Travel Analysis Process Report for the White Flat Resource Management Project Mountain Home Ranger District Boise National Forest Intermountain

Transcription

1 Travel Analysis Process Report for the White Flat Resource Management Project Mountain Home Ranger District Boise National Forest Intermountain Region

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3 White Flat Resource Management Project Travel Analysis Introduction An efficient transportation system is essential to achieving land management objectives on National Forest System Lands and transportation networks created through past site-specific decisions have been essential to capitalizing on such opportunities. In some cases however these transportation networks have dramatically altered the character of the landscape and resulted in undesirable environmental impacts due to inadequate maintenance, poor locations, and/or unconstrained uses. A forest-scale roads analysis was completed to support revision of the Boise, Payette, and Sawtooth National Forest Plans in The analysis results and key findings were subsequently used by the Responsible Officials to inform their decisions for Forest Plan revision concerning management of the transportation system. The forest-wide roads analyses generally examined only Maintenance Level 3, 4, and 5 roads and determined that the minimum transportation system within this subset of roads consists of the arterial and collector roads that provide the backbone of the transportation network. The forest-wide roads analyses completed at that time recognized that the determination of a minimum transportation system will need to be supplemented during watershed and project scale analyses with additional local roads (Maintenance Level 1 and 2) needed for management of the Forests. The roads analysis process used during the 2003 Forest Plan revision was subsequently replaced with a similar travel analysis process. Unlike the road analysis process, which was specific to roads, the travel analysis process is intended to address the transportation system as-a-whole, including trails and other areas open to motorized vehicle use. Travel analysis assesses the current forest transportation system and identifies issues and assesses benefits, problems, and risks to inform decisions related to identification of the minimum road system per 36 CFR Part 212.5(b)(1) and designation of roads, trails, and areas for motor vehicle use per 36 CFR Part However travel analysis is not a decision-making process. Rather, travel analysis informs decisions relating to administration of the forest transportation system and helps to identify proposals for changes in travel management direction (FSM 7712). The travel analysis process consists of the following six steps: Step 1 Setting Up the Analysis Step 2 Describing the Situation Step 3 Identifying Issues Step 4 Assessing Benefits, Problems, and Risks Step 5 Describing Opportunities and Setting Priorities Step 6 Reporting Step 1 - Setting Up the Analysis This step in the analysis establishes the Interdisciplinary Team; develops a list of data needs; identifies the appropriate scale of the analysis; establishes an inventory of roads and trails in the analysis area, and; identifies the appropriate depth of the analysis. 1.1 Interdisciplinary Team The Interdisciplinary Team (ID Team) assigned to complete this analysis, and their roles, consists of the following personnel: Keith Dimmett - Project Leader Josh Newman GIS Support Lisa Kennedy Vegetation Scott Bodle Wildlife Casey Watson Fisheries Terry Hardy Watershed Tina Ruffing Range/Non-native Plants Allyn Spanfellner Fuels/Suppression Wintauna Belt - Recreation Galen Smolik - Engineering 1

4 1.2 Data Needs The ID Team elected to use existing data and information assimilated for the White Flat Resource Management Project environmental analysis. Key sources of information include: Data and field notes collected during and preceding The Forest transportation database. Professional knowledge and experience of Forest and District personnel. Available digital imagery. 1.3 Scale of the Analysis The White Flat Resource Management Project Area is located in the Fall Creek drainage upstream of Anderson Ranch Reservoir, roughly three miles southwest of Pine, Idaho (Figure 1). The project area (Figure 2) is 1,147 acres in size. There are no inventoried roadless areas (IRAs) within the project area. The Responsible Official chose to adopt a focused strategy for this analysis and directed the ID Team to limit the scale of the analysis to the 1,147 acre project area. The project area was selected, in part, due to the fact that most existing routes begin and end within the project area. In addition, given that the Mountain Home Ranger District recently completed a travel management assessment for the area, the Responsible Official directed the ID Team to limit the scope of this analysis to authorized and unauthorized roads and trails in the area. The primary objective of this travel analysis is to provide the Responsible Official with sufficient information to make informed decisions regarding transportation facilities within the scope of the decisions associated with the White Flat Resource Management Project. 1.4 Inventory of Roads and Trails The Forest transportation database was used to compile the existing inventory of authorized roads and trails in the analysis area. Unauthorized roads and/or trails were added to this inventory based on local knowledge of the area, field reconnaissance, and digital imagery. Reference Section 2.2 for a description of the existing transportation system within the analysis area. 1.5 Depth of Analysis This travel analysis is being completed in support of a project-level NEPA analysis implementing the Forest Plan. The preliminary actions identified by the Responsible Official as ripe to be carried forward into the White Flat Resource Management Project NEPA analysis include a variety of silvicultural activities and prescribed fire. Although a forest-level roads analysis has been completed, many of the routes within this analysis area were not addressed in that forest-wide analysis. The depth of this analysis will be guided by the complexity of the associated issues and the availability of relevant data. The ID Team was also instructed to limit the depth of their analysis to that necessary to provide the Responsible Official with sufficient information to make informed decisions regarding transportation facilities within the scope of the decisions associated with the White Flat Resource Management Project. 2

