Uwharrie NF Roads Analysis
ROADS ANALYSIS PROCESS REPORT UWHARRIE NATIONAL FOREST
DECEMBER 2003
USDA, Forest Service, Uwharrie National Forest Uwharrie Ranger District 789 NC Highway 24/27 East Troy, North Carolina 27371-9332 U.S. Department of Agriculture Forest Service The U.S. Department of Agriculture (USDA) prohibits discrimination in all its programs and activities on the basis of race, color, national origin, gender, religion, age, disability, political beliefs, sexual orientation, or marital or family status. (Not all prohibited bases apply to all programs.) Persons with disabilities who require alternative means for communication of program information (Braille, large print, audiotape, etc.) should contact USDA's TARGET Center at (202) 720-2600 (voice and TDD). To file a complaint of discrimination, write USDA, Director, Office of Civil Rights, Room 326-W, Whitten Building, 14th and Independence Avenue, SW, Washington, DC 20250-9410 or call (202) 720-5964 (voice and TDD). USDA is an equal opportunity provider and employer. U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process
TABLE OF CONTENTS
ITEM PAGE
List of Tables ...... iii List of Figures ...... iii Acronyms and Abbreviations ...... iv
INTRODUCTION ...... 1-1
CHAPTER 1: SETTING UP THE ANALYSIS ...... 1-2 1.1 Objectives of the Analysis ...... 1-2 1.2 Interdisciplinary Team Members and Participants ...... 1-3 1.3 Information Needs ...... 1-3 1.4 Analysis Plan ...... 1-4 1.4.1 Phase One: Gathering Information ...... 1-4 1.4.2 Phase Two: Assessing Current Conditions ...... 1-5 1.5 Public Involvement ...... 1-6
CHAPTER 2: DESCRIBING THE SITUATION ...... 2-1 2.1 The Analysis Area ...... 2-1 2.2 The National Forest Transportation System ...... 2-1 2.2.1 General Description ...... 2-1 2.2.1.1 Forest Service Roads ...... 2-1 2.2.1.2 Forest Highways and Scenic Byways ...... 2-3 2.2.2 Meeting Forest Plan Objectives …………...... 2-4 2.3 Budget...... 2-5
CHAPTER 3: IDENTIFYING ISSUES...... 3-1 3.1 The Process...... 3-1 3.2 Description of Issues ...... 3-2
CHAPTER 4: ASSESSING CURRENT CONDITIONS ...... 4-1 4.1 Ecosystem Functions and Processes...... 4-3 4.2 Aquatic, Riparian Zone, and Water Quality ...... 4-6 4.3 Terrestrial Wildlife ...... 4-16 4.4 Economics ...... 4-18 4.5 Commodity Production: Timber, Minerals, Range, Water Production, Special Forest Products ...... 4-22 4.6 Special Use Permits ...... 4-25 4.7 General Transportation ...... 4-25 4.8 Administrative Uses ...... 4-28 4.9 Protection...... 4-29 4.10 Recreation: Unroaded Areas and Road-Related Recreation...... 4-30
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4.11 Passive Use Value ...... 4-34 4.12 Social Issues ...... 4-35 4.13 Civil Rights and Environmental Justice ...... 4-39
CHAPTER 5: DESCRIBING OPPORTUNITIES AND SETTING PRIORITIES ...... 5-1 5.1 Introduction ...... 5-1 5.2 Criteria for Assigning Values to Open Roads ...... 5-1 5.2.1 Recreation Values ...... 5-1 5.2.2 Other Social Values ...... 5-2 5.2.3 Timber Management Values...... 5-2 5.2.4 Forest Management and Wildfire Suppression Values...... 5-3 5.2.5 Traffic Volume Values ...... 5-4 5.3 Criteria for Assigning Risks to Open Roads ...... 5-5 5.3.1 Aquatic Biota Vulnerability...... 5-5 5.3.2 Risk to Rare Species and Habitats ...... 5-5 5.3.3 Risk to Wildlife...... 5-6 5.3.4 Risk to Wildfire Suppression ...... 5-6 5.3.5 Risk to Heritage Resources ...... 5-7 5.3.6 Risk to Public Safety...... 5-8 5.3.7 Maintenance Costs ...... 5-8
CHAPTER 6: KEY FINDINGS AND RECOMMENDATIONS ...... 6-1 6.1 Key Findings...... 6-3 6.2 Recommendations ...... 6-6
REFERENCES CITED ...... REF-1
APPENDICES
APPENDIX A: The Road Matrix ...... A-1 APPENDIX B: Noxious Weeds in North Carolina ...... B-1 APPENDIX C: Road Stream Crossings: Relative Erosion/Sediment Potential...... C-1 APPENDIX D: Road Management Guidelines...... D-1
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LIST OF TABLES
TABLE PAGE
1-1 Values and Risks Assessed ...... 1-5 2-1 Road Mileage by Management Status ...... 2-2 2-2 Road Mileage by Maintenance Level ...... 2-3 2-3 Proposed Actions Listed From January 2001 Through July 2003...... 2-4 2-4 Road Densities by Management Area on the Uwharrie National Forest...... 2-5 4-1 Analysis Questions and Their Relevance to the Uwharrie National Forest...... 4-1 4-2 Drainage Related Maintenance Needs on the Uwharrie National Forest ...... 4-7 4-3 Road Surface Types and Relative Erodibility Ratings of the Underlying Soil...... 4-8 4-4 Roads Running Parallel to Streams...... 4-9 4-5 Aquatic Community/Sediment Risk Matrix ...... 4-15 4-6 Road Access to Timber Stands ...... 4-22 4-7 High Value-High Risk Roads for Fuels Management and Fire Suppression ...... 4-30 5-1 Summary of the Recreation Value of Roads...... 5-2 5-2 Summary of the Social Value of Roads ...... 5-2 5-3 Summary of the Timber Management Value of Roads ...... 5-3 5-4 Summary of the Fire Management Value of Roads...... 5-4 5-5 Summary of Traffic Volumes ...... 5-4 5-6 Summary of the Risk to Aquatic Biota ...... 5-5 5-7 Summary of the Risk to Rare Species and Habitats ...... 5-6 5-8 Summary of the Risk to Wildlife ...... 5-6 5-9 Summary of the Risk to Wildfire Suppression ...... 5-7 5-10 Summary of the Risk to Heritage Resources ...... 5-7 5-11 Summary of the Risk to Public Safety...... 5-8 5-12 Risk Associated with Annual Maintenance Cost...... 5-9 6-1 Road Information Summary: Value and Risk Factors ...... 6-1
LIST OF FIGURES
FIGURE PAGE
1-1 Map of the Uwharrie National Forest ...... 2-7 1-2 Map of the Badin Lake Area of the Uwharrie National Forest...... 2-9 5-1 Number of Roads and Miles in Each Value/Risk Category ...... 5-10 5-2 Number of Roads at Each Value/Risk Point...... 5-11
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ACRONYMS AND ABBREVIATIONS
EIS Environmental Impact Statement FSM Forest Service Manual FY Fiscal Year GIS Geographic Information System GPS Global Positioning System ID Interdisciplinary Team ISTEA Intermodal Surface Transportation Act of 1991 LRMP Land and Resource Management Plan MUTCD Manual on Uniform Traffic Control Devices NAGPRA Native American Graves Protection and Repatriation Act (1990) NCDOT North Carolina Department of Transportation NFSR National Forest System Roads NSBP National Scenic Byway Program OHV Off-Highway Vehicle PFSR Public Forest Service Roads RAP Roads Analysis Process RMO Road Management Objectives SHPO State Historic Preservation Officer THPO Tribal Historic Preservation Officer TIPS State Transportation Information System USCB United States Census Bureau USDA United States Department of Agriculture USFS United States Forest Service
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INTRODUCTION
Regulations published January 12, 2001, state that, with certain exceptions, every National Forest System administrative unit must have a forest-scale roads analysis completed by January 13, 2003. National direction suggested that this forest-scale Roads Analysis Process (RAP) should, at a minimum, consider arterial and collector roads as they relate to the overall transportation needs and forest resource impacts. The Uwharrie National Forest RAP evaluates the entire National Forest road system, which encompasses the open arterial and collector roads, local roads, and closed roads that are both passable and not passable. The RAP performed and presented in this report followed the procedures outlined in the U.S. Department of Agriculture (USDA) publication FS-643, Roads Analysis: Informing Decisions About Managing the National Forest Transportation System. It should be noted that the RAP is not a decision document; rather, it is intended to be an assessment tool to provide the Forest Supervisor and District Rangers with information to develop and maintain roads systems.
The Uwharrie National Forest road system is comprised of 98 classified roads, totaling approximately 107 miles in length. Information was collected for each road as to the kinds and amounts of uses, as well as environmental, social, and economic concerns. Information was developed from a variety of sources including databases, Geographic Information System (GIS) data, and natural and cultural resource studies focused on the Uwharrie National Forest and nearby region. The analysis also relied heavily on the knowledge of ranger district staff, gained through decades of service in the field.
In addition to the system roads described above, there are additional roads (approximately 33 miles) on the Uwharrie National Forest that were identified through GPS survey efforts, but are not considered part of the Forest Service road system. These roads have not been given a formal designation or management classification, and are therefore referred to as “unclassified” roads. Unclassified roads include unplanned, abandoned travel ways, old off-highway vehicle (OHV) tracks, and roads that were once under permit or other authorization and were never decommissioned upon termination of the authorization. Roads in this category are awaiting management direction as to whether or not to include them as part of the transportation system or to decommission or restrict them from further use. Because road specific information for these routes is not available, they are given a more limited consideration in the following analysis.
The Uwharrie National Forest RAP Report is divided into six chapters and three appendices. The first three chapters set out background and process information. Specific resource-related questions are answered in Chapter 4. Chapter 5 introduces a rating system whereby each open road is evaluated for its potential value for use and resource management, as well as potential environmental and human safety risks. Chapter 6 provides a summary of findings and recommendations.
This report is a first approximation. Information regarding the transportation system often changes. All road mileages are approximate. All value and risk ratings are subject to change upon closer consideration in a watershed-scale or project-scale RAP. This report may periodically be updated or appended to as additional data is gathered and analyzed.
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CHAPTER 1 SETTING UP THE ANALYSIS
1.1 OBJECTIVES OF THE ANALYSIS
The overall objective of this analysis is to provide National Forest managers with critical information to develop road systems that are safe and responsive to public needs and desires, are affordable and efficiently managed, have minimal negative ecological effects on the land, and are in balance with available funding for needed management actions. The Uwharrie National Forest, Forest-Scale RAP will develop, organize, and display information about the roads under U.S. Forest Service (USFS) jurisdiction.
Open roads are typically classified as traffic service levels 3, 4, or 5. In some cases, lower service level roads are open to the public, and some service level 3 through 5 roads are closed. Roads designated traffic service level 1 or 2 are generally closed, but may be temporarily opened or used for land management access purposes (See Table 2-2 for maintenance level descriptions). Information regarding road conditions on the Uwharrie National Forest was derived from existing sources of data, a field Global Positioning System (GPS) condition survey of all passable roads conducted during Summer 2003, and experience and knowledge from District personnel. GIS data layers updated with recent GPS field survey information were utilized to conduct the analysis and to display selected results. The GIS was also used to generate map products for graphical support in this report.
Other objectives of the Uwharrie RAP are to:
1. Identify the potential minimum open road system needed for public and agency access to achieve forestland and resource management goals and to safeguard ecosystem health; 2. Identify trouble spots and opportunities for improving the open road system, to help prioritize maintenance and other investments; 3. Evaluate the ability of the existing road system to handle present and future traffic; and 4. Evaluate the values and risks of the open road system.
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1.2 INTERDISCIPLINARY TEAM MEMBERS AND PARTICIPANTS
Uwharrie RAP Team Members (USFS):
Tim Chesley, Transportation Planner - Team Leader Larry Hayden, Forest Planner Tom Horner, District Ranger Sheryl Bryan, Fisheries Biologist Mark Carter, Forester Mike Harmon, Archeologist Steve Hendricks, LA/Recreation Planner Kim Kennedy, Forest Planner
Uwharrie RAP Team Consultants:
Tim Gaul, Mangi Environmental Group, Project Manager Rick Hefner, Mangi Environmental Group, Socioeconomic Specialist Joel Gorder, Mangi Environmental Group, Analyst Robin Olsen, Mangi Environmental Group, Analyst Andrea Pahlevanpour, Mangi Environmental Group, Analyst Rebecca Whitney, Mangi Environmental Group, GIS Specialist
1.3 INFORMATION NEEDS
The following information, databases, and analyses were available during the RAP:
• GIS Core Data Layers, land, recreation, soils, transportation, topography, land use/land cover, and water, and additional layers such as special habitats, hydrologic units, archeological sites locations. • The Infra database. Infra provides an integrated data management tool where Forests can enter, manage, and report accurate information and associated financial data on the inventory of their constructed features - features such as buildings, dams, bridges, water systems, roads, trails, developed recreation sites, range improvements, administrative sites, heritage sites, general forest areas, and wilderness. • Other surveys, reports, communications, and documents as listed in the References Cited section.
The following additional information, databases, and analysis will be needed before implementing some of the recommendations in this report:
• Finalized Potential Public Forest Service Roads Program. • Forest Highway program priorities. • State Transportation Information Program (TIPS) for 5 and 20-year projections.
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• Forest Plan Revision (scheduled 2005-2006). • An analysis of stream crossings by road. • A qualitative assessment of amount and kinds of road users. • Condition surveys on those unclassified roads that may be converted to system roads. • Public involvement prior to closing any unclassified road.
1.4 ANALYSIS PLAN
The main focus of this RAP is to characterize and evaluate all classified system roads on the Uwharrie National Forest. Classified roads are those roads that have been given a specific management designation, and may include roads that are open, seasonally closed, or closed. Unclassified roads are those roads that have not been given a management designation, and may largely consist of unplanned or abandoned travel ways that have not been decommissioned.
1.4.1 Phase One: Gathering Information
The first step was to establish a list of preliminary issues for the RAP based on an initial meeting of the Uwharrie RAP interdisciplinary (ID) team. Based on the issues developed, the ID Team reviewed and modified the list of 71 questions listed in publication FS-643, Roads Analysis: Informing Decisions About Managing the National Forest Transportation System to more appropriately address conditions on the Uwharrie National Forest. The modified questions were then ranked with respect to their importance to ensure that those questions with greatest importance were given the greatest analysis focus. Data gathering efforts focused on those data sources that would be most relevant to addressing the issues and questions.
The second step of this phase involved a meeting of the RAP ID team to assess each road with respect to its relative value and associated risks. High, moderate, and low value rankings were given to each road with respect to its recreation, social, timber management, and fire management uses, as well as for the relative volume of traffic that it supported. High, moderate, and low risk ratings were given to each road with respect to its potential to adversely impact aquatic communities, rare species and habitats, wildlife, wildfire suppression activities, heritage resources, and public safety. Similar risk rankings were also given to each road with respect to their annual and deferred maintenance costs. Numeric indices were then applied to each high, low, and moderate category (see Table 1-1).
To assist in the ranking process, a datasheet was compiled that listed several characteristics of each road, including such characteristics as length, surface type, use, maintenance level, number of stream crossings, number of trail crossings, etc. This information was used in conjunction with a large format map to support rankings developed by the ID team members. Refer to Chapter 5, Describing Opportunities and Setting Priorities, for a complete description of the ranking process and results.
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Table 1-1. Values and Risks Assessed VALUES High Moderate Low Recreation 2 1 0 Social 2 1 0 Timber Management 2 1 0 Fire Management 2 1 0 Traffic volume 2 1 0 RISKS Aquatic Communities* 5 2 0 Threatened and Endangered species* 5 2 0 Wildlife 2 1 0 Wildfire Suppression 2 1 0 Heritage* 5 2 0 Safety 2 1 0 Maintenance* 5 2 0 * Some value/risk rating schemes were given greater weight (i.e., High=5, Moderate=2, Low=0) to reflect the importance of that risk/value on road related decision-making efforts on the Uwharrie National Forest.
1.4.2 Phase Two: Assessing Current Conditions
For this phase, the ID team utilized available information and road specific rankings to answer the modified list of 71 questions listed in publication FS-643, Roads Analysis: Informing Decisions About Managing the National Forest Transportation System. Summarized results from the road ranking effort described under Phase One, GIS data sources, and other ancillary data sources (i.e., the Uwharrie National Forest 1986-2000 Land and Resource Management Plan (LRMP) and accompanying Environmental Impact Statement (EIS), resource-specific reports, etc.) were used to support these analyses.
1.4.3 Phase Three: Reporting Findings and Making Recommendations
During this phase, information was synthesized to provide an overall assessment of the Uwharrie National Forest road system. A summary of the Key Findings (Chapter 6) was then developed to highlight the major focus issues that arose from the Roads Analysis Process. Based on the summary of key findings, a list of recommendations and potential future opportunities for management of the road system was developed.
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1.5 PUBLIC INVOLVEMENT
Public involvement relating to roads issues is a continuous process. Many of the issues addressed in this report are a direct result of many discussions over the years with concerned citizens and other agencies.
A draft of this report is available for review. Notices have been posted in local newspapers. A letter has been sent to those persons who are on the Uwharrie National Forest Scoping mailing list. This list is continuously updated with names of persons and agencies who have commented on past activities or who have shown an interest in present activities.
Comments will be reviewed and incorporated into the Final Roads Analysis Report. This document is considered to be a ‘live document’ and as such modifications and refinements can be incorporated in the future as new information is collected.
This report and any subsequent revisions and or refinements will be located on the Internet. Public feedback through this Web site will continue to be collected and incorporated into future refinements of the document.
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CHAPTER 2 DESCRIBING THE SITUATION
2.1 THE ANALYSIS AREA
The Uwharrie National Forest is located in the North Carolina Piedmont. The area includes the Uwharrie Mountains and is characterized by rolling topography with well-rounded hills and long ridges ranging in elevation from 400 to 1,000 feet above mean sea level. Many occurrences of gold and other metals exist in this area. Topsoils are thin and underlain primarily with clay. A small amount of riparian area consists of narrow stream channels and minor floodplains, while wetlands are limited to several small upland ponds or wet areas that occur on ridge tops or in saddles along the ridges. There are no significant lakes within the Forest boundaries, although Badin and Tillery lakes form the western boundary (USFS, 1986b).
Vegetation on the National Forest consists of loblolly, shortleaf, and other pines, hardwoods, and associated understory vegetation. Hardwood forests comprise approximately half of the National Forest lands, and shortleaf and loblolly pines are the major commercial pine species. Forest lands on the Uwharrie provide productive, diverse habitat for a wide variety of terrestrial vertebrate species. Small streams and the adjacent lakes provide habitat for both warm and cool water fish species.
The Uwharrie is the smallest National Forest in North Carolina, encompassing just 50,189 acres. The Forest is spread across parts of Montgomery, Randolph, and Davidson counties in central North Carolina, which together support a resident population of 308,378 people. The largest metropolitan areas within these counties are Greensboro, Winston-Salem, and High Point (USCB, 2003). The Town of Troy, the county seat of Montgomery County, is the only town that lies entirely within the proclamation boundary of the Uwharrie National Forest and has a population of 3,430 people (Troy, 2001).
2.2 THE NATIONAL FOREST TRANSPORTATION SYSTEM
2.2.1 General Description
2.2.1.1 Forest Service Roads
There are approximately 107 miles of classified roads directly under USFS jurisdiction within the Uwharrie National Forest proclamation boundary (Figure 2-1, 2-2). Because of the intermixed pattern of public and private land within the proclamation boundary of the Forest, a large number of state managed roads are also found within the proclamation boundary. The
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Table 2-1 lists those roads that are either on National Forest lands or provide access to National Forest lands (made possible through private land easement agreements).
Table 2-1. Road Mileage By Management Status Total Proportion of Status (miles) Road System Open 23.6 21.4% Closed 60.1 54.5% Seasonal (Closed During Off Season) 5.0 4.5% Off-Road Vehicle (Not Suited for Automotive Traffic) 14.6 13.2% State Jurisdiction 3.5 3.1% No Data 3.5 3.1% Total 110.3 100.0%
Approximately 29 miles of classified National Forest System roads were inventoried and considered open to some degree for public access on the Uwharrie National Forest. Approximately 5 miles of these roads are seasonally closed, primarily due to winter weather and related safety considerations or are located at developed recreation sites that are closed during the winter. In addition to these roads, approximately 60 miles of road on the Uwharrie National Forest are classified as closed or restricted. These roads provide restricted access to some administrative, research, and communication sites, access to private in-holdings, and roads that are available by special use permits, such as those providing accessible hunting opportunities. Approximately 3.5 miles of road on National Forest lands are currently, or will soon be, under the jurisdiction of the North Carolina Department of Transportation (NCDOT), Division of Highways. The operational status (whether open or closed) of the remaining 3.5 miles of classified roads on National Forest lands is currently unknown. A complete list of system roads considered for the RAP can be found in Appendix A.
Approximately 33 miles of unclassified roads were identified on National Forest System lands through GPS survey efforts. These roads have not been given a formal designation or management classification, and have a more limited consideration in the following analysis. These routes include unplanned, abandoned travel ways, old OHV tracks, and roads that were once under permit or other authorization and were never decommissioned upon termination of the authorization. Roads in this category are awaiting management direction as to whether or not to include them as part of the transportation system or to decommission or restrict them from further use.
National Forest roads are maintained to varying standards depending on the level of use and management objectives. There are five maintenance levels used by the USFS to determine the work needed to preserve road investment. Direction on how to meet the five levels is included in FSH 7709.58, Transportation System Maintenance Handbook. Table 2-2 summarizes the miles for the five maintenance levels that apply to roads being considered in this analysis.
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Table 2-2. Road Mileage by Objective and Current Operational Maintenance Level Maint. Obj. Oper. Maintenance Level Description Level Miles Miles Assigned to intermittent service roads during time 1 37.7 20.2 they are closed to vehicular traffic. Assigned to roads operated for use by high clearance 2 40.6 60.2 vehicles. Assigned to roads operated and maintained for travel 3 8.1 15.9 by a prudent driver in a standard passenger car. Assigned to roads that provide a moderate degree of 4 user comfort and convenience at moderate travel 11.5 10.0 speeds. Assigned to roads that provide a high degree of user 5 7.4 0.3 comfort and convenience. D Decommission 1.3 0.0 TOTAL All maintenance levels 106.6 106.6
2.2.1.2 Forest Highways and Scenic Byways
Roads under the jurisdiction of the State or other Federal agencies provide a critical network of highways providing access to and within National Forests. Many have been recognized as such with special designations that allow for additional funding.
The National Scenic Byway Program was created as a part of the Intermodal Surface Transportation Act of 1991 (ISTEA) to recognize outstanding travel routes that celebrate the pride and diversity of our communities, as well as the stunning landscapes that have shaped our lives. A recognized road must also be considered a “destination unto itself.” Once a road has been designated a State Scenic Byway, of which there are 17 in North Carolina, then it can be nominated as a National Scenic Byway or All-American Road, which then makes it eligible for funds to enhance the area adjacent to the road.
The Uwharrie Scenic Road runs from the intersection of U.S. 64 and N.C. 49 in Asheboro, and follows N.C. 49 through the Uwharrie National Forest along the geologic area known as the ‘Carolina Slate Belt’ southwest toward Concord. Travel through the Uwharrie National Forest on this scenic byway allows for views of the Uwharrie Mountains (NSBP, No date).
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2.2.2 Meeting Forest Plan Objectives
Based on the 1986-2000 LRMP, an average of 8.0 miles of construction/reconstruction of local roads and 0.2 miles of arterial or collector roads per year was expected to occur between 1986 and 2000. Based on the Uwharrie National Forest proposed action schedules from January 2001 to July 2003 as an indicator of road construction and reconstruction, current efforts are likely below that proposed in the LRMP. The following table lists road related actions proposed on the Uwharrie National Forest in the last 3 years. [Note: The proposed actions reported below are merely provided as an estimate of road reconstruction and construction efforts for comparison with LRMP goals.]
