CHAPTER 4 

ENVIRONMENTAL CONSEQUENCES - CONTINUED
 

ENVIRONMENTAL 

CONSEQUENCES OF FIVE SITESPECIFIC TRAVEL PLANS 

This section discusses effects of alternatives for five 

site-specific travel plans (implementation decisions). 

After a discussion of Analysis Assumptions, the section 

is organized by travel planning area such that all effects 

(including cumulative effects) are described for the 

various resources and resource uses contiguously for 

each specific travel planning area. Alternatives for the 

Helena, East Helena, Lewis and Clark County NW, 

Boulder/Jefferson City, and Upper Big Hole River 

Travel Planning Areas (TPAs) are discussed. 

ANALYSIS ASSUMPTIONS 

Travel Management and Access 

• Designating roads as either “Open Yearlong,” 

“Open with Restrictions,” or “Closed Yearlong” 

would improve travel management and protection of 

natural resources. 

• Comprehensive inventories of all existing routes 

would be used. 

• Routes were considered non-motorized if they were 

existing trails, closed roads or decommissioned 

roads. 

• Visitor-use and demand is likely to continue to 

increase for both motorized as well as nonmotorized users. 

• Demand for adequate public and agency access to 

public lands will remain high over the life of the 

plan. 

• Changes in OHV and snowmobile design and 

technology will continue, enabling OHV users to 

travel into areas that were once thought of as 

inaccessible due to terrain and water or soil features. 

• Analysis of the travel system only included routes 

documented during the inventory period. 

Transportation Facilities 

• Road maintenance will be conducted on routes 

designated as Open and Restricted. 

• Annual road maintenance is estimated at $400/mile 

for this analysis. 

• Annual trail maintenance is estimated $200/mile for 

this analysis and would only be performed on 

motorized trails. 

• Periodic road stabilization is estimated at $40/mile 

for this analysis. 

• Periodic trail stabilization is estimated at $20/mile 

for this analysis and would only be performed on 

motorized trails. 

• Twenty percent of Open/Restricted routes will 

require annual maintenance. 

• Eighty percent of Open/Restricted routes will 

require periodic maintenance. 

• Monitoring/compliance costs are estimated at 

$50/mile for this analysis. 

• Weed control is estimated for this analysis at 2.5 

acres of spraying/mile of road at $15/mile. 

Soil Resources 

• BLM roads will continue to be maintained, with 

priority placed on those most heavily used by the 

public. 

• State and major county roads will continue to be 

maintained to current levels and generally, county 

roads will not be abandoned. BLM facilities, mainly 

roads, will continue to be maintained, with priority 

placed on those most heavily used by the public. 

• Natural process assumptions include: roads in the 

Butte Field Office will continue to erode from 

natural causes, increased vegetative cover would 

lead to reduced soil erosion, and removal of conifer 

encroachment could minimize accelerated soil 

erosion. 

Water Resources 

• Natural process assumptions include: roads in the 

Butte Field Office will continue to erode from 

natural causes resulting in potential impacts on 

water quality in adjacent streams, increased 

vegetative cover will lead to reduced soil erosion 

and in certain instances reduced deposition of 

sediments into streams, and removal of conifer 

encroachment could result in an increased quantity 

of water. 

HELENA TPA 

The Helena TPA area contains 10,162 acres of BLM 

lands within the 95,492-acre TPA. The majority of lands 

in the TPA are privately owned (56,499 acres) with 

USFS lands making up a substantial portion as well 

(23,911acres). The approximately 52.2 miles of BLM 

roads make up about 7.5 percent of the approximate total 

of 694 road miles in the entire TPA. Most roads (528 

miles) are on private lands. 

Butte Draft RMP/EIS 491 
Chapter 4 

SOILS 

Effects Common to All Alternatives 

Road construction, use, and maintenance affect soils in a 

number of ways. Soils are often compacted by these 

activities. Soil compaction can lessen the amount of 

precipitation that can infiltrate into soil and increase 

runoff, erosion, and sedimentation – in turn decreasing 

soil/site stability and hydrologic function, as well as soil 

productivity and plant vigor and diversity. 

Ground disturbance associated with road construction, 

use, and maintenance can result in erosion. Erosion 

affects soil/site stability and hydrologic function. 

Erosion and sedimentation can destabilize the surface 

and subsurface cohesion of the soil, resulting in soil loss 

from erosion sites. Loss of soil can impede or prevent 

establishment and development of vegetation 

communities. 

Closing or decommissioning roads often leads to 

beneficial effects to soils through decreased site 

disturbance and re-establishment of vegetative cover on 

road surfaces. This tends to reduce soil erosion and 

stabilize soils. Decommissioning roads may in some 

cases entail ripping road surfaces to de-compact them, 

thus improving water infiltration, hydrologic function, 

and the ability of the treated area to revegetate more 

successfully. 

Impacts to soils associated with site-specific travel plan 

alternatives were assessed based on the potential for soil 

erosion using the following erosion risk criteria: 

• High – the area a route travels through has slopes 

greater than 30 percent gradient. 

• Moderate – the area a route travels through has 

slopes ranging from 15 to 30 percent gradient; or, 

for granitic soils, slopes ranging from 0 to 30 

percent gradient. 

• Low – the area a route travels through has slopes 

ranging from zero to 15 percent gradient and soils 

are not granitic in origin. 

• Unrated – road mapping not available at time of 

erosion impact rating. 

Effects of the Alternatives 

The distribution of road miles by erosion impact 

category and by proposed road management category for 

all the alternatives is shown for the Helena TPA in . 

Roads in the “unrated” category were excluded from 

detailed consideration and are provided for the purpose 

of displaying the extent of lacking information. 

Under current conditions (Alternative A) approximately 

11.8 miles of open BLM roads are located in areas with 

high erosion risk, and 34.3 miles are in moderate erosion 

areas. Soil erosion would be reduced under Alternative 

B because this alternative would reduce those open road 

mileages in high and moderate erosion categories to 4.4 

miles and 7.4 miles, respectively. Approximately 28.2 

miles of road in the high and moderate classes would be 

closed under Alternative B with an additional 6.6 miles 

in these categories being decommissioned. Vegetative 

recovery should occur on closed and decommissioned 

roads, with a beneficial effect on soils of reducing 

erosion from these areas. 

Soil erosion would be most reduced under Alternative C 

because the lowest mileage of roads in the high and 

moderate erosion categories would be left open (6.1 

miles combined), while the greatest mileage in these 

categories would be closed (35.8 miles combined) of all 

alternatives. An additional 4.3 miles in these categories 

would be decommissioned under Alternative C. 

Soil erosion associated with roads would be reduced 

Table 4-48 

BLM Road Miles in Soil Erosion Impact Categories by Alternative for the Helena TPA 

(mileages are GIS-generated estimates) 

Proposed Road Management Erosion Risk 

Category 

Alternative 

A 

Alternative 

B 

Alternative 

C 

Alternative 

D 

Open Road Miles 

(including Open w/restrictions) 

High 11.8 4.4 2.1 6.3 

Moderate 34.3 7.4 4.0 13.4 

Low 3.5 0.9 0.8 0.8 

Unrated 2.6 1.0 0.1 0.8 

Closed Road Miles 

High 0 4.5 8.1 5.4 

Moderate 0 23.7 27.7 17.7 

Low 0 2.2 2.3 2.3 

Unrated 0 1.7 2.6 2.2 

Decommissioned Road Miles 

High 0 3.0 1.7 0.2 

Moderate 0 3.2 2.6 2.6 

Low 0 0.4 0.4 0.4 

Unrated 0 0 0 0 

Note: Open roads include seasonally open roads as well as roads open yearlong. 

492 Butte Draft RMP/EIS 
Environmental Consequences: Soils 

under Alternative D compared to Alternative A, but 

would still be higher than under either Alternative B or 

C. Approximately 19.7 miles of BLM road in the 

moderate and high erosion categories combined would 

remain open under Alternative D, while about 23.1 miles 

in these categories would be closed and 2.8 miles would 

be decommissioned under this alternative. 

Cumulative Effects on Soils 

Under all alternatives, cumulative effects to soils in the 

East Helena TPA would arise from a number of past, 

present, and reasonably foreseeable future actions on 

BLM lands as well as non-BLM lands. Within this 

95,492-acre TPA, BLM lands comprise about 10,162 

acres or 11 percent of total lands. The approximately 52 

miles of BLM roads (under Alternative A) make up 

about 7.5 percent of the approximately 693 road miles in 

the TPA. Therefore road-related effects to soils 

described by alternative for BLM roads would affect 

about 7.5 percent of all roads in the TPA. The majority 

of lands and roads within the TPA boundary are private 

property. Non-BLM roads are managed by the county, 

Forest Service, state, and private landowners. 

Approximately 8,000 acres of land in the Helena TPA 

are managed by the National Guard. In addition to 

having and using various barracks and classrooms 

present, the Guard conducts various military maneuvers 

and training on these lands including non-live fire 

training and off-road use of military vehicles. Some 

helicopter-based training also occurs here including 

landings to drop off soldiers. Some soil erosion and 

compaction as well as loss of vegetative ground cover 

further exacerbating soil effects occur here, but to an 

unknown degree. 

Approximately 481 BLM acres are permitted for various 

rights-of-way and leases. About 359 of these acres are 

for specific road rights-of-way. The remaining 122 acres 

are associated with power lines, waterlines, 

communication sites, oil and gas pipelines, and other 

utility facilities. 

Impacts to soils range from compaction and occupation 

of ground with buildings, roadbeds, and other facilities, 

to revegetation and ground cover being re-established to 

stabilize soils. 

Selective timber harvest has occurred on about 133 acres 

of BLM land in the TPA since 1995. Adverse effects on 

soils were minor with treated areas having undergone 

revegetation and soil stabilization since treatment. 

Timber harvest has also occurred on private and Forest 

Service lands, will likely continue, and will likely have 

localized impacts on soils for the foreseeable future. 

From 1981 to 2004, wildland fire has burned across 65 

acres in the Helena TPA, having a mosaic of soil effects 

with more severely burned areas experiencing localized 

erosion while many areas were relatively little affected. 

There has been one fuels reduction treatment on BLM 

lands in the TPA in the last 10 years. Approximately 150 

acres in the Scratchgravel Hills around the Wildland 

Urban Interface had hazardous fuels mechanically 

removed and ground up on site. Effects to soils from this 

project were negligible. Within the next several years, 

BLM anticipates additional fuels treatments on 1,500 to 

2,500 acres of WUI areas in the Scratchgravel Hills. 

These treatments would consist of a combination of 

mechanical and prescribed fire treatments and would 

generally have minor effects on soils. Prescribed burning 

would occur under conditions where fire severity and 

intensity would be low, thereby minimizing potential 

damage to soil or desired vegetation. All treatments 

would minimize compaction so as to promote vegetative 

recovery. Fuels treatments conducted on private and 

Forest Service lands will also likely occur for the 

foreseeable future with variable effects to soils. 

Reducing fuels under the controlled conditions of 

deliberate treatments may benefit soils in the long-term 

by reducing the risk of high severity fires in treated 

areas. 

Livestock grazing on BLM lands, other public and 

private lands throughout much of the TPA has created 

areas of localized soil erosion and compaction. This will 

continue to occur for the foreseeable future. 

Increasing residential development will likely continue 

for the foreseeable future to variable degrees within the 

TPA. Erosion, compaction, and covering of soils would 

occur due to additional road construction, 

clearing/leveling for home sites, and establishment of 

utility infrastructure for residential developments. 

Under Alternative A, the contribution to cumulative 

effects on soils from BLM road management would 

continue as it occurs today. Retaining approximately 52 

miles of road open yearlong would allow for the same 

level of compaction and erosion impacts that currently 

exist. 

From a BLM road management perspective, all action 

alternatives would benefit soil resources compared to 

Alternative A. Alternative B would benefit soils by 

providing for a reduced contribution to adverse 

cumulative effects than would Alternative A because 

about 73 percent of BLM roads would be closed or 

decommissioned under Alternative B (compared to all 

being open yearlong under Alternative A). Erosion 

should be reduced on these closed/decommissioned 

roads as disturbance is eliminated and revegetation 

occurs and stabilizes soils. 

Alternative C would benefit soils the most and provide 

for the least contribution to adverse cumulative effects 

on soils of all alternatives. This alternative would 

provide for closure or decommissioning of about 86 

percent of BLM roads in the TPA, thus allowing these 

areas to vegetatively recover and stabilize soils. 

Butte Draft RMP/EIS 493 
Chapter 4 

Alternative D would provide for the greatest 

contribution to adverse cumulative effects on soils of the 

action alternatives, but would still provide for greater 

long-term benefits to soils than Alternative A. 

Alternative D would provide for closure or 

decommissioning (and therefore vegetative recovery 

and/or soil stabilization) of about 58 percent of BLM 

roads in the TPA, compared to 73 percent for 

Alternative B, and 86 percent for Alternative C. 

Due to the scattered distribution and relatively small 

proportion of BLM lands (11 percent) and roads (7.5 

percent) relative to the total quantities of lands and roads 

in the TPA, none of the BLM alternatives would 

substantially contribute to cumulative effects to soils at 

the scale of the entire Helena TPA. 

WATER RESOURCES 

Effects Common to All Alternatives 

Hydrologic function is an interaction between soil, 

water, and vegetation, and reflects the capacity of a site 

to: 

• Capture, store, and safely release water from 

rainfall, runoff, and snowmelt; 

• Resist a reduction in this capacity; and 

• Recover this capacity following degradation. 

Interception of precipitation results when precipitation 

falls on vegetation. When vegetation is removed, 

precipitation falls directly on the soil. This can increase 

surface erosion and sedimentation, and decrease the 

amount of time between initial precipitation arrival and 

peak surface runoff – in turn decreasing soil/site stability 

and hydrologic function. Roads remove vegetation and 

therefore decrease interception of precipitation. 

Infiltration is the process of precipitation entering and 

traveling through soil. Infiltration reduces the peak 

runoff during precipitation events by extending the 

period of runoff after a precipitation event. Infiltration 

also filters precipitation and reduces erosion and 

sedimentation. If infiltration is reduced, runoff and 

erosion will increase and hydrologic function will 

decrease. Generally, roads are compacted surfaces that 

have decreased infiltration, thus increasing runoff and 

potentially increasing erosion. 

Runoff can affect the amount of erosion and 

sedimentation, as well as flooding – both onsite and 

offsite. If runoff is increased, all of these effects can 

increase with a result that water quality and hydrologic 

function will decrease. 

Increased sediment entering water bodies increases 

turbidity; increases width-to-depth ratios, and 

consequently increases temperature and dissolved 

oxygen saturation levels; and creates adverse habitat for 

aquatic animals and plants. 

Alteration of flow routing can also affect water 

resources. For example, roadcuts into areas with 

relatively shallow groundwater can intercept 

groundwater, bring it to the surface, and transport it 

some distance (i.e. in a roadside ditch) before delivering 

it to a stream. This can lead to erosion of road ditchlines 

and subsequent sedimentation of streams during runoff 

periods, or increased thermal loading of water before 

delivery to streams during summer periods. 

Closure and decommissioning of roads tend to reduce 

erosion and sedimentation effects stemming from roads 

on water quality. On an equivalent road mile basis, 

decommissioning roads would benefit water quality to a 

greater degree than closing roads because the 

decommissioning process would often entail 

implementing measures to restore hydrologic function. 

During road decommissioning, items such as 

compaction, drainage, stream crossing culverts, and 

ground cover are often addressed in a manner that 

markedly improves hydrologic function. These features 

are not fully addressed on roads that are merely 

“closed”. However, because surface disturbance is 

reduced on newly closed roads, and because vegetation 

tends to re-establish ground cover on them, erosion and 

subsequent sedimentation effects to water quality are 

often reduced from closed roads. 

Effects of the Alternatives 

Generally, road density is an indicator of overall 

watershed health and function. Watersheds with higher 

road densities tend to have lower water quality due to 

greater disruption of hydrologic function (described 

above), and potential for erosion and subsequent 

sedimentation. Road density also is related to the 

distribution and spread of noxious weeds. Table 4-49 

shows acres of BLM land in three road density 

categories by alternative for the Helena TPA. These data 

reflect differences between alternatives based on roads 

proposed for “decommissioning” by alternative. While 

many “closed” roads would gradually contribute to 

increased hydrologic function over time, 

decommissioned roads would more directly contribute to 

hydrologic function because restoring hydrologic 

function would likely be part of the treatment during 

decommissioning. Alternative A would have the greatest 

amount of BLM land with “high” road densities of 

greater than 2 mi/mi2

. Alternative B would have the 

lowest acreage in the high category with the greatest 

acreage in the moderate category of all alternatives. 

Alternative C would have the next lowest acreage in the 

high road density category while Alternative D would 

have more acres in the high category than either 

Alternative B or C, but less than Alternative A. Overall, 

all the action alternatives would improve hydrologic 

function but by this measure Alternative B would make 

the greatest contribution to improved hydrologic 

function of all the alternatives. 

494 Butte Draft RMP/EIS 
Environmental Consequences: Water Resources 

Table 4-49 

Acres of BLM Land in Road Density Categories 

by Alternative for the Helena TPA 

TPA 

Alternative 

Road Density Category 

Low 

( <1 mi/mi2) 

Moderate 

(1 to 2 mi/mi2) 

High 

(> 2 mi/mi2) 

A 461 1,446 8,294 

B 461 1,623 8,117 

C 461 1,539 8,200 

D 461 1,484 8,258 

Motorized routes within 300 feet of streams generally 

have greater potential to directly impact water quality 

through erosion and sedimentation, increased water 

temperatures (due to loss of shading vegetation), and 

direct alteration of stream channel morphology than 

those farther away. Table 4-50 shows the miles of open 

and closed roads on BLM lands within 300 feet of 

streams by alternative. Under Alternative A there are 

about 7 miles of open road within 300 feet of streams. 

All action alternatives would improve water quality by 

closing or decommissioning roads in close proximity to 

perennial streams. Alternatives B and C would create the 

most benefit as both would close or decommission 4.1 of 

the seven total miles of road within 300 feet of streams. 

Alternative D would have slightly less benefit by closing 

or decommissioning 2.5 of these 7 miles. 

Cumulative Effects on Water Resources 

Cumulative effects to water resources in the East Helena 

TPA would arise from a number of past, present, and 

reasonably foreseeable future actions on BLM lands as 

well as non-BLM lands. Within this 95,492-acre TPA, 

BLM lands comprise about 10,162 acres or 11 percent of 

total lands. The approximately 52 miles of BLM roads 

(Alternative A) make up about 7.5 percent of the 

approximately 693 road miles in the TPA. Therefore 

road-related effects to water resources described by 

alternative for BLM roads would pertain to about 7.5 

percent of all roads in the TPA. Within the entire TPA 

(all land ownerships) there are approximately 108 miles 

of perennial streams, including 37 miles of fish bearing 

streams. Of these, approximately 8 miles (including 2 

miles of fish bearing) flow through BLM lands. The 

majority of lands and roads within the TPA boundary are 

private property. Non-BLM roads are managed by the 

county, Forest Service, state, and private landowners. 

Some of the main access roads (non-BLM) follow valley 

bottoms and parallel streams. Many of these roads are 

directly affecting stream channel and floodplain function 

by filling or impinging on active stream channels or 

floodplains, precluding the presence of riparian 

vegetation (including large woody material in forested 

locations), producing sedimentation in streams (from 

road surfaces, ditchlines, winter “road sanding” 

operations), and promoting thermal loading by lessening 

streamside shade. 

Approximately 8,000 acres of land in the Helena TPA 

are managed by the National Guard. In addition to 

having and using various barracks and classrooms 

present, the Guard conducts various military maneuvers 

and training on these lands including non-live fire 

training and off-road use of military vehicles. Some 

helicopter-based training also occurs here including 

landings to drop off soldiers. Some soil erosion and 

compaction as well as loss of vegetative ground cover 

occur here. This is exacerbating potential erosion and 

sedimentation effects, but to an unknown degree. 

Sevenmile Creek, one of the streams listed as impaired 

by Montana Department of Environmental Quality on 

the 303(d) list flows through these lands. 

Approximately 481 BLM acres are permitted for various 

rights-of-way and leases. About 359 of these acres are 

for specific road rights-of-way. The remaining 122 acres 

are associated with powerlines, waterlines, 

communication sites, oil and gas pipelines, and other 

utility facilities. Impacts to water resources are generally 

minor with some localized erosion and sedimentation 

emanating from areas of ground disturbance. 

Selective timber harvest has occurred on about 133 acres 

of BLM land in the TPA since 1995. Adverse effects on 

water resources were minor with treated areas having 

undergone revegetation to minimize erosion. Timber 

harvest has also occurred on private and Forest Service 

lands and will likely continue. This activity will have 

localized sedimentation and possibly increased runoff 

effects associated with compaction for the foreseeable 

future. 

Table 4-50 

Miles of Open and Closed Roads on BLM Lands within 300 ft. of Fish-Bearing Streams and 

Perennial, Non-Fish-Bearing Streams by Alternative for the Helena TPA 

Perennial Fish-Bearing Streams Perennial Non-Fish-Bearing Streams 

# Open Road Miles # Closed Road Miles # Open Road Miles # Closed Road Miles 

Alt. A 1.7 0 5.3 0 

Alt. B 1.7 0 1.2 4.1 

Alt. C 1.7 0 1.2 4.1 

Alt. D 1.7 0 2.8 2.5 

Note: Open roads include seasonally open roads as well as roads open yearlong. Closed roads include decommissioned roads. 

Butte Draft RMP/EIS 495 
Chapter 4 

From 1981 to 2004, wildland fire has burned across 65 

acres in the Helena TPA, having minimal effects in 

streams. 

There has been one fuels reduction treatment on BLM 

lands in the TPA in the last 10 years. Approximately 150 

acres in the Scratchgravel Hills around the Wildland 

Urban Interface had hazardous fuels mechanically 

removed and ground up on site. Effects to water 

resources from this project were negligible as sitespecific ground disturbance was minor and there are no 

streams in this portion of the TPA. Within the next 

several years, BLM anticipates additional fuels 

treatments on 1,500 to 2,500 acres of WUI areas in the 

Scratchgravel Hills. These treatments would consist of a 

combination of mechanical and prescribed fire 

treatments and would likely have minor effects on water 

resources. Prescribed burning would occur under 

conditions where fire severity and intensity would be 

low so as not to scorch soils and facilitate severe 

erosion. All treatments would minimize compaction so 

as to promote vegetative recovery and retain hydrologic 

function. There are no perennial streams in the area 

where this project is being planned so effects to water 

resources are expected to be minor to negligible. 

Fuels treatments conducted on private and Forest 

Service lands will also likely occur for the foreseeable 

future with variable effects to water quality. Reducing 

fuels under the controlled conditions of deliberate 

treatments may benefit water quality in the long-term by 

reducing the risk of high severity fires in treated areas. 

Livestock grazing on BLM land, other public and private 

lands throughout much of the TPA has created areas of 

localized streambank trampling, soil erosion and 

compaction, and nutrient inputs to streams. In severe 

cases stream channel morphology may be altered due to 

severe loss of riparian vegetation, loss of streambank 

integrity, channel widening and shallowing, and 

substantial sediment inputs. These effects to water 

quality will continue to occur for the foreseeable future. 

Agricultural water withdrawals occur on private lands in 

this TPA. These withdrawals reduce stream flows in the 

TPA, notably in Sevenmile Creek (listed as impaired 

water body by MDEQ on the 303(d) list). 

Increasing residential development will likely continue 

for the foreseeable future to variable degrees within the 

TPA. Impairments to hydrologic function such as 

erosion, soil compaction, and runoff would likely 

increase due to additional road construction, 

clearing/leveling for home sites, and establishment of 

utility infrastructure for residential developments. 

Nutrient, chemical pollutant, and pathogen inputs to 

streams would also likely increase due to leaching from 

septic systems, urban runoff (fertilizer, chemicals, and 

petroleum pollutants), and waste from livestock. 

Under Alternative A, the contribution to cumulative 

effects on water quality from BLM road management 

would continue as it occurs today. Retaining 

approximately 52 miles of road open yearlong would 

allow for the same level of effects to water resources 

that currently exist. 

From a BLM road management perspective, all action 

alternatives would benefit water resources compared to 

Alternative A. Alternative B would benefit water quality 

by providing for a reduced contribution to adverse 

cumulative effects from BLM roads compared to 

Alternative A because about 73 percent of BLM roads 

would be closed or decommissioned under Alternative B 

(compared to all being open yearlong under Alternative 

A). Alternative B would provide for decommissioning 

the greatest road mileage (6.5 miles) of all alternatives. 

Erosion and sedimentation should be reduced on these 

closed/decommissioned roads as disturbance is 

eliminated and vegetation becomes re-established on 

roadbeds. On an equivalent road mile basis, 

decommissioning roads would benefit water quality to a 

greater degree than closing roads because the 

decommissioning process would often entail 

implementing measures to restore hydrologic function. 

Alternative C would reduce the contribution to adverse 

cumulative effects from BLM roads (and benefit water 

resources) to a similar degree as Alternative B although 

there are some differences between the two alternatives. 

Alternative C would provide for the most closed roads 

(40.7 miles compared to 32.1 under Alternative B) of all 

alternatives, but only the second most decommissioned 

roads (4.6 miles). 

Alternative D would provide for the greatest continuing 

contribution to adverse cumulative effects on water 

resources of the action alternatives, but would still 

provide for greater long-term benefits to water resources 

than Alternative A. Alternative D would provide for 

closure (27.7 miles) or decommissioning (3.1 miles) of 

about 58 percent of BLM roads in the TPA, compared to 

73 percent for Alternative B, and 86 percent for 

Alternative C. 

Due to the scattered distribution and relatively small 

proportion of BLM lands (11 percent) and roads (7.5 

percent) relative to the total quantities of lands and roads 

in the TPA, none of the BLM alternatives would 

substantially contribute to cumulative effects on water 

resources at the scale of the entire Helena TPA. 

VEGETATIVE COMMUNITIES – FOREST 

RESOURCES AND FOREST AND 

WOODLAND PRODUCTS 

Effects of the Alternatives 

Under all alternatives, existing roads and roads built to 

access timber and forest product sales on BLM lands 

may encourage timber harvest and forest product sales 

on adjacent lands, particularly where landowners and 

other agencies are looking to improve economic 

496 Butte Draft RMP/EIS 
Environmental Consequences: Vegetative Communities 

 Noxious Weeds 

efficiency or opportunities in the management on their 

lands. 

In general, vegetative treatment contractors tend to bid 

more readily on projects in areas with vehicle access or 

valuable forest products. BLM often prioritizes forest 

vegetation management activities such as forest products 

and forest protection activities (e.g. wildfire suppression 

and forest insect and disease control) in similar areas. 

Rehabilitation of roads (decommissioning or in some 

cases road closure) would revegetate currently 

unvegetated roadbeds, which would increase vegetation 

biomass production on the landscape through 

colonization of sites with grasses, forbs, shrubs, and 

trees. Increases in revegetated area would occur at a rate 

of approximately 1.5 to 3 acres per mile of rehabilitated 

road. Eventually rehabilitated roads would support plant 

communities consistent with site potentials which would 

help resist weed invasions. However, road closures and 

removals (decommissioning) could make vegetation 

management treatments more difficult and costly, 

thereby inhibiting proposed treatments, reducing public 

access for forest product use and removal, and 

potentially slowing fire detection and suppression. 

Under Alternatives A (52.2 open road miles) and D 

(21.9 open road miles) in the Helena TPA, the major 

vehicle access roads in the forest and woodland areas 

remain open, so there would be little increase in project 

analysis and implementation costs, and no change in the 

feasibility of vegetative and fuels reduction treatments. 

Under Alternatives B (13.6 open road miles) and C 

(seven open road miles), the access roads into the forest 

and woodland areas would be closed, so there could be a 

reduction in the feasibility of many projects. For projects 

that are feasible, there could also be increases in 

vegetative analysis, project planning, and treatment costs 

to the BLM. 

In the context of gathering firewood and other forest 

products by the general public, mileage of open roads 

would represent the relative extent of public 

opportunities by alternative. For the Helena TPA, 

Alternative A would retain the most public opportunities 

for these activities, followed in sequence by Alternative 

D, Alternative B, than Alternative C. 

Cumulative Effects on Forest and 

Woodland Resources and Products 

No BLM forest health/silvicultural treatments or 

resource product removal projects are currently 

imminent in this TPA within the next five years. Fuels 

reduction projects with forest health considerations have 

a high priority because of the high degree of residential 

development surrounding BLM lands. The major block 

of land that includes BLM forest and woodlands in this 

TPA is located in the Scratchgravel Hills, with some 

woodland stands in a block located northwest of Fort 

Harrison near Austin. One fuels reduction project 

(anticipated at 1,500 to 2,000 acres) is currently being 

planned in the Scratchgravel Hills area. These stands are 

of low productivity and commercial value, so the forest 

products generated would provide little revenue in 

timber sale projects. In other vegetation manipulation 

projects, derived products would provide only small 

offsets to costs for stewardship (exchange of goods for 

services) projects. 

Forested vegetation on BLM lands would also be 

affected by approximately 481 acres of rights-of-way 

and leases on BLM land. Forested vegetation located in 

these areas usually is harvested and/or removed to 

accommodate the necessary access or facilities. Forest 

vegetation removal would occur on new authorizations 

in the future and would occur as necessary to maintain 

sight distances and safety clearances associated with 

roads and facilities. 

Urbanization is expected to continue on the 56,499 acres 

of private lands within this TPA. Forest products are 

commonly removed from these areas prior to permanent 

construction. Urbanization is likely to continue in the 

future and will affect forested vegetation at an unknown 

rate. As private construction increases, miles of road on 

private land will most likely increase from the current 

528 miles. 

Risk to forests from human-caused wildfires is 

commonly associated with miles of open roads because 

increased fire starts occur in these areas. Risk to forests 

from wildfire on BLM lands would be greatest under 

Alternative A with 52.2 miles of open road. Alternative 

B would have less risk of human-caused fire starts with 

13.6 miles of open road. Alternative C would have the 

least risk to forests of all alternatives with only 7.0 miles 

of road open during summer months. Alternative D 

(21.9 miles) would have less risk than Alternative A but 

more risk than either Alternative B or C. Given that the 

majority of roads in the TPA (92 percent) are non-BLM 

roads, this contribution to reduced fire risk from BLM 

roads in the action alternatives is relatively small in the 

context of the entire TPA. 

Since BLM roads constitute only 7.5 percent of all roads 

in this TPA, and BLM lands make up only 11 percent of 

all lands in the TPA, urbanization and activities on open 

non-BLM roads in the vicinity may have more 

cumulative effects on forested vegetation in the TPA 

than BLM decisions regarding miles of open and closed 

road. 

VEGETATIVE COMMUNITIES – 

NOXIOUS WEEDS 

Under all alternatives, any snowmobile use would have 

negligible effects on noxious weed spread. Invasive 

noxious weeds and non-native species are degrading 

wildland health. These aggressive plants can outcompete 

many native plants, as they have few natural enemies to 

keep them from dominating an ecosystem. These plant 

Butte Draft RMP/EIS 497 
Chapter 4 

species are spread by many means. However, any land 

disturbing activity in the TPA has the most potential to 

introduce and spread weed species. Motorized vehicles 

are one vector for noxious weed spread as weed seed 

becomes attached to vehicles and their tires, and are 

transported from one area to another where seeds 

become detached and germinate to inhabit new areas. 

Effects of Alternative A 

Under Alternative A, all existing routes in the Helena 

TPA would continue to be open yearlong (52.2 miles 

open yearlong, zero miles seasonally restricted and 

closed) to wheeled motorized users. Cross-country 

snowmobile travel would continue to be allowed as well 

as travel on all routes. Under Alternative A the open 

BLM roads would represent about 7.5 percent of all 

open roads in the Helena TPA. 

Alternative A would have the most roads open and in 

turn would promote the greatest amount of weeds and 

other undesirable plant spread and production of all 

alternatives. More herbicide control would be needed to 

control weeds under Alternative A than under the other 

alternatives. 

Effects of Alternative B 

Under Alternative B wheeled motorized travel (13.6 

miles open yearlong) would be restricted to four areas in 

the Scratchgravel Hills: routes leading to five nonmotorized trailheads; a short out-and-back route off of 

Norris Road; a loop route between Head Lane and Echo 

Lane; and all existing public access rights-of-way. 

Roads in these four areas would be open yearlong. 

Cross-country snowmobile use would be allowed, as 

well as snowmobile travel on all existing routes during 

the season of use (12/2-5/15), conditions permitting. 

Under Alternative B, 32.1 miles of BLM road would be 

closed, leaving 13.6 miles open yearlong as compared to 

52.2 miles of road open yearlong under Alternative A. 

This would prevent weed spread caused by motorized 

vehicles on these closed routes, but would increase 

spread on the open routes because of the more 

concentrated use of these routes. Overall Alternative B 

would reduce weed spread, but would increase weed 

treatment costs per road mile on the remaining open road 

miles compared to Alternative A. Under Alternative B, 

the 13.6 miles of open BLM road would constitute about 

2 percent of all open roads in the Helena TPA. 

Effects of Alternative C 

Alternative C would restrict wheeled motorized travel to 

five non-motorized trailheads in the Scratchgravel Hills. 

This alternative would provide the least number of 

wheeled motorized routes in the Helena TPA (7.0 miles 

open yearlong). Under this alternative, no snowmobile 

use would be allowed, including at the trailhead access 

routes. Under Alternative C, 40.7 miles of BLM road 

would be closed, leaving 7.0 miles open yearlong as 

compared to 52.2 miles of road open yearlong under 

Alternative A and 13.6 miles open under Alternative B. 

This would prevent weed spread caused by motorized 

vehicles on these closed routes, but would increase 

spread on the open routes because of the more 

concentrated use of these routes. Overall Alternative C 

would reduce weed spread more than any other 

alternative, but would increase weed treatment costs per 

road mile on the remaining open road miles compared to 

Alternative A. Under Alternative C, the 7 miles of open 

BLM road would make up about 1 percent of all open 

roads in the Helena TPA. 

Effects of Alternative D 

Under Alternative D, 21.9 miles of open routes would be 

available yearlong for wheeled motorized use. Of the 

action alternatives, Alternative D would provide the 

greatest opportunities for motorized users, and the least 

for non-motorized users. Cross-country snowmobile use 

would be allowed, as well as travel on all existing routes 

during the season of use (12/2-5/15), snow conditions 

permitting. This alternative would close 27.7 miles of 

road leaving 21.9 miles open yearlong as compared to 

52.2 miles of road open yearlong for Alternative A. This 

would prevent weed spread caused by motorized 

vehicles on these closed routes, but would increase 

spread on the open routes because of the more 

concentrated use of these routes. Overall Alternative D 

would reduce weed spread more than Alternative A but 

less than Alternatives B and C, but would increase weed 

treatment costs per road mile on the remaining open road 

miles compared to Alternative A. Under Alternative D, 

the 21.9 miles of open BLM road would make up about 

3 percent of all open roads in the Helena TPA. 

Cumulative Effects on Noxious Weeds 

Under all alternatives, other past, present, and 

reasonably foreseeable future BLM and non-BLM 

actions and outside influences affect noxious weeds. 

Recreation use is well established in the TPA. Primary 

recreation activities include motorized OHV uses (ATV, 

motorcycle) and non-motorized uses (hiking, jogging, 

horseback riding, mountain biking, etc.). Motorized 

recreation uses are one of the leading causes of 

introduction and spread of noxious weeds and non native 

species. Weed seeds are transported by many 

recreational vectors (i.e. motorized vehicles including 

their tires), non-motorized vehicles including their tires, 

pack animals, and humans. 

Urban development may lead to an increase in right-ofway permits on public lands to accommodate private 

property/development access. As a result, soil disturbing 

activities (i.e. roads, powerlines, telephone lines, etc.), 

will increase causing weeds to increase. 

A variety of resource management projects, such as 

BLM initiated vegetation treatments, or fuels reduction 

projects, could affect weeds in the TPA. The 

498 Butte Draft RMP/EIS 
Environmental Consequences: Vegetative Communities 

 Noxious Weeds 

Scratchgravel Hills Fuel Treatment Project is proposed 

in this TPA. It will consist of mechanical and/or 

prescribed fire treatments on from 1,500 to 2,500 acres 

focused on the urban interface areas. There has been a 

fuels treatment project completed in the Scratchgravel 

Hills in the last 5 years which consisted of reducing 

fuels on a 150 acre area. Any project creating soil 

disturbance has the capability to increase weedy plant 

species. Prescribed burning projects give the ground 

surface a fertilization effect and eliminate some plant 

competition for weedy species giving them a niche for 

establishment and expansion in some areas. Ground 

disturbing equipment could also transport noxious weed 

seed to these project sites. BLM implements weed 

control measures in the aftermath of such grounddisturbing activity so as to minimize noxious weed 

spread. 

Wildland fires create good seed beds and supply 

nutrients for weed species introduction and production. 

From 1981 to 2004 there have been 14 wildland fires 

that have burned about 65 acres. This TPA contains 

sufficient fuel to support a wildland fire in the 

foreseeable future. 

Mining is a land disturbing activity and the activity itself 

and weed seed contaminated equipment that is used 

could promote weeds in the area. There are a number of 

active claims in the TPA but relatively little grounddisturbing activity associated with them is taking place 

at this time. 

Noxious weeds and non-native invasive species are well 

established and spreading in the area. Weed control 

activities by BLM and other entities, while often 

effective at reducing or minimizing weed spread and 

weed populations, can also lead to some weed spread. 

Herbicide spray equipment is driven through weed 

infestations and weed seeds as well as other weed 

vegetative parts are spread to other lands during and 

following treatment. Herbicide and biological control 

treatments in recent years have been accomplished on 

approximately 30 to 40 acres in the Scratchgravel Hills 

area. These weed treatments have varying success in 

killing undesirable plants, depending on many 

environmental parameters. The weeds that have been 

treated are primarily in the urban interface area where 

heavy motorized use plays a large role in the distribution 

of noxious weeds. 

Timber sales have built in stipulations for mitigating 

weed production and spread. However, with ground 

disturbance the potential exists for weed introduction to 

occur on these sites. Vehicular access for tree plantings 

could contribute to the spread of existing weeds on site. 

Since 1984, there has been 10 acres of forest planting. 

From 1995 to the present there has been 133 acres of 

timber harvest in the TPA. Herbicide treatment of 

existing weeds was coordinated with tree seedling 

planting locations and timing so as to minimize potential 

exacerbation of weed spread. Reclamation associated 

with abandoned mine lands has led to some spread of 

weeds. Herbicide control treatments have followed these 

reclamation actions to minimize or eliminate impacts. 

Future travel management (for all agencies, nationwide) 

is likely to lead to fewer opportunities for motorized 

recreational use than under current management 

(particularly for OHV use). As a result, the 

Scratchgravel Hills could experience increased use from 

displaced users, and such use could cause a larger than 

anticipated introduction and spread of weeds. An 

increase in weeds would lead to an increase in needed 

treatment on BLM lands. 

The National Guard manages approximately 8,000 acres 

of land (Fort Harrison) in the Helena area. These actions 

could potentially increase weed spread and production 

on (and off) BLM managed lands. 

Portions of the TPA provide winter range for mule deer 

and elk. The Birdseye section is within a wildlife 

movement corridor that provides a connection between 

the Northern Continental Divide Ecosystem and the 

Greater Yellowstone Ecosystem, as well as local daily 

movements and seasonal movements between higher 

elevation summer ranges. Noxious weed seed are 

transported and spread by wildlife through their 

digestive systems and by attaching to the animals 

themselves and then being released at a later time. 

Livestock grazing on and off BLM lands also 

contributes to weed spread either through seed being 

introduced by livestock themselves, or through vehicular 

uses needed to manage grazing operations. 

Like much of the West, the Helena Valley has been 

experiencing steady human population growth. This 

trend is expected to continue, along with increased 

recreational use of this travel planning area. The 

increasing population in the Helena area will in turn lead 

to an increase in use of this TPA creating more 

opportunities for weed spread and production. 

The majority of BLM managed routes for the Helena 

Travel Planning area are located in or adjacent to the 

Scratchgravel Hills and Birdseye area. Scratchgravel 

Hills is basically an island of undeveloped hills 

surrounded by residential development (there is some 

internal development as well). Residential development 

has tripled from 300 residential homes in 1984 to over 

1,000 homes today. Additional development is ongoing. 

This development/increase in human population has lead 

to an increase in use of the Scratchgravel Hills area by 

residents living adjacent to or within this area which in 

turn leads to an increase in weed spread and 

propagation. 

Only 7.5 percent of all the travel routes in the Helena 

TPA are located on BLM managed lands (under 

Alternative A). Lands near roads and away from roads in 

the TPA are infested with weeds. The travel on all roads 

in the TPA is spreading weeds and weeds off these roads 

Butte Draft RMP/EIS 499 
Chapter 4 

are being spread by the weed plants themselves and 

other natural means. Because the majority of roads (92 

percent) and lands (89 percent) in the TPA are nonBLM, activities in these areas play a stronger role than 

activities on BLM lands in determining the status of 

weed spread and weed populations in the TPA overall. 

VEGETATIVE COMMUNITIES – 

RIPARIAN VEGETATION 

Effects Common to All Alternatives 

This section focuses on effects to riparian vegetation. 

For additional discussion of effects to water quality and 

stream channels, see the Water Resources and Fish 

sections. 

Roads in riparian areas constitute ground disturbance 

that can eliminate or preclude presence of native riparian 

vegetation. This ground disturbance and loss of riparian 

vegetation may facilitate erosion and sedimentation of 

streams. Roads may also interfere with natural stream 

channel functions by occupying floodplains or active 

stream channel margins (see Water Resources section 

for more discussion). Noxious weeds may dominate 

riparian vegetation communities after some type of 

disturbance (such as roads, livestock grazing, mining, 

etc.) has reduced native vegetation. Noxious weed seed 

can be spread into riparian areas by motor vehicles via 

open roads. Closure of roads and trails can improve or 

maintain riparian condition by reducing avenues of 

noxious weed spread, as well as allowing for bare area 

re-vegetation which filters sediment in addition to 

stabilizing banks in some areas. Road and trail 

restrictions have the same effects but to a lesser degree, 

because some traffic will inhibit vegetation growth and 

recovery. 

Effects of the Alternatives 

As a means of comparing alternatives, Table 4-51 

depicts the miles of wheeled motorized routes that cross 

or are within 300 feet of streams on BLM lands for the 

Helena TPA. 

Table 4-51 

Miles of Roads and Trails by Proposed 

Management Category Within 300 feet of Streams 

(including intermittent streams) 

in the Helena Travel Planning Area 

Miles of Wheeled 

Motorized Routes 

ALT 

A 

ALT 

B 

ALT 

C 

ALT 

D 

Open 

Restricted 

Closed 

10.9 

0 

0 

4.2 

0 

6.7 

3.4 

0 

7.4 

4.9 

0 

6.0 

Under Alternative A, 10.9 miles of roads and trails 

would remain open that cross or are within 300 feet of 

streams on BLM lands. The noxious weed spread, 

streambank, and sediment delivery effects would 

continue as described above. 

Under Alternative B, 4.2 miles of BLM roads and trails 

that cross or are within 300 feet of streams would remain 

open, and 6.7 miles of roads and trails would be closed. 

The noxious weed spread, streambank, and sediment 

delivery effects would be slightly reduced in comparison 

to Alternative A, however the roads along Sevenmile 

Creek and Skelly Gulch which impact riparian areas the 

most would remain open because they are non-BLM 

county roads and provide access to these respective 

areas. 

Under Alternative C, 3.4 miles of BLM roads and trails 

that cross or are within 300 feet of streams would remain 

open, and 7.4 miles of roads and trails would be closed. 

The noxious weed spread, streambank, and sediment 

delivery effects would be slightly reduced in comparison 

to Alternatives A and B, however the roads along 

Sevenmile Creek and Skelly Gulch which impact 

riparian areas the most would remain open because they 

are non-BLM county roads and provide access to these 

respective areas. Alternative C would provide the most 

benefit of all alternatives to riparian vegetation on BLM 

lands. 

Under Alternative D, 4.9 miles of BLM roads and trails 

that cross or are within 300 feet of streams would remain 

open, and 6.0 miles of roads and trails would be closed. 

The noxious weed spread, streambank, and sediment 

delivery effects would be slightly reduced in comparison 

to Alternatives A, but would be greater than under 

Alternatives B and C. The roads along Sevenmile Creek 

and Skelly Gulch which impact riparian areas the most 

would remain open because they are non-BLM county 

roads and provide access to these respective areas. 

Cumulative Effects on Riparian 

Vegetation 

Noxious weed spread, mining, roads and trails, logging 

operations, and livestock grazing have affected riparian 

resource conditions in all TPAs, including the Helena 

TPA. Some of these factors continue to cause riparian 

area degradation primarily through direct disturbance or 

loss of riparian vegetation. Ground disturbance and loss 

of riparian vegetation facilitate erosion and 

sedimentation of streams. In the case of noxious weeds, 

they usually dominate riparian vegetation communities 

after some type of disturbance (such as roads, livestock 

grazing, mining, etc.) has reduced native vegetation. 

Anticipated subdivision growth on private lands will 

lead to more road construction and maintenance. More 

roads and development will increase severity of runoff 

events which in turn will cause more sediment delivery 

to creeks and streams. The additional sediment is likely 

to affect the functioning condition of some riparian areas 

by causing streambeds to aggrade at unnatural rates. 

500 Butte Draft RMP/EIS 
Environmental Consequences: Wildlife 

Streambanks may also be affected if road placements do 

not allow for natural stream movements or meanders. 

Logging and forestry practices on public and private 

lands are subject to streamside management zone (SMZ) 

requirements designed to maintain water quality and 

riparian vegetation. The proposed Riparian Management 

Zones under Butte RMP Alternatives B and C would be 

wider than SMZs and activities in these areas would be 

designed to benefit riparian resources, thus providing 

more riparian protection and more targeted management 

of riparian vegetation in both forested and non-forested 

areas than under RMP Alternatives A and D. The 

disturbance associated with timber activities does have 

the potential to increase noxious weed spread which 

degrades riparian area function and health. On public 

lands noxious weed control is a standard feature of any 

ground disturbing activities whereas on private lands 

noxious weed control is variable. 

Livestock grazing will continue in the area and has the 

potential to impact riparian resource conditions. On 

BLM lands, ongoing rangeland health assessments and 

implementation of livestock grazing guidelines would 

continue to improve or maintain riparian vegetation 

health and vigor. On private lands, livestock grazing is 

expected to decline slowly as more ranch and farmland 

is subdivided. Riparian conditions may improve or 

degrade as management changes. 

Noxious weed control will continue on both public and 

private lands with varying degrees of success. To the 

extent that these efforts are successful, riparian 

conditions would improve because of the streambank 

protection gained from shrubby root systems and 

filtering capability of native riparian sedge and rush 

species. 

The BLM fuels reduction project currently being 

planning for the Scratchgravel Hills would not have any 

cumulative effects to riparian vegetation because no 

activities would be planned near riparian areas. There 

are very few riparian areas in the Scratchgravel Hills 

portion of the TPA. 

Cumulatively the effects of Alternative B would be 

similar to Alternative A, but would be a slight 

improvement to riparian vegetation. The closure of a few 

roads may slightly offset some of the private land road 

construction and maintenance effects described above. 

Cumulatively the effects of Alternative C would be 

similar to Alternatives A and B, though Alternative C 

would make the greatest contribution to riparian 

vegetation by closing the greatest mileage of riparian 

roads on BLM lands of all alternatives. In comparison to 

Alternative B, the closure of a few more roads than 

Alternative B may slightly offset more of the private 

land road construction and maintenance effects 

described above. 

Cumulatively the effects of alternative D would be 

similar to alternatives A, B, and C. In comparison to 

Alternatives B and C, the closure of a few less roads 

than Alternatives B or C may slightly offset less of the 

private land road construction and maintenance effects 

described above. 

Overall, because BLM roads make up only 7.5 percent 

of all roads in the TPA (under Alternative A), and BLM 

lands make up 11 percent of all lands in the TPA, the 

contributions to riparian vegetation benefits associated 

with closing riparian roads on BLM lands would be 

minor at the scale of the entire Helena TPA. 

WILDLIFE 

Effects of Alternative A 

Under Alternative A, Helena TPA would have 

substantially more open roads (52 miles) compared to 

the action alternatives and would have the highest actual 

road density on BLM lands, 1.9 mi/mi2 (Table 4-52) 

compared to the action alternatives. Open roads typically 

increase the level of recreation adjacent to roads. This 

can result in additional disturbance and displacement of 

wildlife species. Roads can also encourage the public to 

recreate in areas that had formerly been secluded. Roads 

can cause direct mortality to wildlife through road kill, 

prevent wildlife movement, create disturbance to 

wildlife via vehicular use, cause the spread of noxious 

weeds, reduce or eliminate habitat and cause habitat 

fragmentation on the landscape. Permanent and 

temporary roads could negatively impact wildlife, 

including special status species, particularly if roads are 

open during critical periods such as during the winter or 

breeding seasons. 

Under Alternative A, this TPA would have fewer acres 

of functional winter range (461 acres of low road density 

area) compared to the action alternatives (Table 4-52). 

Table 4-52 

Decision Area Road Densities (mi/mi2

) within Elk Winter Range in the Helena Travel Planning Area 

Actual Road Density Acres of Low 

Road Density 

Acres of Moderate 

Road Density 

Acres of High 

Road Density 

Alternative A 1.9 461 1,331 2,611 

Alternative B 1.0 1,152 1,165 2,087 

Alternative C 0.7 1,270 1,113 2,021 

Alternative D 0.9 1,267 1,110 2,027 

Low Density = 0-1 mi/mi2, Moderate Density = 1-2 mi/mi2, High Density = >2 mi/mi2 

Butte Draft RMP/EIS 501 
Chapter 4 

The action alternatives would all provide a similar 

amount of functional winter range, approximately 1,200 

acres. Due to the isolated nature of BLM parcels and the 

substantial amount of development in the TPA, winter 

range value for big game species is extremely low 

compared to other areas. 

Although the Helena TPA is open for cross country 

snowmobile use under Alternatives A, B and D, BLM 

lands in this TPA do not often get favorable snow 

conditions for this use. Due to snow conditions, the use 

of snowmobiles would be limited and the effects to big 

game and other wildlife species would be expected to be 

minimal the majority of the time. However, when snow 

conditions do become favorable, snowmobile use of the 

TPA could have negative effects to big game and other 

wildlife species. The negative affects due to crosscountry snowmobile use could include harassment of big 

game and other species during the high stress winter 

season. This could cause individuals to leave an area 

(temporarily or permanently) and/or an increase in stress 

that could lead to mortality. 

In evaluating impacts of travel planning on elk and other 

big game species, it is important to consider impacts on 

security habitat. Elk security is the inherent protection 

allowing elk to remain in an area despite increases in 

stress or disturbance associated with the hunting season 

or other human activities. Security habitat includes 

blocks of nonlinear forested habitats greater than 250 

acres in size that are at least 0.5 mile from an open road. 

Security habitat should also consist of larger trees 

(greater than 8 inches DBH) with vegetation dense 

enough to hide an adult elk. Under Alternatives A and 

D, there would be no functional security habitat for big 

game species and Alternatives B and C would provide 

only a negligible amount of security habitat (257-404 

acres) (Table 4-53). As with winter range, the isolated 

nature of BLM parcels along with development of 

private lands and open roads throughout the TPA 

prevents the area from having a large amount of 

functional security habitat. 

Table 4-53 

Decision Area Acres of Big Game Security 

Habitat in the Helena Travel Planning Area 

by Alternative 

A B C D 

Helena TPA 0 257 404 0 

Core areas are areas large enough for wildlife (especially 

animals with large home ranges such as carnivores and 

big game) to forage and reproduce. Subcore areas are 

areas that could act as stepping stones for wildlife as 

they move through the region For all lands in the Helena 

TPA, all alternatives would have the same amount of 

acres with low (5,942 acres with road density less than 1 

mi/mi2

), moderate (2,762 acres with road densities of 1-

2 mi/mi2

) and high (2,061 acres with road densities 

greater than 2 mi/mi2

) road densities in core and subcore 

habitat. 

On BLM lands, there are only approximately 501 acres 

in core/subcore habitat. All alternatives would have the 

same acres in low (71 acres), moderate (216 acres) and 

high (114 acres) road densities for core and subcore 

habitat. 

Wildlife corridors are areas of predicted movement 

within or between core and subcore areas. Within the 

Helena TPA there are no acres identified as “high 

quality” wildlife movement corridors under any land 

ownership. There are approximately 21,804 acres 

identified as moderate quality corridors for all land 

ownerships and 19,439 acres within low quality 

corridors. Under all alternatives, moderate quality 

movement corridors would have 6,455 acres with low 

road density, 4,803 acres with moderate road density but 

the majority of acres, 10,546, would be in high road 

density. On BLM lands in the TPA there are only 379 

acres mapped as moderate quality movement corridors 

but there is more BLM land (2,660 acres) in areas 

considered to be low quality corridors. 

Riparian areas provide crucial habitat and critical travel 

corridors for wildlife including special status species. 

Riparian areas also provide a refuge for native plants and 

animals in times of stress such as drought or fire. Roads 

in riparian areas can prevent use of these crucial areas by 

wildlife, limit use, or cause loss of habitat. Under 

Alternative A, there would be 10.9 miles of open roads 

in riparian areas, the most of any alternative. 

Effects of Alternative B 

Under Alternative B, the Helena TPA would have 

substantially fewer open roads (13.6 miles) compared to 

Alternative A (52 miles). Alternative B would have 

more open road than Alternative C (7 miles) but less 

than Alternative D (22 miles). Alternative B would 

decrease harassment to wildlife during all seasons of use 

compared to Alternatives A and D. This alternative 

would also improve habitat and reduce fragmentation 

more than Alternatives A and D but less than Alternative 

C. 

Under Alternative B, the actual road density in elk 

winter range in the Helena TPA would be at the 1 mi/mi2 

recommended as a maximum by FWP in big game 

winter range. This is lower than the road density under 

Alternative A, 1.9 mi/mi2

, higher than Alternative C (0.7 

mi/mi2

) and higher, but similar, to Alternative D (0.9 

mi/mi2

) (Table 4-52). 

Under Alternative B, this TPA would have more acres of 

functional winter range (1,152 acres) compared to 

Alternative A (461 acres), slightly less than Alternative 

C (1,270 acres) but also slightly less than Alternative D 

(1,267 acres) (Table 4-52). All action alternatives would 

improve the quality and quantity of winter range in the 

Helena TPA to a similar degree and all action 

502 Butte Draft RMP/EIS 
Environmental Consequences: Wildlife 

alternatives would have more beneficial effects on 

winter range compared to Alternative A. 

Like Alternatives A and D, the entire Helena TPA would 

be open for cross country snowmobile use with 

Alternative B. The effects would be the same as 

described under Alternative A. 

The amount of big game security habitat would be low, 

but still more under Alternatives B and C (257 and 404 

acres, respectively) compared to Alternatives A and D 

which would have no functional security habitat (Table 

4-53). 

Alternative B would protect and restore more riparian 

habitat than Alternative A by reducing the miles of open 

roads in riparian acres to 4.2 miles (from 10.9 miles 

under Alternative A). Alternative B would have more 

open roads in riparian areas than Alternative C (3.4 

miles) but less than Alternative D (4.9 miles). 

Alternative B would allow for more breeding, foraging, 

and hiding habitat as well as improve more movement 

corridors for a wide variety of species than Alternatives 

A and D but less than Alternative C. 

Effects of Alternative C 

Under Alternative C, the Helena TPA would have 

substantially fewer open roads (7.0 miles) compared to 

Alternative A (52 miles). Alternative C would also have 

fewer open roads than Alternative B (13.6 miles) and 

Alternative D (22 miles). Alternative C would decrease 

harassment to wildlife during all seasons of use 

compared to all other alternatives. This alternative 

would also improve habitat and reduce fragmentation 

more than all other alternatives. 

Under Alternative C, the actual road density in elk 

winter range in the Helena TPA on BLM lands would be 

0.7 mi/mi2

, below the maximum of 1 mi/mi2 

recommended by FWP in big game winter range. This is 

lower than the road density under Alternative A (1.9 

mi/mi2

), lower than Alternative B (1.0 mi/mi2) and lower 

than Alternative D (0.9 mi/mi2

) (Table 4-52). 

Under Alternative C, this TPA would have more acres of 

functional winter range (1,270 acres) compared to 

Alternative A (461 acres), slightly more than Alternative 

B (1,152 acres) and nearly the same as Alternative D 

(1,267 acres) (Table 4-52). All action alternatives would 

improve the quality and quantity of winter range in the 

Helena TPA to a similar degree and all action 

alternatives would have more beneficial effects on 

winter range compared to Alternative A. 

Under Alternative C, snowmobile use throughout the 

entire Helena TPA would be limited to open routes (2.8 

miles). This would greatly reduce the negative effects 

associated with snowmobile use to big game and other 

wildlife species compared to all other alternatives. 

The amount of big game security habitat under 

Alternative C would be low (404 acres), but would still 

be greater than under any other alternative (Table 4-53). 

Alternative C would protect and restore more riparian 

habitat than Alternative A by reducing the miles of open 

roads in riparian acres to 3.4 miles (from 10.9 under 

Alternative A). Alternative C would also have fewer 

open roads in riparian area than Alternative B (4.2 

miles) and Alternative D (4.9). Alternative C would 

allow for more breeding, foraging, and hiding habitat as 

well as improve more movement corridors for a wide 

variety of species more than all other alternatives. 

Effects of Alternative D 

Under Alternative D, the Helena TPA would have 

considerably fewer open roads (22 miles) compared to 

Alternative A (52 miles). Alternative D, however, would 

have considerably more open roads than Alternative B 

(13.6 miles) and, especially, Alternative C (7 miles). 

Alternative D would allow considerably more 

harassment to wildlife during all seasons of use than 

Alternatives B and C but less than Alternative A. This 

alternative would also restore fewer acres of habitat and 

allow more fragmentation than Alternatives B and C but 

substantially less than Alternative A. 

Under Alternative D, the actual road density in elk 

winter range in the Helena TPA would be below the 

maximum of 1 mi/mi2

 recommended by FWP in big 

game winter range at 0.9 mi/mi2

. This is lower than the 

road density under Alternative A (1.9 mi/mi2

), lower 

than Alternative B (1.0 mi/mi2

) and higher than 

Alternative C (0.7 mi/mi2

) (Table 4-52). 

Under Alternative D, this TPA would have more acres 

of functional winter range (1,267 acres) compared to 

Alternative A (461 acres), slightly more than Alternative 

B (1,152 acres) and nearly the same as Alternative C 

(1,270 acres) (Table 4-52). 

Like Alternatives A and B, the entire Helena TPA would 

be open for cross country snowmobile use with 

Alternative D. The effects would be the same as 

described under Alternative A. 

There would be no functional big game security habitat 

under Alternatives D and A. Although low, there would 

be 257 acres of security habitat under Alternative B and 

404 acres under Alternative C (Table 4-53). 

Alternative D would protect and restore more riparian 

habitat than Alternative A by reducing the miles of open 

roads in riparian acres to 4.9 miles (from 10.9 under 

Alternative A). Alternative D would have more open 

roads in riparian area than Alternative B (4.2 miles) and 

Alternative C (3.4 miles). Alternative D would allow for 

more breeding, foraging and hiding habitat as well as 

improve more movement corridors for a wide variety of 

species than Alternative A but less than Alternatives B 

and C. 

Butte Draft RMP/EIS 503 
Chapter 4 

Cumulative Effects on Wildlife 

Wildlife habitat in the Helena TPA has been affected by 

roads, historic and current mining, timber harvest, weed 

infestations, urbanization and development, recreation, 

powerline corridor development and communication 

sites. 

Like much of the West, the Helena Valley has been 

experiencing steady population growth. This trend is 

expected to continue, along with increased recreational 

use of this travel planning area. The majority of BLM 

managed routes for the Helena TPA are located in or 

adjacent to the Scratchgravel Hills and Birdseye area. 

The Scratchgravel Hills is an island of undeveloped hills 

surrounded by residential development. Residential 

development has tripled from 300 residential homes in 

1984 to over 1,000 homes today. Additional 

development is ongoing. 

Approximately 8,000 acres within the TPA is also 

managed by the National Guard for military maneuvers 

and training. Some helicopter-based training also occurs 

there. 

Recreation use is well established in the TPA. Primary 

recreation activities include motorized OHV uses (ATV, 

motorcycle) and non-motorized uses (hiking, jogging, 

horseback riding, mountain biking, etc.). 

The Scratchgravel Hills contains precious and base 

metals in both hard rock and placer deposits. Over the 

years there have been a large number of patented and 

unpatented mining claims distributed throughout the 

area. Currently, only a few claims are maintained but 

increases in mineral prices could lead to increased or 

renewed mining activity. 

In the TPA, there are eight powerlines and six pipelines. 

There are no existing communication sites in the TPA 

and, in the future, communication sites on BLM lands 

will be restricted to existing sites. No future 

communication sites are expected on BLM lands in the 

TPA but could occur on private or other public lands. 

There is the potential for future powerlines and pipelines 

to be built in this TPA. 

There are approximately 26 rights-of-way (ROW) in the 

TPA and applications for ROW permits to access private 

property or for commercial development are likely to 

increase in the future. As a result, public access to BLM 

lands could increase. Fewer ROWs would be expected 

under Alternative A because all BLM roads would 

remain open under this alternative. Alternative B would 

be expected to have fewer ROWs than Alternative C but 

more than Alternatives A and D. Alternative C would be 

expected to have the most ROWs and, of the action 

alternatives, Alternative D would have the fewest. 

From 1981-2004 there have been 14 wildland fires that 

burned 65 acres of BLM lands (it is unknown how many 

acres burned in the entire TPA). Eleven of the fires were 

identified as human-caused and these fires burned the 

majority of the BLM acres (54). There has been one 

fuels reduction treatment that consisted of grinding small 

to medium size understory trees on 150 acres in the 

Scratchgravel Hills. Timber harvest has occurred on 

approximately 133 acres of BLM lands in the TPA over 

the last 17 years. In the foreseeable future, 

approximately 1,500-2,000 acres of BLM lands will 

likely be treated in the Scratchgravel Hills to thin dense, 

overstocked stands of dry Douglas fir and ponderosa 

pine as well as remove conifer encroachment from 

meadows. This would improve habitat for dry forest 

species. Vegetative treatments on BLM lands have had 

minor effects to wildlife habitat in the TPA. However, 

timber harvest and development on private lands has 

substantially altered the landscape and caused a 

substantial decline in the quality and quantity of wildlife 

habitat in the TPA. 

Noxious weeds and non-native invasive species are well 

established and spreading rapidly in the TPA. Motorized 

activities play a large role in the distribution of noxious 

weeds. The cumulative effects of the spread of noxious 

weeds from open roads would be greater under 

Alternative A than all other alternatives. Alternative A 

would result in more wildlife habitat being lost or 

degraded due to noxious weed infestations compared to 

the action alternatives. Alternative B would have fewer 

open roads than Alternatives A and D resulting in fewer 

infestations of noxious weeds. Alternative C would close 

the most roads and would have the fewest cumulative 

effects from loss of habitat due to noxious weeds of all 

alternatives. Open roads and development adjacent to 

BLM lands and the substantial amount of public use this 

area receives would still allow for the spread of noxious 

weeds. 

Fragmentation of BLM lands in the TPA (only 11 

percent of the TPA is in BLM ownership); open roads 

on BLM (52 miles), private (about 581 miles), and other 

public lands (about 60 miles); as well as adjacent 

residential development has reduced the quality of 

wildlife habitat within the TPA. Roads and development 

within the TPA can cause disturbance to wildlife along 

with fragmentation and loss of habitat. Roads are 

associated with nearly every type of activity that has the 

potential to occur in the TPA including; vegetation 

treatments, timber salvage, mining, access to private 

lands (ROWs), fire suppression, powerline corridors and 

recreation. Open roads in the Planning Area would likely 

increase due to development and management of private 

lands. Alternative A would have the greatest negative 

cumulative effects to wildlife and wildlife habitat from 

open roads with 52 miles of open roads. Alternative B 

would have fewer negative cumulative effects with 13.6 

miles of open road than Alternatives A and D (22 miles) 

but more than Alternative C (7 miles). 

Of the action alternatives, Alternative C would have the 

most beneficial cumulative effects by reducing habitat 

fragmentation, restoring habitat, and reducing 

504 Butte Draft RMP/EIS 
Environmental Consequences: Fish 

disturbance. Alternative B would be more beneficial 

than Alternatives A and D but less than Alternative C. 

Historic and recent timber cutting (mostly on private 

lands), past mining activity and firewood gathering in 

the TPA has reduced the amount of suitable snag habitat 

for cavity nesting species and the area is snag deficient. 

Alternative A would allow a substantial amount of 

access to the area for firewood cutting that would 

continue to prevent snag recruitment for snag dependant 

species and minimize the amount of down woody 

material. Alternative B would protect more snag and 

down wood habitat from loss due to firewood cutting 

than Alternatives A and D but would protect less of this 

habitat type than Alternative C. 

In the Helena TPA, open habitat of grasslands and 

shrublands along with high road densities in both the 

Decision and Planning Areas have prevented BLM lands 

from providing suitable security habitat for big game 

during the hunting seasons. Under Alternatives A and D, 

there would be no security habitat in the TPA in the 

Decision Area and there would be no security habitat in 

the future. Alternatives B and C would provide some 

security habitat for big game (257 and 404 acres, 

respectively). Security habitat would still be limited on 

private (unless closed to hunting) and other public lands. 

There would be no differences in cumulative effects 

from travel planning with any alternative for 

core/subcore habitat or wildlife movement corridors in 

the Helena TPA. Fragmentation of habitat due to 

development, roads, and disturbance has caused the 

greatest impact on the amount and quality of 

core/subcore habitat and wildlife movement corridors. 

Only 11 percent of the TPA is considered core/subcore 

habitat and the majority of this is on Forest Service 

lands. 

The cumulative effects of high road densities would 

continue to negatively affect wildlife species during the 

breeding season more under Alternative A than under 

the action alternatives. Alternatives B and C would have 

the most beneficial cumulative effects to wildlife during 

the breeding season compared to Alternative D and, 

especially, Alternative A. 

FISH 

For the sake of this discussion, “open” roads include 

roads that are open with seasonal restrictions as well as 

roads that are open yearlong. Roads identified as 

“closed” within 300 feet of streams also include roads 

that would be “decommissioned” in these areas by 

alternative. Effects to water quality described in the 

Water Resources section would affect fish populations 

and fish habitat quality. Analyses described and 

tabulated in the Water Resources section are referred to 

in the context of effects to fish in the discussion below. 

Effects of Alternative A 

Under Alternative A, Helena TPA would have 

substantially more open roads (52 miles) compared to 

the action alternatives. Roads can have a wide range of 

effects on fish and fish habitat. These effects would 

include, but are not limited to, increased sedimentation 

from road construction and vehicle use, increased runoff, 

changes in surface water and drainage patterns from 

stream crossings, conduits for noxious weeds, loss of 

riparian vegetation, potential decreases in stream 

shading that could lead to water temperature increases, 

and changes in local fish populations when culverts are 

impassable and limit fish migration. 

Watershed (or hydrologic) function can be used as an 

indicator of relative risk or impacts to fish habitat. 

Generally, watersheds with high road densities often 

have the largest negative effect on fish and aquatic 

resources. To determine the effects on watershed 

function, a moving windows analysis was conducted on 

BLM lands to look at the miles of roads that would be 

decommissioned and removed from the landscape for 

each alternative. During this analysis, it was assumed 

that even though closing roads would improve watershed 

function, closed roads would remain on the landscape 

and could still have negative impacts to water quality 

and prevent or impede the restoration of riparian 

vegetation. Under all alternatives, there would be 461 

acres with low road density on BLM lands in the TPA 

(Table 4-49). Alternatives A and D would have nearly 

similar acres with moderate road density (1,446 and 

1,484 acres, respectively), which would be less than 

Alternatives B (1,623 acres) and C (1,539 acres). All 

alternatives would have similar acres with high road 

density, ranging from 8,117 to 8,294 acres. This 

comparison shows relatively little difference between 

Alternative A and the action alternatives. Because the 

action alternatives close more roads, they would be 

expected to have fewer negative effects to fish habitat 

than Alternative A. 

For this discussion, road miles within 300 feet of fish 

bearing streams on BLM lands would be considered an 

indicator of direct effects to fish habitat and fish 

populations. Under all alternatives, there would be 0 

miles of closed road and 1.7 miles of open road within 

300 feet of fish bearing streams on BLM lands. All miles 

of open roads would be adjacent to streams (Greenhorn 

Creek and Skelly Gulch) with BLM special status 

species (westslope cutthroat trout). There is no 

difference between alternatives in terms of direct effects 

to fish habitat in the Helena TPA. 

Perennial non-fish bearing streams contribute to fish 

habitat indirectly by serving as conduits of watershed 

products (water, sediment, nutrients, contaminants, and 

in some cases woody material) to fish bearing streams. 

Under Alternative A, there would be 0 miles of closed 

road and 5.3 miles of open road within 300 feet of 

perennial non-fish bearing streams on BLM lands in the 

Butte Draft RMP/EIS 505 
Chapter 4 

TPA. Alternative A would have more miles of open road 

adjacent to perennial streams than Alternatives B (1.2 

miles) and C (1.1 miles) and D (2.8 miles). Alternative 

A would have the greatest negative impacts to fish and 

aquatic resources from open roads. 

Effects of Alternative B 

Under Alternative B, the Helena TPA would have 

substantially fewer open roads (13.6 miles) compared to 

Alternative A (52 miles). Alternative B would have 

more open roads than Alternative C (7 miles) but less 

than Alternative D (22 miles). 

All alternatives would have the same acreage of BLM 

lands in the low road density category, and relatively 

similar acreages of land in moderate and high road 

density categories (Table 4-49). However, Alternative B 

would provide the greatest acreage in the moderate road 

density category, and the lowest acreage in the high road 

density category of all alternatives. Alternative B would 

also improve watershed function and slightly lessen 

impacts to fish compared to Alternative A because the 

closed roads under Alternative B would make a slight 

contribution to improved watershed function. 

Effects associated with roads within 300 feet of fish 

bearing streams (Greenhorn Creek and Skelly Gulch) on 

BLM lands under Alternative B would be the same as 

under Alternative A. 

Alternative B would contribute fewer indirect effects to 

fish habitat associated with roads within 300 feet of 

perennial non-fish bearing streams on BLM lands than 

Alternative A. Under Alternative B there would be 4.1 

miles of closed road and 1.2 miles of open road within 

300 feet of perennial non-fish bearing streams on BLM 

lands in the TPA. Under Alternative A there would be 

no closed roads and 5.3 miles of open road in these 

riparian areas. 

Overall, Alternative B would have fewer negative 

effects to fish and aquatic habitats from increased fine 

sediment inputs, loss of large woody material and loss of 

riparian vegetation than Alternative A. 

Effects of Alternative C 

Under Alternative C, the Helena TPA would have 

substantially fewer open roads (7.0 miles) compared to 

Alternative A (52 miles). Alternative C would also have 

fewer open roads than Alternative B (13.6 miles) and 

Alternative D (22 miles). 

All alternatives would have the same acreage of BLM 

lands in the low road density category, and relatively 

similar acreages of land in moderate and high road 

density categories (Table 4-49). However, Alternative C 

would improve watershed function and slightly lessen 

impacts to fish compared to Alternatives A and D 

because the greatest mileage of closed roads under 

Alternative C (compared to any other alternative) would 

contribute to improved watershed function. 

Effects associated with roads within 300 feet of fish 

bearing streams (Greenhorn Creek and Skelly Gulch) on 

BLM lands under Alternative C would be the same as 

under Alternatives A and B. 

Indirect effects associated with roads within 300 feet of 

perennial non-fish bearing streams on BLM lands under 

Alternative C would be the same as described under 

Alternative B. 

Alternatives C and B would have similar benefits to fish 

habitat and would have fewer negative effects to fish and 

aquatic habitats from increased fine sediment, loss of 

large woody material and loss of riparian vegetation 

compared to Alternative A. 

Effects of Alternative D 

Under Alternative D, the Helena TPA would have fewer 

open roads (22 miles) compared to Alternative A (52 

miles). Alternative D, however, would have more open 

roads than Alternative B (13.6 miles) and Alternative C 

(7 miles). 

All alternatives would have the same acreage of BLM 

lands in the low road density category, and relatively 

similar acreages of land in moderate and high road 

density categories (Table 4-49). However, Alternative D 

would have the greatest acreage of BLM lands in the 

high road density category and the lowest acreage in the 

moderate road density category of the action 

alternatives. Still, Alternative D would also contribute to 

improved watershed function and slightly lessen impacts 

to fish compared to Alternative A because 

approximately 30 miles of road would be closed or 

decommissioned in this alternative compared to all roads 

being open under Alternative A. 

Effects associated with roads within 300 feet of fish 

bearing streams (Greenhorn Creek and Skelly Gulch) on 

BLM lands under Alternative D would be the same as 

under all other alternatives. 

Alternative D would contribute fewer indirect effects to 

fish habitat associated with roads within 300 feet of 

perennial non-fish bearing streams on BLM lands than 

Alternative A. Under Alternative D there would be 2.5 

miles of closed road and 2.8 miles of open road within 

300 feet of perennial non-fish bearing streams on BLM 

lands in the TPA. While it would be an improvement 

over the current condition, Alternative D would 

contribute more indirect effects to fish habitat from these 

streams than either Alternative B or Alternative C. 

Alternative D would have more adverse effects to fish 

and aquatic habitats from increased fine sediment, loss 

of large woody material and loss of riparian vegetation 

than Alternatives B and C but less than Alternative A. 

Cumulative Effects on Fish 

The Helena TPA supports a variety of native and 

introduced fish species. One of the major human 

506 Butte Draft RMP/EIS 
Environmental Consequences: Special Status Plants 

influences to fish in the TPA has been the introduction 

of non-native trout species including rainbow trout, 

brook trout, and brown trout throughout the TPA. 

Rainbow trout have hybridized with the native westslope 

cutthroat trout in many streams. Brook trout and brown 

trout have displaced the native cutthroats in other 

streams; especially those altered by sedimentation and 

increased water temperatures brought on by human 

activities. 

Like much of the West, the Helena Valley has been 

experiencing steady human population growth. This 

trend is expected to continue, along with increased 

recreational use of this travel planning area. The 

majority of BLM managed routes for the Helena TPA 

are located in or adjacent to the Scratchgravel Hills and 

Birdseye area. Scratchgravel Hills is an island of 

undeveloped hills surrounded by residential 

development. Residential development has tripled from 

300 residential homes in 1984 to over 1,000 homes 

today. Additional development is ongoing. There are no 

perennial streams in the Scratchgravel Hills portion of 

the TPA that could be affected by this development. 

However, development and urbanization have had 

substantial impacts to watershed function in this TPA. 

Agricultural activities from farming and ranching also 

contribute increases in nutrients, sedimentation, and loss 

of aquatic habitats. Many streams in the TPA have been 

impacted by historic and on-going livestock grazing that 

breaks down streambanks, widens channels, removes 

vegetative cover, and causes an increase in fine sediment 

and nutrients. 

The Scratchgravel Hills contains precious and base 

metals in both hard rock and placer deposits. Over the 

years there have been a large number of patented and 

unpatented mining claims distributed throughout the 

area. Although some streams in the TPA may have been 

impacted by historic mining activities, it is expected that 

the amount of aquatic habitat impacted has been 

minimal due to the lack of streams in this portion of the 

TPA. 

Fires, floods, and drought have historically affected fish 

habitat in the TPA. These disturbances can cause a pulse 

of sediment or may temporarily reduce the quality of 

fish habitat in some watersheds while leaving other 

streams largely unaffected. Natural disturbances are 

typically followed by periods of stability, during which 

fish habitats and populations recover. Population 

recovery in disturbed streams may be facilitated by fish 

immigration from nearby drainages less affected by the 

catastrophic event. From 1981-2004 there have been 14 

wildland fires that burned 65 acres. Eleven of the fires 

were identified as human-caused and these fires burned 

the majority of the acres (54). There has been one fuels 

reduction treatment that consisted of grinding small to 

medium size understory trees on 150 acres in the 

Scratchgravel Hills. This project had no effects to 

aquatic habitats. 

Timber harvest can alter the recruitment of large woody 

debris, reduce canopy closures, and result in an increase 

in fine sediment to streams. Timber harvest along with 

associated roads can contribute substantially to the 

overall cumulative effects in forested watersheds. 

Timber harvest has occurred on approximately 133 acres 

of BLM lands in the TPA over the last 17 years. In the 

foreseeable future, approximately 1,500-2,000 acres will 

be treated in the Scratchgravel Hills to thin dense, 

overstocked stands of dry Douglas fir and ponderosa 

pine as well as remove conifer encroachment from 

meadows. This would have no impacts to aquatic 

habitats or species. Vegetative treatments on BLM lands 

have had minor effects to aquatic habitat in the TPA. 

However, timber harvest and development on private 

lands have substantially altered the landscape and may 

have caused a decline in the quality and quantity of 

aquatic habitat in the TPA. 

Roads are another major contributor of sediment to 

streams and a major problem with regards to cumulative 

watershed effects. Roads and trails can have localized 

effects on nearby stream segments or at stream crossing 

sites, especially fords. In some cases, effects are more 

extensive and may impair fish habitat for longer reaches 

of streams. Cumulatively, roads degrade aquatic habitat 

due to sedimentation from road construction and vehicle 

use, increased runoff, changes in surface water and 

drainage patterns from stream crossings, loss of riparian 

vegetation, loss of large woody material, and alteration 

of stream channels and floodplains. Roads can cause 

changes in local fish populations when culverts are 

impassable and limit fish migration. Alternative A 

would have more negative cumulative effects to 

watersheds and individual streams due to roads than the 

action alternatives. Alternative B would have fewer 

negative cumulative effects than Alternatives A and D 

but more than Alternative C. Alternative B would 

improve overall watershed functions as well as improve 

habitat in individual streams more than Alternatives A 

and D but less than C. Alternative C would have the 

greatest beneficial effects to fish habitat of all 

alternatives. 

SPECIAL STATUS PLANTS 

Effects Common to All Alternatives 

Ground-disturbing activities from road construction and 

maintenance, as well as road use by vehicles can affect 

special status plant populations and habitat. These 

activities can reduce sensitive plant species through 

disturbance to individual populations, increasing 

competition from invasive species, and reducing habitat 

connectivity. Closure of roads and trails can improve or 

maintain sensitive plant populations or habitat by 

reducing avenues of noxious weed spread, maintaining 

habitat connectivity, and improving pollinator habitat. 

Road and trail restrictions have the same effects but to a 

lesser degree. 

Butte Draft RMP/EIS 507 
Chapter 4 

Effects of the Alternatives 

Under Alternative A, 52.2 miles of roads and trails 

would remain open. The effects would continue as 

described in the Effects Common to All Alternatives 

section. 

Under Alternative B, 13.6 miles of roads and trails 

would remain open, 32.1 miles of roads and trails would 

be closed, and 6.5 miles would be decommissioned. On 

the closed routes, vectors of noxious weed spread would 

be reduced and habitat connectivity and health would be 

improved for sensitive plants and their pollinators. The 

seasonally restricted roads would reduce weed spread a 

limited amount. Alternative B would reduce risk to and 

benefit special status plants compared to Alternative A. 

Under Alternative C, 7 miles of roads and trails would 

remain open, 40.7 miles of roads and trails would be 

closed, and 4.6 miles would be decommissioned. As 

with Alternative B, on the closed routes, vectors of 

noxious weed spread would be reduced and habitat 

connectivity and health would be improved for sensitive 

plants and their pollinators. The restricted roads would 

reduce weed spread a limited amount. Alternative C 

would benefit and reduce the most risk to special status 

plants the most of all alternatives because it would 

eliminate disturbance, vehicular use, and spread of 

noxious weeds on the most road miles. 

Under Alternative D, 21.9 miles of roads and trails 

would remain open, 27.7 miles of roads and trails would 

be closed, and 3.1 miles would be decommissioned. On 

the open roads, effects would continue as described in 

the Effects Common to All Alternatives section. On the 

closed routes, vectors of noxious weed spread would be 

reduced and habitat connectivity and health would be 

improved for special status plants and their pollinators. 

The restricted roads would reduce weed spread a limited 

amount. Alternative D would benefit and reduce risk to 

special status plants compared to Alternative A, but 

would pose more risk compared to Alternatives B and C. 

Cumulative Effects on Special Status 

Plants 

Under all alternatives there are a number of past, 

present, and reasonably foreseeable future actions that 

affect special status plant populations. 

Livestock grazing will continue in the area and has the 

potential to impact sensitive plant populations and 

habitat. On public lands, ongoing rangeland health 

assessments and implementation of livestock grazing 

guidelines would continue to improve or maintain 

sensitive species populations and habitat. On private 

lands, livestock grazing is expected to decline slowly as 

more ranch and farmland is subdivided. Conditions may 

improve or degrade as management changes. 

Noxious weed control will continue on both public and 

private lands with varying degrees of success. To the 

extent that these efforts are successful, sensitive plants 

would benefit from the reduced competition. Use of 

herbicides for noxious weed control could cause 

mortality to special status plants if individual plants are 

inadvertently sprayed. 

Recent and anticipated subdivision growth on private 

lands will lead to more road construction and 

maintenance. More roads and development will reduce 

sensitive plant species habitat and in some cases 

individual populations. Additionally, subdivisions have 

the potential to disrupt the connectivity of plant habitat 

and populations as well as disturbing or eliminating 

pollinators needed by sensitive species. Some sensitive 

species that require soil disturbance may benefit. 

Timber sale activity disturbance can destroy or degrade 

sensitive plant habitat. On public lands, projects would 

be designed to avoid, mitigate, or enhance sensitive 

plant habitats. The disturbance associated with timber 

harvest activities does have the potential to increase 

noxious weed spread which degrades sensitive species 

habitat and individual plant populations. 

The fuels reduction project scheduled for the 

Scratchgravel Hills is not anticipated to have any 

adverse effects on special status plants. Treatments 

would be designed to minimize surface disturbance in 

sensitive plant habitat. Additionally, treatment would 

improve habitat in some areas by opening up parks and 

edges where trees have expanded into grassland soils 

and trees have thickened to the point of closing 

canopies. 

At the scale of the entire Helena TPA (all land 

ownerships), the BLM travel plan alternatives would 

have slightly variable contributions to cumulative effects 

on special status plants. Under Alternative B adverse 

effects on special status plants would be slightly reduced 

compared to Alternative A because 5.6 percent of all 

roads in the TPA would be closed or decommissioned. 

Alternative C would provide the most benefits of all 

alternatives as 6.5 percent of all roads in the TPA would 

be closed or decommissioned. Alternative D would 

provide slightly more benefits than Alternative A but 

slightly fewer benefits than either Alternatives B or C as 

4.4 percent of all roads in the TPA would be closed or 

decommissioned. Because BLM lands make up only 11 

percent of all lands in the TPA, activities on non-BLM 

lands would play a greater role in determining the status 

of special status plants. 

WILDLAND FIRE MANAGEMENT 

Travel planning alternatives were analyzed to determine 

whether they could result in impacts on wildland fire 

management, causing change to any of the following 

indicators: 

• Fire regime condition class (FRCC) 

• Firefighter and public safety 

508 Butte Draft RMP/EIS 
Environmental Consequences: Wildland Fire Management 

• Reducing threat to Wildland Urban Interface 

(WUI) 

Effects Common to All Alternatives 

Public road access during the fire season provides 

opportunities for human-caused fires either due to 

catalytic converters on vehicles igniting dry vegetation, 

or due to some types of human activities. Roads that are 

closed to public access reduce the risk of human-caused 

fire starts in those areas. 

Decommissioned roads and roads that are closed and not 

regularly maintained for navigability reduce access for 

fire suppression. Closed roads may become impassible 

due to vegetation regrowth, downfall of trees, or severe 

erosion. Some roads may be closed with earthen berms 

or fallen trees and would need to be physically 

manipulated to make them useable for vehicles again. 

These roads would extend firefighting response time and 

have negative impacts on efforts to reduce wildland fire 

threat to WUI areas and firefighter and public safety. In 

an emergency fire suppression situation, any navigable 

closed roads needed for fire suppression would be used 

immediately. Non-navigable closed roads could also be 

used if deemed to be needed for fire suppression, after 

needed improvements are made to make those roads 

useable. Planning and implementation of fuels reduction 

treatments could occur in association with closed roads 

if variances for temporary road use were to be allowed. 

Variances would be subject to internal BLM review. 

In the context of fuels reduction projects, availability of 

open roads is important to facilitating fuels project 

location as well as increasing project feasibility and 

decreasing costs. Open roads also facilitate spread of 

noxious weeds by transporting weed seed on vehicles 

and their tires. Presence of large noxious weed 

populations could delay or cause fuels projects to be 

cost-prohibitive due to the fact that the weeds may have 

to be treated before and/or after the fuels treatment. 

Also, some applications of fuel treatments (e.g., 

prescribed fire) may promote the spread of some weeds. 

The presence of weeds and non-native species are 

indicators that FRCC has departed from historical 

conditions. 

Noxious weeds and non-native invasive species are well 

established and spreading in the Helena TPA. 

Effects of Alternative A 

Under Alternative A all existing routes in the Helena 

TPA would continue to be open yearlong (52.2 miles) to 

wheeled motorized users. Alternative A would allow for 

the greatest flexibility between alternatives for access for 

suppression purposes. Fuels project feasibility would be 

highest under this alternative. However, public access 

during the fire season would be the greatest under this 

alternative and would provide the most opportunities for 

human-caused fire starts. 

The distribution of noxious weeds could be the greatest 

under Alternative A with the most open roads and 

noxious weeds already well established. This would 

contribute to reduced feasibility of fuels projects more 

than under any other alternative. 

Effects of Alternative B 

Under Alternative B, wheeled motorized travel (13.6 

miles) would be restricted to the following four areas in 

the Scratchgravel Hills: routes leading to five nonmotorized trailheads; a short out-and-back route off of 

Norris Road; a loop route between Head Lane and Echo 

Lane; and all existing public access rights-of-way. 

Roads in these four areas would be open yearlong. 

Alternative B would limit the flexibility for access for 

suppression purposes, and fuels project feasibility would 

go down compared to Alternative A due to the fact that 

access would be limited to 13.6 miles of road. Of the 

38.6 of closed roads, 6.5 miles would be 

decommissioned. The risk of human-caused fires 

associated with motorized use would be limited 

compared to Alternative A, due to a 74 percent decrease 

in miles of road open to motorized public travel. 

Noxious weeds and non-native invasive species are well 

established and spreading rapidly in the area. Because 

more roads would be closed under this alternative, 

Alternative B should help reduce the spread of noxious 

weeds and may make fuels treatments more feasible than 

under Alternative A, reducing FRCC departure. 

Effects of Alternative C 

Alternative C would restrict wheeled motorized travel to 

five non-motorized trailheads in the Scratchgravel Hills. 

This alternative provides the least number of wheeled 

motorized routes in the Helena TPA (7.0 miles) but 

provides an extensive network of routes for nonmotorized enthusiasts. 

Alternative C would limit the flexibility for access for 

suppression purposes, and fuels project feasibility would 

go down due to the fact that access would be limited to 7 

miles of road. Of the 45.2 miles of closed roads, 4.6 

miles would be decommissioned. The risk of humancaused fires associated with motorized use would be 

reduced more than under either Alternatives A or B, due 

to an 87 percent decrease in miles of open road 

compared to Alternative A. However, this may promote 

more non-motorized users to a concentrated area, 

increasing the odds for a human-caused fire to occur by 

another ignition source. 

Noxious weeds and non-native invasive species are well 

established and spreading rapidly in the area. Because 

more roads would be closed than under any other 

alternative, Alternative C should help reduce the spread 

of noxious weeds and may make fuels treatment more 

feasible than any other alternative, reducing FRCC 

departure. 

Butte Draft RMP/EIS 509 
Chapter 4 

Effects of Alternative D 

Under Alternative D, 21.9 miles of open routes would be 

available yearlong for wheeled motorized use and 3.1 

miles of the 30.8 of closed roads would be 

decommissioned. Alternative D would be more flexible 

than alternatives B and C, but again it would limit 

flexibility for access for suppression purposes and fuels 

project feasibility would go down compared to 

Alternative A. The risk of human-caused fires associated 

with motorized use would be reduced compared to 

Alternative A but would be greater than under 

Alternatives B and C, due to a 58 percent decrease in 

miles of open road compared to Alternative A. 

Noxious weeds and non-native invasive species are well 

established and spreading rapidly in the area. Because an 

intermediate number of road miles would be closed 

under this alternative, Alternative D should help reduce 

the spread of noxious weeds and may make fuels 

treatments more feasible than under Alternative A, but 

would increase weed spread and potentially make 

projects less feasible than Alternatives B or C. 

Cumulative Effects on Wildland Fire 

Management 

Effects on wildland fire management associated with 

any of the BLM travel plan alternatives would be 

overshadowed by reasonably foreseeable 

uncharacteristic fire, continued fire suppression made 

necessary by WUI and intermingled landownership, and 

large-scale insect infestations and disease outbreaks that 

would continue to increase fuel loading for the planning 

period. 

Revision of the Helena National Forest Plan could result 

in more or less treatment of adjacent areas. Because no 

decision has been made, the effects are not known. 

Wildland fire management on USFS lands will be 

determined in the plan decision, particularly areas where 

wildland fire use (management of naturally ignited 

wildland fires to achieve resource objectives) may occur. 

BLM would need to coordinate with USFS on all 

wildland fire use actions and events. Wildland fire use 

on USFS lands could affect FRCC on BLM lands. USFS 

lands make up 25 percent of all lands in the TPA so 

activities there would likely have more influence on 

future fire characteristics than activities on BLM lands 

(10.6 percent of all lands in TPA). 

Additionally, decisions to increase the level of wildland 

fire use, prescribed fire, or open burning by public could 

impact the BLM’s ability to use wildland fire and 

prescribed fire due to air quality concerns and 

requirements. This could postpone or eliminate BLM 

fuel reductions or treatments to improve FRCC. 

Access is a critical component of wildland fire 

suppression. In some cases, access to public lands is 

being reduced by adjacent landowners gating or closing 

roads, which could hamper wildland fire suppression 

efforts and pose a risk to public and firefighter safety. 

Reducing access would also increase the potential for 

larger fires to occur due to an increase in time needed to 

access a fire and control it. Time needed to move in 

crews would be extended, and the ability to effectively 

apply and place resources (e.g., engines, water tenders, 

etc.) would be limited. 

Effects on wildland fire management, including FRCC 

and firefighter and public safety due to management 

accomplished by other landowners may affect wildland 

fire management on public lands. When activity fuels 

(i.e. slash from logging) are not treated adequately, fuel 

hazard could increase on adjacent lands which could 

affect fire intensity and severity on public lands. When 

adjacent landowners treat fuels or implement fire 

mitigation plans in the WUI, fires are easier to suppress 

and firefighter safety is increased. In this TPA, activities 

on private lands (59 percent of all lands in TPA) would 

have more influence on future fire characteristics in the 

area overall than activities on BLM lands (10.6 percent 

of all lands in TPA). Human population increases and 

subsequent development are likely to expand the WUI 

and could alter forest management, taking the emphasis 

off restoring historic composition and structure and 

focusing more on fuels reduction. 

CULTURAL AND PALEONTOLOGICAL 

RESOURCES 

Effects Common to All Alternatives 

Alternative-specific risks or impacts to cultural and 

paleontological resources are difficult to discern due to a 

lack of extensive site-specific knowledge about the 

presence of these resources in a given TPA. By 

designating open routes, limiting open-country travel, 

and closing some routes, inadvertent discovery of 

cultural and paleontological resources and vandalism to 

them is reduced. Higher road densities in a given area 

would allow greater access to more land on the average, 

but that does not imply greater amounts of vandalism, 

since the vehicles would remain on designated routes. 

VISUAL RESOURCES 

Effects Common to All Alternatives 

Roads (temporary or permanent) may affect visual 

quality. Roads that remain open for public use may 

impact visual qualities where noticeable. The quantity of 

open roads would also influence sensitivity levels since 

with more open roads, more areas would generally be 

viewed by more members of the public. Closing or 

decommissioning roads would generally reduce effects 

to visual resources and reduce sensitivity levels because 

fewer members of the public would generally be 

accessing and viewing areas with closed roads. 

510 Butte Draft RMP/EIS 
Environmental Consequences: Livestock Grazing 

Effects of the Alternatives 

Under Alternative A, all 52.2 miles of BLM road would 

remain open, thereby providing for the greatest level of 

impact to visual resources of all alternatives. 

Under Alternative B there would be 13.6 miles of open 

road, 32.1 miles of closed road, and 6.5 miles of 

decommissioned road. Road closures and 

decommissioning under this alternative would reduce 

effects on visual resources compared to Alternative A. 

Under Alternative C there would be 7 miles of open 

road, 40.7 miles of closed road, and 4.6 miles of 

decommissioned road. Alternative C would have fewer 

adverse effects and would improve visual resources the 

most of all alternatives. 

Under Alternative D, there would be 21.9 miles of open 

road, 27.7 miles of closed road, and 3.1 miles of 

decommissioned road. Alternative D would improve 

visual resources compared to Alternative A, but would 

have more adverse effects than Alternatives B and C. 

Cumulative Effects on Visual Resources 

Under all alternatives, most activities on BLM lands 

would generally not adversely affect visual resources to 

unacceptable degrees because discretionary activities on 

BLM lands would be required to meet Visual Resource 

Management objectives within individual project areas. 

The Scratchgravel Hills fuels reduction project currently 

being planned would be designed to meet VRM 

objectives. 

Activities on non-BLM lands, particularly activities near 

BLM lands associated with residential development, 

urbanization, or vegetation management, could have 

adverse cumulative effects on visual resources on BLM 

lands because BLM VRM objectives would obviously 

not apply to non-BLM activities. 

LIVESTOCK GRAZING 

Effects Common to All Alternatives 

Roads and trails can potentially affect livestock grazing 

management. Roads and trails often act as avenues of 

noxious weed spread. Noxious and invasive weeds can 

reduce the quantity and quality of forage available for 

livestock. Users of roads and trails can cause 

management problems for livestock permittees when 

they leave gates open at fences, vandalize range 

improvements, or harass livestock either purposely or 

unintentionally. 

Closure of roads and trails can improve or maintain the 

forage base by reducing vectors of noxious weed spread. 

Additionally, road and trail closures can reduce 

management conflicts. On the other hand, closures may 

increase permittees’ time requirements if and when work 

has to be conducted with horses or afoot. Permittees 

could minimize effects of closed roads on grazing 

management by seeking variances from the BLM for 

temporary use of specific closed roads. 

Effects of the Alternatives 

Under Alternative A, 52.2 miles of roads and trails 

would remain open. Effects associated with these roads 

would be as described above. All action alternatives 

would close or decommission more roads and trails than 

Alternative A. As more roads and trails are closed, 

noxious and invasive weed spread along with multiple 

user conflicts would be reduced. On the other hand, 

permittee management time may increase. 

Consequently, more effects as described under the 

Effects Common to All Alternatives section would occur 

under Alternative C (7 miles open, 45.3 miles closed or 

decommissioned) than under any other alternative. 

Alternative B (13.6 miles open, 38.6 miles closed or 

decommissioned) would produce fewer effects than 

Alternative than C, but more than Alternative A or 

Alternative D (21.9 miles open, 30.8 miles closed or 

decommissioned). Alternative D would have fewer 

effects than Alternatives B or C, but more than 

Alternative A. 

Cumulative Effects on Livestock 

Grazing 

A number of past, present, and reasonably foreseeable 

future actions affect livestock grazing at the scale of the 

entire Helena TPA. Livestock grazing will continue in 

the area and has the potential to impact forage quality 

and quantity. On public lands, ongoing rangeland health 

assessments and implementation of livestock grazing 

guidelines would continue to improve or maintain forage 

quality and quantity. On private lands, livestock grazing 

is expected to decline slowly as more ranch and 

farmland is subdivided. 

Noxious weed control will continue on both public and 

private lands with varying degrees of success. To the 

extent that these efforts are successful, forage conditions 

would benefit. 

The fuels reduction project scheduled for the 

Scratchgravel Hills is not anticipated to have any 

adverse effects on livestock grazing. 