5 Figure 1 Vicinity Map 3

6 Figure 2 White Flat Resource Management Project Area 4

7 Step 2 - Describing the Situation This step includes a summary of the current land management and travel management direction; an inventory of the existing transportation system under analysis; a summary of uses on and needs for existing routes and other relevant recreation, environmental, and social issues; a summary of existing management decisions, and; an assessment of available resources to maintain and operate the transportation system. 2.1 Current Land Management and Travel Management Direction All of the existing routes within the analysis area occur on lands administered by the Boise National Forest and occur within Management Area 2 as described in the Forest Plan. Several Management Prescription Categories (MPCs) apply within this management area, however, the analysis area in its entirety occurs within MPC 5.1 in the 2010 amended Forest Plan. MPC 5.1 (Restoration and Maintenance Emphasis within Forested Landscapes) applies to lands that are predominantly (>50 percent) forested. Emphasis is on restoring or maintaining vegetation within desired conditions in order to provide a diversity of habitats, reduced risk from disturbance events, and sustainable resources for human use. Commodity production is an outcome of restoring or maintaining the resilience/resistance of forested vegetation to disturbance events; achievement of timber growth and yield is not the primary purpose. The full range of treatment activities may be used. Restoration occurs through management activities and succession. Combinations of mechanical and fire treatments are used to restore forested areas while maintaining or improving resources such as soils, water quality, fish and wildlife habitat, and recreation settings. The risk of temporary and short-term degradation to the environment is minimized, but impacts may occur within acceptable limits as resources are managed to achieve long-term goals and objectives. Management direction for the transportation system is provided in the Forest Plan. In addition to forest-wide goals and objectives related to the transportation system, the Forest Plan also includes management direction specific to Management Area 2. The following summarizes the pertinent management direction, relative to road-related issues, for routes within the analysis area. MA2 Objective Reduce open road densities within the Fall Creek (5 th code HUC ) and Feather-Grouse (5 th code HUC ) watersheds where it is determined that they limit use of source habitats by wildlife species identified as TEPC and R4 Regionally Sensitive. (Refer to Conservation Principles 5 and 6 in Appendix E.) Forest-Wide Goal WIGO02 - Levels of human caused disturbance do not cause undesirable effects to wildlife populations during critical life stages. Forest-Wide Objective WIOB12 - Implement temporary, seasonal, or permanent area and transportation route closures through special orders to address big game vulnerability and public access needs. Coordinate closures with appropriate state agencies, other federal agencies, and tribal governments. Forest-Wide Objective WIOB16 - Reduce road-related effects on sensitive wildlife species and their habitats. Refer to the conservation principles in Appendix E and the Vegetation and Wildlife Habitat Restoration Strategy and Source Environment Restoration Strategy Maps to assist in fine and site/project scale restoration prioritization planning. Forest-Wide Goal FRGO01 - Provide and maintain a safe, efficient Forest transportation system that meets resource management and access needs, while mitigating degrading resource effects. Forest-Wide Objective FROB04 - During fine-scale analyses, identify opportunities to reduce road-related degrading effects to help achieve other resource objectives. Forest-Wide Objective FROB06 - Identify roads and facilities that are not needed for land and resource management, and evaluate for disposal or decommissioning. 5

8 Forest-Wide Objective FROB12 - During fine-scale analyses in areas where roads and facilities are identified as a potential concern or problem contributing to degradation of water quality, aquatic and wildlife habitats or occupied sensitive or Watch plant habitat, evaluate and document where the contributing facilities are and prioritize opportunities to mitigate effects. Forest-Wide Goal REGO05 - Manage motorized and non-motorized travel and travel-related facilities to: a) Provide for public safety, b) Meet resource objectives and access needs, c) Mitigate road and trail damage, and d) Minimize maintenance costs and user conflicts. Forest-Wide Objective VEOB08 - On a decadal basis, schedule and complete at least 215,000 acres of treatments designed to maintain or restore desired vegetative and associated wildlife source habitat conditions. Focus treatments in vegetative and wildlife habitat priority watersheds displayed on the combined Vegetative and Wildlife Habitat Restoration Strategy Map. Within these watersheds, emphasize treatments in forest stands in the non-lethal and mixed-1 fire regime able to attain the range of desired conditions for the large tree size class or old forest habitat within the short-term ( 15years). Forest-Wide Objective FMOB04 - On a decadal basis, schedule and complete at least 50,000 acres of hazardous fuel reduction and maintenance treatments within the wildland urban interface (WUI). Forest-Wide Objective FMOB08 - On a decadal basis, use prescribed fire to treat at least 100,000 acres. These treatments would contribute to accomplishment of VEOB08 and FMOB04. Forest-Wide Goal TRGO04 - Provide fuelwood, post, pole, Christmas tree, and other non-sawtimber, miscellaneous forest products to help meet public demand, while also contributing to the attainment of timberland and other resource goals and objectives. Forest-wide Objective TROB01 - On a decadal basis: a) Harvest timber, other than by salvage, on at least 90,000 acres, b) Reforest at least 20,000 acres, and c) Complete timber stand improvement activities on at least 55,000 acres. This objective contributes to the accomplishment of VEOB08 and FMOB04 Forest-wide Objective TROB03 - Utilize wood products (e.g., fuelwood, posts, poles, house logs, etc.) generated from vegetation treatment activities, on both suited and not suited timberlands, to produce an estimated 115 million board feet of volume on a decadal basis. This volume, when combined with ASQ, is the Total Sale Program Quantity (TSPQ). On a decadal basis, the TSPQ is estimated to be 397 million board feet. Forest-Wide Objective SEOB01 - Provide a predictable supply of Forest goods and services within sustainable limits of the ecosystem that help meet public demand. 2.2 Existing Transportation System This section of the document describes the existing conditions and status of all known authorized and unauthorized routes within the 1,147 acre analysis area. Table 1 summarizes the existing conditions of the transportation system. Reference Figure 2 for locations of routes discussed in Table 1. Data presented here was derived from numerous sources including the Forest transportation database, field reconnaissance and personal knowledge of the area, and digital imagery. 6

