3.25 TRANSPORTATION SYSTEM

Transcription

1 3.25 TRANSPORTATION SYSTEM Introduction This transportation system section is a part of Chapter 3 because the Interdisciplinary team identified a need to present the transportation system information in the Echo Trail Project Area in a more comprehensive manner than it was presented in the Draft EIS. Please note that actions related to roads are part of each alternative. They are an action that causes effects to other resources. The effects on the other resources areas are described in the appropriate sections of Chapter 3. This section includes information on the transportation system that is helpful in understanding how roads affect the other resource areas. To help the reader, definitions are listed (Table ) before the main information in this section. Also refer to the 2004 Superior National Forest Plan Appendix F for more information on road inventory and management. Table Road Definitions and Codes Classified Road Code Objective Maintenance Level OML OML 1s OML 1w OML 2s OML 3a OML 4a ca Classified all-season road Definition Roads wholly or partially within or adjacent to National Forest System (NFS) lands that are determined to be needed for long-term vehicle access, including forest system roads, State roads, county and township roads, and other roads authorized by the Forest Service. Objective Maintenance Level for Classified Roads is the intended level of maintenance to be received by each road. OMLs are divided into five levels of maintenance intensity, with the levels numbered from 1 through 5: OML 1 designating the lowest level of maintenance and OML 5 designating the highest level of maintenance. NFS Classified Road with an objective maintenance level of 1. This is a seasonal intermittent service road closed to street legal motorized vehicular traffic. NFS Classified Road with an objective maintenance level of 1. This is an intermittent service road only used in winter. NFS Classified Road with an objective maintenance level of 2. Roads operated for use by high clearance vehicles. Traffic is normally minor, usually consisting of one or a combination of administrative, permitted (such as log haul), dispersed recreation or other specialized uses. NFS Classified Road with an objective maintenance level of 3. Roads operated for use by passenger car vehicles. Roads in this maintenance level are typically low speed, single lane with turnouts and surfaced. NFS Classified Road with an objective maintenance level of 4. Roads operated for use by passenger car vehicles. Most roads are double lane and aggregate surfaced. However, some roads may be single lane. NFS road constructed for all-season use. These roads are constructed for year-round use and are normally aggregate surface, with use only restricted during normal spring load restrictions. These are typically OML 3, 4, and 5 roads, and are suitable for passenger car travel. (Continued on next page) 3-213

2 Table Road Definitions and Codes Code cs Classified seasonal road cw Classified winter road deco - Decommissioned nj Non-jurisdictional njat- Non-jurisdictional su Special Use Road t - Temporary Road tr Trail Unclassified Road und or uatv uatv Unclassified Road used by ATVs und- Unclassified Road used by trucks ATV- All-terrain Vehicle ORV- Off-road Vehicle Definition NFS road constructed for seasonal use. These roads are constructed for dry weather use, and are normally constructed of native or pit run borrow material. In addition to spring load restrictions, these roads are normally closed to use during unseasonable wet weather periods. These are typically OML 1 and 2 roads, and suitable for high-clearance vehicles. NFS road constructed for winter use. These roads are constructed to lie lightly on the land to reduce ground disturbance, typically without removal of the existing topsoil, and utilize snow and ice as part of the road surface. They are only used during frozen roadbed conditions, and are closed at other times of the year. They are typically OML 1 roads. An old roadbed (decommissioned) that has revegetated and is not drivable by motorized vehicles. Roads not under the jurisdiction or managed by the federal government. These roads are generally of an unknown status and are wholly on nonfederal land. They could be old open or closed logging roads, private or corporate roads, or other roads not classified by the Forest Service Non-jurisdictional roads used by ATVs. A special use authorization that provides permission, without conveying an interest in land, to occupy and use NFS lands or facilities for specific purposes, and which is both revocable and terminable. A road that is authorized for short-term use and not intended to be part of the forest transportation system. A linear travel way for purpose of travel by vehicles 50 inches in width or less, pack animals or people. Roads on NFS land that are not managed as part of the forest transportation system, such as unplanned roads, abandoned travelways, and off-road vehicle tracks that have not been designated and managed as a trail; and those roads that were once under permit or other authorization and were not decommissioned upon the termination of the authorization. Unclassified roads that are currently driven by ATVs. Unclassified roads that are currently driven by Recreation Motor Vehicles (RMVs) including 4x4 trucks. Motorized flotation-tired vehicles with at least three but no more than six low pressure tires. Motorized recreational vehicles capable of cross-country travel on natural terrain, such as four-wheel drive trucks and ATVs that have an engine displacement of more than 800 cubic centimeters and total dry weight of more than 900 pounds