Table 2-3. Proposed Actions Listed From January 2001 Through July 2003 Construction Reconstruction Lead Affected Roads Other (miles) (miles) Agency 3 bridges USFS Roads 576, 544, 597 6.0 USFS reconstructed Cove Boat Ramp 0.8 USFS Deep Water Trail 0.3 USFS Futrell Road 0.2 USFS Hallyburton Road 0.5 NCDOT Pleasant Grove Road 1.0 NCDOT Hwy 109/Uwharrie River Bridge replacement USFS
At the time of the preparation of the current LRMP (USDA, 1986a), approximately 45 percent of all USFS Roads (56 road miles) were open for driving. This same amount was proposed to be maintained as open to driving access throughout the life of the existing LRMP. Today, only 29 percent of USFS roads, approximately 29 miles, are open to public motorized use, as many of the roads have now been closed upon work completion to reduce disturbance to wildlife, soil erosion, and maintenance costs. A small number of roads have also been turned over to the State of North Carolina.
The current LRMP calls for the construction of approximately 2 miles of road per year. Today, a total of 110 miles of classified USFS road exist on the Uwharrie National Forest, an increase of less than 6 miles of road over the last 17 years, or approximately 0.4 miles of road per year. Despite reductions in the number of publicly drivable roads and reduced road construction levels, several management areas on the Uwharrie National Forest support road densities above objectives listed in the 1986-2000 LRMP (see Table 2-4).
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Table 2-4. Road Densities by Management Area on the Uwharrie National Forest Management Management Jurisdiction/ Density (miles LRMP Miles Area Area Acreage Type per 1,000 acres) Direction USFS 43.7 3.8 State (NCDOT) 4.4 0.4 1 11,431 Unclassified 5.5 0.5 OVERALL 53.6 4.7 3.0 USFS 21.6 1.5 State (NCDOT) 9.9 0.7 3 14,390 Unclassified 15.5 1.1 OVERALL 47.0 3.3 2.5 - 3.0 USFS 27.6 2.0 State (NCDOT) 13.4 0.9 4 14,132 Federal Route 0.6 0.0 Unclassified 10.8 0.8 OVERALL 52.5 3.7 1.5 Unclassified 0.8 0.2 8 4,825 OVERALL 0.8 0.0 0.0
2.3 BUDGET
There are currently 107 miles of road under USFS jurisdiction on the Uwharrie National Forest. Most of these roads were originally constructed in the late 1970s and 1980s to support commercial timber operations. Since that time, timber harvest operations and the need for new road construction efforts have significantly declined, resulting in a shift in road management focus towards road reconstruction efforts and the growing maintenance backlog.
Today, the overall condition of the Forest’s classified road system continues to deteriorate due to the lack of adequate funding to operate and maintain these roads to their designed operation level. The Forest receives only 15 percent of what is needed for annual road maintenance, and current deferred maintenance costs are estimated at $1,046,247.
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Figure 2-1 Uwharrie National Forest Road System
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Figure 2-2 Badin Lake Area of the Uwharrie National Forest (Inset from Figure 2-1)
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CHAPTER 3 IDENTIFYING ISSUES
3.1 THE PROCESS
Issues can come from a variety of sources:
� Legal and regulatory language and court decisions; � Forest Service Manual and Handbook direction; � Forest Plan direction and standards; � Members of the public, other agencies, and cooperators; � Inventory and monitoring results; and � Knowledge of USFS resource specialists and managers.
Issues for the RAP came primarily from knowledgeable Forest managers and from FS-643, which was developed as a guide for implementing regulatory language and manual direction, published in the Federal Register on January 12, 2001. From USFS managers and resource specialists, a list of 19 preliminary issues was developed. These issues are listed below.
1. Allocation of recreational opportunities (Designation of Uses); 2. Roads ability to support designated recreational use; 3. Roads affects on known and unknown archeological sites (e.g., poaching of artifacts, destruction of sites through road maintenance and construction); 4. Impact of road on recreation experience; 5. Areas that currently lack access; 6. Future road needs; 7. Road management/development impacts to Schweinitz’s sunflower habitat; 8. Invasive exotic species; 9. Road system affects on vegetation management operations; 10. Red-cockaded woodpecker habitat; 11. Wildlife habitat, mortality, fragmentation/barriers; 12. Illegal hunting/poaching; 13. Adequate maintenance of highly used roads; 14. Road systems impacts to listed and sensitive mussels; 15. Effect on public use; 16. Stream crossings – sedimentation; 17. Air quality concerns; and 18. Roads affects on highly erosive areas.
This list of 19 issues was then cross-walked with the 71 questions contained in FS-643 to determine which questions were most relevant. Several of the 71 questions from FS-643 were determined to be of low importance to the Uwharrie RAP, and were accordingly not focused on
3-1 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process for analysis effort. In contrast, those questions which were determined to have high priority for road system management were given greater analysis focus.
Some of the issues listed above were not able to be properly addressed in this Forest scale RAP due to a lack of adequate information. These issues may be more appropriately addressed in future versions of this document or in watershed and project level RAPs with the support of site specific information.
3.2 DESCRIPTION OF ISSUES
The issues and associated questions were organized into 13 broad categories. A very brief description of each category and key issues and analysis covered in this RAP is provided below. More detailed descriptions can be found in Chapter 4.
Ecosystem Functions and Processes. For the Uwharrie RAP, this category focuses on providing information regarding the types of invasive species that may be introduced and the potential for road construction and management operations to influence invasive species introduction. Roadless areas and impacts from noise generated by the road system are also addressed.
Aquatic, Riparian Zone, and Water Quality. This category assesses characteristics of the road system that may effect hydrology, aquatic communities, and water quality concerns. Issues such as road related erosion and sedimentation, hydrologic constraints imposed by the road system, road stream crossing concerns, drainage structure condition, and the potential effects of these processes/structures on aquatic communities are addressed.
Terrestrial Wildlife. The Uwharrie road system provides land managers access to maintain wildlife habitat areas, allow the public access for viewing and studying wildlife, and allow access for hunters. However, roads can also act as barriers to wildlife, fragment habitats, and result in wildlife mortality (road kill). Impacts of the road system on these issues is briefly discussed, as well as road edge habitats, wildlife viewing recreation, potential opportunities for wildlife introduction, and the status of road densities on the forest relative to LRMP objectives.
Economics. The cost to the agency for road maintenance is the major reason for the Roads Analysis Process becoming a requirement for every national forest. On the Uwharrie National Forest only 15% of the amount that is required to adequately maintain the transportation system is received. Direct costs and revenues, priced and non-priced consequences, and the distribution of benefits and costs among local communities are discussed relative to the road system.
Commodity Production: Timber, Minerals, Range, Water Production, and Special Forest Products. Many National Forest roads were originally constructed to provide access for commodity production though they may serve other purposes today. The current usefulness of a road for commodity production is factored into road values. Timber management access, special forest product demands, and mineral resource extraction issues are discussed.
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Special-use Permits. Special uses are directly influenced by the road system. The special uses of a road are factored into assigning it a social value. Roads providing access to major special use facilities such as communication towers or utility corridors are discussed.
General Public Transportation. Many Forest Service roads provide access to private property or are used as a link for commuters. Road system support for local communities, developments, and the safety of these users is discussed. These factors were also considered when assigning social values to individual roads.
Administrative Uses. Administrative uses of roads include providing access for research, inventory, and monitoring, and access for administrative offices. Administrative use of the road system is discussed relative to research inventory, and monitoring activities, as well as law enforcement concerns.
Protection. For the Uwharrie RAP, the main protection issues pertain to fuels treatment and wildfire suppression. Roads were evaluated for their value relative to fire suppression, and the potential risks the road system may pose to fire fighters and suppression operations. [Protection in the sense of law enforcement and public safety are discussed under “General Public Transportation.”]
Recreation. Recreation is the main use of most open roads on the Uwharrie National Forest. Roads were evaluated relative to their importance for providing recreational access. Major issues such as recreational use conflicts, potential for impacts from recreational use of the road system, and road suitability for different recreation uses are discussed.
Passive-Use Values. These issues are more appropriately discussed at the watershed or project scale RAP, since they are directed at evaluating proposed actions.
Social Issues. This is the most complex of issue categories. It includes an assessment of cultural, tribal, and historical sites, traditional uses of the Forests, wilderness values, and the social and economic health of adjacent communities. A social value factor was assigned for every open road. A risk factor was assigned to those roads where there is potential for significant archaeological sites to be impacted. Traditional uses and potential impacts to archeological sites from poaching, vandalism, and inadvertent disturbance of unknown sites are also discussed.
Civil Rights and Environmental Justice. These issues are more appropriately discussed at the watershed or project scale RAP, since they are directed at evaluating proposed actions.
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CHAPTER 4 ASSESSING CURRENT CONDITIONS
Chapter 4 contains narrative answers to the questions contained in FS-643, Roads Analysis: Informing Decisions About Managing the National Forest Transportation System. These questions and answers provide an assessment of the ecological, social, and economic considerations of the current transportation system. In some cases, the questions have been rephrased to be more applicable to the Uwharrie National Forest. Where appropriate, questions have been grouped together to facilitate a more coherent discussion of the relevant factors. The scope of the answer to each question is a reflection of its relevance to the issues raised during the RAP, and its relevance to the Forest-wide scale of this analysis. Some questions are more appropriately answered at the watershed and/or project scale, and this is noted in the discussion.
In Chapter 4, there are references to road values, road risks, and the road ratings matrix. These references are in regard to value factors and risk factors assigned to individual roads, as a way of focusing future road maintenance needs and possible changes to the transportation system. A detailed discussion of the value and risk factors can be found in Chapter 5.
Table 4-1. Analysis Questions and Their Relevance to the Uwharrie National Forest Question and Topic Priority ECOSYSTEM FUNCTIONS AND PROCESSES (EF) EF (1): Roading unroaded areas N/A EF (2) & EF (3): Exotic species, ecological disturbance High EF (4): Pest control Moderate EF (5): Noise Moderate AQUATIC, RIPARIAN ZONE, AND WATER QUALITY (AQ) AQ (1): Hydrology Moderate AQ (2): Surface erosion High AQ (3): Mass wasting N/A AQ (4) & AQ (6): Stream channels and water quality High AQ (5): Chemicals and water quality Low AQ (7): Beneficial uses High AQ (8): Wetlands Moderate AQ (9): Channel dynamics, floodplains, and sediment Moderate AQ (10): (Part 1) Aquatic movement restrictions Moderate AQ (10): (Part 2) Which species are restricted Moderate AQ (11): Riparian areas Moderate AQ (12): Fishing and Poaching Low AQ (12) & AQ (14): At risk aquatic species Moderate AQ (13): Nonnative aquatic species Moderate
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Table 4-1. Analysis Questions and Their Relevance to the Uwharrie National Forest Question and Topic Priority TERRESTRIAL WILDLIFE (TW) TW (1), TW (2), TW (3), & TW (5): Terrestrial habitat and wildlife Moderate TW (4): Unique terrestrial communities Moderate ECONOMICS (EC) EC (1): Direct costs and revenues Moderate EC (2): Priced and non-priced consequences Moderate EC (3): Distribution of benefits and costs Moderate COMMODITY PRODUCTION: TIMBER (TM), MINERALS (MM), RANGE (RM), WATER PRODUCTION (WP), SPECIAL FOREST PRODUCTS (SP) TM (1): Logging feasibility Low TM (2): Timber Management Moderate TM (3): Silvicultural treatment Moderate SP (1): Special Forest products Moderate MM (1): Leasable and salable minerals Low RM (1): Range allotments N/A WP (1) & WP (3): Impoundments, canals, and hydroelectric power Moderate WP (2): Water quality in municipal watersheds Moderate SPECIAL-USE PERMITS (SU) SU (1): Special use permits High GENERAL PUBLIC TRANSPORTATION (GT) GT (1): Connection to public roads N/A GT (2): Land connections High GT (3): Shared ownerships Moderate GT (4): Public safety High ADMINISTRATIVE USES (AU) AU (1): Research, inventory, and monitoring Moderate AU (2): Investigative or enforcement activities Moderate PROTECTION (PT) PT (1), PT (2), & PT (3): Fuels management and wildfires High PT (4): Air quality Moderate RECREATION: UNROADED AREAS (UR), ROAD-RELATED RECREATION (RR) UR (1) and RR (1): Non-motorized and motorized recreation High UR (2) and RR (2): Type of recreation Moderate UR (3) and RR (3): Noise and recreation Low UR (4) and RR (4): Recreation users Moderate RR (5): User attachment Moderate RR (6): Visual Quality Moderate PASSIVE-USE VALUE (PV) PV (1), PV (2), PV (3), & PV (4): Unique characteristics and uses; cultural, Moderate traditional, symbolic, sacred, spiritual
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Table 4-1. Analysis Questions and Their Relevance to the Uwharrie National Forest Question and Topic Priority SOCIAL ISSUES (SI) Local users High Local access value High Social and economic benefits Moderate Sense of place Moderate Use conflicts Moderate SI (3): Paleontological, archaeological, and historical sites Moderate SI (4): Cultural and traditional uses Moderate SI (5): Roads that are historic sites Moderate CIVIL RIGHTS AND ENVIRONMENTAL JUSTICE (CR) CR (1): Minority, low-income, or disabled impacts Low
4.1 ECOSYSTEM FUNCTIONS AND PROCESSES
EF(1) What ecological attributes particularly those unique to the region would be affected by roading unroaded areas?
Birkhead Wilderness is currently the only unroaded area on the Uwharrie National Forest. As a designated wilderness area under the Wilderness Act of 1964, no permanent or temporary road construction will occur within this area, and no motorized access is permitted except for that deemed necessary to meet minimum requirements for the administration of the area and limited access for private inholdings.
EF (2) and EF (3): To what degree do the presence, type, and location of roads increase the introduction and spread of exotic plant and animal species, insects, diseases, and parasites? What are the potential effects of such introductions to plant and animal species and ecosystem function in the area? How does the road system affect ecological disturbance regimes in the area?
Roads that are open and used by the public provide a means to spread exotic plant and animal species, insects, disease, and parasites. Roads create and maintain new edge habitat that has a high potential for the establishment of exotic (non-native) plant species, which may be dispersed by wind, water, vehicles, and other human activity.
In the past, invasive exotic plant species were often used to stabilize newly disturbed soil after construction operations. Although invasive exotic species are no longer used for this or other purposes on the Uwharrie National Forest, their establishment has had an effect on early successional vegetation along road right-of-ways on National Forest lands. In addition, their ability to rapidly colonize sterile, steep, or eroded slopes (a trait they were originally selected for) has allowed for continued spread into additional areas where these conditions are common.
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Current information regarding the distribution of non-native invasive species on the Uwharrie National Forest is not available. However, Randolf County is listed on the quarantine list for Carduus nutans (musk thistle). Movement of the noxious weeds from quarantine areas is prohibited except under certificate or permit.
The following is a list of the noxious weeds of North Carolina. Class A species are any noxious weed on the Federal Noxious Weed List (not listed) or any noxious weed that is not native to the State, not currently known to occur in the State, and poses a serious threat to the State. Class B species are any noxious weed that is not native to the State, is of limited distribution statewide, and poses a serious threat to the State. Class C species are any other state level designated noxious weed. Class A Federal listed species are linked to the U.S. Department of Agriculture (USDA) Animal and Plant Inspection Service website and Class B noxious weeds are linked to the North Carolina Department of Agriculture and Human Services website for information on characteristics and counties listed under quarantine for that species. A complete list of all invasive species known to occur in North Carolina is provided in Appendix B. (Appendix B is linked to the USDA plants database for each species.)
Class A Noxious Weeds (Federally-listed species)
Other Class A Noxious Weeds Crassula helmsii (Swamp Stonecrop) Lagarosiphon spp. (African Elodea) Polygonum perfoliatum (Mile-a-Minute) Salvinia spp. (all except S. minima) (Water Fern) Trapa spp. (Water-Chestnut)
Class B Noxious Weeds Carduus acanthoides L. (Plumeless Thistle) Carduus nutans L. (Musk Thistle) Cirsium arvense (L.) Scop. (Canada Thistle) Ludwigia hexapetala (Hook & Arn.) Zardini, Gu & Raven (Uruguay Waterprimrose) Lythrum spp.(Any Lythrum spp. not native to North Carolina) Myriophyllum spicatum L. (Eurasian Watermilfoil) Rorippa sylvestris (L.) Bess. (Yellow Fieldcress) Stachys floridana Shuttlew. (Florida Betony) Tribulus terrestris L. (Puncturevine)
Class C Noxious Weeds Celastrus orbiculatus Thunb. - (Bittersweet, Oriental)
The primary factor influencing the spread of insects and tree diseases on National Forest lands is the relative health of the forest community. Although the road system may provide for inadvertent transport of insects and disease to other parts of the Forest via passenger and maintenance vehicles, introduced insects do not typically become a problem if the Forest is in a healthy condition. The road system does provide the primary means of identification and control of insect and disease infestations, however (See question EF (4) below).
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EF (4): To what degree does the presence, type, and location of roads contribute to the control of insects, diseases, and parasites?
The arterial and collector road system is essential for maintaining a healthy forest. Most of the maintenance level 3 to 5 roads are historical in nature, originally developed by settlers to provide access to the area. Today, the entire road system (including local roads and maintenance level 1 and 2 roads) provides the means to access areas for early detection of insect infestations and disease outbreaks. These roads then become the primary means of access for management operations associated with the control of insect and disease spread.
Primary insect activity on the Uwharrie National Forest is the southern pine beetle, although current monitoring reports suggest that SPB activity has been relatively low during the 2000 and 2001 seasons (USFS, 2000; USFS, 2001). Nonetheless, this insect can, and has, caused significant losses of valuable Forest resources throughout the southeast. Southern pine beetle outbreaks are likely to continue across the Piedmont and in the Southern Appalachian Mountains as pine stands mature, and forest management operations designed to control their spread on National Forest lands will likely be a major responsibility for the foreseeable future. Management operations designed to manage this forest pest include sanitation harvests, prescribed burns, and thinning to reduce overcrowding conditions that would otherwise reduce the health of forests and thereby promote the spread of the southern pine beetle. All of these operations require the road system for management access, and the roads themselves are often used as control lines for prescribed burning.
EF (5): What are the adverse effects of noise caused by developing, using, and maintaining roads?
Noise can temporarily affect the aesthetic qualities of the Forest for those individuals seeking the peace and quiet of the outdoors. Noise generated during road construction/maintenance activities can temporarily interfere with recreation uses, and as a result, these activities are generally planned to avoid peak recreation periods. The Uwharrie National Forest does not plan to develop many new roads, and noise from road maintenance activities is infrequent and short in duration.
Adverse effects of noise on different species of wildlife vary with the intensity and the duration of the disturbance. Effects can range from temporary avoidance of the area during construction and/or maintenance activities to long-term effects, such as extirpation of a species, shifts in home range, and altered reproductive success associated with road activity. However, traffic on USFS roads is generally low volume and not sufficient to create noise levels with deleterious effects.
Roads with a lot of OHV traffic may have adverse effects on wildlife due to disturbance caused by the high amplitude repetitive noise of these vehicles. There are currently 16.4 miles of OHV trails on the Uwharrie National Forest, primarily concentrated near the Baden Lake area.
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4.2 AQUATIC, RIPARIAN ZONE, AND WATER QUALITY
AQ (1): How and where does the road system modify the surface and subsurface hydrology of the area?
Roads have the potential to affect the natural hydrology of a watershed area by intercepting, concentrating, and diverting surface flow from its natural flow pattern. Roads intercept incident precipitation and generate larger amounts of surface runoff (via reduced infiltration rates) relative to uncompacted land cover. Subsurface hydrology is also modified by road systems through reduced infiltration and intercepted downslope movement of shallow subsurface water or groundwater. The intercepted slow-moving subsurface water is often changed into faster- moving surface water at streams, along steep road cuts, and at drainage ditches. Ultimately, the effect of the road network and its associated ditches is analogous to an increase in the drainage density, which increases the efficiency by which water is moved downslope.
Alteration to the timing of water delivered to a stream has the potential to either increase or decrease downstream peak flows, depending on whether or not runoff from other portions of the stream’s watershed is synchronized with runoff from the road system. The most common net effect is generally thought to include increases in peak discharges downstream. Increases in peak flows occur if surface and subsurface flows are intercepted and routed directly to waterways. However, roads can also act to decrease downstream peak flows at locations where the roads intercept and store water or route it away from nearby waterways. These effects are most likely to occur in areas with high drainage density, clay soils, and steeper slopes, where surface and shallow subsurface runoff is greatest. The volume and timing of peak flows can also be influenced by the type of road surface. Many of the roads on the Uwharrie NF have surfaces consisting of native materials, compacted soil, or crushed aggregate (See Table 4-3). It is likely that these non-asphalt surfaces allow somewhat more infiltration than their asphalt counterparts. Gentler slopes common in the region may also decrease the efficiency of roads in capturing subsurface flow, thereby offsetting some of the hydrologic effects of roads.
For flows exceeding the design discharge of a culvert, road crossings can act to attenuate flood flows and induce significant upstream backwatering. Based on a survey of road related maintenance requirements on the Uwharrie National Forest, 12 new round culvert installations are required, and 471 existing culverts are in need of cleaning and replacement (Table 4-2). Maintenance measures required for arched culverts, which normally span streams with more consistent flow, include the cleaning and replacement of both a large arch culvert on Woodrun and a smaller culvert on Moccasin Creek. These culvert maintenance efforts would likely reduce the potential for upstream backwatering at these sites.
In addition to culvert maintenance, several other types of maintenance needs related to surface drainage are currently required. These maintenance needs include; the replacement and general maintenance of ten low water crossings, drainage ditch maintenance and repair on some portion of 17 different roads, and grading and repair of numerous road cross drains (Table 4-2).
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Table 4-2. Drainage-Related Maintenance Needs on the Uwharrie National Forest Maintenance Item Count Total Cost* General Drainage Maintenance (Unidentified) 4 $3,170.00 Arch culvert – Cleaning 2 $943.00 Arch culvert – Remove existing/install new 2 $26,121.00 Cross drain – Grade and repair road cross drain 469 $42,210.00 Ford/low water crossing (concrete)-General maintenance 10 $6,440.00 and/or replacement Road drainage ditch – Clean and Reshape one side 12 ** $21,359.00 Road drainage ditch – Clean and Reshape both sides 5 ** $5,536.54 Round culvert - Cleaning and replacement 483 $71,165.00 Round culvert – Install new 12 $18,167.00 Grand Total 1,471 $195,111.54 * Includes both deferred and annual maintenance costs ** Number of roads needing drainage ditch improvements along some portion of the road.
AQ (2): How and where does the road system generate surface erosion?
The existence and magnitude of surface erosion is highly dependent on site-specific conditions of road grade, design, surface material, traffic level, and maintenance level. Conditions within the road corridor, such as soil type, slope, and vegetative cover, are also major factors. Any road surface that is not paved has the potential to erode. Most roads within the Forest are either natural soil surface, aggregate surface (gravel) roads, or at some stage in between due to the limited availability of road maintenance funds. Generally, paved roads under USFS jurisdiction are only found in high traffic public areas, such as those serving as access routes for developed recreation and administrative sites.