9 Table 1 Existing Status and Condition of Routes in Year 2011 Route Length Authorized or Maintenance Current Status Surface Number (miles) Unauthorized Level 128AA 3.80 Authorized Open* Native 2 128A Authorized Open* Native 2 128AB 0.31 Authorized Open* Native 2 128AD 0.40 Authorized Open* Native 2 Trail Authorized Closed Seasonally (11/30 6/30)* Native NA Unauthorized Unauthorized* Native NA Unauthorized Unauthorized* Native NA Unauthorized Unauthorized* Native NA Unauthorized Unauthorized* Native NA Unauthorized Unauthorized* Native NA Unauthorized Unauthorized* Native NA Unauthorized Unauthorized* Native NA Unauthorized Unauthorized* Native NA ATV Trail 1.80 Unauthorized Unauthorized* Native NA *Open = Open to motorized traffic. Closed Seasonally = Route closed seasonally to motorized traffic with the exception of snowmobiles. Unauthorized = A road or trail that is not a forest road or trail or a temporary road or trail and that is not included in a forest transportation atlas. Maintenance Level 2 = Assigned to roads open for public or permitted use by high clearance vehicles. Passenger car traffic is not a consideration. 2.3 Uses On and Needs for Existing Routes and Other Relevant Issues Fisheries The analysis area is located in the lower reaches of the Fall Creek drainage. Fall Creek flows directly into Anderson Ranch Reservoir. The only streams present within the 1,147 acre analysis area are an estimated 3.4 miles of intermittent streams. These intermittent streams are physically disconnected from Fall Creek as the defined channels terminate at basalt escarpments along the west boundary of the analysis area and stream flows become diffuse as the water flows over the cliffs before entering Fall Creek. Given the lack of perennial streams within the analysis area, the existing transportation system likely has little potential to affect fish species. However, fish species of concern occur, or have the potential to occur, within the 6 th field subwatershed. Watershed (Soils and Hydrologic Processes) - The analysis area occurs within the Fall Creek Assessment Unit (#031_02) as delineated by the Idaho Department of Environmental Quality (IDEQ) for the purposes of determining support of beneficial uses. Beneficial uses for this assessment unit include cold water aquatic life, salmonid spawning, and primary contact recreation. Because of their intermittent flow, none of the streams in the analysis area have been assessed by IDEQ. The Department of Environmental Quality Working Principles and Policies for the 2008 (303[d]/303[b]) Report (IDEQ 2009) lists the 1 st and 2 nd order tributaries in the Lower Fall Assessment Unit as impaired under Section 303(d) of the Clean Water Act (CWA). In 2002 these waterbodies were listed for unknown pollutants, but the IDEQ 2009 report identified the pollutant source as Combined Biota/Habitat Bio-assessments based on the macro invertebrate analysis. However, the South Fork Boise River Subbasin Assessment, Total Maximum Daily Load, and Five-Year Review (IDEQ 2008) found Fall Creek and Meadow Creek to be fully supporting beneficial uses, while the nearby Camp Creek was shown to be dry in 2006, indicating that it is an intermittent stream. Due to the time lag in the release of the IDEQ documents and subsequent approval by EPA, the IDEQ 2009 document does not reflect the updated full support status for the Fall Creek Assessment Unit. IDEQ will be listing this assessment unit as fully supporting beneficial uses in their next integrated report. Forest roads, and to a lesser extent trails, are the greatest sources of soil erosion with sediment-related impacts to water quality, stream flows, and aquatic habitat. Water quality and quantity impacts from route-caused accelerated erosion and sedimentation are variable and depend on the location, route surface, route gradient, route drainage features, hill slope gradient, surface soil texture, and precipitation. Not all eroded materials are delivered to waterbodies as obstructions and vegetative buffers trap and store hillslope sediments. The degree of impact sediment delivered to streams has on water quality and aquatic habitat varies based on the volume of sediment relative to the existing condition of the receiving waterbody to process additional inputs, and the juxtaposition of routes to streams. 7

10 The only streams present within the 1,147 acre analysis area are an estimated 3.4 miles of intermittent streams. These intermittent stream flows are fed by snowmelt during the mid and late spring seasons. High intensity, localized summer thunderstorms can generate overland flow that concentrates into flashy runoff carried by the intermittent channels. However, these intermittent streams are physically disconnected from Fall Creek as the defined channels terminate at basalt escarpments along the west boundary of the analysis area and stream flows become diffuse as the water flows over the cliffs before entering Fall Creek. The existing transportation system likely has some deleterious effects on riparian habitats, but these effects would be limited to roads or trails that cross intermittent streams or in those locations where roads or trails run parallel in close proximity to an intermittent stream. The erosion potential associated with these various routes ranges from low to high depending upon the landtype involved and the steepness of the route. In general, the existing transportation system and its recurrent use likely have some adverse effects on water quality. However, because of its relatively small footprint (eight percent of the 6 th field subwatershed) and the physiographic setting of the analysis area, any effects to hydrologic functions and processes extrapolated to the Lower Fall 6 th field subwatershed would not be discernable. Wildlife - The 1,147 acre analysis area occurs within the Lower Fall 6 th field subwatershed which is identified in the 2010 Forest Plan as a short term wildlife habitat restoration priority. The analysis area has the only identified nesting pair of white-headed woodpeckers on the Boise National Forest. The analysis area is also used by pileated woodpeckers and provides calving and fawning areas for elk and mule deer. During the fall hunting season the area is very popular for big game hunting as it holds good numbers of deer and a few elk and occurs on relatively mild terrain. The primary road-related threat to woodpecker species is the high level of fuelwood cutting that occurs in association with roaded access and the indirect effects on snag densities and downed logs. Large diameter snags are an important habitat feature for both white-headed woodpecker and pileated woodpecker, and downed logs an important feature for pileated woodpeckers. While the loss of snags and downed logs to fuelwood cutters is typically limited to corridors along roads, stand examination data suggests that snag densities across the analysis area as-a-whole are currently below desired ranges as are downed logs greater than 15 inches in diameter. Elk and mule deer typically arrive in the analysis area in the spring as snow levels recede, utilizing the area for calving and fawning activities. Motorized use on existing authorized routes, and to a lesser extent unauthorized routes, contributes to disturbance of these species during these critical time periods. The existing transportation network also contributes to deleterious effects on big game animals during the fall hunting seasons. Because of the numerous authorized and unauthorized routes within the analysis area, deer and elk are typically pushed from one location to another in search of security cover. This type of stress reduces fitness before entering the winter months, when only poor food sources are available, which can lead to mortality of animals. Invasive Plants - The Forest Service Manual (FSM) defines noxious weeds as those plant species officially designated as noxious weeds by the Secretary of Agriculture or by the responsible State official. Noxious weeds pose a threat to native plants, often out-competing them. Habitats for these species are usually disturbed areas of compacted dry soils. Roads, powerline corridors, cutting units, burned areas, trails, and other areas associated with human activity, particularly motorized uses, are likely locations for noxious weeds. There are several invasive species that are currently found within the 1,147 acre analysis area. Two of these species, bulbous bluegrass (Poa bulbosa) and cheatgrass (Bromus tectorum) are so prevalent throughout the non-forested portions of the analysis area that they have in all likelihood become established in their respective niches and are not expected to expand further. Existing travel routes neither contribute to the spread nor reduce the potential for spread of these species across the analysis area. Rush skeletonweed is also known to occur throughout the analysis area, primarily as scattered individual plants, or in small clumps of 3 to 5 plants. No large, dense infestations are known to occur. Spotted knapweed, another noxious weed species, does not occur within the analysis area but known populations occur within a few miles. 8