3 Background Historical timber records indicate that the Project Area was extensively logged around the turn of the century and the early 1920s. Records indicate that road access for logging in many areas utilized temporary winter roads where logs were transported by horse and sled. Logs were either transported over the ice to the mills, or were floated during ice-free periods to a mill on lakes such as Lake Vermilion or Fall Lake. During that time, wetland routes were preferred because they were essentially flat, easy to freeze down, and required little earth moving to construct. A railroad grade existed on the east side of the Project Area that traversed north from Winton, and then splitting into two spurs. One spur headed toward Gun Lake, and the other to Horse Lake, both of these lakes are now in the BWCAW. Remnants of these railroad grades are still evident today; some now used as portages and some having been converted to roads. The winter road system noted above lies lightly on the land, and today - only subtle traces of these routes can be found. Typically, only faint, intermittent remains of road cuts and fills in the uplands can be seen, and these are grown in with trees and brush. In wetlands, only subtle vegetative differences indicate where old winter ice roads ran. Today, these old ice roads have smaller black spruce or contain mainly wetland shrubs, such as leatherleaf. From a second major logging era took place. With the addition of logging trucks and construction equipment, more logging roads were developed to access land for logging. Some of these roads were built for summer haul with minimum fills and narrow road prisms. However, during this same time period there was an ever-increasing recreational use within the Project Area. Many of these seasonal logging roads were now being used by the public for recreational access, mainly for hunting, fishing (lake access) and berry picking. With the signing of the BWCA Wilderness Act of 1978, timber sales in the BWCAW portal zone were terminated one year after the act, ending some 85 years of logging in the BWCAW. An additional 50,000 acres were also added to the BWCAW. Congress also appropriated money, to be used within a ten-year period, for the development of timber access roads outside the BWCA to offset the economic loss of timber contracts because of the 1978 Act. Recreational access outside the BWCAW was also planned to offset the closing of areas in the BWCAW to motorized use. With this new influx of money, the Project Area from 1979 to about 1989 saw another era of road building; not only for timber access, but for recreational access as well. Forest Road (FR) 200, the Hilda Creek Road, was constructed and periodically upgraded over the last 45 years. It runs from the Echo Trail (St. Louis County CSAH 116) south about 24 miles to the terminus in the western portion of the Project Area (T63N, R17W, Section 25, NWNW). FR 200 was constructed primarily for timber access on federal land, though the public has used the road extensively for dispersed recreation, hunting, berry picking, fishing, and private land access. The first 11 miles were eventually upgraded to a two-lane aggregate-surfaced road. In the early 2000s, the last 10 miles were constructed as a single lane winter road for timber harvest. FR 200 has also been used over the years by other landowners, most notably by the State and county for timber harvest. Forest Road 471, the Nigh Creek Road, was reconstructed for 3.4 miles with 2.1 miles of new construction in FR 471 was constructed primarily for timber access on federal land, though the public has used the road extensively for various recreation opportunities

4 Forest Road 429 (4.4 miles), the Grassy Creek Road, was constructed in 1976 for the North Grassy Timber Sale. Sections of it were reconstructed in 1981 because of some safety concerns such as steep blind hills. Although this road was built prior to the BWCA Wilderness Act of 1978, this road is a heavily used recreation road and leads to the BWCAW Mudro Lake Entry Point; but it does not enter the wilderness. Forest Road 457, the first 0.8 miles of the Low Lake Road, was reconstructed in 1983 under the North Range Timber Sale. The remaining 0.2 miles up to Picket Lake was done in 1984 under the Picket Lake Timber Sale. This is now a heavily used recreation road and leads to the Mudro Lake Entry Point as well as the public access for Picket Lake. Many other roads within the Project Area that were built for timber sale projects are receiving heavy recreational use and are helping disperse recreational users throughout the Project Area Current Conditions Map 1 and Table Alternative 1 (No Action) show the existing Road Transportation system. System trails or illegally constructed trails are not shown on the map or in the table. Illegal trails have been documented within the Project Area and are considered cross-country travel under the Forest Plan and not legally open for motorized use (Project file, Transportation Information). Showing these illegal routes on maps enclosed in this FEIS document or maps available to the public could possibly facilitate increased illegal use. It is important to remember that Forest Roads, which are land management roads, are not public roadways and restrictions may apply for use by the public. As a result, roads may or may not be open for public motorized use Proposed Road System for Project Area Table and Maps 2, 3 Modified, and 4 show different road class changes by alternative (Alternatives 2 4) compared to the existing condition (Alternative 1) within the Project Area. Road changes by class and alternative generally differ only slightly with the temporary roads showing the greatest change. Proposed changes to the road miles were determined by needs within the Project Area including, but not limited to, vegetative management, land access requests from the State and county, and access to gravel resources. Decisions on approximately 13 miles of unclassified roads were deferred to a later date because they may provide recreation opportunities or provide access to private parcels and further analysis is required which is outside the scope of this project. Vegetative management is the main purpose and need of the and most decisions were based on this. See Appendix C for a list of specific roads added to or changed in the classified National Forest road system. Proposed and future vegetative treatments within the Project Area determined, for the most part, what type of road access is needed to each activity; system roads (long-term access) or temporary roads (short-term access). Generally, pine stands that will be commercially thinned every years require a long-term system road for access. Clear-cuts or partial harvests with natural regeneration or planting of pine or spruce would normally require a short-term temporary road for harvest as well as access for subsequent timber stand improvements. However, if future land management activities are anticipated surrounding these stands, longterm system roads may be a better choice because multiple commercial entries are anticipated. Season of access (winter versus summer) was generally determined by factors such as wetland crossings, terrain, types of existing access roads in the vicinity, winter or summer harvest, and distance to gravel pits for road building and other associated road costs. System road objective maintenance levels were determined by short and long-term access needs and the ability to maintain the road with available and anticipated funding