In creating a network of unvegetated surfaces that rapidly convert precipitation to surface runoff, fine particles from the roadway are more easily entrained and surface erosion rates are elevated. Road maintenance activities along unpaved surfaces (i.e., blading) can also cause increased surface erosion of roads over the short-term. However, over the long-term, these practices prevent roads from degrading and becoming pathways for shallow concentrated flow that might otherwise induce further erosion of the road surface and increase the potential for sediment delivery to nearby streams. Roads without side ditches may be more prone to erosion of the road surface, whereas roads with drainage ditches have reduced erosion on the surface but elevated erosion along the length of the ditch. Roads with either paved or gravel surfaces combined with vegetated or rock lined ditches are generally the optimal condition for reduced road related erosion.
There are approximately 167 miles of road (all jurisdictions) on federally owned lands in the Uwharrie National Forest, with an overall density of 3.2 miles of road per 1000 acres of Forest. Nearly 80% of this road mileage consists of gravel and native surfaced roads. Of specific concern for erosion processes, are those native surface roads on high or moderately highly erosive soils. Local concentrations of highly erosive soils are found predominately in the northern (Birkhead Wilderness Area) and in the southern most portion of the forest, south and
4-7 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process east of State Route 24/27. Although there is a small portion of native surface road in the Birkhead Wilderness, this road is likely rarely used and would not be anticipated to raise significant concern for road related erosion. The remaining 0.6 miles of road on highly erodible soils are found on NF lands south of State Route 24/27 where use may be greater. Roads with a moderately high erodible soil base are found throughout the forest.
Table 4-3. Road surface types and relative erodibility ratings of the underlying soil* CRUSHED Adjusted BITUMINOUS NATIVE TOTAL ASPHALT AGGREGATE Erodability SURFACE MATERIAL MILES OR GRAVEL High 1.9 0.8 2.8 Moderately High 10.0 19.0 0.3 16.6 45.8 Moderate 12.8 27.2 0.7 26.4 67.0 Moderately Low 7.1 22.7 1.5 14.6 45.9 Low 0.7 2.8 0.0 1.0 4.5 Proportion of TOTAL Road 18.3% 44.0% 1.5% 35.6% 100.0% miles * Road erodibility ratings are based on an adjusted erodibility factor of the top 30 inches of soil. (Manning, 2003).
Sediment derived from the above described erosion processes is discussed in the following questions [AQ(4) and AQ(6)].
AQ (4): How and where do road crossings influence local stream channels and water quality? AQ(6) How and where is the road system “hydrologically connected” to the stream system? How do the connections affect water quality and quantity?
Stream crossings and channels
In general, road-stream crossings have a greater influence on local stream channels and water quality than other road areas because of their close proximity to the stream channel. Water diversion, erosion, and undersized culverts are typically the problem at road-stream crossings.
Bottomless road crossings, such as the arched culverts listed for maintenance needs on FS 517 and FS 576, can constrict the channel and interrupt the bankfull width-to-depth ratio of the stream system. While such a constriction can advantageously cause acceleration of floodflows, and therefore, a net decrease in water surface elevation in the vicinity of the bridge, associated local bank and bed scour can be a negative consequence.
Low water crossings are also a concern due to their potential for stream channel modification associated sediment delivery. Currently, 10 low water crossings are in need of repair. Failing low water crossings can cause upstream sediment deposits and sluggish backwater zones. Without maintenance, redirected flow around the crossing during flood events can result in stream bank scour and undercutting of the low water crossing structure on its downstream side. High levels of sediment delivery and channel modification can result from low water crossings in poor condition.
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As described above in question AQ(1), numerous culverts are in need of cleaning, repair, or replacement on the Uwharrie NF. Blockages to flow can cause upstream channel aggradation as particles settle and are trapped in sluggish backwater zones. When blockage is complete, flow may be redirected across or along the road resulting in road surface erosion and added sediment delivery to streams. Of additional concern on the Uwharrie NF (and throughout the piedmont) is the tendency for gullies to form downslope of unprotected culvert outlets on hillslopes. The formation of a gully below a culvert outlet is significant because it indicates a road-related extension of a surface flowpath that would not exist without the road. Several factors may influence the formation of gullies: soil type, depth to bedrock, topographic shape of hillslope, vegetation/root strength, culvert spacing, and plunge height. These factors are related to the force of water and sensitivity of the site to concentration of water and erosion of the soil mantle.
In a water quality survey of selected streams within the Uwharrie National Forest, the majority of samples for which were taken at road-stream crossings, two streams exhibited moderate siltation from gravel. These streams include the Uwharrie River at NC 109 and West Fork, Little River at NC 134, both located at the border between USFS-managed and private lands (Menhinick, No date).
Hydrolologically connected roads
“Hydrologically connected” road segments Table 4-4. Roads running parrallel to streams are ones that deliver surface runoff directly Miles of Miles of to a stream channel. Along these road FS Route Road Parallel Road Parallel Surface segments, a greater proportion of road Number to a stream to a stream Type drainage reaches the streams since little (within 100ft) (within 300ft) forested buffer between the stream and road 553 0.9 2.3 Gravel is available for water infiltration. This 513 0.4 0.8 Native condition occurs at stream crossings and along those roads that run closely parallel to 597 0.3 1.2 Gravel stream. 509 0.3 0.6 Native 517 0.2 0.7 Gravel Hydrologic connection concerns are 6584 0.1 0.4 Gravel greatest for those roads which closely 6531 0.1 0.2 Gravel parallel streams for a significant distance. 6726 0.1 0.3 Gravel To provide a measure of the occurrence of 576 <0.1 1.5 Gravel this condition on the forest, the number of 6656 0.0 0.8 Gravel miles of road running parallel to streams 6678 0.0 0.8 Gravel within 100 feet and 300 feet was calculated 555 0.0 0.8 Gravel using GIS data layers. The adjacent table reports those roads that parallel a stream for 514 0.0 0.6 Native 0.10 miles or more within 100 feet, or 0.5 6653 0.0 0.6 Gravel miles or more within 300 feet. Road 6583 0.0 0.6 Gravel rehabilitation and maintenance efforts along Unclassified (All) 0.5 3.7 Native these roads would have greater potential to impact nearby streams.
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Roads that are closely associated with stream courses contribute to elevated peak flows by adding storm water runoff directly to the channel. This causes stream peak flows to occur earlier in the precipitation event, although the magnitude of this increase is unknown. Physically, increased peak flows can cause erosion of the stream channel resulting in deeper or wider channels and greater sediment deposition at downstream areas away from the hydrologically connected road segment.
As discussed in AQ (5) below, any pollutants in the surface runoff from the road, including chemical pollutants, have the greatest ability to degrade water quality along hydrologically connected portions of road. This risk increases with the amount of impervious surface “hydrologically connected” to the streams. Roads can also contribute to thermal increases in areas where roads come within the riparian area and reduce stream shading as discussed under AQ (11). These potential effects are generally only observable locally for narrow roads.
AQ (5): How and where does the road system create potential for pollutants, such as chemical spills, oil, deicing salts, or herbicides, to enter surface waters?
Roads can be a source of both point and non-point pollutants. Point sources would be primarily spills of materials transported on the roads, such as petroleum products and industrial or agricultural chemicals. Non-point pollutants would be primarily sediment from aggregate or natural surface roads, or dispersed chemicals unintentionally deposited on the traffic surface. Two other potential pollutants could be de-icing salt products and pesticides used to maintain the road right-of-way.
Chemical pollutants can enter nearby streams through runoff from paved surfaces and through runoff, leaching, and adsorption to soil particles from unpaved, gravel surfaces. Most of the potential for the addition of pollutants is associated with road-stream crossings and areas where the road is located close to the streams. Road ditches have a high potential to convey pollutants to streams where the vegetation buffer is insufficient to absorb runoff. Pollutants can be transmitted to surface waters directly or indirectly in erosion processes. Runoff and groundwater are other likely sources to transfer pollutants to streams. Maintaining forested buffer zones and providing frequent road surface drainage are often very effective in limiting pollutant concentrations in water.
While all roads could potentially be a source of pollutants, open, paved, public roads (non- USFS) pose the greatest risk. These roads are the most likely to be used to transport various chemicals, experience spills from vehicle wrecks, use pesticides to maintain the road right-of- way, and be treated with de-icing chemicals. Unpaved roads, in particular natural surface or aggregate surface interior Forest roads, pose the least risk due to lower traffic and maintenance needs. The vast majority of roads within the Uwharrie National Forest are unpaved roads (see Table 4-3).
AQ (5) is best addressed on a project scale, with site-specific information about distance to streams, traffic levels, and materials potentially transported on the roads.
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AQ (7): What downstream beneficial uses of water exist in the area? What changes in uses and demand are expected over time? How are they affected or put at risk by road derived pollutants?
The downstream beneficial uses of surface water near the Uwharrie NF include drinking water supply, swimming, fishing, boating, and aquatic life support. Badin Lake, the Yadkin/Pee Dee River, and Uwharrie River support various recreational opportunities, as well as four municipal water supply sites.
Roads have the potential to impact beneficial uses by changing water quality, quantity, or timing [as discussed under AQ (1) through AQ (6) above] to the extent it no longer meets the requisite standards. Overall, USFS road network is not a major contributor of road derived pollutants, such as oils and chemicals. However, there may be individual circumstances that would warrant change in road management strategies to reduce the risk of road-derived pollutants. Aquatic habitat and species may be put at risk from sediment runoff from some of the unpaved forest roads, changes in riparian habitat, reductions in large woody debris availability, or modifications in stream flow timing or quantity. Municipal water supplies are not likely to be impacted by FS road management [see WP(2)].
Changes in beneficial uses and demand on the Uwharrie are best addressed at project scale since site-specific conditions are needed to predict what changes might occur.
AQ (8): How and where does the road system affect wetlands?
Wetlands on, or adjacent to, the Uwharrie NF include riverine, lacustrine, and palustrine Cowardin wetland classification system wetlands (See Cowardin classification system (Cowardin et al., 1979). adjacent box below). Riverine wetlands are Lacustrine wetlands include permanently flooded found along the Uwharrie and Little Rivers, lakes and reservoirs, intermittent lakes, and tidal lakes while Badin Lake accounts for all of the lacustrine wetland acreage. Since effects of Riverine wetlands are contained within a channel and are not dominated by vegetation. the road system on Badin Lake and other major waterways are generally handled in the Palustrine wetlands include all nontidal wetlands questions above, the majority of focus for this dominated by trees, shrubs, and emergent plants. question will be on road system effects on Emergent – dominated by erect, rooted, palustrine wetlands. herbaceous hydrophytes, excluding mosses and lichens. Usually dominated by perennial plants. Approximately 241 acres of palustrine Forested – dominated by woody vegetation that is wetlands are found on, or adjacent to, at least 20 feet tall. Uwharrie NF lands according to the National Scrub-shrub –dominated by woody vegetation less Wetlands Inventory (NWI) [Acreages reported than 20 feet tall. from the NWI are an approximation of actual Unconsolidated bottom – includes all wetlands and wetland areas and has not been field verified]. deepwater habitats with at least 25 percent cover Palustrine forested wetlands make up more of particles smaller than stones, and a vegetative cover less than 30 percent. than 80% of the wetland acreage reported for the NWI on the Uwharrie NF. Together,
4-11 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process unconsolidated bottom, scrub shrub, and emergent palustrine wetlands make up for the remainder. In total, 62 potential wetland sites were noted in the inventory, and based on the 1986-2000 management plan, the majority of these wetlands are small upland ponds or wet areas that occur on ridge tops or in saddles along the ridges, many of which are on private lands (USFS, 1986a). Eight to ten perched wetlands (bogs) are known to exist, but formal jurisdictional delineations have not been conducted. A field survey of the above mentioned areas would be required to determine the effects of NF roads on the wetlands.
Impacts of the road crossings depend on the type of crossing (i.e., bridge, culvert). Bridges spanning the wetlands would not require fill, but could contribute to water quality degradation from stormwater runoff. Culverts would require fill and often contribute to sedimentation if not properly protected by riprap or other runoff control measures. Impacts from roads paralleling wetlands usually depend on the distance between the road and the wetland. If a substantial forested or other vegetated buffer exists between the road and wetland, impacts from runoff that can degrade water quality will likely be minimal. The following table lists the total acreage of all palustrine wetlands from the NWI that fall within 100 feet of a FS road. Wetlands falling within this distance may have the potential to be impacted by surface runoff from nearby roads.
Palustrine Wetland acreage on or Acreage of wetlands within Wetland Class adjacent to NF lands 100 feet of a road Emergent 1 - Forested 197 22 Scrub Shrub 12 - Unconsolidated Bottom 32 10 Grand Total 241 32
If a road has a direct hydrologic connection to the wetland, it can have considerable impacts on the quality and function of the wetland. Two potential wetland locations on the forest have intersecting roads. Dark Mountain Road and Dark Mountain Road Spur (6657 and 6657A, respectively) intersect a potential forested wetland of approximately 17 acres in size, and the end of West Morris Mountain Road lies adjacent to an unconsolidated bottom pond of approximately 0.6 acres in size. Road conditions at these wetland sites should be verified and monitored to ensure that wetlands are not adversely affected by road management practices or conditions.
AQ (9): How does the road system alter physical channel dynamics, including isolation of floodplains, constraints on channel migrations, and the movement of large wood, fine organic matter, and sediment?
Bridge and culvert installations at stream crossings constrain the channel from migrating or changing as it would naturally. Additionally, during periods of peak or flood flows, the crossing may restrict flow or become blocked so that the water backs up above the crossing, causing greater than normal flooding. This may reduce the flow below the crossing, preventing flooding into the stream’s normal flood prone areas further down the drainage.
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Road-stream crossings can be a local barrier to large woody debris recruitment and movement, and temporary barriers to organic matter and sediment movement. These blockages may prevent a more regular distribution of large woody debris along a streams course, and limit the distribution of large woody debris induced pools and associated aquatic habitat.
On the Uwharrie NF, only 2% of road mileage runs parallel to streams within 100 feet [See AQ(4) and AQ(6)]. This suggests that, in general, the road system does not pose major constraints on lateral channel migration, large woody debris inputs, or floodplain processes along long continuous segments of streams. However, GIS based data analysis does suggest that FS 553 has the potential to impose constraints on these processes along its one mile run adjacent to Dutch John Creek. This creek is considered a sensitive stream based on aquatic community sampling efforts, and field conditions should be verified to ensure that adverse impacts are not occurring.
Additional discussion pertinent to this question can be found under AQ(1),AQ(4), and AQ (6). More detailed discussion beyond this level is most appropriate at the project level, where specific instances of altered channel dynamics, debris, and sediment buildups are known at the site specific level.
AQ (10): (Part 1) How and where does the road system restrict the migration and movement of aquatic organisms?
Road crossings, such as culverts and fords, can act as barriers to aquatic organism movement within stream systems. Upstream and downstream migration obstacles can result in a decrease in population numbers and an increase in genetic isolation. Fish, mollusk, crayfish, some macroinvertebrates, amphibian, and reptile populations may experience life cycle interruptions as a result of these obstructions.
Field collected information concerning the characteristics of culverts suggests that 12 new round culvert installations are required, and 471 existing culverts are in need of cleaning and replacement (Table 4-2, AQ(1)). The majority of these culverts are small in size and found on intermittent or ephemeral drainages where viable fish populations are not likely found. However, these drainages are a water source for higher order streams, as well as a source of organic matter and food. Restrictions in water flow from these small drainages can be detrimental to viable aquatic communities in connected higher order streams.
Arched culverts, which normally span streams of more consistent flow and are more likely to support viable aquatic communities, can restrict the movement of aquatic organisms when blocked. Two arched culverts, on Woodrun and Moccasin Creek, are currently scheduled for cleaning and replacement. Any efforts to improve flow conditions over the long term and thereby provide greater stability in flow conditions from year to year would likely be beneficial to aquatic communities.
More detailed discussion is most appropriate at the project level, where specific instances of stream flow restrictions at road-stream crossings supporting aquatic communities can be assessed.
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AQ (10): (Part 2) What species are affected, and to what extent?
This question is best addressed at the project level scale, where habitat type and blockage locations are known and can be compared with detailed current and historic aquatic organism survey data (such as Alderman and McGrath, 1994, and Menhinick, No date; see also McDougal et al. 2001 for regional information).
AQ (11): How does the road system affect shading, litter fall, and riparian plant communities?
Road systems affect shading, litterfall, and riparian plant communities where roads cross streams or where roads run parallel to streams. There are a total of 72 road-stream crossings on the Uwharrie NF identifiable from GIS data layers. Although reduced canopy cover and litter fall is likely to occur at these sites, it is not generally considered a major concern, due to the limited extent of canopy clearance at road stream crossings. (Note: the number of road stream crossings reported accounts for only those crossings found on larger, more defined stream courses, and does not include smaller headwater streams and drainages of which there are likely a much larger number. These are included to some extent within the 483 culvert cleaning maintenance items listed in Table 4-2.)
Roads that run parallel to streams are generally the greatest concern when considering limits on stream shade and litter fall due to the lack of canopy cover within the road corridor. Along these areas, decreased stream shading can increase stream water temperature resulting in negative impacts on fish populations and other aquatic organisms and habitat. Reduced litter fall reduces the organic debris inputs to the stream affecting aquatic habitat and food supply. Riparian plant communities are directly impacted by removal, and can be indirectly impacted by the increased potential of invasive species establishment commonly found along a road corridor. As described previously, these conditions may be a concern for some roads listed in Table 4-4 above, and field conditions should be verified.
AQ (12): How and where does the road system contribute to fishing, poaching?
The open road system of the Uwharrie National Forest provides free public access for recreational fishing. In addition, closed roads and trails also provide access (by foot) to more remote fishing opportunities. The biggest fishing hole in the Uwharrie National Forest is 5,350- acre Badin Lake. The eastern shore borders the National Forest and the lake is well stocked with catfish, bream, largemouth, white and striped bass. The Forest Service has one launching site at the Cove Boat Ramp (currently undergoing renovations) and another at the end of FS 6560 near the Deep Water Trail Camp. Access to the latter is more difficult due to the current road condition of FS 6560. The Uwharrie River is also a common fishing destination on the forest for those interested in river fishing opportunities for white bass, largemouth bass, bream, smallmouth, catfish and pickerel. Numerous roads along the southeastern border of NF lands in the Badin Lake area provide access to this resource.
The forest’s road network is the primary access to forest resources. It is therefore reasonable to assume that where this access is closest to poachable resources, it contributes to poaching on NF
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lands. No detailed information is currently available to address issues concerning poaching on the Uwharrie NF.
AQ (12) and AQ (14): How and where does the road system contribute to direct habitat loss for at-risk species? To what extent does the road system overlap with areas of exceptionally high aquatic diversity or productivity or areas containing rare or unique species or species of interest?
Several streams on the Uwharrie NF support populations of rare mussels and/or fish and are considered sensitive to aquatic habitat degradation. Roads that cross or run parallel to these streams have the potential to degrade habitat quality through increased sediment input, increased peak stream flows, and by limiting the passage of aquatic organisms when flow obstruction or blockages are created at culverts and bridges.
Of specific concern on the Uwharrie NF, is the potential for increased sediment inputs to streams at road-stream crossings. Sediment inputs, beyond that which can be naturally handled by stream hydrology, build up and fill gaps between rock and cobble stream substrates that are crucial for macroinvertebrate and fish spawning habitat. To address the potential for sediment related habitat degradation, a GIS analysis was performed that analyzed road stream crossings with respect to the presence of sensitive aquatic communities and the soil erodibility potential at each crossing (adjusted erodibility of the top 30”of the soil type). Based on available information, relative ratings of aquatic sensitivity for a given stream (See Table 4-5) and soil erodibility (Manning, 2003) were developed. These ratings were then used in order to develop a matrix for ranking each of the 72 major stream crossings for the potential for sediment induced impacts on aquatic communities (Table 4-5).
Of the 72 major road-stream crossings, 19 ranked as “high”, 22 ranked as “moderate”, and 24 ranked as “low” for potential risk of sedimentation to the underlying stream. The remaining 7 road-stream crossings were not given a rating due to limitations in the soil coverage for these sites. Those sites rated high, should be given the greatest focus when monitoring for potential impacts to sensitive aquatic communities and the greatest care during road maintenance operations. Ground conditions on the remaining 7 unranked sites are adjacent to private lands, and should be assessed in future monitoring efforts. Table 4-5. Aquatic community/sediment risk matrix Aquatic Sensitivity* Soil Erodibility** Low Moderate High High Moderate High High Moderately High Moderate High High Moderate Low Moderate High Moderately Low Low Low Moderate Low Low Low Moderate * High - Crossings over streams with sensitive populations or were on a tributary within 300 feet. Moderate - Crossings with drainages that flow into streams with sensitive populations. Low - Crossings with no potential impact on known sensitive aquatic populations. ** Adjusted erodibility rankings to a depth of 30" based on (Manning, 2003)
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AQ (13): How and where does the road system facilitate the introduction of nonnative aquatic species?
The greatest impact of non-native introduction from the road system occurs where Forest roads provide access to boaters to one of the various boat landings on Lake Badin and the Uwharrie River. Boat trailers can carry the eggs of nonnative fishes, insects and aquatic plants from one body of water and deposit them in another. In addition, fishermen can introduce nonnative fish to a waterbody by releasing unused baitfish.
4.3 TERRESTRIAL WILDLIFE
TW (1), TW (2), TW (3), and TW (5): What are the direct effects of the road system on terrestrial species habitat? How does the road system facilitate human activities that affect habitat? How does the road system affect legal and illegal human activities? What are the effects on wildlife species? How does the road system directly affect species (road kill)?
Road construction into a new area causes terrestrial habitat loss, and can result in habitat and population fragmentation. Roads dissect vegetation patches, increase the amount of edge habitat within an area, decrease the amount of interior habitat, increase the uniformity of patch characteristics, and can dissect actual populations of animals. Population fragmentation and road avoidance behavior increase inbreeding and loss of genetic variability, and can cause local population extinctions. Road avoidance behavior is common among animals, particularly large animals. For smaller animals, roads often restrict their movement, acting as barriers to population dispersal. However, these effects are mostly observed with larger, wider roads. The majority of roads on the Uwharrie NF are maintenance level 1 to 3 roads, and are not large enough to cause fragmentation and road avoidance. Road avoidance behavior would be more likely on maintenance level 5 roads, or any road that receives substantial traffic levels.
Roads can act as corridors for population dispersal, and allow edge-dwelling species to penetrate previously closed forest environments. Roads increase the amount of edge habitat in an otherwise forested area, creating better conditions for edge habitat species but reducing the amount of available interior forest habitat. Although edges have adverse effects on some species by increasing predation and nest parasitism, many species are benefited by the creation of edge habitat due to an increased variety of vegetation types and food. Small herbivore populations are often found to increase in these areas, as do populations of their predators.
Vehicular use of roadways can also increase direct wildlife mortality. Small, slow-moving animals are especially vulnerable to mortality on roads. Edge species drawn to roadsides by the creation of early successional habitat also experience higher road kill rates. However, wildlife mortality is typically more evident on roads with high use and high traffic speeds. The majority of roads on the Uwharrie NF are not designed for high speeds and do not receive high use. Wildlife mortality on these roads would be a rare occurrence.
Vehicles using the road system can also facilitate the spread of exotic (non-native) species, which can reduce habitat quality for native plants and animals [See EF(2) for more detail].
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The road system can facilitate human access into previously undisturbed or inaccessible habitats. Roads provide access to several developed and dispersed recreation areas for hunting, fishing, and boating access points. Habitat degradation most likely occurs in areas where recreational activities are concentrated and cause the most disturbance. Roads can also increase or facilitate certain illegal activities, including poaching, overtrapping, collection, dumping, timber theft, and arson. All of these activities have negative impacts on wildlife populations and/or habitat.