Because BLM lands make up only 11 percent of all 

lands in the Helena TPA, all of the BLM travel plan 

alternatives would have a minimal contribution to 

cumulative effects on livestock grazing at the scale of all 

lands in the Helena TPA. 

MINERALS 

Effects Common to All Alternatives 

Road closures and decommissioning could affect access 

to locatable minerals in areas of moderate or high 

mineral potential. Operators would be required to seek 

travel variances from the BLM to use motor vehicles to 

Butte Draft RMP/EIS 511 
Chapter 4 

conduct mineral exploration on closed roads, or to 

conduct exploration on seasonally restricted routes 

during the season of closure. Decommissioned roads 

could not be used for motorized exploration. Travel 

management provisions that require a permit or variance 

could result in reducing access to mining claims or 

interfere with the ability to conduct exploration work for 

some operators. Historic knowledge of mineralized areas 

associated with “closed” roads may be lost after long 

periods of time if no exploration occurs there. Additional 

costs and time could be required for exploration and 

development of mining projects associated with closed 

or decommissioned roads. Impacts of road closures or 

decommissioning in areas with low mineral potential 

would not be substantial to mineral development. 

Effects of the Alternatives 

Effects of the alternatives for the Helena TPA on access 

to mineralized areas are summarized in Table 4-54. 

Alternative A for the Helena TPA would not impact any 

mineralized areas as all roads would be left open. 

Alternative B for the Helena TPA would close 56 

percent and would decommission 12 percent of roads in 

high mineral potential areas. An additional 2 percent of 

the roads in moderate mineral potential areas would be 

closed under this alternative (Table 4-54). Alternative B 

would have more impacts than Alternative A. 

Alternative C of the Helena TPA would close 72 percent 

and decommission 9 percent of the roads in areas with 

high mineral potential. Two percent of the roads in areas 

with moderate mineral potential would be closed under 

this alternative for this area (Table 4-54). Alternative C 

would have the most potential to affect access to 

mineralized areas of all the alternatives. 

Alternative D of the Helena TPA would close 49 percent 

and decommission 6 percent of the roads in areas with 

high mineral potential. Two percent of the roads in areas 

with moderate mineral potential would be closed in this 

alternative in this TPA (Table 4-54). Alternative D 

would have more impacts than Alternative A, but less 

than Alternatives B and C. 

Cumulative Effects on Access to 

Mineralized Areas 

No other past, present, or reasonably foreseeable future 

actions in the Helena TPA would adversely affect 

mineral availability or access. 

RECREATION 

Effects of travel plan alternatives on Recreation in the 

Helena TPA are described qualitatively below. 

Effects of Alternative A 

Under Alternative A, all existing routes in the Helena 

TPA would continue to be open yearlong (52.2 miles) to 

wheeled motorized users. Cross-country snowmobile 

Table 4-54 

Analysis of Access to Mineral Potential Areas 

Helena TPA 

Mineral 

Potential 

Open 

Miles 

(%) 

Seasonally 

Restricted 

Miles (%) 

Closed 

Miles 

(%) 

Decom 

Miles 

(%) 

Alternative A 

High 48.4 

(93%) 

0.0 

(0%) 

0.0 

(0%) 

0.0 

(0%) 

Moderate 1.0 

(2%) 

0.0 

(0%) 

0.0 

(0%) 

0.0 

(0%) 

Low 2.8 

(5%) 

0.0 

(0%) 

0.0 

(0%) 

0.0 

(0%) 

Total Miles = 52.2 

Alternative B 

High 12.9 

(25%) 

0.0 

(0%) 

29.1 

(56%) 

6.5 

(12%) 

Moderate 0.0 

(0%) 

0.0 

(0%) 

1.0 

(2%) 

0.0 

(0%) 

Low to 

none 

0.7 

(1%) 

0.0 

(0%) 

2.0 

(4%) 

0.0 

(0%) 

Total Miles = 52.2 

Alternative C 

High 6.2 

(12%) 

0.0 

(0%) 

37.6 

(72%) 

4.6 

(9%) 

Moderate 0.0 

(0%) 

0.0 

(0%) 

1.0 

(2%) 

0.0 

(0%) 

Low to 

none 

0.7 

(1%) 

0.0 

(0%) 

2.0 

(4%) 

0.0 

(0%) 

Total Miles = 52.2 

Alternative D 

High 20.0 

(38%) 

0.0 

(0%) 

25.9 

(49%) 

3.1 

(6%) 

Moderate 0.0 

(0%) 

0.0 

(0%) 

1.0 

(2%) 

0.0 

(0%) 

Low to 

none 

1.9 

(4%) 

0.0 

(0%) 

0.8 

(1%) 

0.0 

(0%) 

Total Miles = 52.7 (Includes Proposed New Construction) 

Mineral Potential areas have been delineated by the Montana 

Bureau of Mines and Geology (MBMG) 

travel would continue to be allowed as well as travel on 

all routes. Alternative A provides the greatest 

opportunities for motorized users, and the least for nonmotorized users (mountain bikers, hikers, cross-country 

skiers, snowshoers, etc.) of all alternatives. Conflicts 

between motorized and non-motorized users would be 

expected to increase under this alternative. 

Effects of Alternative B 

Under Alternative B, wheeled motorized travel (13.6 

miles) would be restricted to four areas in the 

Scratchgravel Hills: routes leading to five non-motorized 

trailheads; a short out-and-back route off of Norris 

Road; a loop route between Head Lane and Echo Lane; 

and all existing public access rights-of-way. Roads in 

512 Butte Draft RMP/EIS 
Environmental Consequences: Travel Management and Access 

these four areas would be open yearlong. Cross-country 

snowmobile use would be allowed, as well as 

snowmobile travel on all existing routes during the 

season of use (12/2-5/15), conditions permitting. 

Conflicts between non-motorized users (cross-country 

skiers, snowshoers) and snowmobilers would be 

expected to continue or increase as a result. 

The effects of closing the Scratchgravel Hills area to 

motorized vehicle uses from dusk to dawn would reduce 

use violations, risks of human caused fires, conflicts 

with proximity residents and law enforcement incidents. 

Effects of Alternative C 

Alternative C would restrict wheeled motorized travel to 

five non-motorized trailheads in the Scratchgravel Hills. 

This alternative would provide the least number of 

wheeled motorized routes in the Helena TPA (7.0 

miles), but would provide an extensive network of routes 

for non-motorized enthusiasts. Under Alternative C, no 

snowmobile use would be allowed, including the 

trailhead access routes. 

Although closing the entire Scratchgravel Hills area to 

both motorized and non-motorized recreational uses 

after dark (dusk to dawn) yearlong would best protect 

the area from violations. Management and law 

enforcement demands would increase compared to 

Alternatives A, B, and D. Impacts on legitimate public 

users would be negligible as their use of the area after 

dark is minimal. 

Effects of Alternative D 

Under alternative D, 21.9 miles of open routes would be 

available yearlong for wheeled motorized use. 

Alternative D would provide the greatest opportunities 

for motorized users, and the least for non-motorized 

users. Cross-country snowmobile use would be allowed, 

as well as travel on all existing routes during the season 

of use (12/2-5/15), snow conditions permitting. Under 

Alternative D, conflicts between non-motorized users 

(cross-country skiers, snowshoers) and snowmobilers 

would be expected to continue or increase as a result. 

Cumulative Effects on Recreation 

Cumulative effects of travel plan alternatives are 

discussed below in the context of effects of past, present, 

and reasonably foreseeable future activities in the 

Helena TPA. 

Under Alternative A, current travel management of the 

Scratchgravel Hills coupled with increased projections 

in area use and residential developments nearby would 

increase the potential for greater conflicts between 

motorized and non-motorized users. Projected fuel 

treatments, mining activity and inholding developments 

could adversely impact the natural setting and user 

experiences. Special Recreation Use Permits (SRP) 

events (folfing, foot racing, horseback riding and 

mountain biking) would continue although social 

conflicts could increase. The three trailhead sites would 

continue to be maintained and user demands would 

continue to increase. Motorized users would be least 

impacted under this alternative. 

Under Alternative B, closing all major motorized travel 

routes with the exception of the Head Lane/Echo Lane 

loop coupled with the dusk to dawn closure within the 

Scratchgravel Hills would greatly enhance nonmotorized opportunities during the spring/summer and 

fall seasons and reduce user violations. Motorized 

opportunities would be greatly reduced and riders would 

be displaced to other areas. Increased demands on the 

area due to additional residential developments, rightsof-way permits, fuel treatments, and possible mining 

activities would present fewer social conflicts and 

management concerns given these additional 

restrictions. Unregulated snowmobile uses in the area 

could perpetuate future conflicts with non-motorized 

users and nearby residents during limited periods of 

favorable snow conditions. SRP events (folfing, foot 

racing, horseback riding and mountain biking) would be 

enhanced and visitor uses at the established trailheads 

would be expected to increase moderately. 

Under Alternative C, motorized travel management 

restrictions coupled with all other past, present and 

reasonably foreseeable actions described under 

Alternatives A and B would best enhance opportunities 

for non-motorized uses. Conflicts between motorized 

and non-motorized users would be minimized to the 

greatest extent while cumulative impacts on motorized 

users would be the highest. Other impacts would be 

similar to Alternative B. 

Under Alternative D, travel management of the 

Scratchgravel Hills coupled with increased projections 

in area use and nearby residential developments would 

increase the potential for continued conflicts between 

motorized and non-motorized users. Projected fuel 

treatments, mining activity and inholding developments 

could adversely impact the natural setting and user 

experiences. SRP events (folfing, foot racing, horseback 

riding and mountain biking) would continue although 

social conflicts could increase. The trailhead sites would 

continue to be maintained and user demands would 

continue to increase. Motorized users would be impacted 

less than under Alternatives B and C, but more than 

under Alternative A. 

TRAVEL MANAGEMENT AND ACCESS 

Effects of Alternative A 

All existing routes in the Helena TPA would continue to 

be open yearlong (52.2 miles), providing a greater 

number of miles to wheeled motorized users than the 

action alternatives (Table-4-55). Cross-country 

snowmobile travel would continue to be allowed as well 

as travel on all routes, resulting in conflicts between 

Butte Draft RMP/EIS 513 
Chapter 4 

non-motorized users (cross-country skiers, snowshoers) 

and snowmobilers. Non-motorized users would have a 

lower quality recreation experience due to the lack of 

separate use areas. 

Table-4-55 

Helena TPA Route Management Summary 

Proposed 

Management 

Total Miles 

Alt A Alt B Alt C Alt D 

Wheeled Motorized Routes 

Open Yearlong 52.2 13.6 7.0 21.9 

Seasonally Restricted - - - -

Closed - 32.1 40.7 27.7 

Decommissioned - 6.5 4.6 3.1 

Non-motorized trails1 - 38.6 45.3 30.8 

1

 Non-motorized trails include all existing trails, closed 

roads, and decommissioned roads. 

Under Alternative A, BLM would continue to allow 

recreational activities, including motorized vehicle use, 

would continue 24 hours a day within the Scratchgravel 

Hills. This would allow more illegal activities to occur 

than under the action alternatives. 

The extent of management activities and costs under 

Alternative A would be mixed. Less personnel time 

would be required to monitor travel compliance; 

however, more effort would be required for initial 

implementation (signing designated routes, installing 

bulletin boards). 

The need for the BLM and members of the public to 

obtain travel variances for temporary specific uses of 

specific closed roads would be minimal under this 

alternative, given the availability of motorized access. 

Estimated costs for road/trail maintenance would be 

highest of all alternatives. 

Effects Common to Action Alternatives 

(B, C, and D) 

All action alternatives call for a reduction of open routes 

in the Birdseye area. 

User conflicts would be minimized in the Scratchgravel 

Hills by providing separate recreational opportunities for 

wheeled motorized and non-motorized users. This would 

provide for increased enjoyment for non-motorized 

recreationists and enhanced road and trail safety among 

all users of the area. 

Illegal activities (underage alcohol use, drug use, 

vandalism, unauthorized travel, and dumping) in the 

Scratchgravel Hills would be reduced due to closure of 

at least 60 percent of the roads to motorized use. 

Since the Scratchgravel Hills have historically been open 

to motorized use, a substantial effort would be required 

to educate the public on its change in use. BLM would 

need to enforce road closures through law enforcement 

actions until such a time when motorized users conform 

to the new restrictions. New signage would be required 

under all action alternatives; at designated trailheads, 

along roads and trails, and at other unauthorized access 

points originating from bordering private property. 

Effects of Alternative B 

Motorized wheeled travel would be restricted to four 

areas in the Scratchgravel Hills: routes leading to five 

non-motorized trailheads; a short out-and-back route off 

of Norris Road; a loop route between Head Lane and 

Echo Lane; and all existing public access rights-of-way. 

Roads in these four areas would be open yearlong. 

Alternative B would allow motorized use on 13.6 miles, 

about 26 percent of the number of open road miles under 

Alternative A. Alternative B would have 38.6 miles of 

closed roads that could serve as non-motorized trails, 

compared to none under Alternative A. 

Motorized (wheeled) and non-motorized users would 

have separate routes and conflicts would be reduced 

compared to Alternative A. Route closures across 75 

percent of the area would reduce unauthorized travel 

(illegal off-road use by ATVs and motorcycles) and 

illegal activities (underage alcohol use, drug use, 

vandalism, dumping) in the Scratchgravel Hills and 

elsewhere. 

Cross-country snowmobile use would be allowed, as 

well as snowmobile travel on all existing routes during 

the season of use (12/2-5/15), conditions permitting. 

Conflicts between non-motorized users (cross-country 

skiers, snowshoers) and snowmobilers would be 

expected to continue or increase as a result. 

The reduction in motorized use would enhance safety 

among users of the Scratchgravel Hills, compared to 

Alternative A because motorized and non-motorized 

users would likely be more segregated. 

Closing the entire Scratchgravel Hills to motorized 

vehicle use after dark yearlong would result in a 

decrease in illegal activities (underage drinking, 

vandalism, dumping). 

The extent of management activities and costs under 

Alternative B would be mixed. Less personnel time 

would be required for initial implementation (signing 

designated routes, installing bulletin boards). However, 

more effort on the part of the BLM would be required 

for public education and compliance. Estimated costs for 

road/trail maintenance would be less than under 

Alternative A. 

The need for the BLM and members of the public to 

obtain travel variances for temporary specific uses of 

specific closed roads would increase under Alternative B 

compared to Alternative A. 

Effects of Alternative C 

Alternative C would restrict wheeled motorized travel to 

five non-motorized trailheads in the Scratchgravel Hills. 

514 Butte Draft RMP/EIS 
Environmental Consequences: Travel Management and Access 

This alternative would provide the least number of 

motorized routes in the Helena TPA (7.0 miles), which 

is about 85 percent fewer miles than Alternative A, and 

about 50 percent fewer miles than Alternative B. 

This alternative would diminish the opportunity for 

motorized use of the Scratchgravel Hills, but would 

provide an extensive network of routes for enjoyment by 

non-motorized enthusiasts. Alternative C would have 15 

percent more miles of closed roads that could serve as 

non-motorized trails than Alternative B, and would have 

more closed roads than ay other alternative. Under 

Alternative C, no snowmobile use would be allowed, 

including on the trailhead access routes. This action 

would eliminate conflicts between snowmobilers and 

non-motorized winter users (cross-country skiing, 

snowshoeing). 

Under Alternative C, unauthorized travel (illegal offroad use by ATVs and motorcycles) and illegal activities 

(underage drinking, vandalism, dumping) would be 

curtailed due to the restriction of motorized vehicles 

from the interior of the Scratchgravel Hills and closing 

the area after dark. 

By eliminating motorized use within the interior of the 

Scratchgravel Hills there would be less potential for 

accident or injury resulting from conflict between user 

groups. 

The five trailhead parking lots may need to be expanded 

to accommodate the number of vehicles bringing nonmotorized users to the area. Since the Scratchgravel 

Hills have historically been open to motorized use, a 

substantial effort would be required to educate the public 

on its change in use. It is expected that the level of 

education and signage would be comparable to 

Alternative B, but less than required under Alternative 

A. 

The extent of management activities and costs under 

Alternative C would be mixed. Less personnel time 

would be required for initial implementation (signing 

designated routes, installing bulletin boards). However, 

more effort on the part of the BLM would be required 

for public education and compliance. Estimated costs for 

road/trail maintenance would be the lowest of all the 

alternatives. 

The need for the BLM and members of the public to 

obtain travel variances for temporary specific uses of 

specific closed roads would be the greatest under 

Alternative C than under any other alternative. 

Effects of Alternative D 

Alternative D would have 21.9 miles of open routes 

available for yearlong wheeled motorized travel 

(Table-4-55). This would be 58 percent less than under 

Alternative A, but 62 and 68 percent more than under 

Alternatives B and C, respectively. Road system projects 

would include reconstructing some segments and 

constructing new connector routes between other 

segments. Through the development of interconnecting 

routes, motorized opportunities under Alternative D 

would be enhanced compared to Alternatives B and C. 

Non-motorized users would be accommodated through a 

network of routes that would be restricted from use by 

vehicles, ATVs and motorcycles, similar to Alternative 

B. 

Under Alternative D, cross-country snowmobile use 

would be allowed, as well as travel on all existing routes 

during the season of use (12/2-5/15), snow conditions 

permitting. Conflicts between non-motorized users 

(cross-country skiers, snowshoers) and snowmobilers 

would be expected to continue or increase as a result. 

Under Alternative D, illegal activities in the 

Scratchgravel Hills (underage alcohol use, unattended 

campfires, vandalism, dumping) are expected to be less 

than under Alternative A, but more than Alternatives B 

and C. 

The extent of management activities and costs under 

Alternative D would be mixed. Less personnel time 

would be required to monitor travel compliance than 

under Alternatives B and C. However, more effort 

would be required for initial implementation (signing 

designated routes, installing bulletin boards). Estimated 

costs for road/trail maintenance would be higher than 

under the other action alternatives, but would be greater 

than under Alternative A. 

The need for the BLM and members of the public to 

obtain travel variances for temporary specific uses of 

specific closed roads would be greater under Alternative 

D than under Alternative A, but less than under 

Alternatives B and C. 

Cumulative Effects on Travel 

Management and Access 

Under all alternatives, there are a number of past, 

present, and reasonably foreseeable BLM and non-BLM 

actions and activities affecting Travel management and 

access in the Helena TPA. 

Like much of the west, the Helena Valley has been 

experiencing steady human population growth. This 

trend is expected to continue, along with increased 

recreational use of this travel planning area. These 

factors could lead to increased public pressure to alter 

travel planning to accommodate more, or less motorized 

use. 

The majority of BLM managed routes for the Helena 

Travel Planning area are located in or adjacent to the 

Scratchgravel Hills and Birdseye areas. Scratchgravel 

Hills is basically an island of undeveloped hills 

surrounded by residential development (there is some 

internal development as well). Residential development 

has tripled from 300 residential homes in 1984 to over 

1,000 homes today. This combination of rapid 

urbanization and increased recreational use has led to 

Butte Draft RMP/EIS 515 
Chapter 4 

increased social conflict; between area residents and 

recreation users, and among recreational users 

themselves (motorized/non-motorized). As a result, there 

have been public demands to alter the existing travel 

management to reduce motorized use. 

Recreation use is well established in the TPA. Primary 

recreation activities include motorized OHV uses (ATV, 

motorcycle) and non-motorized uses (hiking, jogging, 

horseback riding, mountain biking, etc.). As recreation 

use grows, conflicts between non-motorized and 

motorized recreation users could lead to increased public 

demands for either more, or less motorized use. 

Portions of the TPA provide winter range for mule deer 

and elk. The Birdseye section is within a wildlife 

movement corridor that provides a connection between 

the Northern Continental Divide Ecosystem and the 

Greater Yellowstone Ecosystem, as well as local daily 

and seasonal movement between higher elevation 

summer ranges. Concerns could lead to the need to 

restrict motorized use. 

In some site specific cases, visual resource management 

may affect or restrict new road/trail construction. 

Urban development may lead to an increase in right-ofway permits to accommodate private 

property/development access. As a result, public access 

to BLM lands, via these rights-of-way, could increase as 

well. 

Limits or reductions in the BLM’s funding and ability to 

maintain designated routes could lead to an overall 

reduction in open road miles. 

A variety of resource management projects, such as 

BLM initiated vegetation treatments, or wildland fire 

fuels reduction projects, could affect travel management. 

Forest management activities from 1984 to present 

include 10 acres of forest planting and 133 acres of 

timber harvest. Wildland fire management activities 

from 1981 to 2004 include a fuels treatment (150 acres 

of fuels grinding) in the Scratchgravel Hills. Future 

projects include a 1,500-2,500 acre mechanical and/or 

prescribed fire treatment for the Scratchgravel Hills, 

anticipated to occur over a 5 year period. Depending on 

the type and scope of project, effects could vary from 

temporary, short-term area/route closures, to new 

opportunities (new routes) for motorized or nonmotorized access. 

The Scratchgravel Hills area contains precious and base 

metals in both hard rock and placer deposits. While 

presently, only a few mining claims are maintained on 

BLM lands, increases in mineral prices could lead to 

increased or renewed mining activity. Depending on the 

type and scope of mining activity, effects could vary 

from temporary, short-term area/route closures, to 

increased opportunities (new routes) for motorized or 

non-motorized access. 

Noxious weeds and non-native invasive species are well 

established and spreading in the area. Motorized 

activities play a large role in the distribution of noxious 

weeds. Concerns over the spread of noxious weeds could 

influence travel management, and lead to fewer 

motorized opportunities. 

Motorized use on dirt roads and trails is a major 

contributor to soil erosion and stream sedimentation. 

These concerns may influence travel management, and 

result in fewer motorized opportunities. This is an 

important consideration in the Helena area as the 

Montana Department of Environmental Quality is 

working on water quality restoration plans in the area. 

Trash dumping, drug use, underage alcohol use, 

unattended camp fires, and vandalism occur throughout 

the travel planning area, but especially in the rural/urban 

interface areas. Most of these activities are directly 

associated with motorized use. Continuing concerns with 

illegal activities may influence travel management and 

lead to fewer motorized opportunities. 

The National Guard manages approximately 8,000 acres 

of land (Fort Harrison) in the Helena City area. National 

Guard activities (helicopter landings, ground maneuvers, 

off-road travel, etc.) may influence travel management 

on adjacent BLM lands as well, exerting pressure for 

either more or less motorized access. 

For perspective, BLM managed lands represent 

approximately 11percent of the total travel planning area 

(95,492 total acres, 10,162 BLM acres); while BLM 

managed routes under Alternative A represent 

approximately 7.5 percent of the total routes available 

(693 total miles, 52.2 miles BLM roads/trails). Future 

travel management (for all agencies, nationwide) is 

likely to lead to fewer opportunities for motorized 

recreational use than under current management 

(particularly for OHV use). As a result, BLM routes 

available to motorized use in this TPA (especially the 

Scratchgravel Hills area) could experience increased use 

from displaced users, leading to more concentrated use, 

increased resource impacts, user conflicts, and pressure 

to reduce motorized use. 

Under all alternatives, increases in human population, 

urbanization, recreation use, user conflicts; and concerns 

for wildlife, noxious weed spread, soil erosion/water 

quality, and illegal activities are likely to lead to 

increased demands to restrict motorized travel, 

particularly in areas with urban development, such as the 

Scratchgravel Hills. Under Alternative A, as 

urbanization continues around the Scratchgravel Hills, 

and both motorized (wheeled and snowmobile) and nonmotorized use increases, these conflicts would increase. 

Under Alternative B, these pressures would have less 

impact on travel management than under Alternatives A 

and D, due to the overall reduction in motorized 

opportunities and separation of uses under Alternative B. 

Alternative C would be more beneficial to reducing 

516 Butte Draft RMP/EIS 
 Environmental Consequences: Transportation Facilities 

these conflicts in light of these pressures than all the 

other alternatives. Alternative D would lessen conflicts 

associated with these pressures, but not as much as 

Alternatives B and C. Both motorized and nonmotorized users would have dispersed recreational 

opportunities under Alternative D. 

TRANSPORTATION FACILITIES 

For the sake of this discussion, “open” roads include 

roads that are open yearlong as well as those that are 

open with seasonal restrictions. 

Effects of Alternative A 

The Helena TPA would have 52.2 miles of open roads 

and no motorized trails (Table 4-56). Estimated costs for 

annual maintenance and stabilization of roads under 

Alternative A would be highest of all alternatives; 

almost three times more than under Alternatives B and 

D, and six times higher than under Alternative C. 

Estimated annual costs for both monitoring, compliance 

and weed control would be much higher under 

Alternative A than under the action alternatives. 

Table 4-56 

Helena TPA Route/Trail 

Annual Maintenance Costs 

Classification/ 

Cost 

Alt 

A 

Alt 

B 

Alt 

C 

Alt 

D 

Miles of Open/ 

Restricted Roads 

52.2 13.6 7 21.9 

Motorized Trails 0 0 0 0 

Annual Road 

Maintenance 

$4,176 $1,088 $560 $1,752 

Annual Trail 

Maintenance 

$0 $0 $0 $0 

Periodic Road 

Stabilization 

$1,670 $435 $224 $701 

Periodic Trail 

Stabilization 

$0 $0 $0 $0 

Monitoring/ 

Compliance 

$2,610 $680 $350 $1,095 

Weed Control $783 $204 $105 $329 

Effects of Alternative B 

Under Alternative B, the Helena TPA would have 13.6 

miles of open roads and no motorized trails (Table 

4-56). Estimated costs for annual maintenance and 

stabilization of roads under Alternative B would be less 

than under Alternatives A and D, and more than under 

Alternative C. 

Estimated annual costs for monitoring, compliance and 

weed control would also be less than under Alternatives 

A and D, but more than under Alternative C. 

Restricting motorized access to the Scratchgravel Hills 

area to five existing non-motorized trailheads would 

result in an increase in transportation facility costs for 

trailhead maintenance and signage. Closing the 

Scratchgravel Hills to motorized vehicle use after dark 

would result in a short-term increase in facility costs for 

installing signs and gates at appropriate access points 

and a long-term increase in cost for sign maintenance. 

Effects of this alternative associated with the 

Scratchgravel Hills nighttime closure would be similar 

to Alternative C. 

Effects of Alternative C 

Under Alternative C, the Helena TPA would have 7 

miles of open roads and no motorized trails (Table 

4-56). Estimated costs for annual maintenance and 

stabilization of roads under Alternative C would be the 

least of all the alternatives due to the least number of 

motorized routes. Estimated annual costs for monitoring, 

compliance, and weed control would also be less than 

the other alternatives. 

Closing the Scratchgravel Hills to motorized and nonmotorized vehicle use after dark would result in a shortterm increase in transportation facility costs for 

installing signs and gates at appropriate access points 

and a long-term increase in cost for personnel and sign 

maintenance. Effects of this alternative associated with 

the Scratchgravel Hills nighttime closure would be the 

same as under Alternative B. 

Effects of Alternative D 

Under Alternative D, the Helena TPA would have 21.9 

miles of open roads and no motorized trails (Table 

4-56). Estimated costs for annual maintenance and 

periodic stabilization of roads under Alternative D 

would be greater than under Alternatives B and C, but 

less than under Alternative A. Estimated annual costs for 

monitoring, compliance and weed control would be less 

under Alternative D than under Alternative A and more 

than under Alternatives B and C. 

Constructing new connector routes and reconstructing 

several existing routes would result in a short-term 

increase in transportation facility costs for signage, and 

potentially for additional culverts, and a long-term 

increase for route maintenance. 

LANDS AND REALTY 

Effects Common to All Alternatives 

The Butte Field Office administers approximately 57 

rights-of-way (ROW) and 1 non-commercial occupancy 

lease within the boundaries of the Helena TPA, which 

encumber approximately 481 acres of BLM land (Table 

4-57). 

Butte Draft RMP/EIS 517 
Chapter 4 

Table 4-57 

Helena TPA ROWs/Leases 

Type 

Approximate 

Number 

Approximate 

Acres 

Roads 26 359 

Power 8 9 

Telephone 12 11 

O&G Pipelines 6 96 

Comm. Sites 0 0 

2920 Leases 1 1 

Other 5 5 

Totals 58 481 

Various types of road rights-of-way (ROW) are the most 

common type of grant, accounting for 44 percent, or just 

under half of the total. Other types of authorized uses 

include: oil and gas pipelines, lines for electrical 

distribution and telephone facilities, ditches, railroads, 

and mineral material sites. 

Approximately three right-of-way applications for new 

facilities as well as amendments, assignments, renewals, 

or relinquishments of existing right-of-way grants are 

processed annually in the TPA. This would not vary by 

alternative. 

The general trend of granting rights-of-way is expected 

to increase through the planning period as a result of 

increasing public demands. From a cumulative effects 

standpoint, development of adjacent federal, state, and 

private land, increased recreational use and the trend of 

homeownership away from urban areas, coupled with 

traditional on-going uses, are all expected to require 

more guaranteed access involving public land, including 

BLM lands in this TPA. 

SPECIAL DESIGNATIONS 

There would be no effects to any special designation 

areas such as Wild and Scenic Rivers, Wilderness Study 

Areas, or Areas of Critical Environmental Concern 

under any of the travel plan alternatives for the Helena 

TPA. No areas with special designations are located 

within the Helena TPA. 

EAST HELENA TPA 

The 200,991-acre East Helena TPA contains 20,039 

acres of BLM lands. There are approximately 71 miles 

of BLM road, making up about 8 percent of the 

approximate total of 892 road miles in the TPA. The 

majority of roads (690 miles) lie on private lands. 

SOILS 

Effects Common to All Alternatives 

Road construction, use, and maintenance affect soils in a 

number of ways. Soils are often compacted by these 

activities. Soil compaction can lessen the amount of 

precipitation that can infiltrate into soil and increase 

runoff, erosion, and sedimentation – in turn decreasing 

soil/site stability and hydrologic function, as well as soil 

productivity and plant vigor and diversity. 

Closing or decommissioning roads often leads to 

beneficial effects to soils through decreased site 

disturbance and re-establishment of vegetative cover on 

road surfaces. This tends to reduce soil erosion and 

stabilize soils. Decommissioning roads may in some 

cases entail ripping road surfaces to de-compact them, 

thus improving water infiltration, hydrologic function, 

and the ability of the treated area to revegetate more 

successfully. 

Impacts to soils associated with site-specific travel plan 

alternatives were assessed based on the potential for soil 

erosion using the following erosion risk criteria: 

• High – the area a route travels through has slopes 

greater than 30 percent gradient. 

• Moderate – the area a route travels through has 

slopes ranging from 15 to 30 percent gradient; or, 

for granitic soils, slopes ranging from 0 to 30 

percent gradient. 

• Low – the area a route travels through has slopes 

ranging from zero to 15 percent gradient and soils 

are not granitic in origin. 

• Unrated – road mapping not available at time of 

erosion impact rating. 

Effects of the Alternatives 

The distribution of road miles by erosion risk category 

and by proposed road management category by 

alternative is shown for the East Helena TPA in Table 

4-58. Roads in the “unrated” category were excluded 

from detailed consideration and are shown for the 

purpose of displaying the extent of lacking information. 

Under current conditions (Alternative A) approximately 

6.9 miles of open BLM roads are located in areas with 

high erosion risk, and 23.3 miles are in moderate erosion 

areas. Soil erosion would be reduced under Alternative 

B because this alternative would reduce those open road 

mileages in high and moderate erosion categories to 6.8 

miles and 6.4 miles, respectively. Approximately 34.9 

miles of road in the high and moderate classes combined 

would be closed under Alternative B with an additional 

4.5 miles in these categories being decommissioned. 

This should allow vegetative recovery on these areas and 

further reduce soil erosion. 

Under Alternative C, soil erosion from roads would be 

reduced more than under any other alternative because 

the lowest mileage of roads in the high and moderate 

erosion categories would be left open (4.6 miles 

combined), while the greatest mileage in these 

categories combined would be closed (43.9 miles) and 

decommissioned (4 miles) of all alternatives. 

518 Butte Draft RMP/EIS 
Environmental Consequences: Soils 

Table 4-58 

 BLM Road Miles in Soil Erosion Impact Categories by Alternative for the East Helena TPA 

(mileages are GIS-generated estimates) 

Proposed Road Management Erosion Risk 

Category 

Alternative 

A 

Alternative 

B 

Alternative 

C 

Alternative 

D 

Open Road Miles 

(including Open w/restrictions) 

High 6.9 6.8 0.8 7.1 

Moderate 23.3 6.4 3.8 18.0 

Low 9.1 7.6 5.2 9.0 

Unrated 2.8 1.2 0.1 1.8 

Closed Road Miles 

High 6.8 5.8 12.0 5.7 

Moderate 15.5 29.1 31.9 18.8 

Low 3.9 5.3 7.8 3.9 

Unrated 0.2 1.7 2.9 1.2 

Decommissioned Road Miles 

High 0 1.2 1.0 1.0 

Moderate 0 3.3 3.0 1.9 

Low 0 0 0 0.1 

Unrated 0 0.1 0 0 

Note: Open roads include seasonally open roads as well as roads open yearlong. 

Soil erosion associated with roads would be reduced 

under Alternative D compared to Alternative A, but 

would still be higher than under either Alternative B or 

C. Approximately 25.1 miles of BLM road in the 

moderate and high erosion categories combined would 

remain open under Alternative D, while about 24.5 miles 

in these categories would be closed and 2.9 miles would 

be decommissioned under this alternative. 

Cumulative Effects on Soils 

Cumulative effects to soils in the East Helena TPA 

would arise from many past, present, and reasonably 

foreseeable future actions on BLM lands as well as nonBLM lands. Within this 200,991-acre TPA, BLM lands 

comprise about 20,039 acres or 10 percent of total lands. 

The approximately 71 miles of BLM roads make up 

about 8 percent of the approximately 892 road miles in 

the TPA. Therefore road-related effects to soils 

described by alternative for BLM roads would affect 

about 8 percent of all roads in the TPA. The majority of 

lands and roads within the TPA boundary are private 

property. Non-BLM roads are managed by the local 

counties, Forest Service, state, Bureau of Reclamation, 

and private landowners. 

Approximately 1,609 BLM acres are permitted for 

various rights-of-way and leases. About 746 of these 

acres are for specific road rights-of-way. The remaining 

863 acres are associated with power lines, waterlines, 

railroads, communication sites, and other utility 

facilities. Impacts to soils range from compaction and 

occupation of ground with buildings, roadbeds, railroad 

tracks, and other facilities, to revegetation and ground 

cover being re-established to stabilize soils. 

Since 1981 wildland fires have burned across 

approximately 15,577 acres in the East Helena TPA. The 

majority of these acres (15,535) burned in 2000 across a 

mixture of land ownerships. The fire burned with 

variable severity creating a mosaic of effects to soils. 

More severely burned areas underwent more severe 

erosion than areas burned less severely. Fire 

rehabilitation activities such as reseeding with 

grasses/herbaceous species, contour felling of 

trees/snags in severely burned areas to trap sediment, 

waterbarring of firelines, and post-fire noxious weed 

treatments helped minimize soil loss due to post-fire 

erosion. Tree planting on approximately 250 BLM acres 

(in 2002) of this burned area have contributed to longer 

term soil stabilization. 

From 1995 to the present, timber salvage has occurred 

on approximately 250 acres of BLM land in this TPA. 

Adverse effects on soils were minor with treated areas 

having undergone revegetation and soil stabilization 

since treatment. Timber harvest has also occurred on 

private and Forest Service lands and will likely continue 

into the foreseeable future. These activities will have 

localized impacts (compaction, erosion) on soils. 

While there have been no hazardous fuels treatment 

projects here in the last 10 years, BLM anticipates 

treating approximately 500 to 1,500 acres within this 

TPA to reduce hazardous fuels in Wildland Urban 

Interface areas within the next several years. Treatments 

would consist of mechanical and/or prescribed fire 

treatments. Effects to soils would likely be variable but 

for the most part would be minor. Prescribed burns 

would occur under prescriptions to minimize fire 

severity and impacts to soils. Mechanical treatments 

would be designed to minimize ground disturbance that 

Butte Draft RMP/EIS 519 
Chapter 4 

could facilitate compaction or erosion. Fuels treatments 

conducted on private and Forest Service lands will also 

likely occur for the foreseeable future with variable 

effects to soils. Reducing fuels under the controlled 

conditions of deliberate treatments may benefit soils in 

the long-term by reducing the risk of high severity fires 

in treated areas. 

Livestock grazing on public and private lands 

throughout much of the TPA has created areas of 

localized soil erosion and compaction, especially in 

grassland and shrubland areas. This will continue to 

occur for the foreseeable future. 

Increasing residential development will likely continue 

for the foreseeable future. Erosion, compaction, and 

covering of soils would occur due to additional road 

construction, clearing/leveling for home sites, and 

establishment of utility infrastructure for residential 

developments. 

Under Alternative A, the contribution to cumulative 

effects on soils from BLM road management would 

continue as it occurs today. Retaining approximately 36 

miles of road open yearlong and an additional 

approximately 7 miles open with a seasonal restriction 

of 10/15 to 12/1 would allow for the same level of 

compaction and erosion impacts that currently exist. 

From a BLM road management perspective, all action 

alternatives would benefit soil resources compared to 

Alternative A. Alternative B would benefit soils by 

providing for a reduced contribution to adverse 

cumulative effects than would Alternative A because 

about 68 percent of BLM roads would be closed or 

decommissioned under Alternative B (compared to 39 

percent under Alternative A). Of the approximately 22 

miles of open road, nearly one half of them (about 10 

miles) would be seasonally restricted to exclude 

motorized vehicle use in the wet spring runoff period 

each year. This would reduce erosion from these BLM 

roads. 

Alternative C would benefit soils the most and provide 

for the least contribution to adverse cumulative effects 

of all alternatives. This alternative would provide for 

closure or decommissioning of about 86 percent of BLM 

roads in the TPA, thus allowing these areas to 

vegetatively recover and stabilize soils. 

Alternative D would provide for the greatest 

contribution to adverse cumulative effects on soils of the 

action alternatives, but would still provide for greater 

long-term benefits to soils than Alternative A. 

Alternative D would provide for closure or 

decommissioning (and therefore vegetative recovery and 

soil stabilization) of about 48 percent of BLM roads in 

the TPA, compared to 39 percent for Alternative A, 68 

percent for Alternative B, and 86 percent for Alternative 

C. 

Due to the scattered distribution and relatively small 

proportion of BLM lands (10 percent) and roads (8 

percent) relative to the total quantities of lands and roads 

in the TPA, none of the BLM alternatives would 

substantially contribute to cumulative effects on soils at 

the scale of the entire East Helena TPA. 

WATER RESOURCES 

Effects Common to All Alternatives 

There are a number of key concepts that are critical to 

understanding road effects to water resources. 

Hydrologic function is an interaction between soil, 

water, and vegetation. It reflects the capacity of a site to: 

• Capture, store, and safely release water from 

rainfall, runoff, and snowmelt; 

• Resist a reduction in this capacity; and 

• Recover this capacity following degradation. 

Interception of precipitation results when precipitation 

falls on vegetation. When vegetation is removed, 

precipitation falls directly on the soil. This can increase 

surface erosion and sedimentation, and decrease the 

amount of time between initial precipitation arrival and 

peak surface runoff – in turn decreasing soil/site stability 

and hydrologic function. Roads remove vegetation and 

therefore decrease interception of precipitation. 

Infiltration is the process of precipitation entering and 

traveling through soil. Infiltration reduces the peak 

runoff during precipitation events by extending the 

period of runoff after a precipitation event. Infiltration 

also filters precipitation and reduces erosion and 

sedimentation. If infiltration is reduced, runoff and 

erosion will increase and hydrologic function will 

decrease. Generally, roads are compacted surfaces that 

have decreased infiltration, thus increasing runoff and 

potentially increasing erosion. 

Runoff can affect the amount of erosion and 

sedimentation, as well as flooding – both onsite and 

offsite. If runoff is increased, all of these effects can 

increase with a result that water quality and hydrologic 

function will decrease. 

Increased sediment entering waterbodies increases 

turbidity, increases width-to-depth ratios, and 

consequently increases temperature and dissolved 

oxygen saturation levels, and creates adverse habitat for 

aquatic animals and plants. 

Alteration of flow routing can also affect water 

resources. For example, roadcuts into areas with 

relatively shallow groundwater can intercept 

groundwater, bring it to the surface, and transport it 

some distance (i.e. in a roadside ditch) before delivering 

it to a stream. This can lead to erosion of road ditchlines 

and subsequent sedimentation of streams during runoff 

520 Butte Draft RMP/EIS 
Environmental Consequences: Water Resources 

periods, or increased thermal loading of water before 

delivery to streams during summer periods. 

Closure and decommissioning of roads tend to reduce 

erosion and sedimentation effects stemming from roads 

on water quality. On an equivalent road mile basis, 

decommissioning roads would benefit water quality to a 

greater degree than closing roads because the 

decommissioning process would often entail 

implementing measures to restore hydrologic function. 

During road decommissioning, items such as 

compaction, drainage, stream crossing culverts, and 

ground cover are often addressed in a manner that 

markedly improves hydrologic function. These features 

are not fully addressed on roads that are merely 

“closed”. However, the reduced disturbance on newly 

closed roads combined with the tendency for 

revegetation to re-establish ground cover on them, 

reduces erosion and subsequent sedimentation effects to 

water quality. 

Effects of the Alternatives 

Generally, road density is an indicator of overall 

watershed health and function. Watersheds with higher 

road densities tend to have lower water quality due to 

greater disruption of hydrologic function (described 

above), and potential for erosion and subsequent 

sedimentation. Road density also is related to the 

distribution and spread of noxious weeds. 

Table 4-59 shows acres of BLM land in three road 

density categories by alternative for the East Helena 

TPA. These data reflect differences between alternatives 

based on roads proposed for “decommissioning” by 

alternative. While many “closed” roads would gradually 

contribute to increased hydrologic function over time, 

decommissioned roads would more directly contribute to 

hydrologic function because measures aimed at restoring 

hydrologic function would likely be part of the treatment 

during decommissioning. Alternative A would have the 

greatest amount of BLM land with “high” road densities 

of greater than 2 mi/mi2

. Alternative B would have the 

lowest acreage in the high category with the greatest 

acreage in the low category of all alternatives. 

Alternatives C and D would be similar but Alternative C 

would have the next lowest acreage in the high road 

density category while Alternative D would have more 

acres in the high category than either Alternative B or C, 

but less than Alternative A. Overall, all the action 

alternatives would improve hydrologic function but by 

this measure Alternative B would make the greatest 

contribution to improved hydrologic function of all the 

alternatives. 

Table 4-59 

Acres of BLM land in road density categories by 

alternative for the East Helena TPA 

TPA Road Density Category 

Low 

( <1 mi/mi2) 

Moderate 

(1 to 2 mi/mi2) 

High 

(> 2 mi/mi2) 

Alt. A 5,969 4,665 9,317 

Alt. B 6,557 4,457 8,936 

Alt. C 6,500 4,384 9,066 

Alt. D 6,502 4,353 9,096 

Motorized routes within 300 feet of streams generally 

have greater potential to directly impact water quality 

through erosion and sedimentation, increased water 

temperatures (due to loss of shading vegetation), and 

direct alteration of stream channel morphology than 

those farther away. Table 4-60 shows the miles of open 

and closed roads on BLM lands within 300 feet of 

streams by alternative. Under Alternative A there are 

about 7 miles of open road within 300 feet of streams. 

All action alternatives would improve water quality by 

closing or decommissioning roads in close proximity to 

perennial streams. Alternative C would create the most 

benefit followed closely by Alternative B, then 

Alternative D. 

Although the benefits to water resources are fairly 

similar between alternatives, overall Alternative C 

would contribute the most benefits to water resources of 

all alternatives, followed by Alternative B, Alternative 

D, then Alternative A which would retain the same 

effects as currently exist. 

Cumulative Effects on Water Resources 

Cumulative effects to water resources in the East Helena 

TPA would arise from many past, present, and 

Table 4-60 

Miles of Open and Closed Roads on BLM Lands within 300 ft. of Fish-Bearing Streams and 

Perennial, Non-Fish-Bearing Streams by Alternative for the East Helena TPA 

Perennial Fish-Bearing Streams Perennial Non-Fish-Bearing Streams 

# Open Road Miles # Closed Road Miles # Open Road Miles # Closed Road Miles 

Alt. A 0 0.4 2.0 0.7 

Alt. B 0 0.4 0.9 1.8 

Alt. C 0 0.4 0.7 2.0 

Alt. D 0 0.4 1.0 1.7 

Note: Open roads include seasonally open roads as well as roads open yearlong. Closed roads include decommissioned roads. 

Butte Draft RMP/EIS 521 
Chapter 4 

reasonably foreseeable future actions on BLM lands as 

well as non-BLM lands. Within this 200,991-acre TPA, 

BLM lands comprise about 20,039 acres or 10 percent of 

total lands. The approximately 71 miles of BLM roads 

make up about 8 percent of the approximately 892 road 

miles in the TPA. Therefore road-related effects to water 

resources described by alternative for BLM roads would 

affect about 8 percent of all roads in the TPA. 

There are approximately 171 miles of perennial non-fish 

bearing streams and 100 miles of fish bearing streams in 

the TPA. Of these, there are about 7.6 miles of perennial 

non-fish bearing streams and 1 mile of fish bearing 

stream on BLM lands. The majority of lands and roads 

within the TPA boundary are private property. NonBLM roads are managed by the local counties, Forest 

Service, state, Bureau of Reclamation, and private 

landowners. 

Approximately 1,609 BLM acres are permitted for 

various rights-of-way and leases. About 746 of these 

acres are for specific road rights-of-way. The remaining 

863 acres are associated with powerlines, waterlines, 

railroads, communication sites, and other utility 

facilities. Impacts to water resources are generally minor 

with some localized erosion and sedimentation and some 

contribution to decreased hydrologic function (decreased 

infiltration, increased runoff) due to compaction. 

Since 1981 wildland fires have burned across 

approximately 15,577 acres in the East Helena TPA. The 

majority of these acres (15,535) burned in 2000 across a 

mixture of land ownerships. The fire burned with 

variable intensity and severity creating a range of effects 

to water resources. In burned areas, nutrient inputs to 

streams increased (perhaps for several years). Streams in 

more severely burned areas (some near Canyon Ferry 

Reservoir) underwent more severe erosion and 

sedimentation than those in areas burned less severely. 

Water temperatures in some streams may have increased 

due to loss of stream-side shade from the fires. Wood 

recruitment to streams in forested areas of high burn 

intensity may be increasing due to riparian tree mortality 

from fires. Stream flows may increase in some streams 

for several years. Peak flows may increase due to 

reduced snow interception by vegetation resulting in 

greater snow accumulations available for snowmelt in 

warmer periods. Summer flows may increase due to a 

lack of live vegetation to conduct evapotranspiration of 

water so more groundwater may reach stream channels. 

Fire rehabilitation activities such as reseeding burnt 

ground with grasses/herbaceous species, contour felling 

of snags in severely burned areas to trap sediment, 

waterbarring of firelines, and post-fire noxious weed 

treatments helped stabilize soils and minimize 

sedimentation effects to streams due to post-fire erosion. 

Tree planting on approximately 250 BLM acres (in 

2002) of this burned area have contributed to longer 

term soil stabilization and subsequent reduction of 

stream sedimentation. 

From 1995 to the present, timber salvage has occurred 

on approximately 250 acres of BLM land in this TPA. 

Adverse effects on water resources were minor to 

negligible from this activity. Timber harvest has also 

occurred on private and Forest Service lands and will 

likely continue into the foreseeable future. Ground 

disturbance from these activities will have localized 

impacts to water resources including some 

sedimentation, loss of woody material recruitment for 

streams, and potential water temperature increases due 

to shade loss. 

While there have been no hazardous fuels treatment 

projects here in the last 10 years, BLM anticipates 

treating approximately 500 to 1,500 acres within this 

TPA to reduce hazardous fuels in Wildland Urban 

Interface areas within the next several years. Treatments 

would consist of mechanical and/or prescribed fire 

treatments. Prescribed burns would occur under 

prescriptions to minimize fire severity and impacts to 

soils and desirable vegetation, thereby minimizing 

effects to hydrologic function. Mechanical treatments 

would be designed to minimize ground disturbance that 

could facilitate compaction or erosion. These project 

design measures would minimize potential 

erosion/sedimentation effects to water resources. Fuels 

treatments conducted on private and Forest Service lands 

will also likely occur for the foreseeable future with 

variable effects to water resources. Reducing fuels under 

the controlled conditions of deliberate treatments may 

benefit water resources in the long-term by reducing the 

risk of future high severity fires that could have severe 

adverse effects on water resources in treated areas. 

Livestock grazing on BLM land, other public and private 

lands throughout much of the East Helena TPA has 

created areas of localized streambank trampling, soil 

erosion and compaction, and nutrient inputs to streams. 

In severe cases stream channel morphology may be 

altered due to severe loss of riparian vegetation, loss of 

streambank integrity, channel widening and shallowing, 

and substantial sediment inputs. These effects to water 

quality will continue to occur for the foreseeable future. 

Agricultural water withdrawals occur on private lands in 

this TPA. These withdrawals reduce stream flows in the 

TPA, including within Prickly Pear Creek, one of two 

streams that flows through BLM lands and is listed as an 

impaired water body by MDEQ. 

Increasing residential development will likely continue 

for the foreseeable future to variable degrees within the 

TPA. Impairments to hydrologic function such as 

erosion, soil compaction, and runoff would likely 

increase due to additional road construction, 

clearing/leveling for home sites, and establishment of 

utility infrastructure for residential developments. 

Nutrient, chemical pollutant, and pathogen inputs to 

streams would also likely increase due to leaching from 

septic systems, urban runoff (fertilizer, chemicals, and 

petroleum pollutants), and waste from livestock. 

522 Butte Draft RMP/EIS 
Environmental Consequences: Water Resources 

Damming of the Missouri River to create Holter Lake, 

Hauser Lake, and Canyon Ferry Reservoir dramatically 

altered water resources. Approximately 40 miles of the 

Missouri River were converted into lake habitat, 

dramatically altering water quality and quantity. 

Canyon Ferry Reservoir and the Missouri River from 

Canyon Ferry Dam to Hauser Lake are both identified as 

impaired water bodies on the MDEQ 303(d) list. Canyon 

Ferry Reservoir has impairments related to excess 

nitrogen and ammonia as well as excess algal growth, 

likely related to municipal point source discharges, 

septic systems, agriculture, and abandoned mine lands. 

Canyon Ferry also has excessive arsenic and thallium 

attributed to contamination from abandoned mine lands. 

Missouri River from Canyon Ferry Dam to Hauser Lake 

has impairments primarily related to excessive nutrients 

and dissolved oxygen deficiency. These impairments are 

attributed to dam construction, grazing in riparian or 

shoreline zones, municipal point source discharges, and 

septic systems. These impairments will continue into the 

foreseeable future although ongoing efforts are gradually 

addressing some of them. 

Hauser Lake (3,800 acres) is listed as impaired on the 

303(d) list due to pesticide contamination, mercury, and 

dissolved oxygen impairments attributed to agriculture, 

silvicultural activities, natural sources (mercury), 

impacts from hydrostructure flow regulation, and 

highway/road/bridge runoff. Holter Lake (5,500 acres) is 

listed as impaired on the 303(d) list due to mercury 

contamination attributed to placer mining, inappropriate 

waste disposal, abandoned mine lands, historic bottom 

deposits, and atmospheric deposition. Lake Helena 

(1,600 acres) is listed as impaired on the 303(d) list due 

primarily to heavy metal contamination attributed to acid 

mine drainage, abandoned mine lands, hydrostructure 

flow regulation, irrigated crop production, and natural 

sources. All of these impairments in these reservoirs will 

continue for the foreseeable future although ongoing 

efforts are gradually addressing some of them. 

Bureau of Reclamation manages the Canyon Ferry 

Reservoir and Dam on the Missouri River. The reservoir 

(35,200 acres, 76 miles of shoreline perimeter) is 

operated to provide flood control, power generation, 

irrigation, municipal water, and to enhance recreation, 

fish, and wildlife benefits. The reservoir is generally 

managed to stabilize downstream flows. By preventing 

flows from becoming too low, this management tends to 

minimize potential further water resource concerns 

during summer periods. 

Pennsylvania Power and Light of Montana manages 

water flows through Hauser and Holter Lake dams in 

close coordination with the Bureau of Reclamation at 

Canyon Ferry upstream. Hauser and Holter Lakes are 

managed as full-pool, run-of-the-river reservoirs as per 

FERC re-licensing completed in 2000. Flows are 

managed to optimize energy production, provide for 

water right uses, and maintain appropriate conditions for 

fisheries, wildlife, and recreation values. By preventing 

flows from becoming too low, this management tends to 

minimize potential further water resource concerns 

during summer periods. 

Under Alternative A, the contribution to cumulative 

effects on water resources from BLM road management 

would continue as it occurs today. Retaining 

approximately 36 miles of road open yearlong and an 

additional approximately 7 miles open with a seasonal 

restriction of 10/15 to 12/1 would allow for the same 

level of effects on water resources that currently exist. 

From a BLM road management perspective, all action 

alternatives would benefit water resources compared to 

Alternative A. Alternative B would benefit water 

resources by providing for a reduced contribution to 

adverse cumulative effects compared to Alternative A 

because about 68 percent of BLM roads would be closed 

or decommissioned under Alternative B (compared to 39 

percent closed under Alternative A). Of the 

approximately 22 miles of open road under Alternative 

B, nearly one half of them (about 10 miles) would be 

seasonally restricted to exclude motorized vehicle use in 

the wet spring runoff period each year. This would 

reduce erosion from these BLM roads and further 

benefit water resources. 

Although the greatest road mileage would be 

decommissioned under Alternative B (4.7 miles), 

Alternative C would likely benefit water resources the 

most and provide for the least contribution to adverse 

cumulative effects on water resources of all alternatives. 

This alternative would provide for closure or 

decommissioning of about 86 percent of BLM roads in 

the TPA (compared to about 68 percent for Alternative 

B), thus allowing these areas to vegetatively recover, 

stabilize soils, and reduce erosion. 

Alternative D would provide for the greatest 

contribution to adverse cumulative effects on water 

resources of the action alternatives, but would still 

provide for greater long-term benefits to water resources 

than Alternative A. Alternative D would provide for 

closure or decommissioning (and therefore vegetative 

recovery, soil stabilization, and reduced 

erosion/sedimentation) on about 48 percent of BLM 

roads in the TPA, compared to 39 percent for 

Alternative A, 68 percent for Alternative B, and 86 

percent for Alternative C. 

Due to the scattered distribution and relatively small 

proportion of BLM lands (10 percent) and roads (8 

percent) relative to the total quantities of lands and roads 

in the TPA, none of the BLM alternatives would 

substantially contribute to cumulative effects on the 

streams and reservoirs in the East Helena TPA on the 

whole. 

Butte Draft RMP/EIS 523 
Chapter 4 

VEGETATIVE COMMUNITIES – FOREST 

RESOURCES AND FOREST AND 

WOODLAND PRODUCTS 

Effects of the Alternatives 

Under all alternatives, existing roads and roads built to 

access timber and forest product sales on BLM lands 

may encourage timber harvest and forest product sales 

on adjacent lands, particularly where landowners and 

other agencies looking to improve economic efficiency 

or opportunities in the management on their lands. 

In general, vegetative treatment contractors tend to bid 

more readily on projects in areas with vehicle access or 

valuable products. BLM often prioritizes forest 

vegetation management activities such as forest products 

and forest protection activities (e.g. wildfire suppression 

and forest insect and disease control) in similar areas. 

Rehabilitation of roads (decommissioning and in some 

cases road closure) would revegetate currently 

unvegetated roadbeds, which would increase vegetation 

biomass production on the landscape through 

colonization of sites with grasses, forbs, shrubs, and 

trees. Increases in revegetated area would occur at a rate 

of approximately 1.5 to 3 acres per mile of rehabilitated 

road. Eventually rehabilitated roads would support plant 

communities consistent with site potentials which would 

help resist weed invasions. However, road closures and 

removals (decommissioning) could make vegetation 

management treatments more difficult and costly, 

thereby inhibiting proposed treatments, reducing public 

access for product use and removal, and potentially 

slowing fire detection and suppression. 

Under Alternative A where 37 percent of the existing 

roads have been historically closed, there would be no 

increase in project analysis and implementation costs. 

However, under Alternative B approximately 50 percent 

of roads into forested areas would be closed. Under 

Alternative C about 83 percent of roads into forested 

areas would be closed, while under Alternative D about 

46 percent of these roads would be closed. These 

closures would result in commensurate potential 

increases in vegetative analysis and treatment costs by 

alternative. These potential cost increases would need to 

be considered on a case by case basis by the BLM 

during project feasibility determinations, and additional 

funding may be needed to analyze and implement the 

projects that would remain feasible. Road closures could 

also result in potential decreases in quantities of forest 

products removed. The extent of the effects described 

above would be minimized because BLM would likely 

still be able to plan and implement projects in many 

areas on closed roads through the variance process for 

temporary road use. Road-related effects would be 

greatest under Alternative C, followed in sequence by 

Alternative B, then Alternative D. 

Roaded access to forested areas would also affect the 

gathering of firewood and other forest products by the 

general public. Most public parties prefer to drive close 

to areas of product removal so they do not have to carry 

products over long distances to their vehicles. There 

have been few publicly requested small sales of 

materials in most areas of this TPA. Requests received 

have concentrated mainly where the lands are crossed by 

main access routes or in the vicinity of mining claims 

and homes. The requests received have generally been 

few due to the preponderance of pine trees which are 

generally considered to be low quality firewood and 

Christmas trees. It is likely that local requests for 

products would continue as has occurred in the past. For 

the East Helena TPA, Alternative A would retain the 

most public opportunities for these activities, followed 

in sequence of decreasing opportunities by Alternative 

D, Alternative B, then Alternative C. Alternatives B and 

D would have similar effects to public access for forest 

product gathering. Under the action alternatives, public 

searching for, and removal of personal use and small 

products would generally be confined to motorized 

travel corridors along the main roads. 

Cumulative Effects on Forest and 

Woodland Resources and Products 

No BLM forest health/silvicultural treatments or 

resource product removal projects are currently 

scheduled in this TPA within the next five years. Fuels 

reduction projects with forest health considerations have 

a high priority in general and would likely occur in this 

area in the future due to the close proximity of wildland 

urban interface areas adjacent to several blocks of BLM 

lands. The major blocks of BLM forest and woodlands 

in this TPA are located in the North Hills, the Ward 

Ranch area by Hauser Lake and the Spokane Hills west 

of Canyon Ferry Lake. These generally contain stands of 

low productivity and commercial value as in the 

northern portions of the North Hills and the Spokane 

Hills (approximately 40 percent of BLM lands in the 

TPA) where wildfire has severely damaged the forest 

and woodland stands over the last 25 years. The 

formerly privately-owned Ward Ranch area has 

undergone commercial logging that has removed the 

larger trees since the early 1900s. The products from the 

forested areas in this TPA would provide little revenue 

in timber sale projects. In other vegetation manipulation 

projects, derived products would provide only small 

offsets to costs for stewardship projects where goods are 

exchanged for services. 

There would be little cumulative effect from any of the 

action alternatives to forest management activities on 

inholding and adjacent private lands, as many of the 

proposed closed roads end in public lands along the 

shores of the Missouri River and the Lakes. Those roads 

used for main access to private lands would continue to 

provide vehicular access through BLM lands under all 

alternatives for personal use or authorized purposes for 

524 Butte Draft RMP/EIS 
Environmental Consequences: Vegetative Communities 

 Noxious Weeds 

the landowners. Projects on private lands would promote 

fuels reduction objectives in the area as well. 

Forested vegetation on BLM lands would also be 

affected by approximately 1,609 acres of rights-of-way 

and leases on BLM land. Forested vegetation located in 

these areas usually is harvested and/or removed to 

accommodate the necessary access or facilities. Forest 

vegetation removal would occur on new authorizations 

in the future and would occur as necessary to maintain 

sight distances and safety clearances associated with 

roads and facilities. 

Urbanization is expected to continue on the 128,048 

acres of private lands (64 percent of total acreage) within 

this TPA. Forest products are commonly removed from 

these areas prior to permanent construction. 

Urbanization is likely to continue in the future and will 

affect forested vegetation at an unknown rate. As private 

construction increases, miles of road on private will 

most likely increase from the current 690 miles. 

Risk to forests from human-caused wildfires is 

commonly associated with miles of open roads. Risk to 

forests from wildfire is greatest under Alternative A with 

44.3 miles of open roads. Alternative B would have less 

risk of human-caused fire starts with about 17 miles of 

open road during summer months. Alternative C would 

have the least risk to public forests with only 12.0 miles 

of road open during summer months. Alternative D (38 

miles of open road during summer) would have more 

risk than either Alternatives B or C, but less risk than 

Alternative A. Given that the majority of roads in the 

TPA (92 percent) are non-BLM roads, this contribution 

to reduced fire risk from BLM roads in the action 

alternatives is relatively small in the context of the entire 

TPA. 

Since BLM roads constitute only 8 percent of all roads 

in this TPA, and BLM lands make up only 10 percent of 

all lands in the TPA, urbanization and activities on open 

non-BLM roads in the vicinity may have more 

cumulative effects on forested vegetation in the TPA 

than BLM decisions regarding miles of open and closed 

road. 

VEGETATIVE COMMUNITIES – 

NOXIOUS WEEDS 

Under all alternatives, any snowmobile use would have 

negligible effects on noxious weed spread and 

populations. Invasive noxious weeds and non-native 

species are degrading wildland health. These are 

aggressive plants that can outcompete many native 

plants, as they have few natural enemies to keep them 

from dominating an ecosystem. These plant species are 

spread by many means. However, any land disturbing 

activity in the TPA has the most potential to introduce 

and spread weed species. Motorized vehicles are one 

vector for noxious weed spread as weed seed becomes 

attached to vehicles and their tires, and are transported 

from one area to another where seeds become detached 

and germinate to inhabit new areas. 

Effects of Alternative A 

Under Alternative A, a total of 44.3 miles of wheeled 

motorized routes are open (36.6 miles open yearlong, 7.7 

miles seasonally restricted, 26.4 miles closed). With the 

exception of the Ward Ranch, McMasters, and Spokane 

Hills temporary area closures, the remainder of the travel 

planning area would remain available to cross-country 

area snowmobile use, as well as travel on all existing 

routes during the season of use (12/2-5/15), conditions 

permitting. 

Alternative A would leave the most roads open and in 

turn would promote the greatest amount of weeds and 

other undesirable plant spread and production of all 

alternatives. More herbicide control would be needed to 

control weeds than under the other alternatives. Under 

Alternative A the 44.3 miles of open BLM road would 

make up about 4 percent of all open roads in the East 

Helena TPA. 

Effects of Alternative B 

Under Alternative B, 13.7 miles of wheeled motorized 

routes would be available yearlong, and 3.3 miles would 

be open with seasonal restrictions. Cross-country 

snowmobile travel would be allowed, as well as travel 

on all existing routes during the season of use (12/2-

5/15), except for the North Hills, Dana’s Bar, and the 

area located to the west of Prickly Pear Creek. The 

remainder of the travel planning area (McMaster Hills, 

Ward Ranch, and Spokane Hills) would be closed to all 

cross-country snowmobile use, including travel on 

existing roads and trails. This alternative would close 

41.9 miles of road leaving 13.7 miles open yearlong as 

compared to 36.6 miles of road open yearlong under 

Alternative A. This would prevent weed spread caused 

by motorized vehicles on closed routes, but would 

increase weed spread on open routes because of the 

more concentrated use on the fewer available routes. 

Overall Alternative B would reduce weed spread, but 

would increase weed treatment costs per road mile on 

remaining open roads compared to Alternative A. Under 

Alternative B the 13.7 miles of BLM road open yearlong 

along with the 3.3 miles of seasonally restricted road 

would make up about 2 percent of all open roads in the 

East Helena TPA. 

Effects of Alternative C 

Alternative C would provide the least amount of 

wheeled motorized access in the East Helena travel 

planning area. Under Alternative C, 12.0 miles of 

wheeled motorized routes would be available yearlong. 

No cross-country snowmobile use would be allowed; use 

would be restricted to designated routes only during the 

season of use (12/2-5/15), snow conditions permitting. 

This alternative would close 54.6 miles of road leaving 

Butte Draft RMP/EIS 525 
Chapter 4 

12.0 miles open yearlong as compared to 36.6 miles of 

road open yearlong for Alternative A. This would 

prevent weed spread caused by motorized vehicles on 

these closed routes, but would increase weed spread on 

open routes because of the more concentrated use on the 

fewer available road miles. Overall Alternative C would 

reduce weed spread more than any other alternative, but 

would increase weed treatment costs per road mile on 

the remaining open roads compared to Alternative A. 

Under Alternative C the 12 miles of open BLM road 

would make up about 1 percent of all open roads in the 

East Helena TPA. 

Effects of Alternative D 

Alternative D would provide the highest level of 

motorized access (of the action alternatives), and the 

least non-motorized opportunities. Under Alternative D, 

36.0 miles of wheeled motorized routes would be 

available yearlong, and 1.9 miles would be open with 

seasonal restrictions. Snowmobile management under 

this alternative would be as follows: cross-country 

travel would be allowed, as well as travel on all existing 

routes during the season of use (12/2-5/15), for the 

North Hills, Dana’s Bar, and the area located to the west 

of Prickly Pear Creek. The Ward Ranch and the Big 

Bend areas would be closed to all cross-country 

snowmobile use as well as travel on designated routes. 

This alternative would close 29.7 miles of road, leaving 

36.0 miles open yearlong as compared to 36.6 miles of 

road open yearlong for Alternative A. This alternative 

would have very similar environmental effects as 

Alternative A, though to a slightly lower degree. Under 

Alternative D the open BLM roads would make up about 

4 percent of all open travel routes in the East Helena 

TPA. 

Cumulative Effects on Noxious Weeds 

Under all alternatives, other past, present, and 

reasonably foreseeable future BLM and non-BLM 

actions and outside influences affect noxious weeds. 

Recreation use is well established in the TPA. Primary 

recreation activities include water based activities, big 

game hunting, non-motorized uses (hiking, jogging, 

horseback riding, mountain biking, etc), and OHV uses 

(ATV, motorcycle). Motorized recreation uses are one of 

the leading causes of introduction and spread of noxious 

weeds and non-native species. Weed seeds are 

transported by many recreational vectors such as water 

recreation uses, motorized vehicles including their tires, 

non- motorized vehicles including their tires, pack 

animals, and humans. 

Urban development may lead to an increase in right-ofway permits to accommodate private 

property/development access. As a result, soil disturbing 

activities (i.e. roads, power lines, telephone lines, etc.), 

will increase causing weeds to increase. 

A variety of resource management projects, such as 

BLM initiated vegetation treatments, or wildland fire 

fuels reduction projects, could affect weeds in the TPA. 

There have been no fuels treatments in this area in the 

last 10 years. There are as yet unplanned fuels 

treatments potentially slated for planning and 

implementation over the next five years for this area, 

mainly in the area of the North Hills. These treatments 

would consist of mechanical and/or prescribed burning 

from 500 to 1,500 acres focused on the urban interface 

areas. Any project creating soil disturbance has the 

capability to increase weedy plant species. Prescribed 

burning projects give the ground surface a fertilization 

effect and eliminate some plant competition for weedy 

species giving them a niche for establishment and 

expansion in some areas. Ground disturbing equipment 

could also transport noxious weed seed to these project 

sites. BLM implements weed control measures in the 

aftermath of such ground-disturbing activities so as to 

minimize noxious weed establishment and spread. 

Wildland fires create good seed beds and supply 

nutrients for weed species introduction and production. 

From 1981 to 2004 there have been 18 wildland fires 

that burned approximately 15,577 acres in this TPA. The 

2000 Bucksnort Fire accounts for the large majority of 

this total. This fire has promoted and increased noxious 

weed production in this TPA. Part of fire rehabilitation 

activities involved weed treatments to minimize weed 

spread. 

Mining is a land disturbing activity and the activity itself 

and potentially weed seed contaminated equipment that 

is used could promote weeds in the area. 

Noxious weeds and non-native invasive species are well 

established and spreading in the area. Weed control 

activities by BLM and other entities, while often 

effective at reducing or minimizing weed spread and 

weed populations, can also lead to some weed spread. 

Herbicide spray equipment is driven through weed 

infestations and weed seeds as well as other weed 

vegetative parts are spread to other lands during and 

following treatment. The Bucksnort Wildfire area 

received ground treatments of about 75 acres in size 

following the fire. In 2003 herbicide and biological 

control treatments on the Bucksnort fire area were 

approximately 500 acres in size. Much of this treatment 

acreage was by aerial means coordinated with the 

Natural Resource Conservation Service (NRCS) and 

Lewis and Clark County. These weed treatments have 

varying success in killing undesirable plants, depending 

on many environmental parameters. The weeds that have 

been treated are primarily in the urban interface area 

where heavy motorized use plays a large role in the 

distribution of noxious weeds. 

Timber sales have built in stipulations for mitigating 

weed production and spread. However, with ground 

disturbance the potential exists for weed introduction to 

occur on these sites. Vehicular access for tree plantings 

526 Butte Draft RMP/EIS 
Environmental Consequences: Vegetative Communities 

 Riparian Vegetation 

could contribute to the spread of existing weeds on site. 

Since 1995 there has been 250 acres of timber savage 

and 250 acres of forest planting (replanted in 2002). 

Herbicide treatment of existing weeds was coordinated 

with tree seedling planting locations and timing, so as to 

minimize potential exacerbation of weed spread. 

Future travel management (for all agencies, nationwide) 

is likely to lead to fewer opportunities for motorized 

recreational use than under current management 

(particularly for OHV use). As a result, BLM routes 

available to motorized use could experience increased 

use from displaced users, leading to more concentrated 

use. Such use could cause a larger than anticipated 

introduction and spread of weeds. An increase in weeds 

would lead to an increase in needed treatment on BLM 

lands. 

The Bureau of Reclamation (BOR) manages 

approximately 11,500 acres of land surrounding Canyon 

Ferry Reservoir. BOR actions (such as new recreation 

site developments) could influence travel management 

on adjacent BLM lands. These actions could potentially 

increase weed spread and production on BLM managed 

lands. 

Portions of the TPA (North Hills, areas adjacent to 

Canyon Ferry and Hauser Lakes) provide winter range 

for mule deer and elk. Noxious weed seed are 

transported and spread by wildlife through their 

digestive system and by attaching to the animals 

themselves and then being released at a later time. 

Livestock grazing on and off BLM lands also 

contributes to weed spread either through seed being 

spread by livestock themselves, or through vehicular 

uses needed to manage grazing operations. 

East Helena Valley has been experiencing steady 

population growth. This trend is expected to continue, 

along with increased recreational use of this travel 

planning area. These factors could lead to increased 

public pressure to alter travel planning for either more, 

or less motorized use. The increasing population in the 

Helena and East Helena areas will in turn lead to an 

increase in use of this TPA creating more opportunities 

for weed spread and production. 

The majority of BLM managed routes for the East 

Helena Travel Planning area are located in or adjacent to 

the Ward Ranch or North Hills sub-travel planning 

areas. The remaining routes are located in the Spokane 

Hills and Townsend sub-travel planning areas. As with 

the Scratchgravel Hills (Helena TPA), the Ward Ranch 

and North Hills sub-planning areas are surrounded by 

residential development (there is some internal 

development as well). Like the Scratchgravel Hills, they 

have experienced steady residential development over 

the past 15-20 years. The Spokane Hills and Townsend 

sub-travel planning areas are more rural in character, but 

also have experienced residential/subdivision growth, 

near the northern and southwest portions of the Spokane 

Hills and north of Townsend. This development/increase 

in population has lead to an increase in use of the TPA 

by residents living adjacent to or within this area which 

in turn leads to an increase in weed spread and 

propagation. 

Only 8 percent of all the travel routes in the East Helena 

TPA are located on BLM managed lands (under 

Alternative A). Lands near roads and away from roads in 

the TPA are infested with weeds. The travel on all roads 

in the TPA spreading weeds, and weeds off these roads 

are being spread by the weed plants themselves and 

other natural means. Because the majority of roads (92 

percent) and lands (90 percent) in the TPA are nonBLM, activities in these areas play a stronger role than 

activities on BLM lands in determining the status of 

weed spread and weed populations in the TPA overall. 

VEGETATIVE COMMUNITIES – 

RIPARIAN VEGETATION 

Effects Common to All Alternatives 

This section focuses on effects to riparian vegetation. 

For additional discussion of effects to water quality and 

stream channels, see the Water Resources and Fish 

sections. 

Roads in riparian areas constitute ground disturbance 

that can eliminate or preclude presence of native riparian 

vegetation. This ground disturbance and loss of riparian 

vegetation may facilitate erosion and sedimentation of 

streams. Roads may also interfere with natural stream 

channel functions by occupying floodplains or active 

stream channel margins (see Water Resources section 

for more discussion). Noxious weeds may dominate 

riparian vegetation communities after some type of 

disturbance (such as roads, livestock grazing, mining, 

etc.) has reduced native vegetation. Noxious weed seed 

can be spread into riparian areas by motor vehicles via 

open roads. Closure of roads and trails can improve or 

maintain riparian condition by reducing avenues of 

noxious weed spread, as well as allowing for bare area 

re-vegetation which filters sediment in addition to 

stabilizing banks in some areas. Road and trail 

restrictions have the same effects but to a lesser degree, 

because some traffic will inhibit vegetation growth and 

recovery. 

Effects of the Alternatives 

As a means of comparing alternatives, Table 4-61 

depicts the miles of wheeled motorized routes that cross 

or are within 300 feet of streams and wet areas on BLM 

lands by alternative for the East Helena TPA. 

Under Alternative A, 3.5 miles of BLM roads and trails 

would remain open that cross or are within 300 feet of 

streams or wet areas, and 3.6 miles of roads and trails 

would remain closed. The noxious weed spread, 

streambank, and sediment delivery effects would 

Butte Draft RMP/EIS 527 
Chapter 4 

continue on the open roads and trails as described above. 

BLM roads and trails have very minor effects on riparian 

conditions in this TPA because the roads and trails 

parallel the Missouri River/Hauser Lake shore for quite 

short distances or simply dead-end at or before water’s 

edge. 

Table 4-61 

Miles of Roads and Trails by Proposed 

Management Category Within 300 feet of 

Streams (including intermittent streams) 

in the East Helena Travel Planning Area 

Miles of Wheeled 

Motorized Routes 

ALT 

A 

ALT 

B 

ALT 

C 

ALT 

D 

Open 

Restricted 

Closed 

3.5 

0 

3.6 

3.0 

0 

4.1 

3.0 

0 

4.1 

3.9 

1.9 

1.2 

Under Alternative B, 3.0 miles of BLM roads and trails 

would remain open that cross or are within 300 feet of 

streams or wet areas, and 4.1 miles of roads and trails 

would be closed. The noxious weed spread, streambank, 

and sediment delivery effects would continue on the 

open roads and trails as described in the effects common 

to all section. Alternative B would have slightly reduced 

effects to riparian areas than Alternative A. 

Effects of Alternative C would be the same as those 

described for Alternative B. 

Under Alternative D, 3.9 miles of BLM roads and trails 

would remain open that cross or are within 300 feet of 

streams or wet areas, 1.9 miles of roads and trails would 

have seasonal restrictions, and 1.2 miles of roads and 

trails would remain closed. The noxious weed spread, 

streambank, and sediment delivery effects would 

continue on the open roads and trails as described above. 

Restricted roads would reduce some of these effects. 

BLM roads and trails have very minor effects on riparian 

conditions in this TPA because the roads and trails 

parallel the Missouri River/Hauser Lake shore for quite 

short distances or simply dead-end at or before water’s 

edge. Alternative D could have slightly greater effects 

than all other alternatives on riparian vegetation on BLM 

lands, but these differences in effects would be minor. 

Cumulative Effects on Riparian 

Vegetation 

Noxious weed spread, mining, roads and trails, logging 

operations, and livestock grazing have affected riparian 

resource conditions in all TPAs, including the East 

Helena TPA. Some of these factors continue to cause 

riparian area degradation primarily through direct 

disturbance or loss of riparian vegetation. Ground 

disturbance and loss of riparian vegetation facilitate 

erosion and sedimentation of streams. In the case of 

noxious weeds, they usually dominate riparian 

vegetation communities after some type of disturbance 

(such as roads, livestock grazing, mining, etc.) has 

reduced native vegetation. 

Anticipated subdivision growth on private lands will 

lead to more road construction and maintenance. More 

roads and development will increase severity of runoff 

events which in turn will cause more sediment delivery 

to creeks and streams. The additional sediment is likely 

to affect the functioning condition of some riparian areas 

by causing streambeds to aggrade at unnatural rates. 

Streambanks may also be affected if road placements do 

not allow for natural stream movements or meanders. 

Logging and forestry practices on public and private 

lands are subject to streamside management zone (SMZ) 

requirements designed to maintain water quality and 

riparian vegetation. The proposed Riparian Management 

Zones under Butte RMP Alternatives B and C would be 

wider than SMZs and activities in these areas would be 

designed to benefit riparian resources, thus providing 

more riparian protection and more targeted management 

of riparian vegetation in both forested and non-forested 

areas than under RMP Alternatives A and D. The 

disturbance associated with timber activities does have 

the potential to increase noxious weed spread which 

degrades riparian area function and health. On public 

lands noxious weed control is a standard feature of any 

ground disturbing activities whereas on private lands 

noxious weed control is variable. 

Livestock grazing will continue in the area and has the 

potential to impact riparian resource conditions. On 

BLM lands, ongoing rangeland health assessments and 

implementation of livestock grazing guidelines would 

continue to improve or maintain riparian vegetation 

health and vigor. On private lands, livestock grazing is 

expected to decline slowly as more ranch and farmland 

is subdivided. Riparian conditions may improve or 

degrade as management changes. 

Noxious weed control will continue on both public and 

private lands with varying degrees of success. To the 

extent that these efforts are successful, riparian 

conditions would improve because of the streambank 

protection gained from shrubby root systems and 

filtering capability of native riparian sedge and rush 

species. 

The Bucksnort Fire of 2000 burned a large portion of the 

Spokane Hills (approximately 15,535 acres) across 

multiple land ownerships. Before the vegetation could 

recover, subsequent storm events caused considerable 

sediment delivery to Canyon Ferry Reservoir from a 

number of ephemeral gulches. 

While there are slight differences in effects to riparian 

vegetation between East Helena travel plan alternatives 

at the site scale on BLM lands as described above, in the 

context of cumulative effects the differences between 

alternatives would be negligible. 

528 Butte Draft RMP/EIS 
Environmental Consequences: Wildlife 

Overall, because BLM roads make up only 8 percent of 

all roads in the TPA (under Alternative A), and BLM 

lands make up 10 percent of all lands in the TPA, the 

contributions to riparian vegetation benefits associated 

with closing riparian roads on BLM lands would be 

minor at the scale of the entire East Helena TPA. 

Activities on private lands (64 percent of total acreage in 

TPA) would play a dominant role in determining 

riparian conditions at the scale of the entire TPA. 

WILDLIFE 

Effects of Alternative A 

Under Alternative A, the East Helena TPA would have 

substantially more open roads (44 miles) compared to 

the action alternatives and would have the highest actual 

road density in elk winter range, 1.1 mi/mi2

 (Table 4-62) 

compared to the action alternatives. Open roads typically 

increase the level of recreation adjacent to roads which 

can result in additional disturbance and displacement of 

wildlife species. Roads can also encourage the public to 

recreate in areas that had formerly been secluded. Roads 

can cause direct mortality to wildlife through road kill, 

prevent wildlife movement, create disturbance to 

wildlife via vehicular use, cause the spread of noxious 

weeds, reduce habitat and cause habitat fragmentation 

on the landscape. Permanent and temporary roads could 

negatively impact wildlife including special status 

species, particularly if roads are open during critical 

periods such as during the winter or breeding seasons. 

High open road densities under Alternative A could 

result in the loss of year-round habitat and migration 

corridors, disturbance and displacement of wildlife, road 

kill, and fragmentation of habitat. Wildlife, including 

special status species, that are especially sensitive to 

roads in the TPA include (but are not limited to) elk, 

northern goshawk and boreal toads. The detrimental 

effects of open road densities to wildlife under 

Alternative A could be minor to major and long-term. 

This alternative would have the greatest negative 

impacts to wildlife including special status species from 

open roads. 

Under Alternative A, this TPA would have slightly 

fewer acres of functional winter range (6,415 acres of 

area with low road density) compared to Alternative B 

(6,915 acres), but considerably less than Alternative C 

(8,899 acres) (Table 4-62). This Alternative, however, 

would have more functional winter range than 

Alternative D (5,923 acres). Alternative A would cause 

more disturbance and displacement of big game in 

winter range than all other alternatives. 

Under Alternative A, approximately 1,600 acres of the 

East Helena TPA would be closed to snowmobile use in 

the Ward Ranch and McMasters areas but approximately 

15,000 acres would be open for cross country use by 

snowmobiles. An additional 3,600 acres would be 

available for snowmobile use on open routes only (44 

miles of open roads). Although the majority of the East 

Helena TPA is open to cross country snowmobile use or 

for use on open roads, BLM lands in this TPA do not 

often get favorable snow conditions for snowmobiling. 

Due to snow conditions, the use of snowmobiles would 

be limited and the effects to wintering big game and 

other wildlife species would be expected to be minimal 

the majority of the time. However, when snow 

conditions do become favorable, snowmobile use of the 

TPA could have considerable negative effects to big 

game and other wildlife species. The negative affects 

due to cross-country snowmobile use could include 

harassment of big game and other species during the 

high stress winter season. This could cause individuals 

to leave an area (temporarily or permanently) and/or an 

increase in stress that could lead to mortality. 

In evaluating impacts of travel planning on elk and other 

big game species, it is important to consider impacts on 

security habitat. Elk security is the inherent protection 

allowing elk to remain in an area despite increases in 

stress or disturbance associated with the hunting season 

or other human activities. Security habitat includes 

blocks of nonlinear forested habitats greater than 250 

acres in size that are at least 0.5 mile from an open road. 

Security habitat should also consist of larger trees 

(greater than 8 inches DBH) with vegetation dense 

enough to hide an adult elk. There would be less big 

game security habitat under Alternative A (1,181 acres) 

compared to Alternatives B (1,447 acres) and C (1,546 

acres), but slightly more than Alternative D (1,048 

acres) (Table 4-63). 

Table 4-62 

Decision Area Road Densities (mi/mi2

) within Elk Winter Range 

in the East Helena Travel Planning Area 

 Actual Road Density Acres of Low 

Road Density 

Acres of Moderate 

Road Density 

Acres of High 

Road Density 

Alternative A 1.1 6,415 2,252 2,547 

Alternative B 0.5 6,915 3,349 950 

Alternative C 0.3 8,899 1,606 709 

Alternative D 0.7 5,923 3,024 2,267 

Low Density = 0-1 mi/mi2, Moderate Density = 1-2 mi/mi2, High Density = >2 mi/mi2 

Butte Draft RMP/EIS 529 
Chapter 4 

Table 4-63 

Decision Area Acres of Big Game Security 

Habitat in the East Helena Travel Planning Area 

by Alternative 

A B C D 

East Helena TPA 1,181 1,447 1,546 1,048 

Core areas are areas large enough for wildlife (especially 

animals with large home ranges such as carnivores and 

big game) to forage and reproduce. Subcore areas are 

areas that could act as stepping stones for wildlife as 

they move through the region. Within all lands of the 

East Helena TPA there are approximately 17,292 acres 

identified as “core/subcore” habitat. Under this 

alternative, there would be 8,209 acres with low road 

density (less than 1 mi/mi2

), 3,270 with moderate road 

density (1-2 mi/mi2

) and 5,814 acres with high road 

density (greater than 2 mi/mi2

) in the TPA for all land 

ownerships. Alternative A would provide slightly lower 

quality habitat in core and subcore habitat at the 

landscape level compared to the other alternatives. 

On BLM lands, there are approximately 2,142 acres in 

core/subcore habitat. In core/subcore habitat under 

Alternative A, there would be 1,436 acres with low road 

density, 311 acres with moderate road density and 395 

acres with high road density. Alternative A would 

provide slightly lower quality habitat in core and 

subcore habitat in the Decision Area compared to the 

other alternatives. 

Wildlife corridors are areas of predicted movement 

within or between core and subcore areas. Within the 

East Helena TPA there are no acres identified as “high 

quality” wildlife movement corridors under any land 

ownership. There are approximately 3,374 acres 

identified as moderate quality corridors for all land 

ownerships but the majority of movement corridors are 

considered to be low quality (35,123 acres) due to 

development and road densities. In moderate quality 

movement corridors all alternatives would have 1,808 

acres with low road density, 1,485 acres with moderate 

road density and 81 acres with high road density. 

On BLM lands in the TPA there are no acres mapped as 

moderate quality movement corridors and all lands in 

movement corridors (6,361 acres) are considered to be 

low quality. 

Riparian areas provide crucial habitat and critical travel 

corridors for wildlife including special status species. 

Riparian areas also provide a refuge for native plants and 

animals in times of stress such as drought or fire. Roads 

in riparian areas can prevent use of these crucial areas by 

wildlife, limit use, or cause loss of habitat. Under 

Alternative A there would be 3.5 miles of open roads in 

riparian areas. 

Effects of Alternative B 

Under Alternative B, the East Helena TPA would have 

substantially fewer open roads (17 miles) compared to 

Alternative A (44 miles). Of the 17 miles of open roads, 

13.7 would be open year round and the remaining 3.3 

miles would be seasonally restricted. Alternative B 

would have more open roads than Alternative C (12 

miles) but considerably less than Alternative D (38 

miles). Alternatives B and C would decrease harassment 

to wildlife during all seasons of use compared to 

Alternatives A and D. Alternatives B and C would also 

improve habitat and reduce fragmentation more than 

Alternatives A and D. 

Under Alternative B, the actual road density in elk 

winter range in the East Helena TPA would be 0.5 

mi/mi2

, below the maximum of 1 mi/mi2 recommended 

by FWP in big game winter range. . This is substantially 

lower than the road density under Alternative A (1.1 

mi/mi2

), higher than Alternative C (0.3 mi/mi2) and 

lower than Alternative D (0.7 mi/mi2

) (Table 4-62). 

Under Alternative B, this TPA would have more acres of 

functional winter range (6,915 acres) compared to 

Alternative A (6,416 acres), less than Alternative C 

(8,899 acres) but more than Alternative D (5,923 acres) 

(Table 4-62). Alternative B would improve the quality 

and quantity of winter range in the East Helena TPA 

compared to Alternatives A and D but would have 

substantially fewer beneficial effects to winter range 

than Alternative C. 

Alternatives B and C would close more acres to cross 

country snowmobile use than Alternatives A (15,066 

open acres) and D (14,461 open acres). Approximately 

6,400 acres would be open to cross country snowmobile 

use under Alternative B and Alternative C would limit 

all snowmobile use to existing roads with no open areas 

for cross-country snowmobiling. Due to unfavorable 

snow conditions, the use of snowmobiles would most 

likely be limited in the TPA and the effects to wintering 

big game and other wildlife species would be expected 

to be minimal the majority of the time. However, when 

snow conditions do become favorable, snowmobile use 

under Alternative B would have fewer negative effects 

to big game and other wildlife species than Alternatives 

A and D. 

The amount of big game security habitat would be 

slightly more under Alternative B (1,447 acres) 

compared to Alternatives A and D (1,181 and 1,048 

acres, respectively) (Table 4-63). For all land 

ownerships, Alternatives B and C would have identical 

acres of core and subcore habitat in low (8,624 acres), 

moderate (3,180 acres) and high road densities (5,488 

acres). Alternatives B and C would have 415 more acres 

in the low road density category and 326 less acres in the 

high road density category than Alternative A. 

Alternatives B and C would improve the quality of 

530 Butte Draft RMP/EIS 
Environmental Consequences: Wildlife 

core/subcore habitat across the landscape more than 

Alternative A. 

Under Alternatives B and C, BLM lands in core and 

subcore habitat would have slightly higher acres in low 

road density (1,703 acres) compared to Alternative A 

(1,436 acres). Alternatives B and C would also have 

fewer acres with moderate road density (191acres) 

compared to Alternative A (311 acres) and slightly 

fewer acres with higher road density (249 acres) 

compared to Alternative A (394 acres). Alternatives B 

and C would improve the quality of core/subcore habitat 

on BLM lands more than Alternative A. Alternatives B 

and C would protect and restore more riparian habitat 

than Alternative A by reducing the miles of open roads 

in riparian areas to 3.0 miles (from 3.5 under Alternative 

A). Reducing roads in riparian habitats under the 

Alternatives B and C would allow for more breeding, 

foraging and hiding habitat as well as improve 

movement corridors for a wide variety of species. 

Effects of Alternative C 

Under Alternative C, the East Helena TPA would have 

substantially fewer open roads (12 miles) compared to 

Alternative A (44 miles). Alternative C would have 

fewer open roads than Alternative B (17 miles) and 

considerably less than Alternative D (38 miles). 

Alternatives C and B would decrease harassment to 

wildlife during all seasons of use compared to 

Alternatives A and D. Alternatives C and B would also 

improve habitat and reduce fragmentation more than 

Alternatives A and D. 

Under Alternative C, the actual road density in elk 

winter range in the East Helena TPA would be 0.3 

mi/mi2

, below the 1 mi/mi2 recommended by FWP in 

big game winter range. This is substantially lower than 

the road density under Alternative A(1.1 mi/mi2

) and 

also lower than Alternative B (0.5 mi/mi2

) and 

Alternative D (0.7 mi/mi2

) (Table 4-62). 

Under Alternative C, this TPA would have substantially 

more acres of functional winter range (8,899 acres) 

compared to Alternative A (6,416 acres) as well as more 

than Alternatives B and D (6,915 and 5,923 acres, 

respectively) (Table 4-62). Alternative C would improve 

the quality and quantity of winter range in the East 

Helena TPA more than all other alternatives. 

Under Alternative C, snowmobile use throughout the 

entire East Helena TPA would be limited to open routes 

(12 miles). This would greatly reduce the negative 

effects associated with snowmobile use to big game and 

other wildlife species compared to all other alternatives. 

The amount of big game security habitat on BLM lands 

would be greater under Alternative C (1,546 acres) than 

under any other alternative (Table 4-63). Effects 

associated with core and subcore habitat under 

Alternative C would be the same as under Alternative B. 

Effects associated with riparian habitat under Alternative 

C would be the same as under Alternative B. 

Effects of Alternative D 

Under Alternative D, the East Helena TPA would have 

fewer open roads (38 miles) compared to Alternative A 

(44 miles). Of the 38 miles of open roads, 36 would be 

open year-round and the remaining 1.9 miles would be 

seasonally restricted. Alternative D would have 

considerably more open roads than Alternative B (17 

miles) and Alternative C (12 miles). Alternatives D and 

A would allow more harassment to wildlife during all 

seasons of than Alternatives B and C. Alternatives D and 

A would restore less habitat and allow more 

fragmentation than Alternatives B and C. 

Under Alternative D, the actual road density in elk 

winter range in the East Helena TPA would be 0.7 

mi/mi2

, below the maximum of 1 mi/mi2 recommended 

by FWP in big game winter range. This is lower than the 

road density under Alternative A (1.1 mi/mi2

), higher 

than Alternative B (0.5 mi/mi2

), and considerably higher 

than Alternative C (0.3 mi/mi2

) (Table 4-62). 

Under Alternative D, this TPA would have the fewest 

acres of functional winter range (5,923 acres) of any 

alternative. Alternative A would have 6,416 acres, 

Alternative B would have 6,915 acres, and Alternative C 

would have 8,899 acres of functional winter range 

(Table 4-62). Alternative D would improve the quality 

and quantity of winter range in the East Helena TPA 

compared to Alternative A but would have substantially 

fewer beneficial effects to winter range than Alternatives 

B and C. 

Alternative D would close more acres (5,805 closed 

acres) to cross country snowmobile use than Alternative 

A, but would close less area than Alternatives B and C. 

(While no areas would actually be “closed” under 

Alternative C, the entire TPA would be in the “limited” 

category, meaning that snowmobile use would only be 

allowed on open roads and trails.) Approximately 14,460 

acres would be open to cross country snowmobile use. 

Alternative D would have more acres open to cross 

country snowmobile use than Alternatives B and C but 

fewer than Alternative A. Due to snow conditions, the 

use of snowmobiles would most likely be limited in the 

TPA and the effects to wintering big game and other 

wildlife species would be expected to be minimal the 

majority of the time. However, when snow conditions do 

become favorable, snowmobile use under Alternative D 

would have greater negative effects to big game and 

other wildlife species than Alternatives B and, 

especially, C because Alternative C would limit all 

snowmobile use to open roads (12 miles), with no open 

cross country use areas. 

The amount of big game security habitat under 

Alternative D would be 1,048 acres, the least of all 

alternatives (Table 4-63). 

Butte Draft RMP/EIS 531 
Chapter 4 

For all land ownerships in core and subcore habitat, 

Alternative D would have more acres (8,434 acres) with 

low road density than Alternative A (8,209 acres). 

However, Alternative D would have fewer acres with 

low road density than the other action alternatives. 

Alternatives B and C would have approximately 8,624 

acres with low road density. Alternative D would also 

provide more acres in moderate road density (3,359 

acres) than Alternative A (3,270 acres) as well as more 

than Alternatives B and C (3,180 acres). Alternative D 

would also have fewer acres in high road density (5,500 

acres) compared to Alternative A (5,814 acres), but 

would have slightly more than Alternatives B and C 

(5,488 acres). Alternative D would improve the quality 

of core/subcore habitat across the landscape more than 

Alternative A but slightly less than Alternatives B and 

C. 

Under Alternative D, BLM lands in core and subcore 

habitat would have slightly higher acreage with low road 

density (1,549 acres) compared to Alternative A (1,436 

acres), but would have fewer acres with low road density 

compared to Alternatives B and C (1,703 acres). 

Alternative D would also have more acres with moderate 

road density than Alternatives A (311 acres), B and C 

(191 acres for both Alternatives B and C). Alternative D 

would have the same amount of acres with high road 

density as Alternatives B and C (249 acres) which would 

be fewer than those in Alternative A (394 acres). 

Alternative D would improve the quality of core/subcore 

habitat on BLM lands more than Alternative A but 

slightly less than Alternatives B and C. 

Alternative D would protect and restore less riparian 

habitat than all other alternatives. Alternative D would 

provide the most negative effects to riparian habitats 

with 3.9 miles of open roads. 

Cumulative Effects on Wildlife 

Wildlife habitat in the East Helena TPA has been 

affected by roads, historic and current mining, timber 

harvest and salvage, weed infestations, urbanization and 

development, recreation, powerline corridor 

development, and communication sites. 

The East Helena Valley has been experiencing steady 

population growth. This trend is expected to continue, 

along with increased recreational use of this travel 

planning area. Primary recreation activities in the TPA 

include big game hunting, non-motorized uses (hiking, 

jogging, horseback riding, mountain biking, etc) and 

OHV uses (ATV, motorcycle). 

Active mining claims are common in the area and there 

are active notices in the travel planning area as well. 

Increases in mineral prices could lead to increased or 

renewed mining activity. Mineral activity along with 

associate road construction and development on both 

private and public lands could add substantially to the 

negative cumulative effects to wildlife and wildlife 

habitats in this TPA. 

In the TPA, there are 16 powerlines, three pipelines and 

four communication sites. In the future, communication 

sites on BLM lands will be restricted to existing sites but 

future communication sites could be built on private and 

other public lands in the TPA. There is the potential for 

future powerlines and pipelines to be built in this TPA. 

There are approximately 21 right-of-ways (ROW) in the 

TPA and applications for ROW permits to access private 

property or for commercial development are likely to 

increase in the future. As a result, public access to BLM 

lands could increase. Fewer ROWs would be expected 

under Alternative A because more BLM roads would 

remain open under this alternative. Alternatives B and C 

would be expected to have more ROWs than Alternative 

D. 