5 Table Total Road Summary for Existing Condition and by Alternative (miles) Road/Route Type Alt. 1 Alt. 2 Alt. 3 Mod. Alt. 4 Classified State, County, Township (public roads) Classified Seasonal State Forest Roads Classified All Season OML 5 (NFS) Classified All Season OML 4 (NFS) Classified All Season OML 3 (NFS) Classified Seasonal OML 2 (NFS) Classified Seasonal OML 1 (NFS) Classified Winter OML 1 (NFS) Total Classified Road Miles Temporary on Existing Road 1 (federal land) Temporary New Road (federal land) Temporary Winter on Existing Road (federal land) Temporary Winter on Existing Road (non-federal land) Temporary New Winter Road (federal land) Temporary New Winter Road (non-federal land) Total Temporary Road Miles Non-Jurisdictional Drivable Roads Non-Jurisdictional Motorized Trails Total Non-Jurisdictional Miles Unclassified Roads Total Unclassified Miles Roads removed from system, no work required Miles of Road for Decommissioning Total Roads to be Decommissioned (Mi.) Special Use Long-Term Trail Authorization Special Use Long-Term Road Authorization Special Use Short-Term Road Authorization New Constr. SU Short-Term Road Authorization Total Miles Special Use (SU) Authorizations Total Miles new SU Road Authorizations Short-Term (Temporary Roads) Does not include the three miles left open as temp and then deferred as shown in the unclassified road section. 2 Alternatives 2-4: six miles of unclassified used as temporary road and then decommissioned. 3 Some of these changes are due to inventory corrections. 4 Includes three miles used as a temporary road and left open. (Alternatives 2-4) 5 Includes system and unclassified (uatv and und) lumped together. 6 Does not include unclassified roads used as temporary roads and then decommissioned. Those are listed in the temporary road section (see note above). 7 Federal lands only

6 The construction or reconstruction of system roads or temporary roads follows several guidelines. One is the State of Minnesota s Sustaining Minnesota Forest Resources Voluntary Site-Level Forest Management Guidelines for Landowners, Loggers and Resource Managers (June 2005). These guidelines were put together to guide landowners in best management practices during timber harvest and general forest management to engender long-term sustainable forestry in Minnesota. Roads are covered in the chapter on Forest Road Construction and Maintenance. Standard Specifications for Construction of Roads and Bridges on Federal Highway Projects FP-03 and provisions in timber sale contracts also are used as guidelines and specifications for the construction and maintenance of system and/or temporary roads. See Appendix A in this EIS for other design features and mitigation measures pertaining to roads. As shown in Table , temporary roads proposed in alternatives 2-4 are the biggest contributor to the change in miles of road from existing conditions. Temporary winter roads make up the highest number of miles because of access problems associated with many of the vegetative treatments and the fact that only short-term access is required. In addition, winter roads would allow economical access to land areas that would otherwise be financially harder to reach Proposed Road Decommissioning for Project Area Appendix D, Table D-1, Roads Proposed for Decommissioning, shows all the roads within the project area slated for decommissioning or removal as system roads. These roads are comprised of National Forest System seasonal and winter roads as well as unclassified roads. These roads were determined to be unneeded to meet land management objectives or the access needs of other landowners. Forest Plan direction as well as national direction requires us to maintain the minimum road system necessary to carry out land management activities. See Appendix F, Volume II Appendices, FEIS Forest Plan Revision (July 2004) for more information as well as Transportation System (TS), Land and Resource Management Plan (July 2004). Three different categories of roads are slated for removal. Corrections to the National Forest Road System are proposed where some roads or segments are on other ownerships and the federal government has no legal jurisdiction. Other changes to the National Forest Road System would be the removal of roads that are brushed in and no work is required. Some system roads were so overgrown they could no longer be found on the ground. Third, open system roads and unclassified roads would be effectively decommissioned as shown on Map 12. Some are planned for use as proposed accesses within the Project Area, but will be decommissioned after land management objectives have been met and the road is no longer needed. The majority of roads planned for decommissioning are winter roads through swamps or roads that could receive resource damage and are not good candidates for motorized recreational use. Decommissioning of roads would return the roadway to a more natural state and put it back in to productivity. Generally, the beginning 50 feet or so of the road would remain open to allow for dispersed camping or parking for recreational activities. Several decommissioning techniques would be used as described in the 2004 Superior National Forest Plan Appendix F. G-TS-16, page 2-50, in the Land and Resource Management Plan (July 2004) lists five site-level conditions (items a thru e) that are part of decommissioning that could be used. Not all decommissioning techniques would be used on every road. Each road is different and surveys will be conducted to determine what decommissioning techniques are required to effectively close the road. Soil and water improvements would also be designed into the decommissioning where applicable. Roads would be decommissioned when funding becomes available. This can be accomplished through several different funding sources such as stewardship contracts, soil/water improvement funds, Knutsen-Vanderelt (KV) funds as well as others