy Park Meghan Rachmady Orlo Krethow Luis Martinez Meghan Pedersen P.J. McAlce Luke Parker Meredith Page Pam Burback Luke Snyder Michael Krouse Pam Butalla Luke Rudat Michael Shinner Pat Hansen Lydia Fusetti Michael Eaton Pat O'Neill Lynn Munroe Michael Herace Pat Heffron Lynn Voigt Michael Welch Patricia Saier M Yedinak Michael Carlson Patrick Pope Malcolm Ash Michele Sherrington Paul Jones Marcelo Saldivia Michelle De Ford Paul Planz Marcille Durham Mike Bloodgood Paul Homola

Timberline Express Proposal FEIS 3-7 November 2005

Paul & Sharon Belles Ron Denk Stacy Clapper Paula McCarry Ron Holt Stann Sheperd Pete Villanueva Ron & Laura Gillilaw Stefan Matheke- Peter Jansl Rory Martindale Fischer Phil Poehlein Rosemarie Caward Stephen Ludon Phillip Eiruih Ross Keys Stephen & Lisa R.G. Dolton Ross Nelson Siegfried Rachel Johnson Royal Henkle Steve Eversmeyer Racquel Wall Russ Kirkpatrick Steve De Ford Randall Cline Ryan Young Steve Russell Randall Schnibbe Ryan Davis Steve Nokleby Randy Danielson Ryan Barber Steve Wilson Randy Klobas Ryan Simonson Steve Jennings Randy Carrier Sally Streeter Steve Frink Randy Weisberg Sam Hatage Steven Smith Ray & Beth Bartel Sandra Purnell Steven Schafer Raymond Talkington Sarah Munro Steven Boyle Rena Kosters Sarah Bart Stu & Judy Cato Rene Bagley Sarah Larson Stu and Judy Cato Richard Pooley Scott Reeves Sue Voigt Richard Jarrett Scott Petersen Sue Gustafson Richard Anderson Scott Rayfield Sue Sloan Richard Stoddard Scott Burbodz T Chaney Richard Hahn Scott Ripp Taggard Wood Rick Dallum Scott Hay Tami Dougherty Rick Wilmes Scott & Sherry Pendarvis Tami Russell Rick & Rae Skinner Sean Miller Tammy Snyder Rob Crverda Sean O'neal Tanya Tenbroeke Rob Banks Sean Becket Tara Vilhauer Rob Hawkins Sean Palmicro Tayler Garber Rob Sherlock Seth Boynton Taylor Johnson Robert Ennis Shane Teubert Ted Neely Robert Bruce Shannon Wolcott Ted Naffin Robert Brown Shannon Peake Tere Enburg Robert Schwab Sharon Glaeser Teri Dresler Robert Pugly Shaun Hills Terry Helland Robert Miller Shawn Meyer Terry Niedermeyer Robert Fisk Sheila Slagle Terry Schmidbauer Robert Minning Sherry Stewart Theresa North Roberto Perez Sherry & Michael Mills Thomas Brown Robin Flynn Shigematsu Inayoshi Thomas Biesiadecki Rod Munar Simon Ingham Thomas Vanourek Rod Legg Sivest Dursete Tiffany Justen Roger McCain Skye Doran Tiffany Goodrich Ron Peterson Spencer McCabe Tim Wandell Ron Reichardt Stacy Wood Tim Finkle

Timberline Express Proposal FEIS 3-8 November 2005

Tim Coleman Tracy L Boyle Victoria Gud Tim de Rault Travis Ogden Walter Ottoson Tim West Trent Riggs Ward Homola Tim Stockton Trevin Kaiser Wayne Hinton Tim Bard Trevor Binkley Wendy Evans Todd Van Hee Troy Davis Wesley Soderback Todd Firestenberg Troy Caton Whitney LaRuffa Todd Juhnke Tyler Hornes Will Ratt Todd Taylor Tyler Bailey William Avery Tom Carroll U. Catfish William & Betty Tom Johnson Ulla Brunette Pendarvis Tom Fishback Valla Snegireu Zach Boynton Tom Lewis Van Matre Zack Newcomer Tom Hartenstein Verdeen Massie Zak Alston Tom Bard Vic Riggs Tony Strayer Vickie Paola Tony de Jong Victor Runkle Torey Kirkpatrick Victor Wallace

Timberline Express Proposal FEIS 3-9 November 2005