From 1981-2004 there have been 18 wildland fires that 

burned 15,577 acres in the Planning Area. Five of the 

fires were identified as human-caused and these fires 

burned the majority of the acres (15,535 acres). After the 

2000 Bucksnort Fire, timber salvage occurred on 

approximately 250 acres of BLM lands as well as on 

many acres of private lands. Vegetation treatments may 

occur on BLM lands in the future and timber harvest is 

expected on private as well as other public lands in the 

future. Vegetation treatments would be expected to be 

less under Alternatives A and C than Alternatives B and 

D. Overall, vegetative treatments on BLM lands have 

had minor effects to wildlife habitat in the TPA. 

However, timber salvage on BLM lands has 

substantially reduced the distribution and amount of 

snag habitat for snag dependant species in the salvage 

units. Timber harvest along with residential development 

on private lands has substantially altered the landscape 

and caused a decline in the quality and quantity of 

wildlife habitat in the TPA. 

Noxious weeds and non-native invasive species are well 

established and spreading rapidly in the TPA. Motorized 

activities play a large role in the distribution of noxious 

weeds. The cumulative effects of the spread of noxious 

weeds from open roads would be greater under 

Alternative A than all other alternatives. Alternative A 

would result in more wildlife habitat being lost or 

degraded due to noxious weed infestations compared to 

the action alternatives. Alternative B would have fewer 

open roads than Alternatives A and D resulting in fewer 

infestations of noxious weeds. Alternative C would close 

the most roads and would have the fewest cumulative 

effects from loss of habitat due to noxious weeds. Open 

roads adjacent to BLM land would still be a conduit for 

the spread of noxious weeds. 

Fragmentation of BLM lands in the TPA (only 10 

percent of the TPA is in BLM ownership); open roads 

on BLM lands (about 71 miles), private lands (about 769 

miles), and other public lands (about 52 miles) has 

reduced the quality of wildlife habitat within the TPA. 

Roads within the TPA can cause disturbance to wildlife 

along with fragmentation and loss of habitat. Roads are 

532 Butte Draft RMP/EIS 
Environmental Consequences: Fish 

associated with nearly every type of activity that has the 

potential to occur in the TPA including; vegetation 

treatments, timber salvage, mining, access to private 

lands (ROWs), fire suppression, powerline corridors and 

recreation. Open roads in the Planning Area would likely 

increase due to development and management of private 

lands. Alternative A would have the greatest negative 

cumulative effects to wildlife and wildlife habitat from 

open roads with 44 miles of open roads. Alternative B 

would have fewer negative cumulative effects with 17 

miles of open road than Alternatives A and D (38 open 

miles) but more than Alternative C (12 miles). 

Historic and recent timber cutting, salvage harvest, past 

mining activity and firewood gathering in the TPA may 

have reduced the amount of suitable snag habitat for 

cavity nesting species. Alternative A would allow 

continued access to the area for firewood cutting that 

would continue to prevent snag recruitment for snag 

dependant species and minimize the amount of down 

woody material. Alternative B would protect more snag 

and down woody habitat from loss due to firewood 

cutting than Alternatives A and D but would protect less 

of this habitat type than Alternative C. 

Alternative A would have the greatest negative 

cumulative effects from open roads to wildlife and 

wildlife habitat of all alternatives. Under Alternative A, 

habitat on BLM lands would not be restored and would 

continue to be degraded over time. Disturbance to 

wildlife from open roads would continue to impact the 

distribution and use of the TPA by wildlife. Alternatives 

B and C would have greater beneficial cumulative 

affects to wildlife and wildlife habitats from closing 

roads than Alternatives A and D. 

Even though the East Helena TPA is large 

(approximately 200,991 acres), open habitats of 

grasslands and shrublands along with high road densities 

in both the Decision and Planning Areas have prevented 

BLM lands from providing a large amount of suitable 

security habitat for big game during the hunting seasons. 

Under Alternatives A and D, roads would continue to 

reduce functional security habitat in this TPA more than 

Alternatives B and C. 

Habitat mapped as core and subcore habitat and wildlife 

movement corridors would continue to have higher road 

densities and more negative cumulative effects under 

Alternative A than under the action alternatives. An 

increase in open roads in both the Decision and Planning 

Areas could result in a loss of core and subcore habitat 

under all alternatives but, especially, Alternatives A and 

D. The cumulative effects to core and subcore habitat 

and wildlife movement corridors would be beneficial 

under the action alternatives, especially Alternatives B 

and C. 

The cumulative effects of high road densities would 

continue to negatively affect wildlife species during the 

breeding season more under Alternative A than under 

the action alternatives. Alternatives B and C would have 

the most beneficial cumulative effects to wildlife during 

the breeding season compared to Alternative D and, 

especially, Alternative A. 

FISH 

For the sake of this discussion, “open” roads include 

roads that are open with seasonal restrictions as well as 

roads that are open yearlong. Roads identified as 

“closed” within 300 feet of streams also include roads 

that would be “decommissioned” in these areas by 

alternative. Effects to water quality described in the 

Water Resources section would affect fish populations 

and fish habitat quality. Analyses described and 

tabulated in the Water Resources section are referred to 

in the context of effects to fish in the discussion below. 

Effects of Alternative A 

Under Alternatives A, the East Helena TPA would have 

substantially more open roads (44 miles) compared to 

the action alternatives. .Roads can have a wide range of 

effects on fish and fish habitat. These effects would 

include, but are not limited to, increased sedimentation 

from road construction and vehicle use, increased runoff, 

changes in surface water and drainage patterns from 

stream crossings, conduits for noxious weeds, loss of 

riparian vegetation, potential decreases in stream 

shading that could lead to water temperature increases, 

and changes in local fish populations when culverts are 

impassable and limit fish migration. 

Watershed (or hydrologic) function can be used as an 

indicator of relative risk or impacts to fish habitat. 

Generally, watersheds with high road densities often 

have the largest negative effects on fish and aquatic 

resources. To determine the effects on watershed 

function, a moving windows analysis was conducted on 

BLM lands to look at the miles of roads that would be 

decommissioned and removed from the landscape for 

each alternative. During this analysis, it was assumed 

that even though closing roads would improve watershed 

function, closed roads would remain on the landscape 

and could still have negative impacts to water quality 

and prevent or impede the restoration of riparian 

vegetation. Under Alternative A, there would be 5,969 

acres with low road density (Table 4-59), 4,665 acres 

with moderate road density, and 9,317 acres with high 

road density on BLM lands in the TPA. Alternative A 

would have fewer acres with low road density and more 

acres with high road density than the action alternatives. 

This alternative would be expected to have greater 

overall negative effects to watershed function due to 

roads than the action alternatives. 

For this discussion, road miles within 300 feet of fish 

bearing streams on BLM lands would be considered an 

indicator of direct effects to fish habitat and fish 

populations. Under all alternatives, there would be 0.4 

miles of closed road and 0 miles of open road within 300 

Butte Draft RMP/EIS 533 
Chapter 4 

feet of fish bearing streams. There are no roads (open or 

closed) within 300 feet of streams containing special 

status fish species on BLM lands in the TPA. 

Perennial non-fish bearing streams contribute to fish 

habitat indirectly by serving as conduits for watershed 

products (water, sediment, nutrients, contaminants, and 

in some cases woody material) to fish bearing streams. 

Under Alternative A, there would be 0.7 miles of closed 

road and 2.0 miles of open road within 300 feet of 

perennial non-fish bearing streams on BLM lands in the 

TPA. Alternative A would have 1-1.3 more miles of 

open roads and 1-1.3 fewer miles of closed roads within 

300 feet of perennial streams than the action alternatives. 

This alternative would have the greatest negative 

impacts to fish and aquatic resources from open roads of 

all the alternatives. 

Effects of Alternative B 

Under Alternative B, the East Helena TPA would have 

substantially fewer open roads (17 miles) compared to 

Alternative A (44 miles). Alternative B would have 

more open roads than Alternative C (12 miles) but less 

than Alternative D (38 miles). In the context of 

watershed function, Alternative B would have 

approximately 588 more acres in the low road density 

category and 381 fewer acres in the high road density 

category on BLM lands than Alternative A (Table 4-59). 

Alternative B would contribute to improved hydrologic 

function more than Alternative A. This analysis does 

consider “decommissioned” roads, but does not consider 

“closed” roads as contributing to watershed function. 

Even though closed roads could still have adverse 

effects to aquatic habitats, these roads have more 

potential to become revegetated and lessen 

sedimentation and runoff, and restore riparian vegetation 

(thus contributing to improved fish habitat conditions) 

than open roads. Under Alternative B, there would be 

approximately 15 more miles of closed roads than under 

Alternative A, an additional indication that Alternative B 

would pose less risk to fish habitat than Alternative A. 

Effects associated with roads within 300 feet of fish 

bearing streams on BLM lands under Alternative B 

would be the same as under Alternative A. Alternative B 

would contribute fewer indirect effects to fish habitat 

associated with roads within 300 feet of perennial nonfish bearing streams on BLM lands than Alternative A. 

Under Alternative B there would be 1.8 miles of closed 

road and 0.9 mile of open road within 300 feet of 

perennial non-fish bearing streams on BLM lands in the 

TPA. Alternative A would leave 1.1 more miles open, 

and this same mileage less closed in these areas than 

Alternative B. 

Overall, Alternative B would have fewer adverse effects 

to fish and aquatic habitats from increased fine sediment 

inputs, loss of large woody material, and loss of riparian 

vegetation than Alternative A. 

Effects of Alternative C 

Under Alternative C, the East Helena TPA would have 

substantially fewer open roads (12 miles) compared to 

Alternative A (44 miles). Alternative C would have 

fewer, but similar, miles of open road as Alternative B 

(17 miles) and considerably less than Alternative D (38 

miles). 

In the context of watershed function, Alternative C 

would have approximately 531 more acres in the low 

road density category and 251 fewer acres in the high 

road density category on BLM lands than Alternative A 

(Table 4-59). This alternative would have 57 fewer 

acres in the low road density category and 130 more 

acres in the high road density category than Alternative 

B. Alternative C would contribute to improved 

hydrologic function more than Alternative A, but to a 

similar degree as Alternative B. This analysis does 

consider “decommissioned” roads, but does not consider 

‘closed” roads as contributing to watershed function. 

Even though closed roads could still have adverse 

effects to aquatic habitats, these roads have more 

potential to become revegetated and lessen 

sedimentation and runoff, and restore riparian vegetation 

(thus contributing to improved fish habitat conditions) 

than open roads. Under Alternative C, there would be 

approximately 28 more miles of closed roads than under 

Alternative A, and about 13 more miles than under 

Alternative B. 

Effects associated with roads within 300 feet of fish 

bearing streams on BLM lands under Alternative C 

would be the same as under Alternatives A and B. 

Alternative C would contribute fewer indirect effects to 

fish habitat associated with roads within 300 feet of 

perennial non-fish bearing streams on BLM lands than 

all other alternatives. Under Alternative C there would 

be 2.0 miles of closed road and 0.7mile of open road 

within 300 feet of perennial non- fish bearing streams on 

BLM lands in the TPA. This is a range of 0.2-1.3 more 

closed miles than the other alternatives. Alternatives C 

and B would have fewer negative effects to fish and 

aquatic habitats from fine sediment, loss of large woody 

material and loss of riparian vegetation compared to 

Alternative D and, especially, Alternative A. 

Effects of Alternative D 

Under Alternative D, the East Helena TPA would have 

fewer open roads (38 miles) compared to Alternative A 

(44 miles). Alternative D would have considerably more 

open roads than Alternative B (17 miles) and Alternative 

C (12 miles). 

With regard to hydrologic function, Alternative D is 

very similar to Alternative C. Alternative D would have 

approximately 533 more acres in the low road density 

category and 221 fewer acres in the high road density 

category on BLM lands than Alternative A (Table 4-59). 

This alternative would have 55 fewer acres in the low 

534 Butte Draft RMP/EIS 
Environmental Consequences: Cumulative Effects on Fish 

road density category and 160 more acres in the high 

road density category than Alternative B. Alternative D 

would contribute to improved hydrologic function more 

than Alternative A. Under Alternative D, there would be 

approximately three more miles of closed roads than 

under Alternative A, about 12 miles less than under 

Alternative B, and about 25 miles less than under 

Alternative C. Since Alternative D would have fewer 

closed roads than Alternatives B and C, overall 

watershed function would be expected to be less under 

this alternative. 

Effects associated with roads within 300 feet of fish 

bearing streams on BLM lands under Alternative D 

would be the same as under the other alternatives. 

Alternative D would contribute fewer indirect effects to 

fish habitat associated with roads within 300 feet of 

perennial non-fish bearing streams on BLM lands than 

Alternative A. This alternative would have similar 

effects as Alternative B in this respect as it would leave 

0.1 more mile of road open in these areas. Alternative D 

would have more road-related adverse effects to fish and 

aquatic habitats than Alternatives B and C, but would 

improve conditions over the current conditions in 

Alternative A. 

CUMULATIVE EFFECTS ON FISH 

The East Helena TPA supports a variety of native and 

introduced fish species. One of the major human 

influences to fish in the TPA has been the introduction 

of non-native trout species including rainbow trout, 

brook trout, brown trout throughout the TPA and also 

Yellowstone cutthroat trout into Beaver Creek. Rainbow 

trout have hybridized with the native westslope cutthroat 

trout in many streams. Brook trout and brown trout have 

displaced the native cutthroats in other streams, 

especially those altered by sedimentation and increased 

water temperatures brought on by human activities. 

Non-native fish stocking has eliminated native westslope 

cutthroat trout from much of its historic habitat in this 

TPA. 

Damming of the Missouri River to create Holter Lake, 

Hauser Lake, and Canyon Ferry Reservoir dramatically 

altered aquatic habitat. Approximately 40 miles of the 

Missouri River were converted into lake habitat. These 

alterations, along with long-term stocking of non-native 

fish and other human-caused impacts have combined to 

replace native westslope cutthroat trout populations with 

non-native sport fisheries such as walleye, yellow perch, 

rainbow trout, and brown trout. These reservoirs now 

have multiple water quality impairments (see Water 

Resources section). 

The East Helena Valley has been experiencing steady 

population growth. This trend is expected to continue, 

along with increased recreational use of this travel 

planning area. Primary recreation activities in the TPA 

include big game hunting, non-motorized uses (hiking, 

jogging, horseback riding, mountain biking, etc) and 

OHV uses (ATV, motorcycle). 

Land development and urbanization has caused 

substantial impacts to watershed function in this TPA. 

Agricultural activities from farming and ranching also 

contribute increases in nutrients, sedimentation, and loss 

of aquatic habitats. Many streams in the TPA have been 

impacted by historic and ongoing livestock grazing that 

breaks down streambanks, widens channels, removes 

vegetative cover, and causes an increase in fine sediment 

and nutrients. 

Active mining claims are common in the area and there 

are active notices in the TPA, as well. Increases in 

mineral prices could lead to increased or renewed 

mining activity. Many watersheds and aquatic habitats in 

the TPA have been degraded by historic mining 

activities. 

Fires, floods, and drought have historically affected fish 

habitat in the TPA. These disturbances can cause a pulse 

of sediment or may temporarily reduce the quality of 

fish habitat in some watersheds while leaving other 

streams largely unaffected. Natural disturbances are 

typically followed by periods of stability, during which 

fish habitats and populations recover. Population 

recovery in disturbed streams may be facilitated by fish 

immigration from nearby drainages less affected by the 

catastrophic event. From 1981-2004 there have been 18 

wildland fires that burned 15,577 acres. Five of the fires 

were identified as human-caused and these fires burned 

the majority of the acres (15,535). The largest fire to 

occur from 1981-present was the 2000 Bucksnort Fire. 

Timber harvest can alter the recruitment of large woody 

debris, reduce canopy closures and resulted in an 

increase in fine sediment to streams. Timber harvest 

along with associated roads can contribute substantially 

to the overall cumulative effects in forested watersheds. 

After the 2000 Bucksnort Fire, timber salvage occurred 

on approximately 250 acres of BLM lands as well as on 

private lands. Additional vegetation restoration may 

occur on BLM lands in the future. Vegetative treatments 

would be expected to be less under Alternatives A and C 

than Alternatives B and D. Overall, vegetative 

treatments on BLM lands have had minor effects to 

aquatic habitat in the TPA. 

Roads are another major contributor of sediment to 

streams and a major problem with regards to cumulative 

watershed effects. Roads and trails can have localized 

effects on nearby stream segments or at stream crossing 

sites, especially fords. In some cases, effects are more 

extensive and may impair fish habitat for longer reaches 

of streams. Cumulatively, roads degrade aquatic habitat 

due to sedimentation from road construction and vehicle 

use, increased runoff, changes in surface water and 

drainage patterns from stream crossings, loss of riparian 

vegetation, loss of large woody material and roads can 

cause changes in local fish populations when culverts 

Butte Draft RMP/EIS 535 
Chapter 4 

are impassable and limit fish migration. Alternative A 

would have more negative cumulative effects to 

watersheds and individual streams due to roads than the 

action alternatives. Alternative B would have fewer 

negative cumulative effects than Alternatives A and D 

but more than Alternative C. Alternative B would 

improve overall watershed function as well as improve 

habitat in individual streams more than Alternatives A 

and D, and to a similar degree as Alternative C. 

SPECIAL STATUS PLANTS 

Effects Common to All Alternatives 

Ground-disturbing activities from road construction and 

maintenance, as well as road use by vehicles can affect 

special status plant populations and habitat. These 

activities can reduce sensitive plant species through 

disturbance to individual populations, increasing 

competition from invasive species, and reducing habitat 

connectivity. Closure of roads and trails can improve or 

maintain sensitive plant populations or habitat by 

reducing avenues of noxious weed spread, maintaining 

habitat connectivity, and improving pollinator habitat. 

Road and trail restrictions have the same effects but to a 

lesser degree. 

Effects of the Alternatives 

Under Alternative A, 36.6 miles of roads and trails 

would remain open, 7.7 miles of roads and trails would 

be open with seasonal restrictions, and 26.4 miles of 

roads and trails would be closed. On the open roads, 

effects would continue as described in the Effects 

Common to All Alternatives section. On the closed 

routes, vectors of noxious weed spread would be 

reduced and habitat connectivity and health would be 

improved for sensitive plants and their pollinators. 

Under Alternative B, 13.7 miles of roads and trails 

would remain open, 3.3 miles of roads and trails would 

be open with seasonal restrictions, 41.9 miles of roads 

and trails would be closed, and 4.7 miles would be 

decommissioned. On the closed routes, vectors of 

noxious weed spread would be reduced and habitat 

connectivity and health would be improved for sensitive 

plants and their pollinators. The restricted roads would 

reduce weed spread a limited amount. By providing 

more closed and decommissioned roads, Alternative B 

would benefit and reduce risk to special status plants 

more than Alternative A. 

Under Alternative C, 12 miles of roads and trails would 

remain open, 54.6 miles of roads and trails would be 

closed, and 4.0 miles would be decommissioned. On the 

closed routes, vectors of noxious weed spread would be 

reduced and habitat connectivity and health would be 

improved for sensitive plants and their pollinators. The 

restricted roads would reduce weed spread a limited 

amount. Alternative C would benefit and reduce risk to 

special status plants the most of all alternatives because 

it would eliminate disturbance, vehicular use, and spread 

of noxious weeds on the most road miles. 

Under Alternative D, 36 miles of roads and trails would 

remain open, 1.9 miles of roads and trails would be open 

with seasonal restrictions, 29.7 miles of roads and trails 

would be closed, and 3.1 miles would be 

decommissioned. On the open roads, effects would 

continue as described in the Effects Common to All 

Alternatives section. On the closed routes, vectors of 

noxious weed spread would be reduced and habitat 

connectivity and health would be improved for sensitive 

plants and their pollinators. The restricted roads would 

reduce weed spread a limited amount. Alternative D 

would benefit and reduce risk to special status plants 

compared to Alternative A, but would pose more risk 

compared to Alternatives B and C. 

Cumulative Effects on Special Status 

Plants 

Under all alternatives there are a number of past, 

present, and reasonably foreseeable future actions that 

affect special status plant populations. 

Livestock grazing will continue in the area and has the 

potential to impact sensitive plant populations and 

habitat. On public lands, ongoing rangeland health 

assessments and implementation of livestock grazing 

guidelines would continue to improve or maintain 

sensitive species populations and habitat. On private 

lands, livestock grazing is expected to decline slowly as 

more ranch and farmland is subdivided. Conditions may 

improve or degrade as management changes. 

Noxious weed control will continue on both public and 

private lands with varying degrees of success. To the 

extent that these efforts are successful, sensitive plants 

would benefit from the reduced competition. Use of 

herbicides for noxious weed control could cause 

mortality to special status plants if individual plants are 

inadvertently sprayed. 

Recent and anticipated subdivision growth on private 

lands will lead to more road construction and 

maintenance. More roads and development will reduce 

sensitive plant species habitat and in some cases 

individual populations. Additionally, subdivisions have 

the potential to disrupt the connectivity of plant habitat 

and populations as well as disturbing or eliminating 

pollinators needed by sensitive species. Some sensitive 

species that require soil disturbance may benefit. 

Timber sale activity disturbance can destroy or degrade 

sensitive plant habitat. On public lands, projects would 

be designed to avoid, mitigate, or enhance sensitive 

plant habitats. The disturbance associated with timber 

harvest activities does have the potential to increase 

noxious weed spread which degrades sensitive species 

habitat and individual plant populations. 

536 Butte Draft RMP/EIS 
Environmental Consequences: Wildland Fire Management 

The Bucksnort fire of 2000 burned a large portion of the 

Spokane Hills. The burn encouraged a lot of noxious 

weed spread, particularly Dalmatian toadflax on south 

facing slopes, which degraded sensitive plant habitat. 

Conifer encroachment into grassland habitats was 

reversed by the fire thus restoring grassland habitat that 

could benefit some special status plant species. 

At the scale of the entire East Helena TPA (all land 

ownerships), the BLM travel plan alternatives would 

have slightly variable contributions to cumulative effects 

on special status plants. Under Alternative A 

approximately 3 percent of all roads in the TPA would 

be closed. Under Alternative B adverse effects on 

special status plants would be slightly reduced compared 

to Alternative A because 5.2 percent of all roads in the 

TPA would be closed or decommissioned. Alternative C 

would provide the most benefits of all alternatives as 6.6 

percent of all roads in the TPA would be closed or 

decommissioned. Alternative D would provide slightly 

more benefits than Alternative A but slightly fewer 

benefits than either Alternatives B or C as 3.7 percent of 

all roads in the TPA would be closed or 

decommissioned. Because BLM lands make up only 10 

percent of the area in the TPA, activities on non-BLM 

lands would play a greater role in determining the status 

of special status plants. 

WILDLAND FIRE MANAGEMENT 

Travel planning alternatives were analyzed to determine 

whether they could result in impact on wildland fire 

management, causing change to any of the following 

indicators: 

• Fire regime condition class (FRCC) 

• Firefighter and public safety 

• Reducing threat to Wildland Urban Interface 

(WUI) 

Effects Common to All Alternatives 

Public road access during the fire season provides 

opportunities for human-caused fires either due to 

catalytic converters on vehicles igniting dry vegetation, 

or due to some types of human activities. Roads that are 

closed to public access reduce the risk of human-caused 

fire starts in those areas. 

Decommissioned roads and roads that are closed and not 

regularly maintained for navigability reduce access for 

fire suppression. Closed roads may become impassible 

due to vegetation regrowth, downfall of trees, or severe 

erosion. Some roads may be closed with earthen berms 

or fallen trees and would need to be physically 

manipulated to make them useable for vehicles again. 

These roads would extend firefighting response time and 

have negative impacts on efforts to reduce wildland fire 

threat to WUI areas and firefighter and public safety. In 

an emergency fire suppression situation, any navigable 

closed roads needed for fire suppression would be used 

immediately. Non-navigable closed roads could also be 

used if deemed to be needed for fire suppression, after 

needed improvements are made to make those roads 

useable. Planning and implementation of fuels reduction 

treatments could occur in association with closed roads 

if variances for temporary road use were to be allowed. 

Variances would be subject to internal BLM review. 

In the context of fuels reduction projects, availability of 

open roads is important to facilitating fuels project 

location as well as increasing project feasibility and 

decreasing costs. Open roads also facilitate spread of 

noxious weeds by transporting weed seed on vehicles 

and their tires. Presence of large noxious weed 

populations could delay or cause fuels projects to be 

cost-prohibitive due to the fact that the weeds may have 

to be treated before and/or after the fuels treatment. 

Also, some applications of fuel treatments (e.g., 

prescribed fire) may promote the spread of some weeds. 

The presence of weeds and non-native species are 

indicators that FRCC has departed from historical 

conditions. 

Noxious weeds and non-native invasive species are well 

established and spreading in the East Helena TPA. 

Effects of Alternative A 

Alternative A provides more motorized opportunities 

than non-motorized opportunities. Under Alternative A, 

a total of 44.3 miles of wheeled motorized routes would 

continue to be open (36.6 open yearlong, 7.7 miles 

seasonally restricted), while 26.4 miles (37 percent of 

total) would continue to be closed. Alternative A would 

allow for the greatest flexibility between alternatives for 

access for suppression purposes. Fuels project feasibility 

would be highest under this alternative. However, public 

access during the fire season would be the greatest under 

this alternative and would provide the most opportunities 

for human-caused fire starts. 

The distribution of noxious weeds could be the greatest 

under alternative A with the most open roads and 

noxious weeds already well established. This would 

contribute to reduced feasibility of fuels reduction 

projects more than under any other alternative. 

Effects of Alternative B 

Alternative B provides for separate use areas for 

wheeled motorized and non-motorized recreational 

opportunities. Under Alternative B, 13.7 miles of 

wheeled motorized routes would be available yearlong 

and 3.3 miles would be seasonally restricted. Alternative 

B would limit the flexibility for access for suppression 

purposes, and fuels project feasibility would go down 

compared to Alternative A due to the fact that motorized 

access would be limited to 17 miles of road. Of the 46.3 

miles of closed roads, 4.7 miles would be 

decommissioned and would likely be unusable for fire 

suppression. The risk of human-caused fires associated 

with motorized use would be limited compared to 

Butte Draft RMP/EIS 537 
Chapter 4 

Alternative A, due to a 28 percent decrease in miles of 

road open to motorized public travel compared to 

Alternative A. 

Noxious weeds and non-native invasive species are well 

established and spreading rapidly in the area. Motorized 

activities play a large role in the distribution of noxious 

weeds. Because more roads would be closed under this 

alternative, Alternative B should help reduce the spread 

of noxious weeds and may make fuels treatments more 

feasible than under Alternative A, reducing FRCC 

departure. 

Effects of Alternative C 

Alternative C would provide the least amount of 

wheeled motorized access in the East Helena travel 

planning area. Under Alternative C, 12.0 miles of 

wheeled motorized routes would be available yearlong. 

Alternative C would limit the flexibility for access for 

suppression purposes, and fuels project feasibility would 

go down compared to both Alternatives A and B, due to 

the fact that access would be limited to 12 miles of road. 

Of the 58.6 miles of closed roads, 4.0 miles would be 

decommissioned and would likely be unusable for fire 

suppression. The risk of human-caused fires associated 

with motorized use would be the lowest of all 

alternatives, due to a 45 percent decrease in open road 

miles compared to Alternative A. However, this degree 

of reduced motorized access may promote more nonmotorized users to a concentrated area, increasing the 

odds for a human-caused fire to occur by another 

ignition source. 

Noxious weeds and non-native invasive species are well 

established and spreading rapidly in the area. Because 

more road miles would be closed than under any other 

alternative, Alternative C should help reduce the spread 

of noxious weeds more than under any other alternative, 

and may make fuels treatments more feasible, reducing 

FRCC departure. 

Effects of Alternative D 

Under Alternative D, 36 miles of open routes would be 

available yearlong for wheeled motorized use and 1.9 

miles would be seasonally restricted. Of the 32.8 miles 

of closed roads, 3.1 miles would be decommissioned and 

would likely be unusable for fire suppression. 

Alternative D would be more flexible than Alternatives 

B and C, but it would limit flexibility for access for 

suppression purposes, and fuels project feasibility would 

go down compared to Alternative A. The risk of humancaused fires associated with motorized vehicle use 

would be reduced compared to Alternative A, but would 

be greater than under Alternatives B and C, due to a 9 

percent decrease in open roads compared to Alternative 

A. 

Noxious weeds and non-native invasive species are well 

established and spreading rapidly in the area. Because an 

intermediate number of road miles would be closed 

under this alternative, Alternative D should help reduce 

the spread of noxious weeds and may make fuels 

treatments more feasible than under Alternative A, but 

would increase weed spread and potentially make 

projects less feasible than under Alternatives B or C. 

Cumulative Effects on Wildland Fire 

Management 

Effects on wildland fire management associated with 

any of the BLM travel plan alternatives would be 

overshadowed by reasonably foreseeable 

uncharacteristic fire, continued fire suppression made 

necessary by WUI and intermingled landownership, and 

large-scale forest insect infestations and disease 

outbreaks that would continue for the planning period. 

BLM lands make up about 10 percent of all lands while 

BLM roads make up about 8 percent of all roads in the 

TPA. 

Revision of the Helena National Forest Plan could result 

in more or less treatment of adjacent areas. Because no 

decision has been made, the effects are not known. 

Wildland fire management, particularly where wildland 

fire use (management of naturally ignited wildland fires 

to achieve resource objectives) may occur on USFS 

lands, will be determined in the plan decision. BLM 

would need to coordinate with USFS on all wildland fire 

use actions and events. Wildland fire use on USFS lands 

could affect FRCC on BLM lands. USFS lands make up 

6.6 percent of all lands in the TPA. 

Additionally, decisions to increase the level of wildland 

fire use, prescribed fire, or open burning by the public 

could impact the BLM’s ability to use wildland fire and 

prescribed fire due to air quality concerns and 

requirements. This could postpone or eliminate BLM 

fuel reductions or treatments to improve FRCC. 

Access is a critical component of wildland fire 

suppression. In some cases, access to public lands is 

being reduced by adjacent landowners gating or closing 

roads, which could hamper wildland fire suppression 

efforts and pose a risk to public and firefighter safety. 

Reducing access would also increase the potential for 

larger fires to occur due to an increase in time needed to 

access a fire and control it. Time needed to move in 

crews would be extended, and the ability to effectively 

apply and place resources (e.g., engines, water tenders, 

etc.) would be limited. 

Effects on wildland fire management, including FRCC 

and firefighter and public safety due to management 

accomplished by other landowners may affect wildland 

fire management on public lands. When activity fuels 

(such as logging slash) are not treated adequately, fuel 

hazard could increase on adjacent lands which could 

affect fire intensity and severity on public lands. When 

adjacent owners treat fuels or implement fire mitigation 

plans in the WUI, fires are easier to suppress and 

538 Butte Draft RMP/EIS 
Environmental Consequences: Cultural and Paleontological Resources 

firefighter safety is increased. In this TPA, activities on 

private lands (64 percent of all lands in TPA) would 

have more influence on future fire characteristics in the 

area overall than activities on BLM lands (10 percent of 

all lands in TPA). 

Human population increases and subsequent residential 

development are likely to expand the WUI and could 

alter forest management, taking the emphasis off 

restoring historic composition and structure and focusing 

more on fuel reduction. 

CULTURAL AND PALEONTOLOGICAL 

RESOURCES 

Effects Common to All Alternatives 

Alternative-specific risks or impacts to cultural and 

paleontological resources are difficult to discern due to a 

lack of extensive site-specific knowledge about the 

presence of these resources in a given TPA. By 

designating open routes, limiting open-country travel, 

and closing some routes, inadvertent discovery of 

cultural and paleontological resources and vandalism to 

them is reduced. Higher road densities in a given area 

would allow greater access to more land on the average, 

but that does not imply greater amounts of vandalism, 

since the vehicles would remain on designated routes. 

VISUAL RESOURCES 

Effects Common to All Alternatives 

Roads (temporary or permanent) may affect visual 

quality. Roads that remain open for public use may 

impact visual qualities where noticeable. The quantity of 

open roads would also influence sensitivity levels since 

with more open roads, more areas would generally be 

viewed by more members of the public. Closing or 

decommissioning roads would generally reduce effects 

to visual resources and reduce sensitivity levels because 

fewer members of the public would generally be 

accessing and viewing areas with closed roads. 

Effects of the Alternatives 

Under Alternative A, 44.3 road miles would be open 

(including open with seasonal restrictions), 26.4 miles 

would be closed. Alternative A would have the greatest 

impact on visual resources of all alternatives. 

Under Alternative B there would be17 miles of open 

road (including roads open with seasonal restrictions), 

41.9 miles of closed road, and 4.7 miles of 

decommissioned road. Additional road closures and 

decommissioning under this alternative would reduce 

effects on visual resources compared to Alternative A. 

Under Alternative C there would be 12 miles of open 

road, 54.6 miles of closed road, and 4 miles of 

decommissioned road. Alternative C would have fewer 

adverse effects and would improve visual resources the 

most of all alternatives. 

Under Alternative D there would be 38.6 miles of open 

road (including roads open with seasonal restrictions), 

29.7 miles of closed road, and 3.1 miles of 

decommissioned road. Effects to visual resources would 

be similar but slightly less than under Alternative A, the 

greater than under Alternatives B and C. 

Cumulative Effects on Visual Resources 

Under all alternatives, most activities on BLM lands 

would generally not adversely affect visual resources to 

unacceptable degrees because discretionary activities on 

BLM lands would be required to meet Visual Resource 

Management objectives within individual project areas. 

Activities on non-BLM lands, particularly activities near 

BLM lands associated with residential development, 

urbanization, or vegetation management, could have 

adverse cumulative effects on visual resources on BLM 

lands because BLM VRM objectives would obviously 

not apply to non-BLM activities. 

LIVESTOCK GRAZING 

Effects Common to All Alternatives 

Roads and trails can potentially affect livestock grazing 

management. Roads and trails often act as avenues of 

noxious weed spread. Noxious and invasive weeds can 

reduce the quantity and quality of forage for livestock. 

Users of roads and trails can cause management 

problems for livestock permittees when they leave gates 

open at fences, vandalize range improvements, or harass 

livestock either purposely or unintentionally. 

Closure of roads and trails can improve or maintain the 

forage base by reducing vectors of noxious weed spread. 

Additionally, road and trail closures can reduce 

management conflicts. On the other hand, closures may 

increase permittees’ time requirements if and when work 

has to be conducted with horses or afoot. Permittees 

could minimize effects of closed roads on grazing 

management time by seeking variances from the BLM 

for temporary use of specific closed roads. 

Effects of the Alternatives 

Under Alternative A, 44.3 miles of roads and trails 

would remain open during grazing season, and 26.4 

miles of roads and trails would be closed. Effects would 

continue as described in the Effects Common to All 

Alternatives section. All action alternatives would close 

or decommission more roads and trails than Alternative 

A. As more roads and trails are closed, noxious and 

invasive weed spread along with multiple user conflicts 

would be reduced. On the other hand, permittee 

management time may increase. Consequently, more 

effects as described under the Effects Common to All 

Alternatives section would occur under Alternative C 

Butte Draft RMP/EIS 539 
Chapter 4 

(12 miles open, 58.6 miles closed or decommissioned) 

than under any other alternative. Alternative B (16 miles 

open during grazing season, 46.6 miles closed or 

decommissioned) would produce fewer effects than 

Alternative than C, but more than Alternative A or 

Alternative D (38 miles open during grazing season, 

32.8 miles closed or decommissioned). Alternative D 

would have fewer effects than Alternatives B or C, but 

more than Alternative A. 

Cumulative Effects on Livestock 

Grazing 

A number of past, present, and reasonably foreseeable 

future actions affect livestock grazing at the scale of the 

entire East Helena TPA. Livestock grazing will continue 

in the area and has the potential to impact forage quality 

and quantity. On public lands, ongoing rangeland health 

assessments and implementation of livestock grazing 

guidelines would continue to improve or maintain forage 

quality and quantity. On private lands, livestock grazing 

is expected to decline slowly as more ranch and 

farmland is subdivided. 

Noxious weed control will continue on both public and 

private lands with varying degrees of success. To the 

extent that these efforts are successful, forage conditions 

would benefit. 

The Bucksnort fire of 2000 burned a large portion of the 

Spokane Hills. The burn encouraged a lot of noxious 

weed spread, particularly Dalmatian toadflax on south 

facing slopes. On the other hand, many grasslands were 

improved with the reduction of conifers; forage 

production for livestock increased substantially. 

Because BLM lands make up only 11 percent of all 

lands in the East Helena TPA, all of the BLM travel plan 

alternatives would have a minimal contribution to 

cumulative effects on livestock grazing at the scale of 

the entire TPA. 

MINERALS 

Effects Common to All Alternatives 

Road closures and decommissioning could affect access 

to locatable minerals in areas of moderate or high 

mineral potential. Operators would be required to seek 

travel variances from the BLM to use motor vehicles to 

conduct mineral exploration on closed roads, or to 

conduct exploration on seasonally restricted routes 

during the season of closure. Decommissioned roads 

could not be used for motorized exploration. Travel 

management provisions that require a permit or variance 

could result in reducing access to mining claims or 

interfere with the ability to conduct exploration work for 

some operators. Historic knowledge of mineralized areas 

associated with “closed” roads may be lost after long 

periods of time if no exploration occurs there. Additional 

costs and time could be required for exploration and 

development of mining projects associated with closed 

or decommissioned roads. Impacts of road closures or 

decommissioning in areas with low mineral potential 

would not be substantial to mineral development. 

Effects of the Alternatives 

Effects of the alternatives for the East Helena TPA on 

access to mineralized areas are summarized in Table 

4-64. Alternative A would close 18 percent of the roads 

in high mineral potential areas. 

Table 4-64 

Analysis of Access to Mineral Potential Areas 

East Helena TPA 

Mineral 

Potential 

Open 

Miles 

(%) 

Seasonally 

Restricted 

Miles (%) 

Closed 

Miles 

(%) 

Decom 

Miles 

(%) 

Alternative A 

High 8.8 

(12%) 

0.0 

(0%) 

12.4 

(18%) 

0.0 

(0%) 

Moderate 1.3 

(2%) 

0.1 

(0%) 

0.0 

(0%) 

0.0 

(0%) 

Low 26.5 

(37%) 

7.6 

(11%) 

14.0 

(20%) 

0.0 

(0%) 

Total Miles = 70.7 

Alternative B 

High 6.0 

(8%) 

4.8 

(7%) 

10.5 

(15%) 

0.0 

(0%) 

Moderate 0.5 

(1%) 

0.8 

(1%) 

0.1 

(0%) 

0.0 

(0%) 

Low to 

none 

7.2 

(10%) 

4.8 

(7%) 

31.3 

(44%) 

4.7 

(7%) 

Total Miles = 70.7 

Alternative C 

High 5.4 

(8%) 

0.0 

(0%) 

15.8 

(22%) 

0.0 

(0%) 

Moderate 0.7 

(1%) 

0.0 

(0%) 

0.8 

(1%) 

0.0 

(0%) 

Low to 

none 

6.0 

(8%) 

0.0 

(0%) 

38.0 

(54%) 

4.0 

(6%) 

Total Miles = 70.7 

Alternative D 

High 12.9 

(18%) 

1.9 

(3%) 

6.5 

(9%) 

0.0 

(0%) 

Moderate 1.4 

(2%) 

0.0 

(0%) 

0.0 

(0%) 

0.0 

(0%) 

Low to 

none 

21.7 

(31%) 

0.0 

(0%) 

23.2 

(33%) 

3.1 

(4%) 

Total Miles = 70.7 

Mineral Potential areas have been delineated by the 

Montana Bureau of Mines and Geology (MBMG) 

540 Butte Draft RMP/EIS 
Environmental Consequences: Recreation 

Alternative B for the East Helena area travel plan would 

seasonally restrict 7 percent and would close 15 percent 

of the roads in high mineral potential areas (Table 4-64). 

Alternative B would have more impacts than Alternative 

A. 

Alternative C would close 22 percent of the roads in 

areas with high mineral potential and 1 percent of those 

with moderate mineral potential (Table 4-64). 

Alternative C would have the most potential to affect 

access to mineralized areas of all the alternatives. 

Alternative D would seasonally restrict 3 percent, and 

close 9 percent of the roads in areas with high mineral 

potential (Table 4-64). Alternative D would more 

impacts than Alternative A, but less than Alternatives B 

and C. 

Cumulative Effects on Access to 

Mineralized Areas 

No other past, present, or reasonably foreseeable future 

action sin the East Helena TPA would adversely affect 

mineral availability or access. 

RECREATION 

Effects of travel plan alternatives on Recreation in the 

East Helena TPA are described qualitatively below. 

Effects of Alternative A 

Alternative A would provide more motorized 

opportunities than non-motorized opportunities. Under 

Alternative A, a total of 44.3 miles of wheeled 

motorized routes would be open (36.6 miles open 

yearlong, 7.7 miles seasonally restricted). With the 

exception of the Ward Ranch, McMasters, and Spokane 

Hills temporary area closures, the remainder of the travel 

planning area would remain available to cross-country 

area snowmobile use, as well as travel on all existing 

routes during the season of use (12/2-5/15), conditions 

permitting. 

Effects of Alternative B 

Alternative B would provide for separate use areas for 

wheeled motorized and non-motorized recreational 

opportunities. Under Alternative B, 13.7 miles of 

wheeled motorized routes would be available yearlong, 

and 3.3 miles would be seasonally restricted. Crosscountry snowmobile travel would be allowed, as well as 

travel on all existing routes during the season of use 

(12/2-5/15), except for the North Hills, Dana’s Bar, and 

the area located to the west of Prickly Pear Creek. The 

remainder of the travel planning area (McMasters Hills, 

Ward Ranch, and Spokane Hills) would be closed to all 

cross-country snowmobile use, including travel on 

existing roads and trails. Conflicts between nonmotorized users (cross-country skiers, snowshoers) and 

snowmobilers would be expected to continue or increase 

in areas with shared use. 

Effects of Alternative C 

Alternative C would provide the least amount of 

wheeled motorized access in the East Helena travel 

planning area of all alternatives. Under Alternative C, 

12.0 miles of wheeled motorized routes would be 

available yearlong. No cross-country snowmobile use 

would be allowed; use would be restricted to designated 

routes only during the season of use (12/2-5/15), snow 

conditions permitting. This would likely reduce conflicts 

with non-motorized winter users (cross-country skiing, 

snowshoeing). 

Effects of Alternative D 

Alternative D would provide the highest level of 

motorized access and the fewest non-motorized 

opportunities of the action alternatives. Under 

Alternative D, 36.0 miles of wheeled motorized routes 

would be available yearlong, and 1.9 miles would be 

seasonally restricted. Snowmobile management under 

would be as follows: cross-country travel would be 

allowed, as well as travel on all existing routes during 

the season of use (12/2-5/15), for the North Hills, Dana’s 

Bar, and the area located to the west of Prickly Pear 

Creek. The Ward Ranch and the Big Bend areas would 

be closed to all cross-country snowmobile use as well as 

travel on designated routes. 

Cumulative Effects on Recreation 

Under Alternative A, motorized travel opportunities 

would be the greatest under this alternative given the 

miles of roads available to wheeled vehicles and the 

acres available to snowmobile uses. Big game hunting 

opportunities within the North Hills, McMaster Hills, 

Ward Ranch and Spokane Hills would continue. 

Existing travel restrictions in these areas would 

encourage big game retention, quality walk-in hunting 

and game retrieval challenges as motorized vehicle use 

would be limited. During the non-hunting season 

conflicts between non-motorized and motorized users 

would remain relatively high within the North Hills. 

Public access and management of developed recreation 

sites along the Missouri River would continue to provide 

for a wide spectrum of water based opportunities and 

visitor trends are expected to increase. The newly 

constructed 30-unit campground and day-use facility at 

White Sandy on lower Hauser Lake scheduled to be 

open 5/25/07 will help meet growing visitation needs 

and better distribute use on the 15-mile lake. 

Under Alternative B, motorized travel opportunities 

would be decreased while non-motorized opportunities 

would be enhanced overall. Big game hunting 

opportunities within the North Hills, McMaster Hills, 

Ward Ranch, and Spokane Hills would continue. 

Additional travel restrictions in these areas would 

promote more big game retention on public lands and 

better walk-in hunting experiences. Opportunities for 

individuals who are physically challenged would be 

Butte Draft RMP/EIS 541 
 

Chapter 4 

improved in the Spokane Hills. In addition, game 

retrieval would be enhanced since motorized routes 

would be provided in the Spokane Hills. More emphasis 

would be placed on maintaining undeveloped open space 

areas for dispersed recreation. Given the increasing 

development pressures on adjoining private lands 

throughout the Missouri River corridor, it is anticipated 

that these open areas will be more important with time. 

Use levels within the North Hills are expected to 

increase while conflicts between non-motorized and 

motorized users should be reduced. Although available 

travel routes and motorized riding opportunities would 

be limited, access to higher elevation lands and quality 

walk-in areas would be retained to help disperse users 

and ensure natural settings. Cumulative impacts on 

developed recreation sites and water based activities 

would be similar to Alternative A. 

Alternative C would impose the greatest impacts on 

motorized travel opportunities while opportunities for 

non-motorized experiences would be the most benefited. 

Recreation Opportunity Spectrum management and big 

game hunting opportunities within the TPA would be 

similar to Alternative B with the exception that no 

motorized routes would be provided for big game 

retrieval or handicapped hunting in the Spokane Hills. 

Cumulative impacts on developed recreation sites and 

water based activities would be similar to Alternative A. 

Under Alternative D, cumulative effects of the travel 

management actions coupled with all other existing and 

reasonably foreseeable actions would be similar to 

Alternative A. 

TRAVEL MANAGEMENT AND ACCESS 

Effects of Alternative A 

Under Alternative A in the East Helena TPA, there 

would be 36.6 miles of BLM road open yearlong, 7.7 

miles open with seasonal restrictions, and 26.4 miles of 

closed roads (Table 4-65). Alternative A would provide 

for the greatest degree of motorized opportunities, and 

the lowest degree of non-motorized opportunities of all 

alternatives. With the exception of the Ward Ranch, 

McMasters, and Spokane Hills temporary area closures, 

the remainder of the TPA would remain available to 

cross-country area snowmobile use, as well as travel on 

all existing routes during the season of use (12/2-5/15), 

conditions permitting. 

The extent of management activities and costs under 

Alternative A would be mixed. Less personnel time 

would be required to monitor travel compliance than 

under any alternative. However, more effort would be 

required for initial implementation (signing designated 

routes, installing bulletin boards) than under any other 

alternative. Estimated costs for road/trail maintenance 

would be highest of all alternatives. 

The need for BLM and members of the public to obtain 

travel variances for temporary specific uses of specific 

Table 4-65 

East Helena TPA Route Management Summary 

Proposed 

Management 

Total Miles 

Alt A Alt B Alt C Alt D 

Wheeled motorized routes 

Open Yearlong 36.6 13.7 12.0 36.0 

Seasonally Restricted 7.7 3.3 0 1.9 

Closed 26.4 41.9 54.6 29.7 

Decommissioned 0 4.7 4.0 3.1 

Non-motorized trails1 26.4 47.1 59.1 32.6 

1 Non-motorized trails include all existing trails, closed 

roads, and decommissioned roads. 

closed roads would be minimal under this alternative, 

given the availability of motorized access. 

Effects of Alternative B 

Alternative B in the East Helena TPA would help 

provide separate use areas for wheeled motorized and 

non-motorized recreational opportunities. Motorized 

access in the North Hills area would decrease compared 

to Alternative A (Table 4-65). Other than route 516, the 

primary access route to a non-motorized trailhead in the 

North Hills, the remaining road network would be 

seasonally restricted to prevent soil erosion. The result 

of these management actions would increase 

opportunities for non-motorized users and enhance their 

enjoyment through the increase in trails exclusively for 

hiking, mountain biking, horseback riding, and other 

non-motorized activities. 

Under Alternative B, cross-country snowmobile travel 

would be allowed, as well as travel on all existing routes 

during the season of use (12/2-5/15), except for the 

North Hills, Dana’s Bar, and the area located to the west 

of Prickly Pear Creek. The remaining areas (McMasters 

Hills, Ward Ranch, and Spokane Hills) would be closed 

to all cross-country snowmobile use, including travel on 

existing roads and trails. Conflicts between nonmotorized users (cross-country skiers, snowshoers) and 

snowmobilers would be expected to continue or increase 

in areas with shared use. 

Enhanced motorized access would be available for the 

Ward Ranch area, where public access would be 

extended from its current closure point to the ranch 

complex once the ranch residence is vacated. 

Motorized access for the McMasters area would be 

reduced compared to Alternative A. 

One additional non-motorized trailhead would be 

established in the Big Bend area, increasing 

opportunities for hiking, horseback riding, and other 

non-motorized pursuits. 

Opportunities for disabled hunters would increase 

compared to the other alternatives. Motorized access to 

the southern portion of the Spokane Hills would be 

allowed for hunters with a disability for a two-week 

542 Butte Draft RMP/EIS 
Environmental Consequences: Travel Management and Access 

period each year. These same motorized routes would be 

available during the general hunting season for game 

retrieval opportunities. 

Route closures across 60 percent of the area would 

reduce unauthorized travel (illegal off-road use by ATVs 

and motorcycles) and illegal activities (underage alcohol 

use, drug use, vandalism, dumping) in the North Hills 

and elsewhere. 

The reduction in motorized use under Alternative B 

would enhance safety among users of the East Helena 

TPA, compared to Alternatives A and D, and to a similar 

extent as under Alternative C. 

Trailhead development costs would be greater under 

Alternative B than under Alternative A due to the 

development of new non-motorized trailheads in the 

North Hills and Big Bend areas. 

The extent of management activities and costs under 

Alternative B would be mixed. Less personnel time 

would be required for initial implementation (signing 

designated routes, installing bulletin boards) than under 

Alternative A. However, more effort would be required 

for public education and compliance than under 

Alternative A. Estimated costs for road/trail maintenance 

would be less than under Alternative A. 

The need for BLM and members of the public to obtain 

travel variances for temporary specific uses of specific 

closed roads would be greater under Alternative B than 

under Alternative A. 

Effects of Alternative C 

Alternative C would provide the least amount of 

wheeled motorized access in the East Helena TPA of all 

alternatives. The area would feature only 12.0 miles of 

motorized access under Alternative C, which is about 73 

percent less than under Alternative A, and 29 percent 

less than Alternative B (Table 4-65). 

Closure and decommissioning of routes in the East 

Helena TPA would result in an increase in nonmotorized opportunities with a corresponding decrease 

in motorized opportunities. Alternative C would provide 

55 percent more miles of non-motorized trails than 

Alternative A, and 20 percent more than Alternative B. 

No cross-country snowmobile use would be allowed. 

Use would be restricted to designated routes only during 

the season of use (12/2-5/15), snow conditions 

permitting. This would likely reduce conflicts between 

snowmobilers and non-motorized winter users (crosscountry skiing, snowshoeing). 

Having routes 0516A and 0516 provide the only 

motorized access to the North Hills would result in 

decreased motorized opportunities but increased 

opportunities for non-motorized recreation (and low 

levels of conflict). 

Keeping route 050133A closed at its current location 

(regardless if the Ward Ranch is vacated in the future) 

would result in fewer motorized opportunities in the 

Ward Ranch area than under Alternative B. However, 

non-motorized opportunities would increase under 

Alternative C because visitors could park at the current 

motorized closure area, and walk approximately 0.25 

mile to the ranch complex. 

Motorized access to the McMasters area would be the 

same under Alternatives B and C, representing a 

reduction in motorized use to the area compared to 

Alternative A. 

Allowing motorized access to only the primary 

residential access routes in the Prickly Pear Creek area 

(south of Black Sandy) and no motorized access in the 

Big Bend area would result in an increase in nonmotorized recreational opportunities in both these areas. 

Motorized access for these areas would be more 

restricted under Alternative C than under all other 

alternatives. 

Restricting motorized access in the Spokane Hills area to 

a non-motorized trailhead at the end of route EH07A 

would result in an increase in non-motorized 

opportunities in this area. Alternative C would be more 

restrictive than the other alternatives and would result in 

a decrease in motorized opportunities in this area. 

Not developing a non-motorized trailhead in the Big 

Bend area would result in a decrease in travel 

management costs under Alternative C compared to 

Alternative B. 

The extent of management activities (and costs) under 

Alternative C would be mixed. Less personnel time 

would be required for initial implementation (signing 

designated routes, installing bulletin boards) than under 

any other alternative. However, more effort would be 

required for public education and compliance than under 

any other alternative. Estimated costs for road/trail 

maintenance would the lowest of the alternatives. 

The need for BLM and members of the public to obtain 

travel variances for temporary specific uses of specific 

closed roads would be greater under Alternative C than 

under any other alternative. 

Effects of Alternative D 

Alternative D would provide the highest level of 

motorized access in the East Helena TPA of the action 

alternatives, featuring approximately 33 percent more 

open routes than under Alternatives B and C (Table 

4-65). All of the designated routes would be available 

for motorized use in the North Hills compared to the 

seasonally restricted closures under Alternatives A, B, 

and C. Snowmobile management under Alternative D 

would be as follows: cross-country travel would be 

allowed, as well as travel on all existing routes during 

the season of use (12/2-5/15), for the North Hills, Dana’s 

Bar, and the area located to the west of Prickly Pear 

Butte Draft RMP/EIS 543 
Chapter 4 

Creek. The Ward Ranch and the Big Bend areas would 

be closed to all cross-country snowmobile use as well as 

travel on designated routes. Opportunities for 

snowmobile use would be less than under Alternative A, 

but greater than under Alternatives B and C. 

Alternative D would not minimize or reduce conflicts 

between motorized and non-motorized recreation in the 

North Hills, where conflicts are most evident within the 

East Helena TPA, because dispersed recreational 

opportunities would not be provided. User conflict 

would be greater under Alternatives A and D than 

Alternatives B and C. 

Increasing motorized access in the McMasters area by 

adding a new loop route would result in increased 

opportunities for motorized vehicle users. Reducing the 

number of non-motorized trailheads would result in a 

decrease in non-motorized opportunities in this area. 

Increasing motorized access west of Prickly Pear Creek, 

in the Big Bend area, the Spokane Hills, and in the 

Townsend area would result in increased motorized 

opportunities. Conflict between motorized and nonmotorized users would increase as well. 

Relocating the trailhead in the Spokane Hills would 

result in increased travel management costs compared to 

Alternative A. 

The extent of management activities and costs under 

Alternative D would be mixed. Less personnel time 

would be required to monitor travel compliance than 

under Alternatives B and C, but slightly more would 

needed than under Alternative A. However, more effort 

would be required for initial implementation (signing 

designated routes, installing bulletin boards) than under 

Alternatives B and C, but less would be needed than 

under Alternative A. Estimated costs for road/trail 

maintenance would be higher than under the other action 

alternatives. 

The need for the BLM and members of the public to 

obtain travel variances for temporary specific uses of 

specific closed roads would be greater under Alternative 

D than under Alternative A, but less than under 

Alternatives B and C. 

Cumulative Effects on Travel 

Management and Access 

Under all alternatives, there are a number of past, 

present, and reasonably foreseeable future BLM and 

non-BLM actions and activities affecting travel 

management and access in the East Helena TPA. 

East Helena Valley has been experiencing steady human 

population growth. This trend is expected to continue, 

along with increased recreational use of this travel 

planning area. These factors could lead to increased 

public pressure to alter travel planning to accommodate 

either more, or less motorized use. 

The majority of BLM managed routes for the East 

Helena Travel Planning area are located in or adjacent to 

the McMaster Hills/Spokane Bay, Mt. Bend, and North 

Hills sub-planning areas. As with the Scratchgravel Hills 

(Helena TPA), these areas are surrounded by residential 

development, and have experienced steady residential 

development over the past 15-20 years. This 

combination of rapid urbanization and increased 

recreational use has led to increased social conflict; 

between area residents and recreation users, and among 

recreational users themselves (motorized/nonmotorized). As a result, there have been public demands 

to alter the existing travel management for these areas, 

to accommodate either more, or less motorized use. The 

remaining routes for the TPA are located in the Spokane 

Hills and Townsend sub-travel planning areas. The 

Spokane Hills and Townsend sub-travel planning areas 

are more rural in character, but also have potential for 

urbanization. 

Recreation use is well established in the TPA. Primary 

recreation activities include water based activities, big 

game hunting, non-motorized uses (hiking, jogging, 

horseback riding, mountain biking, etc.), and OHV uses 

(ATV, motorcycle). As recreation use grows, conflicts 

between non-motorized and motorized recreation users 

could lead to increased public demands for either more, 

or less motorized use. 

Spokane Creek (Hauser Lake) is an important habitat for 

spawning fish. Portions of the TPA (North Hills, areas 

adjacent to Canyon Ferry and Hauser Lakes) provide 

winter range for mule deer and elk. Concerns could lead 

to demands to restrict motorized use in these areas. 

The Lewis and Clark National Historic Trail, proposed 

Spokane Creek ACEC, and Missouri River eligible 

WSR segment (3 mile portion located below Hauser 

Dam) being considered in the RMP revision are located 

within the TPA. These special designations could 

influence (restrict) travel management for existing roads 

and trails as well as for new proposed roads and trails. 

In some site specific cases, visual resource management 

may affect or restrict new road/trail construction. 

Urban development may lead to an increase in right-ofway permits to accommodate private 

property/development access. As a result, public access 

to BLM lands, via these rights-of-ways, could increase 

as well. 

Limits or reductions in the BLM’s funding and ability to 

maintain designated routes could lead to an overall 

reduction in open road miles. 

A variety of resource management projects, such as 

BLM initiated vegetation treatments, or wildland fire 

fuels reduction projects, could affect travel management. 

Forest management activities from 1984 to present 

include 250 acres of fire replanting and 250 acres of 

timber salvage. Future wildland fire management 

544 Butte Draft RMP/EIS 
 Environmental Consequences: Transportation Facilities 

activities include a 500-1,500 acre mechanical and/or 

prescribed fire treatment for the North Hills, focused on 

the urban interface areas. This project is anticipated to 

begin in 2009, and last several years. Depending on the 

type and scope of project, effects could vary from 

temporary, short-term area/route closures, to new 

opportunities (new routes) for motorized or nonmotorized access. 

Active claims are common in the areas with high 

potential and there are active notices in the travel 

planning area as well. Increases in mineral prices could 

lead to increased or renewed mining activity. Depending 

on the type and scope of mining activity, effects could 

vary from temporary, short-term area/route closures, to 

increased opportunities (new routes) for motorized or 

non-motorized access. 

Noxious weeds and non-native invasive species are well 

established and spreading rapidly in the area. Motorized 

activities play a large role in the distribution of noxious 

weeds. Concerns over the spread of noxious weeds could 

influence travel management, and lead to fewer 

motorized opportunities. 

Motorized use on dirt roads and trails is a major 

contributor to soil erosion and stream sedimentation. 

These concerns may influence travel management, and 

result in fewer motorized opportunities. This is an 

important consideration in the East Helena area as the 

Montana Department of Environmental Quality is 

working on water quality restoration plans in the area. 

Trash dumping, drug use, underage alcohol use, 

unattended camp fires, and vandalism occur throughout 

the travel planning area, but especially in the rural/urban 

interface areas. Most of these activities are directly 

associated with motorized use. Continuing concerns with 

illegal activities may influence travel management and 

lead to fewer motorized opportunities. 

The Bureau of Reclamation (BOR) manages 

approximately 11,500 acres of land surrounding Canyon 

Ferry Reservoir. BOR actions (such as new recreation 

site developments) could influence travel management 

on adjacent BLM lands as well, exerting pressure for 

either more or less motorized access. 

For perspective, BLM managed lands represent 

approximately 10 percent of the total travel planning 

area (200,991 total acres, 20,039 BLM acres); while 

BLM managed routes represent approximately 8 percent 

of the total routes available (892.2 total miles, 70.7 miles 

BLM roads/trails). Future travel management (for all 

agencies, nationwide) is likely to lead to fewer 

opportunities for motorized recreational use than under 

current management (particularly for OHV use). 

As a result, BLM routes available to motorized use 

could experience increased use from displaced users, 

leading to more concentrated use, increased resource 

impacts, user conflicts, and pressure to reduce motorized 

use. 

Under all alternatives, overall increases in human 

population, urbanization, recreation use, user conflicts; 

and concerns for wildlife, noxious weed spread, soil 

erosion/water quality, and illegal activities are likely to 

lead to increased demands to restrict motorized travel, 

particularly in areas with urban development, such as the 

McMaster Hills/Spokane Bay, Mt. Bend, and North 

Hills areas. Under Alternative A, as urbanization 

continues and both motorized (wheeled and 

snowmobile) and non-motorized use increases, user 

conflict would increase in the East Helena TPA. Under 

the action alternatives, separate use areas and decreased 

road density would reduce user conflicts. Under 

Alternative B, these pressures would have less impact on 

travel management than under Alternatives A and D, due 

to the overall reduction in motorized opportunities and 

separation of uses. Under Alternative C, these pressures 

would have the least impact on travel management than 

under the other alternatives, due to the reduction in 

motorized opportunities. Under Alternative D, these 

pressures may lead to increased demands to restrict 

motorized travel, particularly in areas with urban 

development, such as the McMaster Hills/Spokane Bay, 

Mt. Bend, and the North Hills areas. 

TRANSPORTATION FACILITIES 

For the sake of this discussion, “open” roads include 

roads that are open yearlong as well as those that are 

open with seasonal restrictions. 

Effects of Alternative A 

Under Alternative A, the East Helena TPA would have 

44.3 miles of open roads and no motorized trails (Table 

4-66). Estimated costs for annual maintenance and 

stabilization of roads under Alternative A would be 

similar to Alternative D and much less than under 

Alternatives B and C. Estimated annual costs for 

monitoring, compliance and weed control would be 

higher than under the action alternatives, but close to the 

same as under Alternative D. 

Effects of Alternative B 

Under Alternative B, the East Helena TPA would have 

17 miles of open roads and no motorized trails (Table 

4-66). Estimated costs for annual maintenance and 

stabilization of roads under Alternative B would be less 

than under Alternatives A and D but more than under 

Alternative C. Estimated annual costs for monitoring, 

compliance and weed control would also be less than 

under Alternatives A and D but more than under 

Alternative C. 

The addition of a non-motorized trailhead at the end of 

route 50108 in the North Hills and on the ridge top near 

the end of EH 037 in the Big Bend area would result in 

an increase in transportation facility costs for trailhead 

Butte Draft RMP/EIS 545 
Chapter 4 

Table 4-66 

East Helena TPA Route/Trail/Maintenance Costs 

Classification/ 

Cost Alt A Alt B Alt C Alt D 

Miles of Open/ 

Restricted Roads 44.3 17 12 37.9 

Motorized Trails 0 0 0 0 

Annual Roads 

Maintenance $3,544 $1,360 $960 $3,032 

Annual Trails 

Maintenance $0 $0 $0 $0 

Periodic Road 

Stabilization $1,418 $544 $384 $1,213 

Periodic Trails 

Stabilization $0 $0 $0 $0 

Monitoring/ 

Compliance $2,215 $850 $600 $1,895 

Weed Control $665 $255 $180 $569 

development and maintenance. Designation of the 

“hunters with a disability” access in the South Hills 

would also represent an increase in transportation 

facility costs for signage and sign maintenance. These 

increases would be offset by reduced costs associated 

with having fewer open road miles to maintain in the 

long-term. 

Effects of Alternative C 

Under Alternative C, the East Helena TPA would have 

12 miles of open roads and no motorized trails (Table 

4-66). Estimated costs for annual maintenance and 

stabilization of roads under Alternative C would be 

would be the least of all the alternatives due to the least 

number of motorized routes. Estimated annual costs for 

monitoring, compliance, and weed control would also be 

less than under the other alternatives. 

There would be a short-term increase in transportation 

facility costs under Alternative C resulting from the 

increase in signage required to mark closed and 

restricted routes. Indirect costs associated with sign 

maintenance and replacement would be greater under 

Alternative C than under the other alternatives; however, 

this effect would be short term because the public would 

become accustomed to the route changes over time. 

Effects of Alternative D 

Under Alternative D, the East Helena TPA would have 

37.9 miles of open roads and no motorized trails (Table 

4-66). Estimated costs for annual maintenance and 

periodic stabilization of roads under Alternative D 

would be similar to Alternative A, and less than under 

Alternatives B and C. Estimated annual costs for 

monitoring, compliance and weed control would be less 

under Alternative D than Alternative A and more than 

under Alternatives B and C. 

Constructing several new designated routes under 

Alternative D would result in a short-term increase in 

transportation facility costs for the signage and 

potentially for more culverts, and a long-term increase 

for route maintenance associated with new routes. These 

costs would be offset in the long-term by reduced costs 

associated with having fewer road miles to maintain than 

under Alternative A. 

Relocation of the trailhead in the Spokane Hills area 

would result in a short-term increase in transportation 

facility costs for trailhead development and signage. 

LANDS AND REALTY 

Effects Common to All Alternatives 

The Butte Field Office administers approximately 62 

rights-of-way (ROW) and 3 non-commercial occupancy 

leases within the boundaries of the East Helena TPA, 

which encumber approximately 1,609 acres of BLM 

land (Table 4-67). Various types of road rights-of-way 

are the most common type of grant, accounting for 34 

percent, or about one third of the total. Other types of 

authorized uses include: oil and gas pipelines, lines for 

electrical distribution and telephone facilities, 

communication sites, ditches, railroads, and mineral 

material sites. 

Table 4-67 

East Helena TPA ROWs/Leases 

Type 

Approximate 

Number 

Approximate 

Acres 

Roads 21 746 

Power 16 257 

Telephone 12 45 

O&G Pipelines 3 84 

Comm. Sites 4 8 

2920 Leases 3 1 

Other 6 468 

Totals 65 1,609 

Approximately two right-of-way applications for new 

facilities as well as amendments, assignments, renewals, 

or relinquishments of existing right-of-way grants are 

processed annually in the TPA. This would not vary by 

alternative. 

The general trend of granting rights-of-way is expected 

to increase through the planning period as a result of 

increasing public demands. From a cumulative effects 

standpoint, development of adjacent federal, state, and 

private land, increased recreational use and the trend of 

homeownership away from urban areas, coupled with 

traditional on-going uses, are all expected to require 

more guaranteed access involving public land. 

546 Butte Draft RMP/EIS 
Environmental Consequences: Special Designations 

SPECIAL DESIGNATIONS 

There would be no effects to any special designation 

areas such as Wild and Scenic Rivers, Wilderness Study 

Areas, or Areas of Critical Environmental Concern 

under any of the travel plan alternatives for the East 

Helena TPA. 

LEWIS AND CLARK COUNTY NW 

TPA 

The 406,700-acre Lewis and Clark County Northwest 

TPA contains approximately 17,037 acres of BLM 

lands. There are approximately 68 miles of BLM roads, 

making up about 4.7 percent of the approximate total of 

1,448 road miles in the TPA. The majority of roads (819 

miles) lie on private lands. 

SOILS 

Effects Common to All Alternatives 

Road construction, use, and maintenance affect soils in a 

number of ways. Soils are often compacted by these 

activities. Soil compaction can lessen the amount of 

precipitation that can infiltrate into soil and increase 

runoff, erosion, and sedimentation – in turn decreasing 

soil/site stability and hydrologic function, as well as soil 

productivity and plant vigor and diversity. 

Ground disturbance associated with road construction, 

use, and maintenance can result in erosion. Erosion 

affects soil/site stability and hydrologic function. 

Erosion and sedimentation can destabilize the surface 

and subsurface cohesion of the soil, resulting in soil loss 

from erosion sites. Loss of soil can impede or prevent 

establishment and development of vegetation 

communities. 

Closing or decommissioning roads often leads to 

beneficial effects to soils through decreased site 

disturbance and re-establishment of vegetative cover on 

road surfaces. This tends to reduce soil erosion and 

stabilize soils. Decommissioning roads may in some 

cases entail ripping road surfaces to de-compact them, 

thus improving water infiltration, hydrologic function, 

and the ability of the treated area to revegetate more 

successfully. 

Impacts to soils associated with site-specific travel plan 

alternatives were assessed based on the potential for soil 

erosion using the following erosion risk criteria: 

• High – the area a route travels through has slopes 

greater than 30 percent gradient. 

• Moderate – the area a route travels through has 

slopes ranging from 15 to 30 percent gradient; or, 

for granitic soils, slopes ranging from 0 to 30 

percent gradient. 

• Low – the area a route travels through has slopes 

ranging from zero to 15 percent gradient and soils 

are not granitic in origin. 

• Unrated – road mapping not available at time of 

erosion impact rating. 

Effects of the Alternatives 

The distribution of road miles by erosion impact 

category and by proposed road management category for 

all the alternatives is shown for the Lewis and Clark 

County NW TPA in Table 4-68. Roads in the “unrated” 

Table 4-68 

BLM Road Miles in Soil Erosion Impact Categories by Alternative for the Lewis and Clark County NW TPA 

(mileages are GIS-generated estimates) 

Proposed Road Management Erosion 

Risk Category Alternative A Alternative B Alternative C Alternative D 

Open Road Miles 

(incl. Open w/restrictions) 

High 45.6 20.1 12.6 24.6 

Moderate 16.0 5.9 6.1 7.9 

Low 0.2 0.2 0.2 0.2 

Unrated 2.4 1.9 0.9 1.8 

Closed Road Miles 

High 3.1 19.7 31.4 14.6 

Moderate 0.3 6.9 8.8 5.6 

Low 0 0 0 0 

Unrated 0.1 0.2 1.3 0.1 

Decommissioned Road Miles 

High 0 8.6 4.2 6.8 

Moderate 0 1.8 0.8 1.5 

Low 0 0 0 0 

Unrated 0 0 0 0.5 

Note: Open roads include seasonally open roads as well as roads open yearlong. 

Butte Draft RMP/EIS 547 
Chapter 4 

category were excluded from detailed consideration and 

are shown for the purpose of displaying the extent of 

lacking information. 

Most roads in this TPA are in either the high or 

moderate erosion impact category. Under current 

conditions (Alternative A) approximately 45.6 miles of 

open BLM roads are located in areas with high erosion 

risk, and 16 miles are in moderate erosion areas. Soil 

erosion would be reduced under Alternative B because 

this alternative would reduce those mileages in the high 

and moderate erosion categories to 20.1miles and 5.9 

miles, respectively. Approximately 26.6 miles of road in 

the high and moderate categories combined would be 

closed under Alternative B with an additional 10.4 miles 

in these categories being decommissioned. Vegetative 

recovery should occur to varying degrees on closed and 

decommissioned roads, with a beneficial effect on soils 

of reducing erosion from these areas. 

Soil erosion would be reduced more under Alternative C 

than under any other alternative because the lowest 

mileage of roads in the high and moderate erosion 

categories would be left open (18.7 miles combined), 

while the greatest mileage in these categories would be 

closed (40.2 miles combined) of all alternatives. An 

additional 5 miles in these categories would be 

decommissioned under Alternative C. 

Soil erosion associated with roads would be reduced 

under Alternative D compared to Alternative A, but 

would still be higher than under either Alternative B or 

C. Approximately 32.5 miles of BLM road in the 

moderate and high erosion categories combined would 

remain open under Alternative D, while about 20.2 miles 

in these categories would be closed and 8.3 miles would 

be decommissioned under this alternative. 

Cumulative Effects on Soils 

Cumulative effects to soils in the Lewis and Clark 

County NW TPA would arise from a number of past, 

present, and reasonably foreseeable future actions on 

BLM lands as well as non-BLM lands. Within this 

406,700-acre TPA, BLM lands comprise about 17,037 

acres or 4 percent of total lands. The approximately 68 

miles of BLM roads make up about 4.7 percent of the 

approximately 1,448 road miles in the TPA. Therefore 

road-related effects to soils described by alternative for 

BLM roads would affect about 4.7 percent of all roads in 

the TPA. The majority of lands and roads (over 50 

percent of each) within the TPA boundary are private 

property. Non-BLM roads are managed by the county, 

Forest Service, state, and private landowners. 

The Bald Butte Mine is located within this TPA. 

Currently this is a small scale open cut molybdenum 

mine of less than 5 acres in size on private land. It is 

anticipated to expand into approximately 5 acres of 

BLM land in the future and may occupy up to 30 acres 

of open area collectively at any one time in the future. 

Impacts to soils from this activity will include complete 

soil removal and displacement, erosion, compaction, and 

covering by facilities. Reclamation work would provide 

for stabilization of soils in the aftermath of mining 

activity. 

Approximately 1,961 BLM acres are permitted for 

various rights-of-way and leases. About 558 of these 

acres are for specific road rights-of-way. An additional 

approximately 1,050 acres are associated with the Great 

Divide Ski Area. The remaining 353 acres are associated 

with power lines, waterlines, communication sites, oil 

and gas pipelines, and other utility facilities. Impacts to 

soils range from compaction and occupation of ground 

with buildings, roadbeds, and other facilities, to 

revegetation and ground cover being re-established to 

stabilize soils. Much of the Great Divide Ski Area is a 

mosaic of ski runs and chair lifts nestled within forested 

or otherwise naturally vegetated areas. Impacts to soils 

from these features are minor. 

From 1984 to 1995 timber harvest took place on about 

82 acres of BLM land in this TPA (including timber 

salvage on 42 acres). From 1995 to the present timber 

harvest (predominantly selective harvest) has occurred 

on about 116 acres of BLM land in the TPA. Adverse 

effects on soils were generally minor with treated areas 

having undergone revegetation and soil stabilization 

since treatment. Timber harvest has also occurred on 

private and Forest Service lands and will likely continue 

for the foreseeable future, having localized compaction 

and erosion effects on soils. 

From 1981 to 2004, wildland fire has burned across 

approximately 83 acres in the Lewis and Clark County 

NW TPA, creating a range of soil effects with more 

severely burned areas experiencing localized erosion and 

with other areas being relatively little affected. 

There have been no fuels reduction treatments on BLM 

lands in the TPA in the last 10 years. While treatments 

of 1,500 to 3,000 acres (combination of mechanical and 

prescribed fire) may occur on BLM lands in the future, 

these treatments are not yet planned or designed. They 

would be designed to minimize effects to soils by 

minimizing compaction/disturbance from mechanical 

equipment and designing prescribed burns to be cool 

enough so as not to release nutrients from fuels but not 

scorch soils. Fuels treatments conducted on private and 

Forest Service lands will likely occur for the foreseeable 

future with variable effects to soils. Reducing fuels 

under the controlled conditions of deliberate treatments 

may benefit soils in the long-term by reducing the risk of 

high severity fires in treated areas. 

Livestock grazing on public and private lands 

throughout much of the TPA has created areas of 

localized soil erosion and compaction, particularly in 

grassland and shrubland areas. This will continue to 

occur for the foreseeable future. 

Increasing residential development will likely continue 

for the foreseeable future to variable degrees within the 

548 Butte Draft RMP/EIS 
Environmental Consequences: Water Resources 

TPA. Erosion, compaction, and covering of soils would 

occur due to additional road construction, 

clearing/leveling for home sites, and establishment of 

utility infrastructure for residential developments. 

Under Alternative A, the contribution to cumulative 

effects on soils from BLM road management would 

continue as it occurs today. Retaining approximately 58 

miles of road open yearlong and an additional 7 miles 

open with seasonal restrictions would allow for the same 

level of compaction and erosion impacts that currently 

exist. 

From a BLM road management perspective, all action 

alternatives would benefit soil resources compared to 

Alternative A. Alternative B would benefit soils by 

providing for a reduced contribution to adverse 

cumulative effects than would Alternative A because 

about 55 percent of BLM roads would be closed or 

decommissioned under Alternative B (compared to 5 

percent under Alternative A). Erosion should be reduced 

on these closed/decommissioned roads as disturbance is 

eliminated and revegetation occurs and stabilizes soils. 

Of the approximately 28 miles of open road under 

Alternative B, about 14 miles would be seasonally 

restricted from motorized vehicle use from 12/2 to 5/15. 

This would prevent erosion associated with motorized 

use during the wet snowmelt/runoff period. 

Alternative C would benefit soils the most and provide 

for the least contribution to adverse cumulative effects 

on soils of all alternatives. This alternative would 

provide for closure or decommissioning of about 69 

percent of BLM roads in the TPA, thus allowing these 

areas to vegetatively recover and stabilize soils. Of the 

approximately 20 miles of open road in this alternative, 

about 12 of those miles would be seasonally restricted 

(12/2 to 5/15) to exclude motorized use during the wet 

snowmelt/runoff period. This would prevent erosion 

associated with this wet season use. 

Alternative D would provide for the greatest 

contribution to adverse cumulative effects on soils of the 

action alternatives, but would still provide for greater 

long-term benefits to soils than Alternative A. 

Alternative D would provide for closure or 

decommissioning (and subsequent vegetative recovery 

and/or soil stabilization) of about 43 percent of BLM 

roads in the TPA, compared to 5 percent for Alternative 

A, 55 percent for Alternative B, and 69 percent for 

Alternative C. 

Due to the scattered distribution and relatively small 

proportion of BLM lands (4 percent) and roads (4.7 

percent) relative to the total quantities of lands and roads 

in the TPA, none of the BLM alternatives would 

substantially contribute to cumulative effects on soils at 

the scale of the Lewis and Clark County NW TPA. 

WATER RESOURCES 

Effects Common to All Alternatives 

There are a number of key concepts that are critical to 

understanding road effects to water resources. 

Hydrologic function is an interaction between soil, 

water, and vegetation and reflects the capacity of a site 

to: 

• Capture, store, and safely release water from 

rainfall, runoff, and snowmelt; 

• Resist a reduction in this capacity; and 

• Recover this capacity following degradation. 

Interception of precipitation results when precipitation 

falls on vegetation. When vegetation is removed, 

precipitation falls directly on the soil. This can increase 

surface erosion and sedimentation, and decrease the 

amount of time between initial precipitation arrival and 

peak surface runoff – in turn decreasing soil/site stability 

and hydrologic function. Roads remove vegetation and 

therefore decrease interception of precipitation. 

Infiltration is the process of precipitation entering and 

traveling through soil. Infiltration reduces the peak 

runoff during precipitation events by extending the 

period of runoff after a precipitation event. Infiltration 

also filters precipitation and reduces erosion and 

sedimentation. If infiltration is reduced, runoff and 

erosion will increase and hydrologic function will 

decrease. Generally, roads are compacted surfaces that 

have decreased infiltration, thus increasing runoff and 

potentially increasing erosion. 

Runoff can affect the amount of erosion and 

sedimentation, as well as flooding – both onsite and 

offsite. If runoff is increased, all of these effects can 

increase with a result that water quality and hydrologic 

function will decrease. 

Increased sediment entering waterbodies increases 

turbidity, increases width-to-depth ratios, and 

consequently increases temperature and dissolved 

oxygen saturation levels, and creates an adverse habitat 

for aquatic animals and plants. 

Alteration of flow routing can also affect water 

resources. For example, roadcuts into areas with 

relatively shallow groundwater can intercept 

groundwater, bring it to the surface, and transport it 

some distance (i.e. in a roadside ditch) before delivering 

it to a stream. This can lead to erosion of road ditchlines 

and subsequent sedimentation of streams during runoff 

periods, or increased thermal loading of water before 

delivery to streams during summer periods. 

Closure and decommissioning of roads tend to reduce 

erosion and sedimentation effects stemming from roads 

on water quality. On an equivalent road mile basis, 

decommissioning roads would benefit water quality to a 

Butte Draft RMP/EIS 549 
Chapter 4 

greater degree than closing roads because the 

decommissioning process would often entail 

implementing measures to restore hydrologic function. 

During road decommissioning items such as 

compaction, drainage, stream crossing culverts, and 

ground cover are often addressed in a manner that 

markedly improves hydrologic function. These features 

are not fully addressed on roads that are merely 

“closed”. However, the reduced disturbance on newly 

closed roads combined with the tendency for 

revegetation to re-establish ground cover on them would 

reduce erosion and subsequent sedimentation effects to 

water quality. 

Effects of the Alternatives 

Generally, road density is an indicator of overall 

watershed health and function. Watersheds with higher 

road densities tend to have lower water quality due to 

greater disruption of hydrologic function (described 

above), and potential for erosion and subsequent 

sedimentation. Road density also is related to the 

distribution and spread of noxious weeds. 

Table 4-69 shows acres of BLM land in three road 

density categories by alternative for the Lewis and Clark 

County NW TPA. These data reflect differences 

between alternatives based on roads proposed for 

“decommissioning” by alternative. While many “closed” 

roads would gradually contribute to increased 

hydrologic function over time, decommissioned roads 

would more directly contribute to hydrologic function 

because measures aimed at restoring hydrologic function 

would likely be part of the treatment during 

decommissioning. Alternative A would have the greatest 

amount of BLM land with “high” road densities of 

greater than 2 mi/mi2

. Alternative B would have the 

lowest acreage in the high category with the greatest 

acreage in the low category of all alternatives. 

Alternative D would benefit hydrologic function more 

than Alternative C but less than Alternative B by virtue 

of its greater acreage in the low and moderate road 

density categories than Alternative C. Alternative C 

would have the highest acreage in the high road density 

category of the action alternatives. Overall, all the action 

alternatives would improve hydrologic function but by 

this measure Alternative B would make the greatest 

contribution to improved hydrologic function of all the 

alternatives, followed by Alternative D, Alternative C, 

then Alternative A. 

Motorized routes within 300 feet of streams generally 

have greater potential to directly impact water quality 

through erosion and sedimentation, increased water 

temperatures (due to loss of shading vegetation), and 

direct alteration of stream channel morphology than 

those farther away. Table 4-70 shows the miles of open 

and closed roads on BLM lands within 300 feet of 

streams by alternative. Under Alternative A there are 

about 7.4 miles of open road within 300 feet of fish 

bearing streams and an additional 5 miles within 300 

feet of perennial non-fish bearing streams. All action 

alternatives would improve water quality by closing or 

decommissioning roads in close proximity to streams but 

Alternative C would provide for the greatest mileage. By 

this measure, Alternative C (total of 6.2 miles closed or 

decommissioned) would create the most benefit to water 

resources followed by Alternative B (5.4 miles), then 

Alternative D (4.6 miles). 

Table 4-69 

Acres of BLM Land in Road Density Categories by Alternative for the Lewis and Clark County NW TPA 

TPA Alternative 

Road Density Category 

Low 

( <1 mi/mi2

) 

Moderate 

(1 to 2 mi/mi2) 

High 

(> 2 mi/mi2) 

Alternative A 2,614 3,444 10,979 

Alternative B 3,075 4,526 9,436 

Alternative C 2,693 4,076 10,268 

Alternative D 2,935 4,446 9,655 

Table 4-70 

Miles of Open and Closed Roads on BLM Lands within 300 ft. of Fish-Bearing Streams 

and Perennial, Non-Fish-Bearing Streams by Alternative for the Lewis and Clark County NW TPA 

TPA 

Alternative 

Perennial Fish-Bearing Streams Perennial Non-Fish-Bearing Streams 

# Open Road Miles # Closed Road Miles # Open Road Miles # Closed Road Miles 

Alt. A 7.4 0 5.0 0 

Alt. B 5.3 2.1 1.7 3.3 

Alt. C 4.8 2.6 1.4 3.6 

Alt. D 5.3 2.1 2.5 2.5 

Note: Open roads include seasonally open roads as well as roads open yearlong. Closed roads include decommissioned roads. 

550 Butte Draft RMP/EIS 
Environmental Consequences: Water Resources 

Cumulative Effects on Water Resources 

Cumulative effects to water resources in the East Helena 

TPA would arise from many past, present, and 

reasonably foreseeable future actions on BLM lands as 

well as non-BLM lands. Within this 406,700-acre TPA, 

BLM lands comprise about 17,037 acres or 4 percent of 

total lands. The approximately 68 miles of BLM roads 

make up about 4.7 percent of the approximately 1,448 

road miles in the TPA. Therefore road-related effects to 

water resources described by alternative for BLM roads 

would be associated with management of about 4.7 

percent of all roads in the TPA. There are approximately 

292 miles of fish bearing stream and an additional 238 

miles of perennial non-fish bearing stream in the TPA. 

On BLM lands there are about 11 miles of fish bearing 

stream and an additional 11 miles of perennial non-fish 

bearing stream. The majority of lands and roads (over 50 

percent of each) within the TPA boundary are private 

property. Non-BLM roads are managed by the county, 

Forest Service, state, and private landowners. 

Many of the main access roads (non-BLM) follow valley 

bottoms and parallel streams. Many of these roads are 

directly affecting stream channel and floodplain function 

by filling or impinging on stream channels or 

floodplains, precluding the presence of riparian 

vegetation (including large woody material in forested 

locations), producing sedimentation in streams (from 

road surfaces, ditchlines, winter “road sanding” 

operations) and potentially increasing thermal loading 

by lessening streamside shade. These effects are 

dominant in shaping stream channel and water quality 

conditions in many areas and will continue into the 

foreseeable future. 

Approximately 1,961 BLM acres are permitted for 

various rights-of-way and leases. About 558 of these 

acres are for specific road rights-of-way. An additional 

approximately 1,050 acres are associated with the Great 

Divide Ski Area. The remaining 353 acres are associated 

with power lines, waterlines, communication sites, oil 

and gas pipelines, and other utility facilities. Much of the 

Great Divide Ski Area is a mosaic of ski runs and chair 

lifts nestled within forested or otherwise naturally 

vegetated areas. Impacts to water resources are generally 

minor with some localized erosion and sedimentation 

and some contribution to decreased hydrologic function 

(decreased infiltration, increased runoff) due to 

compaction. 

From 1984 to 1995 timber harvest took place on about 

82 acres of BLM land in this TPA (including timber 

salvage on 42 acres). From 1995 to the present timber 

harvest (predominantly selective harvest) has occurred 

on about 116 acres of BLM land in the TPA. Adverse 

effects on water resources were minor from this activity. 

Timber harvest has also occurred on private and Forest 

Service lands and will likely continue for the foreseeable 

future. Ground disturbance from these activities will 

have localized impacts to water resources including 

some sedimentation, loss of woody material recruitment 

for streams, and potential water temperature increases 

due to riparian shade loss. 

From 1981 to 2004, wildland fire has burned across 

approximately 83 acres in the Lewis and Clark County 

NW TPA, having negligible effects on water resources. 

There have been no fuels reduction treatments on BLM 

lands in the TPA in the last 10 years. While treatments 

of 1,500 to 3,000 acres (combination of mechanical and 

prescribed fire) may occur on BLM lands in the future, 

these treatments are not yet planned or designed. They 

would be designed to minimize effects to water quality 

by minimizing compaction/disturbance from mechanical 

equipment and designing prescribed burns to be cool 

enough so as not to scorch soils and facilitate severe 

erosion. Fuels treatments conducted on private and 

Forest Service lands will likely occur for the foreseeable 

future with variable effects to soils. Reducing fuels 

under the controlled conditions of deliberate treatments 

may benefit water resources in the long-term by 

reducing the risk of high severity fires that could have 

severe adverse water quality effects in treated areas. 

Livestock grazing on public and private lands 

throughout much of the Lewis and Clark County NW 

TPA has created areas of localized streambank 

trampling, soil erosion and sedimentation, and nutrient 

inputs to streams. In severe cases stream channel 

morphology may be altered due to severe loss of riparian 

vegetation, loss of streambank integrity, channel 

widening and shallowing, and substantial sediment 

inputs. These effects to water quality will continue to 

occur for the foreseeable future. Agricultural water 

withdrawals occur on private lands in this TPA. These 

withdrawals reduce stream flows in the TPA, including 

within Little Prickly Pear Creek, one of several streams 

that flow through BLM lands and is listed as an impaired 

water body by MDEQ on the 303(d) list. 

Several other streams listed as impaired by MDEQ flow 

through BLM lands in this TPA. Heavy metal 

contamination from abandoned mine lands has affected 

Virginia Creek, about 2 miles of which flows through 

BLM lands. The Blackfoot River (1.9 miles on BLM 

lands) is impaired by heavy metal contamination, 

sedimentation, and alteration of riparian vegetation. 

Probable sources of impairment include hard rock 

mining, agriculture, and timber harvest. Jennies Fork 

(0.2 miles on BLM lands) is impaired by lead 

contamination, nutrient inputs, and sedimentation. 

Probable sources of impairment are hard rock mining, 

riparian grazing, and roads. In the case of each of these 

impaired streams, BLM roads are not located in such a 

manner and are not a great enough proportion of 

ongoing activities as to play a substantial role in 

affecting water resource conditions. 

Increasing residential development will likely continue 

for the foreseeable future to variable degrees within the 

Butte Draft RMP/EIS 551 
Chapter 4 

TPA. Erosion, soil compaction, and runoff would likely 

increase due to additional road construction, 

clearing/leveling for home sites, and establishment of 

utility infrastructure for residential developments. 

Nutrient, chemical pollutant, and pathogen inputs to 

streams would also likely increase due to leaching from 

septic systems, urban runoff (fertilizer, chemicals, and 

petroleum pollutants), and waste from livestock. 

Under Alternative A, the contribution to cumulative 

effects on water resources from BLM road management 

would continue as it occurs today. Retaining 

approximately 58 miles of road open yearlong and an 

additional approximately 7 miles open with seasonal 

restrictions would allow for the same level of effects to 

water resources that currently exists. 

From a BLM road management perspective, all action 

alternatives would benefit water resources compared to 

Alternative A. Alternative B would benefit water 

resources by providing for a reduced contribution to 

adverse cumulative effects than would Alternative A 

because about 56 percent of BLM roads would be closed 

or decommissioned under Alternative B (compared to 5 

percent closed under Alternative A). Of the 

approximately 28 miles of open road under Alternative 

B, nearly one half of them would be seasonally restricted 

to exclude motorized vehicle use in the wet spring runoff 

period each year. This would reduce erosion from these 

roads and further benefit water resources. 

Overall, Alternative B would likely benefit water 

resources the most and provide for the least contribution 

to adverse cumulative effects on water resources of all 

alternatives. Under this alternative the greatest mileage 

of BLM roads would be decommissioned (10.9 miles), 

benefiting hydrologic function to the greatest degree. 

Alternative C would provide for the greatest quantity of 

closed roads, but would only provide for 5.2 miles of 

decommissioning and would therefore have less benefit 

to hydrologic function. Alternative D would provide for 

8.8 miles of decommissioning and would therefore have 

less benefits to hydrologic function than Alternative B, 

but more than Alternative C. Overall, Alternative D 

would provide for closure or decommissioning on about 

43 percent of BLM roads in the TPA, compared to 5 

percent for Alternative A, 56 percent for Alternative B, 

and 69 percent for Alternative C. 

Due to the scattered distribution and relatively small 

proportion of BLM lands (4 percent) and roads (4.7 

percent) relative to the total quantities of lands and roads 

in the TPA, none of the BLM alternatives would 

substantially contribute to cumulative effects on water 

resources in the Lewis and Clark County NW TPA. 

VEGETATIVE COMMUNITIES – FOREST 

RESOURCES AND FOREST AND 

WOODLAND PRODUCTS 

Effects of the Alternatives 

Under all alternatives, existing roads and roads built to 

access timber and forest product sales on BLM lands 

may encourage timber harvest and forest product sales 

on adjacent lands, particularly where landowners and 

other agencies looking to improve economic efficiency 

or opportunities in the management on their lands. 

In general, vegetative treatment contractors tend to bid 

more readily on projects in areas with vehicle access or 

valuable products. BLM often prioritizes forest 

vegetation management activities such as forest products 

and forest protection activities (e.g. wildfire suppression 

and forest insect and disease control) in similar areas. 

Rehabilitation of roads (decommissioning and in some 

cases road closure) would revegetate currently 

unvegetated roadbeds, which would increase vegetation 

biomass production on the landscape through 

colonization of sites with grasses, forbs, shrubs, and 

trees. Increases in revegetated area would occur at a rate 

of approximately 1.5 to 3 acres per mile of rehabilitated 

road. Eventually rehabilitated roads would support plant 

communities consistent with site potentials which would 

help resist weed invasions. However, road closures and 

removals could make vegetation management treatments 

more difficult and costly, thereby inhibiting proposed 

treatments, reducing public access for product use and 

removal, and potentially slowing fire detection and 

suppression. 

Under Alternative A there would be no increase in 

project analysis and implementation costs. However, 

under Alternative B approximately 55 percent of roads 

into forested areas would be closed. Under Alternative C 

about 69 percent of roads into forested areas would be 

closed, while under Alternative D about 43 percent of 

these roads would be closed. These closures would result 

in commensurate potential increases in vegetative 

analysis and treatment costs by alternative. These 

potential cost increases would be considered on a case 

by case basis by the BLM during project feasibility 

determinations, and additional funding may be needed to 

analyze and implement the projects that would remain 

feasible. Road closures could also result in potential 

decreases in quantities of forest products removed. The 

extent of the effects described above would be 

minimized because BLM would likely still be able to 

plan and implement projects in many areas on closed 

roads through the variance process for temporary road 

use. Road-related effects would be greatest under 

Alternative C, followed in sequence by Alternative B, 

then Alternative D. 

552 Butte Draft RMP/EIS 
Environmental Consequences: Vegetative Communities 

 Noxious Weeds 

Treatment projects that are small in nature or limited in 

scope such as vegetative manipulations of 50 acres or 

less, or restoration treatments removing only small 

proportions of stands (i.e. low intensity burns, selective 

thinning, interplanting), would have the greatest risk of 

becoming unfeasible in areas of closed roads under the 

action alternatives. However the higher productivity of 

the stands and higher value of the available products in 

most treatment areas in this TPA would be able of 

absorb the anticipated higher costs of treatments 

incurred by the BLM, and would increase the likelihood 

of successful project implementation. 

Roaded access to forested areas would also affect the 

gathering of firewood and other forest products by the 

general public. The forested areas in the Marysville area 

are relatively heavily roaded and have received the 

highest public demand for forest products in the TPA 

due to their moderately productive forest and road 

accessibility. The smaller blocks of public land in the 

Stemple Pass area and the Sieben Ranch locality tend to 

be away from the main travel routes in their areas and 

thus being isolated, tend to have low demand for 

products. Most public parties prefer to drive close to 

areas of product removal so they do not have to carry 

products over long distances to their vehicles. With the 

low demand for products from the smaller blocks, 

implementation of alternatives B, C, and D would have 

little if any effect on product removal in those areas. 

However, Alternatives B, C and D would close roads in 

many forested portions of the Marysville area, generally 

restricting public searching for and removal of personal 

use and small products to motorized travel corridors 

along the main roads. For the Lewis and Clark County 

NW TPA, Alternative A would retain the most public 

opportunities for these activities, followed in sequence 

of decreasing opportunities by Alternative D, Alternative 

B, then Alternative C. Alternatives B and D would have 

similar effects to public access for forest product 

gathering. 

Cumulative Effects on Forest and 

Woodland Resources and Products 

The western spruce budworm is present and heavily 

affecting forests within the TPA at higher levels than 

experienced in the last twenty years, with high levels of 

defoliation occurring around Marysville and in the 

Virginia Creek area. This insect is currently reducing the 

health of Douglas-fir stands, such that other pests such 

as the Douglas-fir beetle can take advantage of the low 

vigor and reduced resistance in the trees, and become 

entrenched and kill trees in the infested stands. Current 

insect levels are expected to remain high in the future. 

This insect moves freely between Douglas-fir on all 

ownerships and open roads can assist with control. 

Alternative A would provide the highest opportunity for 

control on BLM lands and adjacent lands under other 

ownerships in the TPA. Alternative D would provide the 

next greatest degree of opportunity, followed in 

sequence by Alternative B, then Alternative C. 

Forested vegetation will also be affected by 

approximately 1,961 acres of rights-of-way and leases 

on BLM land. Forested vegetation located in these areas 

usually is harvested and/or removed to accommodate the 

necessary access or facilities. Forest vegetation removal 

will occur on new authorizations in the future and will 

occur as necessary to maintain sight distances and safety 

clearances associated with roads and facilities. 

Urbanization is expected to continue on the 213,847 

acres of private lands (53 percent of all lands) within this 

TPA. Forest products are commonly removed from these 

areas prior to permanent construction. Urbanization is 

likely to continue in the future and will affect forested 

vegetation at an unknown rate. As private construction 

increases, miles of road on private will most likely 

increase from the current 819 miles (57 percent of all 

roads in TPA). 

Risk to forests from human-caused wildfires is 

commonly associated with open roads. Risk to forests 

from wildfire would be greatest under Alternative A 

with 64.2 miles of road open during the summer (and 

yearlong). Alternative B would have less risk of humancaused fire starts with about 28 miles of open road 

during summer. Alternative C would have the least risk 

to public forests with only 19.7 miles of road open 

during summer months. Alternative D (34.1 miles of 

open road during summer) would have more risk than 

either Alternative B or C, but less risk than Alternative 

A. Given that the majority of roads in the TPA (95.3 

percent) are non-BLM roads, this contribution to 

reduced fire risk from BLM roads in the action 

alternatives is relatively small in the context of the entire 

TPA. 