11 Although these species can establish in forested habitat types, non-forested lands are most susceptible to infestation. The Forest Plan identifies approximately half of the analysis area as susceptible to infestation by rush skeletonweed and spotted knapweed. Vegetation Management Roughly half of the analysis area is characterized as non-forested acres (i.e. grasses, sagebrush, and other shrubs) with the remaining half dominated by low elevation ponderosa pine forests. The 2010 Forest Plan emphasizes restoration of vegetation in the low to mid-elevation forests dominated by ponderosa pine in the non-lethal and mixed 1 fire regimes and identifies the watershed as a moderate priority for long term vegetative restoration. In addition, the Forest Plan emphasizes restoration of trees species of concern, including aspen. There are 708 forested acres within the 1,147 acre analysis area. These forested stands, all within Potential Vegetation Group 2, are characterized by warm mild environments in the lower to mid-elevation forests. Ponderosa pine is the dominant species present with increasing amounts of Douglas-fir on the more north-facing slopes, and aspen scattered throughout the analysis area. Approximately 67 percent of the forested stands are in the large tree size class with smaller acreages in the medium and small tree size classes. Most of the stands are currently in the low stand canopy cover class with only a few stands reflecting a moderate stand canopy cover. While the acres of large tree size class should gradually increase over time as trees grow, reflecting movement toward desired conditions, stand canopy covers on these acres would be expected to shift from the desired low stand canopy cover to a moderate stand canopy cover over the next few decades. Aspen are relatively abundant within the analysis area, occurring primarily as small inclusions within or along conifer stand edges. The numerous dead aspen stems within these stands indicate that aspen was once more prevalent but is becoming scarce (i.e. losing vigor) due to competition with overtopping conifer trees. Existing authorized roads within the analysis area were constructed to implement silvicultural treatments associated with past timber sales and, in general, are logically located to facilitate similar activities in the future. Roads #128A1 and most of road #128AA were constructed between 1957 and 1962 to facilitate timber harvest activities. The west side of the #128AA road (southern loop) and #128AB were constructed in 1968 and road #128AD constructed in the mid-seventies, all to facilitate silvicultural treatments. Silvicultural treatments continue to be one of the primary management-related uses and needs for the authorized road system, with the most recent use associated with a precommercial thinning project in Fuels Management As explained above, roughly half of the analysis area consists of non-forested areas while the remainder is dominated by low elevation ponderosa pine forest types in the non-lethal fire regime. Prior to man s influence, stands in the non-lethal fire regime typically experienced fires every 5 to 25 years. Wildfire in these stands commonly occurred as low intensity ground fires with flame lengths from 1 to 4 feet and resulted in tree mortality of 10 percent or less. These frequent underburns kept fuel accumulations, ladder fuels, and stand densities at relatively low levels and inhibited the establishment of shade tolerant species such as subalpine fir. However, due in part to the absence of fire as a natural disturbance event over the last 80 years and the presence of dense conifer plantations, stand conditions in the analysis area now reflect uncharacteristically high fuel loads, ladder fuels, and stand densities. The 2010 Forest Plan emphasizes restoration of vegetation in the low to mid-elevation forests dominated by ponderosa pine in the non-lethal and mixed 1 fire regimes and identifies the watershed as a moderate priority for long term vegetative restoration. The Forest s goal in these stand types is to use prescribed fire, in combination with or without mechanical treatments, to either move stands toward their desired conditions or to maintain them within their desired conditions. The presence of an efficient transportation system is necessary to facilitate the safe and economical treatments associated with fuels management. Recreation - The analysis area and surrounding public lands are common destinations for visitors in the summer and fall months. The estimated 5.05 miles of open authorized roads within the analysis area facilitate dispersal of these visitors but do not receive an abundance of use due to their relatively short lengths and the fact that all roads dead end within the analysis area. Typical traffic levels on most of the authorized roads are characterized as low to moderate. These roads and the analysis area likely receive the majority of use in the late summer and fall months in 9

12 association with big game hunting seasons, but are also frequently used by fuelwood cutters. None of these roads are plowed during the winter months. In addition to authorized roads an estimated 2.23 miles of unauthorized roads occur within the analysis area. While some of these routes were originally associated with past timber harvest activities, in other cases these routes were created by recreationists and/or fuelwood cutters. Although the District s Motor Vehicle Use Map (MVUM) does not show these routes as being designated for motor vehicle use, a certain level of unauthorized use continues to occur. The current MVUM does allow for motor vehicle use off of designated roads for the purpose of dispersed camping for a distance of up to 300 feet, as well as off-trail for a distance of up to 100 feet. With the exception of Trail #641 there are no designated trails or facilities within the analysis area. Trail #641 was only recently added to the transportation system as an authorized trail open to motorized use. This trail provides access from Road #128AA to other motorized routes to the south. Use on this trail is characterized as moderate and likely used primarily by visitors to Ice Springs Campground (situated north of the analysis area) and local residents. Unauthorized trails in the analysis area are limited to a user-created ATV trail which runs roughly 1.8 miles along the ridgeline forming the eastern boundary of the analysis area. Range - The 1,147 acre analysis area lies entirely within the 13,624 acre Lester Creek C&H Allotment. The current permit for this allotment authorizes 164 cow/calf pairs for the season of July 1 through October 31. The allotment is managed in a two pasture, deferred rotation system. Cattle enter the analysis area first one year, where they remain through the end of August. Cattle are then moved to the Lester and Camp Creek areas of the allotment for the remainder of the grazing season. The following year this order is reversed and cattle enter the Lester and Camp Creek areas first and then are moved to the analysis area at the end of August. The ridgeline forming the eastern boundary of the analysis area serves as a natural barrier separating the Lester Creek and White Flat areas. Since there are no fences in place, some cattle drift does occasionally occur between the two areas. However, regular riding by the Permittee minimizes livestock drift between the two pastures. The analysis area includes six water troughs and one pond. Although in various states of functionality, these improvements are used to some extent by permitted livestock. As noted above, there are no fence lines within the analysis area. Emergency Access/Widfire Suppression - The entire analysis area occurs within a Wildland Urban Interface (WUI) as defined in the 2003 Forest Plan and the Elmore County Wildfire Mitigation Plan (2006). Although not in the analysis area, several residential areas occur in the general vicinity. Residential areas to the northwest consist of 15 to 20 summer homes and outbuildings. Structures to the southeast include a Forest Service work station with several buildings. Many of these structures occur within 0.5 miles of the analysis area. Historic records indicate that five ignitions have occurred within a mile of the analysis area, but none have occurred within the analysis area itself. Only one of these wildfires burned more than five acres, while the rest have been less than ¼ acre in size. The closest large fire (unnamed) occurred in 1947 approximately three miles northwest of the analysis area and burned roughly 1,800 acres. Although the probability of an ignition is unpredictable, given existing stand conditions such an event would be extremely difficult to suppress and would pose a serious threat to the health and safety of the public and residential structures in adjacent communities, particularly those situated to the north/northwest of the analysis area. The presence of roaded access would lessen response time to any ignition and would facilitate suppression efforts and firefighter safety. 2.4 Existing Management Decisions The recently completed travel management assessment for the Mountain Home Ranger District (2008) evaluated the numerous unauthorized roads and unauthorized trails within the analysis area and concluded that the majority were not needed for the long term management of the Boise National Forest. Although the District s Motor Vehicle Use 10