Road density objectives set forth in the 1986-2000 LRMP are designed to take into account the potential for the above described effects of a road system, while at the same time ensuring adequate access for administrative, recreational, and resource extraction needs. Table 2-4 lists GIS calculated road densities by management area, relative to the density objectives set forth in the 1986-2000 LRMP. Of the four management areas represented on the Uwharrie NF with road density objectives, three of the four are above their goal road density when FS, State, and unclassified roads are taken into account. In the case of management area 3, formal decommissioning of the unclassified roads would reduce the road density to within LRMP suggested limits. Road densities in management areas 1 and 4 are currently above LRMP specifications. Although the wilderness area does support 0.8 miles of passable road, this road only provides access for a private land inholding. The road is gated, controlled by the private land holder, and is not available for public use.
TW (4): How does the road system directly affect unique communities or special features in the area?
The road system may facilitate introduction of non-native invasive species that could adversely affect unique communities or special features. This topic is addressed in question EF (2). In addition, open roads may increase the incidence of human activities that could have negative impacts on characteristics of unique communities. People are often drawn to unique areas or special features, and proximity to a road allows for better access by more people. Examples of negative impacts could include the disturbance of a site or people collecting rare species. Conversely, the road system can also beneficially affect unique communities by providing access to USFS for the management and protection of the areas. Unique communities on the Uwharrie National Forest are managed to preserve their characteristic features and ecological processes and to minimize disturbance.
There are 7 special interest areas, including upland bogs, on the Uwharrie National Forest that are considered unique communities. The 6-acre Abner Bog is located on USFS lands just north of State Road 1307. The Badin Upland Depression Swamp, which includes a rare natural plant community, is located just south of USFS Road 576. Gold Mine Branch Longleaf Pine, a 23 acre area of regional significance as a natural community, is located just off USFS Road 555, up Gold Mine Branch near the Uwharrie Hunt Camp. Pleasant Grove Hardpan Bog, a 3-acre rare natural community, is located off State Road 1543. Roberdo Bog, which represents another rare natural community, is located just north of State Highways 24 and 27. The Uwharrie River Slopes, which consist of 60 acres representing 5 natural communities, are located along USFS Road 555 in the Badin Lake area (USFS, 1986a).
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The Birkhead Upland Forest, a 1,300-acre old-growth stand, is located between State Roads 1107 and 1112, just south of State Highway 49, and is currently only accessible by foot from the Uwharrie Trail (USFS, 1986a). Given its location entirely within the Birkhead Wilderness Area, no roads will be constructed within this old-growth area in the future.
4.4 ECONOMICS
EC (1): How does the road system affect the agency’s direct costs and revenues? What if any, change in the road system will increase net revenue to the agency by reducing cost, increasing revenue, or both?
The existing road system in the Uwharrie National Forest provides basic transportation to and through the Forest, as well as public access to Forest resources, thereby facilitating Forest use and management activities. Much of the Forest road network was built ad hoc in conjunction with the evolution of the timber program to facilitate harvesting. However, roads are also available for access by recreational users of the Forest. Road access in the Uwharrie National Forest supports logging activities, silviculture operations, eight developed recreation sites, dispersed recreation activity throughout the Forest (primarily hunting and fishing), fire control, land and wildlife management, and other administrative activities of the USFS.
Because both public and private lands are heavily interspersed in the Uwharrie National Forest, the federally managed road system is augmented by a number of roads currently under State maintenance. In addition to providing access to Forest resources for a variety of uses and functions, the Forest road system also provides transportation for a number of local businesses and serves as commuter routes for local residents.
Many of the existing roads, some initially built by timber purchasers, were not originally designed to meet present demand. In January 2001, the USFS adopted a new road management policy, which directs the Agency to maintain a safe, environmentally sound road network that is responsive to public needs and affordable to manage. Over the past few years, the Forest has had to reduce the mileage maintained because of decreased funding. The annual cost of maintaining the transportation system to standards as defined by the road management objectives is considerably higher than the funds allocated. The National Forests in North Carolina currently receives only approximately 15 percent of what is needed for annual road maintenance. As a result, there is a backlog of maintenance work and upgrades that are needed to meet accessibility standards.
Because funding is not adequate for identified needs, those roads with higher total road maintenance needs, including annual and deferred, are a higher risk for health and safety and resource damage. Based on the total cost of maintenance per mile, 23 roads (41.5 road miles) have been rated as high risk, 29 roads (25.5 road miles) as moderate risk, and 25 roads (17.3 road miles) as low risk on the Uwharrie National Forest. No maintenance data is currently available for 21 roads (22.6 road miles) on the Forest.
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The USFS handles much of its maintenance activities with service or construction contracts. Service costs associated with the road system include planning, construction, maintaining, and decommissioning roads. Maintenance costs include items such as culvert cleaning and replacement, blading and gravel replacement, removal of heavy roadside vegetation, roadside mowing, sign maintenance, and ditch work. Revenue income that is either directly or indirectly dependent on the road system includes receipts from sales of commodities such as timber, recreation fees, and other services such as special use permits.
The major sources of Forest receipts in North Carolina are:
Timber related revenues $680,167 General recreation and special uses revenues $204,642 Power and minerals revenues $51,072 Recreation fee demonstration projects receipts $1,167,276
In addition to the direct costs associated with maintaining the roads in a safe and usable condition, the USFS also incurs indirect costs associated with deferred maintenance. Inadequate maintenance can contribute to environmental damage and affect the accessibility of Forest resources and the revenues associated with their use. Runoff from poorly maintained roads increases erosion and sedimentation damage, thereby having the indirect effect of increasing costs to improve soil and water quality. Erosion around culverts forces sediment into streams causing significant environmental damage. In recent years, a few stream segments in the Uwharrie National Forest have been identified as impaired due to erosion from nearby roads. These areas have been recognized as requiring restoration.
The USFS can adopt certain practices to reduce costs and improve road conditions. A number of local roads are closed following fall harvest to reduce environmental damage and maintenance costs. Additionally, the USFS continues to decommission roads that are no longer required for Forest management or are causing significant environmental damage. A de-emphasis on the construction of new roads in currently undeveloped areas would allow the USFS to focus on the maintenance of its existing road network. Retention of existing roadless areas decreases maintenance requirements and enhances the scenic quality of certain areas, thereby increasing Forest revenues derived from increased annual visitation.
Special projects that are directed toward upgrading existing trouble spots could serve to diminish the level and cost of future maintenance. One new project includes the reconstruction and paving of USFS Roads 567,544, and 597. This project will involve approximately 6 miles of USFS road surface, as well as the removal and replacement of 3 bridges, including the FDR 576 Bridge over Moccasin Creek, and an arch culvert over McLean's Creek on FDR 544 and associated approach work.
Two nationwide, road-related initiatives currently under development will also influence the future operation and maintenance of the Forest road system. The RAP incorporates an ecological, social, and economic approach to transportation planning to comprehensively address road issues. The USFS Public Road Program will allow the USFS to designate a large number of roads as “public” and to receive fuel tax revenues based on Forest use to operate the road system.
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EC (2): How does the road system affect the priced and non-priced consequences included in economic efficiency analysis used to assess net benefits to society?
Assessment of the net consequences of the Uwharrie National Forest road system involves both market and non-market values. Market value is an expression (usually, but not always in monetary terms) of the outcome of the production, consumption, or exchange of goods or services. It is usually represented by the sale price of a given commodity. Non-market values are generally an expression of some intrinsic benefit associated with experience or use and are usually represented in non-monetary terms. Non-market values can be classified as active or passive. Active use value normally applies to goods or services that are used in association with some specified activity, such as recreation. Passive use values include things that are appreciated without actually using them, such as a scenic landscape or are valued for preservation, such as cultural resources.
Management of the Forest roads system includes decisions to build new roads, rebuild or perform maintenance on some roads and not others, or decommission or temporarily close roads that are no longer required. These decisions are based on a rational evaluation of the cost of the chosen practice as compared with its net benefit. Both market and non-market consequences of Forest roads in the Uwharrie National Forest and any changes made to these roads must be included in the analysis of economic efficiency. Efficient and equitable allocation of resources requires consideration of the extent to which Forest roads can alter passive use value.
The road system in the Uwharrie National Forest provides access to 8 developed recreation sites supporting 20,000 visitor days per year. The road system also supports access by users of dispersed recreation resources who account for approximately 280,000 visitor days per year, 110,000 of which are related to hunting, fishing, and nature and wildlife viewing activities. The type of recreation available in a particular area of the Forest depends in large part upon whether or not there are roads present, and the extent to which the roads are open to vehicular traffic.
For the three counties surrounding the Uwharrie National Forest (Davidson, Montgomery, and Randolph), the agriculture, timber, recreation, and entertainment sectors represent at least five percent of the local economy. The Montgomery County Strategic Plan for Economic Development identifies the presence and accessibility of the Uwharrie National Forest as one of the key economic assets of the County and the enhancement of trade associated with Forest tourism as a key economic development goal.
The market values associated with road management and policy decisions can be readily quantified. The benefits of the Forest road transportation system related to such activities as timber sales or recreation use fees and permits are relatively direct. However, non-market values are more difficult to determine. In most situations, these values are dependent on the inherent qualities of a specific area within the Forest and are not amenable to characterization in strictly monetary terms. The qualities of natural resources, especially roadless areas or other natural areas with desirable aesthetic characteristics, are valued by Forest visitors. Construction of new roads, although increasing access to these desired areas, may also seriously affect the passive use values that visitors associate with these areas. Deferred maintenance or the
4-20 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process decommissioning of other roads may be necessary to meet budget and funding constraints, but may, in turn, compromise access to areas that are important to certain users of Forest resources.
EC (3): How does the road system affect the distribution of benefits and costs among affected people, primarily in the local communities?
The condition and availability of the Forest road system is a major factor in determining who uses the Forest, how much use is made, and what areas of the Forest are accessible. The construction, maintenance, and decommissioning of Forest roads are associated with both costs and benefits to Forest users and to the local resident population. Benefits that are associated with direct economic activity in the Forest include logging, silviculture operations, fishing, hunting, and the harvesting of special Forest products. Also supported are businesses that depend on Forest access, such as recreation guides, outfitters, and rafting permittees.
Some indirect economic benefit to the local community is also derived through contracts for maintenance and construction of Forest roads. Contracts are let through mandated USFS contracting procedures that ensure that there is equal access based on gender or ethnicity. Operation and maintenance of the road system represents an on-going input to the local economy in the form of employment and income to local residents.
The impact of the Forest is reflected as a part of the Agriculture, Forestry, Fishing, and Mining and the Recreation, Entertainment, Accommodation, and Food Services sectors of the local economy. Together these sectors accounted for 5.5 percent of the total employment in the 3 county area surrounding the Forest. Based on the findings of the 1986-2000 LRMP, timber production for the Uwharrie National Forest is projected at 5.7 million board feet annually. Actual production, however, has been substantially less.
Recreational uses of the Forest depend heavily on access provided by Forest roads (see Section 4.10 below). Changes in accessibility resulting from new construction, deferred maintenance, or closure and decommissioning can alter visitor use patterns and may affect the distribution of recreational opportunities available to various user groups and segments of the local residential community.
Forest roads provide access for the harvesting of special Forest products such as firewood, herbs, natural foods, and medicinal or ceremonial plants. Such activities are especially common among certain minority and low-income groups, but may also support small cottage industries among the general population, as well. For local harvesters who may be a part of these groups, access by road to certain areas of the Forest may be an important factor in continuing these harvesting practices.
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4.5 COMMODITY PRODUCTION: TIMBER, MINERALS, RANGE, WATER PRODUCTION, AND SPECIAL FOREST PRODUCTS
TM (1): How does the road spacing and location affect logging system feasibility? TM (2): How does the road system affect managing the suitable timber base and other lands? TM (3): How does the road system affect access to timber stands needing silvicultural treatment?
The roads system in the Uwharrie National Forest is the principal means by which access is provided to forest stands for prescribed burning, timber harvests, other silvicultural treatments, as well as timber monitoring and evaluation activities. State, County, and USFS arterial and collector roads provide access to National Forest lands at the compartment level, while the network of lower maintenance level roads (maintenance levels 1 and 2) allow for access to the majority of individual forest stands. The majority of roads (69 roads, 83.5 road miles) on the Uwharrie National Forest have been given a high value rating for timber management, indicating that the road is vital for timber management access. Only 25 roads (1.9 road miles) have been given a moderate value rating for timber management, and 4 roads (3.5 road miles) a low value rating (not used for timber management purposes).
Based on GIS data sources, of the stands on the Forest, 31% are found greater than a tenth of a mile away from a nearby access road, and 15% are greater than one quarter of a mile away from a passable nearby access road. Based on this calculation, it is anticipated that timber harvest operations or emergency silvicultural operations (i.e. SPB sanitation harvests) on the forest would likely often require temporary road construction, and may, for those stands at farther distances, be better served by more permanent low maintenance level roads. It should be noted that this latter observation is generally addressed at the project level, where the costs and benefits of temporary vs. permanent road construction are weighed relative to natural resource concerns, financial burdens, and plan objectives. [Note: This assessment is based on the aerial distance between a nearby road and an individual timber stand and does not take into account ground conditions that may inhibit access, such as streams, waterbodies, or intervening private land.]
Table 4-6. Road access to timber stands Road types included in Stands greater Stands greater calculation than 0.1 miles than 0.25 miles from a road from a road FS and State Roads 354 31% 176 15% FS, State, and Unclassified Roads 265 23% 120 10%
SP (1): How does the road system affect access for collecting special Forest products?
Virtually the entire existing road system is used for collecting special Forest products for personal use, such as nuts and berry picking and panning for gold. The existing road system is generally adequate for commercial special Forest products, such firewood cutting. When roads
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are decommissioned or closed it reduces access for some of these types of uses. Any foreseeable changes in the area transportation system are expected to maintain adequate access for these types of activities.
MM (1): How does the road system affect access to locatable, leaseable, and salable minerals?
All USFS land in North Carolina has been obtained under special circumstances, such as purchase, exchange, condemnation, or donation. As such, they are termed ‘Acquired Lands’ and are open to prospecting and leasing under the Acquired Lands Leasing Act of 1947, as amended (30 U.S.C. 351-359) and Section 402, Reorganization Plan No. 3 of 1946 (60 Stat. 1099). When the USFS manages the surface of “acquired” lands, the USFS must give its consent for any mineral exploration and development activity. The USFS must determine whether such activities are compatible with the purpose for which the land was acquired.
Access to claims is addressed on an individual basis, and such access may be closed to the general public. Most roads constructed into mining claims are temporary. Where reconstruction, construction, and reclamation are necessary for access, bonding is required as part of Operating Plans or Notice of Intent. Existing arterial and collector roads are utilized to access the general area and are sufficient for that purpose. Transportation plans are generally developed as part of each minerals activity requiring access.
Under Section 4 of the ‘Preference Right Lease or Mineral Materials Permit,’ there are several requirements to which the permittee must agree. The permittee shall fully and currently repair all damage, other than ordinary wear and tear, to National Forest or project roads caused by exercising the privileges of the permit. No transportation of mineral materials shall be permitted on roads until drainage acceptable to the USFS is installed. The USFS shall have the right to use any road constructed by the lessee. Roads constructed by the permittee may be used by other parties in connection with other authorized uses of the National Forest (they shall pay their share of maintenance costs). Additionally, regulations require that roads needed for mineral activities shall be constructed and maintained to minimize or eliminate damage to resource values (including wildlife). Unless otherwise authorized, roads that are no longer needed for operations shall be closed to normal traffic, bridges and culverts removed, and the road surface shaped to as near a natural contour as practicable and stabilized.
At the time of the 1986 LRMP, a minimum of 36 significant mineral occurrences and activities had been documented within the potential Uwharrie National Forest boundary, most of which are on private land. The United States government owned complete mineral rights to 95 percent of the Forest. A total of 48 mines were active in the three counties encompassing the Uwharrie National Forest at the time of the 1986 LRMP. They included stone, talc, clay, gravel quarries, and mines for metals (USFS, 1986b). However, there is currently no information regarding on going mineral leases or extraction on the Uwharrie National Forest. The USFS has total discretionary authority for disposal of common variety minerals and is not obligated by any statutory requirements. The minerals in the Birkhead Mountains Wilderness Area are withdrawn from all forms of appropriation under mining laws and from disposition under all laws pertaining to mineral leasing.
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[NOTE: There is no information on mineral leasing or extraction specific to the Uwharrie National Forest. This question was rated low priority by the USFS, and is only discussed on a cursory level.]
WP (1) and WP (3): How does the road system affect access, construction, maintaining, monitoring and operating water diversions, impoundments, and distribution canals or pipes? How does the road system affect access to hydroelectric power generation?
Road access directly affects the construction, maintenance, and operating of water systems, primarily by facilitating the transportation of equipment used to build and maintain these structures. Road systems in the Uwharrie National Forest directly influence the management of all Special Use Permits by providing access to privately owned lands/facilities for their construction and maintenance.
There are hydroelectric impoundments operated by Yadkin, Inc. on Lakes Badin and Tillery. Primary access to these sites is provided by state and local roads.
WP (2): How does road development and use affect the water quality in municipal watersheds?
Road development affects water quality by introducing both point and non-point pollutants. Point pollutants may include chemical or petroleum spills. Non-point pollutants include road surface treatments and other chemicals that are unintentionally deposited on the traffic surface, but that accumulate there. These pollutants may eventually reach streams through drift, runoff, or adsorption into the soil. The degree of water-quality deterioration is a product of the amount of chemical applied, the proximity of the road to a stream, and the rainfall and wind events that propel chemical and sediment movements. Other potential pollutants include de-icing salt products and pesticides used to keep the roads clear of encroaching vegetation.
There are five municipal water supply sites servicing the area around the Uwharrie National Forest. One municipal water supply site, near the town of Troy, is situated upstream of the Uwharrie NF, and would not be affected by the Forest road network. Badin Lake and the Yadkin/Pee Dee River support the other four drinking water supply sites. These sites are not likely to be impacted by the Forest road network due to the low level of traffic on forest roads and the relatively small impact Forest roads have on the watershed in relation to surrounding roads and industry.
WP (2) is best addressed at the project level scale since site-specific conditions are needed to estimate potential risk.
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4.6 SPECIAL USE PERMITS
SU (1): How does the road system affect managing special-use permit sites (concessionaires, communications, sites, utility corridors, and so on)?
A variety of special use permits exist across the Uwharrie, ranging from utility corridors and communication sites, recreation permits, and road access to private land through the National Forest. Road systems located on National Forest System lands directly influence the management of all special use permits to access, construct, and maintain privately owned lands/facilities on or adjacent to the Forest.
Some special use permits authorize facilities and services necessary for public health, welfare, and safety, while others authorize uses of private nature. Permitted uses vary from the operation of septic systems, natural gas pipelines, power transmission lines, recreation concession operations, major communication sites, wastewater treatment plants, etc. North Carolina has approximately 1,350 permits authorizing uses of National Forest lands. Of these permits, approximately 930 are for land-based uses and 385 permits are for recreation activities, such as outfitting, guiding, and whitewater rafting (USFS, 2001). All of these uses depend on maintenance level 3, 4, and 5 roads for primary access and maintenance, as well as their connection to the State, County, and Federal highway systems.
There are currently 0.4 miles of telephone lines and 4.4 miles of power transmission lines within the Uwharrie National Forest. The majority of these lines are located in the southern portion of the Uwharrie National Forest near or south of State Routes 24 and 27. These numbers are based on available GIS data. Management practices for these utility right-of-ways have not been identified and summarized for this report.
4.7 GENERAL TRANSPORTATION
GT (1): How does the road system connect to public roads and provide primary access to communities? GT (2): How does the road system connect large blocks of land in other ownership to public roads (ad hoc communities, subdivision, in holdings, and so on)?
The Forest and surrounding areas include numerous small tracts under public management, interspersed by private inholdings (see Figure 1-1). The largest block of public land lies adjacent to Badin Lake. State roads or USFS arterial and collector roads provide access to private lands that are dispersed throughout the Uwharrie National Forest.
Using Census 2000 block group data for those block groups that include some part of the Forest area, the total population directly served by the Forest road system can be can be estimated at 23,532 residents. In addition to the communities lying in or immediately adjacent to the Forest, there are a number of communities in the surrounding area. The City of Albermarle, population 15,680, is the largest of these communities and lies to the west of the Forest in Montgomery County. Troy, the second largest community in the surrounding area, with a population of 3,430
4-25 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process people, lies to east of the Forest. Several other Montgomery communities, also located in the area surrounding the Forest, include Badin, Mt. Gilead, Candor, and Biscoe. These communities range in size from 825 residents (Candor) to 1,700 residents (Biscoe). Randolph County communities include Asheboro, population 21,672, to the north of the Forest and the smaller community of Seagrove, population 246, to the east of the Forest.
Major communities in the local area are connected by U.S. Highways or by State roads. State routes that pass through the Forest connect smaller communities, such as Edorado, Ophir, or Wadeville. Forest roads are not a substantial component of the transportation connector system for local communities. In total, the road system through the Forest provides access and at least some portion of the transportation requirements for approximately 49,763 residents living in the 10 established communities either along the Forest boundaries or in the nearby surrounding area.
GT (3): How does the road system affect managing roads with shared ownership or with limited jurisdiction? (RS2477, cost share, prescriptive rights, FLPMA easements, FRTA easements, DOT easements)
Numerous roads crossing the National Forest fall under the jurisdiction of agencies other than the Forest Service. When desirable, cooperative agreements should be established to share road improvement and maintenance responsibilities when all partners can benefit. The Forest Service, Federal Highway Administration and the NCDOT signed a Memorandum of Understanding (MOU). This document set forth general procedures for planning, programming, environmental studies, design, construction and maintenance of designated Forest Highways. When funding is secured and improvements are made to bring these sections to Federal Highway Administration standards, the intent is to turn them over to the state. The Forest needs to cooperate with these agencies by supporting them in their efforts to obtain funding through the Federal Lands Highway Program.
At present, Federal Highway Administration funding procured by the Forest Service is being used to replace the arched culvert on FS 544 over Moccasin Creek, the vented ford bridge on FS 597 over Reves Spring Branch, and the FS 597 bridge over McLean Creek. These improvements are part of the Forest Highway 49 project, which will upgrade a stretch of road connecting FS 576, FS 544, FS 554, and FS 597. This upgrade will allow for the Forest Service to pursue a formal agreement to transfer jurisdiction and maintenance of this road to NCDOT.
There are no cost-share agreements with private or public landowners on the Forest. There is a need to pursue agreements of this type. Rights of access by law, reciprocal rights, or easements are recorded in Forest files and county courthouse documents. The Forest recognizes these rights and works with the owners to preserve access while protecting the natural resources and facilities on adjacent National Forest Lands. Two FS roads, FS 597 and FS 6584, currently provide access to large private land developments (Woodland Estates and Green Gap Development, respectively) and agreements of this type should be pursued.
There is also an understanding by the Forest Service that individuals or entities may have established valid rights, unknown to the Forest Service at this time, to occupy and use National Forest lands and roads. The courts have established that such valid outstanding rights may be
4-26 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process subject to some federal regulation. See Sierra Club v. Hodel, 848 F 2d. 1068 (10th Circuit, 1988). This analysis recognizes that such valid outstanding rights may exist and the Forest Service will certainly honor such rights when it is subsequently determined that the specific facts surrounding any claim to such rights meet the criteria set forth in any respective statute granting such occupancy and use (see Washington County v. The United States, 903 F. Supp. 40 [D. Utah, 1955]).
GT (4): How does the road system address the safety of road users?