Since BLM roads constitute only 4.7 percent of all roads 

in this TPA, and BLM lands make up only 4.2 percent of 

all lands in the TPA, urbanization and activities on open 

non-BLM roads in the vicinity may have more 

cumulative effects on forested vegetation in the TPA 

than BLM decisions regarding miles of open and closed 

road. 

VEGETATIVE COMMUNITIES – 

NOXIOUS WEEDS 

Under all alternatives, any snowmobile use would have 

negligible effects on noxious weed spread and 

populations. Invasive noxious weeds and non-native 

species are degrading wildland health. These are 

aggressive plants that can outcompete many native 

plants, as they have few natural enemies to keep them 

from dominating an ecosystem. These plant species are 

spread by many means. However, any land disturbing 

activity in the TPA has the most potential to introduce 

and spread weed species. Motorized vehicles are one 

vector for noxious weed spread as weed seed and plant 

Butte Draft RMP/EIS 553 
Chapter 4 

parts become attached to vehicles and their tires, and are 

transported from one are to another where seeds become 

detached and germinate to inhabit new areas. 

Effects of Alternative A 

Under Alternative A, the majority of routes in the Lewis 

and Clark County NW TPA would be available for 

wheeled motorized use (57.5 miles open yearlong, 6.7 

miles seasonally restricted, 3.4 miles closed). Area wide 

snowmobile (cross-country travel) use would be 

available on 16,997 acres. Under Alternative A the open 

BLM roads would represent about 4.7 percent of all 

open roads in the Lewis and Clark County NW TPA. 

Alternative A would have the most roads open and in 

turn would promote the greatest amount of weeds and 

other undesirable plant spread and production. More 

herbicide control would be needed to control weeds 

under Alternative A than under the other alternatives. 

Effects of Alternative B 

Under Alternative B, a total of 28.1 miles of routes 

would be available for motorized wheeled use (13.8 

miles open yearlong, 14.3 miles seasonally restricted). 

The majority of routes located in the Stemple Pass and 

Lincoln areas would be closed. This alternative would 

close 26.8 miles of road leaving 13.8 miles open 

yearlong as compared to 57.5 miles of road open 

yearlong for Alternative A. This would prevent weed 

spread caused by motorized vehicles on these closed 

routes, but would increase spread on the open routes 

because of the more concentrated use of these routes. 

Overall Alternative B would reduce weed spread, but 

would increase weed treatment costs per road mile on 

the remaining open roads compared to Alternative A. 

Under Alternative B the 28.1 miles of open BLM road 

(including seasonally restricted miles) would constitute 

about 2 percent of all open road miles in the Lewis and 

Clark County NW TPA. 

Effects of Alternative C 

Alternative C would provide the least amount of 

wheeled motorized opportunities: 8.0 miles of routes 

open yearlong, and 11.7 miles seasonally restricted. 

Closure of the routes located in the northwest corner of 

the Marysville area would result in an enhancement of 

non-motorized opportunities and reduced weed spread 

there. Opportunities for cross-country snowmobile travel 

would be eliminated. Snowmobiles would be restricted 

to designated routes during the season of use (12/2-

5/15), snow conditions permitting. This alternative 

would close 41.6 miles of road leaving 8.0 miles open 

yearlong as compared to 57.5 miles of road open 

yearlong for Alternative A. This would prevent weed 

spread caused by motorized vehicles on these closed 

routes, but would increase weed spread on the open 

routes because of the more concentrated use of these 

routes. Overall Alternative C would reduce weed spread 

more than any other alternative, but would increase 

weed treatment costs per road mile on the remaining 

open road miles compared to Alternative A. Under 

Alternative C the 19.7 miles of open BLM road 

(including seasonally restricted miles) would make up 

about 1.4 percent of all open roads in the TPA. 

Effects of Alternative D 

Under this alternative, a total of 34.1 miles of routes 

(19.6 miles open yearlong, 14.5 miles seasonally 

restricted) would be available for motorized use. 

Opportunities for ATV riders and hunters would be 

enhanced through the addition of a yearlong ATV-Only 

route and a game retrieval route. Motorized users would 

also have more opportunities in the Lincoln and Stemple 

Pass areas than under Alternatives B and C, facilitating 

continued weed spread via roads in these areas. Crosscountry snowmobile travel would be allowed throughout 

the TPA with two exceptions, the Great Divide Ski area, 

and the northwest portion of the TPA. Travel in these 

areas would be restricted to existing routes only during 

the season of use (12/2-5/15), providing some dispersed 

recreation opportunities for non-motorized users. This 

alternative would close 20.3 miles of road leaving 19.6 

miles open yearlong as compared to 57.5 miles of road 

open yearlong for Alternative A. This would prevent 

weed spread caused by motorized vehicles on these 

closed routes, but would increase weed treatment costs 

per road mile on the remaining open road miles 

compared to Alternative A. The 34.1 miles of open BLM 

road (including seasonally restricted routes) would 

Alternative D would make up about 2.4 percent of all 

open travel routes in the Lewis and Clark Northwest 

TPA. 

Cumulative Effects on Noxious Weeds 

Under all the alternatives, other past, present, and 

reasonably foreseeable future BLM and non-BLM 

actions affect noxious weeds. 

Recreation use is well established in the TPA, especially 

for winter sports. Winter sport activities include: 

snowmobiling, downhill skiing, backcountry skiing, ski 

racing, snowboarding, and snowshoeing. An extensive 

network of roads and trails support a wide range of offseason activities. Non-winter motorized activities are 

also common in the TPA. Motorized recreation uses are 

one of the leading causes of introduction and spread of 

noxious weeds and non native species. Weed seeds are 

transported by many recreational vectors i.e. motorized 

vehicles including their tires, non-motorized vehicles 

including their tires, pack animals, and humans. 

Urban development may lead to an increase in right-ofWay permits to accommodate private 

property/development access. As a result, soil disturbing 

activities (i.e. roads, power lines, telephone lines, etc.), 

will increase causing weeds to increase. 

554 Butte Draft RMP/EIS 
Environmental Consequences: Vegetative Communities 

 Noxious Weeds 

A variety of resource management projects, such as 

BLM initiated vegetation treatments, or wildland fire 

fuels reduction projects, could affect weeds in the TPA. 

There have been no fuels treatments in this area in the 

last 10 years. There are fuels treatments scheduled for 

planning for this area in the next five years, mainly in 

the general area around Marysville. These treatments 

would consist of mechanical and/or prescribed burning 

from 1,500 to 3,000 acres focused on the urban interface 

areas. Any project creating soil disturbance has the 

capability to increase weedy plant species. Prescribed 

burning projects give the ground surface a fertilization 

effect and eliminate some plant competition for weedy 

species giving them a niche for establishment and 

expansion in some areas. Ground-disturbing equipment 

could also transport noxious weed seed to these project 

sites. BLM implements weed control measures in the 

aftermath of such ground-disturbing activities so as to 

minimize noxious weed spread. 

Wildland fires create good seed beds and supply 

nutrients for weed species introduction and production. 

From 1981 to 2004 there have been 14 wildland fires 

that burned approximately 83 acres. These areas likely 

experienced an increase in weed spread. 

Historical information indicates that since 1977, 3,357 

claims have been made throughout the Marysville area. 

Today only 40 claims remain active, including the Bald 

Butte Mine, an open cut molybdenum mine. While 

currently a small scale operation (5 acres), there is a 

strong likelihood that Bald Butte will expand onto 

approximately 5 acres of BLM land in the future, and as 

many as 30 acres of open area collectively at one time. 

Activity began in 2006, and is anticipated to continue 

until at least 2015. Mining is a land disturbing activity 

and the activity itself and weed seed contaminated 

equipment that is used could promote weeds in the area. 

Noxious weeds and non-native invasive species are well 

established and spreading in the area. Weed control 

activities by BLM and other entities, while often 

effective at reducing or minimizing weed spread and 

weed populations, can also lead to some weed spread. 

Herbicide spray equipment is driven through weed 

infestations and weed seeds as well as other weed 

vegetative parts are spread to other lands during and 

following treatment. Herbicide and biological control 

treatments in recent years have been accomplished on 

approximately 20 to 30 acres in the Marysville area of 

the TPA. These weed treatments have varying success in 

killing undesirable plants, depending on many 

environmental parameters. 

Timber sales have built-in stipulations for mitigating 

weed production and spread. However, with ground 

disturbance the potential exists for weed introduction to 

occur on these sites. Vehicular access for tree plantings 

could contribute to the spread of existing weeds on site. 

Since 1995 there have been 24 acres of timber salvage, 

92 acres of timber harvest, and 48 acres of forest 

planting (replanted in 1998). Herbicide treatment of 

existing weeds is coordinated with tree seedling planting 

locations and timing, so as to minimize potential 

exacerbation of weed spread. 

Future travel management (for all agencies, nationwide) 

is likely to lead to fewer opportunities for motorized 

recreational use than under current management 

(particularly for OHV use). As a result, BLM routes 

available to motorized use could experience increased 

use from displaced users, leading to more concentrated 

use and the potential for increased weed spread. 

The TPA includes important wildlife habitat. The 

western half of the TPA is a wildlife movement corridor 

between the Northern Continental Divide Ecosystem and 

the Greater Yellowstone Ecosystem. Portions of the 

TPA are in the occupied range of grizzly bear range. 

Mule deer winter range is located along the eastern half 

of the TPA (158,140 acres) as well as near Lincoln 

(21,500 acres). Elk winter range is also located in the 

lower elevations along the eastern half of the TPA 

(193,800 acres) as well as around Lincoln (55,500 

acres). Noxious weed seeds are transported and spread 

by wildlife through their digestive system and by 

attaching to the animals themselves and then being 

released at a later time. 

Livestock grazing on and off BLM lands also 

contributes to weed spread either though seed being 

introduced/spread by livestock themselves, or through 

vehicular uses needed to manage grazing operations. 

The majority of BLM routes in the Lewis and Clark 

County NW TPA are located in and around the town of 

Marysville, located approximately 25 miles northwest of 

Helena, Montana. Much of the use in the Marysville area 

(especially winter use) comes from Helena Valley 

residents. The Helena Valley has been experiencing 

steady human population growth. This trend is expected 

to continue, along with increased recreational use of this 

TPA. These factors could lead to increased public 

pressure to alter travel planning. The remaining BLM 

managed routes are located in three sub-planning areas: 

Stemple Pass, Sieben Ranch, and Lincoln (west of the 

small town of Lincoln, Montana). There is some 

residential development adjacent to the Lincoln subplanning area that could influence travel management. 

The increasing population in the Helena area will in turn 

lead to an increase in use of this TPA creating more 

opportunities for weed spread and production. 

The Marysville area is experiencing increased residential 

development, but to a lesser extent than the central 

Helena Valley area. This development/increase in 

population has lead to an increase in use of the TPA by 

residents living adjacent to or within this area which in 

turn leads to an increase in weed spread and 

propagation. About 4.7 percent of all the open travel 

routes in the Lewis and Clark county NW TPA are 

located on BLM managed lands (under Alternative A). 

Butte Draft RMP/EIS 555 
Chapter 4 

Lands near roads and away from roads in the TPA are 

infested with weeds. The travel on these roads is 

spreading weeds and weeds off these roads are being 

spread by the weed plants themselves and other natural 

means. Because the majority of roads (95.3 percent) and 

lands (95.8 percent) in the TPA are non-BLM, activities 

in these areas play a stronger role than activities on 

BLM lands in determining the status of weed spread and 

weed populations in the TPA overall. 

VEGETATIVE COMMUNITIES – 

RIPARIAN VEGETATION 

Effects Common to All Alternatives 

This section focuses on effects to riparian vegetation. 

For additional discussion of effects to water quality and 

stream channels, see the Water Resources and Fish 

sections. 

Roads in riparian areas constitute ground disturbance 

that can eliminate or preclude presence of native riparian 

vegetation. This ground disturbance and loss of riparian 

vegetation may facilitate erosion and sedimentation of 

streams. Roads may also interfere with natural stream 

channel functions by occupying floodplains or active 

stream channel margins (see Water Resources section 

for more discussion). Noxious weeds may dominate 

riparian vegetation communities after some type of 

disturbance (such as roads, livestock grazing, mining, 

etc.) has reduced native vegetation. Noxious weed seed 

can be spread into riparian areas by motor vehicles via 

open roads. Closure of roads and trails can improve or 

maintain riparian condition by reducing avenues of 

noxious weed spread, as well as allowing for bare area 

re-vegetation which filters sediment in addition to 

stabilizing banks in some areas. Road and trail 

restrictions have the same effects but to a lesser degree, 

because some traffic will inhibit vegetation growth and 

recovery. 

Effects of the Alternatives 

As a means of comparing alternatives, Table 4-71 

depicts the miles of wheeled motorized routes that cross 

or are within 300 feet of streams or wet areas on BLM 

lands for the Lewis and Clark County NW TPA. 

Under Alternative A, 19.6 miles of BLM roads and trails 

would remain open that cross or are within 300 feet of 

streams or wet areas, and 0.4 miles of roads and trails 

would have seasonal restrictions. The noxious weed 

spread, streambank, and sediment delivery effects would 

continue as described in the Effects Common to All 

Alternatives section for the open roads. The BLM roads 

and trails most affecting riparian conditions along 

Ottawa Gulch, Woodchopper Gulch, Empire Creek, and 

Towsley Gulch would remain open. Alternative A would 

have the greatest adverse effects on riparian vegetation 

of all alternatives. 

Table 4-71 

Miles of Roads and Trails by Proposed 

Management Category Within 300 feet of 

Streams (including intermittent streams) in 

the Lewis and Clark County NW Travel 

Planning Area 

Miles of Wheeled 

Motorized Routes 

ALT 

A 

ALT 

B 

ALT 

C 

ALT 

D 

Open 

Restricted 

Closed 

19.6 

0.4 

0 

5.1 

3.4 

11.5 

4.1 

2.8 

13.2 

7.8 

3.4 

8.8 

Under Alternative B, 5.1 miles of BLM roads and trails 

would remain open that cross or are within 300 feet of 

streams or wet areas; 3.4 miles of roads and trails would 

have seasonal restrictions; and 11.5 miles of roads and 

trails near riparian areas would be closed. The noxious 

weed spread, streambank, and sediment delivery effects 

would continue as described in the Effects Common to 

All Alternatives section for the open roads. The BLM 

trail that travels up Woodchopper Gulch would be 

closed which would allow the serious erosion problem 

there to re-vegetate. Additionally, a number of smaller 

riparian areas would improve in condition from road and 

trail closures. Roads and trails most affecting riparian 

conditions along Ottawa Gulch, Empire Creek, and 

Towsley Gulch would remain open for access purposes. 

Alternative B would benefit riparian vegetation greater 

than Alternative A as the closed riparian roads would 

have some opportunity to revegetate and stabilize. 

Under Alternative C, 4.1 miles of BLM roads and trails 

would remain open that cross or are within 300 feet of 

streams or wet areas, 2.8 miles of roads and trails would 

have seasonal restrictions, and 13.2 miles of roads and 

trails near riparian areas would be closed. The noxious 

weed spread, streambank, and sediment delivery effects 

would continue as described in the Effects Common to 

All Alternatives section for the open roads. As under 

Alternative B, the BLM trail that travels up 

Woodchopper Gulch would be closed which would 

allow the serious erosion problem there to re-vegetate. 

Additionally, a number of smaller riparian areas would 

improve in condition from road and trail closures. Roads 

and trails most affecting riparian conditions along 

Ottawa Gulch, Empire Creek, and Towsley Gulch would 

remain open for access purposes. Alternative C would 

provide the most benefit to riparian vegetation than all 

other alternatives. 

Under Alternative D, 7.8 miles of BLM roads and trails 

would remain open that cross or are within 300 feet of 

streams or wet areas, 3.4 miles of roads and trails would 

have seasonal restrictions, and 8.8 miles of roads and 

trails near riparian areas would be closed. The noxious 

weed spread, streambank, and sediment delivery effects 

would continue as described in the Effects Common to 

556 Butte Draft RMP/EIS 
Environmental Consequences: Vegetative Communities 

 Riparian Vegetation 

All Alternatives section for the open roads. As under 

Alternatives B and C, the BLM trail that travels up 

Woodchopper Gulch would be closed which would 

allow the serious erosion problem there to re-vegetate. 

Additionally, a number of smaller riparian areas would 

improve in condition from road and trail closures. Roads 

and trails most affecting riparian conditions along 

Ottawa Gulch, Empire Creek, and Towsley Gulch would 

remain open for access purposes. Alternative D would 

provide greater benefits to riparian vegetation than 

Alternative A, but less than either Alternatives B or C. 

Cumulative Effects on Riparian 

Vegetation 

Noxious weed spread, mining, roads and trails, logging 

operations, and livestock grazing have affected riparian 

resource conditions in all TPAs, including the Lewis and 

Clark County NW TPA. Some of these factors continue 

to cause riparian area degradation primarily through 

direct disturbance or loss of riparian vegetation. Ground 

disturbance and loss of riparian vegetation facilitate 

erosion and sedimentation of streams. In the case of 

noxious weeds, they usually dominate riparian 

vegetation communities after some type of disturbance 

(such as roads, livestock grazing, mining, etc.) has 

reduced native vegetation. 

Anticipated subdivision growth on private lands will 

lead to more road construction and maintenance. More 

roads and development will increase severity of runoff 

events which in turn will cause more sediment delivery 

to creeks and streams. The additional sediment is likely 

to affect the functioning condition of some riparian areas 

by causing streambeds to aggrade at unnatural rates. 

Streambanks may also be affected if road placements do 

not allow for natural stream movements or meanders. 

Logging and forestry practices on public and private 

lands are subject to streamside management zone (SMZ) 

requirements designed to maintain water quality and 

riparian vegetation. The proposed Riparian Management 

Zones under Butte RMP Alternatives B and C would be 

wider than SMZs and activities in these areas would be 

designed to benefit riparian resources, thus providing 

more riparian protection and more targeted management 

of riparian vegetation in both forested and non-forested 

areas than under RMP Alternatives A and D. The 

disturbance associated with timber activities does have 

the potential to increase noxious weed spread which 

degrades riparian area function and health. On public 

lands noxious weed control is a standard feature of any 

ground disturbing activities whereas on private lands 

noxious weed control is variable. 

Livestock grazing will continue in the area and has the 

potential to impact riparian resource conditions. On 

BLM lands, ongoing rangeland health assessments and 

implementation of livestock grazing guidelines would 

continue to improve or maintain riparian vegetation 

health and vigor. On private lands, livestock grazing is 

expected to decline slowly as more ranch and farmland 

is subdivided. Riparian conditions may improve or 

degrade as management changes. 

Noxious weed control will continue on both public and 

private lands with varying degrees of success. To the 

extent that these efforts are successful, riparian 

conditions would improve because of the streambank 

protection gained from shrubby root systems and 

filtering capability of native riparian sedge and rush 

species. 

A molybdenum mine was started on private land above 

Bald Butte. The mine may expand on other private and 

public lands in the future. The mine is at the headwaters 

of American Gulch and Dog Creek. Mine road traffic 

and maintenance has the potential to add extra sediment 

into the Ottawa Gulch and Dog Creek drainages. 

Abandoned mine lands were reclaimed in the Empire 

Creek and Piegan Creek watersheds in the 1990’s. 

Riparian vegetation has recovered and improved in both 

drainages. 

A number of privately owned blocks of land in the Dog 

Creek and Ottawa Creek drainages were logged within 

the past 20 years. Riparian vegetation was impacted at 

that time but has recovered to some degree. 

Cumulatively the positive effects of Alternative B would 

be more than Alternative A. The closure and restrictions 

on 14.9 miles of roads would improve riparian 

conditions on several reaches. This may mitigate some 

of the predicted subdivision and potential mine road 

impacts. 

Cumulatively the positive effects of Alternative C would 

be more than under either Alternatives A or B. The 

closure and restrictions on 16 miles of roads would 

improve riparian conditions on several reaches. This 

may mitigate some of the predicted subdivision and 

potential mine road impacts. 

Cumulatively the positive effects of alternative D would 

be more than under Alternative A, but less than under 

either Alternatives B or C. The closure and restrictions 

on 11.4 miles of roads would improve riparian 

conditions on several reaches. This may mitigate some 

of the predicted subdivision and potential mine road 

impacts. 

Overall, because BLM roads make up only 4.7 percent 

of all roads in the TPA (under Alternative A), and BLM 

lands make up 4.2 percent of all lands in the TPA, the 

contributions to riparian vegetation benefits associated 

with closing riparian roads on BLM lands would be 

relatively minor at the scale of the entire Lewis and 

Clark County NW TPA. Activities on private lands (53 

percent of total acreage in TPA) and USFS lands (35 

percent of total acreage in TPA) would play a dominant 

role in determining riparian conditions at the scale of the 

entire TPA. 

Butte Draft RMP/EIS 557 
Chapter 4 

WILDLIFE 

Effects of Alternative A 

Under Alternative A, the Lewis and Clark TPA would 

have more considerably more open roads (64 miles) 

compared to the action alternatives and would have the 

highest actual road density in elk winter range, 2.6 

mi/mi2

 (Table 4-72) compared to the action alternatives. 

Open roads typically increase the level of recreation 

adjacent to roads. This can result in additional 

disturbance and displacement of wildlife species. Roads 

can also encourage the public to recreate in areas that 

had formerly been secluded. Roads can cause direct 

mortality to wildlife through road kill, prevent wildlife 

movement, create disturbance to wildlife via vehicular 

use, cause the spread of noxious weeds, reduce habitat 

and cause habitat fragmentation on the landscape. 

Permanent and temporary roads could negatively impact 

wildlife including special status species, particularly if 

roads are open during critical periods such as in lynx 

winter habitat and during the summer months within 

occupied grizzly bear habitat. 

High open road densities under Alternative A could 

result in the loss of year-round habitat and migration 

corridors, disturbance and displacement of wildlife, road 

kill and fragmentation of habitat. Wildlife, including 

special status species, that are especially sensitive to 

roads in the TPA include (but are not limited to) elk, 

grizzly bear, lynx, wolverine and some raptors. The 

detrimental effects of open road densities to wildlife 

under Alternative A could be minor to major and longterm. This alternative would have the greatest negative 

impacts to wildlife including special status species from 

open roads. 

Under Alternative A, this TPA would have substantially 

fewer acres of functional winter range (2,241 acres of 

area with low road density) compared to the action 

alternatives (Table 4-72). Alternative A would cause 

more disturbance and displacement of big game in 

winter range than all other alternatives. 

Table 4-72 

Decision Area Road Densities (mi/mi2

) within Elk 

Winter Range in the Lewis and Clark County NW 

Travel Planning Area by Alternative 

Actual 

Road 

Density 

Acres of 

Low 

Road 

Density 

Acres of 

Moderate 

Road 

Density 

Acres of 

High 

Road 

Density 

Alt. A 2.6 2,241 3,424 10,263 

Alt. B 0.9 4,945 4,283 7,060 

Alt. C 0.7 6,245 4,722 5,321 

Alt. D 1.2 3,828 4,597 7,862 

Low Density = 0-1 mi/mi2, Moderate Density = 1-2 mi/mi2 , 

High Density = >2 mi/mi2 

Under Alternative A, approximately 900 acres of the 

Lewis and Clark TPA would be closed to snowmobile 

use with the remaining 17,000 acres open for cross 

country snowmobile use. Snowmobiling occurs in both 

the Decision and Planning Areas and the use of 

snowmobiles could have substantial negative effects to 

wintering big game, lynx, wolverine other wildlife 

species. Cross-country snowmobile use could cause 

harassment of wildlife during the high stress winter 

season, which could lead to individuals leaving an area 

(temporarily or permanently) and/or an increase in stress 

that could lead to mortality. Alternative A would have 

more detrimental effects to wildlife from cross-country 

snowmobile use than the action alternatives. 

In evaluating impacts of travel planning on elk and other 

big game species, it is important to consider impacts on 

security habitat. Elk security is the inherent protection 

allowing elk to remain in an area despite increases in 

stress or disturbance associated with the hunting season 

or other human activities. Security habitat includes 

blocks of nonlinear forested habitats greater than 250 

acres in size that are at least 0.5 mile from an open road. 

Security habitat should also consist of larger trees 

(greater than 8 inches DBH) with vegetation dense 

enough to hide an adult elk. Under Alternative A, there 

would be no functional security habitat for big game 

species on BLM lands (Table 4-73). All of the action 

alternatives provide at least some security habitat on 

BLM lands. 

Table 4-73 

Decision Area Acres of Big Game Security 

Habitat in the Lewis and Clark County NW 

Travel Planning Area by Alternative 

A B C D 

Lewis and Clark 

County NW TPA 0 1,510 2,183 701 

Core areas are areas large enough for wildlife (especially 

animals with large home ranges such as carnivores and 

big game) to forage and reproduce. Subcore areas are 

areas that could act as stepping stones for wildlife as 

they move through the region. Within all lands of the 

Lewis and Clark TPA there are approximately 236,024 

acres identified as “core/subcore” habitat. In 

core/subcore habitat under Alternative A, there would be 

65,283 acres with low road density, 37,754 acres with 

moderate road density and 132,987 acres with high road 

density in the TPA for all land ownerships. Alternative 

A would provide the lowest quality core and subcore 

habitat across the landscape of all the alternatives due to 

open roads. 

558 Butte Draft RMP/EIS 
Environmental Consequences: Wildlife 

On BLM lands, there are approximately 12,349 acres in 

core/subcore habitat. Under Alternative A, there would 

be 1,244 acres with low road density, 2,419 acres with 

moderate road density, but the majority of acres have 

high road density (8,685 acres), within core and subcore 

habitat. On BLM lands, Alternative A would provide 

substantially lower quality habitat in core and subcore 

habitat due to open roads of all alternatives. 

Wildlife corridors are areas of predicted movement 

within or between core and subcore areas. Within the 

Lewis and Clark TPA there are no areas in the TPA 

mapped as high quality wildlife movement corridors. 

There are 20,184 acres mapped as moderate quality 

movement corridors throughout the entire TPA. In 

moderate quality movement corridors under Alternatives 

A, B and D there would be 13,715 acres with low road 

density, 4,674 acres with moderate road density, and 

1,795 acres would have high road densities. These 

alternatives would have fewer acres with low road 

density and more acres with high road density compared 

to Alternative C at the landscape level. 

On BLM lands in the TPA there are only 831 acres 

mapped as moderate quality movement corridors. Under 

Alternatives A, B and D there would be 360 acres with 

low road density, 89 with moderate density, and 381 

with high road density in moderate quality movement 

corridors. These alternatives would have fewer acres 

with low road density and more acres with high road 

density compared to Alternative C on BLM lands. 

Riparian areas provide crucial habitat and critical travel 

corridors for wildlife including special status species. 

Riparian areas also provide a refuge for native plants and 

animals in times of stress such as drought or fire. Roads 

in riparian areas can prevent use of these crucial areas by 

wildlife, limit use or cause loss of habitat. Under 

Alternative A there would be 19.6 miles of open roads 

(roads within 300 feet of streams) in riparian areas. 

Road densities within occupied grizzly bear habitat were 

analyzed using a moving windows analysis, which can 

more accurately evaluate road density. Table 4-74 

displays the results of the moving windows analysis 

within the Lewis and Clark TPA in both the Planning 

and Decision Areas. The moving windows analysis 

displays the acres in low, moderate and high road 

densities. Higher densities of open roads can impact the 

quality and quantity of grizzly bear habitat. Research has 

indicated that grizzly bears underutilize habitat near 

roads and other human activities (Mace et al. 1996; 

McLellan and Shackleton 1989). Restricting motorized 

access can aid in minimizing negative impacts on bears 

related to disturbance and interactions with humans. 

As shown on Table 4-74, occupied grizzly bear habitat 

in the Lewis and Clark TPA is dominated by acres with 

high road density in both the Planning and Decision 

Areas. However, the percentage of acres with low road 

densities is greater in the Planning Area (21 percent) 

compared to the Decision Area (6 percent). Alternative 

A would have substantially fewer acres with low road 

density compared to the action alternatives and would 

have the greatest negative effects to grizzly bears and 

other special status species from open roads. 

The actual road density on BLM lands within occupied 

grizzly bear habitat overlaying the Lewis and Clark TPA 

would be 2.4 mi/mi2

 under Alternative A. Alternative A 

would have the highest road density in occupied grizzly 

bear habitat of all the alternatives and would have road 

densities above those recommended by MFWP. 

Montana Fish, Wildlife and Parks recommends that land 

management agencies manage for an open road density 

of 1 mi/mi2

 or less in grizzly bear habitat (this is 

consistent with MFWP’s statewide Elk Management 

Plan guidelines as well). 

Because Alternative A would have the least amount of 

closed roads compared to the action alternatives, this 

alternative would have higher road densities within 

occupied grizzly bear habitat of the Lewis and Clark 

TPA in both the Planning and Decision Areas than the 

action alternatives and would result in more negative 

effects to grizzly bears from open roads. 

Effects of Alternative B 

Under Alternative B, the Lewis and Clark TPA would 

have substantially fewer open roads (28 miles) compared 

to Alternative A (64 miles). Of the 28 miles of open 

roads, only 13.8 miles would be open year-round and the 

remaining 14.3 miles would be seasonally restricted. 

Alternative B would have more open roads than 

Alternative C (20 miles) but less than Alternative D (34 

miles). Alternative B would decrease harassment to 

Table 4-74 

Road Density within the Northern Continental Divide Ecosystem Distribution Zone of Grizzly Bear 

Travel Plan 

Area 

Low Density 

(0-1 mi/mi2

) 

Moderate Density 

(1-2 mi/mi2) 

High Density 

(2-3 mi/mi2) 

A B C D A B C D A B C D 

Lewis and 

Clark TPA 

Planning Area 

64,231 67,482 68,256 66,028 82,972 84,436 84,370 84,878 158,291 148,752 146,901 150,781 

Lewis and 

Clark TPA 

Decision Area 

665 3,097 3,781 1,976 2,348 3,563 3,650 3,696 9,059 3,390 2,660 4,635 

Butte Draft RMP/EIS 559 
Chapter 4 

wildlife during all seasons of use but especially during 

the winter and spring compared to Alternatives A and D. 

This alternative would also improve habitat and reduce 

fragmentation more than Alternatives A and D, but less 

than Alternative C. 

Under Alternative B, the actual road density in elk 

winter range in the Lewis and Clark TPA would be 0.9 

mi/mi2

, less than the maximum of 1 mi/mi2 

recommended by FWP in big game winter range. This is 

substantially lower than the road density under 

Alternative A, 2.6 mi/mi2

, slightly higher than 

Alternative C (0.7 mi/mi2

) and higher than Alternative D 

(1.2 mi/mi2

) (Table 4-72). 

Under Alternative B, this TPA would have more BLM 

acres of functional winter range (4,945 acres in the low 

road density category) compared to Alternative A (2,241 

acres), less than Alternative C (6,245 acres) and more 

than Alternative D (3,828 acres) (Table 4-72). 

Alternative B would improve the quality and quantity of 

winter range in the Lewis and Clark TPA compared to 

Alternatives A and D but would have substantially fewer 

beneficial effects to winter range than Alternative C. 

All alternatives would have 888 acres closed to cross 

country snowmobile use. Alternatives B and D would 

have 12,650 acres open to cross country snowmobile use 

which would be lower than the acres open under 

Alternative A (16,111 acres) but substantially more than 

would be open under Alternative C (0). Alternatives B 

and D would limit snowmobile use on 3,460 acres to 

open roads (49 miles). Alternatives B and D would have 

fewer negative effects to big game and other wildlife 

species than Alternatives A, but could have considerably 

more negative effects compared to Alternative C. 

The amount of big game security habitat would be low, 

but still greater under Alternative B (1,510acres) than 

Alternative A which would have no functional security 

habitat, and Alternative D which would have only 701 

acres (Table 4-73). Alternatives B would increase 

security habitat for big game more than Alternatives A 

and D. 

For all land ownerships, Alternative B would increase 

the amount of core and subcore habitat with low road 

density to 68,109 acres, compared to 65,283 acres under 

Alternative A. Alternative B would also increase the 

acreage with moderate road density (38,719 acres) over 

Alternative A (37,754 acres), but would decrease 

acreage with high road density (129,195 acres) 

compared to Alternative A (132,987 acres). Alternative 

B would substantially improve core and subcore habitat 

across the landscape more than Alternatives A and D but 

less than Alternative C. 

On BLM lands in core/subcore habitat, Alternative B 

would substantially increase the acreage with low road 

density (3,608 acres) compared to Alternative A (1,244 

acres). Alternative B would also increase the acreage 

with moderate road density to 3,022 acres compared to 

Alternative A (2,419 acres) and would reduce the 

acreage with high road density to 5,719 acres compared 

to the 8,685 acres found under Alternative A. 

Alternative B would substantially improve core and 

subcore habitat on BLM lands in the TPA more than 

Alternatives A and D but less than Alternative C. 

Effects of Alternative B on wildlife movement corridors 

would be the same as under Alternative A. Alternative B 

would protect and restore more riparian habitat than 

Alternative A by reducing the miles of open roads in 

riparian acres to 5.1 miles (from 19.6 under Alternative 

A).Alternative B would allow for more breeding, 

foraging and hiding habitat as well as improve more 

movement corridors for a wide variety of species than 

Alternatives A and D but less than Alternative C. 

Under Alternative B, the actual road density within 

occupied grizzly bear habitat of the Lewis and Clark 

TPA and the Decision Area would be lower than under 

Alternatives A and D, but higher than under Alternative 

C. Under Alternative B, road densities in occupied 

grizzly bear habitat within the Lewis and Clark TPA 

would be 0.8 mi/mi2 within the Decision Area. This 

would be below MFWP’s maximum recommended road 

density in grizzly bear habitat of 1 mi/mi2

. 

Road densities and open roads can impact the quality 

and quantity of grizzly bear habitat. Research has 

indicated that grizzly bears underutilize habitat near 

roads and other human activities (Mace et al. 1996; 

McLellan and Shackleton 1989). Restricting motorized 

access can aid in minimizing negative impacts on bears 

related to disturbance and interactions with humans. 

Under Alternative B, grizzly bear habitat with acres of 

low road density within the Decision Area of the Lewis 

and Clark County NW TPA would be 26 percent (3,097 

acres) of the total available habitat (Table 4-74). This 

would be a higher percentage of acres with low road 

densities compared to those available at the Planning 

Area level scale within the Lewis and Clark TPA (22 

percent). This would be substantially more acres in low 

road densities than Alternative A (665 acres).Grizzly 

bears generally adjust to disturbance associated with 

roads by avoiding the area. This results in a reduction in 

the amount of habitat available to the bears in heavily 

roaded areas. Roads also provide increased access into 

remote areas and encourage human settlement, 

recreational use, and other land uses. These activities 

can increase the frequency of human-bear conflicts and 

ultimately reduce habitat availability and grizzly 

populations. By increasing low road density areas, 

Alternative B would provide more suitable habitat for 

grizzly bears than Alternatives A and D but less suitable 

habitat compared to Alternative C (Table 4-74). 

Effects of Alternative C 

Under Alternative C, the Lewis and Clark TPA would 

have substantially fewer open roads (20 miles) compared 

to Alternative A (64 miles). Of the 20 miles of open 

560 Butte Draft RMP/EIS 
Environmental Consequences: Wildlife 

roads, only 8.0 miles would be open year-round and the 

remaining 12 miles would be seasonally restricted. 

Alternative C would also have fewer open roads than 

Alternative B (28 miles) and Alternative D (34 miles). 

Alternative C would decrease harassment to wildlife 

during all seasons of use but especially during the winter 

and spring more than all other alternatives. This 

alternative would also improve habitat and reduce 

fragmentation more than all other alternatives. 

Under Alternative C, the actual road density in elk 

winter range in the Lewis and Clark TPA would be 0.7 

mi/mi2

, less than the maximum of 1 mi/mi2 

recommended by FWP in big game winter range. . This 

is substantially lower than the road density under 

Alternative A (2.6 mi/mi2

), slightly lower than 

Alternative B (0.9 mi/mi2

), and higher than Alternative 

D (1.2 mi/mi2

) (Table 4-72). 

Under Alternative C, this TPA would have substantially 

more BLM acres of functional elk winter range (6,245 

acres in low road density areas) compared to Alternative 

A (2,241 acres) and Alternative D (3,828 acres). This 

alternative would also have more acres of functional 

winter range than Alternative B (4,945 acres) (Table 

4-72). Alternative C would improve the quality and 

quantity of winter range in the Lewis and Clark TPA 

more than all other alternatives. 

As with Alternatives A, B and D, this alternative would 

have 888 acres closed to cross country snowmobile use. 

The remaining 16,111 acres would be limited to use on 

open routes (8 miles). This would greatly reduce the 

negative effects associated with snowmobile use to big 

game and other wildlife species more than all other 

alternatives because there would be no acreage open to 

cross country use. 

Under Alternative C, the amount of big game security 

habitat on BLM lands (2,183 acres) would be greater 

than under any other alternative (Table 4-73). 

For all land ownerships, Alternative C would increase 

the acreage of core and subcore habitat with low road 

density to 69,476 acres, compared to 68,109 acres under 

Alternative B and 65,283 acres under Alternative A. The 

acreage with moderate road densities would be similar 

under both Alternatives C and B (38,924 and 38,719 

acres, respectively), but would be an increase over 

Alternative A (37,754 acres). Alternative C would 

decrease the acreage in high road density to 127,624 

acres, which would be lower than Alternative B 

(129,195 acres) and Alternative A (132,987 acres). 

Alternative C would substantially improve core and 

subcore habitat across the landscape more than all other 

alternatives. 

On BLM lands in core/subcore habitat, Alternative C 

would substantially increase the acreage with low road 

density (4,640 acres) compared to Alternative A (1,244 

acres) and Alternative B (3,608 acres). Alternatives C 

and B would have similar acreages with moderate road 

density (3,079 acres and 3,022 acres, respectively), 

which would be more than Alternative A (2,419 acres). 

Alternative C would also decrease the acreage with high 

road density to 4,631 acres, which would be lower than 

both Alternative A (8,685 acres) and Alternative B 

(5,719 acres). Alternative C would substantially improve 

core and subcore habitat on BLM lands in the TPA more 

than all other alternatives. 

For all land ownerships in moderate quality movement 

corridors, Alternative C would increase the acreage with 

low road density to 13,812 acres, increase the acreage 

with moderate road density to 5,009 acres, and decrease 

the acreage with high road density to1,363 acres. 

Alternatives A, B and D would have the same acreages 

with low (13,715 acres), moderate (4,674 acres), and 

high (1,795 acres) road densities. 

Under Alternative C, BLM lands in moderate quality 

movement corridors would have more acreage with low 

road density (444 acres), more acreage with moderate 

road density (383 acres), and less acreage with high road 

density (3 acres) compared to Alternatives A, B and D. 

Alternatives A, B and D would have the same acreages 

in low 360 acres), moderate (89 acres), and high (381 

acres) road densities. Alternative C would improve the 

quality of movement corridors more than all other 

alternatives. 

Alternative C would protect and restore more riparian 

habitat than Alternative A by reducing the mileage of 

open roads in riparian areas to 4.1 miles (from 19.6 

under Alternative A). Alternative C would also have 

fewer open roads in riparian area than Alternative B (5.1 

miles) and Alternative D (7.8 miles). Alternative C 

would allow for more breeding, foraging and hiding 

habitat as well as improve more movement corridors for 

a wide variety of species than all other alternatives. 

Under Alternative C, the actual road density within 

occupied grizzly bear habitat of the Lewis and Clark 

TPA and the Decision Area would be lower than with all 

other alternatives. Under Alternative C, road densities in 

occupied grizzly bear habitat within the Lewis and Clark 

TPA would be 0.6 mi/mi2 within the Decision Area. This 

would be well below the maximum road densities 

recommended by MFWP of 1 mi/mi2

 or less in grizzly 

bear habitat. 

Within occupied grizzly bear habitat, the number of 

acres with low road density in the Lewis and Clark TPA 

would be 31 percent (3,781 acres) of total available 

habitat (Table 4-74). This would be higher than the 

percent of habitat available at the Planning Area scale 

(22 percent). Alternative C would have substantially 

more BLM acres with low road density in occupied 

grizzly bear habitat than Alternative A (665 acres) and 

moderately more than Alternative D (1,976 acres). 

Alternative C would provide slightly more acres with 

low road density compared to Alternative B (3,097 

acres). 

Butte Draft RMP/EIS 561 
Chapter 4 

Through travel management, Alternative C would 

provide the greatest benefit to grizzly bears and other 

special status species by reducing fragmentation of 

habitats, protecting larger blocks of habitat and reducing 

disturbance in occupied grizzly bear habitat. 

Effects of Alternative D 

Under Alternative D, the Lewis and Clark TPA would 

have considerably fewer open roads (34 miles) 

compared to Alternative A (64 miles). Of the 34 miles of 

open roads, 19.6 miles would be open year-round and 

the remaining 14.5 miles would be seasonally restricted. 

Alternative D would have more open roads than 

Alternative B (28 miles) and Alternative C (20 miles). 

Alternative D would allow more harassment to wildlife 

during all seasons of use, especially during the winter 

and spring, than Alternatives B and C but less than 

Alternative A. This alternative would also improve 

habitat and reduce fragmentation more than Alternative 

A but less than Alternatives B and C. 

Under Alternative D, the actual road density in elk 

winter range in the Lewis and Clark TPA would be 1.2 

mi/mi2

, more than the 1 mi/mi2 recommended by MFWP 

in big game winter range.. This is lower than the road 

density under Alternative A (2.6 mi/mi2

), but higher than 

Alternative B (0.9 mi/mi2

) and Alternative C (0.7 

mi/mi2

) (Table 4-72). 

Under Alternative D, this TPA would have more BLM 

acres of functional winter range (3,828 acres in low road 

density areas) compared to Alternatives A (2,241 acres) 

but considerably less than Alternative B (4,945 acres) 

and Alternative C (6,245 acres) (Table 4-72). 

Alternative D would improve the quality and quantity of 

winter range in the Lewis and Clark TPA more than 

Alternative A but would have substantially fewer 

beneficial effects to winter range than Alternatives B 

and C. 

Effects associated with snowmobile use under 

Alternative D would be the same as under Alternative B. 

The amount of big game security habitat on BLM lands 

would be low under Alternative D with 701 acres, but 

more than under Alternative A which would have no 

functional acres of security habitat. Alternative D would 

have fewer acres of security habitat than any other action 

alternative (Table 4-73). 

For all land ownerships in core and subcore habitat, 

Alternative D would have more acreage with low road 

density (66,988 acres) compared to Alternative A 

(65,283 acres). Alternative D, however, would have 

fewer acres with low road density compared to 

Alternative B (68,109 acres) and Alternative C (69,476). 

The acreage with moderate road density under 

Alternative D (39,136 acres) would be more than with 

Alternative A (37,754 acres), Alternative B (38,719 

acres) and Alternative C (38,924 acres). Alternative D 

would have fewer acres (129,900) with high road density 

than Alternative A (132,987 acres) but would have more 

acres with high road density than Alternatives B 

(129,195) and Alternative C (127,624). Alternative D 

would improve core and subcore habitat across the 

landscape more than Alternative A but less than 

Alternatives B and C. 

On BLM lands in core/subcore habitat, Alternative D 

would increase the acreage with low road density (2,706 

acres) compared to Alternative A (1,244 acres), but 

would have considerably fewer acres with low road 

density than Alternative B (3,608 acres) and Alternative 

C (4,640 acres). Alternative D would have more acreage 

with moderate road density (3,192 acres) than 

Alternative A (2,419 acres), but less than either 

Alternative B or Alternative C. Alternative D would 

decrease the acreage with high road density to 6,452 

acres compared to Alternative A (8,685 acres), but 

would have more acres with high road density than 

Alternative B (5,719 acres) and Alternative C (4,631 

acres). Alternative D would improve core and subcore 

habitat on BLM lands in the TPA more than Alternative 

A but less than Alternatives B and C. 

Effects of Alternative D on wildlife movement corridors 

would be the same as under Alternatives A and B. 

Alternative D would protect and restore more riparian 

habitat than Alternative A by reducing the miles of open 

roads in riparian areas to 7.8 miles (from 19.6 under 

Alternative A). Alternative D would have more open 

roads in riparian areas than Alternative B (5.1 miles) and 

Alternative C (4.1 miles). Alternative D would allow for 

more breeding, foraging and hiding habitat as well as 

improve more movement corridors for a wide variety of 

species than Alternative A but less than Alternatives B 

and C. 

The actual road density, under Alternative D, in 

occupied grizzly bear habitat within the Lewis and Clark 

TPA would be 1.3 mi/mi2 within the Decision Area. This 

would be above the maximum MFWP recommended 

road density in occupied grizzly bear habitat of 1 mi/mi2

. 

Under Alternative D, the percent of total available 

grizzly bear habitat with low road density in the Lewis 

and Clark TPA would be 19 percent (1,976 acres) 

(Table 4-74). This would be a lower percentage 

compared to the percentage available at Planning Area 

scale (22 percent). Alternative D would have more acres 

in low road density in occupied grizzly bear habitat than 

Alternative A (665 acres), but substantially fewer acres 

than Alternative B (3,097 acres) and Alternative C 

(3,781 acres). 

Alternative D would provide more acres of suitable 

habitat for grizzly bears than Alternative A but fewer 

acres of suitable habitat compared to Alternatives B and 

C. 

Cumulative Effects on Wildlife 

Wildlife habitat in the Lewis and Clark TPA has been 

affected by roads, historic and current mining, timber 

562 Butte Draft RMP/EIS 
Environmental Consequences: Wildlife 

harvest, weed infestations, urbanization and 

development, recreation, power line corridor 

development, and communication sites. 

The majority of BLM managed routes for the Lewis and 

Clark TPA are located in and around the town of 

Marysville, located approximately 25 miles northwest of 

Helena. The Marysville area is experiencing increased 

residential development, but to a lesser extent than the 

central Helena Valley area. Much of the use in the 

Marysville area (especially winter use) comes from 

Helena Valley residents. The Helena Valley has been 

experiencing steady population growth. This trend is 

expected to continue, along with increased recreational 

use of this travel planning area. The remaining BLMmanaged routes are located in 3 sub-planning areas: 

Stemple Pass, Sieben Ranch, and Lincoln. 

Recreation use is well established in the TPA, especially 

for winter sports. Winter sport activities include: 

snowmobiling, downhill skiing (Great Divide Ski Area), 

backcountry skiing, ski racing, snowboarding, and 

snowshoeing. An extensive network of roads and trails 

support a wide range of off-season activities, including: 

camping, hunting, target practice, hiking, jogging, 

horseback riding, mountain bike riding, and motorized 

use (motorcyclists, OHV riders, and 4-wheel drive 

enthusiasts). As recreation use grows, conflicts between 

non-motorized and motorized recreation users could lead 

to increased public demands for either more, or less 

motorized use. 

Since 1977, approximately 3,360 mining claims have 

been active throughout the Marysville area. Currently, 

only 40 claims are active, including the Bald Butte 

Mine, an open cut molybdenum mine. While currently a 

small scale operation (5 acres), there is a strong 

likelihood that Bald Butte will expand to approximately 

30 acres in the future with roughly 5 acres on BLM 

lands. Activity began in 2006, and is anticipated to 

continue until at least 2015. Increases in mineral prices 

could lead to additional increased or renewed mining 

activity. 

In the TPA, there are 17 power lines and 4 pipelines. 

There are eight existing communication sites in the TPA 

but, in the future, communication sites on BLM lands 

will be restricted to existing sites. No future 

communication sites are expected in the TPA on BLM 

lands but they could occur on private or other public 

lands. There is the potential for future power lines and 

pipelines to be built in this TPA. 

There are approximately 44 rights-of-way (ROW) in the 

TPA and applications for ROW permits to access private 

property or for commercial development are likely to 

increase in the future. As a result, public access to BLM 

lands could increase. Fewer ROWs would be expected 

under Alternative A because more BLM roads would 

remain open under this alternative. Alternative B would 

be expected to have fewer ROWs than Alternative C but 

more than Alternatives A and D. Alternative C would be 

expected to have the most ROWs and, of the action 

alternatives, Alternative D would have the fewest. 

From 1981-2004 there have been 14 wildland fires that 

burned 83 acres of BLM lands (it is unknown how many 

acres burned in the entire TPA). Seven of the fires were 

identified as human-caused and these fires burned the 

majority of the BLM acres (75). Fuels reduction 

activities could occur around the town of Marysville. 

Timber harvest has occurred on approximately 130 acres 

of BLM lands in the TPA over the last 23 years and 

there have been approximately 70 acres of timber 

salvage. Vegetative treatments on BLM lands have had 

minor effects to wildlife habitat in the TPA. However, 

timber harvest, salvage, past mining activities and 

development on private lands have altered the landscape 

and may have caused a decline in the quality and 

quantity of wildlife habitat in the TPA. 

Noxious weeds and non-native invasive species are well 

established and spreading rapidly in the TPA. Motorized 

activities play a large role in the distribution of noxious 

weeds. The cumulative effects of the spread of noxious 

weeds from open roads would be greater under 

Alternative A than all other alternatives. Alternative A 

would result in more wildlife habitat being lost or 

degraded due to noxious weed infestations compared to 

the action alternatives. Alternative B would have fewer 

open roads than Alternatives A and D resulting in fewer 

infestations of noxious weeds. Alternative C would close 

the most roads and would have the fewest cumulative 

effects from loss of habitat due to noxious weeds of all 

alternatives. Open roads and development adjacent to 

BLM lands and the substantial amount of public use this 

area receives would still allow for the spread of noxious 

weeds. 

Fragmentation of BLM lands in the TPA (only 4 percent 

in BLM ownership); open roads on BLM lands (about 

68 miles), on private lands (about 900 miles) and other 

public lands (about 480 miles); as well as adjacent 

development has reduced the quality of wildlife habitat 

within the TPA. Large blocks of Forest Service lands 

(35 percent of TPA) are found in the TPA and do 

provide high quality wildlife habitat. However, open 

Forest Service roads as well as roads and development 

throughout the rest of the TPA cause disturbance to 

wildlife along with fragmentation and loss of habitat in 

the TPA. Roads are associated with nearly every type of 

activity that has the potential to occur in the TPA 

including vegetation treatments, timber salvage, mining, 

access to private lands (ROWs), fire suppression, power 

line corridors, and recreation. Open roads in the 

Planning Area would likely increase due to development 

and management of private lands. Alternative A would 

have the greatest negative cumulative effects to wildlife 

and wildlife habitat from open roads with 64 miles of 

open roads. Alternative B would have fewer negative 

cumulative effects with 28 miles of open road than 

Butte Draft RMP/EIS 563 
Chapter 4 

Alternatives A and D (34 miles) but more than 

Alternative C (20 miles). 

Of the action alternatives, Alternative C would have the 

most beneficial cumulative effects by reducing habitat 

fragmentation, restoring habitat and reducing 

disturbance. Alternative B would be more beneficial 

than Alternatives A and D but less than Alternative C. 

Historic and recent timber cutting (mostly on private 

lands), timber salvage, past and present mining activity 

and firewood gathering in the TPA have reduced the 

amount of suitable snag habitat for cavity nesting 

species. Alternative A would allow a substantial amount 

of access to the area for firewood cutting that would 

continue to prevent snag recruitment for snag dependant 

species and minimize the amount of down woody 

material. Alternative B would protect more snag and 

down wood habitat from loss due to firewood cutting 

than Alternatives A and D, but would protect less of this 

habitat type than Alternative C. 

In the Lewis and Clark TPA high road densities in both 

the Decision and Planning Areas have prevented BLM 

lands from a providing suitable security habitat for big 

game during the hunting seasons under Alternative A. 

Alternatives B and C would provide the most security 

habitat for big game on BLM lands (1,510 and 2,183 

acres, respectively) and Alternative D would provide 

701 acres. Security habitat would still be limited on 

private (unless closed to hunting) and other public lands. 

The reduction of open roads during the hunting season 

would help mitigate for the loss of security habitat on 

adjacent lands under Alternatives B and C. 

Approximately 58 percent of the TPA is mapped as core 

and subcore habitat. All of the core and subcore habitat 

is in the western half of the TPA and is predominately 

Forest Service lands. Fragmentation of habitat due to 

development of private lands, open roads, and 

disturbance, has impacted the quality of core/subcore 

habitat and wildlife movement corridors in the TPA. 

Habitat mapped as core and subcore habitat and wildlife 

movement corridors having high road densities would 

continue to be of lower value to wildlife under 

Alternative A. An increase in open roads in both the 

Decision and Planning Areas could result in a loss of 

core and subcore habitat under all alternatives but, 

especially, Alternative A. Although core/subcore habitat 

and wildlife movement corridors would continue to be 

impacted by development on private lands, Alternatives 

B and C would allow more BLM lands to function as 

core/subcore habitat and wildlife movement corridors. 

Alternatives B and C would have fewer negative 

cumulative effects to core/subcore and wildlife habitat 

than Alternatives A and D. 

The cumulative effects of high road densities would 

continue to negatively affect wildlife species during the 

breeding season more under Alternative A than under 

the action alternatives. Alternatives B and C would have 

the most beneficial cumulative effects to wildlife during 

the breeding season compared to Alternative D and, 

especially, Alternative A. 

FISH 

For the sake of this discussion, “open” roads include 

roads that are open with seasonal restrictions as well as 

roads that are open yearlong. Roads identified as 

“closed” within 300 feet of streams also include roads 

that would be “decommissioned” in these areas by 

alternative. Effects to water quality described in the 

Water Resources section would affect fish populations 

and fish habitat quality. Analyses described and 

tabulated in the Water Resources section are referred to 

in the context of effects to fish in the discussion below. 

Effects of Alternative A 

Under Alternative A, the Lewis and Clark TPA would 

have considerably more open roads (64 miles) compared 

to the action alternatives. Roads can have a wide range 

of effects on fish and fish habitat. These effects would 

include, but are not limited to, increased sedimentation 

from road construction and vehicle use, increased runoff, 

changes in surface water and drainage patterns from 

stream crossings, conduits for noxious weeds, loss of 

riparian vegetation, potential decreases in stream 

shading that could lead to water temperature increases, 

and changes in local fish populations when culverts are 

impassable and limit fish migration. 

Watershed (or hydrologic) function can be used as an 

indicator of relative risk or impacts to fish habitat. 

Generally, watersheds with high road densities often 

have the largest negative effects on fish and aquatic 

resources. To determine the effects on watershed 

function, a moving windows analysis was conducted on 

BLM lands to look at the miles of roads that would be 

decommissioned and removed from the landscape for 

each alternative. During this analysis, it was assumed 

that even though closing roads would improve watershed 

function, closed roads would remain on the landscape 

and could still have negative impacts to water quality 

and prevent or impede the restoration of riparian 

vegetation. Under Alternative A, there would be 2,614 

acres with low road density, 3,444 acres with moderate 

road density and 10,979 acres with high road density on 

BLM lands in the TPA (Table 4-69). Alternative A 

would have fewer acres with low road density and more 

acres with high road density than the action alternatives. 

This alternative would be expected to have greater 

overall negative effects to watershed function due to 

roads than the action alternatives. For this discussion, 

road miles within 300 feet of fish bearing streams would 

be considered an indicator of direct effects to fish habitat 

and fish populations. Under Alternative A, there would 

be 0 miles of closed road and 7.4 miles of open road 

within 300 feet of fish bearing streams on BLM lands. 

Alternative A would have 2.1-2.6 fewer miles of closed 

roads (and the same number more of open road miles) 

564 Butte Draft RMP/EIS 
Environmental Consequences: Fish 

adjacent to fish bearing streams than the action 

alternatives. Of the 7.4 miles of open road adjacent to 

fish bearing streams under Alternative A, 4.6 miles are 

along streams with BLM special status fish species (bull 

trout and/or westslope cutthroat trout). Alternative A 

would have more long-term negative impacts to 

westslope cutthroat trout (the effects to bull trout would 

be the same for all alternatives) as well as to other fish 

species than the action alternatives. 

Perennial non-fish bearing streams contribute to fish 

habitat indirectly by serving as conduits for watershed 

products (water, sediment, nutrients, contaminants, and 

in some cases woody material) to fish bearing streams. 

Under Alternative A, there would be 0.1 miles of closed 

road and 5.1 miles of open road within 300 feet of 

perennial non-fish bearing streams on BLM lands in the 

TPA. Alternative A would have substantially more miles 

of open road adjacent to perennial streams than 

Alternatives B (1.7 miles), C (1.4 miles) and D (2.5 

miles). 

This alternative would have the greatest negative 

impacts to fish and aquatic resources from open roads. 

Effects of Alternative B 

Under Alternative B, the Lewis and Clark TPA would 

have substantially fewer open roads (28 miles) compared 

to Alternative A (64 miles). Alternative B would have 

more open roads than Alternative C (20 miles) but less 

than Alternative D (34 miles). 

In the context of watershed function, Alternative B 

would have approximately 461 more acres in the low 

road density category, 1,082 more acres in the moderate 

road density category, and 1,543 fewer acres in the high 

road density category on BLM lands than Alternative A 

(Table 4-69). Alternative B would contribute to 

improved watershed function more than Alternative A. 

This analysis does consider “decommissioned” roads, 

but does not consider “closed” roads as contributing to 

watershed function. Even though closed roads could still 

have adverse effects to aquatic habitats, these roads have 

more potential to become revegetated and lessen 

sedimentation and runoff, and restore riparian vegetation 

(thus contributing to improved fish habitat conditions) 

than open roads. Under Alternative B, there would be 

approximately 23 more miles of closed roads than under 

Alternative A, an additional indication that Alternative B 

would pose less of an impact to fish habitat than 

Alternative A. Alternatives B and D would have 2.1 

miles of closed road and 5.3 miles of open road within 

300 feet of fish bearing streams on BLM lands. Of the 

5.3 miles of open roads, 3.2 miles would be adjacent to 

streams with special status species (westslope cutthroat 

trout and/or bull trout). Alternative B would reduce 

effects to fish bearing streams (including streams with 

special status species) more than Alternative A because 

all of these riparian roads would remain open under 

Alternative A. Alternative B would contribute fewer 

indirect effects to fish habitat associated with roads 

within 300 feet of perennial non-fish bearing streams 

than Alternative A. Under Alternative B there would be 

3.3 miles of closed road and 1.7 miles of open road in 

these riparian areas on BLM lands. This would pose less 

impact to these areas than under Alternative A where all 

5.0 miles would be open. 

Alternatives B would have fewer road-related adverse 

effects to fish and aquatic habitats than Alternative A. 

Effects of Alternative C 

Under Alternative C, the Lewis and Clark TPA would 

have substantially fewer open roads (20 miles) compared 

to Alternative A (64 miles). Alternative C would also 

have fewer open roads than Alternative B (28 miles) and 

Alternative D (34 miles). 

In the context of watershed function, Alternative C 

would result in approximately 79 more acres in the low 

road density category, 632 more acres in the moderate 

road density category, and 711 fewer acres in the high 

road density category on BLM lands than Alternative A 

(Table 4-69). This alternative would have 382 fewer 

acres in the low road density category, 450 more acres in 

the moderate road density category, and 832 more acres 

in the high road density category than Alternative B. 

Under Alternative C there would be approximately 38 

more miles of closed roads than under Alternative A, 

and about 15 more miles of closed roads than under 

Alternative B. Alternative C would lessen effects to fish 

habitat through improved watershed function more than 

Alternative A, but less than Alternative B. Alternative C 

would have the most miles of closed roads (2.6) and the 

fewest miles of open roads (4.8) within 300 feet of fish 

bearing streams on BLM lands of all alternatives. Of the 

4.8 miles of open roads, 2.9 miles would be adjacent to 

streams with special status species (westslope cutthroat 

trout and/or bull trout). In terms of direct effects from 

roads adjacent to fish bearing streams, Alternative C 

would have the most benefits to fish habitat of all 

alternatives. 

Alternative C would contribute fewer indirect effects to 

fish habitat associated with roads within 300 feet of 

perennial non-fish bearing streams on BLM lands than 

all other alternatives. Under Alternative C there would 

be 3.6 miles of closed road and 1.4 miles of open road 

within 300feet of perennial non-fish bearing streams on 

BLM lands in the TPA. This is a range of 0.3-3.6 more 

closed road miles in these areas than under the other 

alternatives. 

Alternative C would provide more benefits to fish and 

aquatic habitats associated with roads in close proximity 

to streams than any other alternative. This alternative 

would provide less benefit to aquatic resources from 

improvements to hydrologic function than Alternative B, 

but more than Alternative A. 

Butte Draft RMP/EIS 565 
Chapter 4 

Effects of Alternative D 

Under Alternative D, the Lewis and Clark TPA would 

have considerably fewer open roads (34 miles) 

compared to Alternative A (64 miles). Alternative D 

would have more open roads than Alternative B (28 

miles) and Alternative C (20 miles). 

In the context of watershed function, Alternative D 

would result in approximately 321 more acres in the low 

road density category, 1,002 more acres in the moderate 

road density category, and 1,324 fewer acres in the high 

road density category on BLM lands than Alternative A 

(Table 4-69). This alternative would have 140 fewer 

acres in the low road density category, 80 fewer acres in 

the moderate road density category, and 219 more acres 

in the high road density category than Alternative B. 

Under Alternative D there would be approximately 17 

more miles of closed roads than under Alternative A, 

approximately 6 fewer miles of closed roads than under 

Alternative B, and approximately 21 fewer miles of 

closed roads than under Alternative C. Alternative D 

would lessen effects to fish habitat through improved 

watershed function more than Alternatives A and C, and 

to a similar degree as Alternative B. Alternative D 

would have fewer miles of closed road (2.1) and more 

miles of open road (5.3) within 300 feet of fish bearing 

streams on BLM lands than Alternatives B and C. Of the 

5.3 miles of open roads, 3.2 miles would be adjacent to 

streams with special status species (westslope cutthroat 

trout and/or bull trout). Alternative D would reduce 

direct effects to fish bearing streams (including streams 

with special status species) more than Alternative A but 

less than Alternatives B and C. 

Alternative D would contribute more indirect effects to 

fish habitat associated with roads within 300 feet of 

perennial non-fish bearing streams on BLM lands than 

Alternatives B and C but less than Alternative A. Under 

Alternative D there would be 2.5 miles of closed road 

and 2.5 miles of open road within 300 feet of perennial 

non-fish bearing streams on BLM lands in the TPA. 

Alternative D would contribute fewer direct effects to 

aquatic habitats (fish bearing and non-fish bearing) from 

roads than Alternative A but more than Alternatives B 

and C. 

Although Alternative D would contribute to improved 

fish habitat conditions from a hydrologic function 

standpoint to a similar degree as Alternative B, overall 

this alternative would have more adverse effects to fish 

and aquatic habitats than Alternatives B and C, but less 

than Alternative A. 

Cumulative Effects on Fish 

The Lewis and Clark TPA supports a variety of native 

and introduced fish species. One of the major human 

influences to fish in the TPA has been the introduction 

of non-native trout species including rainbow trout, 

brook trout, and brown trout throughout the TPA. 

Rainbow trout have hybridized with the native westslope 

cutthroat trout in many streams. Brook trout and brown 

trout have displaced the native cutthroats in other 

streams, especially those altered by sedimentation and 

increased water temperatures brought on by to human 

activities. 

Due to their life history requirements, bull trout are more 

sensitive to increased water temperatures, poor water 

quality, and low flow conditions than many other 

salmonids. Past and continuing land management 

activities have degraded stream habitat, especially along 

larger river systems and stream areas located in valley 

bottoms, to the point where bull trout can no longer 

survive or reproduce successfully across their range. 

Brook trout easily hybridize with bull trout producing 

sterile offspring. Brook trout also reproduce earlier and 

at a higher rate than bull trout. Hybridization with brown 

trout may also a problem in some areas of the TPA. 

The majority of BLM managed routes for the Lewis and 

Clark TPA are located in and around the town of 

Marysville. The Marysville area is experiencing 

increased residential development, but to a lesser extent 

than the central Helena Valley area. The remaining BLM 

managed routes are located in three sub-planning areas: 

Stemple Pass, Sieben Ranch, and Lincoln. Bull trout are 

only found in the Blackfoot watershed that would be 

impacted by travel planning in the Lincoln Area. 

Recreation use is well established in the TPA, especially 

for winter sports. Winter sport activities include: 

snowmobiling, downhill skiing (Great Divide Ski Area), 

backcountry skiing, ski racing, snowboarding, and 

snowshoeing. An extensive network of roads and trails 

support a wide range of off-season activities, including: 

camping, hunting, target practice, hiking, jogging, 

horseback riding, mountain bike riding, and motorized 

use. 

Agricultural activities from farming and ranching 

contribute increases in nutrients, sedimentation, and loss 

of aquatic habitats through direct stream channel 

alterations. Many streams in the TPA have been 

impacted by historic and ongoing livestock grazing that 

breaks down streambanks, widens channels, removes 

vegetative cover and causes an increase in fine sediment 

and nutrients. 

Since 1977, approximately 3,357 mining claims have 

been active throughout the Marysville area. Today 40 

claims remain active, including the Bald Butte Mine, an 

open cut molybdenum mine. Increases in mineral prices 

could lead to increased or renewed mining activity. 

Many watersheds in the TPA have been degraded by 

historic mining activities. 

Aquatic habitats have been affected by stream channel 

alteration and heavy metal contamination associated 

with historic mining and abandoned mine lands in some 

portions of this TPA. See the Water Resources section 

for this TPA for more details. 

566 Butte Draft RMP/EIS 
Environmental Consequences: Special Status Plants 

Fires, floods, and drought have historically affected fish 

habitat in the TPA. These disturbances can cause a pulse 

of sediment or may temporarily reduce the quality of 

fish habitat in some watersheds while leaving other 

streams largely unaffected. Population recovery in 

disturbed streams may be facilitated by fish immigration 

from nearby drainages less affected by the catastrophic 

event. Some natural disturbances may have short-term 

adverse effects but long-term beneficial effects to fish 

habitat such as increasing large wood recruitment to 

streams and floodplains. From 1981-2004 there have 

been 14 wildland fires that burned 83 acres. Seven of the 

fires were identified as human-caused and these fires 

burned the majority of the acres (75). Fuels reduction 

activities could occur around the town of Marysville in 

the future. Effects to fish habitat from these activities 

would likely be minimal. 

Timber harvest can alter the recruitment of large woody 

debris, reduce canopy closures and result in an increase 

in fine sediment to streams. Timber harvest along with 

associated roads can contribute substantially to the 

overall cumulative effects in forested watersheds. 

Timber harvest has occurred on approximately 130 acres 

of BLM lands in the TPA over the last 23 years and 

there have been approximately 70 acres of timber 

salvage. Vegetative treatments on BLM lands have had 

minor effects to aquatic habitats in the TPA. However, 

timber harvest, salvage and past mining activities on 

private lands have altered the landscape and may have 

caused a decline in the quality and quantity of aquatic 

habitat in the TPA. Roads are another major contributor 

of sediment to streams and a major problem with regards 

to cumulative watershed effects. Roads and trails can 

have localized effects on nearby stream segments or at 

stream crossing sites, especially fords. Cumulatively, 

roads degrade aquatic habitat due to sedimentation from 

road construction and vehicle use, increased runoff, 

changes in surface water and drainage patterns from 

stream crossings, loss of riparian vegetation, loss of 

large woody material and roads can cause changes in 

local fish populations when culverts are impassable and 

limit fish migration. Alternative A would have more 

negative cumulative effects to watersheds and individual 

streams due to roads than the action alternatives. 

Alternative B would have fewer negative cumulative 

effects than Alternatives A and D but more than 

Alternative C. Alternative B would improve overall 

watershed function as well as improve habitat in 

individual streams more than Alternatives A and D but 

less than C. Alternative C would have the greatest 

beneficial effects overall. 

SPECIAL STATUS PLANTS 

Effects Common to All Alternatives 

Ground-disturbing activities from road construction and 

maintenance, as well as road use by vehicles can affect 

special status plant populations and habitat. These 

activities can reduce sensitive plant species through 

disturbance to individual populations, increasing 

competition from invasive species, and reducing habitat 

connectivity. Closure of roads and trails can improve or 

maintain sensitive plant populations or habitat by 

reducing avenues of noxious weed spread, maintaining 

habitat connectivity, and improving pollinator habitat. 

Road and trail restrictions have the same effects but to a 

lesser degree. 

Effects of the Alternatives 

Under Alternative A, 57.5 miles of BLM roads and trails 

would remain open, 6.7 miles of roads and trails would 

be open with seasonal restrictions, and 3.4 miles of roads 

and trails would be closed. On the open roads, effects 

would continue as described in the Effects Common to 

All Alternatives section. On the closed routes, vectors of 

noxious weed spread would be reduced and habitat 

connectivity and health would be improved for sensitive 

plants and their pollinators. 

Under Alternative B, 13.8 miles of BLM roads and trails 

would remain open, 14.3 miles of roads and trails would 

be open with seasonal restrictions, 26.8 miles of roads 

and trails would be closed, and 10.9 miles would be 

decommissioned. On the closed routes, vectors of 

noxious weed spread would be reduced and habitat 

connectivity and health would be improved for sensitive 

plants and their pollinators. The restricted roads would 

reduce weed spread a limited amount. Because more 

road miles would be closed under this alternative, 

Alternative B would benefit and reduce risk to special 

status plants more than Alternative A. 

Under Alternative C, 8 miles of BLM roads and trails 

would remain open, 11.7 miles of roads and trails would 

be open with seasonal restrictions, 41.6 miles of roads 

and trails would be closed, and 5.2 miles would be 

decommissioned. On the closed routes, vectors of 

noxious weed spread would be reduced and habitat 

connectivity and health would be improved for sensitive 

plants and their pollinators. The restricted roads would 

reduce weed spread a limited amount. Alternative C 

would benefit and reduce risk to special status plants 

more than any other alternative because it would 

eliminate disturbance, vehicular use, and spread of 

noxious weeds on the most road miles. 

Under Alternative D, 19.6 miles of BLM roads and trails 

would remain open, 14.5 miles of roads and trails would 

be open with seasonal restrictions, 20.3 miles of roads 

and trails would be closed, and 8.8 miles would be 

decommissioned. On the open roads, effects would 

continue as described in the Effects Common to All 

Alternatives section. On the closed routes, vectors of 

noxious weed spread would be reduced and habitat 

connectivity and health would be improved for sensitive 

plants and their pollinators. The restricted roads would 

reduce weed spread a limited amount. Alternative D 

would benefit and reduce risk to special status plants 

Butte Draft RMP/EIS 567 
Chapter 4 

more than Alternative A, but would pose more risk 

compared to Alternatives B and C. 

Cumulative Effects on Special Status 

Plants 

Under all alternatives there are a number of past, 

present, and reasonably foreseeable future actions that 

affect special status plant populations. 

Livestock grazing will continue in the area and has the 

potential to impact sensitive plant populations and 

habitat. On public lands, ongoing rangeland health 

assessments and implementation of livestock grazing 

guidelines would continue to improve or maintain 

sensitive species populations and habitat. On private 

lands, livestock grazing is expected to decline slowly as 

more ranch and farmland is subdivided. Conditions may 

improve or degrade as management changes. 

Noxious weed control will continue on both public and 

private lands with varying degrees of success. To the 

extent that these efforts are successful, sensitive plants 

would benefit from the reduced competition. Use of 

herbicides for noxious weed control could cause 

mortality to special status plants if individual plants are 

inadvertently sprayed. 

Recent and anticipated subdivision growth on private 

lands will lead to more road construction and 

maintenance. More roads and development will reduce 

sensitive plant species habitat and in some cases 

individual populations. Additionally, subdivisions have 

the potential to disrupt the connectivity of plant habitat 

and populations as well as disturbing or eliminating 

pollinators needed by sensitive species. Some sensitive 

species that require soil disturbance may benefit. 

Timber sale activity disturbance can destroy or degrade 

sensitive plant habitat. On public lands, projects would 

be designed to avoid, mitigate, or enhance sensitive 

plant habitats. The disturbance associated with timber 

harvest activities does have the potential to increase 

noxious weed spread which degrades sensitive species 

habitat and individual plant populations. 

A molybdenum mine was started on private land above 

Bald Butte. The mine may expand on other private and 

public lands in the future. Impacts are not expected from 

this activity, because no sensitive plant species or habitat 

have been identified in the area at this time. A survey 

would be conducted prior to any disturbance on public 

land. 

At the scale of the entire Lewis and Clark County NW 

TPA (all land ownerships), the BLM travel plan 

alternatives would have slightly variable contributions to 

cumulative effects on special status plants. Under 

Alternative A less than 1 percent of all roads in the TPA 

would be closed. Under Alternative B adverse effects on 

special status plants would be slightly reduced compared 

to Alternative A because 2.6 percent of all roads in the 

TPA would be closed or decommissioned. Alternative C 

would provide the most benefits of all alternatives as 3.2 

percent of all roads in the TPA would be closed or 

decommissioned. Alternative D would provide slightly 

more benefits than Alternative A but slightly fewer 

benefits than either Alternatives B or C as 2 percent of 

all roads in the TPA would be closed or 

decommissioned. Because BLM lands make up only 4.2 

percent of all lands in the TPA, activities on non-BLM 

lands would play a greater role in determining the status 

of special status plants. 

WILDLAND FIRE MANAGEMENT 

Travel planning alternatives were analyzed to determine 

whether they could result in impact on wildland fire 

management, causing change to any of the following 

indicators: 

• Fire regime condition class (FRCC) 

• Firefighter and public safety 

• Reducing threat to Wildland Urban Interface 

(WUI) 

Effects Common to All Alternatives 

Public road access during the fire season provides 

opportunities for human-caused fires either due to 

catalytic converters on vehicles igniting dry vegetation, 

or due to some types of human activities. Roads that are 

closed to public access reduce the risk of human-caused 

fire starts in those areas. 

Decommissioned roads and roads that are closed and not 

regularly maintained for navigability reduce access for 

fire suppression. Closed roads may become impassible 

due to vegetation regrowth, downfall of trees, or severe 

erosion. Some roads may be closed with earthen berms 

or fallen trees and would need to be physically 

manipulated to make them useable for vehicles again. 

These roads would extend firefighting response time and 

have negative impacts on efforts to reduce wildland fire 

threat to WUI areas and firefighter and public safety. In 

an emergency fire suppression situation, any navigable 

closed roads needed for fire suppression would be used 

immediately. Non-navigable closed roads could also be 

used if deemed to be needed for fire suppression, after 

needed improvements are made to make those roads 

useable. Planning and implementation of fuels reduction 

treatments could occur in association with closed roads 

if variances for temporary road use were to be allowed. 

Variances would be subject to internal BLM review. 

In the context of fuels reduction projects, availability of 

open roads is important to facilitating fuels project 

location as well as increasing project feasibility and 

decreasing costs. Open roads also facilitate spread of 

noxious weeds by transporting weed seed on vehicles 

and their tires. Presence of large noxious weed 

populations could delay or cause fuels projects to be 

568 Butte Draft RMP/EIS 
Environmental Consequences: Wildland Fire Management 

cost-prohibitive due to the fact that the weeds may have 

to be treated before and/or after the fuels treatment. 

Also, some applications of fuel treatments (e.g., 

prescribed fire) may promote the spread of some weeds. 

The presence of weeds and non-native species are 

indicators that FRCC has departed from historical 

conditions. 

Noxious weeds and non-native invasive species are well 

established and spreading in the Lewis and Clark County 

NW TPA. 

Effects of Alternative A 

Under Alternative A, the majority of routes in the Lewis 

and Clark County NW TPA would be available for 

wheeled motorized use (57.5 miles open yearlong, 6.7 

miles seasonally restricted), while 3.4 miles would 

continue to be closed. Alternative A would allow for the 

greatest flexibility between alternatives for access for 

suppression purposes. Fuels project feasibility would be 

highest under this alternative. However, public access 

during the fire season would be the greatest under this 

alternative and would provide the most opportunities for 

human-caused fire starts. 

The distribution of noxious weeds could be the greatest 

in alternative A with the most open roads and noxious 

weeds already well established. This would contribute to 

reduced feasibility of fuels reduction projects more than 

under any other alternative. 

Effects of Alternative B 

Alternative B provides for separate use areas for 

wheeled motorized and non-motorized recreational 

opportunities. Under Alternative B, a total of 28.1 miles 

of routes would be available for motorized wheeled use 

(13.8 miles open yearlong, 14.3 miles seasonally 

restricted). The majority of routes located in the Stemple 

Pass and Lincoln areas would be closed, providing 

additional non-motorized opportunities. Alternative B 

would limit the flexibility for access for suppression 

purposes and fuels project feasibility would go down 

compared to Alternative A due to the fact that access 

would be limited to 28.1 miles of road. Of the 36.7 miles 

of closed roads, 10.9 miles would be decommissioned 

and would likely be unusable for fire suppression. The 

risk of human-cause fires associated with motorized use 

would be limited compared to Alternative A, due to a 49 

percent decrease in miles of road open to motorized 

public travel compared to Alternative A. 

Noxious weeds and non-native invasive species are well 

established and spreading rapidly in the area. Because 

more roads would be closed under this alternative, 

Alternative B should help reduce the spread of noxious 

weeds and may make fuels treatments more feasible than 

under Alternative A, reducing FRCC departure. 

Effects of Alternative C 

Alternative C would provide the least amount of 

wheeled motorized opportunities with 8 miles of routes 

open yearlong, and an additional 11.7 miles seasonally 

restricted. 

Alternative C would limit the flexibility for access for 

suppression purposes, and fuels project feasibility would 

go down compared to both Alternatives A and B, due to 

the fact that access would be limited to 19.7 miles of 

road. Of the 46.8 miles of closed roads, 5.2 miles would 

be decommissioned and would likely be unusable for 

fire suppression. The risk of human-caused fires 

associated with motorized use would be the lowest of all 

alternatives, due to a 64 percent decrease in miles of 

road open to public travel compared to Alternative A. 

However, this degree of reduced motorized access may 

promote more non motorized users to a concentrated 

area, increasing the chances for a human-caused fire to 

occur. 

Noxious weeds and non-native invasive species are well 

established and spreading rapidly in the area. Because 

more roads would closed than under any other 

alternative, Alternative C should help reduce the spread 

of noxious weeds more than any other alternative, and 

may make fuels treatment more feasible, reducing FRCC 

departure. 

Effects of Alternative D 

Under Alternative D, 19.6 miles of open routes would be 

available yearlong for wheeled motorized use and an 

additional 14.5 miles would be seasonally restricted 

routes. Of the 29.1 miles of closed roads, 8.8 miles 

would be decommissioned and would likely be unusable 

for fire suppression. Alternative D would be more 

flexible than Alternatives B and C but would limit 

flexibility for access for suppression purposes, and fuels 

project feasibility would go down compared to 

Alternative A. The risk of human-caused fires associated 

with motorized vehicle use would be reduced compared 

to Alternative A, but would be greater than under 

Alternatives B and C, due to a 38 percent decrease in 

miles of road open to public travel compared to 

Alternative A. 

Noxious weeds and non-native invasive species are well 

established and spreading rapidly in the area. Because an 

intermediate number of road miles would be closed 

under this alternative, Alternative D should help reduce 

the spread of noxious weeds compared to Alternative A 

and may make fuels treatment more feasible, but would 

promote more weed spread and potentially make 

projects less feasible than Alternatives B and C. 

Butte Draft RMP/EIS 569 
Chapter 4 

Cumulative Effects on Wildland Fire 

Management 

Effects on wildland fire management associated with 

any of the BLM travel plan alternatives would be 

overshadowed by reasonably foreseeable 

uncharacteristic fire, continued fire suppression made 

necessary by WUI and intermingled landownership, and 

large-scale forest insect infestations and disease 

outbreaks that would continue for the planning period. 

BLM lands make up about 4.2 percent of all lands while 

BLM roads make up about 4.7 percent of all roads in the 

Lewis and Clark County NW TPA. 

Revision of the Helena National Forest Plan could result 

in more or less treatment of adjacent areas. Because no 

decision has been made, the effects are not known. 

Wildland fire management, particularly where wildland 

fire use (management of naturally ignited wildland fires 

to achieve resource objectives) may occur on USFS 

lands, will be determined in the plan decision. BLM 

would need to coordinate with USFS on all wildland fire 

use actions and events. Wildland fire use on USFS lands 

could affect FRCC on BLM lands. USFS lands make up 

35 percent of all lands in the Lewis and Clark County 

NW TPA so activities there would likely have more 

influence on future fire characteristics than activities on 

BLM lands (4.2 percent of all lands in TPA). 

Additionally, decisions to increase the level of wildland 

fire use, prescribed fire, or open burning by the public 

could impact the BLM’s ability to use wildland fire and 

prescribed fire due to air quality concerns and 

requirements. This could postpone or eliminate BLM 

fuel reductions or treatments to improve FRCC. 

Access is a critical component of wildland fire 

suppression. In some cases, access to public lands is 

being reduced by adjacent landowners gating or closing 

roads, which could hamper wildland fire suppression 

efforts and pose a risk to public and firefighter safety. 

Reducing access would also increase the potential for 

larger fires to occur due to an increase in time needed to 

access a fire and control it. Time needed to move in 

crews would be extended, and the ability to effectively 

apply and place resources (e.g., engines, water tenders, 

etc.) would be limited. 

Effects on wildland fire management, including FRCC 

and firefighter and public safety due to management 

accomplished by other landowners may affect wildland 

fire management on public lands. When activity fuels 

(such as logging slash) are not treated adequately, fuel 

hazard could increase on adjacent lands which could 

affect fire intensity and severity on public lands. When 

adjacent owners treat fuels or implement fire mitigation 

plans in the WUI, fires are easier to suppress and 

firefighter safety is increased. In the Lewis and Clark 

County NW TPA, activities on private lands (53 percent 

of all lands in TPA) would have more influence on 

future fire characteristics in the area overall than 

activities on BLM lands (4.2 percent of all lands in 

TPA). 

Human population increases and subsequent residential 

development are likely to expand the WUI and could 

alter forest management, taking the emphasis off 

restoring historic composition and structure and focusing 

more on fuel reduction. 

CULTURAL AND PALEONTOLOGICAL 

Effects Common to All Alternatives 

Alternative-specific risks or impacts to cultural and 

paleontological resources are difficult to discern due to a 

lack of extensive site-specific knowledge about the 

presence of these resources in a given TPA. By 

designating open routes, limiting open-country travel, 

and closing some routes, inadvertent discovery of 

cultural and paleontological resources and vandalism to 

them is reduced. Higher road densities in a given area 

would allow greater access to more land on the average, 

but that does not imply greater amounts of vandalism, 

since the vehicles would remain on designated routes. 

VISUAL RESOURCES 

Effects Common to All Alternatives 

Roads (temporary or permanent) may affect visual 

quality. Roads that remain open for public use may 

impact visual qualities where noticeable. The quantity of 

open roads would also influence sensitivity levels since 

with more open roads, more areas would generally be 

viewed by more members of the public. Closing or 

decommissioning roads would generally reduce effects 

to visual resources and reduce sensitivity levels because 

fewer members of the public would generally be 

accessing and viewing areas with closed roads. 

Effects of the Alternatives 

Under Alternative A, there would be 64.2 miles of open 

road (including roads open with seasonal restrictions), 

and 3.4 miles of closed roads. This alternative would 

have the greatest impacts to visual resources of all 

alternatives. 

Under Alternative B there would be 28.1 miles of open 

road (including roads open with seasonal restrictions), 

26.8 miles of closed road, and 10.9 miles of 

decommissioned road. Road closures and 

decommissioning under this alternative would reduce 

effects on visual resources compared to Alternative A. 

Under Alternative C there would be 19.7 miles of open 

road (including roads open with seasonal restrictions), 

41.6 miles of closed road, and 5.2 miles of 

decommissioned roads. Alternative C would have fewer 

adverse effects and would improve visual resources the 

most of all alternatives. 

570 Butte Draft RMP/EIS 
Environmental Consequences: Livestock Grazing 

Under Alternative D there would be 35.1 miles of open 

road (including roads open with seasonal restrictions), 

20.3 miles of closed road, and 8.8 miles of 

decommissioned road. Alternative D would improve 

visual resources compared to Alternative A, but would 

have more adverse effects than Alternatives B and C. 

Cumulative Effects on Visual Resources 

Under all alternatives, most activities on BLM lands 

would generally not adversely affect visual resources to 

unacceptable degrees because discretionary activities on 

BLM lands would be required to meet Visual Resource 

Management objectives within individual project areas. 

The Bald Butte Mine will continue to impact visual 

resources for the foreseeable future as the mine expands 

on both private and public lands. The Great Divide Ski 

Area reduces visual quality in some portions of the 

Marysville area and will continue to do so for the 

foreseeable future. 

Activities on non-BLM lands, particularly activities near 

BLM lands associated with residential development, 

urbanization, or vegetation management, could have 

adverse cumulative effects on visual resources on BLM 

lands because BLM VRM objectives would obviously 

not apply to non-BLM activities. 

LIVESTOCK GRAZING 

Effects Common to All Alternatives 

Roads and trails can potentially affect livestock grazing 

management. Roads and trails often act as avenues of 

noxious weed spread. Noxious and invasive weeds can 

reduce the quantity and quality of forage for livestock. 

Users of roads and trails can cause management 

problems for livestock permittees when they leave gates 

open at fences, vandalize range improvements, or harass 

livestock either purposely or unintentionally. 

Closure of roads and trails can improve or maintain the 

forage base by reducing vectors of noxious weed spread. 

Additionally, road and trail closures can reduce 

management conflicts. On the other hand, closures may 

increase permittees’ time requirements if and when work 

has to be conducted with horses or afoot. Permittees 

could minimize effects of closed roads on grazing 

management time by seeking variances from the BLM 

for temporary use of specific closed roads. 

Effects of the Alternatives 

Under Alternative A, 64.2 miles of roads and trails 

would remain open during grazing season, and 3.4 miles 

of roads and trails would be closed. The effects would 

continue as described in the Effects Common to All 

Alternatives section. All action alternatives would close 

or decommission more roads and trails than Alternative 

A. As more roads and trails are closed, noxious and 

invasive weed spread along with multiple user conflicts 

would be reduced. On the other hand, permittee 

management time may increase. Consequently, more 

effects as described under the Effects Common to All 

Alternatives section would occur under Alternative C 

(19.7 miles open during grazing season, 46.8 miles 

closed or decommissioned) than under any other 

alternative. Alternative B (28.1 miles open during 

grazing season, 37.7 miles closed or decommissioned) 

would produce fewer effects than Alternative than C, but 

more than Alternative A or Alternative D (34.1miles 

open during grazing season, 29.1 miles closed or 

decommissioned). Alternative D would have fewer 

effects than Alternatives B or C, but more than 

Alternative A. 

Cumulative Effects on Livestock 

Grazing 

A number of past, present, and reasonably foreseeable 

future actions affect livestock grazing at the scale of the 

entire Lewis and Clark County NW TPA. Livestock 

grazing will continue in the area and has the potential to 

impact forage quality and quantity. On public lands, 

ongoing rangeland health assessments and 

implementation of livestock grazing guidelines would 

continue to improve or maintain forage quality and 

quantity. On private lands, livestock grazing is expected 

to decline slowly as more ranch and farmland is 

subdivided. 

Noxious weed control will continue on both public and 

private lands with varying degrees of success. To the 

extent that these efforts are successful, forage conditions 

would benefit. 

A molybdenum mine was started on private land above 

Bald Butte. The mine may expand on other private and 

public lands in the future. Some forage base may be 

reduced in the Drumlummon-Skelly and Empire Creek 

allotments. 

Because BLM lands make up only 4.2 percent of all 

lands in the Lewis and Clark County NW TPA, all of the 

BLM travel plan alternatives would have a minimal 

contribution to cumulative effects on livestock grazing at 

the scale of the entire TPA. 

MINERALS 

Effects Common to All Alternatives 

Road closures and decommissioning could affect access 

to locatable minerals in areas of moderate or high 

mineral potential. Operators would be required to seek 

travel variances from the BLM to use motor vehicles to 

conduct mineral exploration on closed roads, or to 

conduct exploration on seasonally restricted routes 

during the season of closure. Decommissioned roads 

could not be used for motorized exploration. Travel 

management provisions that require a permit or variance 

could result in reducing access to mining claims or 

interfere with the ability to conduct exploration work for 

some operators. Historic knowledge of mineralized areas 

Butte Draft RMP/EIS 571 
Chapter 4 

associated with “closed” roads may be lost after long 

periods of time if no exploration occurs there. Additional 

costs and time could be required for exploration and 

development of mining projects associated with closed 

or decommissioned roads. Impacts of road closures or 

decommissioning in areas with low mineral potential 

would not be substantial to mineral development. 

Effects of the Alternatives 

Effects of the alternatives for the Lewis and Clark 

County NW TPA on access to mineralized areas are 

summarized in Table 4-75. Alternative A would 

seasonally restrict access on 10 percent of the roads and 

would close an additional 5 percent of roads in high 

mineral potential areas; roads in moderate mineral 

potential areas would be left open. 

Alternative B would seasonally restrict 17 percent of the 

roads, close 20 percent, and decommission 8 percent of 

the roads in high mineral potential areas. This same 

alternative would close 15 percent and decommission 8 

percent of roads in the moderate mineral potential areas 

(Table 4-75). A total of 51 percent of the roads 

accessing mineralized areas in the Lewis and Clark 

County NW TPA would have either a seasonal 

restriction or closure on it under Alternative B. 

Alternative C would close 33 percent and decommission 

3 percent of the roads in high mineral potential areas. 

This same alternative would close 20 percent and 

decommission 5 percent of roads in areas with moderate 

mineral potential in this TPA (Table 4-75). A total of 61 

percent of the roads accessing mineralized areas would 

be closed or decommissioned under Alterative C. 

Alternative D would seasonally restrict 19 percent, close 

17 percent, and decommission 6 percent of the roads in 

high mineral potential areas. This same alternative 

would seasonally restrict 3 percent, close 10 percent, and 

decommission 7 percent of roads in areas with moderate 

mineral potential. A total of 40 percent of the roads 

accessing mineralized areas would be either closed or 

decommissioned under Alterative D in the Lewis and 

Clark County NW TPA (Table 4-75). 

Cumulative Effects on Access to 

Mineralized Areas 

No other past, present, or reasonably foreseeable future 

actions in the Lewis and Clark County NW TPA would 

adversely affect mineral availability or access. 

RECREATION 

Effects of travel plan alternatives on Recreation in the 

Lewis and Clark County NW TPA are described 

qualitatively below. 

Table 4-75 

Analysis of Access to Mineral Potential Areas Lewis 

and Clark County NW TPA 

Mineral 

Potential 

Open 

Miles 

(%) 

Seasonally 

Restricted 

Miles (%) 

Closed 

Miles 

(%) 

Decom 

Miles 

(%) 

Alternative A 

High 30.0 

(44%) 

6.7 

(10%) 

3.4 

(5%) 

0.0 

(0%) 

Moderate 19.6 

(29%) 

0.0 

(0%) 

0.0 

(0%) 

0.0 

(0%) 

Low 8.0 

(12%) 

0.0 

(0%) 

0.0 

(0%) 

0.0 

(0%) 

Total Miles = 67.6 

Alternative B 

High 9.7 

(14%) 

11.2 

(17%) 

13.5 

(20%) 

5.6 

(8%) 

Moderate 4.1 

(6%) 

0.2 

(0%) 

9.9 

(15%) 

5.3 

(8%) 

Low to 

none 

0.0 

(0%) 

4.6 

(7%) 

3.4 

(5%) 

0.0 

(0%) 

Total Miles = 67.6 

Alternative C 

High 5.6 

(8%) 

9.9 

(15%) 

22.6 

(33%) 

1.9 

(3%) 

Moderate 2.4 

(4%) 

0.4 

(0%) 

13.5 

(20%) 

3.3 

(5%) 

Low to 

none 

0.0 

(0%) 

2.5 

(4%) 

5.5 

(8%) 

0.0 

(0%) 

Total Miles = 67.6 

Alternative D 

High 12.5 

(18%) 

12.6 

(19%) 

11.2 

(17%) 

4.0 

(6%) 

Moderate 5.8 

(8%) 

2.0 

(3%) 

7.0 

(10%) 

4.8 

(7%) 

Low to 

none 

1.3 

(2%) 

4.6 

(7%) 

2.0 

(3%) 

0.0 

(0%) 

Total Miles = 67.9 

(Includes Proposed New Construction) 

Mineral Potential areas have been delineated by the Montana 

Bureau of Mines and Geology (MBMG) 

572 Butte Draft RMP/EIS 
Environmental Consequences: Travel Management and Access 

Effects of Alternative A 

Alternative A would provide more motorized 

opportunities than non-motorized opportunities. Under 

Alternative A, the majority of routes in the Lewis and 

Clark County NW TPA would be available for wheeled 

motorized use (57.5 miles open yearlong, 6.7 miles 

seasonally restricted). Area wide snowmobile (crosscountry travel) use would be available on 16,997 acres. 

The Continental Divide Trail would continue to be 

managed for both motorized and non-motorized uses 

which would result in user conflicts. 

Effects of Alternative B 

Alternative B would provide for separate use areas for 

wheeled motorized and non-motorized recreational 

opportunities. Under Alternative B, a total of 28.1 miles 

of routes would be available for motorized wheeled use 

(13.8 miles open yearlong, 14.3 seasonally restricted). 

The majority of routes located in the Stemple Pass and 

Lincoln areas would be closed, providing additional 

non-motorized opportunities. Opportunities for crosscountry snowmobile travel would be reduced with the 

area identified in the northwest portion of the TPA 

(Marysville area) being restricted to designated routes 

only, during the season of use (12/2-5/15), conditions 

permitting. Winter use conflicts would be reduced under 

Alternative B, as cross-country skiers could use the area 

in the upper northwest portion of the Marysville area for 

non-motorized use as well as the Great Divide Ski Area. 

Effects of Alternative C 

Alternative C would provide the least amount of 

wheeled motorized opportunities: 8.0 miles of routes 

managed open yearlong, and 11.7 miles managed as 

seasonally restricted. Closure of the routes located in the 

northwest corner of the Marysville area would result in 

an enhancement of non-motorized opportunities. 

Opportunities for cross-country snowmobile travel 

would be eliminated. Snowmobiles would be restricted 

to designated routes only during the season of use (12/2-

5/15), snow conditions permitting. 

Effects of Alternative D 

Alternative D would provide the highest level of 

wheeled motorized access of the action alternatives. 

Under this alternative, a total of 34.1 miles of routes 

(19.6 miles open yearlong, 14.5 miles seasonally 

restricted) would be available for motorized use. 

Opportunities for ATV riders and hunters would be 

enhanced through the addition of a yearlong ATV-Only 

route and a game retrieval route. Motorized users would 

also have more opportunities in the Lincoln and Stemple 

Pass areas. Cross-country snowmobile travel would be 

allowed throughout the TPA with 2 exceptions, the 

Great Divide Ski area and the northwest portion of the 

TPA. Travel in these areas would be restricted to 

existing routes only during the season of use (12/2-5/15), 

providing some dispersed recreation opportunities for 

non-motorized users. 

Cumulative Effects on Recreation 

Alternative A would provide the greatest opportunities 

for motorized uses especially in the Marysville area. 

Given the population growth trends in the nearby Helena 

Valley it is expected that visitation levels on BLM lands 

in the Marysville area will increase along with conflicts 

between non-motorized and motorized users, especially 

during the big game hunting season. In addition, 

potential impacts to the natural settings within this area 

are expected to increase given increasing mineral values, 

vegetative treatments, road improvements, noxious weed 

spread, residential home building, prescribed fires and 

additional rights-of-way requests for access. Under this 

alternative no Recreation Opportunity Spectrum 

designations would be made to guide discretionary 

developments and impacts to non-motorized users would 

be most likely to increase at the greatest rate. 

Under Alternative B about 55 percent of the BLM roads 

within the TPA would be closed. This action coupled 

with other existing and potential actions would enhance 

non-motorized Recreation Opportunity Spectrum 

settings and user opportunities, reduce conflicts between 

non-motorized and motorized users, and promote more 

retention of big-game species on BLM thus improving 

walk-in hunting opportunities. Designating Recreation 

Opportunity Spectrum settings would help to ensure that 

varied opportunities are provided throughout the TPA 

and that expected experiences are provided to the public. 