13 Map (MVUM) does not show these routes as being designated for motor vehicle use, a certain level of unauthorized use continues to occur. 2.5 Available Resources to Maintain and Operate the Transportation System Over the last three years, Federally appropriated funds for the operation, maintenance, and capital improvement of roads on the Boise National Forest averaged around $1,992,000 per year and varied considerably from a low of $1,754,000 in Fiscal Year 2009 to a high of $2,133,000 in Fiscal Year Funding sources for these activities included two budget line items: Capital Improvement and Maintenance of Roads (CMRD) and Legacy Roads and Trails (CMLG). The values disclosed above do not include the appropriations received in Fiscal Years 2009 and 2010 from the American Recovery and Reinvestment Act of In addition to Federal appropriations, partnerships contribute to the maintenance of some of the National Forest Road System. The National Forest Roads and Trails Act of 1964 authorizes cooperative construction and maintenance of road systems, which includes Forest Road Agreements with public road authorities and Cost Share Agreements with private owners of large tracts of land intermingled with National Forest System Lands. Also, the purchasers of Government timber sales and other products are typically required to maintain and/or reconstruct roads to a satisfactory condition commensurate with their particular use. These partnership contributions are estimated to be approximately five percent of the total appropriations in a given year. Given the existing miles of road needing to be maintained annually and the average level of funding, current and projected budgets only allow completion of roughly 20 percent of the required road maintenance. Therefore the Forest is actively looking for ways to curtail its annual road maintenance costs by reducing road mileage or road maintenance levels or by increasing or augmenting the road maintenance budget. The failure to fully fund road maintenance results in incremental loss of roadway infrastructure (e.g. surfacing, drainage, structure) further increasing future annual and deferred maintenance costs, or most commonly, not fully maintaining the road to its assigned road maintenance level. The Operational Maintenance Level (i.e. Level 1, 2, 3, 4, or 5) of a particular road greatly influences the type of annual maintenance and therefore the cost of that maintenance. Table 2 discloses the existing Forest-wide average annual maintenance costs per mile by Operational Maintenance Level based on January 2011 costs data. Table 2 Forest-wide Annual Road Maintenance Costs by Operational Maintenance Level (January 2011) Operational Annual Cost Annual Maintenance Existing Miles Maintenance Level per Mile Cost 1 1,591 $65 $103, ,398 $1,400 $3,357, $5,100 $3,595, $13,400 $281, $17,400 $121,800 Totals 4,722 Miles $7,459,315 Relative to the 1,147 acre analysis area and the existing transportation system, the total annual maintenance cost is currently about $7,070 (Table 3). Table 3 Analysis Area Annual Road Maintenance Costs by Operational Maintenance Level (January 2011) Route Number Current Annual Cost Annual Maintenance Maintenance Mileage per Mile Cost Level 128A1 ML $1,400 $ AA ML $1,400 $5, AB ML $1,400 $ AD ML $1,400 $560 Totals 5.05 Miles $7,070 11

14 Step 3 - Identifying Issues This step discloses key issues related to the transportation system in the analysis area as identified by the ID Team and Responsible Official; summarizes public involvement efforts; identifies the primary public and managementrelated concerns related to travel management, and; discusses data needed to analyze key issues. 3.1 Road-related Issues Relative to the existing transportation facilities within the 1,147 acre analysis area, the ID Team and Responsible Official identified the following road-related issues: Motorized use on authorized and/or unauthorized roads and trails may be contributing to detrimental effects to wildlife species during critical periods such as nesting, denning, calving/fawning activities, or hunting seasons. Motorized use on authorized and/or unauthorized roads may be contributing to snag and downed log levels not achieving desired conditions. Reducing the authorized road network may affect the economic feasibility of silvicultural and/or fuels treatments designed to achieve desired conditions. Reducing the authorized road network may influence the effectiveness and/or response time of wildfire suppression efforts. Eliminating authorized and/or unauthorized roads and trails may affect the Permittee s ability to maintain existing range improvements. Eliminating authorized and/or unauthorized roads and trails would reduce public motorized access associated with recreational opportunities and fuelwood collection. 3.2 Public Involvement Efforts A letter describing potential changes to management of the transportation system was mailed on February 24 and 25, 2011 to 95 individuals, groups, and/or agencies known or perceived to have an interest in access management within the analysis area. In addition, a legal notice describing potential changes to management of the transportation system was published in The Idaho Statesman on February 28, Public and Management-related Concerns As inferred by the issues above, public and management-related concerns revolve around the effects of authorized and unauthorized routes on wildlife species during critical life stages; the effects of motorized access on achieving desired conditions for snags and downed logs; providing sufficient motorized access to facilitate silvicultural and fuels treatments and wildfire suppression activities; providing sufficient motorized access to facilitate maintenance of existing range improvements, and; providing a transportation system sufficient to meet motorized access demands associated with recreational opportunities and fuelwood collection. The planning record for the White Flat Resource Manage Project documents road-related comments received from the public concerning the transportation system. 3.4 Additional Data Needs The ID Team concluded that collection of additional data was not necessary prior to formulating recommendations to address the road-related issues. Step 4 Assessing Benefits, Problems, and Risks Step 4 includes an examination of the major uses and effects of the transportation system and summaries of the benefits, problems, and risks associated with the current situation relative to key resources. 12