Roads in the Uwharrie National Forest generally meet standards that provide for recreational and administrative access while limiting natural resource degradation. Roads not generally used by the public are often not built for safe public vehicular use. For example, many local roads are used primarily for land management operations and are often closed after land management is completed in order to reduce human disturbance to wildlife, environmental damage, and maintenance costs. In contrast, roads that support access to recreation areas are maintained to insure public safety and prevent significant resource damage. In the Uwharrie National Forest, 29 miles of USFS road are open for driving. The USFS continues to adhere to road construction and maintenance standards, in accordance with the National Highway Safety Program, established by the Highway Safety Act.
Safety work such as surface maintenance, roadside clearing and installation and maintenance of warning and regulatory signs are performed on an annual basis. Traffic control signing follows standards set forth in the Manual on Uniform Traffic Control Devices (MUTCD). Exceptions are permitted where State or county practices on similar public roads deviate from these guidelines.
One barrier to evaluating road safety is the lack of any comprehensive program on the National Forest in North Carolina for identifying accident locations and for maintaining surveillance of those locations that have high accident rates. Currently, the USFS is not immediately informed when accidents occur on Forest roads unless an employee is involved. When the USFS becomes aware of an accident, it initiates an investigation to identify the cause. If the investigation determines a feature of the road is at fault, addressing the condition becomes a high priority. The Highway Safety Act requires the USFS to implement a program for identifying accident locations and monitoring these locations. The USFS needs to address this area of non compliance.
As previously stated, maintenance needs and risks to public safety have been identified on some of the roads on the Uwharrie National Forest. Public safety is a critical factor in managing the transportation system. A total of 14 roads (20.7 road miles) were rated as high risk for public safety on the Forest. In addition to these, 5 roads (6.0 road miles) were rated as moderate risk for public safety. However, the majority of roads (79 roads; 80.1 road miles) were rated as low risk to public safety. The following factors were considered in assigning a public safety risk to each road: presence of pedestrian traffic, amount of vehicular traffic, amount of year road is open, condition of road, excessive speed identified as issue, other identified law enforcement issue, OHV trail, or other identified safety issue.
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4.8 ADMINISTRATIVE USES
AU (1): How does the road system affect access needed for research, inventory, and monitoring?
The current road system provides good access for research and monitoring of resource management activities on the Forest. The results of such monitoring efforts and studies often aid decision-makers on other access-related issues as well as contribute to other general objectives.
AU (2): How does the road system affect investigative or enforcement activities?
The road system on the Uwharrie National Forest (particularly maintenance level 3, 4, and 5 roads) facilitates investigative and law-enforcement activities within the Forest. These roads provide access to developed and dispersed recreation sites, which enables increasing public use, as well as increasing incidences of common violations. In FY 2001, 73 arrests were made, 1961 citations were processed, and 225 warning notices were processed on the National Forests in North Carolina. Although a more extensive road system may contribute to increased common crimes, such as natural resource theft and petty thievery, these roads also generally provide good access for investigative and enforcement activities.
Major complaints of National Forests in North Carolina users typically involve disturbances, threats, intimidation, vandalism, vehicle break-ins, theft of Forest products, illegal dumping, disposal of hazardous materials, resource damage and the growing problem of illegal drug use. These law enforcement issues are all facilitated by the existence of a good road system.
OHV use is the most common travel management violation, and maintenance level 3, 4, and 5 roads provide access for these vehicles. The demand for OHV opportunities on the Forest is increasing. People driving around gates on closed roads, which is usually done to access hunting or fishing spots, are another travel management violation. Theft of Forest products is also usually directly related to the open road system. These violations mostly involve thefts of firewood, planted saplings, and Christmas trees.
There are increasing incidences of minors in possession of alcohol and illegal drugs on the Forest. Much of this activity is in the form of evening partying. These gatherings often result in other resource and property vandalism. While the road system on the Forest facilitates illegal activities, there are no known direct road-related causes of significant illegal activities.
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4.9 PROTECTION
PT (1), PT (2), and PT (3): How does the road system affect fuels management? How does the road system affect the capacity of the USFS and cooperators to suppress wildfires? How does the road system affect risk to firefighters and to public safety?
Fuels reduction on the Uwharrie NF is accomplished primarily with the use of prescribed fire or mechanical thinning. Typically, roads are used as firebreaks during prescribed fire treatments. Road access also increases fire management efficiency, safety, and reduces costs and resource impacts from repetitive fireline construction. Roads provide access for fire personnel to monitor conditions before and after a fuels management treatment, and forest conditions after wildfires have occurred. They also provide a means of access for other methods of reducing fuels such as timber harvest, manual/mechanical thinning, and firewood collection.
The Uwharrie National Forest conducts prescribed burning in pocosin areas in order to increase the number of plants that exist on a site until the site is reclaimed by more robust pocosin species. The Uwharrie LRMP calls for the use of well-traveled roads and highways to mitigate adverse effects of burning. In 1986, about $0.94 per acre was provided annually for prevention, detection, and preparation for fighting wildfire, and the plan called for an increase to $1.28 per acre. In 1986, about 750 acres per year were burned with controlled fire in order to reduce the potential for wildfires, and that number was expected to increase to 1,000 acres. Additionally, about 400 acres were burned to prepare sites for timber regeneration and about 860 acres were burned specifically to provide food and habitat for animals. The LRMP projected in 1986 that in the future years about 460 acres for timber regeneration and 1,540 acres for foot and habitat for wildlife would be burned per year.
Roads that are necessary for fuels treatment or fire suppression are valuable. They enable an increase in the scale and efficiency of fire suppression by supplying access to areas with fuel accumulation. Additionally, they provide fuel-breaks, essentially hindering fire spreading by breaking fuel continuity. Of the roads under FS jurisdiction on the Uwharrie NF, approximately 73% (72 roads, 86.8 miles) were rated as highly valuable, 15% ( 15, 17.7 road miles) considered moderately valuable, and 11% (11 roads, 2.3 road miles) were considered of low value for forest management and fires suppression operations.
In many cases, the roads that are above described as highly useful to fuels management or wildfire suppression operations, may also pose safety risks to those fighting wildfires or supporting fuels management operations. The degree to which a road allows for more safe and/or efficient fire suppression efforts depends on factors such as strategic location, navigability of the terrain, having vistas of the surrounding environment and roads designed and maintained to carry the type of traffic common to fire suppression. Of the roads under FS jurisdiction on the Uwharrie NF, approximately 20% (20 roads, 21.8 miles) were rated as high risk, 54% ( 53, 55.7 road miles) considered to have moderate risk, and 26% (25 roads, 29.3 road miles) were considered to have low risk associated with fuels management and fires suppression operations. Those roads considered to have high value and high risk for fire suppression and fuels management operations should be reviewed for their current conditions, and if necessary
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improved to ensure safety in the event of wildfire or fuels management needs. The following roads are listed as having both high value and posing high risk for fuels management and fire suppression operations.
Table 4-7 High Value – High Risk roads for fuels management and fire suppression activities FS Road Miles Road Name Number 6533 1.02 STRIDER 6586 0.82 SHINGLE TRAP 6623 0.83 MORGAN 6690 0.92 ROBERDO W/L 6745 0.35 HENDERSON 6677 0.51 RABBIT MT 6715 0.53 LAUREL HILL 6718 0.57 PEARLY
PT (4): How does the road system contribute to airborne dust emissions resulting in reduced visibility and human health concerns?
Dust is emitted into the atmosphere by vehicles moving on unpaved Forest Service roads, and large amounts of this dust can reduce visibility and contribute to human health problems. Airborne dust is a component of particulate matter that is monitored by the North Carolina Department and Natural Resources and others at four locations near the Forests. Particulates 10 microns or smaller in size (PM10) are of concern because they can adversely impact people’s health, reduce the visibility of the mountains, and reduce how far and clearly a person can see when driving along a roadway. Overall, the PM10 values recorded near the Forests are below levels of concern for human health (150 ug/m 3 ) and roadway visibility impairment. During specific planned commercial use or construction operations using unpaved Forest roads, watering or other dust-abatement treatments are often required by the Forest Service to reduce dust emissions.
4.10 RECREATION: UNROADED AREAS AND ROAD RELATED RECREATION
[Corresponds to UR (1) and RR (1)]: What are the supply and demand relationships for non- motorized and/or motorized recreation opportunities?
The rolling Piedmont of the Uwharrie National Forest provides for a variety of recreational opportunities. The recreational opportunities available in a particular area of the Forest are heavily dependent on the presence of roads and trails and the extent to which they are open to the public. The demand for recreational opportunities and planning to supply the anticipated demand is a part of the Forest planning process. The 1986-2000 LRMP identifies a strong public interest in OHV use in the Forest. In the Uwharrie National Forest, approximately 25,700 acres
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are open to cross-country travel, and most areas are open to pedestrian travel. Hunters use these areas extensively. Approximately 18,000 acres of the Forest are closed to cross-country travel. OHV travel is restricted to specific areas or to open routes on an additional 13,000 acres. Badin Lake, the area of heaviest recreation use includes only about 15 miles of designated OHV route (USFS, 1986a).
The current supply of available roaded recreation opportunities within the Uwharrie National Forest is sufficient to meet current and foreseeable future demand. The Forest provides opportunities for OHV use. This activity is largely dependent on designated OHV routes and therefore is limited by the road system. Demand for motorized and non-motorized recreation in the Forest is growing, especially in the Badin Lake area and along the 20-mile Uwharrie National Recreation Trail.
UR (2) and RR (2): Is developing new roads into non-motorized areas, decommissioning of existing roads, or changing the maintenance of existing roads causing substantial changes in the quantity, quality, or type of non-motorized and motorized recreation opportunities?
Construction of new roads, especially into roadless areas can have the effect of changing passive use values for visitors. However, this effect is dependent on the characteristics and qualities of the particular area in question. For example, if the availability of scenic landscape in a given region is high, the introduction of a new road may not have a serious effect. Over the past decade, construction of new roads in the Uwharrie National Forest has not been substantial. No new major road construction is planned in the foreseeable future. As a result, there has been relatively little change in the quantity, quality, or type of recreation opportunities available.
The Forest continues to decommission roads that are no longer required for Forest management or are causing significant environmental damage. Most of the decommissioning activity has occurred on “unclassified” old woods roads. In general, the effect of decommissioning has been relatively minor. Because of the low total mileage of decommissioned roads on the Forest, no substantial change in recreational opportunities is expected to occur Forest-wide. A significant level of decommissioning activity would be required to alter the perceptions, expectations, or experience of Forest visitors. Decommissioning could result in increased visitor activity in certain areas where the enhanced non-motorized appearance following decommissioning enhances the appeal of these areas.
Currently, there are 26 roads (45.6 road miles) rated as high value for recreation on the Uwharrie National Forest, indicating that the road accesses major developed recreation complexes and/or a wide variety of high use dispersed recreation opportunities. In addition to these, there are 56 roads (18.4 road miles) rated as moderate value for recreation, indicating that the road accesses minor developed recreation area(s) and/or a variety of moderately used dispersed recreation opportunities. A total of 16 roads (42.8 road miles) are rated as low value, indicating that these roads are used only for minor dispersed recreation opportunities.
Road maintenance levels can affect the quantity, quality, or type of recreation opportunities available in the Forest. An increase in road maintenance could result in easier access to recreational areas and increased user visitation. Conversely, deferred maintenance results in
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some level of impaired use that could be important in providing access to popular recreation areas. Currently, the maintenance requirements of the road system in the Forest exceeds the funds available for this purpose, resulting in a maintenance backlog.
How do user-created routes affect the management of the road system?
There are currently 16.4 miles of designated OHV trails on the Uwharrie National Forest, the majority of which are concentrated in the Baden Lake area. Trails not open for OHV use are signed as closed or restricted. Although most public users conform to posted restrictions, user- created routes may become a problem in areas where signs have been damaged or removed or where repeated illegal use exists on a small scale. Once new routes are created on a small scale, there is a tendency to attract additional users on a much larger scale, especially in areas where the user-created route opens access to an otherwise closed or limited use area. Mitigation of the potential adverse effects of these routes on the environmental or passive use values associated with the Forest can require additional USFS attention, requiring that resources be diverted from other planned uses.
UR (3) and RR (3): What are the adverse effects of noise and other disturbances caused by building, using, and maintaining roads on the quantity, quality, or type of non-motorized and motorized recreation opportunities?
Noise disturbance caused by developing, using, and maintaining roads can adversely affect experience of non-motorized and motorized recreation outing. Road noise close to sensitive areas may affect the recreation experience and preclude areas from providing the feeling of solitude and remoteness so important to some non- motorized Forest visitors. Generally, most motorized recreation users have a higher level of acceptance of noise and other disturbance since they are usually not there to experience solitude. Vehicular traffic on roads increases the noise level, particularly during high use periods on weekends and holidays. However, the adjacent area is mostly vegetated with forested cover, including grass, shrubs, and trees. Factors such as vegetative cover, terrain, wind, and weather impede the propagation of sound, and thereby provide attenuation of noise experienced by an observer. Topography can also greatly affect sound propagation by reflecting sound away from a nearby receptor. Noise from road improvements may be intense but is short-term, whereas traffic noise from most Forest roads is less intense, but may be an every-day occurrence.
UR (4) and RR (4): Who participates in non-motorized recreation and motorized recreation in the areas affected by constructing, maintaining, and decommissioning roads?
Roads provide access to the Forest for a diverse user population engaged in a variety of recreational activities. Some recreation users value a more “wilderness” type of experience; whereas others prefer recreation in more heavily used areas. The primary users of the Uwharrie National Forest are geographically located in the central portion of North Carolina.
Recreation preference and participation varies by age. The Uwharrie National Forest Recreation Realignment Report, 2001 identifies the population ages 35 to 44 as the single largest group in the analysis area immediately surrounding the Uwharrie National Forest. For this
4-32 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process group, developed camping, horseback riding on trails, and day hiking are favored activities. The 15- to 24-year-old group is the second largest in the Forest area and tends to favor backpacking, primitive camping, and mountain biking activity. Horseback riding, trail riding and primitive camping are favored activities among the next largest age group, 45 to 54 years old. For the 25 to 34-year-old group, favored activities include horseback riding, mountain biking, and OHV riding.
Generally, older recreation users of the Forest prefer activities that are easier to access and afford greater convenience. The smallest age cohort in the surrounding population, the 55 to 64 years old group tends to prefer viewing or photographing wildflowers, trees, or other natural vegetation, small game hunting, and birdwatching activities. Many disabled visitors to the Forest will have special requirements for access that define their outdoor recreation preferences. Persons with physical disabilities tend to prefer birdwatching, viewing wildlife and swimming, while persons with other types of disability also include warm water fishing in their preferences.
Gender differences also affect recreation participation, the Uwharrie National Forest Recreation Realignment Report, 2001 reports that favored activities among females include viewing or photographing wildflowers, trees, or other natural vegetation, viewing wildlife, birdwatching, horseback riding and trail riding. For males, the preferred activities are small game hunting, big game hunting, backpacking, warmwater fishing, and OHV driving. Recreation preferences also tend to follow residence patterns. Urban residents generally prefer activities such as backpacking, swimming, day hiking, and visiting waterside, wilderness, or other primitive roadless areas. Rural residents tend to prefer such activities as game hunting, horseback riding, and trail riding.
Of the activities especially suited to National Forests, OHV driving, wildlife viewing and warmwater fishing have seen the biggest increase in interest among the local area population. Swimming in natural water, trail riding and day hiking have also increased over the past six years. Hunting and camping activities appear to have declined somewhat in interest and participation.
RR (5): What are these participants’ attachments to the area, how strong are their feelings, and are alternative opportunities and locations available?
The Forest serves a population of approximately 308,378 residents who live in the 3-county area that surrounds the Forest. Visitation to the Forest from outside the area, primarily from the central North Carolina region, increases the number of people who have easy access to the recreational and other resources afforded by the Forest.
Traditional users of the Forest, such as local residents and those with a long-term history of personal or family identity with the Forest as a whole or with particular places or events that may have occurred in the Forest will have developed a special attachment to the area. This attachment enhances the recreational experience of the user, and because it is specific to the individual and the Forest, it is difficult to duplicate elsewhere.
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How does the road system affect visual quality? How is developing new roads, decommissioning of existing roads, or changing the maintenance of existing roads into unroaded/non-motorized areas affecting visual quality?
High value is placed on roads that satisfy Visual Quality Objectives (VQO’s), which are set during the Forest planning process. VQO’s focus on (1) the view of roads as a long-term modification of the landscape, and (2) recreation visitors’ views from roads.
People assign passive-use value to natural resources, especially road-less areas and natural areas with unique characteristics. Roads introduce an obviously human modification into a natural- appearing landscape and can take away from passive-use value. However, roads that supply access to such areas may be of value, provided that their presence does cancel out the passive- use value of the natural area. There are ways to lessen the visual effect of road construction and maintenance such as careful alignment and minimum clearing and grading. Also, careful vegetation management, proper drainage, and road surface maintenance can enhance views from and along a road.
4.11 PASSIVE USE VALUE
PV (1), PV (2), PV (3), and PV (4): Do areas planned for road entry, closure, or decommissioning, have unique physical or biological characteristics, such as unique natural features and threatened or endangered species? Do areas planned for road building, closure, or decommissioning, have unique cultural, traditional, symbolic, sacred, spiritual, or religious significance? What, if any, groups of people (ethnic groups, subcultures, and so on) hold cultural, symbolic, spiritual, sacred, traditional, or religious values for areas planned for road entry or road closure? Will building, closing, or decommissioning roads substantially affect passive use value?
People do not have to be active users of the Forest Service road system in order to hold values regarding access to Forest Service lands, or to benefit from the existence (or nonexistence) of the road system. These “passive-use values” are values or benefits people receive from the existence of a specific place, condition, or thing--independent of any expectation of themselves participating in active use of it. For example, some people believe that forest roads should be kept at a minimum because of the negative ecological impacts that are sometimes associated with roads (i.e. habitat fragmentation, water quality concerns). Others believe it is important to maintain large tracts of unroaded land in order to protect wilderness values, and leave a legacy of undeveloped land for future generations to experience. Alternatively, some people who do not use the Forest Service road system believe it is important to maintain or expand that system in order to promote values such as resource extraction opportunities, fire protection, and tourism.
Passive-use value was not identified as an issue for the Forest-scale RAP, since no decisions pertaining to road construction or closing are made in this process. Passive-use may be identified as an issue at the project-scale.
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4.12 SOCIAL ISSUES
Who are the direct users of the road system and of the surrounding areas? What activities are they directly participating in on the Forest? Where are these activities taking place on Forest?
Roads provide access to a diverse group of local residents and Forest visitors for multiple purposes, including access to Forest resources and associated activities. The primary users of the Uwharrie National Forest are drawn from populations in the central portion of the State. However, the road system is utilized by a variety of individuals, including local residents, visitors from outside the Forest area, and other groups who may associate the Forest with important social, religious, or family values.
The road system directly serves as part of the transportation needs for the approximately 308,378 residents (2000 Decennial Census) who live in the 3-county area surrounding the Forest. Over the past decade, the population of this area has increased by approximately 20 percent. The system also indirectly supports a Forest user community that extends to the State of North Carolina and surrounding mid-Atlantic and southeastern states. With the steadily increasing population growth in the surrounding area and growing communities along the Forest boundary, the system is experiencing a potentially increased demand from both local residential travel requirements and the Forest user community. This demand is occurring simultaneously with a declining road budget and a large backlog of deferred maintenance work.
The Forest roads are an important means of access for fishing, hunting, hiking, and other recreational purposes. The most popular activities in the Forest are hunting, camping, picnicking, hiking, scenery viewing, and boating. In 2000, approximately 27 percent of total recreation site visits involved scenery viewing, followed by hiking and walking (22 percent) and driving for pleasure (17 percent). Eleven campgrounds, 8 boat launch ramps, and several trailheads and hunting areas are provided for the enjoyment of Forest visitors. The density of recreation sites within the Forest is highest along the fringes of Badin Lake. This area also experiences the highest visitation levels. Other visitors to the Forest seek more remote areas of the Forest for hunting or solitary backpacking.
Why do people value their specific access to National Forests and what opportunities does access provide?
Roads provide access to recreational and cultural resources and significant historic or prehistoric sites. Access to these sites affords opportunity for recreational and educational experiences based on Forest resources. Visitors may associate the Forest with ceremonial, commemorative or celebratory activities, or value the area for its spiritual, sacred, or traditional qualities. The need for access to these areas is of importance to maintaining these use values. Visitors may also rely on the road system within the Forest to gain access to traditional hunting, fishing, and gathering areas. However, users may also value the absence of roads in certain areas as an enhancement of the wilderness experience. The values associated with access are the most sensitive to any management changes of the road system.
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Currently, there are 26 roads (45.6 road miles) rated as high value for recreation on the Uwharrie National Forest, indicating that the road accesses major developed recreation complexes and/or a wide variety of high use dispersed recreation opportunities. In addition to these, there are 7 roads (18.4 road miles) rated as high value for other social uses, indicating that there are long- standing traditional uses accessed by the road and/or the road is an important through road for local users. Fifty-six roads (18.4 road miles) rated as moderate value for recreation, indicating that the road accesses minor developed recreation area(s) and/or a variety of moderately used dispersed recreation opportunities. In addition to these, 67 roads (29.0 road miles) are rated as moderate value for other social uses, indicating that there may be traditional uses accessed by the road. A total of 16 roads (42.8 road miles) are rated as low value for recreation, indicating that these roads are used only for minor dispersed recreation opportunities, and 24 roads (59.5 road miles) are rated as low value for other social uses, indicated that there are few, if any, traditional uses accessed by the road.
What are the broader social and economic benefits and costs of the current Forest road system and its management?
Human communities are dependent on road systems to support important economic, social, and public safety requirements. Effective road management results in improved conditions for safe and accessible travel. Alterations in the road system and associated management practices may have a substantial effect on local lifestyle patterns and practices, the quality of life in local communities or the income derived from local businesses engaged in Forest products or tourism.
Benefits associated with the Forest road system and its management have broader social and economic impacts. For example, local counties receive additional revenue based on the income from the production of goods and services on public lands, such as the Uwharrie National Forest. Under Public Law 106-393, the USFS returns a percentage of this money to the State treasury, which in turn distributes it to local counties on a pro-rated basis. In FY 2002, these payments amounted to $50,034 in Montgomery County, the smallest of the 3 counties in the immediately surrounding area by population. Payments to Randolph County amounted to $11,743, and payments to Davidson County were $1,225 for FY 2002.
Local communities may also benefit from indirect trade as the result of tourist visitation and from direct salaries and wages associated with Forest products industries, or with road construction and continuing maintenance. However, local communities may also be adversely impacted during road maintenance and construction. Traffic congestion, loss of access to certain routes, and the potential impact to important environmental resources must be considered.
How does the road system and road management contribute to or affect people’s sense of place?
The extent to which local residents attach meaning and character to a designated area and identify a “sense of belonging” or a “sense of place” associated with it can be both directly and indirectly affected by road management practices. Important spaces may include natural or scenic vistas, residential, historic or other structures, traditional use areas, or places of scenic or other value for the local community. Specific road management practices can affect access to or
4-36 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process alter the physical setting and character of a place affecting what people value and diminishing their collective experience of the place. Poor road conditions may affect the frequency with which residents use certain places or may contribute to an overall deterioration of visual quality. Similarly, noise, traffic, or other disturbances associated with maintenance or new construction activity may also contribute to a sense of lost value.
What are the current conflicts between users, uses, and values (if any) associated with the road system and road management? Are these conflicts likely to change in the future with changes in local population, community growth, recreational use, resource developments, etc?
As the demand for Forest-related recreation resources continues to grow, recreation activities are likely to conflict more with each other, and with other values associated with the Forest, particularly environmental or cultural values. This is especially true on trails, in backcountry areas, at developed sites, around lakes, rivers and streams, and on roads and nearby areas. OHV use is of particular concern on the Uwharrie National Forest. Generally, conflicts occur between different types of users and are based on the perceived value of the particular resource to the activity in question. Road management policies and practices are important to resolving these potential conflicts, especially as related to changes in access or alteration of the setting of specific sites.