Alternative C would impose the greatest impacts on 

motorized travel opportunities while opportunities for 

non-motorized experiences would be the most benefited. 

Recreation Opportunity Spectrum management and big 

game hunting opportunities within the TPA would be 

similar to Alternative B with the exception that no 

motorized routes would be open in the northwest 

extremity of the Marysville area and thus a SemiPrimitive Non-motorized setting would be a 

management objective. 

Under Alternative D, cumulative effects of the travel 

management actions coupled with all other existing and 

reasonably foreseeable actions would be similar to 

Alternative A with the exception that fewer roads would 

be open to public use. 

TRAVEL MANAGEMENT AND ACCESS 

Effects of Alternative A 

Most roads in the Lewis and Clark County NW TPA 

would continue to be managed as open yearlong (57.5 

miles) (Table-4-76). This would be about 66 percent 

more routes open yearlong than under the action 

alternatives. When considering both open routes and 

routes with seasonal restrictions, 47 percent more routes 

would be open to motorized use than under the action 

Butte Draft RMP/EIS 573 
Chapter 4 

Table-4-76 

Lewis & Clark TPA 

Route Management Summary 

Proposed 

Management 

Total Miles 

Alt A Alt B Alt C Alt D 

Wheeled motorized routes 

Open Yearlong 57.5 13.8 8.0 19.6 

Seasonally Restricted 6.7 14.3 11.7 14.5 

Closed 3.4 26.8 41.6 20.3 

Decommissioned 0 10.9 5.2 8.8 

Non-motorized trails1 5.27 37.7 46.7 29.1 

1

 Non-motorized trails include all existing trails, closed roads, 

and decommissioned roads. 

alternatives. Non-motorized users would have a lower 

quality recreation experience compared to under the 

action alternatives. 

Alternative A would allow the greatest snowmobile use 

of all alternatives, with area-wide cross-country use 

available on 16,997 acres. Outside the Great Divide Ski 

Area, cross-country snowmobile access would be 

allowed on approximately 25 percent more acres than 

under any of the action alternatives. Separate use areas 

for non-motorized winter sports enthusiasts would be 

less under Alternative A. 

User conflicts would be evident during the winter in the 

Lewis and Clark County NW TPA since cross-country 

snowmobile use would be allowed in all areas (except 

the Great Divide Ski Area), leaving no areas for 

dispersed cross-country ski opportunities. 

The Continental Divide Trail would continue to be 

managed for both motorized and non-motorized uses 

which would result in user conflicts. 

The extent of management activities and costs under 

Alternative A would be mixed. Less personnel time 

would be required to monitor travel compliance than 

under the action alternatives. However, more effort 

would be required for initial implementation (signing 

designated routes, installing bulletin boards) than under 

the action alternatives. Estimated costs for road/trail 

maintenance would be highest of all alternatives. 

The need for BLM and members of the public to obtain 

travel variances for temporary specific uses of specific 

closed roads would be minimal under this alternative, 

given the availability of motorized access. 

Effects Common to Action Alternatives 

Re-routing the motorized portion of the Continental 

Divide Trail in the Lewis and Clark County NW TPA 

would enhance non-motorized opportunities and remove 

motorized conflicts. 

Effects of Alternative B 

Under Alternative B, the Lewis and Clark County NW 

TPA would provide four times fewer routes open 

yearlong to motorized access than under Alternative A 

(Table-4-76). Opportunities for motorized users would 

be less under Alternative B, than under Alternative A. 

With 37.7 miles of non-motorized trails, there would be 

more opportunities for non-motorized users than under 

Alternative A. Closing most of the routes located in the 

Stemple Pass and Lincoln areas would provide 

additional non-motorized opportunities in these areas. 

Compared to Alternative A, opportunities for crosscountry snowmobile travel would be reduced with the 

area identified in the northwest portion of the TPA 

(Marysville area) restricted to designated routes only, 

during the season of use (12/2-5/15), conditions 

permitting. 

Dispersed recreational opportunities would be created 

that allow motorized and non-motorized users to recreate 

separately. Winter use conflicts would also be reduced 

under Alternative B compared to Alternatives A and D, 

as cross-country skiers could use the area in the upper 

northwest portion of the Marysville area for nonmotorized use as well as the Great Divide Ski Area. 

The extent of management activities and costs under 

Alternative B would be mixed. Less personnel time 

would be required for initial implementation (signing 

designated routes, installing bulletin boards) than under 

Alternative A. However, more effort would be required 

for public education and compliance than under 

Alternative A. Estimated costs for road/trail maintenance 

would be less than under Alternative A. 

The need for the BLM and members of the public to 

obtain travel variances for temporary specific uses of 

specific closed roads would increase under Alternative B 

compared to Alternative A. 

Effects of Alternative C 

Alternative C would provide the least amount of 

wheeled motorized access in the Lewis and Clark 

County NW TPA of all the alternatives (19.7 miles) 

(Table-4-76) and therefore, fewer opportunities for 

motorized users would be available. Alternative C would 

provide 70 percent fewer motorized miles than 

Alternative A, and 30 percent fewer than Alternative B. 

Closure of routes in the northwest corner of the 

Marysville area under Alternative C would result in an 

enhancement of non-motorized opportunities in that 

area. 

Closure and decommissioning of routes in the Lewis and 

Clark County NW TPA would result in an increase in 

non-motorized opportunities. Alternative C would have 

43 percent more miles of non-motorized trails than 

Alternative A, and 19 percent more than Alternative B. 

574 Butte Draft RMP/EIS 
Environmental Consequences: Travel Management and Access 

Opportunities for cross-country snowmobile travel 

would be eliminated. Snowmobiles would be restricted 

to designated routes only during the season of use (12/2-

5/15), snow conditions permitting. Non-motorized 

winter sports opportunities would increase because of 

the restrictions. 

The extent of management activities and costs under 

Alternative C would be mixed. Less personnel time 

would be required for initial implementation (signing 

designated routes, installing bulletin boards) than under 

any other alternative. However, more effort would be 

required for public education and compliance than under 

the other alternatives. Estimated costs for road/trail 

maintenance would be the lowest of the alternatives. 

The need for the BLM and members of the public to 

obtain travel variances for temporary specific uses of 

specific closed roads would be the greatest under 

Alternative C than under any of the other alternatives. 

Effects of Alternative D 

Alternative D would have 34.1 miles of motorized routes 

(open and seasonally restricted) (Table-4-76) and would 

provide more motorized access than any of the other 

action alternatives. Motorized access under Alternative 

D would be about 47 percent less than under Alternative 

A, but 18 and 42 percent more than under Alternatives B 

and C, respectively. 

Opportunities for ATV riders and hunters would be 

enhanced above all other alternatives through the 

addition of a yearlong ATV-Only route and a game 

retrieval route, respectively. Motorized users would also 

have more opportunities under Alternative D in the 

Lincoln and Stemple Pass area than under Alternatives B 

or C. 

Allowing snowmobile access on closed routes would 

result in an increase in motorized winter opportunities 

compared to Alternatives B and C; however, crosscountry snowmobile travel would be restricted to 

existing routes in the northwest portion of the TPA and 

Great Divide Ski Area during the season of use (12/2-

5/15), similar to Alternative B. Snowmobile 

management would result in fewer dispersed 

opportunities for non-motorized winter user compared to 

Alternative C. 

Restricting snowmobile access in the northwest portion 

of the TPA and Great Divide Ski Area would provide 

dispersed recreation opportunities and result in a 

decrease in winter use conflicts. These effects would be 

similar under Alternatives D and B, greater than under 

Alternative A, but less under Alternatives C. 

The extent of management activities and costs under 

Alternative D would be mixed. Less personnel time 

would be required to monitor travel compliance than 

under Alternatives B and C, but more would be needed 

than under Alternative A. However, more effort would 

be required for initial implementation (signing 

designated routes, installing bulletin boards) than under 

the other action alternatives. Estimated costs for 

road/trail maintenance would be higher than under the 

other action alternatives, but less than under Alternative 

A. 

Cumulative Effects on Travel 

Management and Access 

Under all alternatives, there are a number of past, 

present, and reasonably foreseeable BLM and non-BLM 

actions and activities affecting travel management and 

access in the Lewis and Clark County NW TPA. 

The majority of BLM-managed routes in the Lewis and 

Clark Northwest travel planning area is located in and 

around the town of Marysville, located approximately 25 

miles northwest of Helena. Much of the use in the 

Marysville area (especially winter use) comes from 

Helena Valley residents. The Helena Valley has been 

experiencing steady population growth. This trend is 

expected to continue, along with increased recreational 

use of this travel planning area. These factors could lead 

to increased public pressure to accommodate either 

more, or less motorized use. 

The remaining BLM managed routes are located in 3 

sub-planning areas: Stemple Pass, Sieben Ranch, and 

Lincoln (west of the small town of Lincoln, Montana). 

There is some residential development adjacent to the 

Lincoln sub-planning area that could influence travel 

management as well. 

The Marysville area is experiencing increased residential 

development, but to a lesser extent than the central 

Helena Valley area. Urbanization and increased 

recreational use may lead to increased social conflict; 

between area residents and recreation users, and among 

recreational users themselves (motorized/nonmotorized). As a result, there may be increased public 

demands to alter the existing travel management to 

accommodate either more, or less motorized use. 

Recreation use is well established in the TPA, especially 

for winter sports. Winter sport activities include: 

snowmobiling, downhill skiing, backcountry skiing, ski 

racing, snowboarding, and snowshoeing. An extensive 

network of roads and trails support a wide range of offseason activities, including: camping, hunting, target 

practice, hiking, jogging, horseback riding, mountain 

bike riding, and motorized use (motorcyclists, OHV 

riders, and 4-wheel drive enthusiasts. As recreation use 

grows, conflicts between non-motorized and motorized 

recreation users could lead to increased public demands 

for either more, or less motorized use. 

The TPA (all land ownerships) includes a number of 

wildlife and aquatics/fisheries concerns. The western 

half of the TPA is a wildlife movement corridor between 

the Northern Continental Divide Ecosystem and the 

Greater Yellowstone Ecosystem, portions of the TPA are 

in the occupied range of grizzly bear range, the entire 

Butte Draft RMP/EIS 575 
Chapter 4 

TPA is within the Northwest Montana Recovery Area 

for the gray wolf. Mule deer winter range is located 

along the eastern half of the TPA (158,140 acres) as well 

as near Lincoln (21,500 acres). Elk winter range is also 

located in the lower elevations along the eastern half of 

the TPA (193,800 acres) as well as around Lincoln 

(55,500 acres). Approximately 112,250 acres of cool, 

moist forest in the TPA provide habitat for the Canada 

lynx. Two BLM sensitive amphibians have been found 

within the Lewis and Clark County NW TPA, the boreal 

toad and the Northern leopard frog. Another BLM 

sensitive species, the wolverine, has also been 

documented west of the Continental Divide in the TPA. 

Over 66 fish-bearing streams are located in the Lewis 

and Clark County NW TPA with 61 providing habitat 

for westslope cutthroat trout, as well as for river otter, 

beaver, and moose. Concerns could lead to demands to 

restrict motorized use. 

The TPA contains a 3 mile long section of the 

Continental Divide Trail (road) that is currently shared 

by motorized vehicles and hikers. Rerouting the trail off 

this road would reduce use conflicts between motorized 

and non-motorized users. 

In some site specific cases, visual resource management 

may effect or restrict new road construction. 

Continuing residential development may lead to an 

increase in right-of-way permits to accommodate private 

property/development access. As a result, public access 

to BLM lands, via these rights-of-way, could increase as 

well. 

Limits or reductions in the BLM’s funding and ability to 

maintain designated routes could lead to an overall 

reduction of maintained motorized routes. 

A variety of resource management projects, such as 

BLM initiated vegetation treatments, or wildland fire 

fuels reduction projects, could affect travel management. 

BLM forest management activities from 1984 to present 

include 48 acres of forest planting, 66 acres of timber 

salvage, and 132 acres of timber harvest. Future 

activities may include approximately 1,200 acres of 

forest and woodland treatment (thinning, selective 

harvest), although no planning is underway on these 

activities. Wildland fire management activities may 

include a future 1,500-3,000 acre mechanical and/or 

prescribed fire treatment for the Marysville area, focused 

on the urban interface areas. Depending on the type and 

scope of project, effects could vary from temporary, 

short-term area/route closures, to new opportunities 

(new routes) for motorized or non-motorized access. 

Historical information indicates that since 1977, 3,357 

claims have been active throughout the Marysville area. 

Today only 40 claims remain active, including the Bald 

Butte Mine, an open cut molybdenum mine. Increases in 

other mineral prices could lead to additional increased or 

renewed mining activity. Depending on the type and 

scope of mining activity, effects could vary from 

temporary, short-term area/route closures, to increased 

opportunities (new routes) for motorized or nonmotorized access. 

Noxious weeds and non-native invasive species are well 

established and spreading rapidly in the area. Motorized 

activities play a large role in the distribution of noxious 

weeds. Concerns over the spread of noxious weeds could 

influence travel management, and lead to fewer 

motorized opportunities. 

Motorized use on dirt roads and trails is a major 

contributor to soil erosion and stream sedimentation. 

These concerns may influence travel management, and 

result in fewer motorized opportunities. 

Most illegal activities (trash dumping, drug use, 

underage alcohol use, unattended camp fires, vandalism, 

etc.) are directly associated with motorized use. At 

present, illegal activities in this TPA pose less of an 

issue than for the Helena and East Helena TPAs. 

However, increased future motorized use activity is 

likely to lead to increased illegal activity, and could lead 

to fewer motorized opportunities. 

For perspective, BLM managed lands represent 

approximately 4.2 percent of the total travel planning 

area (406,700 total acres, 17,037 BLM acres); while 

BLM managed routes represent approximately 4.7 

percent of the total routes available (1,447.7 total miles, 

67.6 miles BLM roads/trails). Future travel management 

(for all agencies, nationwide) is likely to lead to fewer 

opportunities for motorized recreational use than under 

current management (particularly for OHV use). 

As a result, BLM routes available to motorized use 

(especially in the Marysville area) could experience 

increased use from displaced users, leading to more 

concentrated use, increased resource impacts, user 

conflicts, and pressure to reduce or increase motorized 

use. 

Under Alternative A, overall increases in human 

population, urbanization, recreation use, user conflicts; 

and concerns for wildlife, fisheries, noxious weed 

spread, soil erosion/water quality, and illegal activities 

are likely to lead to increased demands to restrict 

motorized travel. Under Alternative B, these pressures 

would have less impact on travel management than 

under Alternatives A and D, due to the overall reduction 

in motorized opportunities and separation of motorized 

and non-motorized uses. Under Alternative C, these 

pressures would have the least impact on travel 

management than under the other alternatives, due to the 

reduction in motorized opportunities. Under Alternative 

D, these pressures may lead to increased demands to 

restrict motorized travel. 

TRANSPORTATION FACILITIES 

For the sake of this discussion, “open” roads include 

roads that are open yearlong as well as those that are 

open with seasonal restrictions. 

576 Butte Draft RMP/EIS 
Environmental Consequences: Lands and Realty 

Effects of Alternative A 

Under Alternative A, the Lewis and Clark County NW 

TPA would have 64.2 miles of open roads and no 

motorized trails (Table 4-77). Estimated costs for annual 

maintenance and stabilization of roads under Alternative 

A would be much greater than under any of the action 

alternatives because of the highest level of open roads. 

Estimated annual costs for monitoring and compliance, 

and weed control would be higher for Alternative A than 

under the action alternatives. 

Table 4-77 

Lewis & Clark County NW TPA 

Route/Trail/Maintenance Costs 

Classification/Cost Alt A Alt B Alt C Alt D 

Miles of Open/ 

Restricted Roads 64.2 28.1 19.7 34.1 

Motorized Trails 0 0 0 2.2 

Annual Roads 

Maintenance $5,136 $2,248 $1,576 $2,728 

Annual Trails 

Maintenance $0 $0 $0 $147 

Periodic Road 

Stabilization $2,054 $899 $630 $1,091 

Periodic Trails 

Stabilization $0 $0 $0 $29 

Monitoring/ 

Compliance $3,210 $1,405 $985 $1,705 

Weed Control $963 $422 $296 $512 

Effects of Alternative B 

Under Alternative B, the Lewis and Clark County NW 

TPA would have 28.1 miles of open roads and no 

motorized trails (Table 4-77). 

Estimated costs for annual maintenance and stabilization 

of roads under Alternative B would be similar but 

slightly lower than under Alternative D, less than under 

Alternative A and more than under Alternative C. 

Estimated annual costs for monitoring, compliance, and 

weed control would also be less than under Alternative 

A, more than under Alternative C, and similar but 

slightly less than under Alternative D. 

Closing the upper northwest portion of the Marysville 

area to motorized vehicles and to cross-country 

snowmobile travel would result in a slight increase in 

transportation facility costs for additional signage and 

sign maintenance. 

Effects of Alternative C 

Under Alternative C, the Lewis and Clark County NW 

TPA would have 19.7 miles of open roads and no 

motorized trails (Table 4-77). Estimated costs for annual 

maintenance and stabilization of roads under Alternative 

C would be would be the least of all the alternatives due 

to the least number of motorized routes. Estimated 

annual costs for monitoring, compliance and weed 

control would also be less than under the other 

alternatives. 

Closing the entire northwest portion of the Marysville 

area to motorized vehicles and to cross-country 

snowmobile travel would result in a slight increase in 

transportation facility costs for additional signage and 

sign maintenance. 

Effects of Alternative D 

Under Alternative D, the Lewis and Clark County NW 

TPA would have 34.1 miles of open roads and one 

motorized trail (Table 4-77). Estimated costs for annual 

maintenance and periodic stabilization of roads under 

Alternative D would be greater than under Alternatives 

B and C, but less than under Alternative A. Alternative 

D is the only alternative with a motorized trail that 

would receive annual and periodic stabilization. 

Estimated annual costs for monitoring, compliance, and 

weed control would be less under Alternative D than 

under Alternative A and more than under Alternatives B 

and C. 

The addition of several routes in the Marysville area 

including an ATV-Only route and a game retrieval route 

would result an in increase in transportation facility 

costs due to new signage and sign maintenance. 

Closing the northwest portion of the Marysville area to 

cross-country snowmobile travel would also result in an 

increase in transportation facility costs for additional 

signage and sign maintenance. 

LANDS AND REALTY 

Effects Common to All Alternatives 

The Butte Field Office administers approximately 96 

rights-of-way (ROW), 1 non-commercial occupancy 

lease, and 2 commercial occupancy leases within the 

boundaries of the Lewis and Clark TPA, which 

encumber approximately 1,961 acres of BLM land 

(Table 4-78). Various types of road rights-of-way are 

the most common type of grant, accounting for 46 

percent, or just under half of the total. Other types of 

authorized uses include: oil and gas pipelines, lines for 

electrical distribution and telephone facilities, 

communication sites, ditches, railroads, and mineral 

material sites. 

Approximately four right-of-way applications for new 

facilities as well as amendments, assignments, renewals, 

or relinquishments of existing right-of-way grants are 

processed annually in the TPA. This would not vary by 

alternative. 

Butte Draft RMP/EIS 577 
Chapter 4 

Table 4-78 

Lewis and Clark TPA ROWs/Leases 

Type Approximate 

Number 

Approximate 

Acres 

Roads 44 558 

Power 17 101 

Telephone 12 21 

O&G Pipelines 4 59 

Comm Sites 8 4 

2920 Leases 3 1,050 

Other 11 168 

Totals 99 1,961 

The general trend of granting rights-of-way is expected 

to increase through the planning period as a result of 

increasing public demands. From a cumulative effects 

standpoint, development of adjacent federal, state and 

private land, increased recreational use and the trend of 

homeownership away from urban areas, coupled with 

traditional on-going uses, are all expected to require 

more guaranteed access involving public land, including 

BLM lands. 

SPECIAL DESIGNATIONS 

Effects of the Alternatives 

BLM currently manages a three-mile segment of the 

Continental Divide Scenic Trail in cooperation with the 

Forest Service in this TPA. This trail segment is subject 

to increasing impacts from numerous resource uses 

including motorized travel, rights-of ways, private home 

developments, and grazing improvements. Under 

Alternative A, current travel management direction is 

not providing protection of the trail corridor and user 

experience levels are impacted by conflicting intrusions. 

The Continental Divide Trail would continue to be 

managed for both motorized and non-motorized uses 

which would result in continued user conflicts. 

Under Alternative B, travel management prescriptions 

would not remove motorized conflicts on the 

Continental Divide Scenic Trails as the trail would 

continue to follow an open motorized travel route. Under 

this alternative, alternate trail routes would be evaluated 

with the Forest Service to minimize conflicts, enhance 

hiker experiences, reduce human intrusions, and 

decrease the need for easement acquisitions. 

Under Alternative C, effects would be similar to 

Alternative B although some additional secondary roads 

in close proximity to the Continental Divide Scenic 

Trails would be closed. 

Under Alternative D, effects on the Continental Divide 

Trail would be similar to Alternative B although more 

intersecting secondary roads would remain open to 

public use and therefore motorized use conflicts would 

be slightly higher. 

Cumulative Effects on Special 

Designations 

No other past, present, or reasonably foreseeable future 

actions in the Lewis and Clark County NW TPA would 

adversely affect Special Designations. 

BOULDER/JEFFERSON CITY TPA 

The 60,418-acre Boulder/Jefferson City TPA contains 

approximately 14,487 acres of BLM lands. There are 

approximately 61 miles of BLM roads, making up about 

15.6 percent of the approximate total of 392 road miles 

in the TPA. The majority of roads (212 miles) lie on 

private lands. 

SOILS 

Effects Common to All Alternatives 

Road construction, use, and maintenance affect soils in a 

number of ways. Soils are often compacted by these 

activities. Soil compaction can lessen the amount of 

precipitation that can infiltrate into soil and increase 

runoff, erosion, and sedimentation – in turn decreasing 

soil/site stability and hydrologic function, as well as soil 

productivity and plant vigor and diversity. 

Ground disturbance associated with road construction, 

use, and maintenance can result in erosion. Erosion 

affects soil/site stability and hydrologic function. 

Erosion and sedimentation can destabilize the surface 

and subsurface cohesion of the soil, resulting in soil loss 

from erosion sites. Loss of soil can impede or prevent 

establishment and development of vegetation 

communities. 

Closing or decommissioning roads often leads to 

beneficial effects to soils through decreased site 

disturbance and re-establishment of vegetative cover on 

road surfaces. This tends to reduce soil erosion and 

stabilize soils. Decommissioning roads may in some 

cases entail ripping road surfaces to de-compact them, 

thus improving water infiltration, hydrologic function, 

and the ability of the treated area to revegetate more 

successfully. 

Impacts to soils associated with site-specific travel plan 

alternatives were assessed based on the potential for soil 

erosion using the following erosion risk criteria: 

• High – the area a route travels through has slopes 

greater than 30 percent gradient. 

• Moderate – the area a route travels through has 

slopes ranging from 15 to 30 percent gradient; or, 

for granitic soils, slopes ranging from 0 to 30 

percent gradient. 

578 Butte Draft RMP/EIS 
Environmental Consequences: Soils 

• Low – the area a route travels through has slopes 

ranging from 0 to 15 percent gradient and soils are 

not granitic in origin. 

• Unrated – road mapping not available at time of 

erosion impact rating. 

Effects of the Alternatives 

The distribution of road miles by erosion risk category 

and by proposed road management category for all 

alternatives is shown for the Boulder/Jefferson City TPA 

in Table 4-79. Roads in the “unrated” category were 

excluded from detailed consideration and are shown for 

the purpose of displaying the extent of lacking 

information. 

The table shows that under current conditions 

(Alternative A) approximately 27.7 miles of BLM roads 

are located in areas with high erosion risk, and 23.1 

miles are in moderate erosion areas. Soil erosion would 

be reduced under Alternative B because this alternative 

would reduce those mileages to 13.7 miles and 12 miles, 

respectively. Approximately 23.2 miles of road in the 

high and moderate classes would be closed under 

Alternative B. This should allow soil stabilization and/or 

vegetative recovery on these areas and further reduce 

soil erosion. 

Soil erosion from roads would be reduced more under 

Alternative C than under any other alternative because 

the lowest mileage of roads in the high and moderate 

erosion risk categories would be left open (21.1 miles 

combined), while the greatest mileage in these 

categories would be closed (27.5 miles) of all 

alternatives. 

Soil erosion associated with roads would be reduced 

under Alternative D compared to Alternative A, but 

would still be higher than under either Alternative B or 

C. This is because 34.9 miles of road in the moderate 

and high erosion risk categories combined would be 

open under Alternative D, while only about 11.8 miles in 

these categories would be closed under this alternative. 

Cumulative Effects on Soils 

Cumulative effects to soils in the Boulder/Jefferson City 

TPA would arise from many past, present, and 

foreseeable future actions on BLM lands as well as nonBLM lands. Within this 60,418-acre TPA, BLM lands 

make up 14,487 acres or 24 percent of lands. The 

approximately 60 miles of BLM roads make up about 15 

percent of the approximately 392 road miles in the entire 

TPA. Therefore road-related effects to soils described by 

alternative above would affect about 15 percent of all 

roads in the TPA. Remaining roads are managed by 

Jefferson County, the Forest Service, state, and private 

landowners. 

Reclamation of abandoned mine lands has contributed to 

improved revegetation and subsequent stabilization of 

soils at a number of locations throughout this TPA. 

Riparian areas along about 3.7 miles of High Ore Creek 

underwent removal of contaminated tailings and waste 

rock and subsequent revegetation in 1999-2000. 

Riparian areas along Big Limber Gulch (tributary to 

Cataract Creek) and Spring Creek (tributary to Prickly 

Pear Creek in Upper Missouri River watershed) have 

also undergone recent reclamation and revegetation 

work that has improved soil stability and reduced 

erosion. 

Ongoing ground disturbing activity associated with 

mining for lead, zinc, gold, and silver from an open pit 

mine (Montana Tunnels Mine) near Jefferson City is 

likely to continue through approximately 2008. The 

permitted mine area is approximately 1,500 acres in size 

with 130 of those acres on BLM land. Varying degrees 

Table 4-79 

BLM Road Miles in Soil Erosion Impact Categories by Alternative for the Boulder/Jefferson City TPA 

(mileages are GIS-generated estimates) 

Proposed Road Management Erosion Risk 

Category 

Alternative 

A 

Alternative 

B 

Alternative 

C 

Alternative 

D 

Open Road Miles (incl. Open 

w/restrictions) 

High 27.7 13.7 11.9 19.9 

Moderate 23.1 12.0 9.2 15.0 

Low 0.3 0.6 0.6 0.6 

Unrated 8.7 0.8 1.0 2.4 

Closed Road Miles 

High 0 12.6 14.3 6.3 

Moderate 0 10.6 13.2 5.5 

Low 0 0.7 0.7 0.7 

Unrated 0 7.1 6.7 7.3 

Decommissioned Road Miles 

High 0 1.4 1.4 1.4 

Moderate 0 0.6 0.6 0.6 

Low 0 0 0 0 

Unrated 0 0.7 0.7 0.7 

Note: Open roads include seasonally open roads as well as roads open yearlong. 

Butte Draft RMP/EIS 579 
Chapter 4 

of soil stability exist at the site with some removal of 

topsoil, erosion, and compaction mixed with 

undisturbed, vegetated areas within the permitted 

boundary. 

Approximately 2,051acres of BLM lands are permitted 

for various rights-of-way and leases. Approximately 

1,256 of these acres are for road rights-of-way. The 

remaining 795 acres are associated with power lines, 

communication sites, and other utility facilities. Impacts 

to soils range from compaction and occupation of 

ground with buildings and facilities to revegetation and 

ground cover being re-established to stabilize soils. Of 

this total area, approximately 682 acres are associated 

with power lines and have substantial vegetative ground 

cover over much of the ground to stabilize soils. 

Selective timber harvest has occurred on approximately 

259 acres of BLM lands in the TPA from 1984 to 1995. 

From 1995 to the present timber harvest occurred on 7 

BLM acres while post-wildland fire timber salvage 

occurred on about 559 BLM acres as well as an 

unknown amount of private land. These activities have 

generally had relatively minor adverse effects on soils 

causing some localized erosion and compaction but 

generally allowing for revegetation post-timber harvest. 

Timber harvest has also occurred on private and Forest 

Service lands, will likely continue, and will have 

localized impacts on soils for the foreseeable future. 

In 2000, a wildland fire burned approximately 10,800 

acres in this TPA, approximately 4,670 of which were 

BLM lands. The fire burned with variable severity 

creating a mosaic of effects to soils. More severely 

burned areas underwent more severe erosion than areas 

burned less severely. Fire rehabilitation activities such as 

reseeding with grasses/herbaceous species, waterbarring 

of firelines, and post-fire noxious weed treatments 

helped minimize soil loss due to post-fire erosion. Tree 

planting on approximately 690 BLM acres of this burned 

area have contributed to longer term soil stabilization. 

Deliberate fuels treatments conducted on private and 

Forest Service lands will also likely occur for the 

foreseeable future with variable effects to soils. 

Reducing fuels under the controlled conditions of 

deliberate treatments may benefit soils in the long-term 

by reducing the risk of high severity fires in treated 

areas. 

Livestock grazing on public and private lands 

throughout much of the TPA has created areas of 

localized soil erosion and compaction throughout the 

TPA. This will continue to occur for the foreseeable 

future. 

Increasing residential development will likely continue 

for the foreseeable future. Erosion, compaction, and 

covering of soils would occur due to additional road 

construction, clearing/leveling for home sites, and 

establishment of utility infrastructure for residential 

developments. 

Under Alternative A, the contribution to cumulative 

effects on soils from BLM road management would 

continue as it occurs today. Retaining approximately 60 

miles of road open yearlong would allow for the same 

level of compaction and erosion impacts that currently 

exist. 

From a BLM road management perspective, all action 

alternatives would benefit soil resources compared to 

Alternative A. Alternative B would provide for a 

reduced contribution to adverse cumulative effects on 

soils than would Alternative A because about 55 percent 

of BLM roads would be closed or decommissioned 

under Alternative B. Of the remaining approximately 27 

miles of open road, most of them (about 23 miles) would 

be seasonally restricted to exclude motorized vehicle use 

between 12/2 to 5/15 each year. This would prevent 

motorized use during the wet spring snowmelt/runoff 

period and would therefore reduce erosion from BLM 

roads. 

Alternative C would provide for the least contribution to 

adverse cumulative effects on soils of all alternatives. 

This alternative would provide for closure or 

decommissioning of about 62 percent of BLM roads in 

the TPA, thus allowing these areas to vegetatively 

recover and stabilize soils. The majority of open roads 

under this alternative (approximately 20 out of 23 miles) 

would be seasonally restricted to exclude motorized use 

between 12/2 to 5/15 each year. As with Alternative B, 

this seasonal closure would prevent motorized use 

during the wet spring snowmelt/runoff period and would 

therefore reduce soil erosion. 

Alternative D would provide for the greatest 

contribution to adverse cumulative effects on soils of the 

action alternatives, but would still provide for greater 

long-term benefits to soils than Alternative A. 

Alternative D would provide for closure or 

decommissioning (and therefore vegetative recovery and 

soil stabilization) of about 40 percent of BLM roads in 

the TPA. As with Alternatives B and C, the majority of 

open BLM roads (about 33 out of 38 miles) would be 

seasonally restricted to exclude motorized use between 

12/2 to 5/15 each year. This would allow for the same 

types of beneficial effects to soils described above for 

Alternatives B and C. 

Due to the scattered distribution and relatively small 

proportion of BLM lands (24 percent) and roads (15 

percent) relative to the total quantities of lands and roads 

in the TPA, none of the BLM alternatives would 

substantially contribute to cumulative effects on soils at 

the scale of the Boulder/Jefferson City TPA. 

WATER RESOURCES 

Effects Common to All Alternatives 

There are a number of key concepts that are critical to 

understanding road effects to water resources. 

580 Butte Draft RMP/EIS 
Environmental Consequences: Water Resources 

Hydrologic function is an interaction between soil, 

water, and vegetation and reflects the capacity of a site 

to: 

• Capture, store, and safely release water from 

rainfall, runoff, and snowmelt; 

• Resist a reduction in this capacity; and 

• Recover this capacity following degradation. 

Interception of precipitation results when precipitation 

falls on vegetation. When vegetation is removed, 

precipitation falls directly on the soil. This can increase 

surface erosion and sedimentation, and decrease the 

amount of time between initial precipitation arrival and 

peak surface runoff – in turn decreasing soil/site stability 

and hydrologic function. Roads remove vegetation and 

therefore decrease interception of precipitation. 

Infiltration is the process of precipitation entering and 

traveling through soil. Infiltration reduces the peak 

runoff during precipitation events by extending the 

period of runoff after a precipitation event. Infiltration 

also filters precipitation and reduces erosion and 

sedimentation. If infiltration is reduced, runoff and 

erosion will increase and hydrologic function will 

decrease. Generally, roads are compacted surfaces that 

have decreased infiltration, thus increasing runoff and 

potentially increasing erosion. 

Runoff can affect the amount of erosion and 

sedimentation, as well as flooding – both onsite and 

offsite. If runoff is increased, all of these effects can 

increase with a result that water quality and hydrologic 

function will decrease. 

Increased sediment entering waterbodies increases 

turbidity, increases width-to-depth ratios, and 

consequently increases temperature and dissolved 

oxygen saturation levels, and creates adverse habitat for 

aquatic animals and plants. 

Alteration of flow routing can also affect water 

resources. For example, roadcuts into areas with 

relatively shallow groundwater can intercept 

groundwater, bring it to the surface, and transport it 

some distance (i.e. in a roadside ditch) before delivering 

it to a stream. This can lead to erosion of road ditchlines 

and subsequent sedimentation of streams during runoff 

periods, or increased thermal loading of water before 

delivery to a stream during summer periods. 

Closure and decommissioning of roads tend to reduce 

erosion and sedimentation effects stemming from roads 

on water quality. On an equivalent road mile basis, 

decommissioning roads would benefit water quality to a 

greater degree than closing roads because the 

decommissioning process would often entail 

implementing measures to restore hydrologic function. 

During road decommissioning items such as 

compaction, drainage, stream crossing culverts, and 

ground cover are often addressed in a manner that 

markedly improves hydrologic function. These features 

are not fully addressed on roads that are merely 

“closed”. However, the reduced disturbance on newly 

closed roads combined with the tendency for 

revegetation to re-establish ground cover on them would 

reduce erosion and subsequent sedimentation effects to 

water quality. 

Effects of the Alternatives 

Generally, road density is an indicator of overall 

watershed health and function. Watersheds with higher 

road densities tend to have lower water quality due to 

greater disruption of hydrologic function (described 

above), and potential for erosion and subsequent 

sedimentation. Road density also is related to the 

distribution and spread of noxious weeds. Table 4-80 

shows acres of BLM land in three road density 

categories by alternative for the Boulder/Jefferson City 

TPA. These data reflect any differences between 

alternatives based on roads proposed for 

“decommissioning” by alternative. While many “closed” 

roads would gradually contribute to increased 

hydrologic function over time, decommissioned roads 

would more directly contribute to hydrologic function 

because measures aimed at restoring hydrologic function 

would likely be part of the treatment during 

decommissioning. 

Table 4-80 

Acres of BLM Land in Road Density Categories by 

Alternative for the Boulder/Jefferson City TPA 

Road Density Category TPA 

Alternative Low Moderate High

(1 to 2 mi/mi2 (<1 mi/mi ) 2

) (> 2 mi/mi2) 

Alt. A 472 2,353 11,662 

Alt. B 863 2,377 11,247 

Alt. C 863 2,377 11,247 

Alt. D 863 2,377 11,247 

Alternative A would have the greatest amount of BLM 

land with “high” road densities of greater than 2 mi/mi2

. 

Alternatives B, C, and D would all have the same 

acreage in each road density category, reflecting that 

each of these alternatives provides for the same mileage 

(2.7 miles) of road decommissioning. By this measure, 

each of the action alternatives would benefit hydrologic 

function equally. All action alternatives would improve 

hydrologic function compared to Alternative A. 

Motorized routes within 300 feet of streams generally 

have greater potential to directly impact water quality 

through erosion and sedimentation, increased water 

temperatures (due to loss of shading vegetation), and 

direct alteration of stream channel morphology than 

those farther away. Table 4-81 shows the miles of open 

and closed roads on BLM lands within 300 feet of 

streams by alternative. Under Alternative A there are 

about 2.5 miles of open road within 300 feet of fish 

Butte Draft RMP/EIS 581 
Chapter 4 

Table 4-81 

Miles of Open and Closed Roads on BLM Lands Within 300 feet of Fish-Bearing streams and 

Perennial, Non-fish-Bearing Streams by Alternative for the Boulder/Jefferson City TPA 

Perennial Fish-Bearing Streams Perennial Non-Fish-Bearing Streams 

# Open Road Miles # Closed Road Miles # Open Road Miles # Closed Road Miles 

Alt. A 2.5 0 7.7 0 

Alt. B 2.0 0.5 4.5 3.2 

Alt. C 2.0 0.5 4.5 3.2 

Alt. D 2.0 0.5 5.3 2.4 

Note: Open roads include seasonally open roads as well as roads open yearlong. Closed roads include decommissioned roads. 

bearing streams and 7.7 road miles within 300 feet of 

perennial non-fish bearing streams. Alternatives B and C 

would improve water quality to the same degree by 

closing or decommissioning the same mileage of roads 

in close proximity to perennial streams (total of 3.7 

miles). 

Alternative D would close or decommission 2.9 road 

miles in these areas and would therefore have greater 

improvements to water resources than Alternative A, but 

fewer improvements than Alternatives B and C. Each 

action alternative would improve water resources to 

some degree compared to Alternative A. 

Cumulative Effects on Water Resources 

Cumulative effects to water resources in the 

Boulder/Jefferson City TPA would arise from many 

past, present, and reasonably foreseeable future actions 

on BLM lands as well as non-BLM lands. Within this 

60,418-acreTPA, BLM lands make up 14,487 acres or 

24 percent of lands. The approximately 60 miles of 

BLM roads make up about 15 percent of the 

approximately 392 road miles in the entire TPA. 

Therefore road-related effects to water resources 

described by alternative would be related to about 15 

percent of all roads in the TPA. There are about 32 miles 

of fish bearing stream and an additional 81 miles of 

perennial non-fish bearing stream in the TPA. On BLM 

lands there are about 4 miles of fish bearing stream and 

an additional 13.5 miles of perennial non-fish bearing 

stream. The majority of lands and roads (about 50 

percent of each) within the TPA boundary are private 

property. Remaining roads are managed by Jefferson 

County, the Forest Service, state, and private 

landowners. 

Some of the main access roads (non-BLM) follow valley 

bottoms and parallel streams. Many of these roads are 

directly affecting stream channel or floodplain function 

by filling or impinging on stream channels or 

floodplains, precluding the presence of riparian 

vegetation (including large woody material in forested 

locations), producing sedimentation in streams (from 

road surfaces, ditchlines, winter “road sanding” 

operations) and potentially increasing thermal loading 

by lessening streamside shade. These effects are 

dominant in shaping stream channel and water quality 

conditions in many areas and will continue into the 

foreseeable future. 

Reclamation of abandoned mine lands has contributed to 

improved water quality at a number of locations 

throughout this TPA. Riparian areas along about 3.7 

miles of High Ore Creek underwent removal of 

contaminated tailings and waste rock and subsequent 

revegetation in 1999-2000. Big Limber Gulch (tributary 

to Cataract Creek) and Spring Creek (tributary to Prickly 

Pear Creek in Upper Missouri River watershed) have 

also undergone recent reclamation to reduce heavy metal 

contamination from mine waste dumps and a smelter site 

near the community of Wickes. Another site near 

Wickes is also being reclaimed to address potential acid 

mine drainage that could lead to heavy metal and other 

water quality concerns. 

Ongoing ground disturbing activity associated with 

mining for lead, zinc, gold, and silver from an open pit 

mine (Montana Tunnels Mine) near Jefferson City is 

likely to continue through approximately 2008. The 

permitted mine is approximately 1,500 acres in size with 

130 of those acres on BLM land. This mine is likely to 

be expanded in the near future in a manner that will 

eliminate approximately 0.5 mile of fish-bearing aquatic 

habitat in Clancy Creek. 

Approximately 2,051acres of BLM lands are permitted 

for various rights-of-way and leases. Approximately 

1,256 of these acres are for road rights-of-way. The 

remaining 795 acres are associated with power lines, 

communication sites, and other utility facilities. Of these 

acres, approximately 682 acres are associated with 

powerlines and have substantial vegetative ground cover 

over most areas to prevent erosion/sedimentation effects 

to water resources. Impacts to water resources are 

generally minor with some localized erosion and 

sedimentation and some contribution to decreased 

hydrologic function (decreased infiltration, increased 

runoff) due to compaction. 

Selective timber harvest has occurred on approximately 

259 acres of BLM lands in the TPA from 1984 to 1995. 

From 1995 to the present timber harvest occurred on 7 

BLM acres while post-wildland fire timber salvage 

582 Butte Draft RMP/EIS 
Environmental Consequences: Water Resources 

occurred on about 559 BLM acres as well as an 

unknown amount of private land. Adverse effects on 

water resources were minor from this activity. Timber 

harvest has also occurred on private and Forest Service 

lands and will likely continue to have variable effects on 

water resources for the foreseeable future. Ground 

disturbance from these activities will have localized 

impacts to water resources including some 

sedimentation, loss of woody material recruitment for 

streams, and potential water temperature increases due 

to shade loss. 

In 2000, a wildland fire burned approximately 10,800 

acres in this TPA, approximately 4,670 of which were 

BLM lands. Tree planting on approximately 690 BLM 

acres of this burned area have contributed to longer term 

soil stabilization. The fire burned with variable intensity 

and severity creating a range of effects to water 

resources. In burned areas, nutrient inputs to streams 

increased, perhaps for several years. Streams in more 

severely burned areas underwent more severe erosion 

and sedimentation than those in areas burned less 

severely. Water temperatures in some streams may have 

increased due to loss of stream-side shade from the fires. 

Wood recruitment to streams in areas of high burn 

intensity may be increasing due to riparian tree mortality 

from fires. Stream flows may increase in some streams 

for several years. Peak flows may increase due to 

reduced snow interception by vegetation resulting in 

greater snow accumulations available for snowmelt in 

warmer periods. Summer flows may increase due a lack 

of live vegetation to conduct evapotranspiration of water 

so more groundwater may reach stream channels. Fire 

rehabilitation activities such as reseeding burnt ground 

with grasses/herbaceous species, waterbarring of 

firelines, and post-fire noxious weed treatments helped 

stabilize soils and minimize sedimentation effects to 

streams due to post-fire erosion. Tree planting on 

approximately 690 BLM acres of this burned area have 

contributed to longer term soil stabilization and 

subsequent reduction of stream sedimentation. 

Fuels treatments conducted on private and Forest 

Service lands will likely occur for the foreseeable future 

with variable effects to soils. Reducing fuels under the 

controlled conditions of deliberate treatments may 

benefit water resources in the long-term by reducing the 

risk of high severity fires that could have severe adverse 

water quality effects in treated areas. 

Increasing residential development will likely continue 

for the foreseeable future to variable degrees within the 

TPA. Erosion, soil compaction, and runoff would likely 

increase due to additional road construction, 

clearing/leveling for home sites, and establishment of 

utility infrastructure for residential developments. 

Nutrient, chemical pollutant, and pathogen inputs to 

streams would also likely increase due to leaching from 

septic systems, urban runoff (fertilizer, chemicals, and 

petroleum pollutants), and waste from livestock. 

Livestock grazing on public and private lands 

throughout much of the Boulder/Jefferson City TPA has 

created areas of localized streambank trampling, soil 

erosion and compaction, and nutrient inputs to streams. 

In severe cases stream channel morphology may be 

altered due to severe loss of riparian vegetation, loss of 

streambank integrity, channel widening and shallowing, 

and substantial sediment inputs. These effects to water 

quality will continue to occur for the foreseeable future. 

Several streams listed as impaired by MDEQ flow 

through BLM lands in this TPA. Boulder River (0.9 mile 

on BLM lands) is affected by heavy metal contamination 

due to acid mine drainage and abandoned mine lands, as 

well as direct habitat alteration due to highways, bridges, 

and impacts from historic mining. Big Limber Gulch 

(1.6 miles on BLM) is still listed as impaired due to 

heavy metal contamination from acid mine drainage and 

abandoned mine lands. High Ore Creek (2.1 miles on 

BLM) remains listed as impaired for heavy metal 

contamination, sedimentation, alteration of aquatic 

habitat, water temperature, and total suspended solids 

impairments. Probable causes of impairments include 

acid mine drainage, abandoned mine lands, rangeland 

grazing, roads (most notably a non-BLM valley bottom 

road), and timber harvest. Cataract Creek (0.4 mile on 

BLM) is impaired by heavy metal contamination from 

acid mine drainage and abandoned mine lands. Clancy 

Creek (0.2 mile on BLM) is impaired by aquatic habitat 

alteration, sedimentation, and heavy metal 

contamination. Probable causes of impairments include 

abandoned mine lands, acid mine drainage, animal 

feeding operations, riparian grazing, and road impacts (a 

non-BLM valley bottom road). These impairments will 

continue for the foreseeable future. In the case of each of 

these impaired streams, BLM roads are not located in 

such a manner and are not a great enough proportion of 

ongoing activities as to play a substantial role in 

affecting water resource conditions. In each case where 

roads are listed as probable causes of impairment, there 

is a non-BLM valley bottom road paralleling the stream. 

Under Alternative A for the Boulder/Jefferson City 

TPA, the contribution to cumulative effects on water 

resources from BLM road management would continue 

as it occurs today. Retaining approximately 60 miles of 

road open yearlong would allow for the same level of 

effects to water resources that currently exists. 

From a BLM road management perspective, all action 

alternatives would benefit water resources compared to 

Alternative A. Alternative B would benefit water 

resources by providing for a reduced contribution to 

adverse cumulative effects than would Alternative A 

because about 55 percent of BLM roads would be closed 

or decommissioned under Alternative B. Of the 

approximately 27 miles of open road under Alternative 

B, most of them (23 miles) would be seasonally 

restricted to exclude motorized vehicle use in the wet 

spring runoff period each year. This would reduce 

Butte Draft RMP/EIS 583 
Chapter 4 

erosion from these roads and further benefit water 

resources. 

Although the action alternatives provide for the same 

degree of road decommissioning overall and road 

closure/decommissioning within 300 feet of streams, 

Alternative C would provide for the least contribution to 

adverse cumulative effects (greatest benefits) on water 

resources of all alternatives. This alternative would 

provide for closure or decommissioning of about 62 

percent of BLM roads in the TPA, thus allowing these 

areas to vegetatively recover, stabilize soils, and reduce 

erosional outputs to streams. The majority of open roads 

under this alternative (approximately 20 out of 23 miles) 

would be seasonally restricted to exclude motorized use 

between 12/2 to 5/15 each year. As with Alternative B, 

this seasonal closure would prevent motorized use 

during the wet spring snowmelt/runoff period and would 

therefore reduce soil erosion and subsequent 

sedimentation effects to streams. 

Of the action alternatives, Alternative D would provide 

for the greatest contribution to adverse cumulative 

effects on water resources, but would still provide for 

greater long-term benefits than Alternative A. 

Alternative D would provide for closure or 

decommissioning of about 40 percent of BLM roads in 

the TPA. As with Alternatives B and C, the majority of 

open BLM roads (about 33 out of 38 miles) would be 

seasonally restricted to exclude motorized use between 

12/2 to 5/15 each year. This would allow for the same 

type of beneficial effects to soils described above for 

Alternatives B and C though to a slightly lesser degree 

because more roads would remain open under 

Alternative D. 

Due to the scattered distribution and relatively small 

proportion of BLM lands (24 percent) and roads (15 

percent) relative to the total quantities of land and roads 

in the TPA, none of the BLM alternatives would 

substantially contribute to cumulative effects on water 

resources in the Boulder/Jefferson City TPA. 

VEGETATIVE COMMUNITIES – FOREST 

RESOURCES AND FOREST AND 

WOODLAND PRODUCTS 

Effects of the Alternatives 

Under all alternatives, existing roads and roads built to 

access timber and forest product sales on BLM lands 

may encourage timber harvest and forest product sales 

on adjacent lands, particularly where landowners and 

other agencies looking to improve economic efficiency 

or opportunities in the management on their lands. 

In general, vegetative treatment contractors tend to bid 

more readily on projects in areas with vehicle access or 

valuable products. BLM often prioritizes forest 

vegetation management activities such as forest products 

and forest protection activities (e.g. wildfire suppression 

and forest insect and disease control) in similar areas. 

Rehabilitation of roads (decommissioning and in some 

cases road closure) would revegetate currently 

unvegetated roadbeds, which would increase vegetation 

biomass production on the landscape through 

colonization of sites with grasses, forbs, shrubs, and 

trees. Increases in revegetated area would occur at a rate 

of approximately 1.5 to 3 acres per mile of rehabilitated 

road. Eventually rehabilitated roads would support plant 

communities consistent with site potentials which would 

help resist weed invasions. However, road closures and 

removals could make vegetation management treatments 

more difficult and costly, thereby inhibiting proposed 

treatments, reducing public access for product use and 

removal, and potentially slowing fire detection and 

suppression. 

Under Alternative A there would be no increase in 

project analysis and implementation costs. However, 

under Alternative B approximately 55 percent of BLM 

roads would be closed. Under Alternative C about 61 

percent of roads would be closed, while under 

Alternative D about 38 percent of these roads would be 

closed. These closures would result in commensurate 

potential increases in vegetative analysis and treatment 

costs by alternative. These potential cost increases 

would be considered on a case by case basis by the BLM 

during project feasibility determinations, and additional 

funding may be needed to analyze and implement the 

projects that would remain feasible. Road closures could 

also result in potential decreases in quantities of forest 

products removed. Temporary roads have been 

commonly built in the Boulder/Jefferson TPA to access 

forest treatment areas and probably will continue to be 

used in the future. In the Boulder/Jefferson TPA forest 

product values are typically low, contributing to reduced 

feasibility of some projects in areas with closed roads. 

The extent of the effects described above would be 

minimized because BLM would likely still be able to 

plan and implement projects in many areas on closed 

roads through the variance process for temporary road 

use. Road-related effects would be greatest under 

Alternative C, followed in sequence by Alternative B, 

then Alternative D. 

Roaded access to forested areas would also affect the 

gathering of firewood and other forest products by the 

general public. Most public parties prefer to drive close 

to areas of product removal so they do not have to carry 

products over long distances to their vehicles. 

Alternative A would have the greatest opportunity for 

firewood and other product removal with 60.5 miles of 

BLM road open yearlong. Alternative B would provide 

fewer opportunities than Alternative A with 27.3 miles 

of open road. Alternative C would provide the fewest 

opportunities of all alternatives with 23.5 miles of open 

road. Alternative D (38.1 open road miles) would 

provide more opportunities than Alternatives B and C, 

584 Butte Draft RMP/EIS 
Environmental Consequences: Vegetative Communities 

Noxious Weeds 

but fewer than Alternative A. Winter seasonal closures 

on many roads (closed 12/2-5/15) could affect firewood 

and Christmas tree harvest in the Boulder/Jefferson TPA 

under the action alternatives. Alternatives B, C, and D 

contain winter closures that affect from one third (20.6 

miles) to more than one half (34.2 miles) of total open 

BLM roads in the TPA. For the Boulder/Jefferson City 

TPA, Alternative A would retain the most public 

opportunities for these activities, followed in sequence 

of decreasing opportunities by Alternative D, Alternative 

B, than Alternative C. 

Cumulative Effects on Forest and 

Woodland Resources and Products 

Forested vegetation in the Boulder/Jefferson TPA was 

greatly impacted by a large wildfire during the summer 

of 2000. The resulting forest condition includes 

widespread tree mortality with burned understory 

vegetation on 32 percent of BLM lands within the TPA. 

In the BLM burned area, 690 acres were salvage logged, 

followed by restoration tree planting. Adjacent areas of 

private ownership were also salvage logged following 

the wildfire. Since 1984, timber harvest has also 

occurred on 266 acres of green forest. These activities 

resulted in the removal of forest products and the 

associated forest restoration, resulting in open stands 

with more diverse understories. Approximately 500 

forested acres have also been prescribe burned, resulting 

in some tree mortality, short-term erosion, and more 

open stand conditions in forested areas. Current planning 

includes additional treatment of 650 acres in the 

Boulder/Jefferson TPA. 

Currently, western spruce budworm and Douglas-fir 

beetle are present in forests within the Boulder/Jefferson 

TPA. These insects have been present at similar levels in 

the past and are expected to remain in the future. These 

species can reduce forest health and individual tree 

vigor, sometimes resulting in mortality. Because 32 

percent of BLM land in the TPA was burned with 690 

acres subsequently replanted, many stands in the central 

portion of the TPA are in early successional stages and 

therefore are not at risk for insect infestation. 

Differences between travel planning alternatives would 

be negligible in regard to effects on or from the insect 

populations. 

Road decommissioning (2.7 road miles) and associated 

rehabilitation proposed under all action alternatives 

would not have major cumulative effects on forest 

resources or forest products in the Boulder/Jefferson 

TPA. Approximately 6 acres of road could be colonized 

by trees under the action alternatives, while no roads 

would be decommissioned under Alternative A. 

Forested vegetation in the Boulder/Jefferson TPA will 

also be affected by approximately 2,051 acres of rightsof-way and leases on BLM land. Large trees in these 

areas will generally be harvested for product to 

accommodate the necessary access or facilities. Forest 

vegetation removal would occur on new authorizations 

in the future and would occur as necessary to maintain 

sight distances and safety clearances associated with 

roads and facilities. 

Urbanization is expected to continue on the 31,705 acres 

of private land (52 percent of all lands) within the 

Boulder/Jefferson TPA. Forest products are commonly 

removed from these areas prior to permanent 

construction. Urbanization is likely to continue in the 

future and will affect forested vegetation at an unknown 

rate. Due to the preponderance of private lands in the 

TPA, urbanization and activities on open roads in the 

vicinity may have more cumulative effects on forested 

vegetation in the TPA than BLM decisions regarding 

miles of open and closed road. 

Risk to forests from human-caused wildfires is 

commonly associated with open roads. Risk to forests 

from wildfire is greatest under Alternative A with 60.5 

miles of road open during the summer (and yearlong). 

Alternative B would have less risk of human-caused fire 

starts with 27.3 miles of road open during summer. 

Alternative C would have the least risk to forests with 

only 23.5 miles of road open during summer months. 

Alternative D (38.1 miles of open road during summer) 

would have more risk than either Alternatives B or C, 

but less risk than Alternative A. Since a high percentage 

of the forested acreage in the central portion of this TPA 

has already burned, fewer acres are anticipated to be 

affected by wildfire in the foreseeable future. Given that 

the majority of roads in the TPA (84.6 percent) are nonBLM roads, this contribution to reduced fire risk from 

BLM roads in the action alternatives is relatively small 

in the context of the entire TPA. 

Since BLM roads constitute only 15.4 percent of all 

roads in this TPA, and BLM lands make up only 24 

percent of all lands in the TPA, urbanization and 

activities on open non-BLM roads in the vicinity may 

have more cumulative effects on forested vegetation in 

the TPA than BLM decisions regarding miles of open 

and closed road. 

VEGETATIVE COMMUNITIES -NOXIOUS 

WEEDS 

Under all alternatives, any snowmobile use would have 

negligible effects on noxious weed spread and 

populations. Invasive noxious weeds and non-native 

species are degrading wildland health. These are 

aggressive plants that can outcompete many native 

plants, as they have few natural enemies to keep them 

from dominating an ecosystem. These plant species are 

spread by many means. However, any land disturbing 

activity in the TPA has the most potential to introduce 

and spread weed species. Motorized vehicles are one 

vector for noxious weed spread as weed seed becomes 

attached to vehicles and their tires, and are transported 

from one area to another where seeds become detached 

and germinate to inhabit new areas. 

Butte Draft RMP/EIS 585 
Chapter 4 

Effects of Alternative A 

Under Alternative A all BLM managed routes in the 

Boulder/Jefferson City TPA would continue to be 

managed as open yearlong (60.5 miles, 0 miles 

seasonally restricted or closed). No non-motorized 

routes or trails are available under this alternative. 

Snowmobile use would continue to be managed as open 

to area-wide cross country travel as well as travel on all 

existing routes (during the season of use, 12/2-5/15, 

conditions permitting). Alternative A would have the 

most roads open and in turn would promote the greatest 

amount of weeds and other undesirable plant spread and 

production. More herbicide control would be needed to 

control weeds in Alternative A than the other 

alternatives. Under Alternative A the open BLM roads 

would represent about 15.4 percent of all open roads in 

the Boulder/Jefferson City TPA. 

Effects of Alternative B 

Under Alternative B, 27.3 miles of routes would be 

available for wheeled motorized use (3.7 miles open 

yearlong, 23.6 miles seasonally restricted). Closure and 

decommissioning of routes in the southwest corner of 

the TPA would help create a non-motorized use area and 

reduce weed spread related to motorized use. This 

alternative would close 30.5 miles of road leaving 3.7 

miles open yearlong as compared to 60.5 miles of road 

open yearlong for Alternative A. This would prevent 

weed spread caused by motorized vehicles on these 

closed routes, but would increase weed spread on the 

open routes because of the more concentrated use of 

these routes. Overall Alternative B would reduce weed 

spread, but would increase weed treatment costs per road 

mile on the remaining open roads compared to 

Alternative A. Under Alternative B, the 27.3 open road 

miles (including seasonally restricted routes) would 

make up about 7 percent of all open roads in the 

Boulder/Jefferson City TPA. 

Effects of Alternative C 

Under Alternative C, 23.5 miles of routes would be 

available for wheeled motorized use (3.0 miles open 

yearlong, 20.5 miles seasonally restricted). Closure and 

decommissioning of routes in the southwest corner of 

the TPA would help create a non-motorized use area and 

reduce weed spread related to motorized use in this area. 

This alternative would close 34.2 miles of road leaving 

3.0 miles open yearlong as compared to 60.5 miles of 

road open yearlong for Alternative A. This would 

prevent weed spread caused by motorized vehicles on 

these closed routes, but would increase spread on the 

open routes because of the more concentrated use of 

these routes. Overall Alternative C would reduce weed 

spread more than any other alternative, but would 

increase weed treatment costs per road mile on the 

remaining open road miles compared to Alternative A. 

Under Alternative C the 23.5 miles of open BLM road 

would make up about 6 percent of all open roads in the 

TPA. 

Effects of Alternative D 

Under Alternative D, 38.1 miles of routes would be 

available for wheeled motorized use (5.3 miles open 

yearlong, 20.5 miles seasonally restricted). This 

alternative would close 20.6 miles of road leaving 5.3 

miles open yearlong as compared to 60.5 miles of road 

open yearlong for Alternative A. This would prevent 

weed spread caused by motorized vehicles on the closed 

routes, but would increase spread on the open routes 

because of the more concentrated use of these routes. 

Over Alternative D would reduce weed spread more 

than Alternative A but less than Alternatives B and C, 

but would increase weed treatment costs per road miles 

on the remaining open roads miles compared to 

Alternative A. Under Alternative D, the 38.1 miles of 

open BLM road would make up about 9.7 percent of all 

open road miles in the Boulder/Jefferson TPA. 

Cumulative Effects on Noxious Weeds 

Under all alternatives, other past, present, and 

reasonably foreseeable future BLM and non-BLM 

actions affect noxious weeds. 

Recreational activities for this TPA include big game 

hunting, motorized OHV travel (motorcycles, ATVs, 

snowmobiles), and to a lesser extent, non-motorized uses 

(hiking, horseback riding, and mountain biking). 

Motorized recreation uses are one of the leading causes 

of introduction and spread of noxious weeds and non 

native species. Weed seeds are transported by many 

recreational vectors i.e. motorized vehicles including 

their tires, non-motorized vehicles including their tires, 

pack animals, and humans. Applications for right-ofway permits on public lands to access private property or 

for commercial development are likely to increase in the 

future as urban development increases. As a result, soil 

disturbing activities (i.e. roads, powerlines, telephone 

lines, etc.), will likely increase, causing weeds to 

increase. 

A variety of resource management projects, such as 

BLM initiated vegetation treatments, or wildland fire 

fuel reduction projects, could affect the TPA. There have 

been no fuels treatments in this area in the last 10 years 

and there are none planned on BLM lands for the 

foreseeable future. Any project creating soil disturbance 

has the capability to increase weedy plant species. 

Prescribed burning projects give the ground surface a 

fertilization effect and eliminate some plant competition 

for weedy species giving them a niche for establishment 

and expansion in some areas. Ground disturbing 

equipment could also transport noxious weed seed to 

these project sites. BLM implements weed control 

measures in the aftermath of such ground-disturbing 

activities so as to minimize noxious weed spread. 

586 Butte Draft RMP/EIS 
Environmental Consequences: Vegetative Communities 

Riparian Vegetation 

Wildland fires create good seed beds and supply 

nutrients for weed species introduction and production. 

From 1981 to 2004 there has been one wildland fire (the 

2000 High Ore Fire) that burned approximately 4,600 

acres of BLM land. This fire has promoted and increased 

noxious weed production in this TPA. BLM 

implemented weed control measures as part of the fire 

rehabilitation work associated with this fire. 

The TPA has a rich history of mining for lead, zinc, 

gold, copper, and silver. With the exception of the 

Montana Tunnels Mine, the remaining mines are no 

longer active; many have been reclaimed by either the 

BLM or state of Montana. The Montana Tunnels Mine 

continues to produce lead and zinc with associated gold 

and silver from an open pit. The mine is located near 

Jefferson City, and is approx. 1,500 acres in size 

(including 130 acres of BLM land). Increases in mineral 

prices could lead to additional increased or renewed 

mining activity. Mining is a land disturbing activity and 

the activity itself and weed seed contaminated 

equipment that is used could promote weeds in the area. 

Abandoned mine reclamation work conducted by BLM 

can also contribute to increased weed spread. BLM 

implements weed control measures associated with these 

projects to minimize this impact. 

Noxious weeds and non-native invasive species are well 

established and spreading in the area. Weed control 

activities by BLM and other entities, while often 

effective at reducing or minimizing weed spread and 

weed populations, can also lead to some weed spread. 

Herbicide spray equipment is driven through weed 

infestations and weed seeds as well as other weed 

vegetative parts are spread to other lands during and 

following treatment. The High Ore Wildfire area 

received ground and aerial herbicide treatments of about 

300 to 400 acres in size following the fire. In recent 

years, treatments using herbicide (ground) and biological 

controls have been accomplished on approximately 250 

acres. These weed treatments have varying success in 

killing undesirable plants, depending on many 

environmental parameters. Timber sales have built-in 

stipulations for mitigating weed production and spread. 

However, with ground disturbance the potential exists 

for weed introduction to occur on these sites. Since 1995 

there have been 559 acres of timber savage and 7 acres 

of timber harvest and 690 acres of forest planting 

(replanted in 2002). Vehicular access for tree plantings 

could contribute to the spread of existing weeds on site. 

Herbicide treatment of existing weeds is coordinated 

with tree seedling planting locations and timing, so as to 

minimize potential exacerbation of weed spread. 

Future travel management (for all agencies, nationwide) 

is likely to lead to fewer opportunities for motorized 

recreational use than under current management 

(particularly for OHV use). As a result, BLM routes 

available to motorized use could experience increased 

use from displaced users, leading to more concentrated 

use, increased resource impacts, and user conflicts. 

The TPA mainly provides habitat for big game. The 

entire area is considered winter range for elk while the 

lower elevations along the eastern half of the travel plan 

are winter range for mule deer. Noxious weed seeds are 

transported and spread by wildlife through their 

digestive system and by attaching to the animals 

themselves and then being released at a later time. 

Livestock grazing on and off BLM lands also 

contributes to weed spread either through seed being 

spread or introduced by livestock themselves, or through 

vehicular uses needed to manage grazing operations. 

The Boulder-Jefferson City TPA is located adjacent to 

the upper Boulder Valley. Human population growth for 

the upper Boulder Valley (Boulder town statistics) is 

approximately 2 percent per year. This rate of growth is 

expected to continue, along with increased recreational 

use from local residents and area users (residents of 

Helena and Butte). The increasing population in the 

Butte and Helena area will in turn lead to an increase in 

use of this TPA creating more opportunities for weed 

spread and production. 

The small towns of Boulder (population 1,436) and 

Jefferson City (population 295) are located adjacent to 

the TPA. The present rate of growth is approximately 2 

percent per year, but could increase as Helena Valley 

area development begins to branch out. The residential 

development between Jefferson City and Boulder is 

increasing. Use of the TPA by the residents living 

adjacent to or within this area will lead to an increase in 

weed spread and propagation. 

About 15.4 percent of all the travel routes in the 

Boulder/Jefferson City TPA are located on BLM 

managed lands (under Alternative A). Lands near roads 

and away from roads in the TPA are infested with 

weeds. The travel on these roads is spreading weeds and 

weeds off these roads are being spread by the weed 

plants themselves and other natural means. Because the 

majority of roads (85 percent) and lands (76 percent) in 

the TPA are non-BLM, activities in these areas play a 

stronger role than activities on BLM lands in 

determining the status of weed spread and weed 

populations overall at the scale of the entire TPA. 

VEGETATIVE COMMUNITIES -RIPARIAN 

VEGETATION 

Effects Common to All Alternatives 

This section focuses on effects to riparian vegetation. 

For additional discussion of effects to water quality and 

stream channels, see the Water Resources and Fish 

sections. 

Roads in riparian areas constitute ground disturbance 

that can eliminate or preclude presence of native riparian 

Butte Draft RMP/EIS 587 
Chapter 4 

vegetation. This ground disturbance and loss of riparian 

vegetation may facilitate erosion and sedimentation of 

streams. Roads may also interfere with natural stream 

channel functions by occupying floodplains or active 

stream channel margins (see Water Resources section 

for more discussion). Noxious weeds may dominate 

riparian vegetation communities after some type of 

disturbance (such as roads, livestock grazing, mining, 

etc.) has reduced native vegetation. Noxious weed seed 

can be spread into riparian areas by motor vehicles via 

open roads. Closure of roads and trails can improve or 

maintain riparian condition by reducing avenues of 

noxious weed spread, as well as allowing for bare area 

re-vegetation which filters sediment in addition to 

stabilizing banks in some areas. Road and trail 

restrictions have the same effects but to a lesser degree, 

because some traffic will inhibit vegetation growth and 

recovery. 

Effects of the Alternatives 

As a means of comparing alternatives, Table 4-82 

depicts the miles of wheeled motorized routes that cross 

or are within 300 feet of streams or wet areas on BLM 

lands in the Boulder/Jefferson City TPA. 

Table 4-82 

Miles of Roads and Trails by Proposed 

Management Category within 300 feet of Streams 

(including intermittent streams) in the 

Boulder/Jefferson City Travel Planning Area 

Miles of Wheeled 

Motorized Routes 

ALT 

A 

ALT 

B 

ALT 

C 

ALT 

D 

Open 

Restricted 

Closed 

21.7 

0 

0 

9.4 

4.6 

7.7 

9.4 

4.5 

7.8 

9.5 

7.7 

4.5 

Under Alternative A, 21.7 miles of BLM roads and trails 

would remain open that cross or are within 300 feet of 

streams or wet areas on BLM lands. The noxious weed 

spread, streambank, and sediment delivery effects would 

continue as described in the Effects Common to All 

Alternatives section. The BLM roads and trails most 

affecting riparian conditions along Kady Gulch, 

Boomerang Gulch, Black Jim Gulch, Stagecoach Gulch 

and Big Limber Gulch would remain open. Alternative 

A would pose the greatest adverse effects to riparian 

vegetation of all alternatives. 

Under Alternative B, 9.4 miles of roads and trails would 

remain open that cross or are within 300 feet of streams 

or wet areas, 4.6 miles of roads and trails would have 

seasonal restrictions, and 7.7 miles of roads and trails 

would be closed. The noxious weed spread, streambank, 

and sediment delivery effects would be reduced in 

comparison to Alternative A. Big Limber Gulch, High 

Ore Creek and Spring Creek roads and trails which 

impact riparian areas would remain open because these 

roads provide access to private lands. Riparian impacted 

roads and trails along Spencer Creek, Stagecoach Gulch, 

Black Jim Gulch, and Lower Boomerang Gulch would 

be closed. Roads and trails along Peters Gulch, the west 

fork of Boomerang Gulch, and Kady Gulch would have 

seasonal restrictions on use (closed 12/2-5/15). 

Under Alternative C, 9.4 miles of roads and trails would 

remain open that cross or are within 300 feet of riparian 

areas, 4.5 miles of roads and trails would have 

restrictions, and 7.8 miles of roads and trails would be 

closed. The noxious weed spread, streambank, and 

sediment delivery effects would be reduced in 

comparison to Alternative A to the same degree as under 

Alternative B. Big Limber Gulch, High Ore Creek and 

Spring Creek roads and trails which impact riparian 

areas would remain open because these roads provide 

access to private lands. Riparian impacted roads and 

trails along Spencer Creek, Stagecoach Gulch, Black Jim 

Gulch, and Lower Boomerang Gulch would be closed. 

Roads and trails along Peters Gulch, the west fork of 

Boomerang Gulch, and Kady Gulch would have 

seasonal restrictions on use (closed 12/2-5/15). 

Under Alternative D, 9.5 miles of roads and trails would 

remain open that cross or are within 300 feet of riparian 

areas, 7.7 miles of roads and trails would have 

restrictions, and 4.5 miles of roads and trails would be 

closed. The noxious weed spread, streambank, and 

sediment delivery effects would be reduced in 

comparison to Alternative A, but would be greater than 

under Alternatives B or C. As with all other alternatives, 

Big Limber Gulch, High Ore Creek and Spring Creek 

roads and trails which impact riparian areas would 

remain open because these roads provide access to 

private lands. Riparian impacted trails along Stagecoach 

Gulch, Black Jim Gulch, and Lower Boomerang Gulch 

would be closed. Also as with Alternatives B and C, 

roads and trails along Peters Gulch, Spencer Creek, the 

west fork of Boomerang Gulch, and Kady Gulch would 

have seasonal restrictions on use (closed 12/2-5/15). 

Cumulative Effects on Riparian 

Vegetation 

Noxious weed spread, mining, roads and trails, logging 

operations, and livestock grazing have affected riparian 

resource conditions in all TPAs, including the 

Boulder/Jefferson City TPA. Some of these factors 

continue to cause riparian area degradation primarily 

through direct disturbance or loss of riparian vegetation. 

Ground disturbance and loss of riparian vegetation 

facilitate erosion and sedimentation of streams. In the 

case of noxious weeds, they usually dominate riparian 

vegetation communities after some type of disturbance 

(such as roads, livestock grazing, mining, etc.) has 

reduced native vegetation. 

Anticipated subdivision growth on private lands will 

lead to more road construction and maintenance. More 

roads and development will increase severity of runoff 

events which in turn will cause more sediment delivery 

588 Butte Draft RMP/EIS 
Environmental Consequences: Wildlife 

to creeks and streams. The additional sediment is likely 

to affect the functioning condition of some riparian areas 

by causing streambeds to aggrade at unnatural rates. 

Streambanks may also be affected if road placements do 

not allow for natural stream movements or meanders. 

Logging and forestry practices on public and private 

lands are subject to streamside management zone (SMZ) 

requirements designed to maintain water quality and 

riparian vegetation. The proposed Riparian Management 

Zones under Butte RMP Alternatives B and C would be 

wider than SMZs and activities in these areas would be 

designed to benefit riparian resources, thus providing 

more riparian protection and more targeted management 

of riparian vegetation in both forested and non-forested 

areas than under RMP Alternatives A and D. The 

disturbance associated with timber activities does have 

the potential to increase noxious weed spread which 

degrades riparian area function and health. On public 

lands noxious weed control is a standard feature of any 

ground disturbing activities whereas on private lands 

noxious weed control is variable. 

Livestock grazing will continue in the area and has the 

potential to impact riparian resource conditions. On 

BLM lands, ongoing rangeland health assessments and 

implementation of livestock grazing guidelines would 

continue to improve or maintain riparian vegetation 

health and vigor. On private lands, livestock grazing is 

expected to decline slowly as more ranch and farmland 

is subdivided. Riparian conditions may improve or 

degrade as management changes. 

Noxious weed control will continue on both public and 

private lands with varying degrees of success. To the 

extent that these efforts are successful, riparian 

conditions would improve because of the streambank 

protection gained from shrubby root systems and 

filtering capability of native riparian sedge and rush 

species. 

Reclamation of abandoned mine lands along Big 

Limber Gulch, High Ore Creek, Clancy Creek and 

Spring Creek near Wickes have improved riparian 

function and health in these watersheds. The removal of 

contaminated soil and improvement in water quality has 

caused riparian vegetation to recover and thrive. The 

future reclamation of the Montana Tunnels mine would 

ensure a consistent base flow of acceptable water quality 

to the headwaters of Clancy Creek. 

The Boulder complex fires of 2000 burned parts of the 

High Ore, Boomerang, Spring Creek, and Amazon 

watersheds. Before the vegetation could recover, 

subsequent storm events caused streambank scouring to 

occur on parts of several streams in these watersheds. 

The fire was of sufficient size to allow several colonies 

of aspen along riparian reaches and uplands to 

regenerate. Because a large acreage burned, post-fire use 

by herbivores and ungulates was dispersed enough that it 

did not suppress young aspen suckers. 

Cumulative effects under all the action alternatives 

would be similar to Alternative A at the scale of the 

entire TPA. The additional road and trail closures and 

seasonal restrictions on BLM roads in the action 

alternatives may slightly offset the cumulative road and 

trail impacts associated with subdivision development 

and other lands uses as compared to Alternative A. 

Alternative D would contribute less to riparian 

vegetation benefits than Alternatives B and C, but would 

contribute more benefits than Alternative A. 

Overall, because BLM roads make up only 15.4 percent 

of all roads in the TPA (under Alternative A), and BLM 

lands make up 24 percent of all lands in the TPA, the 

contributions to riparian vegetation benefits associated 

with closing riparian roads on BLM lands under the 

action alternatives, while potentially substantial at the 

site scale, could be masked by activities on other lands at 

the scale of the entire Boulder/Jefferson City TPA. 

Activities on private lands (52 percent of total acreage in 

TPA) and USFS lands (23 percent of total acreage in 

TPA) would play a substantial role in determining 

riparian conditions at the scale of the entire TPA. 

WILDLIFE 

Effects of Alternative A 

Under Alternative A, the Boulder/Jefferson City TPA 

would have substantially more open roads (60.5 miles) 

compared to the action alternatives and would have the 

highest actual road density, 3.3 mi/mi2

 (Table 4-83) of 

all alternatives. Open roads typically increase the level 

of recreation adjacent to roads which can result in 

Table 4-83 

Decision Area Road Densities (mi/mi2

) within Elk Winter Range 

in the Boulder-Jefferson City Travel Planning Area by Alternative 

 Actual Road Density Acres of Low 

Road Density 

Acres of Moderate 

Road Density 

Acres of High 

Road Density 

Alternative A 3.3 483 2,341 11,662 

Alternative B 0.8 3,985 5,304 5,198 

Alternative C 0.8 4,035 5,571 4,881 

Alternative D 0.9 3,938 4,967 5,582 

Low Density = 0-1 mi/mi2

, Moderate Density = 1-2 mi/mi2, High Density = >2 mi/mi2 

Butte Draft RMP/EIS 589 
Chapter 4 

additional disturbance and displacement of wildlife 

species. Roads can also encourage the public to recreate 

in areas that had formerly been secluded. Roads can 

cause direct mortality to wildlife through road kill, 

prevent wildlife movement, create disturbance to 

wildlife via vehicular use, cause the spread of noxious 

weeds, reduce habitat and cause habitat fragmentation 

on the landscape. Permanent and temporary roads could 

negatively impact wildlife including special status 

species, particularly if roads are open during critical 

periods such wintering or during the breeding season. 

High open road densities under Alternative A could 

result in the loss of year-round habitat and migration 

corridors, disturbance and displacement of wildlife, road 

kill and fragmentation of habitat. Wildlife, including 

special status species, that are especially sensitive to 

roads in the TPA include (but are not limited to) elk and 

northern goshawk. The detrimental effects of open road 

densities to all wildlife species found in this TPA under 

Alternative A could be minor to major and long-term. 

This alternative would have the greatest negative 

impacts to wildlife including special status species from 

open roads. 

This TPA would also have substantially fewer acres of 

functional big game winter range (approximately 483 

acres in areas with low road density) compared to the 

action alternatives (Table 4-83). Functional winter range 

is similar under the action alternatives with 3,985 acres 

under Alternative B, 4,035 acres under Alternative C 

and 3,938 acres under Alternative D. 

With Alternatives A, B and D, the TPA would be open 

to cross country snowmobile use. BLM lands in this 

TPA, however, do not often get favorable snow 

conditions for snowmobile use. Due to snow conditions, 

the use of snowmobiles would be limited and the effects 

to wintering big game and other wildlife species would 

be expected to be minimal the majority of the time. 

However, when snow conditions do become favorable, 

snowmobile use of the TPA could have considerable 

negative effects to big game and other wildlife species. 

The negative affects due to cross-country snowmobile 

use could include harassment of big game during the 

high stress winter season. This could cause individuals 

to leave an area (temporarily or permanently) and/or an 

increase in stress that could lead to mortality. 

In evaluating impacts of travel planning on elk and other 

big game species, it is important to consider impacts on 

security habitat. Elk security is the inherent protection 

allowing elk to remain in an area despite increases in 

stress or disturbance associated with the hunting season 

or other human activities. Security habitat includes 

blocks of nonlinear forested habitats greater than 250 

acres in size that are at least 0.5 mile from an open road. 

Security habitat should also consist of larger trees 

(greater than 8 inches DBH) with vegetation dense 

enough to hide an adult elk. Due to the fragmentation of 

BLM lands and high road densities adjacent to BLM 

lands, none of the alternatives would provide big game 

security habitat in the Boulder/Jefferson TPA. 

Core areas are areas large enough for wildlife (especially 

animals with large home ranges such as carnivores and 

big game) to forage and reproduce. Subcore areas are 

areas that could act as stepping stones for wildlife as 

they move through the region. Within all lands of the 

Boulder/Jefferson City TPA there are approximately 

20,631 acres identified as “core/subcore” habitat. Under 

Alternative A, there would be 1,113 acres of 

core/subcore habitat with low road density (less than the 

action alternatives), 4,015 acres with moderate road 

density and 15,503 acres with high road density (more 

than all action alternatives) for all land ownerships. 

On BLM lands, there are 2,958 acres in core/subcore 

habitat. Within the Boulder/Jefferson City TPA, all but 

20 acres would have high road densities in core and 

subcore habitat under Alternative A. 

Wildlife corridors are areas of predicted movement 

within or between core and subcore areas. Within the 

TPA, there are approximately 13,180 acres identified as 

“high quality” wildlife movement corridors under all 

land ownerships. All alternatives would have a similar 

number of acres with low road densities (677 acres) in 

movement corridors. Alternative A, however, would 

have fewer acres with moderate road density (3,556 

acres) than the action alternatives and the majority of 

acres under this alternative (8,948 acres) would have 

high road densities. Although these areas have been 

mapped as “high quality” movement corridors, the 

presence of high road densities could reduce or limit the 

quality of habitat available to wildlife. 

On BLM lands in the TPA, there are 6,659 acres mapped 

as high quality movement corridors. Under Alternative 

A, the majority of habitat in mapped high quality 

movement corridors would have high road densities 

(4,264 acres) with 1,944 acres in moderate road densities 

and only 450 acres with low road densities. Alternative 

A would provide the lowest quality habitat in wildlife 

movement corridors compared to all other alternatives. 

Riparian areas provide crucial habitat and critical travel 

corridors for wildlife including special status species. 

Riparian areas also provide a refuge for native plants and 

animals in times of stress such as drought or fire. Roads 

in riparian areas can prevent use of these crucial areas by 

wildlife, limit use or cause loss of habitat. Under 

Alternative A, there would be 21.7 miles of open roads 

in riparian areas. 

Effects of Alternative B 

Under Alternative B, Boulder/Jefferson City TPA would 

have substantially fewer open roads (27 miles) compared 

to Alternative A (60.5 miles). Of the 27 miles of open 

roads, only 3.7 miles would be open year-round and the 

remaining 23.6 miles would be seasonally restricted. 

Alternative B would have more open roads than 

590 Butte Draft RMP/EIS 
Environmental Consequences: Wildlife 

Alternative C (23.5 miles) but less than Alternative D 

(38 miles). Alternative B would decrease harassment to 

wildlife during all seasons of use, especially during the 

winter and spring, over Alternatives A and D. This 

alternative would improve habitat and reduce 

fragmentation more than Alternatives A and D but less 

than Alternative C. 

Under Alternative B, the actual road density in elk 

winter range would be 0.8 mi/mi2

, below the maximum 

of 1 mi/mi2

 recommended by MFWP in big game winter 

range (Table 4-83). This is substantially lower than the 

road density under Alternative A (3.3 mi/mi2

), the same 

as under Alternative C and similar to Alternative D (0.9 

mi/mi2

). 

Under Alternative B there would be substantially more 

acres of functional winter range (3,985 acres in low road 

density) compared to Alternative A (483 acres) but this 

alternative would have a similar number of acres 

compared to Alternatives C and D (4,035 and 3,938 

acres respectively) (Table 4-83). 

Like Alternatives A and D, the entire Boulder/Jefferson 

City TPA would be open for cross country snowmobile 

use with Alternative B. The effects would be the same as 

described under Alternative A. 

Under all land ownerships in core and subcore habitat, 

Alternative B would have the same acres in low road 

densities as Alternatives C and D (1,704 acres) which 

would be more than under Alternative A (1,113 acres). 

Alternative B would also have the same or similar acres 

in moderate (5,685 acres) and high (13,242 acres) road 

densities as Alternatives C and D. These acreages are 

higher than the moderate road density acreage (4,015 

acres), and lower than the high road density acreage 

(15,503 acres) of Alternative A. 

On BLM lands, there are approximately 2,958 acres in 

core/subcore habitat. Under Alternative A, all but 20 

acres would have high road densities in core and subcore 

habitat on BLM lands. Although core and subcore 

habitat on BLM lands under the action alternatives 

would still be primarily in high road density (1,550 

acres) there would also be 440 acres in low road density 

areas and 966 acres in moderate road density areas. The 

action alternatives would improve the quality of core 

and subcore habitat compared to Alternative A 

In high quality wildlife movement corridors for all land 

ownerships, Alternative B would substantially increase 

the acreage with low road density (approximately 3,770 

acres) compared to Alternative A (677 acres). 

Alternatives B would also increase the acreage with 

moderate road density (5,235 acres) over Alternative A 

and would substantially lower the acreage with high 

road density to 4,170 acres compared to Alternative A 

(8,948 acres with high road density). All action 

alternatives would greatly improve habitat in high 

quality movement corridors over Alternative A but 

Alternatives B and C would have more beneficial effects 

than Alternative D. 

The quality of BLM lands mapped as high quality 

movement corridors would improve under Alternative B 

compared to Alternative A. All action alternatives would 

increase the acreage in low road density to 

(approximately 3,200 acres) compared to Alternative A 

(450 acres). Alternatives B and C would also increase 

the acreage with moderate road densities to (about 2,550 

acres) compared to Alternative A (1,944 acres), and 

decrease the number of acres in high road densities to 

approximately 865 acres compared to 4,170 acres under 

Alternative A. All action alternatives would improve 

habitat in high quality movement corridors on BLM 

lands over Alternative A but Alternatives B and C would 

have more beneficial effects than Alternative D. 

All action alternatives would protect and restore more 

riparian habitat than Alternative A by reducing the miles 

of open roads in riparian acres to 9.5 miles (from 21.7 

under Alternative A). Reducing roads in riparian habitats 

under the action alternatives would allow for more 

breeding, foraging, and hiding habitat as well as improve 

movement corridors for a wide variety of species. 

Effects of Alternative C 

Under Alternative C, Boulder/Jefferson City TPA would 

have substantially fewer open roads (23.5 miles) 

compared to Alternative A (60.5 miles). Of the 23.5 

miles of open roads, only 3.0 miles would be open yearround and the remaining 20.5 miles would be seasonally 

restricted. Alternative C also would have fewer open 

roads than Alternative B (27.3 miles) and Alternative D 

(38 miles). Alternative C would decrease harassment to 

wildlife during all seasons of use, especially during the 

winter and spring, over all alternatives. This alternative 

would also improve habitat and reduce fragmentation 

more than all other alternatives. 

Under Alternative C, the actual road density in elk 

winter range would be 0.8 mi/mi2

, below the maximum 

of 1 mi/mi2

 recommended by MFWP in big game winter 

range. This is substantially lower than the road density 

under Alternative A (3.3 mi/mi2

), the same as under 

Alternative B, and similar to Alternative D (0.9 mi/mi2

) 

(Table 4-83). 

Under Alternative C there would be substantially more 

acres of functional winter range (4,035 acres in low road 

density areas) compared to Alternative A (483 acres), 

but this alternative would have a similar amount of acres 

compared to Alternatives B and D (3,985 and 3,938 

acres, respectively) (Table 4-83). 

Alternative C would limit snowmobile use in the entire 

Boulder/Jefferson City TPA to open roads only (3 

miles). This would substantially reduce the negative 

effects to wildlife from snowmobile use and be the most 

protective of all alternatives. 

Butte Draft RMP/EIS 591 
Chapter 4 

There would be no big game security habitat provided 

on BLM lands under Alternative C. 

Effects associated with core and subcore habitat under 

Alternative C would be the same as under Alternative B. 

In high quality movement corridors for all land 

ownerships, Alternative C would substantially increase 

the acreage with low road density (approximately 3,770 

acres) compared to Alternative A (677 acres). 

Alternative C would also increase the acreage with 

moderate road density (5,282 acres) over Alternative A 

(3,556 acres), and would lower the acreage with high 

road density to 4,113 acres compared to 8,948 acres 

under Alternative A. All action alternatives would 

improve habitat in high quality movement corridors over 

Alternative A but Alternatives C and B would have more 

beneficial effects than Alternative D. 

The quality of BLM lands mapped as high quality 

movement corridors would improve under Alternative C 

compared to Alternative A. All action alternatives would 

increase the acres in low road density to (approximately 

3,200) compared to Alternative A (450 acres). 

Alternatives C and B would also increase the acreage 

with moderate road density to about 2,550 acres, 

compared to Alternative A (1,944 acres). Alternative C 

would decrease the number of acres in high road density 

to approximately 865 acres, compared to 4,170 acres 

under Alternative A. All action alternatives would 

improve habitat in high quality movement corridors on 

BLM lands over Alternative A but Alternatives B and C 

would have more beneficial effects than Alternative D. 

Effects associated with roads in riparian areas under 

Alternative C would be the same as under Alternative B. 

Effects of Alternative D 

Under Alternative D, the Boulder/Jefferson City TPA 

would have substantially fewer open roads (38 miles) 

compared to Alternative A (60.5 miles). Of the 38 miles 

of open roads, 5.3 miles would be open year-round and 

the remaining 32.8 miles would be seasonally restricted. 

Alternative D would have considerably more open roads 

than Alternative B (27 miles) and Alternative C (23.5 

miles). Alternative D would decrease harassment to 

wildlife during all seasons of use, especially during the 

winter and spring, more than Alternative A but less than 

Alternatives B and C. This alternative would also 

improve habitat and reduce fragmentation more than 

Alternative A but less than Alternatives B and C. 

Under Alternative D, the actual road density in elk 

winter range would be 0.9 mi/mi2

, below the maximum 

of 1 mi/mi2

 recommended by MFWP in big game winter 

range. This is substantially lower than the road density 

under Alternative A (3.3 mi/mi2

) and slightly higher than 

Alternatives B and C (0.8 mi/mi2

) (Table 4-83). 

Under Alternative D, there would be substantially more 

acres of functional winter range (3,938 acres in low road 

density areas) compared to Alternative A (483 acres). 

This alternative would have a similar amount of acres in 

this category compared to Alternatives B and C (3,985 

and 4,035 acres, respectively) (Table 4-83). 

Like Alternatives A and B, the entire Boulder/Jefferson 

City TPA would be open for cross country snowmobile 

use with Alternative D. The effects would be the same as 

described under Alternative A. 

There would be no big game security habitat on BLM 

lands under Alternative D. 

Under all land ownerships in core and subcore habitat, 

Alternative D would have the same acres in low road 

density as Alternatives B and C (1,704 acres) which 

would be more compared to Alternative A (1,113). 

Alternative D would also have nearly the same acreages 

in moderate (5,663 acres) and high (13,264) road 

densities as Alternatives B and C. These values would 

be more acres in moderate road density and fewer acres 

in high road density compared to Alternative A (4,015 

and 15,503 acres, respectively). 

Effects of Alternative D on core and subcore habitat on 

BLM lands would be the same as under Alternatives B 

and C. In high quality movement corridors for all land 

ownerships, Alternative D would substantially increase 

the acreage with low road density to 3,772 acres 

compared to Alternative A (677 acres). This would be 

similar to Alternatives B and C. Alternative D would 

also increase the acreage with moderate road density to 

4,966 acres, compared to Alternative A (3,556 acres), 

but this would be less than Alternatives B and C (5,282 

acres). Alternative D would also have slightly more 

acres with high road density (4,443 acres) compared to 

Alternatives B and C (4,113 acres), but would have 

fewer acres with high road density than Alternative A 

(8,948 acres). All action alternatives would improve 

habitat in high quality movement corridors over 

Alternative A but Alternative D would have fewer 

beneficial effects than Alternatives B and C. 

In high quality movement corridors on BLM lands, 

Alternative D would have a similar acreage (3,203 acres) 

in low road density as Alternatives B and C but would 

have more than Alternative A (450 acres). Alternative D 

would have slightly fewer acres in moderate road 

density compared to Alternatives B and C (2,532 acres) 

but would have more when compared to Alternative A 

(1,944 acres). Alternative D would decrease the number 

of acres with high road density to 1,019 compared to 

Alternative A (4,170 acres), but would have more acres 

with high road density than Alternatives B and C (810 

acres). All action alternatives would improve habitat in 

high quality movement corridors on BLM lands over 

Alternative A but Alternative D would have fewer 

beneficial effects than Alternatives B and C. 

Effects associated with roads in riparian areas would be 

the same as under Alternatives B and C. 

592 Butte Draft RMP/EIS 
Environmental Consequences: Wildlife 

Cumulative Effects on Wildlife 

Wildlife habitat in the Boulder/Jefferson City TPA has 

been affected by roads, historic and current mining, 

timber harvest and salvage, weed infestations, 

urbanization and development, recreation, power line 

corridor development and communication sites. 

Human population growth for the upper Boulder Valley 

is approximately 2 percent per year. This rate of growth 

is expected to continue, along with increased 

recreational use from local residents and area users 

(residents of Helena and Butte). Recreational activities 

in the Boulder/Jefferson City TPA include hunting, 

motorized OHV travel (motorcycles, ATVs, 

snowmobiles), and to a lesser extent, non-motorized uses 

(hiking, horseback riding, and mountain biking). 

The Boulder/Jefferson City TPA is within an area that 

was heavily affected by historic mining. There are five 

large mines which are no longer active and have had 

some level of reclamation by either the BLM or the State 

of Montana. Montana Tunnels is the only active mine 

and continues to produce lead and zinc with associated 

gold and silver from an open pit. The mine is located 

near Jefferson City, and is approximately 1,500 acres in 

size (including 130 acres of BLM land). It is expected 

that exploration for minerals would continue in the 

future. Mineral activity along with associate road 

construction and development on both private and public 

lands could add substantially to the negative cumulative 

effects to wildlife and wildlife habitats in this TPA. 

In the TPA, there are 11 powerlines, two pipelines and 

seven communication sites. In the future, 

communication sites on BLM lands will be restricted to 

existing sites. There is the potential for future powerlines 

and pipelines to be built in this TPA and for additional 

communication sites to be built on private and other 

public lands. 

There are approximately 26 rights-of-way (ROW) in the 

TPA and applications for ROW permits to access private 

property or for commercial development are likely to 

increase in the future. As a result, public access to BLM 

lands could increase. Fewer ROWs would be expected 

under Alternative A because all BLM roads would 

remain open under this alternative. Alternative B would 

be expected to have fewer ROWs than Alternative C but 

more than Alternatives A and D. Alternative C would be 

expected to have the most ROWs and, of the action 

alternatives, Alternative D would have the fewest. 

Between 1984 and 1995 only 260 acres of timber harvest 

occurred on BLM lands in the TPA although more 

occurred on adjacent private lands. In 2000, the Boulder 

Fire burned approximately 10,800 acres of the entire 

TPA and approximately 4,670 acres in the Decision 

Area. After the fire, approximately 560 acres of timber 

salvage occurred on BLM lands and a substantial 

amount of acres on private lands were also heavily 

salvaged. Approximately 700 acres of BLM lands have 

been replanted. Since private lands were heavily 

salvaged after the fire, it is not expected that timber 

harvest would occur on these lands for the next 20-40 

years. Additional timber harvest or vegetation 

restoration may occur on BLM lands in the future, 

especially within meadows that were not burned and are 

experiencing conifer encroachment. Forest and fuels 

reduction treatments would be expected to be less under 

Alternatives A and C than under Alternatives B and D. 

Overall, vegetative treatments on BLM lands have had 

minor effects to wildlife habitat in the TPA. However, 

timber salvage on BLM lands has substantially reduced 

the distribution and amount of snag habitat for snag 

dependant in the salvage units. Timber harvest and 

salvage on private lands has altered the landscape and 

caused a decline in the quality and quantity of wildlife 

habitat in the TPA. 

Noxious weeds and non-native invasive species are well 

established and spreading rapidly in the TPA. Motorized 

activities play a large role in the distribution of noxious 

weeds. The cumulative effects of the spread of noxious 

weeds from open roads would be greater under 

Alternative A than all other alternatives. Alternative A 

would result in more wildlife habitat being lost or 

degraded due to noxious weed infestations compared to 

the action alternatives. Alternative B would have fewer 

open roads than Alternatives A and D resulting in fewer 

infestations of noxious weeds. Alternative C would close 

the most roads and would have the fewest cumulative 

effects from loss of habitat due to noxious weeds of all 

alternatives. Open roads adjacent to BLM land would 

still be a conduit for the spread of noxious weeds. 

Fragmentation of BLM lands in the TPA (only 24 

percent of the TPA is in BLM ownership); open roads 

on BLM lands (about 60.5 miles), on private lands 

(about 283 miles), and other public lands (about 48 

miles) have reduced the quality of wildlife habitat within 

the TPA. Roads within the TPA cause disturbance to 

wildlife along with fragmentation and loss of habitat. 

Roads are associated with nearly every type of activity 

that has the potential to occur in the TPA including 

vegetation treatments, timber salvage, mining, access to 

private lands (ROWs), fire suppression, power line 

corridors, and recreation. Open roads in the Planning 

Area would likely increase due to development and 

management of private lands. Alternative A would have 

the greatest negative cumulative effects to wildlife and 

wildlife habitat from open roads with 60.5 miles of open 

roads. Alternative B would have fewer negative 

cumulative effects with 27 miles of open road than 

Alternatives A and D (38 open miles) but more than 

Alternative C (23.5 miles). 

Alternative A would have the greatest negative 

cumulative effects from open roads to wildlife and 

wildlife habitat of all alternatives. Under Alternative A, 

habitat on BLM lands would not be restored and would 

continue to be degraded over time. Disturbance to 

Butte Draft RMP/EIS 593 
Chapter 4 

wildlife from open roads would continue to impact the 

distribution and use of the TPA by wildlife under 

Alternative A. Alternatives B and C would have greater 

beneficial cumulative affects to wildlife and wildlife 

habitats from closing roads than Alternatives A and D. 

Historic and recent timber cutting, salvage harvest, past 

mining activity and firewood gathering in the TPA may 

have reduced the amount of suitable snag habitat for 

cavity nesting species as well as down woody material. 

Alternative A would allow continued access to the area 

for firewood cutting that would continue to prevent snag 

recruitment for snag dependant species and minimize the 

amount of down woody material. Alternative B would 

protect more snag and down wood habitat from loss due 

to firewood cutting than Alternatives A and D but would 

protect less of this habitat type than Alternative C. 