15 4.1 Major Uses and Effects of the Transportation System Section 2.3 of this document summarizes the major uses of, and the major needs for, the existing transportation system within the 1,147 acre analysis area. 4.2 Benefits, Problems, and Risks Associated with the Current Situation For the purposes of this analysis, the various members of the ID Team independently determined the risks and/or benefits of the existing routes on their respective resource using a number of indicators. Reference Appendix A of this document for the individual ratings by route and resource, as well as discussions of the various indicators used by the ID Team members. The discussions that follow summarize their findings relative to the road-related issues and public and management-related concerns identified in Sections 3.1 and 3.3 of this document. Fisheries There are no perennial streams within the analysis area nor are fish species present in any of the intermittent channels. Nevertheless, fuelwood cutting within riparian areas and the removal of standing or downed large woody debris (LWD) greater than 12 inches in diameter can negatively impact channel form and function, as well as sediment storage, nutrient sequestering, bank stabilization, flow deflection, and dissipation of stream energy. Specific to road-related effects on LWD, Road #128AD and Unauthorized Routes #5 and #8 are considered to pose a high risk, while all other authorized and unauthorized routes present a low risk to LWD. Watershed (Soils and Hydrologic Processes) - Given the lack of perennial streams in the analysis area and the fact that the intermittent streams are physically disconnected from Fall Creek, the existing authorized and unauthorized routes in the analysis area are likely having little effect on overall water quality/hydrologic processes. Specific to the TMDL/303(d) indicator, all authorized and unauthorized routes were considered to pose a low risk. Road #128AD is considered to pose a high risk because of its proximity to riparian habitat, while Trail #641 poses a high risk because of its erosion potential. The other authorized roads present a moderate or low risk to the indicators of riparian habitat and erosion potential. Unauthorized Routes #5 and #8 pose a high risk to riparian habitat and Unauthorized Routes #4, #7, #8, and the unauthorized ATV trail present a high risk due to their erosion potential. The other unauthorized routes present a moderate or low risk to these indicators. Wildlife - The primary threat to woodpecker species of concern is the high level of fuelwood cutting in association with roaded access and the loss of snags and downed logs. This is most apparent in the northeastern portion of the analysis area along Road #128A1 and Unauthorized Routes #5, #7, and #8. Road #128AA, the primary access route in the analysis area, also reflects a high level of snag and downed log loss due to fuelwood cutting. Roads #128A1, #128AB, the western half of the southern loop of #128AA, and Unauthorized Routes #5, #7, and #8 are contributing to detrimental impacts on elk and deer during calving and fawning activities. The other existing routes have little effect on big game during these critical time periods. Roads #128A1, #128AB, the western half of the southern loop of #128AA, Trail #641, Unauthorized Routes #5, #7, and #8, and the unauthorized ATV trail all limit security habitat and contribute to deleterious effects on big game animals during the fall hunting seasons. In summary, Roads #128AA and #128A1 are considered to pose a high risk to wildlife; #128AB and Trail #641 a moderate risk, and; Road #128AD a low risk. Unauthorized Routes #5, #7, #8 and the unauthorized ATV trail pose a high risk with the remainder of the unauthorized routes considered a low risk to wildlife. Invasive Plants - Because motor vehicles are one of the major vectors associated with the spread of noxious and invasive weeds, Road #128AA and Trail #641 were identified as a high risk for invasive species. Road segments that occur within forested stands, such as Roads #128A1, #128AD, and #128AB, were given a moderate rating. 13

16 All of the unauthorized routes in the analysis were rated as posing a high risk to invasive weeds with the exception being Unauthorized Route #6 which was given a moderate rating. Vegetation Management Existing authorized roads within the analysis area were constructed to implement silvicultural treatments associated with past timber sales and, in general, are logically located to facilitate such activities. Silvicultural treatments continue to be one of the primary management-related uses and needs for the authorized road system. Given current management direction and the forest types prevalent in the analysis area, it is likely that additional silvicultural treatments will be proposed in the area in the foreseeable future and the feasibility of such actions dependent upon the presence of an efficient road network. All of the authorized roads in the analysis area were categorized as providing a high benefit relative to facilitating future silvicultural treatments. Although unauthorized routes (#1 - #8) could conceivably be used during silvicultural treatments, their presence or use would not measurably influence the feasibility of restoration activities. Existing authorized and unauthorized trails in the analysis area do not provide the type of access needed to facilitate silvicultural treatments and therefore have no affect on the feasibility of such activities. Therefore all of the unauthorized roads, and authorized and unauthorized trails, are considered to represent a low benefit. Fuels Management Given current management direction and the forest types prevalent in the analysis area, it is likely that management of fuel loads and wildfire susceptibility will continue to be an emphasis within the analysis area using a combination of both mechanical treatments and prescribed fire. The feasibility of such activities will be dependent, in part, upon the presence of an efficient road network. Roads #128AA, #128A1, and Trail #641 are considered to provide a high benefit; Road #128AB a moderate benefit, and Road #128AD a low benefit. Because of its location along the main ridgeline, the unauthorized ATV trail provides a moderate benefit, while the remaining unauthorized routes (#1 - #8) provide a low benefit. Recreation - Typical traffic levels on most of the authorized roads in the analysis area are characterized as low to moderate, with the majority of use in the late summer and fall months in association with big game hunting seasons. However these roads are also frequently used by fuelwood cutters. It is expected that these activities, and the associated levels of use on authorized roads, would remain constant into the foreseeable future or reflect a slight increase. A similar pattern of use would be expected on the existing unauthorized roads within the analysis area unless some type of physical closure is installed. Motorized use on Trail #641 would continue to be moderate in the foreseeable future and some level of unauthorized use would continue to occur on the unauthorized ATV trail along the ridgeline forming the eastern boundary of the analysis area. Roads #128AA and #128A1 and Trail #641 were categorized as providing a moderate benefit to recreational uses and demands while roads #128AB and #128AD were considered to provide a low benefit. Unauthorized Routes #1 and #4, both of which are less than 300 feet in length, provide access to established dispersed campsites. Nevertheless, due to the abundance of opportunities, Routes #1, #4, and #5 are considered to provide a moderate benefit, and the remaining unauthorized routes a low benefit. Range - Roads #128AA and #128A1 were identified in this analysis as a high benefit for allotment administration and access to maintain range-related improvements. Although improvements do not exist along these routes themselves, they do lead to improvements in the vicinity. These routes are also in the heart of the allotment and allow the Permittee quicker and easier access to his livestock. Road #128AD was also identified as providing a high benefit, however, only the first 0.1 miles is actually needed to access the existing livestock watering pond located adjacent to the road. Trail #641 provides access to the allotment boundary fence and cattleguard dividing the Lester Creek allotment from the adjacent Lake Creek allotment and therefore was categorized as a high benefit. While it does not lead directly to a water development, Unauthorized Route #4 leads to within approximately 100 feet of a water development and 14