SI (3): How does the road system affect access to paleontological, archaeological, and historical sites?
Road systems close to paleontological, archaeological, and historical sites benefit researchers and scientists whose access to the sites is made more convenient and efficient by them. However, road systems also enable the general public to more easily access these sites, frequently resulting in vandalism, looting, or other detriments to the integrity and fullness of the research. This is an especially important issue in the Uwharrie National Forest, which contains the most densely concentrated number of archaeological sites of all National Forests in the Southeast. The Uwharrie National Forest contains 44% of the archeological sites recorded on the Forests in North Carolina. The Uwharrie has been host to looters who can sell stolen goods to artifact trading companies (Snedeker and Harmon, 1990).
The cooperative efforts of Alcoa Power Company, the State of North Carolina, and the USFS have helped to conduct surveillance and protect Doerschuk and Talbert, two sites that rest partially on the Forest, and from which artifacts have been collected for years. However, as a result, looters have moved on to other sites on the Uwharrie National Forest.
The looting of archeological sites in the Uwharrie National Forest is made easier by the close proximity with which many sites are located relative to roads and recreation areas. In some cases, sites are found less than 100 feet of a road or recreation area, allowing for increased access for looting and potential for unintentional damage. The highest concentration of sites within the Forest is found in the area east of Highway 109, especially around the Badin Lake area. Along Badin Lake road, there are 5 recreational sites and upwards of 60 archaeological sites. Such ready accessibility and high public use around numerous archaeological sites increases the Forest’s vulnerability to archaeological site looting and damage.
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Public involvement and coordination by the USFS and State is helping to reduce the threat looters pose to archaeological sites on the Uwharrie National Forest. Because many archaeological sites are not contiguous, closing roads that lead directly to archaeological sites may be a good way to alleviate some looting. Closed roads coupled with closer surveillance of archeological sites could prove an even more effective means of preventing and deterring looting.
SI (4): How does the road system affect cultural and traditional uses (such as plant gathering, and access to traditional and cultural sites) and American Indian treaty rights?
Roads may affect areas considered sacred by American Indians or religious groups. Their historical, social, and cultural values play a part in the management, development, and decommissioning of roads. The Forest has the legal responsibility to follow the Native American Graves Protection and Repatriation Act (NAGPRA) of 1990 (25 USC 3001 through 3013) which ensures the protection and the rightful disposition of Native American cultural items located on Federal lands and in the Federal Government’s possession or control. NAGPRA provides a detailed definition of cultural items regulated under the Act and includes Native American human remains, associated funerary objects, unassociated funerary objects, sacred objects, and objects of cultural patrimony. Inadvertent discovery and intentional excavation of potential cultural items are covered under NAGPRA. The repatriation of cultural items is limited by both law and regulation to lineal descendants or to federally recognized Indian tribes who have a cultural affiliation with the cultural items.
The Forest’s LRMP 1986-2000 requires that appropriate Native American Tribal Historic Preservation Officer (THPO), State Historic Preservation Officer (SHPO), and other State and Federal Agencies must be consulted if an action, such as road construction, has the potential to disturb a significant cultural resource. The Forest has developed plans to inventory traditional cultural properties and sacred sites and is in the process of identifying Forest products that have traditional ceremonial significance to the Cherokee (Ramey, National Forests in North Carolina, 2001 pg. 42).
Although the Uwharrie National Forest hosts both prehistoric and historic settlements, there do not appear to be any cultural and traditional sites still in use in the Forest. The Uwharrie National Forest is known to have been traditionally used by the Catawba Indians, but today there are no American Indian territories there, nor are there observed American Indians who use the Forest for traditional uses like plant gathering or access to traditional and cultural sites. Therefore, the road system does not affect any of these uses.
SI (5): How does road management affect roads that are historic sites?
Historic roads are roads that through design, experience, or association, have contributed to culture in a meaningful way. This quality may be based on the road’s aesthetics, engineering, or historic significance. Roads designated as historic sites under the National Historic Preservation Act must be managed in accordance with this Act. Features forming parts of a road or that are associated with a road, such as bridges, may also be historically or culturally valuable for their own merits.
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4.13 CIVIL RIGHTS AND ENVIRONMENTAL JUSTICE
CR (1): How does the road system or its management, affect certain groups of people (minority, ethnic, cultural, racial, disabled, and low-income groups)? Is the road system used or valued differently by minority, low-income, or disabled populations than by the general population? Would potential changes to the road system or its management have disproportionate negative impacts on minority, low-income, or disabled populations?
Access to the Forest road system is open and available to all user groups for a broad range of activity. However, members of certain cultural groups or income strata are more likely to use the Forest for specific practices or forms of recreation than others. For example, the gathering of Forest products such as plants or firewood may be more common among those groups that perceive this activity as important to supplementing lifestyle values or income levels. Alternatively, some activities, such as nature walks, hiking, picnicking or sightseeing are commonly enjoyed among almost all groups.
Changes to specific Forest roads may have a greater effect on minority and low-income populations, depending on the extent to which these groups value access to Forest resources and products to supplement income or lifestyle. Conversely, the introduction of new roads into roadless areas may significantly impact certain groups who attach sacred or traditional value to the undisturbed quality of the area. Closure of some roads could limit access to Forest resources and activities for people with disabilities.
Executive Order 12898 “Federal Actions to Address Environmental Justice in Minority Populations and Low-Income Populations” (February 11, 1994), requires that Federal Agencies consider any disproportionately high and adverse human health or environmental effects to minority and low income populations. Agencies are required to ensure that these potential effects are identified and addressed. The Environmental Protection Agency defines environmental justice as; “the fair treatment and meaningful involvement of all people regardless or race, color, national origin, or income with respect to the development, implementation, and enforcement of environmental laws, regulations, and policies.” Consideration of the potential consequences of management decisions for environmental justice requires three main components: 1) A demographic assessment of the affected community to identify the presence of minority or low income populations that may be potentially affected; 2) An integrated assessment of all potential impacts identified to determine if any result in a disproportionately high and adverse impact to these groups; and 3) Involvement of the affected communities in the decision-making process and the formation of any mitigation strategies. These assessment are best addressed at the project level, where communities and potential impacts to valued access routes can be addressed specifically.
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CHAPTER 5 DESCRIBING OPPORTUNITIES AND SETTING PRIORITIES
5.1 INTRODUCTION
In order to focus more clearly on where opportunities exist to improve the transportation system, roads in this analysis were categorized based on the key values and identified risks associated with each road. Each open USFS road on the Forest was evaluated for its value in providing recreation opportunities, social amenities, fire management and timber management opportunities in the context of the overall traffic volume. Likewise, each road was evaluated for the degree of risk it posed to aquatic resources, wildlife, rare species and habitats, public safety, fire suppression safety, and cultural resources. The protocols utilized to assign values and risks are described below. The complete road-by-road rating is in Appendix A. This process placed each road into one of four categories based on similar ratings: high value-high risk, high value- low risk, low value-high risk, and low value-low risk. This was done as a way to prioritize road management options, and was not intended to capture the absolute value or risk of a road.
In this chapter as throughout this document, numbers and mileages are approximate.
5.2 CRITERIA FOR ASSIGNING VALUES TO OPEN ROADS
5.2.1 Recreation Values
Information on the amount and types of recreation uses was developed at meetings with district personnel, other public agency representatives, members of the public, and from LRMP management area designation.
High Value (2) Road accesses major developed recreation complex and/or a wide variety of high use dispersed recreation opportunities.
Moderate Value (1) Road accesses minor developed recreation area(s) and/or a variety of moderately used dispersed recreation opportunities.
Low Value (0) Road accesses only minor dispersed recreation opportunities.
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Table 5-1 displays overall rating results. Road-by-road ratings are in Appendix A.
Table 5-1. Summary of the Recreation Value of Roads Recreation Value No. of Roads Total Road Miles High 26 45.6 Moderate 56 18.4 Low 16 42.8
5.2.2 Other Social Values
Information on the amount and types of social uses was developed at meetings with district personnel, and members of the public.
High Value (2) There are long-standing traditional uses accessed by the road and/or the road is an important through road for local users.
Moderate Value (1) There may be some traditional uses accessed by the road.
Low Value (0) There are few if any traditional uses accessed by the road.
Table 5-2 displays overall rating results. Road-by-road ratings are in Appendix A.
Table 5-2. Summary of the Social Value of Roads Social Value No. of Roads Total Road Miles High 7 18.4 Moderate 67 29.0 Low 24 59.5
5.2.3 Timber Management Values
To assign a value for timber management, district personnel were consulted to determine how much, if any, use of the road is for timber management. The amount of access is not only that directly provided by the open road in question, but also from closed system roads that adjoin the open road in question. Roads were rated accordingly:
High Value (2) Road is vital for timber management access.
Moderate Value (1) Road can be used for timber management access.
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Low Value (0) Road is not useful for timber management access.
Table 5-3 displays overall rating results. Road-by-road ratings are in Appendix A.
Table 5-3. Summary of the Timber Management Value of Roads Timber Management Value No. of Roads Total Road Miles High 69 83.5 Moderate 25 1.9 Low 4 3.5
5.2.4 Forest Management and Wildfire Suppression Values
The two primary functions affected within fire management are fuels management and fire suppression. Values are assigned based on the topography, fire history, and the relationship of that particular road or area to the area as a whole.
Fuels management consists of actively mitigating potential fire behavior by manipulating the amount and arrangement of fuels in a given area. In addition, the positive need for a road is established by the degree to which the road may allow for more safe and/or efficient fire suppression efforts within the area. Factors to consider include strategic location, navigable terrain, and having vistas of the surrounding environment.
High Value (2) Fire Management: Due to other constraints the roadbed is the only access to areas planned for future treatment, or for accomplishment of treatments currently ongoing in the area. Fire Suppression: The road provides for a significant firebreak in areas requiring a permanent fuel break, such as between forested areas and residential areas, or the road lessens the risk for firefighters and the public by providing necessary access and/or egress to areas having a high fire occurrence risk.
Moderate Value (1) Fire Management: Roadbed is necessary to provide cost effective access for fuels treatment projects, or provides a necessary addition to otherwise occurring human-caused or naturally occurring fuel breaks or barriers in decreasing fuel continuity. Fire Suppression: The road, in conjunction with time-of-need improvements or other local topographical features provides for a useable fire line or fire break, or provides some degree of usable access to otherwise inaccessible areas.
Low Value (0) Fire Management: Road is not deemed necessary for the current fuels treatments planned or being considered. Fuel arrangement and/or availability are mitigated through other permanent human-caused or natural fuel breaks or barriers. Fire Suppression: Fire suppression activities are not directed or affected by the presence of the road. Equally, the roads may or may not be used for suppression forces or tactics.
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Table 5-4 displays overall rating results. Road-by-road ratings are in Appendix A.
Table 5-4. Summary of the Fire Management Value of Roads Fire Management Value No. of Roads Total Road Miles High 72 86.8 Moderate 15 17.7 Low 11 2.3
5.2.5 Traffic Volume Values
Traffic volume brings both value and risk to a road. On the risk side, high traffic volumes are associated with more risk to public safety and wildlife. On the value side, traffic volume is considered as a surrogate for need. A road with high traffic volume is a road that serves some purpose in the lives of many people. However, even a low volume road may provide a critical need for certain individuals. Information for traffic volume ratings was derived from traffic survey data and district personnel knowledge.
High Value (2) Road sustains either frequent temporary heavy flow or relatively continuous flow throughout the day.
Moderate Value (1) Road sustains a moderate amount of temporary traffic flow or consistent low levels of traffic flow.
Low Value (0) Road is either seasonally closed, continuously blocked, or generally receives little, if any, regular traffic.
Table 5-5 displays overall rating results. Road-by-road ratings are in Appendix A.
Table 5-5. Summary of Traffic Volumes Traffic Volume No. of Roads Total Road Miles High 23 39.3 Moderate 1 0.7 Low 74 66.9
5-4 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process 5.3 CRITERIA FOR ASSIGNING RISKS TO OPEN ROADS
5.3.1 Aquatic Biota Vulnerability
Aquatic biota vulnerability is a indicator that factors are associated with this road that mandate extra care be used when considering road-related actions such as maintenance, reconstruction, or changing the level or type of use. In determining the vulnerability rating, the following factors were used: percent of road paralleling stream, number of stream crossings, and presence of sensitive aquatic species.
High Risk (5) Road parallels a perennial stream for a significant portion of its length or has greater than two road-stream crossings per mile.
Moderate Risk (2) Road parallels a perennial stream for some portion of its length or has less than two road-stream crossings per mile.
Low Risk (0) Road does not parallel a perennial stream for any significant portion of its length, and has less than one stream crossing per mile.
Table 5-6 displays overall rating results. Road-by-road ratings are in Appendix A.
Table 5-6. Summary of the Risk to Aquatic Biota Aquatic Biota Risk No. of Roads Total Road Miles High 6 11.3 Moderate 11 17.4 Low 81 78.2
5.3.2 Risk to Rare Species and Habitats
Information for this indicator rating was developed through correlation between road location and known sensitive species or habitat locations.
High Risk (5) Road occurs within close proximity to known threatened and endangered species sites or habitats.
Moderate Risk (2) Road provides access to known threatened and endangered species sites or habitats, but is not within close proximity itself.
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Low Risk (0) Road does not pose a risk to threatened and endangered species sites or habitats.
Table 5-7 displays overall rating results. Road-by-road ratings are in Appendix A.
Table 5-7. Summary of the Risk to Rare Species and Habitats Rare Species and Habitat Risk No. of Roads Total Road Miles High 1 0.8 Moderate 20 32.4 Low 77 73.7
5.3.3 Risk to Wildlife
Roads within or near wilderness areas, sites with known poaching, and high traffic volume roads would be considered to pose risks to wildlife.
High Risk (2) More than two of the above risk factors are present.
Moderate Risk (1) One or two of the above risk factors is present.
Low Risk (0) None of the above risk factors is present.
Table 5-8 displays overall rating results. Road-by-road ratings are in Appendix A.
Table 5-8. Summary of the Risk to Wildlife Wildlife Risk No. of Roads Total Road Miles High 2 5.1 Moderate 34 47.5 Low 62 54.3
5.3.4 Risk to Wildfire Suppression
The risks are associated with providing a road that is an apparent tool, which upon further inspection increases the overall hazards of the suppression efforts. A road would be valued negatively overall if it seemingly provides access only to effectively draw a crew into an entrapment situation. The current use of crews from out of the local area and the availability of aircraft for both reconnaissance and suppression were factors in determining the risk rating of some of the roads.
High Risk (2) The roadbed is not maintained to support larger, heavier equipment. The road dead-ends with limited or no options to turn equipment around. The road has limited sight distance. The
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roadbed follows along or crosses into the bottom of a drainage. The road ownership patterns make it hard to predict obstacles or hazards.
Moderate Risk (1) The road does not enhance the safety of firefighters or the public. The roadbed and/or the surrounding fuels are not situated or maintained to provide a safety zone more effectively than naturally occurring openings in the area. The road has limited access/egress opportunities.
Low Risk (0) The road and turnouts are adequate for controlled, moderate to heavy traffic, and the roadbed is maintained to provide safe passage of larger, heavier fire suppression equipment.
Table 5-9 displays overall rating results. Road-by-road ratings are in Appendix A.
Table 5-9. Summary of the Risk to Wildfire Suppression Wildfire Suppression Risk No. of Roads Total Road Miles High 20 21.8 Moderate 53 55.7 Low 25 29.3
5.3.5 Risk to Heritage Resources
A GIS analysis was performed to determine roads within 500 feet of any known archeological sites or areas. In addition, the Forest archeologist provided additional information for specific site sensitivity and importance.
High Risk (5) More than 6 heritage sites per mile that are within 500 feet of the road segment.
Moderate Risk (2) Between 3 and 6 heritage sites per mile that are within 500 feet of the road segment.
Low Risk (0) Less than 3 heritage sites per mile that are within 500 feet of the road segment.
Table 5-10 displays overall rating results. Road-by-road ratings are in Appendix A.
Table 5-10. Summary of the Risk to Heritage Resources Heritage Resources Risk No. of Roads Total Road Miles High 19 27.9 Moderate 39 51.7 Low 40 27.2
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5.3.6 Risk to Public Safety
Public safety is a critical factor in managing the transportation system. The following factors were considered in assigning a public safety risk to each road: presence of pedestrian traffic, amount of vehicular traffic, amount of year road is open, condition of road, excessive speed identified as issue, other identified law enforcement issue, OHV trail, or other identified safety issue.
Table 5-11 displays overall rating results. Road-by-road ratings are in Appendix A.
Table 5-11. Summary of the Risk to Public Safety Public Safety Risk No. of Roads Total Road Miles High 14 20.7 Moderate 5 6.0 Low 79 80.1
5.3.7 Maintenance Costs
The shortfall in maintenance dollars is one reason the RAP regulations were passed. Because funding is not adequate for identified needs, those roads with higher total road maintenance needs, including annual and deferred, are a higher risk for health and safety and resource damage.
A risk factor was assigned to each road based on its total deferred maintenance costs and its annual maintenance costs per mile. It should be noted that these two maintenance cost categories may have different impacts on management decision making, and as a result, were originally ranked separately, and then given a combined ranking. In this manner, large deferred maintenance tasks, such as a bridge reconstruction, are generally given the same ranking weight as those roads which have high annual road maintenance costs, etc.
For annual maintenance costs, roads were Annual Maintenance Categories divided up into high, moderate, and low Rating Per Mile Cost maintenance categories based on the costs High $>4,000 divisions listed in the adjacent table. Note Moderate $2,500 - $4,000 these costs are expressed as cost/mile of Low < $2,500 road. No Data N/A
For deferred maintenance costs, roads were Deferred Maintenance Categories divided up into high, moderate, and low Rating Per Road categories based on the costs divisions listed High $>25,000 in the adjacent table. Note these costs are Moderate $10,000 - $25,000 expressed as total deferred maintenance needs per road. Low < $10,000 No Data N/A
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The adjacent table outlines the methodology Annual Maintenance Cost for deriving the combined ranking for Deferred Rank maintenance costs. Maintenance Cost Rank High Moderate Low High High High Moderate Moderate High Moderate Low Low Moderate Low Low
Table 5-12 displays overall rating results. Road-by-road ratings are in Appendix A.
Table 5-12. Risk Associated with Overall Maintenance Costs Rating No. of Roads Total Road Miles High (5) 23 41.5 Moderate (2) 29 25.5 Low (0) 25 17.3 No Data 21 22.6
5.4 SETTING PRIORITIES
The value factors and risk factors discussed above were summed, respectively, to determine “Total Value” and “Total Risk” numbers for each road. This produced groups of roads that were assigned to one of four value/risk categories:
1. High Value/High Risk; 2. High Value/Low Risk; 3. Low Value/High Risk; or 4. Low Value/ Low Risk.
Values ranged from 0 to 10 and risks ranged from 1 to 21. The highest priority roads within each category are those at the more extreme ends of the value/risk range. For example, a road with a value of 10 and a risk of 21 would usually be a higher priority for investment than a road with a value of “6” and a risk of “7.” Appendix A, The Road Matrix, displays “Total Value” and “Total Risk” numbers, as well as the category assignment. All these categories are part of the potential minimum road system on the Forest. Figure 5-1 displays the total number of roads and road miles in each of the four categories. Figure 5-2 displays the number of roads at each value/risk point within the 4 categories. This figure demonstrates that many roads rank toward the center of the distribution.
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Low Potential for Investment High Potential for Investment
Category 3: Low Value-High Risk Category 2: High Value-High Risk Higher Risk Priority for additional risk analysis 58.8 miles Priority for investment Consider closing or restricting Focus on resource concerns 39 roads Focus on resource concerns
11.8 miles, 15 roads 47.0 miles, 24 roads V 6.0 R 4.5 28.9 miles, 39 roads 22.6 miles, 22 roads
Category 4: Low Value-Low Risk Category 1: High Value-Low Risk Lower Risk Consider reducing maintenance level Desired condition 51.5 miles Consider closing or restricting Maintain to standards 61 roads Review for potential resource Review for potential resource concerns concerns
Lower Value Higher Value 40.7 miles 69.6 miles 54 roads 46 roads
Figure 5-1. Number of Roads and Miles in Each Value/Risk Category
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22 1 20
18 1 1 16 1 1 1 1 14 1
12 2 2 3 1 1 10 1 Risk 4 1 1 1 8 III 4 4 II 1 2 1 1 1 6 5 7 1 3 4 1 2 7 3 IV 5 I 3 2 2 1 3 1 1 1 1 6 1 0 5 1 1 0 1 2 3 4 5 6 7 8 9 10 Value
Figure 5-2. Number of Roads at Each Value/Risk Point
Category I: High Value and Low Risk: Ideal Situation 22 Roads, 22.6 Road Miles
Options: • Focus road maintenance funds on these roads to keep them in this category. • Potential for lessening impacts elsewhere if uses are redirected to low risk roads.
Category II: High Value and High Risk: Priorities for Capital Improvements 24 Roads, 47.0 Road Miles Options: • High priority for sub-forest scale roads analysis to identify high-risk reduction needs. • High priority for capital improvement funding, such as: road improvement, road relocation, funding, capital improvement program, etc. • Shift road maintenance funds to these roads to keep their resource risks from increasing.
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Category III: Low Value and High Risk: Priorities for Risk Analysis 15 Roads, 11.8 Road Miles Options: • Moderate priority for sub-forest scale roads analysis to identify high-risk reduction needs and confirm use value. • Potential for reducing maintenance level. • Potential for closure if not needed for private access.
Category IV: Low Value and Low Risk: Priorities for reducing Maintenance Level 39 Roads, 28.9 Road Miles Options: • Lowest priority for expending annual road maintenance funding. • Potential for lessening impacts elsewhere if uses are redirected to low-risk roads. • Potential for reducing maintenance level. • Potential for closure if not needed for private access. • Consider for conversion to trail or linear wildlife opening depending on need.
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CHAPTER 6 KEY FINDINGS AND RECOMMENDATIONS
Table 6-1 below provides a summary of the analysis presented in Chapter 5, Describing Priorities and Setting Opportunities. When summarized, the value factors and risk factors associated with individual roads paint a general picture of the state of the transportation system on the Forest and how it is being used.
Table 6-1 Road Information Summary: Value Factors and Risk Factors Values High Med Low Recreation Use Count 26 16 56 Miles 45.6 18.4 42.8 Other Social Values Count 7 24 67 Miles 18.4 29.0 59.5 Fire Management Potential Count 72 15 11 Miles 86.8 17.7 2.3 Timber Management Potential Count 69 4 25 Miles 83.5 1.9 21.4 Relative Traffic Volume Count 23 1 74 Miles 39.3 0.7 66.9 Risks High Med Low Aquatic Risks Count 6 11 81 Miles 11.3 17.4 78.2 Rare Species and Special Habitats Count 1 20 77 Miles 0.8 32.4 73.7 Wildlife Concerns Count 2 34 62 Miles 5.1 47.5 54.3 Fire Suppression Use Risks Count 20 53 25 Miles 21.8 55.7 29.3 Heritage Resources Count 19 39 40 Miles 27.9 51.7 27.2 Public Safety Count 14 5 79 Miles 20.7 6.0 80.1 Relative Cost Count 23 29 25 Miles 41.5 25.5 17.3
6-1 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process
Figure 6-1 graphically displays the distribution of the “total values” of open roads on the Forest, relative to one another. (Blue = Low Value, Red = High Value)
Value Histogram
50
40 30 20
Number of Roads 10
0 0 1 2 3 4 5 6 7 8 9 10 More
Value Rating
Figure 6-2 graphically displays the distribution of the “total risk” of open roads on the Forest, relative to one another. (Blue = Low Risk, Red = High Risk)
Risk Histogram
25
20
15 10
Number of Roads 5
0 0 2 4 6 8 10 12 14 16 18 20 More Risk Rating
6-2 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process 6.1 KEY FINDINGS Unclassified roads
There are approximately 107 miles of road that are classified as part of the Uwharrie National Forest road system. Although these roads make up the majority of the roads on the forest, there is an additional 33 miles of road on National Forest lands that are considered “unclassified”, and are not formally recognized as part of the National Forest road system. These roads have not been given a management designation and may largely consist of unplanned or abandoned travel ways that have not been decommissioned.