High road densities in both the Decision and Planning 

Areas have prevented BLM lands from providing 

suitable security habitat for big game during the hunting 

seasons under any alternative. Lack of security habitat in 

this TPA would continue to be an issue with all 

alternatives although Alternatives B and C would 

slightly increase the amount of security habitat. 

Habitat mapped as core and subcore habitat, and wildlife 

movement corridors having high road densities would 

continue to be of low value to wildlife under Alternative 

A. An increase in open roads in both the Decision and 

Planning Areas could result in a loss of core and subcore 

habitat under all alternatives but, especially, Alternative 

A. However, the cumulative effects to core and subcore 

habitat and wildlife movement corridors would be 

beneficial under the action alternatives, especially 

Alternatives B and C. 

The cumulative effects of high road densities would 

continue to negatively affect wildlife species during the 

breeding season more with Alternative A than under the 

action alternatives. Alternatives B and C would have the 

most beneficial cumulative effects to wildlife during the 

breeding season compared to Alternative D and 

Alternative A. 

FISH 

For the sake of this discussion, “open” roads include 

roads that are open with seasonal restrictions as well as 

roads that are open yearlong. Roads identified as 

“closed” within 300 feet of streams also include roads 

that would be “decommissioned” in these areas by 

alternative. Effects to water quality described in the 

Water Resources section would affect fish populations 

and fish habitat quality. Analyses described and 

tabulated in the Water Resources section are referred to 

in the context of effects to fish in the discussion below. 

Effects of Alternative A 

Under Alternative A, the Boulder/Jefferson City TPA 

would have substantially more open roads (60.5 miles) 

compared to the action alternatives. Generally, 

watersheds with high road densities often have the 

largest negative effects on fish and aquatic resources. 

Roads can have a wide range of effects on fish and fish 

habitat. These effects would include, but are not limited 

to, increased sedimentation from road construction and 

vehicle use, increased runoff, changes in surface water 

and drainage patterns from stream crossings, conduits 

for noxious weeds, loss of riparian vegetation, potential 

decreases in stream shading that could lead to water 

temperature increases, loss of instream habitats and 

changes in local fish populations when culverts are 

impassable and limit fish migration. 

Watershed (or hydrologic) function can be used as an 

indicator of relative risk or impacts to fish habitat. To 

determine the effects on watershed functions, a moving 

windows analysis was conducted on BLM lands to look 

at the miles of roads that would be decommissioned and 

removed from the landscape for each alternative. During 

this analysis, it was assumed that even though closing 

roads would improve watershed function, closed roads 

would remain on the landscape and could still have 

negative impacts to water quality and prevent or impede 

the restoration of riparian vegetation. Under Alternative 

A, there would be 472 acres with low road density 

(based on open and closed roads), 2,353 acres with 

moderate road density and 11,662 acres with high road 

density on BLM lands in this TPA (Table 4-80). 

Alternative A would have fewer acres with low road 

density and more acres with high road density than the 

action alternatives and this alternative would be 

expected to have more overall negative effects to 

watershed function due to roads than the other 

alternatives. 

For this discussion, road miles within 300 feet of fish 

bearing streams would be considered an indicator of 

direct effects to fish habitat and fish populations. Under 

Alternative A, there would be 0 miles of closed road and 

2.5 miles of open road within 300 feet of fish bearing 

streams on BLM lands. Under the action alternatives, 

there would be 0.5 miles of closed road and 2 miles of 

open road adjacent to fish bearing streams. Of the 2.5 

miles of open roads adjacent to fish bearing streams 

under Alternative A, 2.1 miles would be adjacent to 

streams with westslope cutthroat trout (BLM sensitive 

species). In this context, Alternative A would have more 

potential long-term negative impacts to westslope 

cutthroat trout as well as to all fish species compared to 

the action alternatives. 

Perennial non-fish bearing streams contribute to fish 

habitat indirectly by serving as conduits for watershed 

products (water, sediment, nutrients, contaminants, and 

in some cases woody material) to fish bearing streams. 

Under Alternative A, there would be 0 miles of closed 

road and 7.7 miles of open road within 300 feet of nonfish bearing streams on BLM lands in the TPA. Under 

all action alternatives there would be 3.2 miles of closed 

594 Butte Draft RMP/EIS 
Environmental Consequences: Fish 

road and 4.5 miles of open road in these areas. 

Alternative A would have more miles of open roads 

adjacent to perennial streams and would have more 

adverse effects to fish and aquatic habitat than the action 

alternatives. 

This alternative would have the greatest negative 

impacts to fish and aquatic resources from open roads. 

Effects of Alternative B 

Under Alternative B, Boulder/Jefferson City TPA would 

have substantially fewer open roads (27 miles) compared 

to Alternative A (60.5 miles). Alternative B would have 

more open roads than Alternative C (23.5 open miles) 

but less than Alternative D (38 open miles). In the 

context of watershed function, Alternative B would have 

approximately 863 acres in the low road density 

category, 2,377 acres in the moderate road density 

category, and 11,247 acres in the high road density 

category on BLM lands (Table 4-80). This would be 

391 more acres in low road density, 24 acres more in 

moderate road density, and 415 acres less in high road 

density than Alternative A. These acreages would be the 

same for Alternatives C and D. This analysis does 

consider “decommissioned” roads, but does not consider 

“closed” roads as contributing to watershed function. 

Even though closed roads could still have adverse 

effects to aquatic habitats, these roads have more 

potential to become revegetated and lessen 

sedimentation and runoff, and restore riparian vegetation 

(thus contributing to improved fish habitat conditions) 

than open roads. Under Alternative B there would be 

approximately 30 miles of closed roads that would 

remain open under Alternative A, an additional 

indication that Alternative B would pose less of an 

impact to fish habitat than Alternative A. Under 

Alternative B (and all action alternatives), there would 

be 0.5 miles of closed road and 2 miles of open road 

adjacent to fish bearing streams on BLM lands. Of the 2 

miles of open roads adjacent to fish bearing streams, 1.6 

miles would be adjacent to streams with westslope 

cutthroat trout (BLM sensitive species). Alternative B 

would have 0.5 fewer miles of open road adjacent to fish 

bearing streams including streams with westslope 

cutthroat trout than Alternative A. This alternative 

would have fewer direct and indirect long-term negative 

effects to westslope cutthroat trout as well as other fish 

species than Alternative A. 

Alternative B would also have fewer indirect effects to 

fish habitat associated with roads within 300 feet of 

perennial non-fish bearing streams compared than 

Alternative A. Under Alternative B there would be 3.2 

miles of closed road and 4.5 miles of open road within 

300 feet of perennial non-fish bearing streams on BLM 

lands in the TPA. All 7.7 of these road miles would 

remain open under Alternative A so Alternative B would 

have fewer impacts to fish and aquatic habitat than 

Alternative A from these roads. 

This alternative would have fewer negative effects to 

fish (including special status species) and aquatic 

resources from open roads than Alternative A. 

Effects of Alternative C 

Under Alternative C, the Boulder/Jefferson City TPA 

would have substantially fewer open roads (23.5 miles) 

compared to Alternative A (60.5 miles) and Alternative 

D (38 miles). Alternative C also would have fewer miles 

of open roads than Alternative B (27.3 open miles). 

In the context of watershed function, Alternative C 

would have the same acreages in the low, moderate, and 

high road density categories on BLM lands as 

Alternative B (Table 4-80). This analysis does consider 

“decommissioned” roads, but does not consider “closed” 

roads as contributing to watershed function. Even 

though closed roads could still have adverse effects to 

aquatic habitats, these roads have more potential to 

become revegetated and lessen sedimentation and 

runoff, and restore riparian vegetation (thus contributing 

to improved fish habitat conditions) than open roads. 

Under Alternative C there would be approximately 34 

miles of closed roads that would remain open under 

Alternative A, and approximately 4 more miles of closed 

road than under Alternative B. Alternative C would pose 

slightly less impact to fish habitat than Alternative B, 

and would provide the greatest improvement to 

watershed function of all the alternatives. Effects 

associated with roads within 300 feet of fish bearing 

streams on BLM lands under Alternative C would be the 

same as under Alternative B. Effects associated with 

roads within 300 feet of perennial non-fish bearing 

streams on BLM lands would be the same under 

Alternative C as under Alternative B. Alternatives C and 

B would have a similar degree of reduced negative 

effects to fish (including special status species) and 

aquatic resources from open roads than Alternative A. 

Alternative C would provide the greatest benefit to fish 

and aquatic habitats of all alternatives, having slightly 

greater benefits than Alternative B. 

Effects of Alternative D 

Under Alternative D, the Boulder/Jefferson City TPA 

would have substantially fewer open roads (38 miles) 

compared to Alternative A (60.5 miles). Alternative D, 

however, would have considerably more open road than 

Alternative B (27 open miles) and Alternative C (23.5 

open miles). 

In the context of watershed function, Alternative D 

would have the same acreages in the low, moderate, and 

high road density categories on BLM lands as 

Alternatives B and C (Table 4-80). This analysis does 

consider “decommissioned” roads, but does not consider 

“closed” roads as contributing to watershed function. 

Even though closed roads could still have adverse 

effects to aquatic habitats, these roads have more 

potential to become revegetated and lessen 

Butte Draft RMP/EIS 595 
Chapter 4 

sedimentation and runoff, and restore riparian vegetation 

(thus contributing to improved fish habitat conditions) 

than open roads. Under Alternative D there would be 

approximately 21 miles of closed roads that would 

remain open under Alternative A, and approximately 4 

more miles of closed road than under Alternative B. 

Alternative C would pose slightly less impact to fish 

habitat than Alternative B, and would provide the 

greatest improvement to watershed function of all the 

alternatives. All action alternatives would have more 

acres with low road density (863) (based on open and 

closed roads), slightly more acres with moderate road 

density (2377) and fewer acres with high road density 

(11,247) than Alternative A. The action alternatives 

would be expected to have fewer overall negative effects 

to watershed function due to road than Alternative A. 

Even though Alternatives B and C show the same 

overall effects to watershed function as Alternative D, 

they would be expected to provide for better overall 

watershed function because they close more roads. 

Because Alternative D would close fewer roads, this 

alternative would be expected to have more negative 

watershed effects than Alternatives B and C. Alternative 

D would have more negative effects from roads on 

overall watershed function than Alternatives B and C but 

less than Alternative A. 

Effects associated with roads within 300 feet of fish 

bearing streams on BLM lands under Alternative D 

would be the same as under Alternatives B and C. 

Alternative D would have more indirect effects to fish 

habitat associated with roads within 300 feet of 

perennial non-fish bearing streams on BLM lands than 

Alternatives B and C, but less than Alternative A. Under 

Alternative D, there would be 2.4 miles of closed road 

and 5.3 miles of open road in these areas. 

This alternative would have more negative direct and 

indirect effects to fish and aquatic habitats and overall 

watershed function from open roads than Alternatives B 

and C. Alternative D would provide more benefits to 

fish and aquatic habitats than Alternative A. 

Cumulative Effects on Fish 

The Boulder/Jefferson City TPA supports a variety of 

native and introduced fish species. One of the major 

human influences to fish in the TPA has been the 

introduction of non-native trout species including 

rainbow trout, brook trout, brown trout throughout the 

TPA and also Yellowstone cutthroat trout into Cataract 

Creek. Rainbow trout have hybridized with the native 

westslope cutthroat trout in many streams, and brook 

trout and brown trout have displaced the native 

cutthroats in other streams, especially those altered by 

sedimentation and increased water temperatures brought 

on by human activities. 

Human population growth for the upper Boulder Valley 

is approximately 2 percent per year. This rate of growth 

is expected to continue, along with increased 

recreational use from local residents and area users 

(residents of Helena and Butte). Recreational activities 

in the Boulder/Jefferson City TPA include hunting, 

motorized OHV travel (motorcycles, ATVs, 

snowmobiles), and to a lesser extent, non-motorized uses 

(hiking, horseback riding, and mountain biking). 

Development and urbanization can have substantial 

impacts to fish habitat and may pose the greatest threats 

to watershed function. 

Agricultural activities from farming and ranching also 

contribute increases in nutrients, sedimentation and 

cause loss of aquatic habitats. Many streams in the TPA 

have been impacted by historic and on-going livestock 

grazing that breaks down streambanks, widens channels, 

removes vegetative cover, and causes an increase in fine 

sediment and nutrients. 

The Boulder/Jefferson City TPA is within an area that 

was heavily impacted by historic mining and numerous 

drainages have been degraded by historic mining 

activities. See the Cumulative Effects discussion in the 

Water Resources section for a description of streams 

impacted by heavy metal contamination related to 

historic mining. There are five large mines which are no 

longer active and have had some level of reclamation by 

either the BLM or the State of Montana. These activities 

should gradually improve water quality and allow 

further recovery of fish populations, but full restoration 

could take decades to achieve. Montana Tunnels is the 

only active mine and continues to produce lead and zinc 

with associated gold and silver from an open pit. The 

mine is located near Jefferson City, and is approximately 

1,500 acres in size (including 130 acres of BLM land). It 

is expected that exploration for minerals would continue 

in the future. Montana Tunnels is currently planning an 

expansion of the mine which would remove or degrade 

approximately 0.5 mile of Clancy Creek, a westslope 

cutthroat trout stream. Expansion of Montana Tunnels 

would create a barrier to westslope cutthroat trout in 

Clancy Creek as well as result in the loss of aquatic 

habitat. 

Fires, floods, and drought have historically affected fish 

habitat in the TPA. These disturbances can cause a pulse 

of sediment or may temporarily reduce the quality of 

fish habitat in some watersheds while leaving other 

streams largely unaffected. Natural disturbances are 

typically followed by periods of stability during which 

fish habitats and populations recover. Population 

recovery in disturbed streams may be facilitated by fish 

immigration from nearby drainages less affected by the 

catastrophic event. In 2000, the Boulder Fire burned 

approximately 10,800 acres of the entire TPA and 

approximately 4,670 acres in the Decision Area. The fire 

did cause runoff and sedimentation as well as the loss of 

riparian vegetation to some streams. 

After the 2000 Boulder Fire, approximately 560 acres of 

timber salvage occurred on BLM lands and a substantial 

596 Butte Draft RMP/EIS 
Environmental Consequences: Special Status Plants 

amount of acres on private lands were also heavily 

salvaged. This may have had substantial negative effects 

on riparian and aquatic habitats in the TPA. Additional 

timber harvest or vegetation restoration may occur on 

BLM lands in the future, especially within meadows that 

were not burned and are experiencing conifer 

encroachment. Vegetative treatments would be expected 

to be less under Alternatives A and C than Alternatives 

B and D. 

Timber harvest can alter the recruitment of large woody 

debris, reduce canopy closures, and result in an increase 

in fine sediment to streams. Timber harvest along with 

associated roads can contribute substantially to the 

overall cumulative effects in forested watersheds. 

Between 1984 and 1995 only 260 acres of timber harvest 

occurred on BLM lands in the TPA although more 

occurred on adjacent private lands. 

Roads are another major contributor of sediment to 

streams and a major problem with regards to cumulative 

watershed effects. Roads and trails can have localized 

effects on nearby stream segments or at stream crossing 

sites, especially fords. In some cases, effects are more 

extensive and may impair fish habitat for longer reaches 

of streams. Cumulatively, roads degrade aquatic habitat 

due to sedimentation from road construction and vehicle 

use, increased runoff, changes in surface water and 

drainage patterns from stream crossings, loss of riparian 

vegetation, loss of large woody material and roads can 

cause changes in local fish populations when culverts 

are impassable and limit fish migration. Alternative A 

would have more negative cumulative effects to 

watersheds and individual streams due to roads than the 

action alternatives. Alternative B would have fewer 

negative cumulative effects than Alternatives A and D 

but more than Alternative C. Alternative B would 

improve overall watershed functions as well as improve 

habitat in individual streams more than Alternatives A 

and D but less than C. Alternative C would have the 

greatest beneficial cumulative effects. 

SPECIAL STATUS PLANTS 

Effects Common to All Alternatives 

Ground-disturbing activities from road construction and 

maintenance, as well as road use by vehicles can affect 

special status plant populations and habitat. These 

activities can reduce sensitive plant species through 

disturbance to individual populations, increasing 

competition from invasive species, and reducing habitat 

connectivity. Closure of roads and trails can improve or 

maintain sensitive plant populations or habitat by 

reducing avenues of noxious weed spread, maintaining 

habitat connectivity, and improving pollinator habitat. 

Road and trail restrictions have the same effects but to a 

lesser degree. 

Effects of the Alternatives 

Under Alternative A, 60.5 miles of BLM roads and trails 

would remain open. The effects of these open routes 

would continue as described above in the Effects 

Common to All Alternatives section. 

Under Alternative B, 3.7 miles of BLM roads and trails 

would remain open, 23.6 miles of roads and trails would 

be open with seasonal restrictions, 30.5 miles of roads 

and trails would be closed, and 2.7 miles of roads would 

be decommissioned. On the closed and decommissioned 

routes, vectors of noxious weed spread would be 

reduced and habitat connectivity and health would be 

improved for sensitive plants and their pollinators. The 

restricted roads would reduce weed spread a limited 

amount. Alternative B would benefit and reduce risk to 

special status plants compared to Alternative A. 

Under Alternative C, 3.0 miles of BLM roads and trails 

would remain open, 20.5 miles of roads and trails would 

be open with seasonal restrictions, 34.2 miles of roads 

and trails would be closed, and 2.7 miles of roads would 

be decommissioned. On the closed and decommissioned 

routes, vectors of noxious weed spread would be 

reduced and habitat connectivity and health would be 

improved for sensitive plants and their pollinators. The 

restricted roads would reduce weed spread a limited 

amount. Alternative C would benefit and reduce risk to 

special status plants more than any other alternative 

because it would eliminate disturbance, vehicular use, 

and spread of noxious weeds on the most road miles. 

Under Alternative D, 5.3 miles of BLM roads and trails 

would remain open, 32.8 miles of roads and trails would 

be open with seasonal restrictions, 20.6 miles of roads 

and trails would be closed, and 2.7 miles of roads would 

be decommissioned. On the open roads, effects would 

continue as described in the Effects Common to All 

Alternatives section above. On the closed and 

decommissioned routes, vectors of noxious weed spread 

would be reduced and habitat connectivity and health 

would be improved for sensitive plants and their 

pollinators. The restricted roads would reduce weed 

spread a limited amount. Alternative D would benefit 

and reduce risk to special status plants more than 

Alternative A, but would pose more risk than 

Alternatives B and C. 

Cumulative Effects on Special Status 

Plants 

Under all alternatives there are a number of past, 

present, and reasonably foreseeable future actions that 

affect special status plant populations. 

Livestock grazing will continue in the area and has the 

potential to impact sensitive plant populations and 

habitat. On public lands, ongoing rangeland health 

assessments and implementation of livestock grazing 

guidelines would continue to improve or maintain 

Butte Draft RMP/EIS 597 
Chapter 4 

sensitive species populations and habitat. On private 

lands, livestock grazing is expected to decline slowly as 

more ranch and farmland is subdivided. Conditions may 

improve or degrade as management changes. 

Noxious weed control will continue on both public and 

private lands with varying degrees of success. To the 

extent that these efforts are successful, sensitive plants 

would benefit from the reduced competition. Use of 

herbicides for noxious weed control could cause 

mortality to special status plants if individual plants are 

inadvertently sprayed. 

Recent and anticipated subdivision growth on private 

lands will lead to more road construction and 

maintenance. More roads and development will reduce 

sensitive plant species habitat and in some cases 

individual populations. Additionally, subdivisions have 

the potential to disrupt the connectivity of plant habitat 

and populations as well as disturbing or eliminating 

pollinators needed by sensitive species. Some sensitive 

species that require soil disturbance may benefit. 

Timber sale activity disturbance can destroy or degrade 

sensitive plant habitat. On public lands, projects would 

be designed to avoid, mitigate, or enhance sensitive 

plant habitats. The disturbance associated with timber 

harvest activities does have the potential to increase 

noxious weed spread which degrades sensitive species 

habitat and individual plant populations. 

The Boulder complex fires of 2000 burned parts of the 

High Ore, Boomerang, Spring Creek, and Amazon 

watersheds. The burn encouraged noxious and invasive 

weed spread in some areas. On the other hand, potential 

habitat for special status plants that was being overtopped by conifers was opened up and improved by the 

fire. 

At the scale of the entire Boulder/Jefferson City TPA 

(all land ownerships), the BLM travel plan alternatives 

would have slightly variable contributions to cumulative 

effects on special status plants. Under Alternative A 

none of the roads in the TPA would be closed. Under 

Alternative B adverse effects on special status plants 

would be slightly reduced compared to Alternative A 

because 8.5 percent of all roads in the TPA would be 

closed or decommissioned. Alternative C would provide 

the most benefits of all alternatives as 9.4 percent of all 

roads in the TPA would be closed or decommissioned. 

Alternative D would provide slightly more benefits than 

Alternative A but slightly fewer benefits than either 

Alternatives B or C as 5.9 percent of all roads in the 

TPA would be closed or decommissioned. Because 

BLM lands make up only 24 percent of all lands in the 

TPA, activities on non-BLM lands would play a 

dominant role in determining status of special status 

plants. 

WILDLAND FIRE MANAGEMENT 

Travel planning alternatives were analyzed to determine 

whether they could result in impact on wildland fire 

management, causing change to any of the following 

indicators: 

• Fire regime condition class (FRCC) 

• Firefighter and public safety 

• Reducing threat to Wildland Urban Interface 

(WUI) 

Effects Common to All Alternatives 

Public road access during the fire season provides 

opportunities for human-caused fires either due to 

catalytic converters on vehicles igniting dry vegetation, 

or due to some types of human activities. Roads that are 

closed to public access reduce the risk of human-caused 

fire starts in those areas. 

Decommissioned roads and roads that are closed and not 

regularly maintained for navigability reduce access for 

fire suppression. Closed roads may become impassible 

due to vegetation regrowth, downfall of trees, or severe 

erosion. Some roads may be closed with earthen berms 

or fallen trees and would need to be physically 

manipulated to make them useable for vehicles again. 

These roads would extend firefighting response time and 

have negative impacts on efforts to reduce wildland fire 

threat to WUI areas and firefighter and public safety. In 

an emergency fire suppression situation, any navigable 

closed roads needed for fire suppression would be used 

immediately. Non-navigable closed roads could also be 

used if deemed to be needed for fire suppression, after 

needed improvements are made to make those roads 

useable. Planning and implementation of fuels reduction 

treatments could occur in association with closed roads 

if variances for temporary road use were to be allowed. 

Variances would be subject to internal BLM review. 

In the context of fuels reduction projects, availability of 

open roads is important to facilitating fuels project 

location as well as increasing project feasibility and 

decreasing costs. Open roads also facilitate spread of 

noxious weeds by transporting weed seed on vehicles 

and their tires. Presence of large noxious weed 

populations could delay or cause fuels projects to be 

cost-prohibitive due to the fact that the weeds may have 

to be treated before and/or after the fuels treatment. 

Also, some applications of fuel treatments (e.g., 

prescribed fire) may promote the spread of some weeds. 

The presence of weeds and non-native species are 

indicators that FRCC has departed from historical 

conditions. 

Noxious weeds and non-native invasive species are well 

established and spreading in the Boulder/Jefferson City 

TPA. 

598 Butte Draft RMP/EIS 
Environmental Consequences: Wildland Fire Management 

Effects of Alternative A 

Under Alternative A, all BLM managed routes in the 

Boulder-Jefferson City travel planning area would 

continue to be managed as open yearlong (60.5 miles). 

Alternative A would allow for the greatest flexibility 

between alternatives for access for suppression purposes. 

Fuels project feasibility would be highest under this 

alternative. However, public access during the fire 

season would be the greatest under this alterative and 

would provide the most opportunities for human-caused 

fire starts. 

The distribution of noxious weeds could be the greatest 

under Alternative A with the most open roads and 

noxious weeds already well established. This would 

contribute to reduced feasibility of fuels reduction 

projects more than under any other alternative. 

Effects of Alternative B 

Alternative B provides a more balanced approach 

towards travel management and should help reduce user 

conflicts. Under Alternative B, 27.3 miles of routes (3.7 

miles open yearlong, 23.6 miles seasonally restricted) 

would be available for wheeled motorized use. 

Alternative B would limit the flexibility for access for 

suppression purposes, and fuels project feasibility would 

go down compared to Alternative A due to the fact that 

access would be limited to 27.3 miles of road. Of the 

33.2 miles of closed roads, 2.7 miles would be 

decommissioned and would likely be unusable for fire 

suppression. The risk of human-caused fires associated 

with motorized use would be limited compared to 

Alternative A, due to a 55 percent decrease in miles of 

road open to motorized public travel. 

Noxious weeds and non-native invasive species are well 

established and spreading rapidly in the area. Because 

more roads would be closed under this alternative, 

Alternative B should help reduce the spread of noxious 

weeds and may make fuels treatment more feasible than 

under Alternative A, reducing FRCC departure. 

Effects of Alternative C 

Alternative C would provide the least amount of 

motorized wheeled access among the action alternatives. 

Under Alternative C, 23.5 miles of routes would be 

available for wheeled motorized use (3.0 miles open 

yearlong, 20.5 miles seasonally restricted). 

Alternative C would limit the flexibility for access for 

suppression purposes, and fuels project feasibility would 

go down compared to both Alternatives A and B, due to 

the fact that access would be limited to 23.5 miles of 

road. Of the 37 miles of closed roads, 2.7 miles would 

be decommissioned and would likely be unusable for 

fire suppression. The risk of human-caused fires 

associated with motorized use would be the lowest of all 

alternatives, due to a 61 percent decrease in miles of 

road open to motorized public travel compared to 

Alternative A. Noxious weeds and non-native invasive 

species are well established and spreading rapidly in the 

area. Because more roads would be closed than under 

any other alternative, Alternative C should help reduce 

the spread of noxious weeds more than any other 

alternative, and may make fuels treatment more feasible, 

reducing FRCC departure. 

Effects of Alternative D 

Under alternative D, 5.3 miles of open routes would be 

available yearlong for wheeled motorized use and an 

additional 32.8 miles would be seasonally restricted 

routes. Of the 22.4 miles of closed roads, 2.7 miles 

would be decommissioned and would likely be unusable 

for fire suppression. Alternative D would be more 

flexible than Alternatives B and C, but would limit 

flexibility for access for suppression purposes, and fuels 

project feasibility would go down compared to 

Alternative A. The risk of human-caused fires associated 

with motorized vehicle use would be reduced compared 

to Alternative A, but would be greater than under 

Alternatives B and C, due to a 37 percent decrease in 

open roads compared to Alternative A. 

Noxious weeds and non-native invasive species are well 

established and spreading rapidly in the area. Because an 

intermediate number of road miles would be closed 

under this alternative, Alternative D should help reduce 

the spread of noxious weeds and may make fuels 

treatments more feasible than Alternative A, but would 

promote more weed spread and potentially make 

projects less feasible than Alternatives B and C. 

Cumulative Effects on Wildland Fire 

Management 

Effects on wildland fire management associated with 

any of the BLM travel plan alternatives would be 

overshadowed by reasonably foreseeable 

uncharacteristic fire, continued fire suppression made 

necessary by WUI and intermingled landownership, and 

large-scale forest insect infestations and disease 

outbreaks that would continue for the planning period. 

BLM lands make up about 24 percent of all lands while 

BLM roads make up about 15.4 percent of all roads in 

the Boulder/Jefferson City TPA. 

Revision of the Helena and Beaverhead-Deerlodge 

National Forest Plans could result in more or less 

treatment of adjacent areas. Because no decision has 

been made, the effects are not known. Wildland fire 

management, particularly where wildland fire use 

(management of naturally ignited wildland fires to 

achieve resource objectives) may occur on USFS lands, 

will be determined in the plan decision. BLM would 

need to coordinate with USFS on all wildland fire use 

actions and events. Wildland fire use on USFS lands 

could affect FRCC on BLM lands. USFS lands make up 

23 percent of all lands in the Boulder/Jefferson City 

TPA so activities there would likely have a similar 

Butte Draft RMP/EIS 599 
Chapter 4 

degree of influence on future fire characteristics as 

activities on BLM lands (24 percent of all lands in TPA). 

Decisions to increase the level of wildland fire use, 

prescribed fire, or open burning by the public could 

impact the BLM’s ability to use wildland fire and 

prescribed fire due to air quality concerns and 

requirements. This could postpone or eliminate BLM 

fuel reductions or treatments to improve FRCC. 

Access is a critical component of wildland fire 

suppression. In some cases, access to public lands is 

being reduced by adjacent landowners gating or closing 

roads, which could hamper wildland fire suppression 

efforts and pose a risk to public and firefighter safety. 

Reducing access would also increase the potential for 

larger fires to occur due to an increase in time needed to 

access a fire and control it. Time needed to move in 

crews would be extended, and the ability to effectively 

apply and place resources (e.g., engines, water tenders, 

etc.) would be limited. 

Effects on wildland fire management, including FRCC 

and firefighter and public safety due to management 

accomplished by other landowners may affect wildland 

fire management on public lands. When activity fuels 

(such as logging slash) are not treated adequately, fuel 

hazard could increase on adjacent lands which could 

affect fire intensity and severity on public lands. When 

adjacent owners treat fuels or implement fire mitigation 

plans in the WUI, fires are easier to suppress and 

firefighter safety is increased. In the Boulder/Jefferson 

City TPA, activities on private lands (53 percent of all 

lands in TPA) would have more influence on future fire 

characteristics in the area overall than activities on BLM 

lands (24 percent of all lands in TPA). 

Human population increases and subsequent residential 

development are likely to expand the WUI and could 

alter forest management, taking the emphasis off 

restoring historic composition and structure and focusing 

more on fuel reduction. 

CULTURAL AND PALEONTOLOGICAL 

RESOURCES 

Effects Common to All Alternatives 

Alternative-specific risks or impacts to cultural and 

paleontological resources are difficult to discern due to a 

lack of extensive site-specific knowledge about the 

presence of these resources in a given TPA. By 

designating open routes, limiting open-country travel, 

and closing some routes, inadvertent discovery of 

cultural and paleontological resources and vandalism to 

them is reduced. Higher road densities in a given area 

would allow greater access to more land on the average, 

but that does not imply greater amounts of vandalism, 

since the vehicles would remain on designated routes. 

VISUAL RESOURCES 

Effects Common to All Alternatives 

Roads (temporary or permanent) may affect visual 

quality. Roads that remain open for public use may 

impact visual qualities where noticeable. The quantity of 

open roads would also influence sensitivity levels since 

with more open roads, more areas would generally be 

viewed by more members of the public. Closing or 

decommissioning roads would generally reduce effects 

to visual resources and reduce sensitivity levels because 

fewer members of the public would generally be 

accessing and viewing areas with closed roads. 

Effects of the Alternatives 

Under Alternative A, all 60.5 miles of BLM road would 

remain open, thereby providing for the greatest level of 

impact to visual resources of all alternatives. 

Under Alternative B, there would be 27.3 miles of open 

road (including open with seasonal restrictions), 30.5 

miles of closed road, and 2.7 miles of decommissioned 

road. Road closures and decommissioning under this 

alternative would reduce effects on visual resources 

compared to Alternative A. 

Under Alternative C there would be 23.5 miles of open 

road, 34.2 miles of closed road, and 2.7 miles of 

decommissioned road. Alternative C would have fewer 

adverse effects and would improve visual resources the 

most of all alternatives. 

Under Alternative D, there would be 38.1 miles of open 

road, 20.6 miles of closed road, and 2.7 miles of 

decommissioned road. Alternative D would improve 

visual resources compared to Alternative A, but would 

have more adverse effects than Alternatives B and C. 

Cumulative Effects on Visual Resources 

Under all alternatives, most activities on BLM lands 

would generally not adversely affect visual resources to 

unacceptable degrees because discretionary activities on 

BLM lands would be required to meet Visual Resource 

Management objectives within individual project areas. 

As the entire Boulder/Jefferson City TPA is highly 

mineralized and has seen extensive mining activity in 

the past, this activity is likely to continue for the 

foreseeable future. Mining activity often has visually 

intrusive effects on the landscape. On BLM lands, the 

Montana Tunnels Mine near Jefferson City has 

adversely affected visual resources and will continue to 

do so for the foreseeable future. The permitted area for 

this mine is approximately 1,500 acres with 130 of those 

acres on BLM lands, but intrusive modification of the 

landscape has only occurred on a subset of these acres. 

Activities on non-BLM lands, particularly activities near 

BLM lands associated with residential development, 

urbanization, additional mining, or vegetation 

600 Butte Draft RMP/EIS 
Environmental Consequences: Livestock Grazing 

management, could have adverse cumulative effects on 

visual resources on BLM lands because BLM VRM 

objectives would obviously not apply to non-BLM 

activities. 

LIVESTOCK GRAZING 

Effects Common to All Alternatives 

Roads and trails can potentially affect livestock grazing 

management. Roads and trails often act as avenues of 

noxious weed spread. Noxious and invasive weeds can 

reduce the quantity and quality of forage. Users of roads 

and trails can cause management problems for livestock 

permittees when they leave gates open at fences, 

vandalize range improvements, or harass livestock, 

either purposely or unintentionally. 

Closure of roads and trails can improve or maintain the 

forage base by reducing vectors of noxious weed spread. 

Additionally, road and trail closures can reduce 

management conflicts. On the other hand, closures may 

increase permittees’ time requirements if and when work 

has to be conducted with horses or afoot. Permittees 

could minimize effects of closed roads on grazing 

management time by seeking variances from the BLM 

for temporary use of specific closed roads. 

Effects of the Alternatives 

Under Alternative A, 60.5 miles of roads and trails 

would remain open. The effects would continue as 

described above. 

All action alternatives would close or decommission 

more roads and trails than Alternative A. As more roads 

and trails are closed, noxious and invasive weed spread 

along with multiple user conflicts would be reduced. On 

the other hand, permittee management time may 

increase. Consequently, more effects as described under 

the Effects Common to All Alternatives section would 

occur under Alternative C (23.5 miles open during 

grazing season, 36.9 miles closed or decommissioned) 

than under any other alternative. Alternative B (27.3 

miles open during grazing season, 33.2 miles closed or 

decommissioned) would produce fewer effects than 

Alternative than C, but more than Alternative A or 

Alternative D (38.1miles open during grazing season, 

23.3 miles closed or decommissioned). Alternative D 

would have fewer effects than Alternatives B or C, but 

more than Alternative A. 

Cumulative Effects on Livestock 

Grazing 

Livestock grazing will continue in the area and has the 

potential to impact forage quality and quantity. On 

public lands, ongoing rangeland health assessments and 

implementation of livestock grazing guidelines would 

continue to improve or maintain forage quality and 

quantity. On private lands, livestock grazing is expected 

to decline slowly as more ranch and farmland is 

subdivided. 

Noxious weed control will continue on both public and 

private lands with varying degrees of success. To the 

extent that these efforts are successful, forage conditions 

would benefit. 

The Boulder complex fires of 2000 burned parts of the 

High Ore, Boomerang, Spring Creek, and Amazon 

watersheds. The burn encouraged noxious and invasive 

weed spread in some areas. On the other hand, many 

grasslands were improved with the reduction of conifers. 

Forage production (for livestock and wildlife) increased 

substantially. 

Because BLM lands make up only 24 percent of all 

lands in the Boulder/Jefferson City TPA, all of the BLM 

travel plan alternatives would have a minor contribution 

to cumulative effects on livestock grazing at the scale of 

the entire TPA. 

MINERALS 

Effects Common to All Alternatives 

Road closures and decommissioning could affect access 

to locatable minerals in areas of moderate or high 

mineral potential. Operators would be required to seek 

travel variances from the BLM to use motor vehicles to 

conduct mineral exploration on closed roads, or to 

conduct exploration on seasonally restricted routes 

during the season of closure. Decommissioned roads 

could not be used for motorized exploration. Travel 

management provisions that require a permit or variance 

could result in reducing access to mining claims or 

interfere with the ability to conduct exploration work for 

some operators. Historic knowledge of mineralized areas 

associated with “closed” roads may be lost after long 

periods of time if no exploration occurs there. Additional 

costs and time could be required for exploration and 

development of mining projects associated with closed 

or decommissioned roads. Impacts of road closures or 

decommissioning in areas with low mineral potential 

would not be substantial to mineral development. 

Effects of the Alternatives 

All of the roads in the Boulder/Jefferson City TPA are 

located in areas rated as having high mineral potential by 

the Montana Bureau of Mines and Geology. Effects of 

the alternatives for the Boulder/Jefferson City TPA on 

access to mineralized areas are summarized in Table 

4-84. Alternative A for the Boulder/Jefferson City TPA 

would not impact roads in mineralized areas as all roads 

would remain open yearlong under this alternative. 

Alternative B would seasonally restrict access to 39 

percent of these roads, close 50 percent of them, and 

decommission an additional 5 percent (Table 4-84). 

Alternative B would have more impacts than Alternative 

A. 

Butte Draft RMP/EIS 601 
Chapter 4 

Alternative C would seasonally restrict access to 34 

percent of these roads, close 56 percent of them, and 

decommission an additional 5 percent (Table 4-84). 

Alternative C would have the most potential to affect 

access to mineralized areas than any of the other 

alternatives. 

Alternative D would seasonally restrict access to 53 

percent of these roads, close 34 percent of them, and 

decommission an additional 4 percent (Table 4-84). 

Alternative D would have more impacts than Alternative 

A, but less than Alternatives B and C. 

Table 4-84 

Analysis of Access to Mineral Potential Areas 

Boulder/Jefferson City TPA 

Mineral 

Potential 

Open 

Miles 

(%) 

Seasonally 

Restricted 

Miles (%) 

Closed 

Miles 

(%) 

Decom 

Miles 

(%) 

Alternative A 

High 60.5 

(100%) 

0.0 

(0%) 

0.0 

(0%) 

0.0 

(0%) 

Moderate 0.0 

(0%) 

0.0 

(0%) 

0.0 

(0%) 

0.0 

(0%) 

Low 0.0 

(0%) 

0.0 

(0%) 

0.0 

(0%) 

0.0 

(0%) 

Total Miles = 60.5 

Alternative B 

High 3.7 

(6%) 

23.6 

(39%) 

30.5 

(50%) 

2.7 

(5%) 

Moderate 0.0 

(0%) 

0.0 

(0%) 

0.0 

(0%) 

0.0 

(0%) 

Low to 

none 

0.0 

(0%) 

0.0 

(0%) 

0.0 

(0%) 

0.0 

(0%) 

Total Miles = 60.5 

Alternative C 

High 3.0 

(5%) 

20.5 

(34%) 

34.2 

(56%) 

2.7 

(5%) 

Moderate 0.0 

(0%) 

0.0 

(0%) 

0.0 

(0%) 

0.0 

(0%) 

Low to 

none 

0.0 

(0%) 

0.0 

(0%) 

0.0 

(0%) 

0.0 

(0%) 

Total Miles = 60.5 

Alternative D 

High 5.3 

(9%) 

31.8 

(53%) 

20.6 

(34%) 

2.7 

(4%) 

Moderate 0.0 

(0%) 

0.0 

(0%) 

0.0 

(0%) 

0.0 

(0%) 

Low to 

none 

0.0 

(0%) 

0.0 

(0%) 

0.0 

(0%) 

0.0 

(0%) 

Total Miles = 60.5 

Mineral Potential areas have been delineated by the Montana 

Bureau of Mines and Geology (MBMG) 

Cumulative Effects on Access to 

Mineralized Areas 

No other past, present, or reasonably foreseeable future 

actions in the Boulder/Jefferson City TPA would 

adversely affect mineral availability or access. 

RECREATION 

Effects of travel plan alternatives on Recreation in the 

Boulder/Jefferson City TPA are described qualitatively 

below. 

Effects of Alternative A 

Under Alternative A, all BLM managed routes in the 

Boulder-Jefferson City travel planning area would 

continue to be managed as open yearlong (60.5 miles). 

No non-motorized routes or trails would be available 

under this alternative. Snowmobile use would continue 

to be managed as open to area-wide cross country travel 

as well as travel on all existing routes (during the season 

of use, 12/2-5/15, conditions permitting). 

Effects of Alternative B 

Alternative B would provide a more balanced approach 

towards travel management, and should help reduce user 

conflicts compared to Alternative A. Under Alternative 

B, 27.3 miles of routes (3.7 miles open yearlong, 23.6 

miles seasonally restricted) would be available for 

wheeled motorized use. 

Area-wide cross-country snowmobile use would be 

allowed, as well as travel on all existing routes during 

the season of use, 12/2-5/15, conditions permitting. 

Conflicts between cross-country skiers, snowshoers, and 

snowmobilers would be expected to continue or increase 

as a result. 

Effects of Alternative C 

Alternative C would provide the least amount of 

motorized wheeled access among the action alternatives. 

Under Alternative C, 23.5 miles of routes would be 

available for wheeled motorized use (3.0 open yearlong, 

20.5 miles seasonally restricted). Closure and 

decommissioning of routes in the southwest corner of 

the TPA would help create a non-motorized use area. 

Snowmobile use would be restricted to designated routes 

only, during the season of use (12/2-5/15), snow 

conditions permitting; reducing conflicts between 

motorized and non-motorized winter users. 

Effects of Alternative D 

Alternative D would provide the highest level of 

motorized wheeled access among the action alternatives. 

Under Alternative D, 38.1 miles of routes would be 

available for wheeled motorized use (5.3 open yearlong, 

20.5 miles seasonally restricted). Area wide crosscountry snowmobile use would continue to be allowed, 

602 Butte Draft RMP/EIS 
Environmental Consequences: Travel Management and Access 

as well as travel on all existing routes during the season 

of use (12/2-5/15), snow conditions permitting. 

Cumulative Effects on Recreation 

This area presents management challenges given the 

fragmented BLM ownership pattern and the lack legal 

access roads. Many of the currently open roads result 

from historic mining activities and are dead-end 

segments that do not provide loop riding opportunities. 

Alternative A would provide the greatest opportunities 

for motorized recreation given the miles of routes 

available to wheeled vehicles and that the entire area 

would remain open to snowmobile use during the winter 

season. Conflicts between motorized and non-motorized 

users especially during the hunting season would 

continue. 

Alternative B would reduce wheeled motorized riding 

opportunities on BLM lands by about 55 percent while 

snowmobile uses would continue unaffected. These 

additional travel plan restrictions would help reduce 

recreation use conflicts and should improve nonmotorized opportunities for hunting, horseback riding, 

mountain biking and hiking. Many of the roads proposed 

for closure under this alternative are primitive, not 

maintained, have no legal access through private lands, 

and are duplicative of other roads left open. Increased 

trends in resource uses such as greater mining activities 

and vegetative treatments would increase impacts on the 

natural qualities of the Recreation Opportunity Spectrum 

settings which are primarily roaded natural and roaded 

modified. 

Alternative C would promote non-motorized 

opportunities to the greatest extent of all alternatives 

given the added road closures from travel management, 

Recreation Opportunity Spectrum settings, and mineral 

related stipulations. Big-game hunting opportunities for 

non-motorized users could be enhanced as conditions 

would be more favorable for elk retention on public 

lands. 

Alternative D would provide the highest level of 

motorized wheeled access among the action alternatives. 

Potential for conflicts between motorized and nonmotorized users especially during the hunting season 

would be higher than under Alternatives B and C. 

TRAVEL MANAGEMENT AND ACCESS 

Effects of Alternative A 

Under Alternative A all BLM roads in the BoulderJefferson City TPA would continue to be managed as 

open yearlong (60.5 miles) (Table 4-85). This is about 

90 percent more routes open yearlong than under the 

action alternatives and 37 percent more routes open to 

motorized use when considering both open routes and 

routes with seasonally restricted access. Non-motorized 

trails are not available, which would result in fewer 

recreation opportunities for non-motorized users. 

Table 4-85 

Boulder-Jefferson City TPA 

Route Management Summary 

Proposed 

Management 

Total Miles 

Alt A Alt B Alt C Alt D 

Wheeled motorized routes 

Open Yearlong 60.5 3.7 3.0 5.3 

Seasonally Restricted 0 23.6 20.5 32.8 

Closed 0 30.5 34.2 20.6 

Decommissioned 0 2.7 2.7 2.7 

Non-motorized trails1 0 33.2 36.9 2.4 

1 Non-motorized trails include all open, open/restricted, and 

closed routes. 

Snowmobile use would continue to be managed as open 

to area-wide cross country use as well as use on all 

existing routes (during the season of use, 12/2-5/15, 

conditions permitting); providing the greatest 

opportunity for motorized winter use while providing the 

fewest opportunities for non-motorized winter recreation 

of all alternatives. 

The extent of management activities and costs under 

Alternative A would be mixed. Less personnel time 

would be required to monitor travel compliance than 

under the action alternatives. However, more effort 

would be required for initial implementation (signing 

designated routes, installing bulletin boards) than under 

the action alternatives. Estimated costs for road/trail 

maintenance would be highest of all alternatives. 

The need for the BLM and members of the public to 

obtain travel variances for temporary specific uses of 

specific closed roads would be minimal under this 

alternative, given the availability of motorized access. 

Effects of Alternative B 

Less than half the wheeled motorized routes would be 

open yearlong or seasonally restricted than are currently 

available in the Boulder-Jefferson City TPA (Table 

4-85). With 33.2 miles of non-motorized trails, 

Alternative B would provide more opportunities for nonmotorized users than Alternative A. The majority of 

open routes under Alternative B would be seasonally 

restricted with a 12/2-5/15 closure. 

Area-wide cross-country snowmobile use, as well as 

travel on all existing routes during the season of use 

(12/2-5/15), conditions permitting would continue to be 

allowed in all the action alternatives. Conflicts between 

non-motorized users (cross-country skiers, snowshoers) 

and snowmobilers would be expected to continue or 

increase as a result. 

The extent of management activities and costs under 

Alternative B would be mixed. Less personnel time 

would be required for initial implementation (signing 

designated routes, installing bulletin boards) than under 

Butte Draft RMP/EIS 603 
Chapter 4 

Alternative A. However, more effort would be required 

for public education and compliance than under 

Alternative A. Estimated costs for road/trail maintenance 

would be less than under Alternative A. 

The need for the BLM and members of the public to 

obtain travel variances for temporary specific uses of 

specific closed roads would increase under Alternative B 

compared to Alternative A. 

Effects of Alternative C 

Alternative C would have the least number of wheeled 

motorized routes open yearlong or seasonally restricted 

of all alternatives in the Boulder-Jefferson City TPA 

(Table 4-85) which would result in fewer opportunities 

for motorized users. Alternative C would have 61 

percent fewer motorized miles than Alternative A, and 

14 percent fewer miles than Alternative B. 

Snowmobile use would be restricted to designated routes 

only, during the season of use (12/2-5/15), snow 

conditions permitting. This would likely reduce conflicts 

with non-motorized winter users (cross-country skiing, 

snowshoeing). 

Closure and decommissioning of routes in the southwest 

corner of the Boulder-Jefferson City TPA would result 

in an increase in non-motorized opportunities under 

Alternative C. Alternative C would have 10 percent 

more miles of non-motorized trails than Alternative B. 

No non-motorized trails would exist under Alternative 

A. 

The extent of management activities and costs under 

Alternative C would be mixed. Less personnel time 

would be required for initial implementation (signing 

designated routes, installing bulletin boards) than under 

any other alternative. However, more effort would be 

required for public education and compliance than under 

the other alternatives. Estimated costs for road/trail 

maintenance would be the lowest of the alternatives. 

The need for the BLM and members of the public to 

obtain travel variances for temporary specific uses of 

specific closed roads would be the greatest under 

Alternative C of all the alternatives. 

Effects of Alternative D 

Alternative D would provide the highest level of 

motorized access of the action alternatives with 38.1 

miles of open and seasonally restricted routes (Table 

4-85). This would be 61 percent less than under 

Alternative A, but 28 and 38 percent more than under 

Alternatives B and C, respectively. Opportunities for 

motorized users in the Boulder-Jefferson City TPA 

would be greater under Alternative D than under 

Alternatives B and C, but less than under Alternative A. 

Area-wide cross-country snowmobile use would 

continue to be allowed, as well as travel on all existing 

routes during the season of use (12/2-5/15) conditions 

permitting. 

The extent of management activities and costs under 

Alternative D would be mixed. Less personnel time 

would be required to monitor travel compliance than 

under Alternatives B and D, but more would be needed 

than under Alternative A. However, more effort would 

be required for initial implementation (signing 

designated routes, installing bulletin boards) than under 

Alternatives B and D, but less effort would be needed 

than under Alternative A. Estimated costs for road/trail 

maintenance would be higher than under the other action 

alternatives, but less than under Alternative A. 

The need for the BLM and members of the public to 

obtain travel variances for temporary specific uses of 

specific closed roads would be greater under Alternative 

D than under Alternative A, but less than under 

Alternatives B and C. 

Cumulative Effects on Travel 

Management and Access 

Under all alternatives, there are a number of past, 

present, and reasonably foreseeable future BLM and 

non-BLM actions that could affect travel management 

and access in the Boulder/Jefferson City TPA. 

The Boulder-Jefferson City TPA is located adjacent to 

the upper Boulder Valley. Human population growth for 

the upper Boulder Valley (Boulder town statistics) is 

approximately 2 percent per year. This rate of growth is 

expected to continue, along with increased recreational 

use from local residents as well as area users (residents 

of Helena, Townsend, Butte, etc.). 

The small towns of Boulder (population 1,436) and 

Jefferson City (population 295) are located adjacent to 

the TPA. Although the rate of growth is low, increased 

urbanization and recreational use could lead to increased 

social conflict; between area residents and recreation 

users, and among recreational users themselves 

(motorized/non-motorized). These factors could lead to 

increased public demands to alter travel management to 

accommodate more, or less motorized use. 

Recreational activities for this TPA include big game 

hunting, motorized OHV travel (motorcycles, ATVs, 

snowmobiles), and to a lesser extent, non-motorized uses 

(hiking, horseback riding, and mountain biking). 

Conflicts between non-motorized and motorized users 

could lead to increased public demands for either more, 

or less motorized use. 

The TPA mainly provides habitat for big game. The 

entire area is considered winter range for elk while the 

lower elevations along the eastern half of the travel plan 

are winter range for mule deer. Concerns could lead to 

the need to restrict motorized use. 

In some site specific cases, visual resource management 

may effect or restrict new road/trail construction. 

604 Butte Draft RMP/EIS 
 Environmental Consequences: Transportation Facilities 

Applications for right-of-way permits to access private 

property or for commercial development are likely to 

increase in the future. As a result, public access to BLM 

lands, via the rights-of-way, could increase as well. 

Limits or reductions in the BLM’s funding and ability to 

maintain designated routes could lead to an overall 

reduction in maintained open road miles. 

A variety of resource management projects, such as 

BLM initiated vegetation treatments, or wildland fire 

fuels reduction projects, could effect travel management. 

BLM forest management activities from 1984 to present 

include 690 acres of fire replanting, 559 acres of timber 

salvage, and 266 acres of timber harvest. Future 

activities may include approximately 650 acres of forest 

and woodland treatment (thinning, selective harvest). 

There are no wildland fire fuels reduction activities 

planned for this area at this time. Depending on the type 

and scope of project, effects could vary from temporary, 

short-term area/route closures, to new opportunities 

(new routes) for motorized or non-motorized access. 

The TPA has a rich history of mining for lead, zinc, 

gold, copper, and silver. With the exception of the 

Montana Tunnels Mine, the remaining mines are no 

longer active. The Montana Tunnels Mine (located near 

Jefferson City) continues to produce lead and zinc with 

associated gold and silver from an open pit. Increases in 

mineral prices could lead to additional increased or 

renewed mining activity. Depending on the type and 

scope of mining activity, effects could vary from 

temporary, short-term area/route closures, to increased 

opportunities (new routes) for motorized or nonmotorized access. 

Noxious weeds and non-native invasive species are well 

established and spreading rapidly in the TPA. Motorized 

activities play a large role in the distribution of noxious 

weeds. Concerns over the spread of noxious weeds may 

lead to public demands to impose motorized travel 

restrictions. 

Motorized use on dirt roads and trails is a major 

contributor to soil erosion and stream sedimentation. 

These concerns may influence travel management, and 

result in fewer motorized opportunities. 

Most illegal activities (trash dumping, drug use, 

underage alcohol use, unattended camp fires, vandalism, 

etc.) are directly associated with motorized use. 

Increases in illegal activity may lead to public demands 

to alter travel management and impose motorized travel 

or other restrictions (site specific management). 

For perspective, BLM managed lands represent 

approximately 24 percent of the total travel planning 

area (60,418 total acres, 14,487 BLM acres); while BLM 

managed routes represent approximately 15.4 percent of 

the total routes available (392 total miles, 60.5 miles 

BLM roads/trails under Alternative A). Future travel 

management (for all agencies, nationwide) is likely to 

lead to fewer opportunities for motorized recreational 

use than under current management (particularly for 

OHV use). As a result, BLM routes available to 

motorized use in this TPA could experience increased 

use from displaced users, eventually leading to more 

concentrated use, increased resource impacts, and user 

conflicts. These impacts could lead to demands from 

motorized users for additional routes, and conversely, 

demands from non-motorized users for fewer routes. 

Under all alternatives, increases in human population, 

urbanization, recreation use, user conflicts; and concerns 

for wildlife, noxious weed spread, soil erosion/water 

quality, and illegal activities may lead to increased 

demands to restrict motorized travel, particularly in the 

areas adjacent to Boulder and Jefferson City. Under 

Alternative A, these conflicts would likely increase. 

Under Alternative B these pressures would have less 

impact on travel management than under Alternatives A 

and D, due to the overall reduction in motorized 

opportunities and separation of motorized and nonmotorized uses. Under Alternative C these pressures 

would have the least impact on travel management than 

under the other alternatives, due to the reduction in 

motorized opportunities. Alternative D would lessen 

conflicts associated with these pressures compared to 

Alternative A, but not as much as Alternatives B and C. 

TRANSPORTATION FACILITIES 

For the sake of this discussion, “open” roads include 

roads that are open yearlong as well as those that are 

open with seasonal restrictions. 

Effects of Alternative A 

Under Alternative A, the Boulder/Jefferson City TPA 

would have 60.5 miles of open roads and no motorized 

trails (Table 4-86). 

Table 4-86 

Boulder-Jefferson City TPA 

Route/Trail/Maintenance Costs 

Classification/ 

Cost Alt A Alt B Alt C Alt D 

Miles of Open/ 

Restricted Roads 60.5 27.3 23.5 38.1 

Motorized Trails 0 0 0 0 

Annual Roads 

Maintenance $4,840 $2,184 $1,880 $3,048 

Annual Trails 

Maintenance $0 $0 $0 $0 

Periodic Road 

Stabilization $1,936 $874 $752 $1,219 

Periodic Trails 

Stabilization $0 $0 $0 $0 

Monitoring/ 

Compliance $3,025 $1,365 $1,175 $1,905 

Weed Control $908 $410 $353 $572 

Butte Draft RMP/EIS 605 
Chapter 4 

Estimated costs for annual maintenance and stabilization 

of roads under Alternative A would be higher than under 

the action alternatives because of the increased number 

of roads. Estimated annual costs for monitoring and 

compliance, and weed control would also be higher 

under Alternative A than under the action alternatives. 

Effects of Alternative B 

Under Alternative B, the Boulder/Jefferson City TPA 

would have 27.3 miles of open and no motorized trails 

(Table 4-86). Estimated costs for annual maintenance 

and stabilization of roads under Alternative B would be 

less than under Alternatives A and D and more than 

under Alternative C due to the reduction in motorized 

access. Estimated annual costs for monitoring, 

compliance, and weed control would also be less than 

under Alternative A, and similar to Alternatives C and 

D. 

Effects of Alternative C 

Under Alternative C, the Boulder/Jefferson City TPA 

would have 23.5 miles of open roads and no motorized 

trails (Table 4-86). Estimated costs for annual 

maintenance and stabilization of roads under Alternative 

C would be would be the least of all the alternatives due 

to the least number of motorized routes. Estimated 

annual costs for monitoring, compliance and weed 

control would also be less than under the other 

alternatives. 

Closing the southwest corner of the Boulder/Jefferson 

City TPA to motorized use and the entire TPA to crosscountry snowmobile travel would result in an increase in 

transportation facility costs for additional signage and 

sign maintenance. 

Effects of Alternative D 

Under Alternative D, the Boulder/Jefferson City TPA 

would have 38.1 miles of open roads and no motorized 

trails (Table 4-86). Estimated costs for annual 

maintenance and periodic stabilization of roads under 

Alternative D would be greater than under Alternatives 

B and C, but less than under Alternative A. Estimated 

annual costs for monitoring, compliance and weed 

control would also be less under Alternative D than 

under Alternative A and more than under Alternatives B 

and C. 

LANDS AND REALTY 

Effects Common to All Alternatives 

The Butte Field Office administers approximately 62 

rights-of-way (ROW), and one Recreation and Public 

Purpose (R&PP) Lease within the boundaries of the 

Boulder/Jefferson City TPA, which encumber 

approximately 2,036 acres of BLM land (Table 4-87). 

Various types of road rights-of-way are the most 

common type of grant, accounting for 42 percent, or just 

Table 4-87 

Boulder/Jefferson City TPA ROWs/Leases 

Type Approximate 

Number 

Approximate 

Acres 

Roads 26 1,256 

Power 11 682 

Telephone 9 40 

O&G Pipelines 2 7 

Comm Sites 7 5 

R&PP Lease 1 39 

Other 7 7 

Totals 63 2,036 

under half of the total. Other types of authorized uses 

include: oil and gas pipelines, lines for electrical 

distribution and telephone facilities, communication 

sites, ditches, railroads, and mineral material sites. 

Approximately three right-of-way applications for new 

facilities as well as amendments, assignments, renewals, 

or relinquishments of existing right-of-way grants are 

processed annually in the TPA. This would not vary by 

alternative. 

The general trend of granting rights-of-way is expected 

to increase through the planning period as a result of 

increasing public demands. From a cumulative effects 

standpoint, development of adjacent federal, state and 

private land, increased recreational use and the trend of 

homeownership away from urban areas, coupled with 

traditional on-going uses, are all expected to require 

more guaranteed access involving public land, including 

BLM lands. 

SPECIAL DESIGNATIONS 

There would be no effects to any special designation 

areas such as Wild and Scenic Rivers, Wilderness Study 

Areas, or Areas of Critical Environmental Concern 

under any of the travel plan alternatives for the 

Boulder/Jefferson TPA. 

UPPER BIG HOLE RIVER TPA 

The Upper Big Hole River TPA is a relatively long, 

narrow shaped area (approximately 60 by 18 miles) 

located in the southwest portion of the Butte Field 

Office. This 357,275-acre TPA contains approximately 

63,108 acres of BLM land. It includes BLM lands 

located along the north and south banks of the Upper 

Big Hole River as well as a large contiguous section 

located east of Interstate-15, near the town of Divide. A 

large contiguous section extends south from Divide to 

the town of Melrose and includes the Humbug Spires 

Primitive Area. There are approximately 165 miles of 

BLM roads, making up about 12.6 percent of the 

approximate total of 1,309 road miles in the TPA. The 

606 Butte Draft RMP/EIS 
Environmental Consequences: Soils 

majority of roads lie on private (540 miles) and Forest 

Service (459 miles) lands. 

SOILS 

Effects Common to All Alternatives 

Road construction, use, and maintenance affect soils in a 

number of ways. Soils are often compacted by these 

activities. Soil compaction can lessen the amount of 

precipitation that can infiltrate into soil and increase 

runoff, erosion, and sedimentation – in turn decreasing 

soil/site stability and hydrologic function, as well as soil 

productivity and plant vigor and diversity. 

Ground disturbance associated with road construction, 

use, and maintenance can result in erosion. Erosion 

affects soil/site stability and hydrologic function. 

Erosion and sedimentation can destabilize the surface 

and subsurface cohesion of the soil, resulting in soil loss 

from erosion sites. Loss of soil can impede or prevent 

establishment and development of vegetation 

communities. 

Closing or decommissioning roads often leads to 

beneficial effects to soils through decreased site 

disturbance and re-establishment of vegetative cover on 

road surfaces. This tends to reduce soil erosion and 

stabilize soils. Decommissioning roads may in some 

cases entail ripping road surfaces to de-compact them, 

thus improving water infiltration, hydrologic function, 

and the ability of the treated area to revegetate more 

successfully. 

Impacts to soils associated with site-specific travel plan 

alternatives were assessed based on the potential for soil 

erosion using the following erosion risk criteria: 

• High – the area a route travels through has slopes 

greater than 30 percent gradient. 

• Moderate – the area a route travels through has 

slopes ranging from 15 to 30 percent gradient; or, 

for granitic soils, slopes ranging from 0 to 30 

percent gradient. 

• Low – the area a route travels through has slopes 

ranging from 0 to 15 percent gradient and soils are 

not granitic in origin. 

• Unrated – road mapping not available at time of 

erosion impact rating. 

Effects of the Alternatives 

The distribution of road miles by erosion risk category 

and by proposed road management category for all the 

alternatives is shown for the Upper Big Hole River TPA 

in Table 4-88. Roads in the “unrated” category were 

excluded from detailed consideration and are shown for 

the purpose of displaying the extent of lacking 

information. 

Because much of the terrain in this TPA is gentle to 

moderate in slope, most of the BLM roads are in either 

the low or moderate erosion categories. Under current 

conditions (Alternative A) approximately 5.6 miles of 

open BLM roads are located in areas with high erosion 

risk, and 60.7 miles are in moderate erosion areas. Soil 

erosion would be reduced under Alternative B because 

Table 4-88 

BLM Road Miles in Soil Erosion Impact Categories by Alternative for the Upper Big Hole River TPA 

(mileages are GIS-generated estimates) 

Proposed Road Management Erosion Risk 

Category 

Alternative 

A 

Alternative 

B 

Alternative 

C 

Alternative 

D 

Open Road Miles (incl. Open 

w/restrictions) 

High 5.6 2.4 2.4 2.4 

Moderate 60.7 25.2 14.6 38.1 

Low 81.4 50.2 40.8 60.3 

Other 10.2 3.1 3.2 3.0 

Closed Road Miles 

High 0 2.9 2.9 2.9 

Moderate 3.3 23.8 30.0 13.0 

Low 1.2 14.9 25.7 7.5 

Other 2.9 9.9 10.6 9.8 

Decommissioned Road Miles 

High 0 0.2 0.2 0.2 

Moderate 0 14.2 16.7 12.9 

Low 0 14.0 16.5 12.4 

Other 0 0.1 0.1 0.1 

Note: Open roads include seasonally open roads as well as roads open yearlong. 

Butte Draft RMP/EIS 607 
Chapter 4 

this alternative would reduce those mileages in the high 

and moderate erosion categories to 2.4 miles and 25.2 

miles, respectively. Approximately 26.7 miles of road in 

the high and moderate classes combined would be 

closed under Alternative B with an additional 14.4 miles 

in these categories being decommissioned. Vegetative 

recovery should occur to varying degrees on closed and 

decommissioned roads, with a beneficial effect on soils 

of reducing erosion from these areas. 

Soil erosion would be reduced under Alternative C more 

than under any other alternative because the lowest 

mileage of roads in the high and moderate erosion 

categories would be left open (17.0 miles combined), 

while the greatest mileage in these categories would be 

closed (32.9 miles combined) of all alternatives. An 

additional 16.9 miles in these categories would be 

decommissioned under Alternative C, more than under 

any other alternative. 

Soil erosion associated with roads would be reduced 

under Alternative D compared to Alternative A, but 

would still be higher than under either Alternative B or 

C. Approximately 40.5 miles of BLM road in the 

moderate and high erosion categories combined would 

remain open under Alternative D, while about 15.9 miles 

in these categories would be closed and 13.1 miles 

would be decommissioned under this alternative. 

Cumulative Effects on Soils 

Cumulative effects to soils in the Upper Big Hole River 

TPA would arise from a number of past, present, and 

reasonably foreseeable future actions on BLM lands as 

well as non-BLM lands. Within this 357,275-acre TPA, 

BLM lands comprise about 63,108 acres or 18 percent of 

total lands. The approximately 165 miles of BLM roads 

make up about 13 percent of the approximately 1,309 

road miles in the TPA. Therefore road-related effects to 

soils described by alternative for BLM roads would 

affect about 13 percent of all roads in the TPA. The 

majority of lands (and roads) within the TPA boundary 

are either private property or public lands administered 

by the Forest Service. Non-BLM roads are managed by 

the county, Forest Service, state, and private landowners. 

Approximately 6,805 BLM acres are permitted for 

various rights-of-way and leases. About 2,907 of these 

acres are for specific road rights-of-way primarily to 

private landowners. An additional 2,986 acres are 

associated with railroads and road rights-of-way to the 

Forest Service. The remainders are associated with 

power lines, waterlines, communication sites, oil and gas 

pipelines and other utility facilities. Impacts to soils 

range from compaction and occupation of ground with 

buildings, roadbeds, and other facilities, to revegetation 

and ground cover being re-established to stabilize soils. 

From 1984 to 1995, timber harvest occurred on 

approximately 57 acres of BLM lands in this TPA. An 

addition 189 BLM acres have undergone timber harvest 

from 1995 to the present. Most of this activity has been 

selective harvest. Adverse effects on soils from these 

treatments were generally minor with treated areas 

having undergone revegetation and soil stabilization 

since treatment. 

Approximately 430 acres of selective timber harvest is 

foreseeable on BLM lands over the next several years. 

This harvest would be located in Wildland Urban 

Interface areas where a mountain pine beetle epidemic is 

killing many lodgepole pine trees. Effects to soils from 

this project would likely be minor, possibly with 

localized areas of erosion or compaction. Timber harvest 

has also occurred on private and Forest Service lands 

and will likely continue for the foreseeable future, 

having localized compaction and erosion effects on 

soils. 

From 1981 to 2004, wildland fire has burned across 

approximately 230 acres in the Upper Big Hole River 

TPA, having a range of soil effects with more severely 

burned areas experiencing localized erosion while less 

severely burned areas underwent relatively little effect to 

soils. 

Over the past 10 years, approximately 474 acres of BLM 

land have undergone prescribed fire treatments while an 

additional 141 acres have undergone mechanical 

treatments. These treatments occurred in the Jerry Creek 

and Dickie Hills areas. Overall these projects generally 

had minor adverse effects on soils as treatment areas 

have revegetated and soils have stabilized. Within the 

next several years, BLM plans to implement 2,087 acres 

of mechanical treatment and 2,659 acres of prescribed 

fire with the Highland Mountain project in this TPA. 

BLM is currently planning an additional project to 

reduce fuels and restore vegetation communities on 500 

to 2,000 acres with a combination of mechanical 

treatments and prescribed fire. These treatments would 

generally have minor adverse effects on soils. Prescribed 

burning would occur under conditions where fire 

severity and intensity would be low, thereby minimizing 

adverse effects to soils. All treatments would minimize 

compaction so as to promote vegetative recovery. Fuels 

treatments conducted on private and Forest Service lands 

will likely occur for the foreseeable future with variable 

effects to soils. Reducing fuels under the controlled 

conditions of deliberate treatments may benefit soils in 

the long-term by reducing the risk of high severity fires 

in treated areas. 

Livestock grazing on public and private lands 

throughout much of the TPA has created areas of 

localized soil erosion and compaction, particularly in 

grassland and shrubland areas. This will continue to 

occur for the foreseeable future. 

Increasing residential development will likely continue 

for the foreseeable future to variable degrees within the 

TPA. Erosion, compaction, and covering of soils would 

occur due to additional road construction, 

608 Butte Draft RMP/EIS 
Environmental Consequences: Water Resources 

clearing/leveling for home sites, and establishment of 

utility infrastructure for residential developments. 

Under Alternative A, the contribution to cumulative 

effects on soils from BLM road management would 

continue as it occurs today. Retaining approximately 70 

miles of road open yearlong and an additional 88 miles 

open with various seasonal restrictions would allow for 

the same level of compaction and erosion impacts that 

currently exist. 

From a BLM road management perspective, all action 

alternatives would benefit soil resources compared to 

Alternative A. Alternative B would benefit soils by 

providing for a reduced contribution to adverse 

cumulative effects than would Alternative A because 

about 48 percent of BLM roads would be closed or 

decommissioned under Alternative B (compared to 

about 4 percent under Alternative A). Erosion should be 

reduced on these closed/decommissioned roads as 

disturbance is eliminated and soils stabilize. 

Alternative C would benefit soils the most and provide 

for the least contribution to adverse cumulative effects 

on soils of all alternatives. This alternative would 

provide for closure or decommissioning of about 62 

percent of BLM roads in the TPA, thus allowing these 

areas to vegetatively recover and stabilize soils. 

Alternative D would provide for the greatest 

contribution to adverse cumulative effects on soils of the 

action alternatives, but would still provide for greater 

long-term benefits to soils than Alternative A. 

Alternative D would provide for closure or 

decommissioning (and therefore vegetative recovery and 

soil stabilization) of about 36 percent of BLM roads in 

the TPA, compared to 4 percent for Alternative A, 48 

percent for Alternative B, and 62 percent for Alternative 

C. 

Overall, due to the scattered distribution and relatively 

small proportion of BLM lands (18 percent) and roads 

(13 percent) relative to the total quantities of lands and 

roads in the TPA, none of the BLM alternatives would 

substantially contribute to cumulative effects on soils at 

the scale of the Upper Big Hole River TPA. 

WATER RESOURCES 

Effects Common to All Alternatives 

There are a number of key concepts that are critical to 

understanding road effects to water resources. 

Hydrologic function is an interaction between soil, 

water, and vegetation, and reflects the capacity of a site 

to: 

• Capture, store, and safely release water from 

rainfall, runoff, and snowmelt; 

• Resist a reduction in this capacity; and 

• Recover this capacity following degradation. 

Interception of precipitation results when precipitation 

falls on vegetation. When vegetation is removed, 

precipitation falls directly on the soil. This can increase 

surface erosion and sedimentation, and decrease the 

amount of time between initial precipitation arrival and 

peak surface runoff – in turn decreasing soil/site stability 

and hydrologic function. Roads remove vegetation and 

therefore decrease interception of precipitation. 

Infiltration is the process of precipitation entering and 

traveling through soil. Infiltration reduces the peak 

runoff during precipitation events by extending the 

period of runoff after a precipitation event. Infiltration 

also filters precipitation and reduces erosion and 

sedimentation. If infiltration is reduced, runoff and 

erosion will increase and hydrologic function will 

decrease. Generally, roads are compacted surfaces that 

have decreased infiltration, thus increasing runoff and 

potentially increasing erosion. 

Runoff can affect the amount of erosion and 

sedimentation, as well as flooding – both onsite and 

offsite. If runoff is increased, all of these effects can 

increase with a result that water quality and hydrologic 

function will decrease. 

Increased sediment entering waterbodies increases 

turbidity, increases width-to-depth ratios, and 

consequently increases temperature and dissolved 

oxygen saturation levels, and creates adverse habitat for 

aquatic animals and plants. 

Alteration of flow routing can also affect water 

resources. For example, roadcuts into areas with 

relatively shallow groundwater can intercept 

groundwater, bring it to the surface, and transport it 

some distance (i.e. in a roadside ditch) before delivering 

it to a stream. This can lead to erosion of road ditchlines 

and subsequent sedimentation of streams during runoff 

periods, or increased thermal loading of water before 

delivery to streams during summer periods. 

Closure and decommissioning of roads tend to reduce 

erosion and sedimentation effects stemming from roads 

on water quality. During road decommissioning, items 

such as compaction, drainage, stream crossing culverts, 

and ground cover are often addressed in a manner that 

markedly improves hydrologic function. These features 

are not fully addressed on roads that are merely 

“closed”, but closed roads often gradually revegetate so 

as to reduce erosion and sedimentation effects to water 

quality. 

Effects of the Alternatives 

Generally, road density is an indicator of overall 

watershed health and function. Watersheds with higher 

road densities tend to have lower water quality due to 

greater disruption of hydrologic function (described 

above), and potential for erosion and subsequent 

sedimentation. Road density also is related to the 

distribution and spread of noxious weeds. Table 4-89 

Butte Draft RMP/EIS 609 
Chapter 4 

Table 4-89 

Acres of BLM Land in Road Density Categories by Alternative for the Upper Big Hole River TPA. 

TPA 

Alternative 

Road Density Category 

Low 

( <1 mi/mi2

) 

Moderate 

(1 to 2 mi/mi2) 

High 

(> 2 mi/mi2) 

Alternative A 19,646 18,204 25,357 

Alternative B 20,592 19,534 23,080 

Alternative C 21,461 19,506 22,245 

Alternative D 20,579 19,353 23,276 

shows acres of BLM land in three road density 

categories by alternative for the Upper Big Hole River 

TPA. These data reflect any differences between 

alternatives based on roads proposed for 

“decommissioning” by alternative. While many “closed” 

roads would gradually contribute to increased 

hydrologic function over time, decommissioned roads 

would more directly contribute to hydrologic function 

because measures aimed at restoring hydrologic function 

would likely be part of the treatment during 

decommissioning. Alternative A would have the greatest 

amount of BLM land (25,357 acres) with “high” road 

densities of greater than 2 mi/mi2

. Alternative C would 

provide for the lowest acreage in the “high” category 

and the highest acreage in the “low” category of all 

alternatives. By this measure, Alternative C would 

benefit hydrologic function more than any other 

alternative, followed in sequence by Alternative B, then 

Alternative D. All action alternatives would improve 

hydrologic function compared to Alternative A. 

Motorized routes within 300 feet of streams generally 

have greater potential to directly impact water quality 

through erosion and sedimentation, increased water 

temperatures (due to loss of shading vegetation), and 

direct alteration of stream channel morphology than 

those farther away. Table 4-90 shows the miles of open 

and closed roads on BLM lands within 300 feet of 

streams by alternative. Under Alternative A there are 

about 7.9 miles of open road within 300 feet of fish 

bearing streams and 23 road miles within 300 feet of 

perennial non-fish bearing streams. Alternative C would 

provide for the greatest number of closed or 

decommissioned roads within 300 feet of streams of all 

the alternatives (total of 10.7 miles). Alternative B 

would provide for the next greatest mileage (8.5 miles), 

followed by Alternative D (6.7 miles). By this measure, 

Alternative C would provide the greatest benefit to water 

resources of all the alternatives followed by Alternative 

B, then Alternative D. Each action alternative would 

reduce effects from roads in close proximity to streams 

and improve water resources compared to Alternative A. 

There is a specific route that fords the Big Hole River to 

access the Sawlog Gulch area. Under Alternative A, 

continual unrestricted year-long motorized use of this 

route would cause the most water quality impacts of 

erosion and disturbance to the river bed at this site 

relative to any other alternative. These effects would be 

localized to tens to feet of river length. Under 

Alternative B this route would only be open for game 

retrieval during hunting season. This would reduce its 

usage and would reduce water quality and river bed 

disturbance effects at that site. Under Alternative C, this 

route would be closed yearlong thus eliminating water 

resource effects altogether. Under Alternative D the 

route would be closed from 12/2 to 7/15 to avoid use 

during winter and subsequent spring runoff periods. 

Alternative D would pose the greatest effects to water 

resources at this site of any of the action alternatives. 

Cumulative Effects on Water Resources 

Cumulative effects to soils in the Upper Big Hole River 

TPA would arise from a number of past, present, and 

reasonably foreseeable future actions on BLM lands as 

well as non-BLM lands. Within this 357,275-acre TPA, 

BLM lands comprise about 63,108 acres or 18 percent of 

Table 4-90 

Miles of Open and Closed Roads on BLM Lands within 300 ft. of Fish-Bearing Streams and Perennial, NonFish-Bearing Streams by Alternative for the Upper Big Hole River TPA. 

Perennial Fish-Bearing Streams Perennial Non-Fish-Bearing Streams 

# Open Road Miles # Closed Road Miles # Open Road Miles # Closed Road Miles 

Alternative A 7.9 0.1 23.0 0.8 

Alternative B 7.6 0.4 15.7 8.1 

Alternative C 6.7 1.3 14.4 9.4 

Alternative D 7.6 0.4 17.5 6.3 

Note: Open roads include seasonally open roads as well as roads open yearlong. Closed roads include decommissioned roads. 

610 Butte Draft RMP/EIS 
Environmental Consequences: Water Resources 

total lands. The approximately 165 miles of BLM roads 

make up about 13 percent of the approximately 1,309 

road miles in the TPA. Therefore road-related effects to 

water resources described by alternative for BLM roads 

would relate to effects associated with about 13 percent 

of all roads in the TPA. There are approximately 276 

miles of fish bearing stream and an additional 223 miles 

of perennial non-fish bearing stream in the TPA. On 

BLM lands there are about 19 miles of fish bearing 

stream and 41 miles of perennial non-fish bearing 

stream. The majority of lands (and roads) within the 

TPA boundary are either private property or public lands 

administered by the Forest Service. Non-BLM roads are 

managed by the county, Forest Service, state, and private 

landowners. 

A number of the main access roads (non-BLM) in the 

TPA follow valley bottoms and parallel streams. State 

Highway 43 along the Big Hole River proper is among 

these valley bottom roads. Many of these roads are 

directly affecting stream channel or floodplain function 

by filling or impinging on stream channels or 

floodplains, precluding the presence of riparian 

vegetation (including large woody material in forested 

locations), producing sedimentation in streams (from 

road surfaces, ditchlines, winter “road sanding” 

operations) and potentially increasing thermal loading 

by lessening streamside shade. In smaller streams these 

effects are dominant in shaping stream channel and 

water quality conditions in many areas and will continue 

into the foreseeable future. Effects of Highway 43 on the 

Big Hole River are more localized and generally less 

severe than effects of valley bottom roads on smaller 

streams. 

Approximately 6,805 BLM acres are permitted for 

various rights-of-way and leases. About 2,907 of these 

acres are for specific road rights-of-way primarily to 

private landowners. An additional 2,986 acres are 

associated with railroads and road rights-of-way to the 

Forest Service. The remainders are associated with 

powerlines, waterlines, communication sites, oil and gas 

pipelines and other utility facilities. Impacts to water 

resources are generally minor with some localized 

erosion and sedimentation and some contribution to 

decreased hydrologic function (decreased infiltration, 

increased runoff) due to compaction. 

From 1984 to 1995, timber harvest occurred on 

approximately 57 acres of BLM lands in this TPA. An 

additional 189 BLM acres have undergone timber 

harvest from 1995 to the present. Most of this activity 

has been selective harvest. Adverse effects on water 

resources were minor from this activity. Approximately 

430 acres of selective timber harvest is foreseeable on 

BLM lands over the next several years. This harvest 

would be located in Wildland Urban Interface areas 

where a mountain pine beetle epidemic is killing many 

lodgepole pine trees. Effects to water resources from this 

project would likely be minor, possibly with localized 

areas of erosion and sedimentation. 

Timber harvest has also occurred on private and Forest 

Service lands and will likely continue to have variable 

effects on water resources for the foreseeable future. 

Ground disturbance from these activities will have 

localized impacts to water resources including some 

sedimentation, loss of woody material recruitment for 

streams, and potential water temperature increases due 

to riparian shade loss. 

From 1981 to 2004, wildland fire has burned across 

approximately 230 acres in the Upper Big Hole River 

TPA, having minor sedimentation effects on water 

resources. 

Over the past 10 years, approximately 474 acres of BLM 

land have undergone prescribed fire treatments while an 

additional 141 acres have undergone mechanical 

treatments. These treatments occurred in the Jerry Creek 

and Dickie Hills areas. Overall these projects generally 

had minor adverse effects (erosion/sedimentation) on 

water resources. Within the next several years, BLM 

plans to implement 2,087 acres of mechanical treatment 

and 2,659 acres of prescribed fire with the Highland 

Mountain project in this TPA. BLM is currently 

planning an additional project to reduce fuels and restore 

vegetation communities on 500 to 2,000 acres with a 

combination of mechanical treatments and prescribed 

fire. These treatments would likely have minor adverse 

effects on water resources. Prescribed burning would 

occur under conditions where fire severity and intensity 

would be low so as to prevent scorching of soils and 

mortality of desirable vegetation. This should minimize 

erosion and sedimentation of water resources. All 

treatments would minimize compaction so as to retain 

hydrologic function. Fuels treatments conducted on 

private and Forest Service lands will also likely occur 

for the foreseeable future with variable effects to water 

resources. Effects of these treatments could be similar to 

timber harvest effects on these lands. Reducing fuels 

under the controlled conditions of deliberate treatments 

may benefit water resources in the long-term by 

reducing the risk of high severity fires that could have 

severe adverse water quality effects. 

Increasing residential development will likely continue 

for the foreseeable future to some degree within the 

TPA, most notably in the Big Hole River valley bottom. 

Erosion, soil compaction, and runoff would likely 

increase due to additional road construction, 

clearing/leveling for home sites, and establishment of 

utility infrastructure for residential developments. 

Nutrient, chemical pollutant, and pathogen inputs to 

streams would also likely increase due to leaching from 

septic systems, urban runoff (fertilizer, chemicals, and 

petroleum pollutants), and waste from livestock. 

Livestock grazing on public and private lands 

throughout much of the Upper Big Hole River TPA has 

Butte Draft RMP/EIS 611 
Chapter 4 

created areas of localized streambank trampling, soil 

erosion and compaction, and nutrient inputs to streams. 

In severe cases stream channel morphology may be 

altered due to severe loss of riparian vegetation, loss of 

streambank integrity, channel widening and shallowing, 

and substantial sediment inputs. These effects to water 

quality will continue to occur for the foreseeable future. 

Agricultural water withdrawals are a substantial impact 

to water resources in the Big Hole River itself. 

Government agencies and local entities regularly work 

with ranchers to minimize their agricultural withdrawals 

during summer low flow periods so as to minimize low 

flow effects on fish populations in the Big Hole River. 

There are a number of streams identified as impaired on 

the MDEQ 303(d) list in the Upper Big Hole TPA. The 

Big Hole River itself (6.5 miles on BLM) is listed as 

impaired for heavy metal contamination, low flow 

alterations, physical habitat alterations, water 

temperature, and riparian vegetation alteration. Probable 

sources of impairment include irrigated crop production, 

mine tailings, abandoned mine lands, acid mine 

drainage, highways, channelization, riparian grazing, 

and streambank modification. These impacts will 

continue for the foreseeable future regardless of BLM 

road management in this TPA. 

Camp Creek (1.8 miles on BLM) is listed as impaired 

for heavy metal contamination, sedimentation, low flow 

alterations and nutrient inputs with probable sources 

being riparian grazing, irrigated crop production, roads 

(valley bottom non-BLM road), and abandoned mine 

lands. Soap Gulch (5 miles on BLM) is impaired due to 

nutrient inputs, sedimentation, alteration of riparian 

vegetation with probable causes listed as riparian 

grazing, roads (valley bottom non-BLM road), and 

irrigated crop production. Though BLM does not 

manage the most impactive (valley bottom) road along 

Camp Creek, BLM does manage a considerable portion 

of the watersheds of both Soap Gulch and Camp Creek. 

BLM road management could make a considerable 

contribution to water resource conditions in these two 

streams. All three action alternatives (B, C, and D) 

would provide for the closure or decommissioning of 

some roads in each of these two drainages that would 

benefit water resources primarily by reducing sediment 

inputs. Alternative C would provide the most benefit, 

followed in sequence by Alternative B, then Alternative 

D. 

Charcoal Gulch (1.3 miles on BLM) is impaired for 

nutrients and sedimentation with probable causes listed 

as riparian grazing and roads. Moose Creek (6 miles on 

BLM) is listed as impaired for low flow alterations due 

to irrigated crop production. Jerry Creek (0.4 mile on 

BLM) is impaired for alteration of riparian vegetation, 

excess algal growth, heavy metals, low flow alterations, 

and physical habitat alterations. Probable causes of 

impairment are listed as riparian grazing, abandoned 

mine lands, timber harvest, agriculture, irrigated crop 

production, septic systems, and site clearance for land 

development. Deep Creek (0.9 mile on BLM) is listed as 

impaired for alteration of riparian vegetation, low flow 

alterations, and sedimentation. Probable causes are listed 

as streambank modification, irrigated crop production, 

and rangeland grazing. These impacts will continue for 

the foreseeable future. Impacts in these streams (except 

for Charcoal Gulch which has a valley bottom BLM 

road maintained in all alternatives), will continue for the 

foreseeable future regardless of BLM road management. 

Overall, due to the scattered distribution and relatively 

small proportion of BLM lands (18 percent) and roads 

(13 percent) relative to the total quantities of lands and 

roads in the TPA, none of the BLM alternatives would 

substantially contribute to cumulative effects on water 

resources at the scale of the Upper Big Hole River TPA. 

VEGETATIVE COMMUNITIES – FOREST 

RESOURCES AND FOREST AND 

WOODLAND PRODUCTS 

Effects of the Alternatives 

Under all alternatives, existing roads and roads built to 

access timber and forest product sales on BLM lands 

may encourage timber harvest and forest product sales 

on adjacent lands, particularly where landowners and 

other agencies looking to improve economic efficiency 

or opportunities in the management on their lands. 

In general, vegetative treatment contractors tend to bid 

more readily on projects in areas with vehicle access or 

valuable products. BLM often prioritizes forest 

vegetation management activities such as forest products 

and forest protection actions (e.g. wildfire suppression 

and forest insect and disease control) in similar areas. 

Rehabilitation of roads (decommissioning and in some 

cases road closure) would revegetate currently 

unvegetated roadbeds, which would increase vegetation 

biomass production on the landscape through 

colonization of sites with grasses, forbs, shrubs, and 

trees. Increases in revegetated area would occur at a rate 

of approximately 1.5 to 3 acres per mile of rehabilitated 

road. Eventually rehabilitated roads would support plant 

communities consistent with site potentials which would 

help resist weed invasions. However, road closures and 

removals (decommissioning) could make vegetation 

management treatments more difficult and costly, 

thereby inhibiting proposed treatments, reducing public 

access for product use and removal, and potentially 

slowing fire detection and suppression. 

Under Alternative A there would be no increase in 

project analysis and implementation costs. However, 

under Alternative B approximately 48 percent (79.9 

miles) of BLM roads would be closed or 

decommissioned. Under Alternative C about 62 percent 

(102.8 miles) of roads would be closed or 

decommissioned, while under Alternative D about 36 

612 Butte Draft RMP/EIS 
Environmental Consequences: Vegetative Communities 

 Forest Resources and Forest and Woodland Products 

percent (58.9 miles) of these roads would be closed or 

decommissioned. These closures would result in 

commensurate potential increases in vegetative analysis 

and treatment costs by alternative. These potential cost 

increases would be considered on a case by case basis by 

the BLM during project feasibility determinations, and 

additional funding may be needed to analyze and 

implement the projects that would remain feasible. Road 

closures could also result in potential decreases in 

quantities of forest products removed. Lack of road 

access could make small projects cost-prohibitive. 

Although temporary road building is still an option for 

access, slopes are generally steeper in the Upper Big 

Hole TPA as compared to other TPAs and may preclude 

road building. These limitations may increase the 

occurrence of helicopter logging and other nontraditional forms of product removal. Helicopters are a 

feasible access alternative in the Upper Big Hole TPA 

because forest products generally have higher value in 

this watershed and could absorb the increased cost of 

access. The extent of the road-related effects described 

above would be minimized because BLM would likely 

still be able to plan and implement projects in many 

areas on closed roads through the variance process for 

temporary road use. Road-related effects would be 

greatest under Alternative C, followed in sequence of 

decreasing effects by Alternative B, then Alternative D. 

Roaded access to forested areas would also affect the 

gathering of firewood and other forest products by the 

general public. Most public parties prefer to drive close 

to areas of product removal so they do not have to carry 

products over long distances to their vehicles. 

Alternative A would have the greatest opportunity for 

firewood and other product removal with 70.6 miles of 

BLM road open yearlong and 88 additional miles open 

during summer. Alternative B would provide fewer 

opportunities than Alternative A with 21.1 miles of road 

open yearlong and 59.8 additional miles open during 

summer. Alternative C would provide the fewest 

opportunities of all alternatives with 19.2 miles of road 

open yearlong and an additional 40.8 miles open during 

summer. Alternative D (26.8 miles open yearlong, 

additional 70.6 miles open during summer) would 

provide more opportunities than Alternatives B and C, 

but fewer opportunities than Alternative A. 

Cumulative Effects on Forest and 

Woodland Resources and Products 

Forested vegetation in the Upper Big Hole TPA has been 

affected by past management on all land ownerships. Of 

the 63,108 acres of BLM owned land in the TPA, 246 

were harvested since 1984. One hundred and twenty-six 

acres were also reforested. Currently, 430 acres are 

scheduled for insect control harvest in the Upper Big 

Hole TPA. Planning is also occurring on an additional 

approximately 1,000 BLM acres to implement forest 

restoration harvests and burning. Treatments will result 

in more open, healthier forest stands. Some temporary 

roads and travel variances (to temporarily use closed 

roads) could be associated with these projects. 

The Forest Service, with 143,778 acres in the TPA, also 

manages its forested resources through restoration 

projects including product removal and prescribed 

burning. These activities will likely continue in the 

future and promote healthier forest ecosystems in the 

planning area. Timber harvest will also continue on state 

and private ownerships, totaling 149,516 acres in the 

TPA. 

The action alternatives could increase potential forested 

acreage by decommissioning roads and reclaiming 

approximately 64 acres under Alternative B, 75 acres 

under Alternative C, and 58 acres under Alternative D. 

Although miles of access would be decreased with road 

decommissioning, trees have the potential to colonize 

these areas and provide for forest products in the future. 

Currently western spruce budworm, mountain pine 

beetle and Douglas-fir Beetle are present in forests 

within the Upper Big Hole TPA. These species are 

currently present at higher levels than experienced in the 

last twenty years and are resulting in widespread tree 

mortality. Endemic insect levels are expected to remain 

high in the future, with the bark beetle (mountain pine 

beetle and Douglas-fir Beetle) infestations peaking in the 

next several years. Even at lower population levels, 

these species can reduce forest health and individual tree 

vigor, sometimes resulting in tree mortality. 

Forested vegetation in the Upper Big Hole TPA will also 

be affected by approximately 6,805 acres of rights-ofway and leases on BLM land. Forested vegetation 

located in these areas usually is harvested to 

accommodate the necessary access or facilities. Forest 

vegetation removal would occur on new authorizations 

in the future as necessary to maintain sight distances and 

safety clearances associated with roads and facilities. 

Urbanization is expected to continue on the 115,567 

acres of private land (28 percent of total acres) within 

the Upper Big Hole TPA. Forest products are commonly 

removed from these areas prior to permanent 

construction. Urbanization is likely to continue in the 

future and will affect forested vegetation at an unknown 

rate. As private construction increases, miles of road on 

private will most likely increase from the current 540 

miles (41 percent of total in TPA). 

Risk to forests from human-caused wildfires is 

commonly associated with open roads. Risk to forests 

from wildfire is greatest under Alternative A with 159 

miles of BLM road open during the summer. Alternative 

B would have less risk of human-caused fire starts with 

about 81 miles of road open during summer. Alternative 

C would have the least risk to public forests with only 60 

miles of road open during summer months. Alternative 

D (about 97 miles of road open during summer) would 

have more risk than either Alternatives B or C, but less 

risk than Alternative A. Given that the majority of roads 

Butte Draft RMP/EIS 613 
Chapter 4 

in the TPA (87.4 percent) are non-BLM roads, this 

contribution to reduced fire risk from BLM roads under 

the action alternatives is relatively small in the context 

of the entire TPA. 

Since BLM roads constitute only 12.6 percent of all 

roads in this TPA, and BLM lands make up only 17.7 

percent of all lands in the TPA, urbanization and 

activities on open non-BLM roads in the vicinity may 

have more cumulative effects on forested vegetation in 

the TPA than BLM decisions regarding miles of open 

and closed road. 

VEGETATIVE COMMUNITIES – 

NOXIOUS WEEDS 

Under all alternatives, any snowmobile use would have 

negligible effects on noxious weed spread and 

populations. Invasive noxious weeds and non-native 

species are degrading wildland health. These are 

aggressive plants that can outcompete many native 

plants, as they have few natural enemies to keep them 

from dominating an ecosystem. These plant species are 

spread by many means. However, any land disturbing 

activity in the TPA has the most potential to introduce 

and spread weed species. Motorized vehicles are one 

vector for noxious weed spread as weed seed becomes 

attached to vehicles and their tires, and are transported 

from one area to another where seeds become detached 

and germinate to inhabit new areas. 

Effects of Alternative A 

Under Alternative A, all BLM routes located within the 

TPA would continue to be managed as indicated on the 

Southwest Montana Interagency Visitor/Travel Map 

(interagency cooperative mapping effort, 1996 revision). 

Alternative A would provide 158.6 miles of routes open 

to wheeled motorized use (70.6 miles open yearlong, 

88.0 miles seasonally restricted and 7.4 miles closed). 

Where allowed, snowmobile use would continue to be 

open to area-wide cross-country use as well as use on 

existing routes, during the season of use, 12/2-5/15, 

conditions permitting. Alternative A would have the 

most roads open and in turn would promote the greatest 

amount of weeds and other undesirable plant spread and 

production. More herbicide control would be needed to 

control weeds under Alternative A than under the other 

alternatives. Under Alternative A the open BLM road 

miles would make up about 12.6 percent of all open 

roads in the Upper Big Hole River TPA. 

Effects of Alternative B 

Under Alternative B, 80.9 miles of routes would be 

available for wheeled motorized use (21.1miles open 

yearlong, 59.8 miles seasonally restricted). Snowmobile 

management would continue to remain substantially in 

effect as represented by the 1996 Southwest Interagency 

Visitor/Travel Map. This alternative would close 51.4 

miles of road leaving 21.1 miles open yearlong as 

compared to 69.9 miles of road open yearlong for 

Alternative A. This would prevent weed spread caused 

by motorized vehicles on these closed routes, but would 

increase spread on the open routes because of more 

concentrated use of these routes. Overall Alternative B 

would reduce weed spread, but would increase weed 

treatment costs per road mile on the remaining open 

roads compared to Alternative A. Under Alternative B, 

the 80.9 miles of open BLM road would make up about 

6.2 percent of all open roads in the TPA. 

Effects of Alternative C 

Under Alternative C, 60.0 miles of routes would be 

available for wheeled motorized use (19.2 miles open 

yearlong, 40.8 miles seasonally restricted). This 

alternative would close 69.3 miles of road leaving 19.2 

miles open yearlong as compared to 69.9 miles of road 

open yearlong for Alternative A. This would prevent 

weed spread caused by motorized vehicles on the closed 

routes, but would increase spread on the open routes 

because of more concentrated use of these routes. 

Overall Alternative C would reduce weed spread more 

than any other alternative, but would increase weed 

treatment costs per road mile on the remaining open road 

miles compared to Alternative A. Under Alternative C, 

the 60 miles of open BLM road would make up about 

4.6 percent of all open roads in the Upper Big Hole 

River TPA. 

Effects of Alternative D 

Under Alternative D, 97.4 miles of routes would be 

available for wheeled motorized use (26.8 miles open 

yearlong, 70.6 miles seasonally restricted). This 

alternative would close 33.2 miles of road leaving 26.8 

miles open yearlong as compared to 69.9 miles of road 

open yearlong for Alternative A. This would prevent 

weed spread caused by motorized vehicles on the closed 

routes, but would increase weed spread on the open 

routes because of more concentrated use of these routes. 

Overall Alternative D would reduce weed spread more 

than Alternative A but less than Alternatives B or C, but 

would increase weed treatment costs per road mile on 

the remaining open road miles compared to Alternative 

A. Under Alternative D, the 97.4 miles of open BLM 

road would make up about 7.4 percent of all open road 

miles in the TPA. 

Cumulative Effects on Noxious Weeds 

Under all alternatives, other past, present, and 

reasonably foreseeable future actions on BLM and nonBLM lands will affect noxious weeds. 

Recreation use is well established in the TPA, with 

fishing and big game hunting topping the list. The Big 

Hole River has a national reputation as a premiere fly 

fishing destination. Big game hunting attracts regional 

and national attention as well. Motorized recreation uses 

are one of the leading causes of introduction and spread 

614 Butte Draft RMP/EIS 
Environmental Consequences: Vegetative Communities 

 Noxious Weeds 

of noxious weeds and non native species. Weed seeds 

are transported by many recreational vectors i.e. water 

recreation uses, motorized vehicles including their tires, 

non-motorized vehicles including their tires, pack 

animals, and humans. 