17 was also considered to provide a high benefit. Unauthorized Route #8 ends at a water development and was also identified as a high benefit for future access to the development. Both of these routes have been used in the past to facilitate maintenance of the existing developments. All other roads and trails within the analysis area are not necessary for allotment management or maintenance of improvements and therefore provide a low benefit. Emergency Access/Widfire Suppression Although the probability of an ignition is unpredictable as is the location of such an event, roaded access would increase response time and the effectiveness of any suppression efforts. Therefore all authorized roads and Trail #641 were identified as providing a high benefit. All unauthorized roads and trails provide a low benefit. Step 5 Describing Opportunities and Setting Priorities This step includes identification of the various management opportunities and priorities for changes to the transportation system that would be responsive to the issues, risks, and benefits; compares these management opportunities with desired conditions described in the Forest Plan; identifies any unauthorized roads or trails that should be added to the transportation system, and; summarizes how the economic analysis was considered in identification of the recommended minimum road system. 5.1 Management Opportunities and Priorities Responsive to Issues, Risks, and Benefits The ID Team identified the following opportunities to respond to the road-related issues, risks, and benefits. All of these opportunities are considered to be of equal priority and it is the ID Team s intent that all should be implemented as soon as funding and other Forest priorities permit. Restrict motorized traffic on the western loop of the #128AA road year-round via a gate on the #128AB road near the #128AB/#128AA intersection and another gate near the #128AA/Route #1 intersection. All motorized traffic would be prohibited except administrative uses and snowmobiles. Restrict motorized traffic on the #128AB road year-round with a gate near the eastern most #128AB/#128AA intersection. All motorized traffic would be prohibited except administrative uses and snowmobiles. Restrict motorized traffic on the #128A1 road year-round with a gate. All motorized traffic would be prohibited except administrative uses and snowmobiles. Decommission existing Unauthorized Routes #2, #3, #5, #6, #7, and #8 within the analysis area. Decommission the unauthorized ATV trail along the eastern boundary of the analysis area. Add existing Unauthorized Routes #1 and #4 to the Forest s transportation system as ML 2 authorized roads. The following discussions summarize the effects that the aforementioned opportunities would have relative to the various resources. Fisheries Restricting motorized traffic on the #128A1 and #128AB roads and a portion of the #128AA road yearround to only administrative use would reduce the potential loss of large woody debris (LWD) within riparian areas and result in a reduction of erosion potential. Decommissioning Unauthorized Routes #2, #3, #5, #6, #7, and #8 and the unauthorized ATV trail would result in similar beneficial effects. Watershed (Soils and Hydrologic Processes) Year-round restrictions on the #128A1 and #128AB roads and a portion of the #128AA road to administrative use only would reduce traffic levels which should reflect a slight reduction in erosion potential and sedimentation. Ground disturbance associated with decommissioning unauthorized roads and trails could result in a temporary increase in erosion potential followed by a short and long term decrease. However, because of its relatively small footprint (eight percent of the 6 th field) and the 15

18 physiographic setting of the analysis area, any effects to hydrologic functions and processes or sedimentation extrapolated to the Lower Fall 6 th field subwatershed would not be discernable. Decommissioning Unauthorized Routes #2, #3, #5, #6, #7, and #8 and the unauthorized ATV trail would begin restoration of affected riparian habitats by encouraging the establishment and/or growth of vegetation, and/or would also result in a reduction of erosion potential. Wildlife Restricting motorized traffic on the #128A1 and #128AB roads and a portion of the #128AA road yearround to only administrative use would reduce the loss of both snags and downed logs to fuelwood cutters, and would minimize detrimental effects on big game animals during calving/fawning activities and hunting seasons. Decommissioning Unauthorized Routes #2, #3, #5, #6, #7, and #8 and the ATV trail would also reduce the loss of both snags and downed logs and/or would minimize detrimental effects during calving/fawning activities and hunting seasons. Invasive Plants Implementing a year-round restriction on public motorized use would reduce the potential for introduction and/or spread of invasive weeds on the #128A1 and #128AB roads and a portion of the #128AA road. Decommissioning Unauthorized Routes #2, #3, #5, #6, #7, and #8 and the unauthorized ATV trail would result in a similar beneficial effect. Vegetation Management Restrictions on the #128A1 and #128AB roads and a portion of the #128AA road with gates would have a negligible effect on the feasibility or practicality of implementing silvicultural treatments because administrative use would still be allowed. Decommissioning Unauthorized Routes #2, #3, #5, #6, #7, and #8 and the unauthorized ATV trail would not measurably influence the feasibility of restoration activities. The resulting transportation network would continue to facilitate restoration of vegetation within the area. Fuels Management Restrictions on the #128A1 and #128AB roads and a portion of the #128AA road with gates would have a negligible effect on the feasibility or practicality of fuels management activities because administrative use would still be allowed. Decommissioning Unauthorized Routes #2, #3, #5, #6, #7, and #8 and the unauthorized ATV trail would not measurably influence the feasibility of such activities. The resulting transportation network would continue to facilitate management of fuels within the area. Recreation Restricting the #128A1 and #128AB roads and a portion of the #128AA road year-round to allow only administrative use would result in a reduction of traffic levels and use within the analysis area. Visitors accustomed to using these roads would likely pursue similar opportunities for fuelwood cutting and/or dispersed recreation on other routes elsewhere within or adjacent to the analysis area. Decommissioning Unauthorized Routes #2, #3, #5, #6, #7, and #8 and the unauthorized ATV trail would facilitate enforcement of existing travel regulations shown on the MVUM. Adding Unauthorized Routes #1 and #4 to the Forest s transportation system as authorized roads would provide access to established dispersed campsites and possibly prevent the indiscriminate creation of new routes within 300 feet of the #128AA road. Adding these routes to the transportation system would also allow future maintenance on these roads if needed. Range - Restricting a portion of the #128AA road with gates to allow only administrative use would have a negligible effect on the existing allotment or maintenance of associated improvements. Although improvements do not occur on the #128A1 road itself, this road does provide access to Unauthorized Route #8 which provides access to a water development. Unauthorized Route #4 also leads to within approximately 100 feet of a water development. There are no range improvements associated with the #128AB road. Since administrative use would be allowed on the #128A1 road, the Permittee could be given permission, as needed, to use this route. Adding Unauthorized Route #4 to the Forest s transportation system as an authorized road would retain the existing access to the water development. Decommissioning Unauthorized Route #8 would hinder his ability to maintain the existing water development. However, it is believed that equipment could be walked crosscountry once a year to access and maintain the water development if necessary. 16