Due to a lack of road specific information for unclassified roads, the relative values and associated risks of these roads have not been handled in detail in this analysis. However, the 33 miles of identified unclassified roads were determined to be “passable” and of native material surface type during the GPS survey performed in preparation for this analysis.
Although actual use levels for these roads are not known, it may be assumed that unclassified roads are traversed by hikers, bikers, horseback riders, and OHV users wherever they cross a trail or system road. Because unclassified roads are not given a management designation, they are not maintained for safe public use or sustained at a level that ensures the protection of the natural resources associated with them. Thus, horseback riding, OHV, and mountain bike use of these roads may pose a risk to public safety and adversely affect sensitive natural and cultural resources.
Road densities and potential roads for closure
Road densities are currently exceeding management goals set forth in the Uwharrie National Forest LRMP (USDA, 1989) (See Table 2-4). Some of the road mileage contributing to higher than projected road densities is attributable to unclassified road mileage. However, even complete decommissioning of the unclassified roads on the forest would not reduce the road densities below levels proposed in the LRMP (USDA, 1989).
More than 80% of the current road system is considered highly valued for timber/fire management purposes, while nearly 50% is considered highly valueable for recreation uses. This suggests that the majority of the system roads on the Uwharrie National Forest are currently providing valuable access for timber/fire management, recreation, and other administrative purposes. At the same time, only 3% of the roads were considered to pose high risk for wildlife, aquatic communities, or sensitive species. For this reason, no system roads in this analysis were determined to be unneeded at this time.
Although no roads were determined to be unneeded, it should be noted that some roads were identified as possible candidates for closure, seasonal closure, or reduced maintenance. These would be the roads with the lowest value scores, and especially those with a corresponding high risk score, that are not required to be open for specific reasons such as providing access to private property (See Appendix A for specific roads).
6-3 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process Cultural Resource Management
Road systems close to paleontological, archaeological, and historical sites enable the general public to more easily access these sites, frequently resulting in vandalism, looting, or other detriments to the integrity of a given site. The looting of archeological sites in the Uwharrie National Forest is made easier by the close proximity with which many sites are located relative to roads and recreation areas. In some cases, sites are found less than 100 feet of a road or recreation area, allowing for increased access for looting and potential for unintentional damage.
In this analysis, more than 1/5th of all Uwharrie National Forest system roads (and 1/4th of the system road mileage) are considered as “high risk” for potential to provide access to sensitive cultural and archeological resource sites. For most of these roads, this ranking implied that greater than 6 sites/mile were found within 500 feet of the road (some roads with less were also considered within this category if a site within 500 feet was deemed especially sensitive). It should also be considered that access provided by unclassified roads has not been analyzed, and it is likely that these roads also provide some access to sensitive archeological sites. Thus, the overall assessment of the level of access provided to these sensitive sites is likely underestimated.
Although public involvement and coordination by the USFS and State is helping to reduce the threat looters pose to archaeological sites on the Uwharrie National Forest, instances of looting and vandalism continues. Because many archaeological sites are not continuous, closing roads that lead directly to archaeological sites may be a good way to alleviate some looting. Closed roads coupled with closer surveillance of archeological sites could prove an even more effective means of preventing and deterring looting. Hydrologic and Aquatic Impacts
Poorly functioning drainage structures can limit the passage of aquatic organisms, destabilize stream banks, degrade aquatic habitat through increased sediment loading to streams, impair or eliminate the function of a given road, and potentially pose a risk to public safety. A variety of drainage related maintenance items are currently part of the maintenance backlog for system roads on the forest. This backlog consists of culvert replacement or improvements, improvements to low water crossings, drainage ditch repairs, and other general drainage maintenance needs (Table 4-2).
Approximately 6% of the roads on the Uwharrie are considered to pose a “high risk” to aquatic communities. These roads have either numerous road stream crossings, cross streams with sensitive aquatic communities, or parallel a stream for some duration. Of particular concern are those roads that have both a high number of stream crossings and parallel a stream for some distance. FS 514, 553, 555, and 6656 all have this characteristic, and should be considered first for drainage maintenance and improvements. Dutch John Road (FS 553) is of particular concern due to its long parallel of a tributary of Dutch John Creek and Moccasin Creek, and its numerous streams crossings.
6-4 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process
In addition to the above roads, several road stream crossings are specifically noted for the presence of highly erodible soils in the top 30” of the soil profile. These stream crossings are also of specific concern for management and maintenance opportunities (See Appendix C for the complete list) Use of public roads for private land access
There are no cost-share agreements with private or public landowners on the Forest. There is a need to pursue agreements of this type. Rights of access by law, reciprocal rights, or easements are recorded in Forest files and county courthouse documents. The Forest recognizes these rights and works with the owners to preserve access while protecting the natural resources and facilities on adjacent National Forest Lands.
Two FS roads, FS 597 and FS 6584, currently provide access to large private land developments (Woodland Estates and Green Gap Development, respectively) and agreements of this type should be pursued.
In addition to FS roads that serve larger private communities, there is currently a 0.8 mile stretch of unclassified road that serves a private land holding in the Birkhead Wilderness Area. This road has historically, and will continue to, provide access to a private home in the interior of the wilderness area. A formal agreement or designation of this road is currently needed.
6-5 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process 6.2 RECOMMENDATIONS
For Forest Plan Revision
1. Reconsider the need for open road density standards or convert them to desired conditions, and clarify how they are to be applied spatially.
Project Planning
1. Check the value/ risk ratings for all roads in the project analysis area to determine if there are significant concerns with any of the roads. Consider if these concerns can be addressed through project actions.
2. For roads paralleling streams and rivers, priority is for actions to reduce risks and/or solidify conditions, such as erosion control, re-vegetation, or other “restoration” methods to increase the stability and resilience of the watershed.
Addressing Watershed Condition and Vulnerability
Priority #1
1. New road construction, reconstruction or heavy maintenance. Existing roads should be improved when possible. 2. Design roads to minimize interception, concentration, and diversion potential. 3. Design measures to reintroduce intercepted water back into slow subsurface pathways. 4. Use out sloping and drainage structures to disconnect road ditches from stream channels rather than delivering water in road ditches directly to stream channels. 5. Evaluate and eliminate diversion potential at stream crossings. 6. Increase the number and effectiveness of drainage structures on problem roads. 7. If road impacts a wetland, use measures to restore the hydrology of the wetland. Examples include raised prisms with diffuse drainage such as French drains. 8. If road-stream crossings restrict migration and movement of aquatic organisms, replace the culvert to eliminate the limiting factor. Otherwise, reset the culvert with an alternative crossing such as bridge, hardened low-water ford, or bottomless arch culvert 9. Restore the hydrology in riparian areas that has been altered by the road system and its drainage system when critical, such as in Threatened, Endangered, or Sensitive species habitat.
Priority #2
10. Improve the road surfaces at stream crossings by either gravelling, or adding a binding material to those roads that have native surfaces with no inherent binder. 11. Design stream crossings to pass all potential products including sediment and woody debris, not just water.
6-6 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process
12. Realign stream crossings that are not consistent with the channel pattern. 13. Change the type of stream crossing to better fit the situation; for example, consider bridges or hardened crossings on streams with floodplains, and consider bottomless arch culverts in place of round pipe culverts. 14. Add cross-drains near road-stream crossings to reduce the connected disturbed area. 15. Reduce the number of road-stream crossings to minimize the potential for adverse effects. 16. If road impacts riparian plant communities, relocate road out of riparian area if possible.
Annual Maintenance
1. Annual maintenance funding is inadequate to maintain the road system managed by the NFsNC. This includes the Nantahala, Pisgah, and Croatan Forests (additional reference included in the Nantahala/Pisgah RAP and the Croatan RAP). The agency is addressing this issue nationally by proposing a new funding category for the fiscal year 2004 called Public Forest Service Roads (PFSR). A challenge is determining how to prioritize the roads for the PFSR funding. The Road Matrix (Appendix A) revealed that some currently submitted PFSR project proposals are for roads that received a low value rating. The road matrix can be used as a prioritization tool for these proposals.
2. Continue to utilize the funds available through the Forest Highway program to upgrade to state secondary standards those roads that have high use. Convert these roads to State Roads after upgrades are completed.
3. A Road Maintenance Management System should be developed that utilizes the priorities and recommendations in this report as a base for allocation of funds.
4. The Forests should continue to pursue formal road maintenance agreements with the North Carolina Department of Transportation and with local homeowners interested in sharing maintenance of access roads to more efficiently use taxpayer funds.
5. Road Management Objectives need to be updated to reflect the findings of this roads analysis and to better document the possible resolution of conflicting road and forest plan objectives.
Unclassified Roads
1. Following procedures stated in the “Roads Policy” including public involvement, start closing out unclassified roads not needed for Forest Management.
2. For the approximately 8 miles of unclassified roads that currently serve special uses or other critical administrative functions or have a social/historical significance for keeping open, add these roads to the system, determine Road Management Objectives (RMO), and pursue funding to upgrade these roads to the standards set by the RMO.
6-7 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process
Special Use Roads
1. Inventory all Special Use permits dependant on the use of the transportation system and integrate data with GIS through Infra SUDS.
2. Inventory all land acquisitions for deed reservations and integrate data with GIS though ALP.
3. Convert all Special Use roads that are currently ‘unclassified’ to National Forest System Roads (NFSR).
4. Prior to changing the status of a road, check inventory to determine if use of the road was authorized under a Special Use Permit or reserved through the deed. Work with the effected user to explore alternatives regarding the proposal to change the status of the road.
6-8 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process
REFERENCES CITED
(Alderman and McGrath, 1994). Alderman, John M., and Christopher McGrath. Uwharrie Mountains Inventory: Mollusks, Crayfish, and Mammals. North Carolina Wildlife Resources Commission. July, 1994.
(Manning, 2003). U.S. Department of Agriculture, Forest Service, National Forests of North Carolina. 28 August 2003. Email communication with Dan Manning, Forest Soil Scientist.
(McDougal, et al. 2001). McDougal, Leigh, A. Kelly M. Russel,and Kevin N. Leftwich (Eds). A Conservation Assessment of Freshwater Fauna and Habitat in the Southern National Forests. United States Department of Agriculture, Forest Service, Southern Region. August, 2001.
(Menhinick, No Date). Menhinick, Edward F., No Date. Studies of the Streams of the Uwharrie National Forest: Part 1. Stations. Department of Biology, University of North Carolina at Charlotte. Charlotte, North Carolina.
(NSBP, No date). National Scenic Byway Program. No date provided. Web page. Uwharrie Scenic Road. Accessed on 30 September 2003. Accessed at: http: http://www.byways.org/travel/byway.html?CX_BYWAY=11494
(Snedecker and Harmon, 1990). Snedecker, Rodney, J., and Michael Harmon. Archeological Vandalism in the Southeastern National Forests, In: Coping with Site Looting: Southeastern Perspectives, Essays in Archeolgical Resource Protection. Editor; Ehrenhard, John E.
(Troy, 2001). Town of Troy, North Carolina. 2001. Web page. Welcome to Troy, North Carolina. Accessed at: www.troy.nc.us/index.html
(USCB, 2003). United States Department of Commerce, Census Bureau. Last revised 15 July 2003. State and County Quickfacts, North Carolina. Data derived from Population Estimates, 2000 Census of Population and Housing, 1990 Census of Population and Housing, Small Area Income and Poverty Estimates, County Business Patterns, 1997 Economic Census, Minority- and Women-Owned Business, Building Permits, Consolidated Federal Funds Report, 1997 Census of Governments. Accessed at: http://quickfacts.census.gov/qfd/states/37000.html
(USFS, 1986a). United States Department of Agriculture, Forest Service, Southern Region. May 1986. Land and Resource Management Plan 1986-2000, Croatan and Uwharrie National Forests, North Carolina.
(USFS, 1986b). United States Department of Agriculture, Forest Service, Southern Region. May 1986. Final Environmental Impact Statement, Land and Resource Management Plan 1986 2000, Croatan and Uwharrie National Forests, North Carolina.
REF-1 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process
(USFS, 2000). United States Department of Agriculture, Forest Service, National Forests in North Carolina. 2000. FY 2000 Monitoring and Evaluation Report, Nantahala, Pisgah, Uwharrie, Croatan.
(USFS, 2001). United States Department of Agriculture, Forest Service, National Forests in North Carolina. 2001. FY 2001 Monitoring and Evaluation Report, Nantahala, Pisgah, Uwharrie, Croatan.
REF-2 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process
APPENDIX A Value/Risk Matrix
Appendix A A-1 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process
Table A-1 Roads Value/Risk Matrix sk Road Number Road Name Road Status Length Jurisdiction Recreation Social Timber Fire Traffic TOTAL VALUE Aquatic Biota Vulnerability Biological Diversity Risk Wildlife Ri Supression Risk Heritage Resources Risk Public Safety Risk Maintenance Cost Risk TOTAL RISK FINAL RATING CATEGORY 516 Wolf Den Closed 1.7 USFS 2 0 0 2 0 4 0 0 0 0 2 2 0 4 LV-LR 517A Woodrun Spur Closed 0.5 USFS 1 0 2 2 0 5 0 0 0 0 0 0 0 0 HV-LR Little Island USFS 518 Cr Closed 0.5 0 0 1 1 0 2 0 0 0 2 0 0 2 4 LV-LR Buck USFS 552 Mountain Closed 0.7 0 1 2 2 1 6 0 0 0 0 0 1 2 3 HV-LR 6506 Jones Closed 0.9 USFS 0 1 2 2 0 5 0 0 0 1 2 0 2 5 HV-LR 6507 Beaverdam Closed 0.9 USFS 0 1 2 2 0 5 0 0 0 1 5 0 5 11 HV-HR 6511 Big Creek Closed 1.6 USFS 1 1 2 2 0 6 0 0 0 1 0 0 0 1 HV-LR 6513 Russell Mine Closed 2.2 USFS 1 1 2 2 0 6 0 0 0 1 2 1 5 9 HV-HR 6520 Seven Acre Closed 0.5 USFS 1 0 2 2 0 5 0 0 0 1 2 0 5 8 HV-HR Black USFS 6521 Mountain Closed 1.1 0 0 2 2 0 4 0 0 0 1 0 0 2 3 LV-LR 6522 Walker Creek Closed 0.2 USFS 0 1 2 2 0 5 0 0 0 1 0 0 5 6 HV-LR 6533 Strider Closed 1.0 USFS 0 1 2 2 0 5 0 0 0 2 0 0 0 2 HV-LR High Pine USFS 6534 Church Closed 1.5 1 1 2 2 0 6 0 2 0 1 2 0 2 7 HV-HR 6548 Trouble Closed 0.1 USFS 0 0 2 2 0 4 0 0 0 1 0 0 0 1 LV-LR 6555 C-Fourteen Closed 0.4 USFS 0 0 1 1 0 2 0 0 0 0 0 0 0 0 LV-LR Dutch John USFS 6581 Branch Closed 0.2 0 0 1 1 0 2 2 0 0 0 2 0 0 4 LV-LR
Appendix A A-2 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process
Table A-1 Roads Value/Risk Matrix sk Road Number Road Name Road Status Length Jurisdiction Recreation Social Timber Fire Traffic TOTAL VALUE Aquatic Biota Vulnerability Biological Diversity Risk Wildlife Ri Supression Risk Heritage Resources Risk Public Safety Risk Maintenance Cost Risk TOTAL RISK FINAL RATING CATEGORY Prospect USFS 6583 Church Closed 2.0 0 0 2 2 0 4 0 0 0 1 2 0 2 5 LV-LR 6586 Shingle Trap Closed 0.8 USFS 0 0 2 2 0 4 0 0 0 2 0 0 0 2 LV-LR 6602 E-Four Closed 0.1 USFS 0 0 0 0 0 0 0 0 0 0 0 0 0 0 LV-LR 6619 C-Twenty Closed 0.2 USFS 0 0 0 0 0 0 0 0 0 0 0 0 2 2 LV-LR C-Twenty USFS 6620 Four Closed 0.1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 LV-LR 6621 Hamilton Closed 0.9 USFS 1 1 2 2 0 6 0 0 0 1 2 0 0 3 HV-LR 6623 Morgan Closed 0.8 USFS 0 0 2 2 0 4 0 0 0 2 0 0 0 2 LV-LR Denson Creek USFS 6648 Road Closed 2.3 0 0 2 2 0 4 0 0 0 1 0 0 0 1 LV-LR 6651 Cedar Cr Closed 0.4 USFS 0 0 2 2 0 4 0 0 0 1 0 0 0 1 LV-LR 6652 Morris Mtn Closed 2.2 USFS 1 0 2 2 0 5 0 0 0 1 0 0 5 6 HV-LR 6652 Morris Mtn USFS A Ext Closed 1.0 1 0 2 2 0 5 0 0 0 1 0 0 5 6 HV-LR 6653 Cattail Branch Closed 1.6 USFS 0 0 2 2 0 4 0 0 1 1 2 0 0 4 LV-LR East Morris USFS 6654 Camp Closed 0.2 2 0 0 0 0 2 0 0 0 0 2 0 0 2 LV-LR 6656 Sand Branch Closed 0.8 USFS 1 1 1 1 0 4 5 5 0 2 0 0 0 12 LV-HR 6657 Dark Mt. Closed 1.2 USFS 1 1 2 2 0 6 2 2 1 1 5 0 0 11 HV-HR 6657 Dark Mt Spur Closed 0.4 USFS 1 1 2 2 0 6 2 2 1 1 5 0 5 16 HV-HR
Appendix A A-3 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process
Table A-1 Roads Value/Risk Matrix sk Road Number Road Name Road Status Length Jurisdiction Recreation Social Timber Fire Traffic TOTAL VALUE Aquatic Biota Vulnerability Biological Diversity Risk Wildlife Ri Supression Risk Heritage Resources Risk Public Safety Risk Maintenance Cost Risk TOTAL RISK FINAL RATING CATEGORY A 6658 Flint Hill Closed 0.7 USFS 0 0 2 2 0 4 0 0 0 1 0 0 2 3 LV-LR 6659 Wildlife Road Closed 0.1 USFS 0 0 2 2 0 4 0 0 0 1 5 0 5 11 LV-HR Macedonia USFS 6660 Church Closed 0.1 0 0 2 2 0 4 0 0 0 1 0 0 0 1 LV-LR Walker USFS 6672 Mountain Closed 1.6 1 0 2 2 0 5 0 0 0 1 2 0 5 8 HV-HR 6678 Dutchman's Closed 3.3 USFS 0 1 2 2 0 5 0 0 1 1 2 0 2 6 HV-LR 6679 Lick Mtn Closed 1.3 USFS 0 1 2 2 0 5 0 0 1 1 2 0 0 4 HV-LR 6681 Clarks Creek Closed 1.2 USFS 1 0 2 2 0 5 0 0 0 1 0 0 5 6 HV-LR Upper USFS 6687 Woodrun Closed 1.4 1 0 2 2 0 5 0 0 1 0 5 0 2 8 HV-HR 6688 Dutch John Closed 0.4 USFS 0 0 2 2 0 4 0 0 1 1 2 0 0 4 LV-LR 6690 Roberdo W/L Closed 0.9 USFS 0 0 2 2 0 4 0 2 0 2 2 0 0 6 LV-LR 6691 Fire Road Closed 0.6 USFS 0 0 2 2 0 4 0 2 1 1 5 0 0 9 LV-HR 6692 Rocky Creek Closed 1.0 USFS 0 0 2 2 0 4 0 2 1 1 2 0 5 11 LV-HR 6693 Fire Road Closed 0.2 USFS 0 0 2 2 0 4 0 2 1 1 2 0 2 8 LV-HR 6694 Landfill Closed 0.7 USFS 0 0 2 2 0 4 0 2 1 1 2 0 2 8 LV-HR 6697 School Closed 0.1 USFS 0 0 2 2 0 4 0 0 0 1 0 0 2 3 LV-LR 6703 Poole Closed 0.6 USFS 0 0 2 2 0 4 0 2 0 1 0 0 0 3 LV-LR 6712 Kings Closed 0.4 USFS 0 1 2 2 0 5 0 2 0 1 0 0 2 5 HV-LR
Appendix A A-4 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process
Table A-1 Roads Value/Risk Matrix sk Road Number Road Name Road Status Length Jurisdiction Recreation Social Timber Fire Traffic TOTAL VALUE Aquatic Biota Vulnerability Biological Diversity Risk Wildlife Ri Supression Risk Heritage Resources Risk Public Safety Risk Maintenance Cost Risk TOTAL RISK FINAL RATING CATEGORY Little Big USFS 6719 Branch Closed 0.4 1 1 2 2 0 6 0 0 0 1 2 0 5 8 HV-HR 6726 Ivy Branch Closed 3.0 USFS 0 0 2 2 0 4 0 0 1 1 2 0 5 9 LV-HR 6726 Ivy Branch USFS A Spur Closed 0.3 0 0 2 2 0 4 0 0 1 1 2 0 0 4 LV-LR 6727 Sand Branch Closed 0.7 USFS 0 0 2 2 0 4 0 0 1 1 5 0 2 9 LV-HR 6728 Cheek Creek Closed 0.9 USFS 0 0 2 2 0 4 0 0 1 1 5 0 0 7 LV-HR 6729 Flora Mcdonal Closed 0.7 USFS 0 0 2 2 0 4 0 0 0 1 5 0 2 8 LV-HR 6740 A-Four Closed 0.1 USFS 0 0 0 0 0 0 0 0 0 0 0 0 2 2 LV-LR 6742 S. Mt. Carmel Closed 0.5 USFS 0 0 2 2 0 4 0 0 1 1 2 0 2 6 LV-LR 6743 N. Mt. Carmel Closed 0.7 USFS 0 0 2 2 0 4 0 0 1 1 2 0 2 6 LV-LR 6745 Henderson Closed 0.4 USFS 0 0 2 2 0 4 0 0 0 2 2 0 0 4 LV-LR 6746 Yates Place Closed 1.6 USFS 0 0 2 2 0 4 0 0 1 1 2 0 2 6 LV-LR 6747 Polly Branch Closed 1.3 USFS 0 0 2 2 0 4 0 0 1 1 0 0 0 2 LV-LR 6748 Old Ridge Closed 2.7 USFS 0 0 2 2 0 4 0 0 1 1 0 0 2 4 LV-LR 6750 Talbert Closed 0.3 USFS 0 0 2 2 0 4 0 0 0 1 2 0 5 8 LV-HR 6751 High Top Closed 0.7 USFS 0 0 2 2 0 4 0 0 1 1 2 0 2 6 LV-LR 6751 USFS A High Top Ext Closed 0.6 0 0 2 2 0 4 0 0 1 1 2 0 0 4 LV-LR 6752 Steel Mine Closed 1.6 USFS 0 0 2 2 0 4 0 0 1 1 2 0 5 9 LV-HR 6680 Woodrun Ext Closed 0.3 USFS 0 1 2 2 0 5 0 0 1 1 2 0 5 9 HV-HR