Applications for right-of-way permits on public lands to 

access private property or for commercial development 

are likely to increase in the future. As a result, soil 

disturbing activities (i.e. roads, powerlines, telephone 

lines, etc.), will likely increase, causing weeds to 

increase. 

A variety of resource management projects, such as 

BLM initiated vegetation treatments, or wildland fire 

fuels reduction projects, could effect noxious weed 

management. There have been multiple fuels treatments 

in this area in the last 10 years. Treatments consisted of 

474 acres of prescribed burning and 141 acres of 

mechanical treatments primarily in the Jerry Creek and 

Dickie Hills areas. There are fuels treatments planned by 

the BLM for this area, mainly in the general area south 

of Wise River and in the Highland Mountains area. The 

Highland Mountain project will consist of approximately 

2,087 acres of mechanical treatment and 2,659 acres of 

prescribed fire treatment, implemented in 2007 through 

2012. The Wise River project would consist of 

mechanical and/or prescribed burning treatments from 

500 to 2,000 acres focused on the urban interface areas 

having the objective to restore ecosystem health and 

reduce fuels. Prescribed burning projects give the 

ground surface a fertilization effect and eliminate some 

plant competition for weedy species giving them a niche 

for establishment and expansion in some areas. Ground 

disturbing equipment could also transport noxious weed 

seed to these project sites. BLM implements weed 

control measures in the aftermath of such grounddisturbing activities so as to minimize noxious weed 

spread. 

Wildland fires create good seed beds and supply 

nutrients for weed species introduction and production. 

From 1981 to 2004 there have been 18 wildland fires 

that burned approximately 230 acres. As with 

mechanical vegetation treatment projects, BLM 

implements weed control measures in the aftermath of 

wildland fires to minimize weed spread. 

A portion of the TPA (especially the Soap Gulch and 

Camp Creek areas) is strongly mineralized and has 

undergone considerable mining in the past. Current 

activity is low. However, increases in mineral prices 

could lead to additional increased or renewed mining 

activity. Mining is a land disturbing activity and the 

activity itself and weed seed contaminated equipment 

that is used could promote weeds in the area. 

Reclamation of abandoned mine sites can disturb ground 

and promote weed spread as well. BLM implements 

weed control measures associated with this reclamation 

work to minimize weed spread. 

Noxious weeds and non-native invasive species are well 

established and spreading in the area. Weed control 

activities by BLM and other entities, while often 

effective at reducing or minimizing weed spread and 

weed populations, can also lead to some weed spread. 

Herbicide spray equipment is driven through weed 

infestations and weed seeds as well as other weed 

vegetative parts are spread to other lands during and 

following treatment. This TPA has received about 150 to 

200 acres of treatment over the last 6 years on BLM 

lands. Treatment has primarily been by herbicide. These 

weed treatments have varying success in killing 

undesirable plants, depending on many environmental 

parameters. 

Timber sales have built-in stipulations for mitigating 

weed production and spread. However, with ground 

disturbance the potential exists for weed introduction to 

occur on these sites. Since 1995 there has been 189 acres 

of timber harvest and 126 acres of forest planting 

(replanted in 1998). Vehicular use associated with tree 

plantings could contribute to the spread of existing 

weeds on site. Herbicide treatment of existing weeds is 

coordinated with tree seedling planting locations and 

timing, so as to minimize the spread of noxious weeds. . 

Future travel management (for all agencies, nationwide) 

is likely to lead to fewer opportunities for motorized 

recreational use than under current management 

(particularly for OHV use). As a result, BLM routes 

available to motorized use could experience increased 

use from displaced users, leading to more concentrated 

use and potentially increased weed spread. 

The TPA includes important habitat for big game (elk, 

bighorn sheep). Noxious weed seeds are transported and 

spread by wildlife through their digestive system and by 

attaching to the animals themselves and then being 

released at a later time. 

Livestock grazing on and off BLM lands also 

contributes to weed spread either through seed being 

spread or introduced by livestock themselves, or through 

vehicular uses needed to manage grazing operations. 

The majority of the Upper Big Hole River TPA is 

characterized by undeveloped land (private 

homes/ranches; BLM, State, and USFS lands). Only 

about 2,000 people live in the area, many of them 

making their living by ranching and hay farming. 

Human population growth for the TPA is expected to 

remain relatively low. However, the area is experiencing 

some residential growth on land subdivided near the Big 

Hole River and as family ranches are sold to out-of-state 

investors/seasonal residents. Population growth and use 

of the TPA from the population centers of Butte and 

Dillon will in turn lead to more opportunities for weed 

spread and production. 

The TPA is largely undeveloped. Several small 

communities (Divide, Dewey, and Wise River) are 

located within the TPA; while the communities of 

Butte Draft RMP/EIS 615 
Chapter 4 

Melrose and Wisdom lie just outside. Urbanization is 

unlikely to become a major issue for many years. 

However, use of the TPA by the residents living 

adjacent to or within this area is increasing and leads to 

an increase in weed spread and propagation. 

About 12.6 percent of all the travel routes in the Upper 

Big Hole River TPA are located on BLM managed lands 

(under Alternative A). Because the majority of roads 

(87.4 percent) and lands (82.3 percent) in the TPA are 

non-BLM, activities in these areas play a stronger role 

than activities on BLM lands in determining the status of 

weed spread and weed populations overall. 

VEGETATIVE COMMUNITIES – 

RIPARIAN VEGETATION 

Effects Common to All Alternatives 

This section focuses on effects to riparian vegetation. 

For additional discussion of effects to water quality and 

stream channels, see the Water Resources and Fish 

sections. 

Roads in riparian areas constitute ground disturbance 

that can eliminate or preclude presence of native riparian 

vegetation. This ground disturbance and loss of riparian 

vegetation may facilitate erosion and sedimentation of 

streams. Roads may also interfere with natural stream 

channel functions by occupying floodplains or active 

stream channel margins (see Water Resources section 

for more discussion). Noxious weeds may dominate 

riparian vegetation communities after some type of 

disturbance (such as roads, livestock grazing, mining, 

etc.) has reduced native vegetation. Noxious weed seed 

can be spread into riparian areas by motor vehicles via 

open roads. Closure of roads and trails can improve or 

maintain riparian condition by reducing avenues of 

noxious weed spread, as well as allowing for bare area 

re-vegetation which filters sediment in addition to 

stabilizing banks in some areas. Road and trail 

restrictions have the same effects but to a lesser degree, 

because some traffic will inhibit vegetation growth and 

recovery. 

As a means of comparing alternatives, Table 4-91 

depicts the miles of wheeled motorized routes that cross 

or are within 300 feet of streams or wet areas on BLM 

lands in the Upper Big Hole River TPA. 

Table 4-91 

Miles of Roads and Trails by Proposed 

Management Category within 300 feet of 

Streams (including intermittent streams) in the 

Upper Big Hole River Travel Planning Area 

Miles of Wheeled 

Motorized Routes ALT A ALT B ALT C ALT D 

Open 

Restricted 

Closed 

32.0 

29.7 

3.3 

19.3 

21.1 

23.7 

19.3 

15.4 

29.4 

22.2 

23.8 

18.1 

Under Alternative A, 32 miles of BLM roads and trails 

would remain open that cross or are within 300 feet of 

riparian areas, 29.7 miles of roads and trails would have 

seasonal restrictions, and 3.3 miles would be closed. The 

noxious weed spread, streambank, and sediment delivery 

effects would continue as described in the Effects 

Common to All Alternatives section for the open roads. 

The BLM roads and trails most affecting riparian 

conditions are along Soap Gulch, McLean Creek, Moose 

Creek, Bear Creek, Sawlog Gulch and Charcoal Gulch 

and all would remain open, although McLean Creek and 

Charcoal Gulch are open with seasonal travel 

restrictions. 

Under Alternative B, 19.3 miles of roads and trails 

would remain open that cross or are within 300 feet of 

riparian areas, 21.1 miles of roads and trails would have 

restrictions, and 23.7 miles would be closed. The 

noxious weed spread, streambank, and sediment delivery 

effects would continue as described in the Effects 

Common to All Alternatives section for the open roads. 

The BLM roads and trails most affecting riparian 

conditions are along Soap Gulch, McLean Creek, Moose 

Creek, Bear Creek, and Charcoal Gulch and all would 

remain open, although McLean Creek and Charcoal 

Gulch are open with seasonal travel restrictions. Sawlog 

Gulch travel use would be restricted by game retrieval 

rules, reducing the number of vehicular crossings of the 

Big Hole River at this location compared to Alternative 

A. A number of other streams would benefit from road 

and trail closures posed by this alternative. Alternative B 

would provide benefits to riparian vegetation compared 

to Alternative A. 

Under Alternative C, 19.3 miles of BLM roads and trails 

would remain open that cross or are within 300 feet of 

streams or wet areas, 15.4 miles of roads and trails 

would have seasonal restrictions, and 29.4 miles would 

be closed. Effects would be similar to Alternative B with 

regard to the roads and trails most affecting riparian 

conditions in Soap Gulch, McLean Creek, Moose Creek, 

Bear Creek, and Charcoal Gulch. However the Sawlog 

Gulch and Big Hole River crossing would be closed 

under this alternative. Riparian condition would improve 

most under this alternative compared to all other 

alternatives. 

Under Alternative D, 22.2 miles of roads and trails 

would remain open that cross or are within 300 feet of 

streams or wet areas, 23.8 miles of roads and trails 

would have seasonal restrictions, and 18.1 miles would 

be closed. Effects would be similar to Alternatives B and 

C with regard to roads along Soap Gulch, McLean 

Creek, Moose Creek, Bear Creek, and Charcoal Gulch. 

Travel use along Sawlog Gulch and the Big Hole River 

crossing would be seasonally restricted under this 

alternative. Under Alternative D, riparian condition 

would experience fewer road and trail effects than under 

Alternative A, but more than under Alternatives B or C. 

616 Butte Draft RMP/EIS 
Environmental Consequences: Wildlife 

Cumulative Effects on Riparian 

Vegetation 

Noxious weed spread, mining, roads and trails, logging 

operations, and livestock grazing have affected riparian 

resource conditions in all TPAs, including the Upper Big 

Hole River TPA. Some of these factors continue to 

cause riparian area degradation primarily through direct 

disturbance or loss of riparian vegetation. Ground 

disturbance and loss of riparian vegetation facilitate 

erosion and sedimentation of streams. In the case of 

noxious weeds, they usually dominate riparian 

vegetation communities after some type of disturbance 

(such as roads, livestock grazing, mining, etc.) has 

reduced native vegetation. 

Anticipated subdivision growth on private lands, though 

anticipated to occur at a lower rate in the Upper Big 

Hole River TPA than in other TPAs, will lead to more 

road construction and maintenance. More roads and 

development will increase severity of runoff events 

which in turn will cause more sediment delivery to 

creeks and streams. The additional sediment is likely to 

affect the functioning condition of some riparian areas 

by causing streambeds to aggrade at unnatural rates. 

Streambanks may also be affected if road placements do 

not allow for natural stream movements or meanders. 

Logging and forestry practices on public and private 

lands are subject to streamside management zone (SMZ) 

requirements designed to maintain water quality and 

riparian vegetation. The proposed Riparian Management 

Zones under Butte RMP Alternatives B and C would be 

wider than SMZs and activities in these areas would be 

designed to benefit riparian resources, thus providing 

more riparian protection and more targeted management 

of riparian vegetation in both forested and non-forested 

areas than under RMP Alternatives A and D. The 

disturbance associated with timber activities does have 

the potential to increase noxious weed spread which 

degrades riparian area function and health. On public 

lands noxious weed control is a standard feature of any 

ground disturbing activities whereas on private lands 

noxious weed control is variable. 

Livestock grazing will continue in the area and has the 

potential to impact riparian resource conditions. On 

BLM lands, ongoing rangeland health assessments and 

implementation of livestock grazing guidelines would 

continue to improve or maintain riparian vegetation 

health and vigor. On private lands, livestock grazing is 

expected to decline slowly as more ranch and farmland 

is subdivided. Riparian conditions may improve or 

degrade as management changes. 

Noxious weed control will continue on both public and 

private lands with varying degrees of success. To the 

extent that these efforts are successful, riparian 

conditions would improve because of the streambank 

protection gained from shrubby root systems and 

filtering capability of native riparian sedge and rush 

species. 

In recent years, mitigation work has been completed to 

harden crossings and reduce sediment production on the 

roads along Camp Creek, Soap Gulch, McLean Creek, 

Moose Creek, Sawlog Gulch and Charcoal Gulch. 

The LaMarche Creek fluvial Arctic grayling habitat 

enhancement project improved riparian condition along 

this stream by stabilizing banks and creating lateral bars. 

The Big Hole Watershed group has completed a number 

of projects to improve livestock grazing, weed control, 

and irrigation practices on private land. Riparian 

conditions along the river have improved in a number of 

places as a result of increased flows later in the season. 

A number of privately owned blocks of land were 

logged within the past 20 years. Riparian vegetation was 

removed at the time but has recovered to some degree 

since then. 

Cumulative effects under all the action alternatives 

would be similar to Alternative A at the scale of the 

entire TPA. The additional road and trail closures and 

seasonal restrictions on BLM roads in the action 

alternatives may slightly offset the cumulative road and 

trail impacts associated with subdivision development 

and other lands uses taking place in the TPA as 

compared to Alternative A. Alternative D would 

contribute less to riparian vegetation benefits than 

Alternatives B and C, but would contribute more 

benefits than Alternative A. Alternative C would 

contribute the most benefits of all alternatives while 

Alternative B would contribute more benefits than either 

Alternatives A or B. 

Overall, because BLM roads make up only 12.6 percent 

of all roads in the TPA (under Alternative A), and BLM 

lands make up 17.7 percent of all lands in the TPA, the 

contributions to riparian vegetation benefits associated 

with closing riparian roads on BLM lands under the 

action alternatives would be dominated by activities on 

other lands at the scale of the entire Upper Big Hole 

River TPA. Activities on private lands (32 percent of 

total acreage in TPA) and USFS lands (40 percent of 

total acreage in TPA) would play a substantial role in 

determining riparian conditions at the scale of the entire 

TPA. 

WILDLIFE 

Effects of Alternative A 

Under Alternative A, the Upper Big Hole River TPA 

would have considerably more open roads (158 miles) 

compared to the action alternatives. Under Alternative 

A, elk winter range on BLM lands in the Upper Big 

Hole TPA would have a low road density (1.0 mi/mi2

), 

but this would still be the highest actual road density 

compared to the action alternatives (Table 4-92). Roads 

can cause direct mortality to wildlife through road kill, 

Butte Draft RMP/EIS 617 
Chapter 4 

Table 4-92 

Decision Area Road Densities (mi/mi2

) within Elk Winter Range 

in the Upper Big Hole River Travel Planning Area by Alternative 

Actual Road 

Density 

Acres of Low 

Road Density 

Acres of Moderate 

Road Density 

Acres of High 

Road Density 

Alternative A 1.0 28,511 10,886 11,128 

Alternative B 0.3 35,033 10,068 5,423 

Alternative C 0.3 35,618 9,876 5,082 

Alternative D 0.4 32,875 11,844 5,804 

Low Density = 0-1 mi/mi2, Moderate Density = 1-2 mi/mi2, High Density = >2 mi/mi2 

prevent wildlife movement, create disturbance, cause the 

spread of noxious weeds, reduce habitat and cause 

habitat fragmentation on the landscape. Open roads 

typically increase the level of recreation adjacent to 

roads which can result in additional disturbance and 

displacement of wildlife species. Roads can also 

encourage the public to recreate in areas that had 

formerly been secluded. Permanent and temporary roads 

could negatively impact wildlife including special status 

species, particularly if roads are open during critical 

periods such as in lynx winter habitat and during the 

summer months within grizzly bear habitat. 

Wildlife, including special status species, that are 

especially sensitive to roads in the TPA include (but are 

not limited to) elk, grizzly bear, lynx, wolverine and 

some raptors. The detrimental effects of open roads to 

wildlife under Alternative A would be greater than under 

any of the action alternatives. Under Alternative A, this 

TPA would have fewer acres of functional winter range 

(28,511 acres in low road density areas) compared to the 

action alternatives (Table 4-92). Alternative B would 

provide 35,033 acres of functional winter range, 

Alternative C would provide 35,618 acres, and 

Alternative D would provide 32,875 acres. 

Under Alternatives A and D, approximately 31,607 acres 

of the Upper Big Hole TPA would be closed to 

snowmobiles with the remaining 31,600 acres open for 

cross country snowmobile use. Snowmobiling occurs in 

both the Decision and Planning Areas and the use of 

snowmobiles could have substantial negative effects to 

wintering big game and other wildlife species. Crosscountry snowmobile use could lead to harassment of 

wildlife during the high stress winter season. This could 

cause individuals to leave an area (temporarily or 

permanently) and/or an increase in stress that could lead 

to mortality. Alternatives A and D would have more 

detrimental effects to wildlife from cross-country 

snowmobile use than Alternatives B and C. 

In evaluating impacts of travel planning on elk and other 

big game species, it is important to consider impacts on 

security habitat. Elk security is the inherent protection 

allowing elk to remain in an area despite increases in 

stress or disturbance associated with the hunting season 

or other human activities. Security habitat includes 

blocks of nonlinear forested habitats greater than 250 

acres in size that are at least 0.5 mile from an open road. 

Security habitat should also consist of larger trees 

(greater than 8 inches DBH) with vegetation dense 

enough to hide an adult elk. Under Alternative A, there 

would be approximately 4,665 acres of functional 

security habitat for big game species. This is the fewest 

acres of security habitat of all alternatives. Alternative C 

would have the greatest acres of security habitat (6,813 

acres) (Table 4-93). 

Table 4-93 

Decision Area Acres of Big Game Security Habitat 

in the Upper Big Hole River Travel Planning Area 

by Alternative 

A B C D 

Upper Big Hole River TPA 4,665 5,296 6,813 5,258 

Core areas are areas large enough for wildlife (especially 

animals with large home ranges such as carnivores and 

big game) to forage and reproduce. Subcore areas are 

areas that could act as stepping stones for wildlife as 

they move through the region. Nearly all lands in the 

entire TPA are within core or subcore habitat (254,176 

acres). Under Alternative A, there would be 79,300 acres 

with low road density, 60,765 with moderate road 

density, and 114,111 with high road density in the TPA 

for all land ownerships. Alternatives A and D would 

have fewer acres with low road densities in core and 

subcore habitat at the landscape level compared to 

Alternatives B and C. 

There are also a substantial number of acres on BLM 

lands that are considered core/subcore habitat, 

approximately 42,250 acres. Under Alternative A, there 

would be 22,784 acres with low road density, 8,124 with 

moderate road density but the majority of acres have 

high road density, 11,342 acres, for core and subcore 

habitat on BLM lands. Alternatives A and D would have 

considerable fewer acres with low road densities in core 

and subcore habitat on BLM lands compared to 

Alternatives B and C. 

Wildlife corridors are areas of predicted movement 

within or between core and subcore areas. The Big Hole 

618 Butte Draft RMP/EIS 
Environmental Consequences: Wildlife 

Valley provides a critical corridor link from north to 

south and the east half of the TPA provides a corridor 

from the Highland Mountains to the Pintler/Pioneer 

Mountains. This corridor also provides local daily 

movements and seasonal movements between higher 

elevation summer range along the Continental Divide 

and lower elevation winter range. 

Within the Upper Big Hole TPA there are approximately 

16,803 acres identified as “high quality” wildlife 

movement corridors under all land ownerships. In high 

quality movement corridors under all alternatives there 

would be 4,981 acres with low road density, 5,009 acres 

with moderate road density and 6,813 acres of high road 

densities. 

On BLM lands in the TPA there are 3,205 acres mapped 

as high quality movement corridors. BLM lands in high 

quality movement corridors under all alternatives would 

have 2,714 acres with low road density, 480 acres with 

moderate road density and only 11 acres with high road 

density. 

Riparian areas provide crucial habitat and critical travel 

corridors for wildlife including special status species. 

Riparian areas also provide a refuge for native plants and 

animals in times of stress such as drought or fire. Roads 

in riparian areas can prevent use of these crucial areas by 

wildlife, limit use or cause loss of habitat. Under 

Alternative A there would be 32 miles of open roads in 

riparian areas. 

Effects of Alternative B 

Under Alternative B, the Upper Big Hole River TPA 

would have substantially fewer open roads (81 miles) 

compared to Alternative A (158 miles). Of the 81 miles 

of open roads, only 21.2 miles would be open yearround and the remaining 59.8 miles would be seasonally 

restricted. Alternative B would have more open roads 

than Alternative C (60 miles) but less than Alternative D 

(97 miles). Alternative B would decrease harassment to 

wildlife during all seasons of use, especially during the 

winter and spring, more than Alternatives A and D. This 

alternative would also improve habitat and reduce 

fragmentation more than Alternatives A and D but less 

than Alternative C. 

Under Alternative B, the actual road density in elk 

winter range in the Upper Big Hole TPA would be 0.3 

mi/mi2

, below the maximum of 1 mi/mi2 recommended 

by MFWP in big game winter range. This is lower than 

the road density under Alternative A (1.0 mi/mi2

), the 

same as Alternative C, and slightly lower than 

Alternative D (0.4 mi/mi2

) (Table 4-92). 

Under Alternative B, this TPA would have more acres of 

functional winter range (35,033 acres in low road 

density areas) compared to Alternative A (28,511 acres), 

a similar amount to Alternative C (35,681 acres), and 

more acres than Alternative D (32,875 acres) (Table 

4-92). Alternative B would improve the quality and 

quantity of winter range in the Upper Big Hole TPA 

compared to Alternatives A and D but would have 

slightly fewer beneficial effects to winter range than 

Alternative C. 

Alternative B would reduce the acres open to cross 

country snowmobile use to 13,240 compared to 31,600 

acres under Alternatives A and D. Alternative B would 

have the most acres closed to cross country snowmobile 

use (46,930 acres) and would have more acres limited to 

snowmobile use on existing roads (3,030 acres) than 

Alternatives A and D (0 acres). Alternative B would 

have fewer negative effects to big game and other 

wildlife species than Alternatives A and D but could 

have considerably more effects than Alternative C since 

all snowmobile use under Alternative C would be 

limited to open roads. 

The amount of big game security habitat would be 

greater under all action alternatives compared to 

Alternative A, which would have 4,665 acres. 

Alternatives B and D would be nearly identical with 

5,296 acres and 5,258 acres, respectively. Alternatives B 

and D would have fewer acres of functional security 

habitat compared to Alternative C (6,813 acres) (Table 

4-93). 

For all land ownerships, Alternative B would increase 

the acreage of core and subcore habitat with low road 

density to 84,430 acres, compared to 79,300 acres under 

Alternative A. Alternative B would also increase the 

acreage with moderate road density to 63,221aacres over 

Alternative A (60,765 acres), and would decrease the 

acreage with high road density to 106,524 acres 

compared to the 114,111 acres under Alternative A. 

Alternative B would improve core and subcore habitat 

across the landscape more than Alternatives A and D but 

less than Alternative C. 

On BLM lands acres in core/subcore habitat, Alternative 

B would increase the acreage with low road density to 

26,759 acres compared to the 22,784 acres under 

Alternative A. Alternative B would also increase acreage 

with moderate road density to 9,140 acres compared to 

Alternative A (8,124 acres), and would substantially 

reduce the acreage in high road density to 6,351 acres 

compared to the 11,342 acres under Alternative A. 

Alternative B would improve core and subcore habitat 

on BLM lands more than Alternatives A and D but less 

than Alternative C. 

Effects associated with high quality wildlife movement 

corridors under Alternative B would be the same as 

under Alternative A. 

Alternatives B and C would protect and restore 

substantially more riparian habitat than Alternative A by 

reducing the miles of open roads in riparian acres to 19.3 

miles (from 32 under Alternative A). Alternatives B and 

C would also have less open roads in riparian habitats 

than Alternative D (22.2 miles). Alternatives B and C 

would allow for more breeding, foraging and hiding 

Butte Draft RMP/EIS 619 
Chapter 4 

habitat as well as improve more movement corridors for 

a wide variety of species than Alternatives A and D. 

Effects of Alternative C 

Under Alternative C, the Upper Big Hole River TPA 

would have substantially fewer open roads (60 miles) 

compared to Alternative A (158 miles). Of the 60 miles 

of open roads, only 19.2 miles would be open yearround and the remaining 40.8 miles would be seasonally 

restricted. Alternative C would also have fewer open 

roads than Alternative B (81 miles) and considerably 

less than Alternative D (97 miles). Alternative C would 

decrease harassment to wildlife during all seasons of 

use, especially during the winter and spring, more than 

all other alternatives. This alternative would also 

improve habitat and reduce fragmentation more than all 

other alternatives. 

Effects associated with the average open road density in 

elk winter range under Alternative C would be the same 

as under Alternative B (Table 4-92). Under Alternative 

C, this TPA would have more acres of functional winter 

range (36,618 acres in low road density areas) compared 

to Alternative A (28,511 acres), more acres than a 

similar amount to Alternative B (35,033 acres), and 

more acres than Alternative D (32,875 acres) (Table 

4-92). Alternative C would improve the quality and 

quantity of winter range in the Upper Big Hole TPA 

more than Alternatives A and D and would have slightly 

more beneficial effects to winter range than Alternative 

B. 

Alternative C would have the fewest negative effects to 

big game and other wildlife species by closing the entire 

TPA to cross country snowmobile use. Snowmobile use 

on approximately 31,600 acres would be limited to use 

on open routes (14). 

The amount of big game security habitat would be 

greater under all action alternatives compared to 

Alternative A which would have 4,665 acres. Alternative 

C would have 6,813 acres of security habitat, more acres 

than any other alternative. Alternatives B and D would 

be nearly identical with 5,296 and 5,258 acres of 

security habitat, respectively (Table 4-93). 

For all land ownerships, Alternative C would increase 

the acreage of core and subcore habitat with low road 

density to 85,004 acres, compared to 84,430 acres under 

Alternative B and 79,300 acres under Alternative A . 

Alternatives C and B would have similar acreage with 

moderate road density (63,030 acres and 63,221 acres, 

respectively), which would be an increase in acreage 

compared to Alterative A (60,765 acres). Alternative C 

would decrease the acreage with high road density to 

106,142 acres, which would be slightly less than 

Alternative B (106,524 acres) and substantially less than 

Alternative A (114,111 acres). Alternative C would 

improve core and subcore habitat across the landscape 

more than all other alternatives. 

In core and subcore habitat on BLM lands, Alternative C 

would increase the acreage with low road density to 

27,302 acres compared to Alternative B (26,759 acres) 

and Alternative A (22,784 acres). Alternative C would 

decrease acreage with moderate road density to 8,947 

acres compared to Alternative B (9,140 acres) but would 

slightly increase acreage with moderate road density 

compared to Alternative A (8,124 acres). Alternative C 

would substantially reduce the acreage in high road 

density to 6,000 acres, compared to the 11,342 acres 

found under Alternative A. Alternative C would improve 

core and subcore habitat on BLM lands more than all 

other alternatives. 

Effects associated with high quality wildlife movement 

corridors would be the same under Alternative C as 

under Alternative B. 

Effects associated with roads in riparian areas under 

Alternative C would be the same as under Alternative B. 

Effects of Alternative D 

Under Alternative D, the Upper Big Hole River TPA 

would have substantially fewer open roads (97 miles) 

compared to Alternative A (158 miles). Of the 97 miles 

of open roads, 26.8 miles would be open year-round and 

the remaining 70.6 miles would be seasonally restricted. 

Alternative D would have substantially more open roads 

than Alternative B (81 miles) and Alternative C (60 

miles). Alternative D would allow more harassment to 

wildlife during all seasons of use, especially during the 

winter and spring, than Alternative B and, especially, 

Alternative C. This alternative would also restore less 

habitat and allow more fragmentation than Alternatives 

B and C but would improve habitat and lessen 

fragmentation compared to Alternative A. 

Under Alternative D, the actual road density in elk 

winter range in the Upper Big Hole TPA would be 0.4 

mi/mi2

, below the maximum of 1 mi/mi2 recommended 

by FWP in big game winter range (Table 4-92). This is 

lower than the road density under Alternative A (1.0 

mi/mi2

) but slightly more than Alternatives B and C (0.3 

mi/mi2

). 

Under Alternative D, this TPA would have more acres 

of functional winter range (32,875 acres in low road 

density areas) compared to Alternative A (28,511 acres) 

but less than Alternative B (35,033 acres) and 

Alternative C (35,618 acres) (Table 4-92). Alternative D 

would improve the quality and quantity of winter range 

in the Upper Big Hole TPA compared to Alternative but 

would have fewer beneficial effects to winter range than 

Alternatives B and C. 

Under Alternatives D and A, approximately 31,607 acres 

of the Upper Big Hole TPA would be closed to 

snowmobile use with the remaining 31,600 acres open 

for cross country snowmobile use. Alternatives D and A 

would have more detrimental effects to wildlife from 

620 Butte Draft RMP/EIS 
Environmental Consequences: Wildlife 

cross-country snowmobile use than Alternatives B and 

C. 

The amount of big game security habitat would be 

greater under all action alternatives compared to 

Alternative A, which would have 4,665 acres. With 

5,258 acres of security habitat, Alternative D would 

have fewer acres than Alternative C (6,813) and slightly 

fewer acres than Alternative B (5,296 acres) (Table 

4-93). For all land ownerships, Alternative D would 

increase the acreage of core and subcore habitat with 

low road density to 82,317 acres compared to 

Alternative A (79,300 acres). This alternative would 

have fewer acres with low road density compared to 

Alternative B (84,430 acres) and Alternative C (85,004 

acres). All action alternatives would increase acreage 

with moderate road density compared to Alternative A. 

Alternative D would have 64,613 acres with moderate 

road density while Alternative A would have 60,765 

acres. Alternative D would reduce the acreage with high 

road density to 107,246 acres compared to Alternative A 

(114,111 acres), but would have more acres with high 

road density compared to Alternative B (106,524 acres) 

and Alternative C (106,142 acres). Alternative D would 

improve core and subcore habitat across the landscape 

more than Alternative A but less than Alternatives B and 

C. 

In core and subcore habitat on BLM lands, Alternative D 

would increase the acreage with low road density to 

24,812 acres compared to Alternative A (22,784 acres), 

but would have fewer acres with low road density 

compared to Alternative B (26,759 acres) and 

Alternative C (27,302 acres). Alternative D would 

increase the acreage with moderate road density (10,587 

acres) over Alternative A (8,124 acres) and would also 

increase the number of these acres compared to 

Alternative B (9,140 acres) and Alternative C (8,947 

acres). Alternative D would reduce the acreage with high 

road density to 6,850 acres compared to Alternative A 

(11,342), but would have considerably more acres with 

high road density compared to Alternative B (6,351 

acres) and Alternative C (6,000 acres). Alternative D 

would improve core and subcore habitat on BLM lands 

more than Alternative A but considerably less than 

Alternatives B and C. 

Effects associated with high quality wildlife movement 

corridors would be the same under Alternative D as 

under the other alternatives. 

Alternative D would protect and restore substantially 

more riparian habitat than Alternative A by reducing the 

miles of open roads in riparian acres to 22.2 miles (from 

32 under Alternative A). Alternative D would have more 

open roads in riparian habitats than Alternatives B and C 

(19.3 miles). Alternative D would allow for more 

breeding, foraging and hiding habitat as well as improve 

more movement corridors for a wide variety of species 

than Alternative A but less than Alternatives B and C. 

Cumulative Effects on Wildlife 

Wildlife habitat in the Upper Big Hole TPA has been 

affected by roads, historic and current mining, timber 

harvest, weed infestations, recreation, power line 

corridor development and communication sites. 

The majority of the Upper Big Hole River TPA is 

characterized by undeveloped land (private 

homes/ranches; BLM, state, and USFS lands). Only 

about 2,000 people live in the area, many of them 

making their living by ranching and hay farming. 

Population growth for the TPA is expected to remain 

low. Several small communities (Divide, Dewey, and 

Wise River) are located within the TPA. 

Recreation use is well established in the TPA, with 

fishing and big game hunting topping the list. The Big 

Hole River has a national reputation as a premiere fly 

fishing destination. Big game hunting attracts regional 

and national attention as well. 

The amount of historic mining varies throughout the 

TPA. From Divide to the northwest, there is little 

mineralization and minimal impacts from historic 

mining. From Divide to the southeast through the Soap 

Gulch and Camp Creek drainages, there is a substantial 

amount of mineralization and historic mining. Current 

activity, however, is low but increases in mineral prices 

could lead to renewed mining activity. 

In the TPA, there are 20 powerlines and one pipeline. 

There are no existing communication sites in the TPA 

and, in the future, communication sites on BLM lands 

would be restricted to existing sites. No future 

communication sites are expected in the TPA on BLM 

lands but they could occur on other public or private 

lands. There is the potential for future powerlines and 

pipelines to be built in this TPA. 

There are approximately 70 rights-of-way (ROW) in the 

TPA and applications for ROW permits to access private 

property or for commercial development are likely to 

increase in the future. As a result, public access to BLM 

lands could increase. Fewer ROWs would be expected 

under Alternative A because more BLM roads would 

remain open under this alternative. Alternative B would 

be expected to have fewer ROWs than Alternative C but 

more than Alternatives A and D. Alternative C would be 

expected to have the most ROWs and, of the action 

alternatives, Alternative D would have the fewest. 

Approximately 63 bighorn sheep were relocated to the 

Camp Creek and Soap Gulch drainages between 2000 

and 2004. These efforts have increased sheep 

populations in these areas. 

From 1981-2004 there have been 18 wildland fires that 

burned 230 acres of BLM lands (it is unknown how 

many acres burned in the entire TPA). Nine of the fires 

were identified as human-caused and these fires burned 

the majority of the BLM acres (229). There have been 

several vegetative treatments in the TPA in the last 10 

Butte Draft RMP/EIS 621 
Chapter 4 

years. On BLM lands, approximately 474 acres were 

burned with prescribed fire and another 141 acres were 

mechanically treated in the Jerry Creek and Dickie Hills 

areas to remove conifer encroachment into meadow 

habitat. Timber was harvested on approximately 60 

acres of BLM land between 1984 and 1995 and from 

1995 to present there has been timber harvest on 

approximately 200 acres of BLM lands. Timber harvest 

has also occurred on private and Forest Service lands. 

Additional vegetative treatments on BLM lands, 

consisting of thinning dry Douglas fir and removing 

conifer encroachment from sagebrush and grasslands, 

are planned for the Highlands and Wise River areas. 

Approximately 2,660 acres are planned for prescribed 

fire in the Highlands and approximately 500-2,000 acres 

of mechanical and prescribed fire are planned in the 

Wise River area. These projects would likely improve 

wildlife habitat by restoring grassland, shrubland, and 

forest habitat conditions. 

Vegetative treatments on BLM lands have had moderate 

effects to wildlife habitat in the TPA. While most 

vegetative treatments have improved habitat for wildlife, 

some old timber sale units have not recovered. Timber 

harvest on private lands and other public lands has also 

had minor to moderate effects to wildlife habitat in the 

TPA. Past mining activities on public and private lands 

in the Soap Gulch and Camp Creek areas has altered 

some areas of the landscape, although high quality 

habitat is still available for wildlife. Roads constructed 

to access mining claims, timber harvest and recreation 

activities are, most likely, having the most direct impact 

on wildlife in the TPA. 

Noxious weeds and non-native invasive species are well 

established and spreading rapidly in the TPA. Motorized 

activities play a large role in the distribution of noxious 

weeds. The cumulative effects of the spread of noxious 

weeds from open roads would be greater under 

Alternative A than all other alternatives. Alternative A 

would result in more wildlife habitat being lost or 

degraded due to noxious weed infestations compared to 

the action alternatives. Alternative B would have fewer 

open roads than Alternatives A and D resulting in fewer 

infestations of noxious weeds. Alternative C would close 

the most roads and would have the fewest cumulative 

effects from loss of habitat due to noxious weeds of all 

alternatives. Open roads and development adjacent to 

BLM lands and the substantial amount of public use this 

area receives would still allow for the spread of noxious 

weeds. 

Public lands make-up 58 percent of the TPA and provide 

large blocks of habitat. However, open roads on BLM 

lands as well as on private lands (about 570 miles) and 

other public lands (about 574 miles) have reduced the 

quality of wildlife habitat within the TPA. Open roads in 

the TPA cause disturbance and harassment to wildlife 

during the breeding and wintering seasons along with 

fragmentation and loss of habitat in the TPA. Open 

roads in the Planning Area would likely increase due to 

development and management of private lands, 

especially in the Big Hole Valley. Alternative A would 

have the greatest negative cumulative effects to wildlife 

and wildlife habitat from open roads with 158 miles of 

open roads. Alternative B would have fewer negative 

cumulative effects with 81 miles of open road than 

Alternatives A and D (97.4 miles), but more than 

Alternative C (60 miles). 

Of the action alternatives, Alternative C would have the 

most beneficial cumulative effects by reducing habitat 

fragmentation, restoring habitat, and reducing 

disturbance during all seasons of use. Alternative B 

would be more beneficial than Alternatives A and D but 

less than Alternative C. 

Historic and recent timber cutting, past mining activity 

and firewood gathering along open roads in the TPA 

may have reduced the amount of suitable snag habitat 

for cavity nesting species. Alternative A would allow a 

substantial amount of access to the area for firewood 

cutting that would continue to prevent snag recruitment 

for snag dependant species and minimize the amount of 

down woody material along open roads. Alternative B 

would protect more snag and down woody habitat from 

loss due to firewood cutting than Alternatives A and D 

but would protect less of this habitat type than 

Alternative C. 

The Upper Big Hole TPA provides the most functional 

big game security habitat of the five TPAs being 

analyzed in this EIS. The large amount of public land 

allows for larger blocks of habitat away from roads. 

However, there would be less security habitat under 

Alternative A due to higher open road densities than 

under other alternatives. Alternatives B and C would 

provide the most security habitat for big game (5,296 

and 6,813 acres, respectively) and Alternative D would 

provide a similar amount to Alternative B (5,258 acres). 

Security habitat would still be limited on private (unless 

closed to hunting) and other public lands. Under the 

action alternatives, the reduction of open roads during 

the hunting season would help mitigate for the loss of 

security habitat on adjacent lands. 

Approximately 71 percent of the TPA is mapped as core 

and subcore habitat that is predominately Forest Service 

and BLM lands. Open roads has had some impact on the 

quality of core/subcore habitat and wildlife movement 

corridors in the TPA. 

Habitat mapped as core and subcore habitat and wildlife 

movement corridors having high road densities would 

continue to be of lower value to wildlife under 

Alternative A. An increase in open roads in both the 

Decision and Planning Areas could result in a loss of 

core and subcore habitat under all alternatives but, 

especially, Alternative A. Although core/subcore habitat 

and wildlife movement corridors would continue to be 

impacted by development on private lands in the Big 

622 Butte Draft RMP/EIS 
Environmental Consequences: Fish 

Hole Valley, Alternatives B and C would allow more 

BLM lands to function as core/subcore habitat and 

wildlife movement corridors. Alternatives B and C 

would have fewer negative cumulative effects to 

core/subcore and wildlife habitat than Alternatives A 

and D. 

The cumulative effects of high road densities would 

continue to negatively affect wildlife species during the 

breeding season more under Alternative A than under 

the action alternatives. Alternatives B and C would have 

the most beneficial cumulative effects to wildlife during 

the breeding season compared to Alternative D and, 

especially, Alternative A. 

FISH 

For the sake of this discussion, “open” roads include 

roads that are open with seasonal restrictions as well as 

roads that are open yearlong. Roads identified as 

“closed” within 300 feet of streams also include roads 

that would be “decommissioned” in these areas by 

alternative. Effects to water quality described in the 

Water Resources section would affect fish populations 

and fish habitat quality. Analyses described and 

tabulated in the Water Resources section are referred to 

in the context of effects to fish in the discussion below. 

Effects of Alternative A 

Under Alternative A, the Upper Big Hole TPA would 

have substantially more open roads (158 miles) 

compared to the action alternatives. Roads can have a 

wide range of effects on fish and fish habitat. These 

effects would include, but are not limited to, increased 

sedimentation from road construction and vehicle use, 

increased runoff, changes in surface water and drainage 

patterns from stream crossings, conduits for noxious 

weeds, loss of riparian vegetation, potential decreases in 

stream shading that could lead to water temperature 

increases, loss of instream habitats, and changes in local 

fish populations when culverts are impassable and limit 

fish migration. 

Watershed (or hydrologic) function can be used as an 

indicator of relative risk or impacts to fish habitat. To 

determine the effects on watershed functions, a moving 

windows analysis was conducted on BLM lands to look 

at the miles of roads that would be decommissioned and 

removed from the landscape for each alternative. During 

this analysis, it was assumed that even though closing 

roads would improve watershed function, closed roads 

would remain on the landscape and could still have 

negative impacts to water quality and prevent or impede 

the restoration of riparian vegetation. Under Alternative 

A, there would be 19,646 acres with low road density, 

18,204 acres with moderate road density and 25,357 acre 

with high road density on BLM lands in this TPA 

(Table 4-89). Alternative A would have fewer acres 

with low road density and more acres with high road 

density than the action alternatives and this alternative 

would be expected to have more overall negative effects 

to watershed function and fish habitat due to roads than 

the other alternatives. 

For this discussion, road miles within 300 feet of fish 

bearing streams would be considered an indicator of 

direct effects to fish habitat and fish populations. Under 

Alternative A, there would be 0.1 miles of closed road 

and 7.9 miles of open road within 300 feet of fish 

bearing streams on BLM lands. Alternative A would 

have 0.3-1.2 fewer miles of closed roads than the action 

alternatives and 0.3-1.3 more miles of open roads 

adjacent to fish bearing streams than the action 

alternatives. Of the 8 miles of open road adjacent to fish 

bearing streams under Alternative A, 4.3 miles are along 

streams with BLM special status species (westslope 

cutthroat trout and Arctic grayling). Alternative A would 

have more long-term negative impacts to westslope 

cutthroat trout as well as to other fish species compared 

to the action alternatives. 

Perennial non-fish bearing streams contribute to fish 

habitat indirectly by serving as conduits for watershed 

products (water, sediment, nutrients, contaminants, and 

in some cases woody material) to fish bearing streams. 

Under Alternative A, there would be 0.8 miles of closed 

road and 23 miles of open road within 300 feet of nonfish bearing streams on BLM lands in the TPA. 

Alternative A would have substantially more miles of 

open road adjacent to perennial streams than the action 

alternatives. 

This alternative would have the greatest negative 

impacts to fish and aquatic resources from open roads of 

all the alternatives. 

Effects of Alternative B 

Under Alternative B, the Upper Big Hole TPA would 

have substantially fewer open roads (81 miles) compared 

to Alternative A (158 miles). Alternative B would have 

more open roads than Alternative C (60 open miles) but 

less than Alternative D (97 open miles). 

In the context of watershed function, Alternative B 

would have approximately 946 more BLM acres in the 

low road density category, 1,330 more BLM acres in the 

moderate road density category, and 2,257 fewer BLM 

acres in the high road density category than Alternative 

A (Table 4-89). Alternative B would contribute to 

improved hydrologic function more than Alternative A. 

This analysis does consider “decommissioned” roads, 

but does not consider “closed” roads as contributing to 

watershed function. Even though closed roads could still 

have adverse effects to aquatic habitats, these roads have 

more potential to become revegetated and lessen 

sedimentation and runoff, and restore riparian vegetation 

(thus contributing to improved fish habitat conditions) 

than open roads. Under Alternative B, there would be 

approximately 44 more miles of closed roads than under 

Alternative A, an additional indication that Alternative B 

would pose less impact to fish habitat than Alternative 

Butte Draft RMP/EIS 623 
Chapter 4 

A. Alternative B would have 0.4 miles of closed road 

and 7.6 miles of open road within 300 feet of fish 

bearing streams on BLM lands. Of the 7.6 miles of open 

roads, 4 miles would be adjacent to streams with special 

status species (westslope cutthroat trout and/or Arctic 

grayling). Alternative B would slightly reduce direct 

effects fish bearing streams (including streams with 

special status species) compared to Alternative A. 

Alternative B would contribute fewer indirect effects to 

fish habitat associated with roads within 300 feet of 

perennial non-fish bearing streams than Alternative A. 

Under Alternative B there would be 8.1 miles of closed 

road and 15.7 miles of open road within 300 feet of 

perennial non-fish bearing streams on BLM lands in the 

TPA. This would be approximately 7.3 more miles of 

closed roads in these areas than under Alternative A. 

Alternative B would have fewer road-related adverse 

effects to fish and aquatic habitats than Alternative A 

and would contribute to aquatic habitat improvement 

compared to the current condition. 

Effects of Alternative C 

Under Alternative C, the Upper Big Hole TPA would 

have substantially fewer open roads (60 miles) compared 

to Alternative A (158 miles). Alternative C would also 

have fewer open roads than Alternative B (81 open 

miles) and Alternative D (97 open miles). 

In the context of watershed function, Alternative C 

would have 1,815 more BLM acres in the low road 

density category, 1,302 more BLM acres in the moderate 

road density category, and 3,112 fewer acres in the high 

road density category than Alternative A (Table 4-89). 

This alternative would have 869 more BLM acres in the 

low road density category, 28 fewer acres in the 

moderate road density category, and 835 fewer acres in 

the high road density category than Alternative B. This 

analysis does consider “decommissioned” roads, but 

does not consider “closed” roads as contributing to 

watershed function. Even though closed roads could still 

have adverse effects to aquatic habitats, these roads have 

more potential to become revegetated and lessen 

sedimentation and runoff, and restore riparian vegetation 

(thus contributing to improved fish habitat conditions) 

than open roads. Under Alternative C there would be 

approximately 62 more miles of closed roads than under 

Alternative A, and approximately 19 more miles of 

closed road than under Alternative B. From the 

standpoint of watershed function, Alternative C would 

pose less impact to fish habitat than Alternative B, and 

would provide the greatest improvement to watershed 

function of all the alternatives. Alternative C would have 

more miles of closed roads (1.3) and fewer miles of open 

roads (6.7) within 300 feet of fish bearing streams on 

BLM lands than all other alternatives. Of the 6.7 miles 

of open road, 4.0 miles would be would be adjacent to 

streams with special status species (westslope cutthroat 

trout and/or Arctic grayling). Alternative C would 

reduce direct effects to fish bearing streams from roads 

(including streams with special status species) more than 

all other alternatives. 

Alternative C would contribute fewer indirect effects to 

fish habitat associated with roads within 300 feet of 

perennial non-fish bearing streams on BLM lands 

compared to all other alternatives. Under Alternative C 

there would be 9.4 miles of closed road and 14.4 miles 

of open road within 300 feet of perennial non-fish 

bearing streams on BLM lands in the TPA. This would 

be 8.6 more miles of closed road than Alternative A and 

1.3 more miles of closed road than Alternative B in these 

areas. 

Overall Alternative C would have fewer road-related 

adverse effects to fish and aquatic habitats than any of 

the alternatives and would contribute the most to aquatic 

habitat improvement compared to the current conditions. 

Effects of Alternative D 

Under Alternative D, the Upper Big Hole TPA would 

have substantially fewer open roads (97 miles) compared 

to Alternative A (158 miles). Alternative D would have 

considerably more open roads than Alternative B (81 

open miles) and Alternative C (60 open miles). 

In the context of watershed function, Alternative D 

would have 933 more acres in the low road density 

category, 1,149 more acres in the moderate road density 

category, and 2,081 fewer acres in the high road density 

category on BLM lands than Alternative A (Table 4-89). 

This alternative would have the second fewest BLM 

acres in the low and moderate road density categories, 

and the second most BLM acres in the high road density 

category of all the alternatives. This analysis does 

consider “decommissioned” roads, but does not consider 

“closed” roads as contributing to watershed function. 

Even though closed roads could still have adverse 

effects to aquatic habitats, these roads have more 

potential to become revegetated and lessen 

sedimentation and runoff, and restore riparian vegetation 

(thus contributing to improved fish habitat conditions) 

than open roads. The fewest road total road miles would 

be closed under Alternative D (33 closed miles) of the 

action alternatives (51 closed miles under Alternative B, 

69 closed miles under Alternative C. Alternative D 

would improve watershed function more than 

Alternative A, but less than Alternatives B and C. 

Effects associated with roads within 300 feet of fish 

bearing streams on BLM lands under Alternative D 

would be the same as under Alternative B. Alternative D 

would contribute more indirect effects to fish habitat 

associated with roads within 300 feet of perennial nonfish bearing streams than Alternatives B and C, but less 

than Alternative A. Under Alternative D there would be 

6.3 miles of closed road and 17.5 miles of open road 

within 300 feet of perennial non-fish bearing streams on 

BLM lands in the TPA. This would be 5.5 more miles of 

closed roads than under Alternative A, 1.8 fewer miles 

624 Butte Draft RMP/EIS 
Environmental Consequences: Fish 

of closed roads than Alternative B, and 3.1 fewer miles 

of closed roads than Alternative C in these areas. 

Alternative D would have fewer road-related adverse 

effects to fish and aquatic habitats than Alternative A, 

but more than Alternatives B and C, and would 

contribute to aquatic habitat improvement compared to 

the current condition. 

Cumulative Effects on Fish 

The Upper Big Hole TPA supports a variety of native 

and introduced fish species. One of the major human 

influences to fish in the TPA has been the introduction 

of non-native trout species including rainbow trout, 

brook trout, and brown trout throughout the TPA as well 

as Yellowstone cutthroat trout in Moose Creek and Wise 

River. Rainbow trout have hybridized with the native 

westslope cutthroat trout in many streams. Brook trout 

and brown trout have displaced the native cutthroats in 

other streams, especially those altered by sedimentation 

and increased water temperatures brought on by human 

activities. 

The majority of the Upper Big Hole River TPA is 

characterized by undeveloped land (private 

homes/ranches; BLM, State, and USFS lands). Only 

about 2,000 people live in the area, many of them 

making their living by ranching and hay farming. 

Population growth for the TPA is expected to remain 

low and the area will likely remain predominantly 

undeveloped for the foreseeable future. 

Recreation use is well established in the TPA, with 

fishing and big game hunting topping the list. The Big 

Hole River has a national reputation as a premiere fly 

fishing destination primarily for rainbow and brown 

trout. Big game hunting attracts regional and national 

attention, as well. 

Agricultural activities from farming and ranching can 

contribute increases in nutrients, sedimentation and 

cause the loss or degradation of aquatic habitats. Many 

streams in the TPA have been impacted by historic and 

on-going livestock grazing that breaks down 

streambanks, widens channels, removes vegetative cover 

and causes increases in fine sediment and nutrients. 

Agricultural water withdrawals are a substantial impact 

to water resources in the Big Hole River itself. During 

late summer the Big Hole River typically experiences 

lower than natural flows, increased water temperatures, 

and algal blooms. These conditions are exacerbated by 

agricultural water withdrawals during this period. 

Government agencies and local entities regularly work 

with ranchers to minimize their agricultural withdrawals 

during summer low flow periods so as to minimize low 

flow effects on fish populations in the Big Hole River. In 

particular, concern about the population status of fluvial 

Arctic grayling have prompted stakeholders in the Big 

Hole River to provide greater instream flows during low 

flow periods to benefit Arctic grayling and prevent a 

federal listing of this species under the Endangered 

Species Act. 

The amount of historic mining varies throughout the 

TPA. From Divide to the northwest, there is little 

mineralization and minimal impacts from historic 

mining. From Divide to the southeast through the Soap 

Gulch and Camp Creek drainages, there is a substantial 

amount of mineralization and historic mining. Current 

activity, however, is low but increases in mineral prices 

could lead to renewed mining activity. Increases in 

mineral prices could lead to increased or renewed 

mining activity in the Soap Gulch and Camp Creek 

drainages. The impacts from historic mining on aquatic 

habitats have been concentrated in the Soap Gulch and 

Camp Creek areas. See the Cumulative Effects portion 

of the Water Resources section for a description of 

streams impacted with heavy metal contamination due to 

historic mining. 

Fires, floods, and drought have historically affected fish 

habitat in the TPA. These disturbances can cause a pulse 

of sediment or may temporarily reduce the quality of 

fish habitat in some watersheds while leaving other 

streams largely unaffected. Population recovery in 

disturbed streams may be facilitated by fish immigration 

from nearby drainages less affected by the catastrophic 

event. From 1981-2004 there have been 18 wildland 

fires that burned 230 acres. Nine of the fires were 

identified as human-caused and these fires burned the 

majority of the acres (229). There have been several 

vegetative treatments in the TPA on BLM lands in the 

last 10 years. Approximately 474 acres were burned with 

prescribed fire and another 141 acres were mechanically 

treated in the Jerry Creek and Dickie Hills areas to 

remove conifer encroachment into meadow habitat. 

These activities had minimal effects on fish habitat. 

Timber harvest can alter the recruitment of large woody 

material, reduce canopy closures and result in an 

increase in fine sediment to streams. Timber harvest 

along with associated roads can contribute substantially 

to the overall cumulative effects in forested watersheds. 

Approximately 60 acres of timber on BLM lands was 

harvested between 1984 and 1995 and from 1995 to 

present there have been approximately 200 acres of 

timber harvest. Adjacent private and Forest Service 

lands have also had a small amount of timber harvest in 

the past and additional harvest is expected in the future 

with a range of effects to fish and aquatic habitat. 

Past vegetation treatments on BLM lands may have had 

minor to moderate effects to aquatic habitat in the TPA. 

While most vegetative treatments have improved overall 

watershed functions, some old timber sale units have not 

recovered and have removed riparian vegetation. Timber 

harvest on private lands and other public lands may have 

also had minor to moderate effects to fish and aquatic 

habitats in the TPA. 

Butte Draft RMP/EIS 625 
Chapter 4 

Additional vegetation treatments, consisting of thinning 

dry Douglas fir and removing conifer encroachment 

from sagebrush and grasslands, are planned for the 

Highlands and Wise River areas on BLM lands. 

Approximately 2,660 acres are planned for prescribed 

fire in the Highlands and approximately 500-2,000 acres 

of mechanical and prescribed fire are planned in the 

Wise River area. These treatments will likely have 

minimal effects to fish and aquatic habitat. 

Roads are another major contributor of sediment to 

streams and a major problem with regards to cumulative 

watershed effects. Roads and trails can have localized 

effects on nearby stream segments or at stream crossing 

sites, especially fords. Cumulatively, roads degrade 

aquatic habitat due to sedimentation from road 

construction and vehicle use, increased runoff, changes 

in surface water and drainage patterns from stream 

crossings, loss of riparian vegetation, and loss of large 

woody material. Roads can cause changes in local fish 

populations when culverts are impassable and limit fish 

migration. Alternative A would have more negative 

cumulative effects to watersheds and individual streams 

due to roads than the action alternatives. Alternative B 

would have fewer negative cumulative effects than 

Alternatives A and D but more than Alternative C. 

Alternative B would improve overall watershed 

functions as well as improve habitat in individual 

streams more than Alternatives A and D but less than C. 

Alternative C would have the greatest beneficial 

cumulative effects. 

SPECIAL STATUS PLANTS 

Effects Common to All Alternatives 

Ground-disturbing activities from road construction and 

maintenance, as well as road use by vehicles can affect 

special status plant populations and habitat. These 

activities can reduce sensitive plant species through 

disturbance to individual populations, increasing 

competition from invasive species, and reducing habitat 

connectivity. Closure of roads and trails can improve or 

maintain sensitive plant populations or habitat by 

reducing avenues of noxious weed spread, maintaining 

habitat connectivity, and improving pollinator habitat. 

Road and trail restrictions have the same effects but to a 

lesser degree. 

Effects of the Alternatives 

Under Alternative A, 70.6 miles of BLM roads and trails 

would remain open, 88.0 miles of roads and trails would 

be open with seasonal restrictions, and 7.4 miles of roads 

and trails would be closed. On the open roads, effects 

would continue as described in the Effects Common to 

All Alternatives section. On the closed routes, vectors of 

noxious weed spread would be reduced and habitat 

connectivity and health would be improved for sensitive 

plants and their pollinators. Restricted routes have some 

positive impact because some possible noxious weed 

spread is reduced; however the benefit isn’t as large as 

closing or decommissioning a route. 

Under Alternative B, 21.1 miles of BLM roads and trails 

would remain open, 59.8 miles of roads and trails would 

be open with seasonal restrictions, 51.4 miles of roads 

and trails would be closed, and 28.5 miles would be 

decommissioned. On the closed routes, vectors of 

noxious weed spread would be reduced and habitat 

connectivity and health would be improved for sensitive 

plants and their pollinators. The restricted roads would 

reduce weed spread a limited amount. Alternative B 

would benefit and reduce risk to special status plants 

compared to Alternative A. 

Under Alternative C, 19.2 miles of BLM roads and trails 

would remain open, 40.8 miles of roads and trails would 

be open with seasonal restrictions, 69.3 miles of roads 

and trails would be closed, and 33.5 miles would be 

decommissioned. On the closed routes, vectors of 

noxious weed spread would be reduced and habitat 

connectivity and health would be improved for sensitive 

plants and their pollinators. The restricted roads would 

reduce weed spread a limited amount. Alternative C 

would benefit and reduce risk to special status plants the 

most of any alternative because it would eliminate 

disturbance, vehicular use, and spread of noxious weeds 

on the most road miles. 

Under Alternative D, 26.8 miles of BLM roads and trails 

would remain open, 70.6 miles of roads and trails would 

be open with seasonal restrictions, 33.2 miles of roads 

and trails would be closed, and 25.7 miles would be 

decommissioned. On the open roads, effects would 

continue as described in the Effects Common to All 

Alternatives section. On the closed routes, vectors of 

noxious weed spread would be reduced and habitat 

connectivity and health would be improved for sensitive 

plants and their pollinators. The restricted roads would 

reduce weed spread a limited amount. Alternative D 

would benefit and reduce risk to special status plants 

more than Alternative A, but less than Alternatives B 

and C. 

Cumulative Effects on Special Status 

Plants 

Under all alternatives there are a number of past, 

present, and reasonably foreseeable future actions that 

affect special status plant populations. 

Livestock grazing will continue in the area and has the 

potential to impact sensitive plant populations and 

habitat. On public lands, ongoing rangeland health 

assessments and implementation of livestock grazing 

guidelines would continue to improve or maintain 

sensitive species populations and habitat. On private 

lands, livestock grazing is expected to decline slowly as 

more ranch and farmland is subdivided. Conditions may 

improve or degrade as management changes. 

626 Butte Draft RMP/EIS 
Environmental Consequences: Wildland Fire Management 

Noxious weed control will continue on both public and 

private lands with varying degrees of success. To the 

extent that these efforts are successful, sensitive plants 

would benefit from the reduced competition. Use of 

herbicides for noxious weed control could cause 

mortality to special status plants if individual plants are 

inadvertently sprayed. 

Although less residential development is anticipated in 

the Upper Big Hole River area than in other TPAs, 

recent and anticipated subdivision growth on private 

lands will lead to more road construction and 

maintenance. More roads and development will reduce 

sensitive plant species habitat and in some cases 

individual populations. Additionally, subdivisions have 

the potential to disrupt the connectivity of plant habitat 

and populations as well as disturbing or eliminating 

pollinators needed by sensitive species. Some sensitive 

species that require soil disturbance may benefit. 

Timber sale activity disturbance can destroy or degrade 

sensitive plant habitat. On public lands, projects would 

be designed to avoid, mitigate, or enhance sensitive 

plant habitats. The disturbance associated with timber 

harvest activities does have the potential to increase 

noxious weed spread which degrades sensitive species 

habitat and individual plant populations. 

Mine closures are planned, and have been completed, in 

the Soap Gulch and Camp Creek areas where sensitive 

plant habitat is present. Activities have been planned to 

minimize or eliminate surface disturbance in sensitive 

plant habitat, however some plant populations or habitat 

may be inadvertently disturbed. 

The Big Hole Watershed group has completed a number 

of projects to improve livestock grazing, weed control, 

and irrigation practices on private land. Riparian 

conditions along the river have improved in a number of 

places as a result. Habitat for Idaho sedge would 

improve as well as it is a riparian species. 

The BLM fuels reduction project now being planned for 

the Wise River area is not anticipated to have any 

adverse effects on special status plants. Treatments 

would be designed to minimize surface disturbance in 

sensitive plant habitat. Additionally, treatment would 

improve habitat in some areas by opening up parks and 

edges where trees have expanded into grassland soils 

and trees have thickened to the point of closing 

canopies. 

At the scale of the entire Upper Big Hole River TPA (all 

land ownerships), the BLM travel plan alternatives 

would have slightly variable contributions to cumulative 

effects on special status plants. Under Alternative A less 

than 1 percent of all roads in the TPA would be closed. 

Under Alternative B adverse effects on special status 

plants would be slightly reduced compared to 

Alternative A because 6.1 percent of all roads in the 

TPA would be closed or decommissioned. Alternative C 

would provide the most benefits of all alternatives as 7.9 

percent of all roads in the TPA would be closed or 

decommissioned. Alternative D would provide slightly 

more benefits than Alternative A but slightly fewer 

benefits than either Alternatives B or C as 4.5 percent of 

all roads in the TPA would be closed or 

decommissioned. Because BLM lands make up only 

17.7 percent of all lands in the TPA, activities on nonBLM lands would play a dominant role in determining 

status of special status plants. 

WILDLAND FIRE MANAGEMENT 

Travel planning alternatives were analyzed to determine 

whether they could result in impact on wildland fire 

management, causing change to any of the following 

indicators: 

• Fire regime condition class (FRCC) 

• Firefighter and public safety 

• Reducing threat to Wildland Urban Interface 

(WUI) 

Effects Common to All Alternatives 

Public road access during the fire season provides 

opportunities for human-caused fires either due to 

catalytic converters on vehicles igniting dry vegetation, 

or due to some types of human activities. Roads that are 

closed to public access reduce the risk of human-caused 

fire starts in those areas. 

Decommissioned roads and roads that are closed and not 

regularly maintained for navigability reduce access for 

fire suppression. Closed roads may become impassible 

due to vegetation regrowth, downfall of trees, or severe 

erosion. Some roads may be closed with earthen berms 

or fallen trees and would need to be physically 

manipulated to make them useable for vehicles again. 

These roads would extend firefighting response time and 

have negative impacts on efforts to reduce wildland fire 

threat to WUI areas and firefighter and public safety. In 

an emergency fire suppression situation, any navigable 

closed roads needed for fire suppression would be used 

immediately. Non-navigable closed roads could also be 

used if deemed to be needed for fire suppression, after 

needed improvements are made to make those roads 

useable. Planning and implementation of fuels reduction 

treatments could occur in association with closed roads 

if variances for temporary road use were to be allowed. 

Variances would be subject to internal BLM review. 

In the context of fuels reduction projects, availability of 

open roads is important to facilitating fuels project 

location as well as increasing project feasibility and 

decreasing costs. Open roads also facilitate spread of 

noxious weeds by transporting weed seed on vehicles 

and their tires. Presence of large noxious weed 

populations could delay or cause fuels projects to be 

cost-prohibitive due to the fact that the weeds may have 

to be treated before and/or after the fuels treatment. 

Butte Draft RMP/EIS 627 
Chapter 4 

Also, some applications of fuel treatments (e.g., 

prescribed fire) may promote the spread of some weeds. 

The presence of weeds and non-native species are 

indicators that FRCC has departed from historical 

conditions. 

Noxious weeds and non-native invasive species are well 

established and spreading in the Upper Big Hole River 

TPA. 

Effects of Alternative A 

Under Alternative A, all BLM routes located within the 

TPA would continue to be managed as indicated on the 

Southwest Montana Interagency Visitor/Travel Map 

(interagency cooperative mapping effort, 1996 revision). 

Alternative A provides 157.9 miles of routes open to 

wheeled motorized use (69.9 miles open yearlong, 88.0 

miles seasonally restricted). Alternative A would allow 

for the greatest flexibility between alternatives for access 

for suppression purposes. Fuels project feasibility would 

be highest under this alternative. However, public access 

during the fire season would be the greatest under this 

alterative and would provide the most opportunities for 

human-caused fire starts. 

The distribution of noxious weeds could be the greatest 

under Alternative A with the most open roads and 

noxious weeds already well established. This would 

contribute to reduced feasibility of fuels reduction 

projects more than under any other alternative. 

Effects of Alternative B 

Under Alternative B, 80.9 miles of routes would be 

available for wheeled motorized use (21.1miles open 

yearlong, 59.8 miles seasonally restricted). Alternative B 

would limit the flexibility for access for suppression 

purposes, and fuels project feasibility would go down 

compared to Alternative A due to the fact that access 

would be limited to 80.9 miles of road. Of the 79.9 miles 

of closed roads, 28.5 miles would be decommissioned 

and would likely be unusable for fire suppression. The 

risk of human-caused fires from motorized use would be 

limited compared to Alternative A, due to a 44 percent 

decrease in miles of road open to motorized public 

travel. 

Noxious weeds and non-native invasive species are well 

established and spreading rapidly in the area. Because 

more roads would be closed than under Alternative A, 

Alternative B should help reduce the spread of noxious 

weeds, and may make fuels treatment more feasible than 

Alternative A, reducing FRCC departure. 

Effects of Alternative C 

Under Alternative C, 60.0 miles of routes would be 

available for wheeled motorized use (19.2 miles open 

yearlong, 40.8 miles seasonally restricted). 

Alternative C would limit the flexibility for access for 

suppression purposes, and fuels project feasibility would 

go down compared to both Alternatives A and B, due to 

the fact that access would be limited to 60 miles of road. 

Of the 102.8 miles of closed roads, 33.5 miles would be 

decommissioned and would likely be unusable for fire 

suppression. The risk of human-caused fires associated 

with motorized use would be the lowest of all 

alternatives, due to a 58 percent decrease in miles of 

road open to motorized public travel. However, this 

degree of reduced motorized access may promote more 

non-motorized users to a concentrated area, increasing 

the odds for a human-caused fire to occur by another 

ignition source. 

Noxious weeds and non-native invasive species are well 

established and spreading rapidly in the area. Because 

more roads would be closed than under any other 

alternative, Alternative C should help reduce the spread 

of noxious weeds more than any other alternative, and 

may make fuels treatment more feasible, reducing FRCC 

departure. 

Effects of Alternative D 

Under alternative D, 26.8 miles of open routes would be 

available yearlong for wheeled motorized use and 70.6 

miles would be restricted seasonally. Of the 58.9 miles 

of closed roads, 25.7 miles would be decommissioned 

and would likely be unusable for fire suppression. 

Alternative D would be more flexible than Alternatives 

B and C but would limit flexibility for access for 

suppression purposes, and fuels project feasibility would 

go down compared to Alternative A. The risk of humancaused fires associated with motorized vehicle use 

would be reduced compared to Alternative A, but would 

be greater than under Alternatives B and C, due to a 31 

percent decrease in open roads compared to Alternative 

A. 

Noxious weeds and non-native invasive species are well 

established and spreading rapidly in the area. Because an 

intermediate number of road miles would be closed 

under this alternative, Alternative D should help reduce 

the spread of noxious weeds and may make fuels 

treatment more feasible compared to Alternative A, but 

would promote more weed spread and potentially make 

projects less feasible than Alternatives B and C. 

Cumulative Effects of Wildland Fire 

Management 

Effects on wildland fire management associated with 

any of the BLM travel plan alternatives would be 

overshadowed by reasonably foreseeable 

uncharacteristic fire, continued fire suppression made 

necessary by WUI and intermingled landownership, and 

large-scale forest insect infestations and disease 

outbreaks that would continue for the planning period. 

BLM lands make up about 12.6 percent of all lands 

while BLM roads make up about 17.7 percent of all 

roads in the Upper Big Hole River TPA. 

628 Butte Draft RMP/EIS 
Environmental Consequences: Cultural and Paleontological Resources 

Revision of the Beaverhead-Deerlodge National Forest 

Plan could result in more or less treatment of adjacent 

areas. Because no decision has been made, the effects 

are not known. Wildland fire management, particularly 

where wildland fire use (management of naturally 

ignited wildland fires to achieve resource objectives) 

may occur on USFS lands, will be determined in the 

plan decision. BLM would need to coordinate with 

USFS on all wildland fire use actions and events. 

Wildland fire use on USFS lands could affect FRCC on 

BLM lands. USFS lands make up 40 percent of all lands 

in the Upper Big Hole River TPA so activities there 

would likely have more influence on future fire 

characteristics than activities on BLM lands (17.7 

percent of all lands in TPA). 

Decisions to increase the level of wildland fire use, 

prescribed fire, or open burning by the public could 

impact the BLM’s ability to use wildland fire and 

prescribed fire due to air quality concerns and 

requirements. This could postpone or eliminate BLM 

fuel reductions or treatments to improve FRCC. 

Access is a critical component of wildland fire 

suppression. In some cases, access to public lands is 

being reduced by adjacent landowners gating or closing 

roads, which could hamper wildland fire suppression 

efforts and pose a risk to public and firefighter safety. 

Reducing access would also increase the potential for 

larger fires to occur due to an increase in time needed to 

access a fire and control it. Time needed to move in 

crews would be extended, and the ability to effectively 

apply and place resources (e.g., engines, water tenders, 

etc.) would be limited. 

Effects on wildland fire management, including FRCC 

and firefighter and public safety due to management 

accomplished by other landowners may affect wildland 

fire management on public lands. When activity fuels 

(such as logging slash) are not treated adequately, fuel 

hazard could increase on adjacent lands which could 

affect fire intensity and severity on public lands. When 

adjacent owners treat fuels or implement fire mitigation 

plans in the WUI, fires are easier to suppress and 

firefighter safety is increased. In the Boulder/Jefferson 

City TPA, activities on private lands (32 percent of all 

lands in TPA) would have more influence on future fire 

characteristics in the area overall than activities on BLM 

lands (17.7 percent of all lands in TPA). 

Human population increases and subsequent residential 

development are likely to expand the WUI and could 

alter forest management, taking the emphasis off 

restoring historic composition and structure and focusing 

more on fuel reduction. 

CULTURAL AND PALEONTOLOGICAL 

RESOURCES 

Effects Common to All Alternatives 

Alternative-specific risks or impacts to cultural and 

paleontological resources are difficult to discern due to a 

lack of extensive site-specific knowledge about the 

presence of these resources in a given TPA. By 

designating open routes, limiting open-country travel, 

and closing some routes, inadvertent discovery of 

cultural and paleontological resources and vandalism to 

them is reduced. Higher road densities in a given area 

would allow greater access to more land on the average, 

but that does not imply greater amounts of vandalism, 

since the vehicles would remain on designated routes. 

VISUAL RESOURCES 

Effects Common to All Alternatives 

Roads (temporary or permanent) may affect visual 

quality. Roads that remain open for public use may 

impact visual qualities where noticeable. The quantity of 

open roads would also influence sensitivity levels since 

with more open roads, more areas would generally be 

viewed by more members of the public. Closing or 

decommissioning roads would generally reduce effects 

to visual resources and reduce sensitivity levels because 

fewer members of the public would generally be 

accessing and viewing areas with closed roads. 

Effects of the Alternatives 

Under Alternative A, approximately 158.6 road miles 

would remain open (including open with seasonal 

restrictions), while 7.4 miles would remain closed. This 

alternative would leave the greatest mileage of open 

roads and would have the greatest level of impact to 

visual resources of all alternatives. 

Under Alternative B, there would be 80.9 miles of open 

road (including open with seasonal restrictions), 51.4 

miles of closed road, and 28.5 miles of decommissioned 

road. Road closures and decommissioning under this 

alternative would reduce effects on visual resources 

compared to Alternative A. 

Under Alternative C, there would be 60 miles of open 

road (including open with seasonal restrictions), 69.3 

miles of closed road, and 33.5 miles of decommissioned 

road. Alternative C would have fewer adverse effects 

and would improve visual resources the most of all 

alternatives. 

Under Alternative D, there would be 97.4 miles of open 

road (including open with seasonal restrictions), 33.2 

miles of closed road, and 25.7 miles of decommissioned 

roads. Alternative D would improve visual resources 

compared to Alternative A, but would have more 

adverse effects than Alternatives B and C. 

Butte Draft RMP/EIS 629 
Chapter 4 

Cumulative Effects on Visual Resources 

Under all alternatives, most activities on BLM lands 

would generally not adversely affect visual resources to 

unacceptable degrees because discretionary activities on 

BLM lands would be required to meet Visual Resource 

Management objectives within individual project areas. 

Activities on non-BLM lands, particularly activities near 

BLM lands associated with residential development, 

urbanization, additional mining, or vegetation 

management, could have adverse cumulative effects on 

visual resources on BLM lands because BLM VRM 

objectives would obviously not apply to non-BLM 

activities. 

LIVESTOCK GRAZING 

Effects Common to All Alternatives 

Roads and trails can potentially affect livestock grazing 

management. Roads and trails often act as avenues of 

noxious weed spread. Noxious and invasive weeds can 

reduce the quantity and quality of forage. Users of roads 

and trails can cause management problems for livestock 

permittees when they leave gates open at fences, 

vandalize range improvements, or harass livestock 

purposely or unintentionally. 

Closure of roads and trails can improve or maintain the 

forage base by reducing vectors of noxious weed spread. 

Additionally, road and trail closures can reduce 

management conflicts. On the other hand, closures may 

increase permittees’ time requirements if and when work 

has to be conducted with horses or afoot. Permittees 

could minimize effects of closed roads on grazing 

management time by seeking variances from the BLM 

for temporary use of specific closed roads. 

Effects of the Alternatives 

Under Alternative A, 158.6 miles of BLM roads and 

trails would remain open during the grazing season, and 

7.4 miles of roads and trails would be closed. The effects 

would continue as described above. All action 

alternatives would close or decommission more roads 

and trails than Alternative A. As more roads and trails 

are closed, noxious and invasive weed spread along with 

multiple user conflicts would be reduced. On the other 

hand, permittee management time may increase. 

Consequently, more effects as described under the 

Effects Common to All Alternatives section would occur 

under Alternative C (60 miles open during grazing 

season, 102.8 miles closed or decommissioned) than 

under any other alternative. Alternative B (80.9 miles 

open during grazing season, 79.9 miles closed or 

decommissioned) would produce fewer effects than 

Alternative than C, but more than Alternative A or 

Alternative D (97.4miles open during grazing season, 

58.9 miles closed or decommissioned). Alternative D 

would have fewer effects than Alternatives B or C, but 

more than Alternative A. 

Cumulative Effects on Livestock 

Grazing 

A number of past, present, and reasonably foreseeable 

future actions affect livestock grazing at the scale of the 

entire Upper Big Hole River TPA. Livestock grazing 

will continue in the area and has the potential to impact 

forage quality and quantity. On public lands, ongoing 

rangeland health assessments and implementation of 

livestock grazing guidelines would continue to improve 

or maintain forage quality and quantity. On private 

lands, livestock grazing is expected to decline slowly as 

more ranch and farmland is subdivided. 

Noxious weed control will continue on both public and 

private lands with varying degrees of success. To the 

extent that these efforts are successful, forage conditions 

would benefit. 

The Big Hole Watershed group has completed a number 

of projects to improve livestock grazing, weed control, 

and irrigation practices on private land. Livestock 

grazing management would improve correspondingly. 

The fuels reduction project scheduled for the Wise River 

area is not anticipated to have any major effects on 

livestock grazing. Reduction of conifers in meadows and 

parks would improve forage production for livestock. 

Some allotments may require growing season rest for 

one to two years after treatments are completed. 

Because BLM lands make up only 17.7 percent of all 

lands in the Upper Big Hole River TPA, all of the BLM 

travel plan alternatives would have a minor contribution 

to cumulative effects on livestock grazing at the scale of 

the entire TPA. 

MINERALS 

Effects Common to All Alternatives 

Road closures and decommissioning could affect access 

to locatable minerals in areas of moderate or high 

mineral potential. Operators would be required to seek 

travel variances from the BLM to use motor vehicles to 

conduct mineral exploration on closed roads, or to 

conduct exploration on seasonally restricted routes 

during the season of closure. Decommissioned roads 

could not be used for motorized exploration. Travel 

management provisions that require a permit or variance 

could result in reducing access to mining claims or 

interfere with the ability to conduct exploration work for 

some operators. Historic knowledge of mineralized areas 

associated with “closed” roads may be lost after long 

periods of time if no exploration occurs there. Additional 

costs and time could be required for exploration and 

development of mining projects associated with closed 

or decommissioned roads. Impacts of road closures or 

decommissioning in areas with low mineral potential 

would not be substantial to mineral development. 

630 Butte Draft RMP/EIS 
Environmental Consequences: Recreation 

Effects of the Alternatives 

Alternative A for the Upper Big Hole TPA would 

seasonally restrict access on 18 percent of the roads in 

areas with high mineral potential and 6 percent of those 

in moderate mineral potential areas (Table 4-94). 

Alternative B for the Upper Big Hole TPA would 

seasonally restrict access on 14 percent, close 8 percent, 

and decommission 3 percent of the roads in areas with 

high mineral potential. Additionally this travel plan 

Table 4-94 

Analysis of Access to Mineral Potential Areas 

Upper Big Hole River TPA 

Mineral 

Potential 

Open 

Miles 

(%) 

Seasonally 

Restricted 

Miles 

(%) 

Closed 

Miles 

(%) 

Decom 

Miles 

(%) 

Alternative A 

High 17.8 

(11%) 

29.8 

(18%) 

0.8 

(0%) 

0.0 

(0%) 

Moderate 10.2 

(6%) 

10.2 

(6%) 

0.1 

(1%) 

0.0 

(0%) 

Low 41.8 

(25%) 

48.0 

(29%) 

6.5 

(4%) 

0.0 

(0%) 

Total Miles = 165.3 

Alternative B 

High 7.7 

(5%) 

23.1 

(14%) 

13.4 

(8%) 

4.3 

(3%) 

Moderate 1.2 

(1%) 

6.7 

(4%) 

11.6 

(7%) 

1.0 

(0%) 

Low to 

none 

12.2 

(7%) 

34.5 

(21%) 

26.4 

(16%) 

23.3 

(14%) 

Total Miles = 165.3 

Alternative C 

High 5.7 

(3%) 

11.3 

(7%) 

26.9 

(16%) 

4.6 

(3%) 

Moderate 1.2 

(1%) 

6.6 

(4%) 

7.6 

(5%) 

5.1 

(3%) 

Low to 

none 

12.2 

(7%) 

25.5 

(16%) 

34.9 

(21%) 

23.8 

(14%) 

Total Miles = 165.3 

Alternative D 

High 8.9 

(5%) 

26.3 

(16%) 

9.3 

(6%) 

4.0 

(2%) 

Moderate 4.2 

(3%) 

7.9 

(5%) 

7.5 

(4%) 

0.9 

(1%) 

Low to 

none 

12.2 

(7%) 

47.0 

(28%) 

16.4 

(10%) 

20.7 

(13%) 

Total Miles = 165.3 

Mineral Potential areas have been delineated by the 

Montana Bureau of Mines and Geology (MBMG) 

alternative would seasonally restrict access on 4 percent 

and close 7 percent of roads in areas with moderate 

mineral potential in this TPA (Table 4-94). 

Alternative C for the Upper Big Hole TPA would 

seasonally restrict access on 7 percent, close 16 percent, 

and decommission 3 percent of the roads in areas with 

high mineral potential. Additionally this alternative 

would seasonally restrict access on 4 percent, close 5 

percent, and decommission 3 percent of roads in areas 

with moderate mineral potential in this TPA (Table 

4-94). 

Alternative D in the Upper Big Hole TPA would 

seasonally restrict access on 16 percent, close 6 percent, 

and decommission 2 percent of the roads in areas with 

high mineral potential. Additionally this alternative 

would seasonally restrict access on 5 percent, close 4 

percent, and decommission 1 percent of roads in areas 

with moderate mineral potential in this TPA (Table 

4-94). 

Cumulative Effects on Access to 

Mineralized Areas 

No other past, present, or reasonably foreseeable future 

actions in the Upper Big Hole River TPA would 

adversely affect mineral availability or access. 

RECREATION 

Effects of travel plan alternatives on Recreation in the 

Upper Big Hole River TPA are described qualitatively 

below. 

Effects of the Alternatives 

Under Alternative A, all BLM routes located within the 

TPA would continue to be managed as indicated on the 

Southwest Montana Interagency Visitor/Travel Map 

(interagency cooperative mapping effort, 1996 revision). 

Alternative A provides 158.6 miles of routes open to 

wheeled motorized use (70.6 miles open yearlong, 88.0 

miles seasonally restricted). Where allowed, snowmobile 

use would continue to be open to area-wide crosscountry use as well as use on existing routes, during the 

season of use, 12/2-5/15, conditions permitting. 

Under Alternative B, motorized travel opportunities 

would be decreased by about 50 percent while nonmotorized opportunities would be enhanced and 

conflicts between users would be reduced. Effects of 

Alternative C would be similar to Alternative B with the 

exception that 20 additional miles of roads would be 

closed and snowmobile use would be limited to 

designated routes only. This alternative would reduce 

motorized recreation opportunities while non-motorized 

opportunities would be most enhanced of all 

alternatives. Impacts of Alternative D would be similar 

to those of Alternative A with the exception that fewer 

secondary roads would be available to motorized travel. 

Butte Draft RMP/EIS 631 
Chapter 4 

Cumulative Effects on Recreation 

Under Alternative A, motorized travel opportunities 

would be the greatest under this alternative given the 

miles of roads available to wheeled vehicles and the 

acres available to snowmobiles. Big game hunting 

opportunities and motorized access within the Sawlog 

Gulch, Jerry Creek-Johnson Creek, Tie Creek, Dickie 

Hills, Sawmill, Humbug Spires/McClain Creek, and 

Soap/Camp Creek areas would continue. Existing travel 

restrictions in these areas would encourage big game 

retention, quality walk-in hunting and game retrieval 

challenges as motorized vehicle use would be somewhat 

limited. During the non-hunting season conflicts 

between non-motorized and motorized users would 

remain relatively high within some areas. Public access 

and management of developed recreation sites along the 

Big Hole River would continue to provide for a wide 

spectrum of water based opportunities and visitor trends 

are expected to increase. The Upper Big Hole Special 

Recreation Area and plan would continue and 

management priorities would remain high. The state 

would continue lead management responsibilities for the 

river and quality fishing and floating opportunities will 

continue subject to water flow conditions. 

Under the action alternatives, big game hunting 

opportunities within the TPA would continue for both 

motorized and non-motorized users as the primary 

access routes would remain. Additional travel 

restrictions of secondary and primitive roads in 

numerous areas would promote more big game retention 

on public lands and better walk-in hunting experiences. 

Game retrieval challenges would be increased in many 

portions of the TPA since fewer retrieval roads would be 

available. Recreation Opportunity Spectrum 

designations would be established and therefore a range 

of varied settings would be provided and maintained. 

Although available travel routes and motorized riding 

opportunities would be limited, access to higher 

elevation lands and quality walk-in areas would be 

retained to help disperse users and ensure natural 

settings. Cumulative impacts on developed recreation 

sites and water based activities would be similar to 

Alternative A. 

TRAVEL MANAGEMENT AND ACCESS 

Effects of Alternative A 

BLM routes in the Upper Big Hole River TPA would 

continue to be managed as both open yearlong (70.6 

miles) and open with seasonal restrictions (88 miles) 

(Table-4-95). Alternative A would provide the greatest 

amount of motorized use opportunities and the least 

amount of non-motorized opportunities of all the 

alternatives. 

Where allowed, snowmobile use would continue to be 

open to area-wide cross-country use as well as use on 

existing routes, during the season of use, 12/2-5/15, 

Table-4-95 

Upper Big Hole TPA Route 

Management Summary 

Proposed 

Management 

Total Miles 

Alt A Alt B Alt C Alt D 

Wheeled motorized routes 

Open Yearlong 69.9 21.1 19.2 26.8 

Seasonally 

Restricted 88.0 59.8 40.8 70.6 

Closed 7.4 51.4 69.3 33.2 

Decommissioned - 28.5 33.5 25.7 

Non-motorized trails1 11.5 55.5 106.9 62.9 

1

 Non-motorized trails include all open, open/restricted, 

and closed routes. 

conditions permitting. Alternative A would provide the 

most miles of routes available to seasonal snowmobile 

users and the greatest opportunity for motorized winter 

use while providing the fewest opportunities for nonmotorized winter recreation of all alternatives. 

The extent of management activities and costs under 

Alternative A would be mixed. Less personnel time 

would be required to monitor travel compliance than 

under the action alternatives. However, more effort 

would be required for initial implementation (signing 

designated routes, installing bulletin boards) than under 

the action alternatives. Estimated costs for road/trail 

maintenance would be highest of all alternatives. 

The need for the BLM and members of the public to 

obtain travel variances for temporary specific uses of 

specific closed roads would be minimal under this 

alternative, given the availability of motorized access. 

Effects of Alternative B 

Approximately 50 percent fewer route miles would be 

open to wheeled motorized access yearlong or 

seasonally restricted than under Alternative A 

(Table-4-95). 

Snowmobile management would continue to remain 

substantially in effect as represented by the 1996 

Southwest Interagency Visitor/Travel Map. However, 

several additional areas would be closed to cross country 

travel, and travel in other areas would be restricted to 

existing designated routes and trails. Proposed cross 

country closures include the area located between the 

Soap Gulch and Camp Creek roads, the Goat 

Mountain/Maiden Rock area, and the Sawmill 

Gulch/Nez Perce Ridge area. The proposed closures 

would have little impact on snowmobile use due to the 

poor snow conditions in these areas. 

Route restrictions/closures that would enhance 

recreational opportunities include: enhancement of highelevation hunting in the Humbug Spires area; road 

density reduction in the Nez Perce Creek road area that 

632 Butte Draft RMP/EIS 
Environmental Consequences: Travel Management and Access 

would enhance non-motorized recreation, as well as 

provide big game security; and limiting motorized 

vehicle crossings of the Big Hole River in the Sawlog 

Gulch (Fishtrap Creek area) to game retrieval only, 

which could enhance non-motorized recreational 

experiences in that area. 

For the Sawlog Gulch area, motorized access would be 

restricted to game retrieval only. This change would 

provide for improved public safety by minimizing the 

number of public vehicles fording the Big Hole River. 

The extent of management activities and costs under 

Alternative B would be mixed. Less personnel time 

would be required for initial implementation (signing 

designated routes, installing bulletin boards) than under 

Alternative A. However, more effort would be required 

for public education and compliance than under 

Alternative A. Estimated costs for road/trail maintenance 

would be less than under Alternative A. 

The need for the BLM and members of the public to 

obtain travel variances for temporary specific uses of 

specific closed roads would increase under Alternative B 

compared to Alternative A. 

Effects of Alternative C 

Alternative C would have the least number of wheeled 

motorized routes open yearlong or seasonally restricted 

than all other alternatives in the Upper Big Hole River 

TPA (Table-4-95). This would result in fewer 

opportunities for motorized users. Alternative C would 

have 62 percent fewer motorized miles than Alternative 

A, and 26 percent fewer miles than Alternative B. 

For areas open to snowmobile use under the Southwest 

Montana Interagency Visitor/Travel Map, travel would 

be restricted to designated routes only. No cross-country 

travel would be allowed. Alternative C would provide 

the lowest level of opportunities for snowmobile use. 

Route closures that would enhance non-motorized 

opportunities include: additional yearlong closures 

between Soap Gulch and Camp Creek travel corridors 

(Humbug Spires area), additional yearlong closures near 

Johnson and Jerry Creeks (Jimmie New Creek area), and 

closure of the Sawlog Gulch route (Fishtrap Creek area). 

Closing the Sawlog Gulch route (Fishtrap Creek area) 

would provide for improved public safety by eliminating 

fording of the Big Hole River. 

Closure and decommissioning of routes in the Upper Big 

Hole River TPA would result in more non-motorized 

opportunities under Alternative C than under any other 

alternative. Alternative C would have 89 percent more 

miles of non-motorized trails than Alternative A, and 48 

percent more than Alternative B. 

The extent of management activities and costs under 

Alternative C would be mixed. Less personnel time 

would be required for initial implementation (signing 

designated routes, installing bulletin boards) than under 

any alternative. However, more effort would be required 

for public education and compliance than under any 

other alternative. Estimated costs for road/trail 

maintenance would be the lowest of the alternatives. 

The need for the BLM and members of the public to 

obtain travel variances for temporary specific uses of 

specific closed roads would be greater under Alternative 

C than under any other alternative. 

Effects of Alternative D 

Alternative D would offer the highest level of motorized 

access of the action alternatives with 97.4 miles of open 

and seasonally restricted routes (Table-4-95). This 

would be 38 percent less than Alternative A, but 17 and 

38 percent more than under Alternatives B and C, 

respectively. 

Conversely, Alternative D would provide fewer 

opportunities for non-motorized use than Alternatives B 

and C. Route closures under Alternative D that would 

enhance user opportunities include: additional routes in 

the Humbug Spires area and adjusting existing seasonal 

route restrictions to allow for high elevation big game 

hunting access; additional routes for the Jimmie New 

Creek area, including game retrieval routes; and a 

seasonal closure on Sawlog Gulch (Fishtrap Creek area) 

that could enhance non-motorized opportunities. 

For the Sawlog Gulch/Fishtrap Creek area, motorized 

access would be managed as open/restricted with a 

seasonal closure from December 2 to July 15. This 

change would provide for improved public safety from 

fording the Big Hole River during periods of high river 

flows. 

The Big Hole watershed would be a priority area for 

restoration and protection treatments. Vegetation 

treatments could impact user opportunities and create 

user conflicts, depending on the timing and duration of 

the treatments. 

Snowmobile management and effects would be the same 

as under Alternative A. 

The extent of management activities and costs under 

Alternative D would be mixed. Less personnel time 

would be required to monitor travel compliance than 

under Alternatives B and C, but more time would be 

needed than under Alternative A. However, more effort 

would be required for initial implementation (signing 

designated routes, installing bulletin boards) than under 

Alternatives B and C, but less effort would be needed 

than under Alternative A. Estimated costs for road/trail 

maintenance would be higher than the other action 

alternatives, but less than under Alternative A. 

The need for the BLM and members of the public to 

obtain travel variances for temporary specific uses of 

specific closed roads would be greater under Alternative 

Butte Draft RMP/EIS 633 
Chapter 4 

D than under Alternative A, but less than under 

Alternatives B and C. 

Cumulative Effects on Travel 

Management and Access 

Under all alternatives there are a number of past, 

present, and reasonably foreseeable future BLM and 

non-BLM actions and activities affecting travel 

management and access in the Upper Big Hole River 

TPA. 

The majority of the Upper Big Hole River TPA is 

characterized by undeveloped land (cattle ranches; 

BLM, State, and USFS lands). Only about 2,000 people 

live in the area, many of them making their living by 

ranching and hay farming. Human population growth for 

the TPA is expected to remain low. However, as the area 

becomes more populated, there could be increased 

public pressure to alter the travel management to 

accommodate more or less motorized use. 

The TPA is largely undeveloped. Several small 

communities (Divide, Dewey, and Wise River) are 

located within the TPA; Melrose and Wisdom lie just 

outside. The extent of urbanization is low, only about 

2,000 people live in the area. Urbanization is unlikely to 

become an issue for many years in this area. 

Recreation use is well established in the TPA, with 

fishing and big game hunting topping the list. The Big 

Hole River has a national reputation as a premiere fly 

fishing destination. Big game hunting attracts regional 

and national attention as well. As recreation use grows, 

conflicts between non-motorized and motorized 

recreation users could lead to increased public demands 

for either more, or less motorized use. 

The TPA includes important habitat for big game (elk, 

bighorn sheep, mule deer) and fisheries (last wild 

population of fluvial Arctic grayling). Concerns could 

lead to demands to restrict motorized use. 

The Humbug Spires WSA, Humbug Spires Potential 

ACEC, and Upper Big Hole River Eligible WSR 

segment are located within the TPA. These special 

designations could influence (restrict) travel 

management for existing roads and trails as well as for 

new proposed roads and trails. 

In some site specific cases, visual resource management 

may effect or restrict new road construction. 

Applications for right-of-way permits to access private 

property or for commercial development are likely to 

increase in the future. As a result, public access to BLM 

lands, via the rights-of-way, could increase as well. 

Limits or reductions in the BLM’s funding and ability to 

maintain designated routes could lead to an overall 

reduction of maintained motorized routes. 

A variety of resource management projects, such as 

BLM initiated vegetation treatments, or wildland fire 

fuels reduction projects, could affect travel management. 

BLM forest management activities from 1984 to present 

include 126 acres of forest planting and 246 acres of 

timber harvest. Future activities may include 

approximately 430 acres of forest and woodland 

treatment (thinning, selective harvest). Past wildland fire 

management activities include treatments of 474 acres of 

prescribed fire and 141 acres of mechanical treatments 

in the Jerry Creek and Dickie Hills areas. Future 

treatments would include the Highland Mountain and the 

Wise River projects. The Highland Mountain project 

will entail 2,087 acres of mechanical treatment and 

2,659 acres of prescribed fire treatment starting in 2007 

through 2012. The Wise River project (currently being 

planned) will consist of mechanical and/or prescribed 

fire treatments ranging from 500-2,000 acres, focused on 

the urban interface areas. Depending on the type and 

scope of project, effects could vary from temporary, 

short-term area/route closures, to new opportunities 

(new routes) for motorized or non-motorized access. 

A portion of this TPA is highly mineralized, particularly 

in the Soap Gulch/Camp Creek area. Current mining 

activity is low. Increases in mineral prices, however, 

could lead to additional increased or renewed mining 

activity. Depending on the type and scope of mining 

activity, effects on travel planning could vary from 

temporary, short-term area/route closures, to increased 

opportunities (new routes) for motorized or nonmotorized access. 

Noxious weeds and non-native invasive species are well 

established and spreading rapidly in the TPA. Motorized 

activities play a large role in the distribution of noxious 

weeds. Concerns over the spread of noxious weeds may 

lead to the need to impose motorized travel restrictions 

or closures. 

Motorized use on dirt roads and trails is a major 

contributor to soil erosion and stream sedimentation. 

These concerns may influence travel management, and 

result in fewer motorized opportunities. 

Most illegal activities (trash dumping, drug use, 

underage alcohol use, unattended camp fires, vandalism, 

etc.) are directly associated with motorized use. 

Increases in illegal activity may lead to a need to alter 

travel management and impose motorized travel or other 

restrictions (site specific management). 

For perspective, BLM managed lands represent 

approximately 17.7 percent of the total travel planning 

area (357,275 total acres, 63,108 BLM acres); while 

BLM managed routes represent approximately 12.6 

percent of the total routes available (1,309 total miles, 

165 miles of BLM roads/trails). Future travel 

management (for all agencies, nationwide) is likely to 

lead to fewer opportunities for motorized recreational 

use than under current management (particularly for 

OHV use). As a result, BLM routes available to 

motorized use in this TPA could experience increased 

634 Butte Draft RMP/EIS 
 Environmental Consequences: Transportation Facilities 

use from displaced users, eventually leading to more 

concentrated use, increased resource impacts, and user 

conflicts. These impacts could lead to demands from 

motorized users for additional routes, and conversely, 

demands from non-motorized users for fewer routes. 

Under all alternatives, increases in human population, 

recreation use, user conflicts; and concerns for wildlife, 

fisheries resources, noxious weed spread, soil 

erosion/water quality, and illegal activities are likely to 

lead to increased conflicts associated with travel 

management. Under Alternative A, this may to lead to 

increased demands to restrict motorized travel, 

particularly in the areas adjacent to Divide, Dewey, and 

Wise River. Under Alternative B, these pressures would 

have less impact on travel management than under 

Alternatives A and D, due to the overall reduction in 

motorized opportunities and separation of motorized and 

non-motorized uses. Under Alternative C, these 

pressures would likely have the least impact on travel 

management than under the other alternatives, due to the 

greatest reduction in motorized opportunities and 

separation of motorized and non-motorized uses of all 

alternatives. Under Alternative D, these pressures may 

lead to increased demands to restrict motorized travel, 

particularly in areas with urban development. 

TRANSPORTATION FACILITIES 

For the sake of this discussion, “open” roads include 

roads that are open yearlong as well as those that are 

open with seasonal restrictions. 

Effects of Alternative A 

Under Alternative A, the Upper Big Hole TPA would 

have 157.9 miles of open roads and no motorized trails 

(Table-4-96). Estimated costs for annual maintenance 

and stabilization of roads under Alternative A would be 

substantially higher than under any other alternative. 