19 Emergency Access/Widfire Suppression - Restricting the #128A1 and #128AB roads and a portion of the #128AA road with gates to allow only administrative use would have a negligible effect on response time or effectiveness of suppression efforts because administrative use would still be allowed. Physically preventing access to Unauthorized Routes #2, #3, #5, #6, #7, and #8 and the unauthorized ATV trail would not measurably influence such activities. 5.2 Responsiveness of Opportunities to Desired Conditions Implementation of the identified opportunities would reflect movement toward desired conditions described in the 2010 Forest Plan for a variety of resources, most notably wildlife. With the exception of the loss of motorized access to meet recreation demands, changes to management of the transportation system as described above would not meaningfully affect any other resource in a negative manner. 5.3 Unauthorized Roads or Trails to be Added to the Transportation System The ID Team has recommended adding Unauthorized Routes #1 and #4 to the Forest s transportation system as ML2 authorized roads. Both of these user-created routes provide access to established dispersed campsites and occur within that area where the current MVUM allows for motor vehicle use off of designated roads for the purpose of dispersed camping. 5.4 Influence of Economic Analysis on Recommended Minimum Road System As reflected in Table 4 below, implementation of the management opportunities presented in Section 5.1 of this document would reduce the annual maintenance costs for the transportation system in the 1,147 acre analysis area from the current cost of $7,070 down to an estimated $5,775. This savings is realized primarily by a reduction in the maintenance frequency needed for level 2 roads that are only open to administrative access. Although the estimated cost savings were considered in identification of the minimum road system, the ID Team felt that reliance upon maintenance costs alone without consideration of non-monetary values would be short-sighted at best. Instead, the ID Team chose a more encompassing approach, weighing both the monetary benefits and the intangible benefits that an efficient transportation system can facilitate such as reducing fuel loads and wildfire risks, providing recreational opportunities, restoring vegetative conditions for wildlife species of concern, and providing access for wildfire suppression activities within a WUI. While such an approach is not ideal, it was assumed to be the only practical way to compare such dissimilar variables. Table 4 Projected Annual Road Maintenance Costs by Operational Maintenance Level (January 2011) Route Number Maintenance Annual Cost Annual Maintenance Mileage Level per Mile Cost 128A1 Admin ML $700 $ AA ML $1,400 $3, AA Admin ML $700 $ AB Admin ML $700 $ AD ML $1,400 $560 Route #1 ML $1,400 $70 Route #4 ML $1,400 $56 Totals 5.14 Miles $5,775 Step 6 Reporting Based upon the information provided in Steps 1 through 5 above, the ID Team identified a number of recommendations (Table 5) to address road-related issues. Reference Figure 2 for locations of individual routes associated with the ID Team s recommendations. The ID Team also used the information summarized in the preceding steps to recommend a minimum road system for the analysis area (Table 5 and Figure 3). 17

20 Table 5 Road-related Recommendations, Rationale, and Identification of Minimum Road System Road Miles Recommended Actions Rationale 128AA 2.62 No change to current management recommended. 128AA A AB 0.31 Restrict year-round to administrative access only via a gate near the #128AA/Route #1 intersection and a gate near the eastern most #128AB/#128AA intersection. Retain on the transportation system and allow administrative use and public use with snowmobiles. Restrict year-round to administrative access only with a gate. Retain on the transportation system and allow administrative use and public use with snowmobiles. Restrict year-round to administrative access only with a gate near the eastern most #128AB/#128AA intersection. Retain on the transportation system and allow administrative use and public use with snowmobiles. 128AD 0.40 No change to current management recommended. Retain to facilitate management-related activities associated with silvicultural and fuels treatments, wildfire suppression, and recreation access. Restrict to minimize deleterious effects on snags and downed logs, calving and fawning habitat, and big game security. Restrict to minimize deleterious effects on snags and downed logs, calving and fawning habitat, and big game security. Close to prevent access onto western portion of southern loop of #128AA. Retain to facilitate management-related activities associated with silvicultural and fuels treatments, wildfire suppression, and recreation access. Minimum Road System (Y/N)? Trail # No change to current management. Continue to close seasonally. Retain to facilitate motorized recreation. NA Unauthorized Add this route to the Forest s transportation system as an authorized road, Add to transportation system to facilitate access to established dispersed 0.05 Y Route #1 ML2. campsite. Decommission - Physically close with earthen barriers, rocks, and/or by Unauthorized 0.16 ripping to an approximate depth of 12 inches. The surface of this road Physically close to prevent unauthorized access. N Route #2 should be revegetated with weed-free grasses, shrubs, and/or trees. Unauthorized Route #3 Unauthorized Route #4 Unauthorized Route #5 Unauthorized Route #6 Unauthorized Route #7 Unauthorized Route #8 Unauthorized Trail # Decommission - Physically close with earthen barriers, rocks, and/or by ripping to an approximate depth of 12 inches. The surface of this road should be revegetated with weed-free grasses, shrubs, and/or trees. Add this route to the Forest s transportation system as an authorized road, ML2. Decommission - Physically close with earthen barriers, rocks, and/or by ripping to an approximate depth of 12 inches. The surface of this road should be revegetated with weed-free grasses, shrubs, and/or trees. Decommission - Physically close with earthen barriers, rocks, and/or by ripping to an approximate depth of 12 inches. The surface of this road should be revegetated with weed-free grasses, shrubs, and/or trees. Decommission - Physically close by distributing available slash to cover roughly 50 percent of the route s surface, applying weed-free grass seed, and ripping the first 200 feet to an approximate depth of 12 inches. Decommission - Physically close with earthen barriers, rocks, and/or by ripping to an approximate depth of 12 inches. The surface of this road should be revegetated with weed-free grasses, shrubs, and/or trees. Decommission - Physically close with earthen barriers or rocks. The surface of this road should be revegetated with weed-free grasses, shrubs, and/or trees. Physically close to prevent unauthorized access. Add to transportation system to facilitate access to established dispersed campsite. Physically close to prevent unauthorized access and deleterious effects on snags and downed logs, calving and fawning habitat, and big game security. Physically close to prevent unauthorized access. Physically close to prevent unauthorized access and deleterious effects on snags and downed logs, calving and fawning habitat, and big game security. Physically close to prevent unauthorized access and deleterious effects on snags and downed logs, calving and fawning habitat, and big game security. Physically close to prevent unauthorized access and effects on big game security. Y Y Y Y Y N Y N N N N NA 18