Appendix A A-5 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process
Table A-1 Roads Value/Risk Matrix sk Road Number Road Name Road Status Length Jurisdiction Recreation Social Timber Fire Traffic TOTAL VALUE Aquatic Biota Vulnerability Biological Diversity Risk Wildlife Ri Supression Risk Heritage Resources Risk Public Safety Risk Maintenance Cost Risk TOTAL RISK FINAL RATING CATEGORY Wilderness USFS 6532 Trailhead Open 0.5 2 1 0 1 2 6 0 0 0 0 0 1 2 3 HV-LR Open/ USFS 6551 Kings Mtn Gated 1.4 2 1 2 2 2 9 0 0 0 0 0 0 2 2 HV-LR 6559 A-Seven Closed 0.1 USFS 0 0 0 0 0 0 0 0 2 0 0 0 2 4 LV-LR 6584 Green Gap Open 1.0 USFS 1 2 2 2 2 9 2 2 1 1 5 2 2 15 HV-HR 6604 E-Two Closed 0.3 USFS 0 0 0 0 0 0 0 0 0 0 0 0 0 0 LV-LR Badin Lake USFS 6741 Group Camp Closed 0.2 2 2 0 0 2 6 0 0 0 0 0 1 0 1 LV-LR Uwharrie USFS 536 Office Open 0.2 2 2 0 0 2 6 0 0 0 0 0 2 0 2 HV-LR 553 Dutch John Open 2.9 USFS 2 2 2 2 2 10 5 2 1 1 5 2 5 21 HV-HR 555 Cotton Place Open 2.4 USFS 2 1 2 2 2 9 5 2 1 1 2 1 5 17 HV-HR Moccasin USFS 576 Creek Open 7.6 2 2 2 2 2 10 2 2 1 0 5 0 5 15 HV-HR 597 Badin Lake Open 4.7 USFS 2 2 2 2 2 10 0 0 0 0 2 0 5 7 HV-HR Badin Lake USFS 597A R.A. Open 1.4 2 2 0 2 2 8 0 0 0 0 5 0 5 10 HV-HR 597B Cove Open 0.9 USFS 2 1 2 2 2 9 0 0 0 0 5 0 2 7 HV-HR Arrowhead Cg USFS 597C Loop Open 0.2 2 1 0 2 2 7 0 0 0 0 0 0 2 2 HV-LR
Appendix A A-6 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process
Table A-1 Roads Value/Risk Matrix sk Road Number Road Name Road Status Length Jurisdiction Recreation Social Timber Fire Traffic TOTAL VALUE Aquatic Biota Vulnerability Biological Diversity Risk Wildlife Ri Supression Risk Heritage Resources Risk Public Safety Risk Maintenance Cost Risk TOTAL RISK FINAL RATING CATEGORY 6531 Thornburg Open 0.6 USFS 2 2 0 1 2 7 2 2 0 0 5 0 0 9 HV-HR Deep Water USFS 6560 Trail Open 0.3 2 0 0 0 0 2 5 0 0 2 5 2 2 16 LV-HR West Morris USFS 6655 Mt. Open 0.6 2 0 0 0 2 4 0 0 1 0 0 0 0 1 LV-LR 6677 Rabbit Mt Open 0.5 USFS 0 0 2 2 0 4 2 2 1 2 0 0 5 12 LV-HR 6705 Toms Branch Open 0.2 USFS 0 0 2 2 0 4 0 2 0 1 0 0 0 3 LV-LR 6715 Laurel Hill Open 0.5 USFS 0 1 2 2 0 5 0 0 1 2 2 0 0 5 HV-LR 6718 Pearly Open 0.6 USFS 0 0 2 2 0 4 2 0 1 2 2 0 0 7 LV-HR 508 Sawmill Orv Orv 1.6 USFS 2 0 0 1 2 5 0 0 0 2 2 2 0 6 HV-LR Dickey Bell USFS 509 Orv Orv 2.9 2 0 0 1 2 5 2 0 0 2 5 2 0 11 HV-HR 510 Daniel Orv Orv 2.0 USFS 2 0 0 1 2 5 0 0 0 2 2 2 0 6 HV-LR 511 Wolf Den Orv Orv 1.0 USFS 2 0 0 1 2 5 0 0 0 2 0 2 0 4 HV-LR Wolfden Spur USFS 511A Orv Orv 0.1 2 0 0 1 2 5 0 0 0 2 0 2 0 4 HV-LR 512 Slab Pile Orv Orv 1.1 USFS 2 0 0 1 2 5 2 0 0 2 2 2 0 8 HV-HR Dutch John USFS 513 Orv Orv 2.0 2 0 0 1 2 5 5 2 1 2 5 2 0 17 HV-HR Rocky Mt USFS 514 Loop Orv Orv 2.8 2 0 0 1 2 5 5 2 1 2 2 2 0 14 HV-HR
Appendix A A-7 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process
Table A-1 Roads Value/Risk Matrix sk Road Number Road Name Road Status Length Jurisdiction Recreation Social Timber Fire Traffic TOTAL VALUE Aquatic Biota Vulnerability Biological Diversity Risk Wildlife Ri Supression Risk Heritage Resources Risk Public Safety Risk Maintenance Cost Risk TOTAL RISK FINAL RATING CATEGORY Falls Dam Orv USFS 515 Rt Orv 1.3 2 0 0 1 2 5 2 0 0 2 5 2 0 11 HV-HR Season USFS 517 Woodrun al 5.0 2 1 2 2 0 7 0 2 2 0 2 0 5 11 HV-HR 544 Mcleans Creek State 1.0 State 0 0 LV-LR 554 Mullinix State 2.5 State 0 0 LV-LR
Appendix A A-8 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process
APPENDIX B NOXIOUS WEEDS IN NORTH CAROLINA
Appendix B B-1 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process
Table B-1. Noxious Weeds of North Carolina State Noxious Weed U.S. Scientific Name Common Classification Nativity Alternanthera sessilis (L.) R. Br. ex Sessile joyweed Class A N DC. Asphodelus fistulosus L. Onionweed Class A I Avena sterilis L. Animated oat Class A I Feathered Azolla pinnata R. Br. Class A XU mosquitofern Carduus acanthoides L. Plumeless thistle Class B I Carduus nutans L. Musk thistle Class B I Carduus nutans L. ssp. leiophyllus Musk thistle Class B I (Petrovic) Stojanov & Stef. Carduus nutans L. ssp. Musk thistle Class B I macrocephalus (Desf.) Nyman Carduus nutans L. ssp. macrolepis Musk thistle Class B I (Peterm.) Kazmi Carduus nutans L. ssp. nutans Musk thistle Class B I Jeweled distaff Carthamus oxyacantha Bieb. Class A XU thistle Golden false Chrysopogon aciculatus (Retz.) Trin. Class A I beardgrass Cirsium arvense (L.) Scop. Canada thistle Class B I Commelina benghalensis L. Jio Class A I Crassula helmsii A. Berger Swamp stonecrop Class A XU Crupina vulgaris Cass. Common crupina Class A I Cuscuta japonica Choisy Japanese dodder Class A I Cuscuta megalocarpa Rydb. Bigfruit dodder Class A N Cuscuta potosina Schaffn. Globe dodder Class A N Cuscuta potosina Schaffn. var. Globe dodder Class A N globifera Yuncker Digitaria abyssinica (A. Rich.) Stapf I Digitaria scalarum (Schweinf.) Bluecouch Class A Chiov. Digitaria velutina (Forsk.) Beauv. Velvet crabgrass Class A I Drymaria arenarioides Humb. & Sandwort drymary Class A XU Bonpl. ex J.A. Schultes Anchored Eichhornia azurea (Sw.) Kunth Class A I waterhyacinth Southern Emex australis Steinh. Class A I threecornerjack Spiny Emex spinosa (L.) Campd. Class A I threecornerjack Galega officinalis L. Professorweed Class A I
Appendix B B-2 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process
Table B-1. Noxious Weeds of North Carolina State Noxious Weed U.S. Scientific Name Common Classification Nativity Heracleum mantegazzianum Giant hogweed Class A I Sommier & Levier Hydrilla verticillata (L. f.) Royle Waterthyme Class A I Hygrophila costata Nees N Hygrophila brasiliensis (Spreng.) Yerba de hicotea Class A Lindau Imperata brasiliensis Trin. Brazilian satintail Class A I Imperata cylindrica (L.) Beauv. Cogongrass Class A I Ipomoea triloba L. Littlebell Class A N Ribbed Ischaemum rugosum Salisb. Class A I murainagrass Lagarosiphon major (Ridley) Moss African elodea Class A XU Leptochloa chinensis (L.) Nees Chinese sprangletop Class A XU Limnophila sessiliflora (Vahl) Blume Asian marshweed Class A I Uruguay Ludwigia uruguayensis (Camb.) Hara Class B I waterprimrose Lycium ferrocissimum Miers African boxthorn Class A XU Lythrum hyssopifolia L. Hyssop loosestrife Class B I Lythrum maritimum Kunth Pukamole Class B I Spatulaleaf Lythrum portula (L.) D.A. Webber Class B I loosestrife Lythrum salicaria L. Purple loosestrife Class B I Thymeleaf Lythrum thymifolia L. Class B I loosestrife Lythrum tribracteatum Salzm. ex Threebract Class B I Spreng. loosestrife European wand Lythrum virgatum L. Class B I loosestrife Melaleuca quinquenervia (Cav.) Punktree Class A I Blake Melastoma malabathricum L. Malabar melastome Class A I Mikania cordata (Burm. f.) B.L. Heartleaf hempvine Class A XU Robins. Mikania micrantha Kunth Bittervine Class A N Mimosa diplotricha C. Wright ex I Sauvalle Mimosa invisa Mart., non Mart. ex Giant false sensitive Class A Colla plant Mimosa pigra L. Black mimosa Class A I Arrowleaf Monochoria hastata (L.) Solms Class A XU falsepickerelweed
Appendix B B-3 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process
Table B-1. Noxious Weeds of North Carolina State Noxious Weed U.S. Scientific Name Common Classification Nativity Monochoria vaginalis (Burm. f.) K. Heartshape Class A I Presl ex Kunth falsepickerelweed Eurasian Myriophyllum spicatum L. Class B I watermilfoil Nassella trichotoma Hackel ex Serrated tussock Class A XU Arech. grass Opuntia aurantiaca Lindl. Jointed prickly pear Class A XU Orobanche cernua Loefl. Nodding broomrape Class A XU Orobanche crenata Forsk. Bean broomrape Class A XU Orobanche minor Sm. Hellroot Class A I Orobanche ramosa L. Hemp broomrape Class A I Oryza longistaminata A. Chev. & Long-stamen rice Class A XU Roehr. Oryza punctata Kotzchy ex Steud. Red rice Class A XU Oryza rufipogon Griffiths Brownbeard rice Class A I Ottelia alismoides (L.) Pers. Duck lettuce Class A I Paspalum scrobiculatum L. Ricegrass paspalum Class A I Pennisetum clandestinum Hochst. ex Kikuyu grass Class A I Chiov. Pennisetum macrourum Trin. African feathergrass Class A I Pennisetum pedicellatum Trin. Kyasuma grass Class A I Pennisetum pedicellatum Trin. ssp. Kyasuma grass Class A I unispiculum Brunken Pennisetum polystachyon (L.) J.A. Missiongrass Class A I Schultes Pennisetum polystachyon (L.) J.A. Missiongrass Class A I Schultes ssp. setosum (Sw.) Brunken Polygonum perfoliatum L. Asiatic tearthumb Class A I Prosopis alpataco Phil. Mesquite Class A XU Prosopis argentina Burkart Mesquite Class A XU Prosopis burkartii Muñoz Mesquite Class A XU Prosopis caldenia Burkart Mesquite Class A XU Prosopis calingastana Burkart Mesquite Class A XU Prosopis campestris Griseb. Mesquite Class A XU Prosopis castellanosii Burkart Mesquite Class A XU Prosopis denudans Benth. Mesquite Class A XU Prosopis elata (Burkart) Burkart Mesquite Class A XU Prosopis farcta (Banks & Soland.) Syrian mesquite Class A I J.F. Macbr. Prosopis ferox Griseb. Mesquite Class A XU Prosopis fiebrigii Harms Mesquite Class A XU
Appendix B B-4 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process
Table B-1. Noxious Weeds of North Carolina State Noxious Weed U.S. Scientific Name Common Classification Nativity Prosopis hassleri Harms ex Hassler Mesquite Class A XU Prosopis humilis Gill. ex Hook. Mesquite Class A XU Prosopis kuntzei Harms ex Hassler Mesquite Class A XU Prosopis pallida (Humb. & Bonpl. ex Kiawe Class A I Willd.) Kunth Prosopis palmeri S. Wats. Mesquite Class A XU Prosopis reptans Benth. Tornillo Class A N Prosopis reptans Benth. var. Tornillo Class A N cinerascens (Gray) Burkart Prosopis rojasiana Burkart Mesquite Class A XU Prosopis ruizlealii Burkart Mesquite Class A XU Prosopis ruscifolia Griseb. Mesquite Class A XU Prosopis sericantha Gill. ex Hook. Mesquite Class A XU Argentine Prosopis strombulifera (Lam.) Benth. Class A I screwbean Prosopis torquata D.C. Mesquite Class A XU Prosopis velutina Woot. N Prosopis articulata S. Wats. Velvet mesquite Class A Rorippa sylvestris (L.) Bess. Yellow fieldcress Class B I Rottboellia cochinchinensis (Lour.) Itchgrass Class A I W.D. Clayton Rubus fruticosus L. Shrubby blackberry Class A XU Rubus moluccanus L. Eelkek Class A XU Saccharum spontaneum L. Wild sugarcane Class A I Sagittaria sagittifolia L. Hawaii arrowhead Class A XU Shrubby Russian Salsola vermiculata L. Class A I thistle Salvinia biloba Raddi Giant salvinia Class A XU Salvinia herzogii de la Sota Giant salvinia Class A XU Salvinia minima Baker Water spangles Class A N Aquarium Salvinia molesta Mitchell Class A I watermoss Salvinia natans (L.) All. Eared watermoss Class A I Setaria pumila (Poir.) Roemer & J.A. Schultes ssp. pallidifusca I (Schumacher) B.K. Simon Setaria pallidifusca (Schumacher) Yellow bristlegrass Class A Stapf & C.E. Hubbard Solanum torvum Sw. Turkeyberry Class A N Solanum viarum Dunal Tropical soda apple Class A I Sparganium erectum L. Simplestem bur-reed Class A N
Appendix B B-5 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process
Table B-1. Noxious Weeds of North Carolina State Noxious Weed U.S. Scientific Name Common Classification Nativity Sparganium erectum L. ssp. Simplestem bur-reed Class A N stoloniferum (Graebn.) Hara Spermacoce alata Aubl. XU Broadleaf Borreria alata (Aubl.) DC. Class A buttonweed Stachys floridana Shuttlw. ex Benth. Florida betony Class B N Striga asiatica (L.) Kuntze Asiatic witchweed Class A I Denseflower Striga densiflora (Benth.) Benth. Class A XU witchweed Striga gesnerioides (Willd.) Vatke Cowpea witchweed Class A I Striga hermonthica (Del.) Benth. Purple witchweed Class A XU Trapa bicornis Osbeck Horn nut Class A XU Trapa natans L. Water chestnut Class A I Trapa natans L. var. bispinosa Singhara nut Class A XU (Roxb.) Makino Trapa natans L. var. natans Caltrop Class A XU Tribulus terrestris L. Puncturevine Class A I Tridax procumbens L. Coatbuttons Class A I Urochloa panicoides Beauv. Panic liverseed grass Class A I Legend: N = Native N? = Probably Native NI = Some Populations Native, Some Introduced I = Introduced I? = Probably Introduced XU = Not in U.S. or cultivated ? = Unknown
Appendix B B-6 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process
APPENDIX C Road-Stream Crossing Ranks Relative to Potential Sediment Impacts on Sensitive Aquatic Communities
Appendix C C-1 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process
Road Road Stream name Risk Stream name Risk Number Number 509 Unknown Trib. H 509 Unknown Trib. M 512 Dutch John Creek H 514 Moccasin Creek M 513 Unknown Trib. H 514 Moccasin Creek M 513 Unknown Trib. H 514 Moccasin Creek M 513 Unknown Trib. H 517 Upper Wood Run M 555 Gold Mine Branch H 517 Big Island Creek M 576 Unknown Trib. H 553 Unknown Trib. M 6513 Crow Creek H 553 Dutch John Creek M 6513 Unknown Trib. H 553 Dutch John Creek M 6521 Unknown Trib. H 553 Dutch John Creek M 6534 Unknown Trib H 576 Moccasin Creek M 6534 Unknown Trib. H 597 Unknown Trib. M 6581 Dutch John Creek H Bettie Mc Gees 6584 Dutch John Creek H 6531 Creek M 6584 Dutch John Creek H 6652 Unknown Trib. M 6584 Dutch John Creek H 6653 Unknown Trib. M 6648 Unknown Trib. H 6653 Cattail Creek M 6648 Unknown Trib. H 6692 Rock Creek M 6677 Unknown Trib. H 6726 Unknown Trib. M 514 Moccasin Creek L 6751 Horsepen Creek M 517 Woodrun Creek L 6752 Duncombe Creek M 518 Unknown Trib. L 553 Moccasin Creek NA Reeves Spring 544 Moccasin Creek L 597 Branch NA 553 Moccasin Creek L 597 Unknown Trib. NA 553 Moccasin Creek L 597 Unknown Trib. NA 554 West Branch L 6655 Unknown Trib. NA 555 Unknown Trib. L 6678 Dutchmans Creek NA 576 Mc Leans Creek L 6718 Big Creek NA 576 Unknown Trib. L 576 Unknown Trib. L 576 Unknown Trib. L 576 Unknown Trib. L 597 Unknown Trib. L 6511 Big Creek L 6551 Unknown Trib. L 6560 Unknown Trib. L 6560 Unknown Trib. L 6657 Unknown Trib. L 6678 Dutchmans Creek L 6681 Woodrun Creek L 6728 Polly Branch L 6745 Unknown Trib. L 6750 Big Creek L 509 Unknown Trib. M 509 Unknown Trib. M
Appendix C C-2 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process
APPENDIX D Road Management Guidelines
Appendix D D-1 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process Road Management Guidelines
• If a road’s maintenance condition has decreased, consider the need for the road and the historic use, as well as alternative roads in the area before permanently changing the maintenance level. • Reduce the maintenance level on identified low value level 3, 4, and 5 roads being analyzed in sub-forest scale roads analyses. This can be a cost effective alternative. • Reduced maintenance, with the primary focus being on road drainage, should not result in any increased watershed risks. The reduced maintenance should only result in reduced user comfort, and hence, reduced use over time will further reduce the potential for road related watershed risks. • It is important for travelers to have the sort of information necessary to make a decision about the road on which they’re about to travel. When appropriate, utilize entrance treatments, warning signs, route markers, and information bulletin boards to advise travelers of conditions ahead. • Do not post speed limit and other regulatory signs on roads under Forest Service jurisdiction without a Forest Supervisor’s order and a law enforcement plan • To reduce annual maintenance costs, implement seasonal travel restrictions on roads susceptible to damage during wet or thawing conditions. • Collect road maintenance and surface rock replacement deposits as appropriate on all road use permits and special use permits.
Capital Improvement Guidelines
Discussion
This analysis does show there is a need to reconstruct existing roads to correct deferred maintenance work items or to improve some roads to meet the increasing use and traffic requirements. Funding limitations require prioritization of reconstruction work. The Road Risk-Value Graph provides a starting point for developing priorities. The following guidelines are to be used in conjunction with the graph when selecting, prioritizing and implementing road reconstruction and construction projects.
Guidelines
• Conduct road location reviews prior to all new construction and road relocations. • Assure the location meets public and agency needs while mitigating environmental impacts identified in the analysis. Responsible line officers and resource and engineering specialists should participate in the review. • Establish a traffic counting program to identify high use roads and traffic patterns. • Roads with seasonal average daily traffic volumes exceeding 400 vehicles per day should be considered for reconstruction to two lanes. • Use motor vehicle accident safety investigations and reports to help identify road safety hazards.
Appendix D D-2 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process
• Use the following categories to prioritize road investments planned to reduce deferred maintenance backlog on roads: 1 – Critical Health and Safety; 2 – Critical Resource Protection; 3 – Critical Forest Mission. Data for these work items can be found in the Infrastructure database. • Coordinate reconstruction and construction work with other agencies whenever possible. Utilize interagency agreements to develop investment and maintenance partnerships.
Decommissioning Guidelines
Discussion
Road decommissioning results in the removal of a road from the road system. The impacts of the road on the environment are eliminated or reduced to an acceptable level. To accomplish this, a number of techniques can be used, such as posting the road closed and installing waterbars, posting and installing barriers and barricades, ripping and seeding, converting the road to a trail, and full reclamation by restoring the original topography. There is a different cost associated with each of these techniques and their effectiveness for deterring unauthorized motorized vehicle use varies as well. Decommissioning level 1 and 2 roads can consist of removing the few culverts, ripping and seeding, posting closed with signs, and installing waterbars to discourage unauthorized motorized vehicle use and ensure proper drainage occurs over time. Decommissioning level 3, 4, and 5 roads is more expensive than decommissioning most level 1 and 2 roads. When choosing a technique for road decommissioning, the objective is to eliminate the need for future road maintenance. Level 3, 4 and 5 roads are usually wider than level 1 and 2 roads, have culverts installed at designed intervals to cross drain the road, are ditched, have better sight distances designed on horizontal and vertical curve, have larger cuts and fills, and are designed through the topography rather than with the topography. It is much more expensive to decommission these roads than level 1 and 2 roads. Given the cost, it may be cheaper to maintain level 3, 4, and 5 roads than to decommission them. However, future maintenance costs may not be the only factor to consider; other resource considerations may outweigh the cost. For a particular road (level 3, 4, or 5), those with a high deferred maintenance costs may exceed the costs of decommissioning.
Guidelines
• Balance cost with resource risk and effectiveness of the treatment when selecting methods for decommissioning roads. • Convert roads to trails as a decommissioning method when analysis of recreation demand indicates a need to expand, connect or improve the existing trail system in the area. Provide adequate trailhead parking as part of this treatment method (See UR1 and RR1 discussion in Chapter 4). • Decommission by restoring the road to original contours when the Forest Plan requires mitigating visual impacts or when necessary to assure the elimination of vehicular traffic.
Appendix D D-3 U.S. Department of Agriculture Uwharrie National Forest Forest Service Roads Analysis Process General Guidelines
The following are general road related guidelines
• Require authorized, permitted operations utilizing NFS roads to pay their fair share of road maintenance costs. • Consider road decommissioning when planning projects that involve the construction and use of short term, single resource roads: for example, roads planned for mineral projects that undergo exploration, development, and abandonment phases. By incorporating decisions to decommission the single resource roads at the end of the project, rather than not addressing this issue up front, the Forest will better demonstrate a commitment to managing its road system toward the minimum road system needed. Document planned decommissioning in road management objectives. • Develop an annual maintenance plan to prevent deferred maintenance costs from accruing on High Value rated roads. • Update the road system databases and keep them current. • Use an interdisciplinary process to develop, update, and implement road management objectives for all system roads. Assure that information in the transportation atlas and inventory conforms with approved road management objectives. • At appropriate intervals, update the data contained in the Road Matrix. Analyze the changes to determine new opportunities that may have developed as new information is collected. • Incorporate yearly Forest road changes into the annual Forest Plan Monitoring Report (via the forest plan revision process). These road changes can include miles of roads decommissioned (classified and unclassified), miles of roads converted to trail (MV and Non-MV), miles roads reconstructed (by maintenance level), and miles of roads constructed (also by maintenance level). • At least once every 2 years, perform road condition surveys on all level 3, 4, and 5 roads.
Appendix D D-4