Table-4-96 

Upper Big Hole Route/Trail/Maintenance Costs 

Classification/ 

Cost Alt A Alt B Alt C Alt D 

Miles of Open/ 

Restricted Roads 158.6 80.9 60 97.4 

Motorized Trails 0 0 0 0 

Annual Road 

Maintenance $12,632 $6,472 $4,800 $7,792 

Annual Trail 

Maintenance $0 $0 $0 $0 

Periodic Road 

Stabilization $5,053 $2,589 $1,920 $3,117 

Periodic Trail 

Stabilization $0 $0 $0 $0 

Monitoring/ 

Compliance $7,895 $4,045 $3,000 $4,870 

Weed Control $2,369 $1,214 $900 $1,461 

Estimated annual costs for monitoring and compliance, 

and weed control would also be more than under the 

action alternatives. 

Effects of Alternative B 

Under Alternative B, the Upper Big Hole TPA would 

have 80.9 miles of open roads and no motorized trails 

(Table-4-96). Estimated costs for annual maintenance 

and stabilization of roads under Alternative B would be 

more than two times less than under Alternative A, more 

than under Alternative C, and slightly less than under 

Alternative D due to the reduction in roads from current 

conditions. Estimated annual costs for monitoring, 

compliance, and weed control would also be much less 

than under Alternative A. 

Effects to transportation facility management under 

Alternative B would result in increased costs associated 

with new signage and sign maintenance due to changing 

seasonal use restrictions in the Humbug Spires area, the 

reduction in road density in the Jimmie New Creek area, 

and restricting motorized access in the Sawlog Gulch 

area of Fishtrap Creek. 

Closing additional portions of the Upper Big Hole TPA 

to cross-country snowmobile travel would also result in 

an increase in transportation facility costs for additional 

signage and sign maintenance. 

Effects of Alternative C 

Under Alternative C, the Upper Big Hole TPA would 

have 60 miles of open roads and no motorized trails 

(Table-4-96). Estimated costs for annual maintenance 

and stabilization of roads under Alternative C would be 

would be the least of all the alternatives due to the least 

number of motorized routes. Estimated annual costs for 

monitoring, compliance, and weed control would also be 

less than under the other alternatives. 

Effects to transportation facility management under 

Alternative C would result in increased costs associated 

with new signage and sign maintenance due to route 

closures and seasonal restriction changes in the Humbug 

Spires area, route closures to reduce road density in the 

Jimmie New Creek area, and the year-long closure of the 

Sawlog Gulch area of Fishtrap Creek. 

Changing portions of the TPA from an open designation 

to a limited designation for snowmobile use would result 

in increases costs associated with new signage and sign 

maintenance. 

Effects of Alternative D 

Under Alternative D, the Upper Big Hole TPA would 

have 97.4 miles of open roads and no motorized trails 

(Table-4-96). Estimated costs for annual maintenance 

and periodic stabilization of roads under Alternative D 

would be about half the cost as under Alternative A due 

to a reduction in motorized access. Road maintenance 

Butte Draft RMP/EIS 635 
Chapter 4 

would be higher under Alternative D than under either 

Alternative B or C. Estimated annual costs for 

monitoring, compliance and weed control would also be 

much less under Alternative D than under Alternative A, 

and more than under Alternatives B and C. 

Transportation facility costs under Alternative D would 

increase due to new signage and sign maintenance 

required in the Humbug Spires area, Jimmie New Creek 

area, and the Sawlog Gulch area of Fishtrap Creek. 

LANDS AND REALTY 

Effects Common to All Alternatives 

The Butte Field Office administers approximately 122 

rights-of-way within the boundaries of the Upper Big 

Hole TPA, which encumber approximately 6,805 acres 

of BLM land (Table 4-97). Various types of road rightsof-way (ROW) are the most common type of grant, 

accounting for 57 percent, or over half of the total. Other 

types of authorized uses include: oil and gas pipelines, 

lines for electrical distribution and telephone facilities, 

communication sites, ditches, railroads, and mineral 

material sites. 

Table 4-97 

Upper Big Hole TPA ROWs/Leases 

Type Approximate 

Number 

Approximate 

Acres 

Roads 70 2,907 

Power 20 865 

Telephone 4 45 

O&G Pipelines 1 2 

Comm Sites 0 0 

2920 Leases 0 0 

Other 27 2,986 

Totals 122 6,805 

Approximately one right-of-way application for new 

facilities as well as amendments, assignments, renewals, 

or relinquishments of existing right-of-way grants are 

processed annually in the TPA. This would not vary by 

alternative. 

The general trend of granting rights-of-way is expected 

to increase through the planning period as a result of 

increasing public demands. From a cumulative effects 

standpoint, development of adjacent federal, state and 

private land, increased recreational use and the trend of 

homeownership away from urban areas, coupled with 

traditional on-going uses, are all expected to require 

more guaranteed access involving public land, including 

BLM lands. 

SPECIAL DESIGNATIONS 

There would be no effects to any special designation 

areas such as Wild and Scenic Rivers, Wilderness Study 

Areas, or Areas of Critical Environmental Concern 

under any of the travel plan alternatives for the Upper 

Big Hole River TPA. 

CUMULATIVE EFFECTS OF 

TRAVEL PLANS AT THE 

PLANNING AREA SCALE 

This section discusses cumulative effects of the five sitespecific travel plans in aggregate at the level of all BLM 

lands in the Butte Field Office (Decision Area), as well 

as (to the extent possible) all lands in the entire Planning 

Area regardless of ownership. Effects of activities on 

BLM lands must be considered in the context of the fact 

that the approximately 302,000 acres of BLM lands 

administered by the Butte Field Office make up about 

4.2 percent of the approximate total of 7,191,181 acres 

of land in the Planning Area. For the sake of context, 

total road miles in the Planning Area have been 

calculated based on available GIS data as approximately 

17,810 miles. This figure is an underestimation of total 

road miles and should be considered a minimum. Total 

road mileage on Butte Field Office lands is estimated at 

856 miles, or 4.8 percent of all roads in the Planning 

Area based on the 17,810 mile figure. Private lands 

make up about 49 percent of all lands and 64 percent of 

all roads are on private lands in the Planning Area. 

References to effects in this section tie back to effects 

described for a particular resource or resource use under 

the TPA-specific discussions. 

No additional cumulative effects to Minerals, Lands and 

Realty, Cultural and Paleontological Resources, or 

Special Designations associated with the five sitespecific travel plans have been identified at the Decision 

Area or Planning Area scales beyond those discussed in 

the cumulative effects section for the RMP. 

SOILS 

Under current conditions (Alternative A), approximately 

172 miles of motorized routes mapped on the BLM 

transportation system would remain closed. Generalized 

impacts to soil resources described above for each TPA 

(and in “Effects Common to All Alternatives” sections) 

would reduce over time on these routes as they 

revegetate and soils stabilize. These routes represent 

about 20 percent of the approximately 856 BLM road 

miles, and 1.0 percent of the at least 17,810 road miles 

across all ownerships in the entire Planning Area. 

Alternative B would close (318 miles) or decommission 

(53 miles) approximately 371 miles of routes in the 

Decision Area currently open to use by motorized 

vehicles, the second most of any alternative. These 

routes represent about 43 percent of the approximately 

636 Butte Draft RMP/EIS 
Environmental Consequences: Water Resources 

856 BLM road miles in the Decision Area, and 2.1 

percent of the at least 17,810 road miles across all 

ownerships in the entire Planning Area. This reduction 

in ground disturbance should reduce adverse effects on 

soils more than under Alternatives A and D, but less 

than under Alternative C. 

Alternative C would close (375 miles) or decommission 

(50 miles) approximately 425 miles of routes currently 

open to use by motorized vehicles. These routes 

represent about 50 percent of the approximately 856 

BLM road miles in the Decision Area, and 2.4 percent of 

the at least 17,810 road miles across all ownerships in 

the entire Planning Area. This reduction in ground 

disturbance associated with motorized routes would 

reduce impacts to soils more than under other 

alternative. 

Alternative D would close (266 miles) or decommission 

(44 miles) approximately 310 miles of routes currently 

used by motorized vehicles. These routes represent 

about 36 percent of the approximately 856 BLM road 

miles in the Decision Area, and1.7 percent of the at least 

17,810 road miles across all ownerships in the entire 

Planning Area. This reduction in ground disturbance 

would benefit soils more than in Alternative A, but less 

than in Alternatives B and C. 

WATER RESOURCES 

Under current conditions (Alternative A) approximately 

172 miles of motorized routes, mapped on the BLM 

transportation system for the entire Decision Area, 

would remain closed. Over time, erosion and sediment 

delivery would likely be reduced as these closed routes 

revegetate and soils stabilize. 

Alternative B would close (318 miles) or decommission 

(53 miles) approximately 371 miles of routes in the 

Decision Area currently open to use by motorized 

vehicles, the second most of any alternative. This 

reduction in ground disturbance would reduce soil 

erosion, promote vegetative recovery, and should 

produce a moderate to high long-term benefit to water 

quality (compared to the current conditions). 

Alternative C would close (375 miles) or decommission 

(50 miles) approximately 425 miles of routes in the 

Decision Area currently open to use by motorized 

vehicles. This reduction in ground disturbance 

associated with motorized routes would reduce impacts 

to water quality (primarily sedimentation) more than 

with any other alternative. 

Alternative D would close (266 miles) or decommission 

(44 miles) approximately 310 miles of routes in the 

Decision Area currently used by motorized vehicles. 

This reduction in ground disturbance would reduce soil 

erosion and should provide a moderate to high long-term 

benefit to water quality (compared to current 

conditions). However, the improvement would be less 

than under Alternatives B and C. 

Generally, road density is an indicator of overall 

watershed health and function. Watersheds with higher 

road densities tend to have lower water quality due to 

greater potential for erosion and subsequent 

sedimentation. Of all the alternatives, Alternative A 

maintains the most BLM acres in the entire Decision 

Area with high road density (107,566 acres with greater 

than 2 mi/mi2

 road density) and the fewest acres with 

low road density (116,236 acres with less than 1 mi/mi2 

road density (Table 4-98). 

Alternative B would result in more acres with low road 

density across the Decision Area (131,982 acres with 

less than 1mi/mi2

 road density) compared to Alternative 

Table 4-98 

Acres of BLM Land in Road Density Categories 

by Alternative for all Decision Area Lands 

Alternative 

Road Density Category 

Low 

( <1 mi/mi2) 

Moderate 

(1 to 2 mi/mi2) 

High 

(> 2 mi/mi2) 

Alt. A 116,236 78,175 107,566 

Alt. B 131,982 82,267 87,729 

Alt. C 141,264 79,516 81,196 

Alt. D 123,073 83,424 95,481 

A (116,236 acres) and Alternative D (123,073 acres), but 

less than Alternative C (141,264 acres). In the moderate 

road density category (1 to 2 mi/mi2

 road density), 

Alternative B would produce over 4,000 more acres of 

this category compared to Alternative A. Alternative B 

would result in almost 20,000 acres less in the high road 

density category (greater than 2 mi/mi2

 road density) 

than Alternative A. This would represent a reduction in 

risks and adverse effects to water resources associated 

with watershed conditions, from the current management 

situation. 

Across all Decision Area lands, Alternative C would 

provide the most acres with low road density (141,264 

acres with less than 1 mi/mi2

 road density) compared to 

all other alternatives (Table 4-98). This represents 

25,000 more acres than currently exists. Alternative C 

would also produce the fewest acres with high road 

densities (road density greater than 2 mi/mi2

) of all 

alternatives (26,000 fewer acres than current conditions). 

Of the action alternatives, Alternative C would produce 

6,500 fewer acres of high road density compared to 

Alternative B and 14,300 less than Alternative D. This 

would indicate a lower risk to water quality under 

Alternative C than under the other alternatives. 

Alternative D would result in more areas with low road 

densities than currently exists (123,073 acres versus 

116,236 acres with Alternative A). However, it would 

have the least among the action alternatives. It would 

also provide a reduction in the amount of area with high 

road density (greater than 2 mi/mi2

 road density) from 

current conditions (95,481 acres versus 107,560 acres 

for Alternative A). However, this would be the lowest 

reduction among the action alternatives. These road 

Butte Draft RMP/EIS 637 
Chapter 4 

densities suggest that this alternative would pose a 

reduced risk (to water quality) from current conditions, 

but the highest among the action alternatives. 

Motorized routes within 300 feet of streams generally 

have greater potential to impact water quality through 

erosion and sedimentation, increased water temperatures 

(due to loss of shading vegetation), and direct alteration 

of stream channel morphology than those farther away. 

Under Alternative A, approximately 87.7 miles of 

motorized routes within 300 feet of streams (including 

intermittent streams) would remain open to motorized 

use Decision Area-wide. This is the highest of any 

alternative and represents the greatest threat to water 

quality associated with motorized routes of the 

alternatives. 

Under Alternative B, approximately 70.8 miles of 

motorized routes within 300 feet of streams (including 

intermittent streams) would remain open to motorized 

use Decision Area-wide. This is less than with 

Alternatives A and D (87.7 miles and 74.6 miles, 

respectively), but more than with Alternative C (67.1 

miles). Alternative B would pose the second lowest 

threat to water quality (associated with roads in and near 

riparian areas) of all alternatives. It would also represent 

an improvement over existing conditions. 

Under Alternative C, approximately 67.1 miles of 

motorized routes within 300 feet of streams (including 

intermittent streams) would remain open to motorized 

use Decision Area-wide. This is less than with any other 

alternative and would represent a reduction of 21.6 miles 

from current conditions. Therefore, Alternative C would 

pose the lowest threat to water quality associated with 

roads in and near riparian areas of all alternatives. 

Under Alternative D, approximately 74.6 miles of 

motorized routes within 300 feet of streams (including 

intermittent streams) would remain open to motorized 

use Decision Area-wide. This is 13.1 miles less than are 

currently open but would leave more miles open than 

under Alternatives B and C. As a result, Alternative D 

would pose the second greatest threat to water quality 

related to roads in and near riparian areas of all 

alternatives (but it would still represent an improvement 

over current conditions). 

Overall, from a roads management standpoint, 

Alternative C would pose the greatest improvement to 

water resources (and least contribution to adverse 

cumulative effects) of all the alternatives. Alternative B 

would be the next most beneficial, followed by 

Alternative D, then Alternative A. At the Planning Area 

scale, effects to water resources associated with 

management of the 856 miles of road administered by 

the Butte Field Office would be minor in the cumulative 

effects context of the at least 17,810 road miles in the 

Planning Area overall. 

VEGETATIVE COMMUNITIES – FOREST 

RESOURCES AND FOREST AND 

WOODLAND PRODUCTS 

Since BLM manages only 4.8 percent of the road miles 

in the Planning Area on the whole, the extent of 

cumulative effects from road management on BLM 

lands at the Planning Area scale is not great. However, 

federal and state public lands are used more extensively 

than other lands for firewood and other product 

gathering by the general public, as permission or a bill of 

sale is needed from landowners to gather products from 

private lands. 

Effects referenced below tie back to effects of travel 

plan alternatives on forest resources and forest products 

described for each TPA-specific discussion above. 

Effects of Alternative A 

As compared with the other alternatives, travel 

management under Alternative A provides the highest 

level of support for forest/woodland management and 

timber removal activities. There would be no impact on 

the forest and woodland treatments or the forest products 

program from travel management. Alternative A has the 

most miles of open road for economic efficiency, as well 

as to provide public access for small sales permits 

(firewood and Christmas trees in particular). 

At the scale of all BLM lands managed by the Butte 

Field Office, Alternative A would retain closure on 

approximately 20 percent (172 miles) of the current total 

of approximately 856 road miles. No additional roads 

would be decommissioned with this alternative so all 

172 miles of closed roads would be subject to potential 

use for vegetation treatments if travel variances for 

temporary road use were allowed. 

Effects of Alternative B 

Travel management under Alternative B in the five 

TPAs being analyzed with this RMP revision, would 

provide an adequate level of support for the proposed 

forest management activities by maintaining 

approximately 84 percent of the existing roads in these 

TPAs shown under Alternative A as available for forest 

management and timber removal activities. While 

Alternative B would reduce the amount of open and 

limited use roads for the public by about 55 percent of 

the total roads available under Alternative A, travel 

variances could allow temporary use of “closed” roads 

for vegetation management projects. Road closures 

under Alternative B are expected to reduce the economic 

efficiency of some projects, as well as reduce by 

approximately one-half, public access for small sales 

permits (firewood and Christmas tree) in these five 

TPAs. The maintenance costs for the closed roads would 

also be reduced, improving management efficiency in 

isolated areas which have limited product availability 

and low priority for vegetative treatment. 

638 Butte Draft RMP/EIS 
Environmental Consequences: Vegetative Communities 

Noxious Weeds 

At the scale of all BLM lands managed by the Butte 

Field Office, Alternative B would close or 

decommission approximately 44 percent (371 miles) of 

the current total of approximately 856 road miles. 

Approximately 53.4 miles (6.2 percent of Field Office 

total) of the road miles across the Field Office would be 

decommissioned under this alternative. The remaining 

318 miles of closed roads would be subject to potential 

use for vegetation treatments if travel variances for 

temporary road use were allowed. Alternative B would 

contribute to cumulative effects associated with making 

planning and implementation of vegetation treatment 

projects more costly and complex, as well as decreasing 

public access for forest product use more than 

Alternatives A and D, but less than Alternative C. 

Effects of Alternative C 

Effects from proposed travel management under 

Alternative C in the five Travel Planning Areas (TPAs) 

being analyzed with this RMP revision, would be 

reduced when compared to Alternative B in spite of the 

fact that no construction of new permanent roads would 

be allowed for purposes of extracting forest products 

under Alternative C. Alternative C would maintain 

approximately 87 percent of the existing roads in the 

five TPAs under Alternative A, as available for forest 

management and timber removal activities. While 

Alternative C would reduce the amount of open and 

limited use roads for the public by about 67 percent of 

the roads available under Alternative A, travel variances 

could allow temporary use of “closed” roads for 

vegetation management projects. Road closures under 

Alternative C are expected to reduce the economic 

efficiency of some projects, as well as reduce by 

approximately two thirds, public access for small sales 

permits (firewood and Christmas tree) in these five 

TPAs. 

At the scale of all BLM lands managed by the Butte 

Field Office, Alternative C would close or 

decommission approximately 49 percent (425 miles) of 

the current total of approximately 856 BLM road miles. 

Approximately 50.1 miles (5.8 percent of Field Office 

total) of the road miles across the Field Office would be 

decommissioned under this alternative. The remaining 

375 miles of closed roads would be subject to potential 

use for vegetation treatments if travel variances for 

temporary road use were allowed. Alternative C would 

contribute the most of all alternatives to cumulative 

effects associated with making planning and 

implementation of vegetation treatment projects more 

costly and complex, as well as decreasing public access 

for forest product use. 

Effects of Alternative D 

Effects from proposed travel management under 

Alternative D in the five Travel Planning Areas (TPAs) 

being analyzed with this RMP revision, would be similar 

to those described for Alternative C. Alternative D 

would maintain approximately 87 percent of the existing 

roads in the five TPAs under Alternative A, as available 

for forest management and timber removal activities. 

While Alternative D would reduce the amount of open 

and limited use roads for the public by about 39 percent 

of the roads available under Alternative A, travel 

variances could allow temporary use of “closed” roads 

for vegetation management projects. Road closures 

under Alternative C are expected to reduce the economic 

efficiency of some projects, as well as reduce by 

approximately 39 percent, public access for small sales 

permits (firewood and Christmas tree) and reduced 

ability to meet public demand in these five TPAs. 

At the scale of all BLM lands managed by the Butte 

Field Office, Alternative D would close or 

decommission approximately 36 percent (310 miles) of 

the current total of approximately 856 road miles. 

Approximately 43.4 miles (5.1 percent of Field Office 

total) of the road miles across the Field Office would be 

decommissioned under this alternative. The remaining 

267 miles of closed roads would be subject to potential 

use for vegetation treatments if travel variances for 

temporary road use were allowed. Alternative D would 

contribute to cumulative effects associated with making 

planning and implementation of vegetation treatment 

projects more costly and complex, as well as decreasing 

public access for forest product use, less than 

Alternatives B and C, but more than Alternative A. 

VEGETATIVE COMMUNITIES -NOXIOUS 

WEEDS 

Effects of the five site-specific travel plans in aggregate 

at the Field Office scale are discussed below. In this 

discussion closed or decommissioned roads are 

considered to reduce impacts to the landscape associated 

with noxious weeds because they eliminate motorized 

vehicle use as a vector for increasing spread of noxious 

weeds. 

Since BLM roads make up about 4.8 percent of all roads 

and BLM lands make up 4.2 percent of all lands in the 

Planning Area, effects of BLM travel planning 

alternatives on noxious weeds at the RMP Planning Area 

scale would be minor. Activities and effects discussed 

above for each TPA on private lands (49 percent of 

lands, 63 percent of roads) and other public lands (42 

percent of lands, 29 percent of roads) would have a 

stronger influence on noxious weeds in the Planning 

Area with activities on private lands likely having the 

greatest effect overall. 

Effects of Alternative A 

At the scale of all BLM lands managed by the Butte 

Field Office, Alternative A would retain closure on 

approximately 20 percent (172 miles) of the current total 

of approximately 856 BLM road miles. No additional 

roads would be decommissioned with this alternative. 

Alternative A would have the least positive contribution 

Butte Draft RMP/EIS 639 
Chapter 4 

of all alternatives to cumulative effects on weeds by 

providing for the largest network of open BLM roads for 

weed spread. Weed spread would be greatest under this 

alternative than under all other alternatives. 

Effects of Alternative B 

At the scale of all BLM lands managed by the Butte 

Field Office, Alternative B would close or 

decommission approximately 44 percent (371 miles) of 

the current total of approximately 856 BLM road miles. 

Alternative B would contribute positively to cumulative 

effects on noxious weeds by reducing open road miles 

from on which weed spread can occur. Under 

Alternative B these benefits would be greater than under 

Alternatives A and D, but less than under Alternative C. 

Alternative B would have higher weed treatment costs 

on a per road mile basis than Alternative A due to 

increased concentration of motorized use on fewer open 

road miles. 

Effects of Alternative C 

At the scale of all BLM lands managed by the Butte 

Field Office, Alternative C would close or 

decommission approximately 49 percent (425 miles) of 

the current total of approximately 856 BLM road miles. 

Alternative C would contribute positively the most of all 

alternatives to cumulative effects on noxious weeds by 

promoting weed spread from fewer open roads than 

under any other alternative. Like Alternative B, 

Alternative C would have higher weed treatment costs 

on a per road mile basis than Alternative A due to 

increased concentration of motorized use on fewer open 

road miles. 

Effects of Alternative D 

At the scale of all BLM lands managed by the Butte 

Field Office, Alternative D would close or 

decommission approximately 36 percent (310 miles) of 

the current total of approximately 856 BLM road miles. 

Alternative D would contribute positively to cumulative 

effects on noxious weeds by promoting less weed spread 

from roads less than Alternatives B and C, but more than 

Alternative A. Like Alternatives B and C, Alternative D 

would have higher weed treatment costs on a per road 

mile basis than Alternative A due to increased 

concentration of motorized use on fewer open road 

miles. 

VEGETATIVE COMMUNITIES – 

RIPARIAN VEGETATION 

The following discussion summarizes contributions to 

cumulative effects on riparian vegetation associated with 

BLM road management at the scale of all BLM lands in 

the Butte Field Office. Specific mechanisms of effect on 

riparian vegetation tie back to effects described for TPAspecific discussions above, particularly in the Effects 

Common to All Alternatives sections of those 

discussions. Since BLM roads make up about 4.8 

percent of all roads and BLM lands make up 4.2 percent 

of all lands in the Planning Area, effects of BLM travel 

planning alternatives on riparian vegetation at the RMP 

Planning Area scale would be minor. Activities and 

effects discussed above for each TPA on private lands 

(48 percent of lands, 63 percent of roads in Planning 

Area) and other public lands (42 percent of lands, 29 

percent of roads in Planning Area) would have a 

stronger influence on riparian vegetation in the Planning 

Area with activities on private lands likely having the 

greatest effect overall. 

Effects of Alternative A 

Under Alternative A, Decision Area-wide, 

approximately 87.7 miles of routes within 300 feet of 

streams and wet areas would remain open to motorized 

use. While this is not a direct indication of road and trail 

effects on riparian vegetation, it is a relative indication 

when compared to the other alternatives. Alternative A 

would leave the greatest mileage of routes within 300 

feet of streams open to motorized use of all alternatives. 

Effects of Alternative B 

Under Alternative B, Decision Area-wide, 

approximately 70.8 miles of routes within 300 feet of 

streams and wet areas would remain open to motorized 

use. This would be less than under Alternative A (87.7 

miles) and Alternative D (74.6 miles), but more than 

under Alternative C (67.1 miles), and suggests that 

Alternative B has the next to least amount of roadrelated impacts to riparian vegetation of the alternatives. 

Effects of Alternative C 

Under Alternative C, Decision Area-wide, 

approximately 67.1 miles of routes within 300 feet of 

streams and wet areas would remain open to motorized 

use. This is the least of all alternatives and suggests that 

Alternative C would have the least road-related impacts 

(and most benefits) to riparian vegetation of all 

alternatives. 

Effects of Alternative D 

Under Alternative D, approximately 74.6 miles of 

motorized routes within 300 feet of streams would 

remain open to motorized use Decision Area-wide. This 

is less than under Alternative A but more than under 

Alternatives B and C. This suggests that Alternative D 

would pose the next greatest amount of impact 

associated with roads to riparian vegetation of all 

alternatives. 

WILDLIFE 

Effects of Alternative A 

Under Alternative A, there would be approximately 472 

miles of open roads in the Decision Area and an 

640 Butte Draft RMP/EIS 
Environmental Consequences: Wildlife 

additional 157.4 miles with seasonal closures. This is 

substantially more miles of open roads compared to the 

action alternatives. Limited road restrictions and road 

closures under Alternative A would not address the 

impacts of travel management within important wildlife 

habitat areas such as big game winter and calving 

habitat, occupied grizzly bear habitat, and wildlife 

movement corridors. Roads can result in loss of habitat 

and approximately 2-5 acres of habitat is permanently 

lost with every mile of road. Open roads cause 

disturbance and displacement of wildlife, especially to 

those species sensitive to disturbance, or during crucial 

seasons of use (winter or spring). Roads fragment 

habitat, introduce noxious weeds and make wildlife 

susceptible to direct mortality (road kill and hunting). 

Riparian Habitat 

Roads within riparian areas can cause disturbance to 

wildlife and degradation of habitat. There could be a loss 

of habitat for resident and migratory birds that use 

riparian areas for nesting and brood rearing. In addition, 

habitat would be lost for a wide range of wildlife species 

that use riparian areas for breeding, denning, foraging, 

overwintering, or for travel corridors. The more roads 

within riparian areas, especially open roads, the lower 

the quality of habitat (through disturbance and loss of 

vegetation) and less likely the habitat would be used. 

Riparian roads were evaluated within a 300-foot area 

adjacent to streams to compare the effects of roads in 

riparian areas between alternatives. Across Butte Field 

Office lands, there would be 87.7 miles of open roads 

and 17 miles of closed roads within riparian areas under 

Alternative A. This would be considerably more open 

roads and fewer closed roads than under the action 

alternatives. 

Elk Winter Range 

Roads can impact big game species, especially during 

critical phases of their life cycle. Disturbance and 

displacement of big game species can increase stress and 

energy demands of animals during critical periods such 

as the winter, breeding or calving seasons, and reduce 

survival, especially during the winter and spring months. 

Motorized use of roads can produce disturbance that 

prevents full utilization of available habitat. The losses 

in potential use of habitat can exceed 50 percent when 

open road densities exceed 2 mi/mi2

 (Christensen et al. 

1993). During the hunting season, the probability of bull 

elk survival in areas close to open roads is much lower 

than in areas away from roads. Road kill causes direct 

mortality of elk and major interstate freeways may act as 

movement barriers in some cases. 

Table 4-99 displays road densities in big game winter 

range by big game analysis areas (distinct geographic 

locations based on winter range and Elk Management 

Units) in the entire Decision Area (all Butte Field Office 

lands). 

Alternative A would have the highest road density in 

comparison to the action alternatives. Of the 11 Big 

Game Analysis Units, five of them would have more 

acres with high road density than moderate or low road 

densities (Big Belts, Blackfoot, Clancy, Granite Butte 

and Jefferson) (Table 4-99). Three Big Game Analysis 

Units (Clancy, Granite Butte and Jefferson) offer large 

acres of potential winter range within the Decision Area 

but the quality of this habitat is low due to high open 

road densities under Alternative A. Winter range would 

be greatly improved in these three Big Game Analysis 

Units with the reduction of road densities under 

Alternatives B and C and moderately to greatly 

improved with a reduction of road densities under 

Alternative D. 

Table 4-99 

Decision Area Road Densities within Elk Winter 

Range by Big Game Analysis Area 

Under Alternative A 

Elk Winter 

Range 

Analysis Unit 

Acres of 

Low 

Density 

(0-1 mi/mi2) 

Acres of 

Moderate 

Density 

(1-2 mi/mi2) 

Acres of 

High 

Density 

(>2 mi/mi2) 

Big Belts 2,193 2,207 2,288 

Big Hole 12,958 4,504 5,554 

Blackfoot 49 76 320 

Clancy 1,547 2,159 7,148 

Elkhorns 16,225 8,515 4,631 

Granite Butte 1,932 3,886 11,881 

Highlands 14,871 6,205 5,333 

Jefferson 13,059 7,003 13,317 

Missouri 19,955 1,409 2,667 

Upper Missouri 4,115 1,437 929 

Yellowstone 2,370 660 222 

Low Density - (0-1mi/mi2), Moderate Density - (1-2 mi/mi2), 

High Density - (>2 mi/mi2

) 

Source: GIS Analysis 

The amount of big game security habitat across all Butte 

Field Office BLM lands Decision Area-wide under 

Alternative A would be 5,846 acres. This is the least 

amount of security habitat of all alternatives (Table 

4-100). 

Table 4-100 

Decision Area Acres of Big Game Security 

Habitat Field Office-wide by Alternative 

A B C D 

All BLM Lands in 

Butte Field Office 5,846 8,510 10,946 7,007 

Core and Subcore Habitat 

Core areas were described as areas large enough for 

wildlife to forage and reproduce, while subcore areas 

Butte Draft RMP/EIS 641 
Chapter 4 

were areas that could act as stepping stones for wildlife 

as they moved through the region. Table 4-101 shows 

the approximate acres by road density categories 

displayed as “low”, “moderate” and “high” for core and 

subcore habitat. These acres were based on a Moving 

Windows Analysis. 

Table 4-101 

Core and Subcore Areas – 

Approximate Acres by Road Density Category 

Low Road 

Density 

(0-1) 

Moderate 

Road 

Density 

(1-2) 

High Road 

Density 

(>2) 

Planning Area 

Alt. A 2,001,951 515,059 878,065 

Alt. B 2,010,928 520,019 864,139 

Alt. C 2,012,918 520,146 862,134 

Alt. D 2,007,448 522,053 865,577 

Decision Area 

Alt. A 33,406 12,629 25,564 

Alt. B 40,458 15,052 16,099 

Alt. C 42,043 14,959 14,638 

Alt. D 37,442 16,850 17,334 

Because core and subcore areas were delineated based 

on existing areas with low road density, these areas have 

the most acres with low road density in both the 

Planning and Decision Areas. 

At the Planning Area scale, BLM roads can affect the 

quality of core and subcore habitat on other federal and 

private lands. BLM roads adjacent to other lands with 

low road densities can degrade the quality of the 

adjacent habitat and reduce the use of those areas by 

wildlife. Alternative A would have substantially fewer 

acres with low road densities than the action alternatives 

in core and subcore habitat. 

Approximately 24 percent (71,600 acres) of the Decision 

Area is considered core or subcore habitat. As with the 

Planning Area, Alternative A would have the fewest 

BLM acres with low road density and Alternative C 

would have the most acres. The amount of BLM acres in 

low road density would be substantially less under 

Alternative A than the action alternatives. Alternative A 

would provide roughly 7,000 fewer BLM acres of low 

road density than Alternative B and approximately 4,000 

fewer acres than Alternative D (Table 4-101). 

Alternative A would have roughly 8,600 fewer BLM 

acres of core and subcore habitat in low road density 

than Alternative C. 

Wildlife Movement Corridors 

Wildlife travel corridors are a vital component of habitat 

for a variety of species. Corridors are travel routes used 

by wildlife to allow animals to disperse to new core 

areas and/or allow for seasonal movements between 

summer and winter ranges. A corridor may also be used 

for daily movements from loafing to foraging areas. 

Habitat fragmentation and isolation of populations as a 

result of degradation or elimination of corridors can 

result in small, vulnerable wildlife populations. 

Disturbance related to high road density within wildlife 

corridors can degrade the quality of wildlife corridors, 

eventually making them unavailable to wildlife species 

that depend on them. Corridors were described as areas 

of predicted movement between core and subcore areas, 

where habitat quality is high, but not as high and 

contiguous as the core and sub-core areas. 

Craighead et al. (2002) modeled wildlife corridors 

within the Northern Rocky Mountain Region, delineated 

core and subcore areas, and described corridors based on 

their habitat quality. High road densities within wildlife 

movement corridors can degrade the quality of corridors, 

eventually making them unavailable to wildlife species 

that depend on them. Factors considered in the 

delineation of corridors include topography, road 

density, presence of riparian areas, human developments 

and activities, vegetative cover and land ownership 

patterns (Craighead et al. 2002). 

High and moderate quality corridors were combined on 

Table 4-102 to show acres of road density in higher 

quality movement corridors. As with core and subcore 

habitat, roads on BLM lands can affect the quality of 

movement corridors on adjacent lands. At the Planning 

Area scale, travel management under Alternative A 

would maintain the fewest acres with low road density in 

high or moderate quality movement corridors of all the 

alternatives. 

Approximately 28 percent (85,120 acres) of the Decision 

Area is considered to be in high or moderate quality 

wildlife corridors. As with the Planning Area, 

Alternative A would have the fewest BLM acres with 

low road density and Alternative C would have the most 

acres. The amount of BLM acres in low road density 

varies markedly between Alternative A and the action 

alternatives. Alternative A would have roughly 5,300 

fewer BLM acres with low road density (47,226 total 

acres) than Alternative B and approximately 5,100 fewer 

acres than Alternative D (Table 4-102). Alternative D 

would have over 5,500 fewer BLM acres in low road 

density than Alternative C. 

642 Butte Draft RMP/EIS 
Environmental Consequences: Wildlife 

Table 4-102 

High and Moderate Quality Corridors 

Approximate Acres by Road Density Category 

Low 

Road 

Density 

(0-1) 

Moderate 

Road 

Density 

(1-2) 

High 

Road 

Density 

(>2) 

Planning Area 

Alternative A 237,630 186,068 339,185 

Alternative B 244,114 188,383 330,404 

Alternative C 244,413 188,910 329,538 

Alternative D 243,738 188,220 330,907 

Decision Area 

Alternative A 47,226 17,513 20,386 

Alternative B 52,580 18,371 14,163 

Alternative C 52,756 18,912 13,447 

Alternative D 52,359 18,211 14,533 

Table 4-103 shows the acres of road density in low 

quality wildlife movement corridors (areas with more 

roads, less federal or state lands and more potential 

disturbance). 

At the Planning Area scale, Alternative A would provide 

the fewest acres in low road density of all the 

alternatives. 

Table 4-103 

Low Quality Corridors Approximate Acres 

by Road Density Category 

Low Road 

Density 

(0-1) 

Moderate 

Road 

Density 

(1-2) 

High Road 

Density 

(>2) 

Planning Area 

Alternative A 323,877 221,390 291,595 

Alternative B 326,503 221,534 288,780 

Alternative C 329,363 219,489 287,952 

Alternative D 325,217 222,315 289,295 

Decision Area 

Alternative A 18,505 13,821 14,886 

Alternative B 21,048 13,563 12,613 

Alternative C 22,670 12,342 12,195 

Alternative D 19,995 14,128 13,089 

Approximately 16 percent (47,220 acres) of the Decision 

Area is considered to be in low quality wildlife 

corridors. As with the Planning Area scale, Alternative 

A would have the fewest BLM acres with low road 

density and Alternative C would have the most acres. 

Alternative A would have over 2,500 fewer BLM acres 

with low road density (18,505 total acres) than 

Alternative B and approximately 1,500 fewer acres than 

Alternative D (Table 4-103). Alternative A would have 

approximately 4,200 fewer BLM acres with low road 

density than Alternative C. 

Effects of Alternative B 

Less motorized access would occur with Alternative B 

than Alternatives A or D, but Alternative B would 

provide more motorized access than Alternative C. 

Across the Field Office, there would be approximately 

261 miles of open roads, 371 miles of closed and 

decommissioned roads and 156 miles open with seasonal 

restrictions. Seasonal restrictions would reduce the 

impacts of roads within important wildlife habitats such 

as big game winter range and spring habitat. 

Riparian Habitat 

Under Alternative B, there would be 71 miles of open 

roads and 34 miles of closed roads within a 300-foot 

riparian analysis area on BLM lands across the Field 

Office. Alternative B would have fewer open roads in 

riparian areas than under Alternative A. This alternative 

would also have fewer open roads compared to 

Alternative D but about 4 miles less than Alternative C. 

Alternative B would provide for improvement in riparian 

habitat at the Decision Area scale compared to 

Alternatives A and D, but would provide for less 

improvement than Alternative C. 

Elk Winter Range 

Table 4-104 displays road densities within elk winter 

range by Big Game Analysis Areas in the Decision 

Area. Alternative B would increase the number of acres 

with low road density in elk winter range in all Big 

Game Analysis Areas over Alternative A with the 

exception of Elkhorns (Alternatives B and A would be 

similar because a travel plan already exists for this area) 

and Big Belts. In the Big Belts, some roads that had 

temporary closures in the Ward Ranch area and in the 

area of the 2000 fires would be opened under Alternative 

B (East Helena TPA) Table 4-104. 

Alternative B would have considerable increases in acres 

of low road density areas in the Granite Butte, 

Highlands, and Jefferson Big Game Analysis Areas over 

Alternative A. This alternative would have fewer acres 

in the low road density category in most Big Game 

Analysis Areas compared to Alternative C, especially in 

the Big Hole, Granite Butte, and Missouri Big Game 

Analysis Areas. Alternative B would have more acres in 

the low road density category in six Big Game Analysis 

Areas compared to Alternative D. The Big Game 

Analysis Areas with the largest differences between 

Alternatives B and D would be the Big Hole, Granite 

Butte, Highlands, and the Missouri. 

Butte Draft RMP/EIS 643 
Chapter 4 

Table 4-104 

Decision Area Road Densities (mi/mi2) Within 

Elk Winter Range by Big Game Analysis Area 

Under Alternative B 

Elk Winter 

Range 

Analysis Unit 

Acres of 

Low 

Density 

Acres of 

Moderate 

Density 

Acres of 

High 

Density 

Big Belts 1,969 2,295 2,425 

Big Hole 14,537 4,872 3,607 

Blackfoot 52 81 312 

Clancy 1,919 3,321 5,614 

Elkhorns 16,092 8,721 4,559 

Granite Butte 5,289 4,536 7,875 

Highlands 19,797 5,017 1,594 

Jefferson 16,294 8,749 8,335 

Missouri 20,849 2,250 932 

Low Density - (0-1 mi/mi2), Moderate Density - (1-2 mi/mi2), 

High Density - (>2 mi/mi2

) 

Source: GIS Analysis 

The amount of big game security habitat across all Butte 

Field Office BLM lands Decision Area-wide under 

Alternative B would be 8,510 acres (Table 4-100). This 

is about 2,664 acres more than under Alternative A and 

is the second highest total of security habitat acres of all 

four alternatives. 

Core and Subcore Habitat 

At the Planning Area scale, Alternative B would have 

approximately 9,000 more acres in low road density than 

Alternative A in core and subcore habitat (Table 4-101). 

The majority of core and subcore habitat at the Planning 

Area scale is predominately found on Forest Service 

lands. This displays how BLM roads can affect the 

quality of core and subcore habitat on adjacent federal, 

state, and private lands. BLM roads adjacent to other 

federal, state, or private lands with low road densities 

can degrade the quality of the adjacent habitat and 

reduce the use of those areas by wildlife. In the low road 

density category, Alternative B would provide 

approximately 3,500 more acres than Alternative D, but 

approximately 2,000 fewer acres than Alternative C. 

Approximately 24 percent (71,600 acres) of the Decision 

Area is considered core or subcore habitat. Alternative B 

would have over 7,000 more BLM acres with low road 

density (40,458 total acres) than Alternative A, and 

3,000 more acres than Alternative D. Alternative B 

would have about 1,600 fewer BLM acres in low road 

density than Alternative C (Table 4-101). 

Wildlife Corridors 

At the Planning Area scale, travel management under 

Alternative B would increase the amount of acres in low 

road density in high or moderate movement corridors by 

approximately 6,500 acres over Alternative A (Table 

4-102). As a group, the action alternatives vary 

substantially from Alternative A but vary relatively 

slightly from each other. Alternative B would have only 

300 fewer acres in the low road density category 

compared to Alternative C and only 400 more acres than 

Alternative D. 

Approximately 28 percent (85,120 acres) of the Decision 

Area is considered to be in high or moderate quality 

wildlife corridors. Alternative B would have over 5,000 

more BLM acres with low road density (52,580 total 

acres) than Alternative A and only 220 more acres than 

Alternative D. Alternative B would have slightly fewer 

BLM acres in low road density (200 acres) than 

Alternative C. 

In the context of low quality wildlife movement 

corridors, at the Planning Area scale, travel management 

under Alternative B would increase the amount of acres 

with low road density compared to Alternatives A and D 

but would have fewer acres than Alternative C (Table 

4-103). Alternative B would provide approximately 

2,600 more acres of low road density than Alternative A, 

1,300 more acres than Alternative D and approximately 

2,900 acres less than Alternative C. 

In the context of Decision Area lands, Alternative B 

would have over 2,500 more BLM acres with low road 

density (21,048 total acres) than Alternative A and 1,000 

more acres than Alternative D. Alternative B would have 

approximately 1,600 fewer BLM acres in low road 

density than Alternative C (Table 4-103). 

Effects of Alternative C 

Less motorized access would occur with Alternative C 

than with any of the other alternatives. Across all Butte 

Field Office BLM lands, there would be approximately 

244 miles of open roads, 425 miles of closed and 

decommissioned roads and 128 miles open with seasonal 

restrictions. Alternative C would have the greatest 

benefits to wildlife species from closed, 

decommissioned, and seasonally restricted roads of all 

other alternatives. Alternative C would increase the 

quality of habitat by reducing disturbance. The quantity 

of habitat would be increased by reducing 

fragmentation, allowing roads to become re-vegetated 

and preventing the spread of noxious weeds. Big game 

would have additional security habitat during the 

hunting season and wildlife would have additional 

refuge during critical seasons of use, such as during the 

winter or spring months, with Alternative C. 

Riparian Habitat 

Under the travel management, Alternative C would have 

67 miles of open roads and 37.6 miles of closed roads 

within 300 feet of streams on BLM lands across the 

Field Office. Alternative C would have fewer miles of 

open roads and more miles of closed roads in riparian 

areas compared to the other alternatives; therefore, 

providing the most protection of riparian habitat. 

644 Butte Draft RMP/EIS 
Environmental Consequences: Wildlife 

Elk Winter Range 

Table 4-105 displays the road densities within elk 

winter range by Big Game Analysis Areas in the 

Decision Area. Alternative C would increase the number 

of acres with low road density in elk winter range in 

most Big Game Analysis Areas over the other 

alternatives (Table 4-105). 

Table 4-105 

Decision Area Road Densities within 

Elk Winter Range by Big Game Analysis Area 

Under Alternative C 

Elk Winter 

Range 

Analysis Unit 

Acres of 

Low 

Density 

Acres of 

Moderate 

Density 

Acres of 

High 

Density 

Big Belts 2,195 2,088 2,405 

Big Hole 15,070 4,680 3,265 

Blackfoot 52 81 312 

Clancy 1,921 3,322 5,610 

Elkhorns 17,072 7,751 4,548 

Granite Butte 6,445 4,637 6,617 

Highlands 19,797 5,017 1,594 

Jefferson 16,345 9,016 8,018 

Missouri 21,903 1,969 159 

Low Density - (0-1mi/mi2), Moderate Density - (1-2 mi/mi2), 

High Density - (>2 mi/mi2

) 

Source: GIS Analysis 

Alternatives C and B would have the same or similar 

number of acres with low road density in the Blackfoot, 

Highlands, Jefferson and Clancy Big Game Analysis 

Areas. Alternative C would have more acres in the low 

road density category (up to 1,200 acres per Big Game 

Analysis Area) in the Big Belts, Big Hole, Elkhorns, 

Granite Butte and Missouri Big Game Analysis Areas 

compared to Alternative B. Alternative C would have 

considerable increases in acreage of low road density in 

the Big Hole, Granite Butte, Highlands, Jefferson and 

Missouri Big Game Analysis Areas over Alternative A. 

This alternative would have more acreage of low road 

density in seven Big Game Analysis Areas compared to 

Alternative D. The Big Game Analysis Areas with the 

largest differences between Alternatives C and D would 

be the Big Hole, Granite Butte, Highlands, and the 

Missouri. 

The actual road density in elk winter range would be the 

lowest under Alternative C of all alternatives and this 

alternative would have more acreage of elk winter range 

in low road density than all other alternatives. 

Alternative C would do more than any other alternative 

to protect and restore big game winter range. 

The amount of big game security habitat across all Butte 

Field Office BLM lands Decision Area-wide under 

Alternative C would be 10,946 acres (Table 4-100). 

This is 5,100 acres more than under Alternative A and 

about 2,436 acres more than under Alternative B. 

Alternative C would provide the highest total of security 

habitat acres of all four alternatives. 

Core and Subcore Habitat 

At the Planning Area scale Alternative C would have 

approximately 11,000 more acres in the low road density 

category than Alternative A in core and subcore habitat 

(Table 4-101). Alternative C would provide more 

acreage of low road density than all other alternatives 

and would help to improve the quality and quantity of 

core and subcore habitat on other federal, state, and 

private lands more than all other alternatives. 

Approximately 24 percent (71,600 acres) of the Decision 

Area is considered core or subcore habitat. Alternative C 

would have over 8,600 more BLM acres with low road 

density (42,043 total acres) than Alternative A, and 

4,600 more BLM acres than Alternative D. Alternative 

C would also have 1,600 more BLM acres with low road 

density than Alternative B (Table 4-101). 

Wildlife Movement Corridors 

As with the core and subcore habitat, roads on BLM 

lands can affect the quality of movement corridors on 

adjacent lands. At the Planning Area scale, travel 

management under Alternative C would increase the 

amount of acreage with low road densities by 

approximately 6,780 acres over Alternative A (Table 

4-102). Alternative C would have 300 acres more than 

Alternative B and 700 acres more than Alternative D in 

the low road density category. 

Approximately 28 percent (85,120 acres) of the Decision 

Area is considered to be in high or moderate quality 

wildlife corridors. Alternative C would have over 5,500 

more BLM acres with low road density (52,756 total 

acres) than Alternative A but only 400 more BLM acres 

than Alternative D. Alternative C would have 200 more 

BLM acres in low road density than Alternative B 

(Table 4-102). 

Table 4-103 shows the acres of road density in low 

quality wildlife movement corridors. At the Planning 

Area scale, travel management under Alternative C 

would have the most acres in low road density of all 

alternatives. Alternative C would provide approximately 

5,500 additional acres of low road density in low quality 

corridors over Alternative A and approximately 4,100 

more than Alternative D. Alternative C would provide 

about 2,900 more acres in low road density than 

Alternative B. 

Approximately 16 percent (47,220 acres) of the Decision 

Area is considered to be in low quality wildlife 

corridors. Alternative C would have over 4,100 more 

BLM acres with low road density (22,670 total acres) 

than Alternative A, and 2,700 more acres than 

Alternative D. Alternative C would have approximately 

Butte Draft RMP/EIS 645 
Chapter 4 

1,600 mores BLM acres in low road density over 

Alternative B (Table 4-103). 

Overall, Alternative C would provide the most suitable 

core and subcore habitat and wildlife movement 

corridors in both the Decision and Planning Areas. 

Effects of Alternative D 

Alternative D would allow more motorized access than 

the other action alternatives but less than Alternative A. 

Across all Butte Field Office BLM lands there would be 

approximately 305 miles of open roads, 309.6 miles of 

closed and decommissioned roads, and 174 miles of 

seasonally restricted roads. Fewer seasonal restrictions 

would increase impacts associated with travel and 

recreation within important wildlife habitat areas. 

Alternative D would have more open roads than the 

other action alternatives but fewer open roads than 

Alternative A. 

Alternative D would have more negative and long-term 

effects on wildlife and wildlife habitat from permanent 

and open roads than Alternatives B and C but fewer 

effects than Alternative A. 

Riparian Habitat 

Under Alternative D, 74.6 miles of open roads and 30.2 

miles of closed roads would be located within 300 feet 

of streams on BLM lands across the Butte Field Office. 

Alternative D would have more miles of open road in 

riparian areas compared to the other action alternatives 

but 13 miles less than Alternative A. Alternative D 

would have more negative effects from roads in riparian 

areas such as loss of riparian vegetation and habitat and 

disturbance than the other action alternatives, but fewer 

negative effects than Alternative A. 

Elk Winter Range 

Table 4-106 displays road densities within elk winter 

range by Big Game Analysis Areas in the Decision 

Area. Alternative D would increase the number of acres 

of low road density in elk winter range in all Big Game 

Analysis Areas over Alternative A with the exception of 

Elkhorns (Alternatives D and A would be similar 

because a travel plan already exists for this area) and Big 

Belts. In the Big Belts, some roads that had temporary 

closures in the Ward Ranch area and in the area of the 

2000 fires would be opened under Alternative D (East 

Helena TPA). Alternative D would increase acres with 

low road density in the Granite Butte, Highlands and 

Jefferson Big Game Analysis Areas over Alternative A, 

but would have fewer acres in low road density in most 

Big Game Analysis Areas compared to Alternatives B 

and C. Alternative D would have fewer acres in low road 

density in six Big Game Analysis Areas compared to 

Alternative B, and in seven Big Game Analysis Areas 

compared to Alternative C. The Big Game Analysis 

Areas with the largest differences between Alternatives 

D and B would be the Big Hole, Granite Butte, 

Table 4-106 

Decision Area Road Densities Within Elk Winter 

Range by Big Game Analysis Area 

Under Alternative D 

Elk Winter 

Range 

Analysis Unit 

Acres 

Low 

Density 

Acres 

Moderate 

Density 

Acres High 

Density 

Big Belts 1,583 2,158 2,947 

Big Hole 13,335 5,888 3,793 

Blackfoot 52 79 314 

Clancy 1,919 3,321 5,614 

Elkhorns 16,092 8,720 4,559 

Granite Butte 4,287 4,796 8,616 

Highlands 18,841 5,778 1,789 

Jefferson 16,248 8,412 8,719 

Missouri 20,243 2,062 1,726 

Low Density - (0-1 mi/mi2), Moderate Density - (1-2 mi/mi2), 

High Density - (>2 mi/mi2) 

Source: GIS Analysis 

Highlands, and the Missouri. This same relative 

difference comparison applies between Alternatives D 

and C. 

The amount of big game security habitat across all Butte 

Field Office BLM lands Decision Area-wide under 

Alternative D would be 7,007 acres (Table 4-100). This 

is approximately 1,161 acres more than under 

Alternative A but is the lowest number of security 

habitat acres of the action alternatives. 

Core and Subcore Habitat 

At the Planning Area scale, Alternative D would have 

approximately 5,500 more acres in the low road density 

category than Alternative A in core and subcore habitat 

(Table 4-101). Alternative D would provide about 3,500 

fewer acres in the low road density category than 

Alternative B and about 5,500 fewer acres in this 

category than Alternative C. 

Approximately 24 percent (71,600 acres) of the Decision 

Area is considered core or subcore habitat. Alternative D 

would have over 4,000 more BLM acres with low road 

density (37,442 total acres) than Alternative A, and 

3,000 fewer acres than Alternative B. Alternative D 

would have approximately 4,600 fewer BLM acres in 

low road density than Alternative C (Table 4-101). 

Wildlife Movement Corridors 

At the Planning Area scale, travel management under 

Alternative D would increase the amount of acres with 

low road density in high and moderate quality 

movement corridors by approximately 6,100 acres over 

Alternative A (Table 4-102).. Alternative D would have 

only 700 fewer acres in low road density compared to 

646 Butte Draft RMP/EIS 
Environmental Consequences: Fish 

Alternative C and only 400 fewer acres than Alternative 

B. 

Approximately 28 percent (85,120 acres) of the Decision 

Area is considered to be in high or moderate quality 

wildlife corridors. Alternative D would have over 5,100 

more BLM acres with low road density (52,359 total 

acres) than Alternative A and only 220 fewer acres than 

Alternative B. Alternative D would have approximately 

400fewer BLM acres in low road density than 

Alternative C (Table 4-102). 

Table 4-103 shows the acres of road density in low 

quality wildlife movement corridors (areas with more 

roads, less federal or state lands and more potential 

disturbance). At the Planning Area scale, travel 

management under Alternative D would increase the 

amount of acres with low road density compared to 

Alternative A but would have fewer acres in this 

category than Alternatives B and C. Alternative D would 

provide approximately 1,300 more acres of low road 

density than Alternative A, but 1,300 less than 

Alternative B and approximately 4,100 less than 

Alternative C. 

Approximately 16 percent (47,220 acres) of the Decision 

Area is considered to be in low quality wildlife 

corridors. Alternative D would have over 1,500 more 

BLM acres with low road density (19,995 total acres) 

than Alternative A and 1,000 fewer acres than 

Alternative B. Alternative D would have approximately 

1,000 fewer BLM acres in low road density than 

Alternative C (Table 4-103). 

FISH 

Watershed function and roads within 300 feet of streams 

were used as indicators of the combined impacts of the 

five site-specific travel plans considered together at the 

scale of all BLM lands in the Butte Field Office. 

Relative comparisons of alternatives would apply to 

effects described for fish habitat in the TPA-specific 

analyses. 

Effects of Alternative A 

Table 4-107 displays acreage of land by major 

watersheds in the Decision Area (all Butte Field Office 

BLM lands) in different road density classes (low, 

medium, and high). Alternative A would have the 

greatest detrimental effects to watershed function and 

subsequently fish habitat, compared to the other 

alternatives. Alternative A would maintain the most 

BLM acres with high density roads (107,566 acres) and 

the fewest BLM acres with low density roads (116,236 

acres) of all other alternatives (Table 4-107). 

Table 4-107 

Decision Area Acres in Road Density Categories by Alternative by Watershed 

Road Density Low 

(0-1 mi/mi2

) 

Moderate 

(1-2 mi/mi2) 

High 

(>2 mi/mi2) 

Alternative A B C D A B C D A B C D 

Big Hole 20,426 27,498 32,286 23,198 16,812 17,382 15,490 19,575 23,946 16,305 13,408 18,411 

Blackfoot 186 230 230 191 147 156 156 155 1,277 1,223 1,223 1,263 

Boulder 16,467 17,684 18,023 17,616 11,145 11,727 12,410 11,142 13,321 11,523 10,500 12,176 

Jefferson 13,763 14,270 14,270 14,194 11,983 11,834 11,834 11,893 14,583 14,224 14,224 14,242 

Madison 822 822 822 822 387 387 387 387 189 189 189 189 

Upper 

Clark Fork 0 0 0 0 0 0 0 0 0 0 0 0 

Upper 

Missouri River 58,823 65,729 69,884 61,303 35,783 38,863 37,321 38,354 53,615 43,630 41,017 48,565 

Upper 

Yellowstone 5,749 5,749 5,749 5,749 1,918 1,918 1,918 1,918 635 635 635 635 

Total 116,236 131,982 141,264 123,073 78,175 82,267 79,516 83,424 107,566 87,729 81,196 95,481 

Butte Draft RMP/EIS 647 
Chapter 4 

Table 4-108 and Table 4-109 display miles of open and 

closed road within 300 feet of streams. The number of 

open road miles within 300 feet of streams on BLM 

lands would be greatest under Alternative A (87.7 miles) 

of all the alternatives. Alternative A would provide for 

the greatest mileage of riparian roads by each 

subcategory as well: 39.9 miles near fish bearing 

streams, 21.5 miles near perennial non-fish bearing 

streams, and 26.3 miles near intermittent streams. The 

miles of closed roads in riparian areas would be the least 

under Alternative A (17.1 miles) with the same trend 

being the case where Alternative A would provide for 

the fewest closed riparian roads by sub-category of all 

alternatives. 

Effects of Alternative B 

Alternative B would have more acres with low density 

roads across the Decision Area (131,982 acres) 

compared to Alternative A (116,236). In the moderate 

road density category, Alternative B has nearly 4,000 

more acres compared to Alternative A and almost 

20,000 acres less in the high road density than 

Alternative A (Table 4-107). The most marked 

differences between alternatives would be in the Big 

Hole, Boulder, Jefferson, and Upper Missouri 

watersheds. For the five site-specific travel plans 

considered in aggregate at the Field Office scale, 

Alternative B would provide improved watershed 

function and reduced road-related impacts to fish habitat 

than Alternative A. 

Under Alternative B there would be approximately 20 

percent fewer open road miles within 300 feet of streams 

than under Alternative A (Table 4-108). Alternative B 

would provide for about 16.8 more miles of closed road 

within 300 feet of streams than Alternative A (Table 

4-109). Differences between alternatives would be in the 

Big Hole, Boulder, and Upper Missouri River 

watersheds where more riparian roads would be closed 

Table 4-108 

Miles of Open Roads within 300 Feet of Streams 

Fish-bearing Perennial Intermittent Total Open Roads 

Watershed A B C D A B C D A B C D A B C D 

Big Hole 13.6 12.8 11.9 12.9 6.5 3.4 3.0 4.0 10.6 6.0 4.9 7.5 30.7 22.2 19.8 24.4 

Jefferson 2.6 2.6 2.6 2.6 0.6 0.6 0.6 0.6 4.1 4.1 4.1 4.1 7.3 7.3 7.3 7.3 

Boulder 5.8 5.0 4.7 5.0 5.6 5.5 5.4 5.4 4.6 2.2 2.2 2.6 16 12.7 12.3 13 

Madison 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 

Upper 

Missouri River 16.1 14.8 14.8 15.4 8.4 6.7 6.5 6.9 6.6 5.0 4.8 5.5 31.1 26.5 26.1 27.8 

Upper 

Yellowstone 1.2 1.2 1.2 1.2 0.4 0.4 0.4 0.4 0 0 0 0 1.6 1.6 1.6 1.6 

Upper 

Clark Fork 0.6 0.4 0 0.4 0 0 0 0 0.4 0.1 0 0.1 1.0 0.5 0 0.5 

Blackfoot 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 

Total 39.9 36.8 35.2 37.5 21.5 16.6 15.9 17.3 26.3 17.4 16 19.8 87.7 70.8 67.1 74.6 

Table 4-109 

Miles of Closed Roads within 300 Feet of Streams 

Fish-bearing Perennial Intermittent Total Closed Roads 

Watershed A B C D A B C D A B C D A B C D 

Big Hole 0.3 1.1 2.0 1.0 0.1 3.2 3.6 2.6 0.7 5.3 6.4 3.8 1.1 9.6 12.0 7.4 

Jefferson 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.4 0.4 0.4 0.4 1.4 1.4 1.4 1.4 

Boulder 1 1.8 2.1 1.8 0 0.1 0.2 0.2 0 2.4 2.4 2.0 1 4.3 4.7 4 

Madison 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 

Upper 

Missouri River 4.2 5.4 5.4 4.9 5.2 6.9 7.1 6.7 4.2 5.8 6.0 5.3 13.6 18.1 18.5 16.9 

Upper 

Yellowstone 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 

Upper 

Clark Fork 0 0.2 0.6 0.2 0 0 0 0 0 0.3 0.4 0.3 0 0.5 1.0 0.5 

Blackfoot 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 

Total 6.0 9.0 10.6 8.4 5.8 10.7 11.4 10.0 5.3 14.2 15.6 11.8 17.1 33.9 37.6 30.2 

648 Butte Draft RMP/EIS 
Environmental Consequences: Special Status Plants 

under Alternative B than Alternative A in every case and 

in every subcategory of riparian areas (fish bearing 

streams, perennial non-fish bearing streams, intermittent 

streams). Alternative B would have fewer road-related 

adverse effects to fish and aquatic habitats than 

Alternative A associated with roads in and near riparian 

areas. 

Overall, at the scale of all BLM lands in the Butte Field 

Office, Alternative B would pose fewer road-related 

adverse effects to fish and aquatic habitats than 

Alternative A, and would actually lessen existing 

impacts to improve aquatic habitats. 

Effects of Alternative C 

Alternative C would have the most BLM acres with low 

density roads (141,264 acres) compared to all other 

alternatives. This alternative would have 25,000 acres 

more in the low road density category and 26,000 fewer 

acres in the high road density category compared to 

Alternative A (Table 4-107). This alternative would 

have 9,282 more BLM acres in the low road density 

category and 6,500 fewer acres in the high road density 

category than Alternative B (Table 4-107). Alternative 

C would have the fewest acres with high road densities 

of all alternatives with the watersheds seeing the most 

effects being the Big Hole, Boulder, and Upper Missouri 

River. 

For the five site-specific travel plans considered in 

aggregate at the Field Office scale, Alternative C would 

provide the greatest degree of improved watershed 

function and reduced road-related impacts to fish habitat 

of all alternatives. 

Under Alternative C there would be approximately 23 

percent fewer open road miles within 300 feet of streams 

on BLM lands than under Alternative A (Table 4-108). 

Alternative C would provide for approximately 20 more 

miles of closed road within 300 feet of streams than 

Alternative A and about 3.7 more miles than Alternative 

B (Table 4-109). Differences between alternatives 

would be in the Big Hole, Boulder, and Upper Missouri 

River watersheds where more riparian roads would be 

closed under Alternative C than any other alternative in 

all riparian categories. Alternative C would have fewer 

road-related adverse effects to fish and aquatic habitats 

associated with roads in and near riparian areas than any 

other alternative. Overall, at the scale of all BLM lands 

in the Butte Field Office, Alternative C would pose 

fewer road-related adverse effects to fish and aquatic 

habitats than all other alternatives, and would actually 

lessen existing impacts to improve aquatic habitats more 

than any other alternative. 

Alternative D 

Alternative D would provide fewer acres with low 

density roads (123,073 acres) across the Decision Area 

compared to Alternatives B and C, but more acres than 

Alternative A (116,236 acres). Of the action alternatives, 

Alternative D would have the most acres with high road 

density (95,481 acres) but moderate road densities 

would be similar for both Alternatives D and B (Table 

4-107). Alternative D would have roughly 12,000 fewer 

acres with high road density than Alternative A. For the 

five site-specific travel plans considered in aggregate at 

the Field Office scale, Alternative D would provide 

improved watershed function and reduced road-related 

impacts to fish habitat compared to Alternative A, but 

more adverse effects than either Alternative B or C. 

Under Alternative D there would be approximately 17 

percent fewer open roads within 300 feet of streams than 

under Alternative A, 5 percent more than under 

Alternative B, and 10 percent more than under 

Alternative C (Table 4-108). Alternative D would 

provide for approximately 13 more miles of closed road 

within 300 feet of streams than Alternative A, 3.7 fewer 

miles than Alternative B, and 7.4 fewer miles than 

Alternative C (Table 4-109). Alternative D would have 

fewer road-related adverse effects to fish and aquatic 

habitats associated with roads in and near riparian areas 

than Alternative A, but more than Alternatives B and C. 

Alternative D would close and decommission fewer 

roads during travel management than Alternatives B and 

C but more than Alternative A. 

Overall, at the scale of all BLM lands in the Butte Field 

Office, Alternative D would pose fewer road-related 

adverse effects to fish and aquatic habitats than 

Alternative A, but would pose greater impacts than 

Alternatives B or C. Alternative D would lessen existing 

impacts to improve aquatic habitats compared to the 

current condition of Alternative A. 

SPECIAL STATUS PLANTS 

The following discussion summarizes contributions to 

cumulative effects on special status plants associated 

with BLM road management at the scale of all BLM 

lands in the Butte Field Office. Specific mechanisms of 

effect on special status plants tie back to effects 

described for TPA-specific discussions above, 

particularly in the Effects Common to All Alternatives 

sections of those discussions. 

Since BLM roads make up about 4.8 percent of all roads 

and BLM lands make up 4.2 percent of all lands in the 

Planning Area, effects of BLM travel planning 

alternatives on special status plants at the RMP Planning 

Area scale would be minor. Activities and effects 

discussed above for each TPA on private lands (48 

percent of lands, 63 percent of roads in Planning Area) 

and other public lands (42 percent of lands, 29 percent of 

roads in Planning Area) would have a stronger influence 

on special status plants in the Planning Area with 

activities on private lands likely having the greatest 

effect overall. 

Butte Draft RMP/EIS 649 
Chapter 4 

Effects of the Alternatives 

Under Alternative A the greatest amount of BLM road 

use (629 open miles or 3.5 percent of all roads in the 

RMP Planning Area) would be possible, causing the 

greatest amount of special status plant habitat to be at 

risk. Habitat would be at risk because of greater ground 

disturbance and increased weed spread which reduces 

connectivity between populations, increases competition 

from invasive species, and increases plant mortality. 

Under Alternative B, 417 BLM road miles (2.3 percent 

of all roads in the RMP Planning Area) would be open, 

reducing adverse effects to special status plants 

compared to Alternative A. 

Under Alternative C, 372 BLM road miles (2.1 percent 

of all roads in the RMP Planning Area) would be open. 

Alternative C would reduce adverse effects to special 

status plants more than any other alternative. 

Under Alternative D, 479 BLM road miles (2.7 percent 

of all roads in the RMP Planning Area) would be open. 

Alternative D would reduce adverse effects to special 

status plants more than Alternative A, but less than 

Alternatives B and C. 

WILDLAND FIRE MANAGEMENT 

Effects referenced below are described in more detail in 

the Wildland Fire Management sections of each of the 

five specific TPA discussions above. The contribution of 

the five site-specific travel plans are discussed in 

aggregate at the Decision Area (all BLM lands in the 

Butte Field Office) and Planning Area scales below. 

The following conditions would apply to closed BLM 

roads under all alternatives. Many closed roads would 

still be available for use in fire suppression as well as 

fuels reduction treatments. Planning and implementation 

of fuels reduction treatments could occur in association 

with closed roads if variances for temporary road use 

were to be allowed. Variances would be subject to 

internal BLM review. 

Effects of Alternative A 

Alternative A would leave the most miles of road (629 

miles) available for public use (open yearlong and open 

with seasonal restrictions) of Butte Field Office BLM 

lands. Roads open to the public can provide benefits for 

wildland fire suppression by providing access that is 

usually passable (not overgrown with vegetation or 

closed by small rock slides, etc.) and allowing access for 

fuel reduction treatments. Alternative A would provide 

the most open road miles in the DA and would therefore 

provide the most benefits of all alternatives for fire 

suppression access as well as allowing ready access for 

fuels reduction projects. 

Roads open to the public also provide additional 

opportunities for human-caused fire ignitions (either 

accidental or intentional). Human activities are the 

leading source of wildland fire ignition in the Planning 

Area. Alternative A would contribute the most open road 

miles of all alternatives from which these fire starts 

could occur and would therefore provide the greatest 

overall risk of human-caused fire starts. 

At the Planning Area scale, the 629 miles of open BLM 

roads would make up about 3.5 percent of the at least 

17,810 road miles in the entire Planning Area. The 

contribution of BLM roads is minor at the Planning Area 

scale, indicating that road management and activities off 

BLM lands have much more influence on future 

wildland fire characteristics at this scale than BLM road 

management. 

Effects of Alternative B 

Alternative B would leave 417 miles of BLM road 

available for public use (open and seasonally restricted), 

slightly more than Alternative C, but 34 percent less 

than the 629 miles available under Alternative A. 

Alternative B would provide fewer open road miles in 

the DA than Alternative A and would therefore have 

fewer benefits than Alternative A for fire suppression 

access as well as allowing ready access for fuels 

reduction projects. 

Roads open to the public also provide additional 

opportunities for human-caused fire ignitions (either 

accidental or intentional). Human activities are the 

leading source of wildland fire ignition in the Planning 

Area. Alternative A would contribute fewer open road 

miles than Alternative A from which these fire starts 

could occur and would therefore provide less risk of 

human-caused fire starts than Alternative A. 

At the Planning Area scale, the 417 miles of open BLM 

roads would make up about 3.5 percent of the at least 

17,810 road miles in the entire Planning Area. The 

contribution of BLM roads is minor at the Planning Area 

scale, indicating that road management and activities off 

BLM lands have much more influence on future 

wildland fire characteristics at this scale than BLM road 

management. 

Effects of Alternative C 

Alternative C would leave 372 miles of road available 

for public use (open yearlong and open with 

restrictions), slightly less than Alternative B, but 41 

percent less than the 629 miles available in Alternative 

A. Alternative C would provide the least open road 

miles in the DA of any alternative and would therefore 

provide the least benefit of all alternatives for fire 

suppression access as well as allowing ready access for 

fuels reduction projects. 

Roads open to the public also provide additional 

opportunities for human-caused fire ignitions (either 

accidental or intentional). Human activities are the 

leading source of wildland fire ignition in the Planning 

Area. Alternative C would contribute fewer open road 

650 Butte Draft RMP/EIS 
Environmental Consequences: Cultural and Paleontological Resources 

miles than any other alternative and would there provide 

the least risk of human-caused fire starts than any other 

alternative. 

At the Planning Area scale, the 372 miles of open BLM 

roads would make up about 2.1 percent of the at least 

17,810 road miles in the entire Planning Area. The 

contribution of BLM roads is minor at the Planning Area 

scale, indicating that road management and activities off 

BLM lands have much more influence on future 

wildland fire characteristics at this scale than BLM road 

management. 

Effects of Alternative D 

Alternative D leaves 479 miles of road available for 

public use (open yearlong and open with restrictions), 

slightly more than Alternatives B and C, but 24 percent 

less than the 629 miles available in Alternative A. 

Alternative D would provide fewer open road miles in 

the DA than Alternative A, but more than either 

Alternatives B or C and would therefore have fewer 

benefits than Alternative A but more benefits than 

Alternatives B and C for fire suppression access as well 

as allowing ready access for fuels reduction projects. 

Roads open to the public also provide additional 

opportunities for human-caused fire ignitions (either 

accidental or intentional). Human activities are the 

leading source of wildland fire ignition in the Planning 

Area. Alternative D would contribute fewer open road 

miles than Alternative A, but more miles than either 

Alternatives B or C from which these fire starts could 

occur. Alternative D would provide less risk of humancaused fire starts than Alternative A, but more risk than 

Alternatives B and C. 

At the Planning Area scale, the 479 miles of open BLM 

roads would make up about 2.7 percent of the at least 

17,810 road miles in the entire Planning Area. The 

contribution of BLM roads is minor at the Planning Area 

scale, indicating that road management and activities off 

BLM lands have much more influence on future 

wildland fire characteristics at this scale than BLM road 

management. 

CULTURAL AND PALEONTOLOGICAL 

RESOURCES 

At the scale of either the RMP Planning Area or the 

RMP Decision Area, alternative-specific risks or impacts 

to cultural and paleontological resources are difficult to 

discern due to a lack of extensive site-specific 

knowledge about the presence of these resources in a 

given TPA. By designating open routes, limiting opencountry travel, and closing some routes, inadvertent 

discovery of cultural and paleontological resources and 

vandalism to them is reduced. Higher road densities in a 

given area would allow greater access to more land on 

the average, but that does not imply greater amounts of 

vandalism, since the vehicles would remain on 

designated routes. 

VISUAL RESOURCES 

The following discussion characterizes effects to visual 

resources at the scale of all Butte Field Office BLM 

lands. Road mileages depicted are for all BLM lands in 

the RMP Decision Area with the alternatives of the five 

site-specific travel plans incorporated. 

Effects Common to All Alternatives 

Roads (temporary or permanent) may affect visual 

quality. Roads that remain open for public use may 

impact visual qualities where noticeable. The quantity of 

open roads would also influence sensitivity levels since 

with more open roads, more areas would generally be 

viewed by more members of the public. Closing or 

decommissioning roads would generally reduce effects 

to visual resources and reduce sensitivity levels because 

fewer members of the public would generally be 

accessing and viewing areas with closed roads. 

Effects of the Alternatives 

Alternative A would have the most miles of open road 

(approximately 629 miles) Butte Field Office-wide. This 

would create the most adverse effects to visual resources 

of all alternatives from a standpoint of both direct 

impacts of roads and creating the most potential for 

sensitive viewpoints. 

Under Alternative B, reducing the mileage of designated 

open routes Field Office-wide to 417 miles would 

enhance scenic qualities and reduce sensitive viewpoints 

compared to Alternative A. 

Under Alternative C, adverse effects from travel 

management and transportation would be slightly less 

than those of Alternative B with respect to impacts from 

open roads (372 open miles) on the landscape. 

Alternative C would improve visual resources the most 

of any alternative. 

Under Alternative D, impacts from travel management 

would be less than with Alternative A, but greater than 

with Alternatives B and C. Alternative D would have 

150 fewer miles of open road (479 open miles) than 

Alternative A. This reduction would lower sensitive 

viewpoints and the noticeability of landscape changes. 

Alternative D would have more adverse impacts to 

visual resources than Alternatives B and C. 

Under all alternatives, most activities on BLM lands 

would generally not adversely affect visual resources to 

unacceptable degrees because discretionary activities on 

BLM lands would be required to meet Visual Resource 

Management objectives within individual project areas. 

Activities on non-BLM lands, particularly activities near 

BLM lands associated with residential development, 

urbanization, additional mining, or vegetation 

Butte Draft RMP/EIS 651 
Chapter 4 

management, could have adverse cumulative effects on 

visual resources on BLM lands because BLM VRM 

objectives would not apply to non-BLM activities. 

LIVESTOCK GRAZING 

At the RMP Planning Area scale, contributions to 

cumulative effects on livestock grazing from alternatives 

for the five site-specific travel plans would be similar for 

all action alternatives. All action alternatives would 

close and decommission more roads and trails than 

Alternative A. As more roads and trails are closed, 

noxious and invasive weed spread along with multiple 

user conflicts would be reduced. On the other hand, 

permittee management time on BLM lands may 

increase. Consequently, more effects associated with 

closed roads as described under the Effects Common to 

All Alternatives sections for each TPA above would 

occur under Alternative C than under any other 

alternative. Alternative B would produce fewer effects 

than Alternative than C, but more than Alternatives A 

and D. A summary of the relative degree of proposed 

road closures at the RMP Decision Area scale (all BLM 

Butte Field Office lands) as well as the Planning Area 

scale by alternative is below. 

Under current conditions (Alternative A), approximately 

172 miles of motorized routes mapped on the BLM 

transportation system would remain closed. These routes 

represent about 20 percent of the approximately 856 

BLM road miles, and approximately 1.0 percent of the 

road miles across all ownerships in the entire Planning 

Area. 

Alternative B would close (318 miles) or decommission 

(53 miles) approximately 371 miles of routes in the 

Decision Area currently open to use by motorized 

vehicles, the second most of any alternative. These 

routes represent about 43 percent of the approximately 

856 BLM road miles in the Decision Area, and 

approximately 2.1 percent of the road miles across all 

ownerships in the entire Planning Area. 

Alternative C would close (375 miles) or decommission 

(50 miles) approximately 425 miles of routes currently 

open to use by motorized vehicles. These routes 

represent about 50 percent of the approximately 856 

BLM road miles in the Decision Area, and 

approximately 2.4 percent of the road miles across all 

ownerships in the entire Planning Area. 

Alternative D would close (266 miles) or decommission 

(44 miles) approximately 310 miles of routes currently 

used by motorized vehicles. These routes represent 

about 36 percent of the approximately 856 BLM road 

miles in the Decision Area, and 1.7 percent of the road 

miles across all ownerships in the entire Planning Area. 

RECREATION 

Effects of the alternatives for the five site-specific travel 

plans on Recreation are discussed at the scale of the 

Butte Field Office below. The public often targets public 

lands for various recreational activities. At the scale of 

the 7.2 million-acre RMP Planning Area, the 302,000 

acres of Decision Area lands make up about 4.2 percent 

of the total. Recreation opportunities on other public 

lands at the scale of the entire RMP Planning Area exist 

on approximately 2,803,359 acres of USFS lands (39 

percent of all lands), approximately 318,000 acres of 

state lands (4.4 percent of all lands), approximately 

11,466 acres of Bureau of Reclamation lands (0.2 

percent of all lands), and approximately 150,000 acres of 

National Park Service lands (2 percent of all lands). 

BLM lands make up about 8.4 percent of public lands in 

the RMP Planning Area available for public recreation. 

Effects of Alternative A 

This alternative would maximize motorized recreation 

opportunities, and minimize non-motorized 

opportunities within the five Travel Planning Areas 

(Helena, East Helena, Lewis & Clark-NW, 

Boulder/Jefferson City and Upper Big Hole) compared 

to the other alternatives. Approximately 372 miles of 

open road (including seasonally restricted roads) would 

be available in the five TPAs analyzed. This would 

provide approximately 629 miles of open road available 

across all Butte Field Office BLM lands. 

Effects of Alternative B 

Road availability for wheeled motorized travel within 

the five TPAs being analyzed would be the second 

lowest of all alternatives (approximately 171miles open 

yearlong or open with restrictions, 417 miles Butte Field 

Office wide). Under this alternative motorized recreation 

users would be more affected than under Alternative A 

while visitors seeking non-motorized opportunities 

would be benefited with more walk-in areas associated 

with closed roads or from established trailheads. 

Effects of Alternative C 

Road availability for wheeled motorized travel within 

the five TPAs being analyzed would be the lowest of 

any of the alternatives (approximately 122 miles open 

yearlong or open with restrictions, 372 miles Butte Field 

Office wide). Under this alternative motorized recreation 

users would be most affected while visitors seeking nonmotorized opportunities would be benefited the most. 

Effects of Alternative D 

This alternative would provide the second highest 

mileage of available roads (230 miles in the five TPAs, 

479 miles Butte Field Office wide) of all alternatives for 

wheeled motorized recreation opportunities within the 

five Travel Plan Areas (Helena, East Helena, Lewis & 

Clark-NW, Boulder/Jefferson City and Upper Big Hole) 

analyzed as part of this planning effort. Motorized 

recreation users would have more opportunities than 

under Alternatives B and C, but fewer opportunities than 

under Alternative A. Non-motorized users would have 

652 Butte Draft RMP/EIS 
Environmental Consequences: Travel Management and Access 

more opportunities than under Alternative A but fewer 

than under Alternatives B and C. 

TRAVEL MANAGEMENT AND ACCESS 

To understand the entire cumulative effects picture for 

travel management and access at the Decision Area and 

Planning Area scales, past travel management actions, 

recent travel planning decisions and effects of the five 

site-specific travel plans are important. 

Past Travel Management Actions 

Beginning in 1946, and continuing up to June 2003, the 

majority of lands managed by the BLM were managed 

under the “open” area designation. With some 

exceptions, under this management, the public was 

allowed to travel off-road (cross country) on motorized 

vehicles (both wheeled and snowmobiles) without 

restriction. During the initial decades under this 

management (1950-1980), the level of off-road 

motorized recreation use, adverse resource impacts, and 

user conflicts were relatively low. In more recent years 

(1980’s to the present), the Butte Field Office (as well as 

the rest of the nation) has experienced a dramatic 

increase in the popularity of Off Highway Vehicle 

recreation. According to a 1995 U.S. Bureau of Census 

abstract report for recreational use on public lands (U.S. 

Census Bureau. 1995), off-highway vehicle travel 

increased 138 percent between the years of 1982-1992, 

while other forms of motorized travel increased 186 

percent. From 1997 to 2001, the number of ATVs in use 

increased by almost 40 percent (USDA-FS. 2005b). 

Nationwide, motorized enthusiasts are buying OHVs at a 

rate of 1,500 units per day, with nearly one-third of them 

doing so as first time buyers. Non-motorized use 

increased as well. According to the U.S. Bureau of 

Census report, between the years of 1982-1992, nonmotorized travel increased 290 percent. As a result, both 

nationally and at the scale of the Butte Field Office, user 

conflicts between motorized and non-motorized users 

have increased. 

In 2003, BLM issued a major travel management 

document, the 2003 Off-Highway Vehicle Record of 

Decision and plan amendment for Montana, North 

Dakota, and portions of South Dakota. Under this 

decision, all wheeled motorized use is restricted to 

existing roads and trails only (no cross country use), 

including big game retrieval, unless in an area with a 

site-specific travel plan that manages otherwise. 

Prior to the recent Butte RMP revision roads/trails 

inventory, the total number of roads and trials located 

within the Butte Field Office was generally considered 

to be 285 miles. This figure has been used for many 

years by BLM personnel, and represents the primary 

roads and trails used by the public and agency over the 

past 20-30 years. During the comprehensive road and 

trails inventory conducted for the Butte RMP (2002-

2004), a total of approximately 856 miles of roads and 

trails were documented. There is no data available to 

analyze when or at what rate this growth of the road 

network occurred (from 285 to 856 miles), or the 

numbers of miles of roads/trails that are attributed to 

agency development, versus public development (user 

made routes). The current total mileage is a combination 

of both BLM construction and user made routes that 

BLM never intended to place on the landscape. In some 

cases, the locations of existing routes and the (vehicle) 

type, frequency, and season of use, have resulted in 

resource impacts. This legacy of past travel management 

has a direct impact on current as well as future travel 

management. 

Recent BLM Travel Plan Decisions 

Recent BLM travel planning decisions for four TPAs in 

the Butte Field Office reflect a general trend of reduced 

motorized use with more distinction made in designated 

uses compared to the past (Table 4-110). While 

mileages of road open year-round have generally 

decreased, miles of seasonally restricted routes, miles of 

motorized trail for OHVs and motorcycles, and miles of 

closed roads have generally increased. 

Outside of but adjacent to the Butte RMP Planning Area, 

the Dillon BLM Resource Management Plan (February 

2006) provides another example of a recent travel 

management decision. Prior to its recent travel 

management revisions, the Dillon Field Office had 1,860 

miles of road open yearlong, 242 miles open with 

seasonal restrictions, and 822,284 acres of area in the 

“Open” area designation for snowmobile use. With the 

travel plan revisions made in the Dillon RMP, there are 

now 1,183 road miles open yearlong, 159 miles with 

seasonal restrictions, and 763,057 acres in the “Open” 

area designation for snowmobile use. 

Recent USFS Travel Plan Decisions 

There have been two recent travel plan decisions made 

by the USFS on National Forest lands that are partially 

located within the Butte RMP Planning Area boundary. 

The North Belts Travel Plan completed in 2005 on the 

Helena National Forest applies to lands northeast of 

Canyon Ferry Reservoir. Some of these lands are within 

the Butte RMP PA boundary while others are outside the 

PA boundary. This decision has resulted in fewer 

combined miles of open motorized routes from 415 

miles to 345 miles, and a reduction of open area for 

cross-country snowmobile use (Table 4-111). 

The Gallatin National Forest travel plan, a Forest-wide 

effort completed in 2006, applies to approximately 2.8 

million acres within the Butte RMP Planning Area as 

well as USFS lands outside the Planning Area. This 

decision increased the miles of routes available for 

winter driving, snowmobile use, and cross-country 

skiing (Table 4-112). 

Butte Draft RMP/EIS 653 
Chapter 4 

Table 4-110 

Comparison of Past and Present Travel Management For Existing Butte Field Office Travel Planning Areas 

Butte Field Office 

Travel Planning 

Area; (Plan Date) 

Plan Status 

(Before/ 

After Plan) 

Open 

Yearlong 

Seasonally 

Restricted Closed Motorized trails 

Nonmotorized 

trails 

Open Area 

for 

Wheeled 

Vehicles 

Open Area 

Designation 

for 

Snowmobiles 

WhitetailPipestone (2002) 

Before 99.4 0 1.7 0 0 28,647 28,647 

After 51 22 32 20.2 0 0 0 

Clancy-Unionville 

(2000) 

Before 14 0 0 15 0 5,590 5,590 

After 5 4 5 14 0 0 1,350 

Sleeping Giant 

(2004) 

Before 29 0 0 0 0 7,463 7,463 

After 4.5 4.5 20 0 0 0 0 

Elkhorn 

Mountains1 

(1995) 

Before 0 1,036 0 32 Data 

unavailable 125,900 125,900 

After 0 708 328 151 Data 

unavailable 31,400 31,400 

1

The data for the Elkhorn Mountains travel management plan includes both BLM and USFS managed lands. 

Table 4-111 

Comparison of Past and Present Travel Management Route Miles for the 

North Belts Travel Planning Area on the Helena National Forest 

Plan Status Open Roads, 

Passenger Dual Use Motorcycle Trails 

Motorized 

Trails 

Snowmobile 

Only Trail 

Snowmobile 

Open Area 

Designation 

Before 370 0 2 40 3 113,550 

After 160 125 14 43 3 63,686 

Table 4-112 

Summary of Winter Opportunities by Miles 

Gallatin National Forest (Forest Wide Plan) 

(all mileages are approximate) 

Use Type Before 

Plan 

After Plan 

Pleasure Driving 162 169 

Snowmobiling 400 468 

Cross-Country Skiing 214 231 

For summer use, the total miles of routes available for 

all motorized uses combined increased slightly from 

1,577 miles to 1,588 miles, but included shifts in types 

of uses with mileage increases for pleasure driving and 

motorcycle riding, and miles reductions for backcountry 

roads and ATV routes (Table 4-113). Combined totals 

of routes where non-motorized uses were either 

emphasized or allowed reduced from 7,509 miles to 

5,775 miles with reductions in routes where mountain 

bike and pack and stock saddle uses were emphasized, 

and increases in miles where mountain bike use is 

allowed (but not emphasized). 

Table 4-113 

Summary of Summer Opportunities by Road/Trail Miles, Gallatin National Forest 

(Forest Wide Plan) 

(all mileages are approximate) 

Plan 

Status 

Pleasure

Driving

Backcountry

Roads

(4 X 4)

ATV

Motorcycle

Mountain

Bike

Use

emphasized

Mountain

Bike

Use allowed

Pack and

Stock Saddle 

Use

emphasized

Pack and

Stock Saddle 

Use allowed

Hiking

Use

emphasized 

Before 

Plan 309 417 757 74 2,386 898 2,115 1 2,109 

After 

Plan 402 337 554 295 1,323 1,754 347 3471 2,0042 

1 Use for this activity is prohibited on some trails.

2 Use for this activity is not prohibited on any trails; use is either emphasized or allowed. 

654 Butte Draft RMP/EIS 
Environmental Consequences: Travel Management and Access 

Effects of Five Site-Specific Travel Plans 

at RMP Decision Area Scale 

This section discusses effects of the alternatives of the 

five site-specific travel plans considered in aggregate at 

the RMP Decision Area (all Butte Field Office BLM 

lands) scale as well as the Planning Area scale. Table 

4-114 displays RMP Decision Area-wide road mileages 

by alternative. 

Effects of Alternative A 

Under Alternative A, approximately 629 miles of roads 

would be open (471.8 miles open yearlong, 157.5 miles 

open with seasonal restrictions) Decision Area-wide for 

motorized use opportunities (Table 4-114). This would 

be the greatest number of open miles of all the 

alternatives and would create the most opportunities for 

motorized users, and the least opportunities for nonmotorized users of all alternatives. Approximately 172 

miles of road (approximately 20 percent of Field Office 

total of 856 miles) would remain closed Field Officewide under this alternative. 

Table 4-114 

Status of Transportation System at the Field 

Office Scale by Alternative (in miles) 

Indicator Alt 

A 

Alt 

B 

Alt 

C 

Alt 

D 

Miles of open 

yearlong routes 471.8 261.0 244.3 304.8 

Miles of seasonally 

restricted routes 157.5 155.9 128.1 173.9 

Miles of 

decommissioned routes 0 53.4 50.1 43.4 

Miles of closed routes 172.0 317.5 375.2 266.2 

Source: BLM Butte Field Office transportation GIS 

database, 2005. 

Under Alternative A, user conflicts would be greater and 

safety would be reduced compared to the action 

alternatives because motorized and non-motorized users 

would share more of the same routes, which could lead 

to accidents and injuries. 

Management costs under Alternative A would be mixed. 

Less personnel time would be required to monitor travel 

compliance than under the action alternatives. However, 

more effort would be required for signing designated 

open routes than under any other alternative (routes open 

yearlong and open with restrictions would be signed 

while closed routes would not be signed). 

Effects of Alternative B 

Under Alternative B, opportunities for wheeled 

motorized access would be less, while opportunities for 

non-motorized user would be greater than under 

Alternative A (Table 4-114). Under Alternative B, 

approximately 44 percent of the current total of 

approximately 856 road miles would be closed or 

decommissioned. Alternative B would provide fewer 

opportunities for motorized users, but would increase 

opportunities for non-motorized users compared to 

Alternative A. 

Under Alternative B, wheeled motorized and nonmotorized users would have more separate routes than 

under Alternative A. User conflicts would be reduced 

compared to Alternative A. 

The extent of management activities and costs under 

Alternative B would be mixed. Less personnel time 

would be required for initial implementation (signing 

designated routes, installing bulleting boards) than under 

Alternative A, but more time would be needed than 

under Alternative C. However, more effort on the part of 

the BLM would be required for public education and 

travel plan compliance than under Alternative A, but less 

time would be needed for this than under Alternative C. 

Effects of Alternative C 

Under Alternative C, opportunities for wheeled 

motorized access would be less, while opportunities for 

non-motorized users would be greater than under any 

other alternative (Table 4-114). Under Alternative C 

approximately 49 percent of all BLM roads in the 

Decision Area would be closed or decommissioned. 

User conflicts may be less under Alternative C than the 

other alternatives because wheeled motorized and nonmotorized users would have a greater number of 

separate routes, thereby reducing the chances of 

encounters. 

The extent of management activities and costs under 

Alternative C would be mixed. More personnel time 

would be required to monitor user compliance than 

under Alternatives A and B, but signage requirements 

would be less than under any other alternative due to 

Alternative C having the fewest open routes. 

Road and trail safety would be greater under Alternative 

C than under all other alternatives. Increased 

opportunities for dispersed recreation would result in a 

reduction in accidents and injuries from motorized and 

non-motorized recreationists using the same trails. 

Effects of Alternative D 

Under Alternative D, opportunities for wheeled 

motorized access would be less than under Alternative 

A, but greater than under Alternatives B and C (Table 

4-114). Opportunities for non-motorized users would be 

greater than under Alternative A but less than under 

Alternatives B and C. Under Alternative D 

approximately 36 percent of all BLM roads in the 

Decision Area would be closed or decommissioned. 

Butte Draft RMP/EIS 655 
Chapter 4 

Under Alternative D, user conflicts would be less than 

under Alternative A, but more than under Alternatives B 

or C. Due to increased route closures and seasonal 

restrictions, some dispersed recreation opportunities 

would be created that allow motorized and nonmotorized users to recreate separately compared to the 

current condition. 

The extent of management activities and costs under 

Alternative D would be mixed. Alternative D would 

entail additional construction costs compared to the 

other alternatives due to several new roads that would be 

constructed to interconnect with existing routes. 

Increased education and compliance monitoring would 

result in increased management costs under Alternative 

D compared to Alternative A, but these costs would be 

lower than under Alternatives B and C. Signage costs 

would be less than under Alternative A but greater than 

under either Alternatives B or C. 

Additional Effects at Decision Area and 

Planning Area Scales 

Decreased opportunities for motorized recreation would 

help reduce the cumulative effects on natural resources, 

help provide non-motorized opportunities, and help 

reduce conflicts between motorized and non-motorized 

users. Under the action alternatives, motorized users 

would end up with fewer miles of dispersed roads or 

trails to recreate upon, and/or be displaced from some 

site-specific areas. As a result, motorized use would 

become more concentrated onto a smaller network of 

roads and trails. With some exceptions, given the 

combined level of motorized opportunities available 

across public lands managed by various agencies (USFS, 

BLM, MFWP, etc.), it should be many years before 

competition among motorized users for the same space 

becomes a social issue. Exceptions may include focus 

areas such as the Whitetail-Pipestone designated OHV 

trail system. Whitetail-Pipestone has gained rapidly in 

popularity (and public exposure) since its recent travel 

plan development in 2002; and receives use by local 

residents as well as regional and nationwide visitors. 

Given the increasing popularity of motorized use, focus 

areas such as Whitetail-Pipestone would likely become 

more crowded in the future regardless of future travel 

management direction. 

At the Planning Area scale, there are other key variables 

affecting travel management. Private lands account for 

nearly 49 percent of lands in the Planning Area. There is 

a general trend for private landowners to restrict public 

access onto or across their lands. This trend may be 

offset somewhat by the acquisition of additional lands 

by BLM, access easements, and block hunting 

agreements. Human population in the Planning Area 

grew by 40 percent between 1970 and 2002. In some 

cases, this population influx has led to fragmentation of 

large tracts of private lands for residential development, 

further complicating public access issues. This trend will 

likely continue. These same factors and influences 

would also affect travel management decisions made by 

other agencies located within the Planning Area, such as 

USFS, MFWP, and Bureau of Reclamation. Given that 

Butte Field Office lands occupy about 4.2 percent of all 

lands, and BLM roads make up about 4.8 percent of 

Planning Area total road mileage, the effects of BLM 

travel plan alternatives on travel management overall 

would be relatively minor at this scale. 

TRANSPORTATION FACILITIES 

Costs associated with travel management for all BLM 

lands in the Butte Field Office (Table 4-115) are based 

on historical cost figures for road and trail maintenance. 

Percentage of annual maintenance is also historical, with 

20 percent of the total mileage of roads receiving annual 

maintenance. The remaining 80 percent of roads and 

trails would receive stabilization work and emergency 

repairs as needed. 

Table 4-115 

Field Office Wide Route/Trail 

Annual Maintenance Costs 

Classification/ 

Cost Alt A Alt B Alt C Alt D 

Miles of Open/ 

Restricted Roads 629.2 416.9 372.4 478.6 

Motorized Trails 75 75 75 75 

Annual Road 

Maintenance $50,336 $33,352 $29,792 $38,288 

Annual Trail 

Maintenance $3,000 $3,000 $3,000 $3,000 

Periodic Road 

Stabilization $33,574 $22,246 $19,871 $25,538 

Periodic Trail 

Stabilization $1,200 $1,200 $1,200 $1,200 

Monitoring/ 

Compliance $31,460 $20,845 $18,535 $23,930 

Weed Control $9,438 $6,254 $5,586 $7,179 

Under Alternative A, the Butte Field Office 

transportation system would have 629.2 miles of open 

roads (including open with seasonal restrictions) and 75 

miles of motorized trails (Table 4-115). 

Estimated costs for annual maintenance, periodic 

stabilization, monitoring of compliance with travel 

plans, and weed control on roads would be about 30 

percent more than any of the action alternatives. 

Under Alternative B, the Butte Field Office 

transportation system would have 416.9 miles of open 

roads (including open with seasonal restrictions) and 75 

miles of motorized trails (Table 4-115). Estimated costs 

for annual maintenance, periodic stabilization, 

monitoring of compliance with travel plans, and weed 

control on roads under Alternative B would be slightly 

higher than under Alternative C and less than under 

Alternatives A and D. 

656 Butte Draft RMP/EIS 
 Environmental Consequences: Transportation Facilities 

Under Alternative C the transportation system would 

have 372.4 miles of open roads (including open with 

restrictions) and 75 miles of motorized trails (Table 

4-115). Estimated costs for annual maintenance, periodic 

stabilization, monitoring of compliance with travel 

plans, and weed control on roads under Alternative C 

would be less than under any other alternative. 

Under Alternative D, the Butte Field Office 

transportation system would have 478.6 miles of open 

roads (including open with restrictions) and 75 miles of 

motorized trails (Table 4-115). Estimated costs for 

annual maintenance, periodic stabilization, monitoring 

of compliance with travel plans, and weed control on 

roads under Alternative D would be greater than under 

Alternatives B and C, but less than under Alternative A. 

Butte Draft RMP/EIS 657