Motorized Recreationists Challenge Pike San Isabel NF Travel Plan
By Patrick McKay
Patrick McKay is a board member of Colorado Offroad Enterprise (CORE) and Colorado Offroad Trail Defenders.
In September 2022, the Pike San Isabel National Forest (PSICC) in Colorado published the long awaited final decision for its controversial new travel management plan. The final decision closed approximately 123 miles of currently open motorized routes, plus multiple other routes that were temporarily closed under previous actions that will now be permanently closed. While this amounted to only a 4% net reduction in total open route mileage, these closures were disproportionately concentrated in the three ranger districts closest to the front range cities of Denver and Colorado Springs and affected several of the most popular four-wheel-drive trails in the forest. Some of the closed routes had been featured in published guidebooks and regarded as destination trails for decades, yet the Forest Service deemed them to have no recreational value and closed them. As a result, the quality of motorized recreation opportunities in the region has been severely diminished.
The motorized recreation community in Colorado is extremely disappointed with this outcome and feels that our interests were almost completely ignored throughout the entire travel management process, which was driven from the start by extremist environmental groups and anti-motorized activists within the Forest Service itself. The Forest Service based its route designation decisions solely on inaccurate data that was gathered without public input in the 2015 Travel Analysis Process and on secretive ranger district input that was never disclosed to the public. All public comments that challenged the factual assumptions underpinning the forest’s analysis were ignored. While motorized advocates managed to save a handful of minor trails through the objection process, the Forest Service dismissed the majority of our objections regarding the most popular trails subject to closure. We were left with no choice but to challenge this flawed decision in court.
On February 14, 2023, Colorado Offroad Enterprise (CORE), of which I am a board member, filed a lawsuit challenging the forest’s decision to close 12 specific road segments. The complaint primarily focuses on five roads in Wildcat Canyon along the South Platte River, as well as seven other roads in the Kenosha Pass, Fairplay, and Rampart Range areas. You can download the complaint here and all exhibits filed with it here.
Our lawsuit is only the latest chapter in the long running controversy over the roads in Wildcat Canyon, the history of which I have described in a past blog post here. It is sad it has even come to this, as this situation was supposed to have been resolved back in 2004, when the Forest Service issued a decision allowing these roads (which had been temporarily closed since the Hayman Fire in 2002) to be reopened under county jurisdiction.
That decision was intended to be a compromise that would allow motorized users to continue using these popular trails while ensuring that they would be maintained to avoid negative impacts to the South Platte River. While easements were quickly granted for the roads in Teller County, the ink on the decision was barely dry before a group of activist staff within the South Park Ranger district (including the current district ranger) began working to undermine the deal. They delayed and ultimately thwarted its full implementation by convincing the Park County government to withdraw its application for an easement in 2015, after the South Park Ranger District had stonewalled it for seven years.
The result was that only half of the Wildcat Canyon trail network was reopened, while the other half in Park County remained closed, with its two major loops severed. While the roads in Teller County were well-maintained by motorized groups, the roads in Park County deteriorated because the Forest Service refused to allow any maintenance on them while their status was in limbo, even though they continued to be regularly driven by members of the public who were unaware they were closed at the county line. Those negative impacts were then cited as reasons to decommission the routes in the travel management process.
As documented in our lawsuit, the same activist Forest Service employees worked to keep the forest from conducting any NEPA analysis on reopening the roads in the travel management process, ensuring that the ultimate decision to decommission them was predetermined. They also made multiple attempts to illegally decommission and obliterate the roads while the travel management process was still pending, being stopped only when other Forest Service employees pointed out their plans were unlawful. In the words of one such employee, “If our leadership wants to know why the motorized community does not want to cooperate with the forest service, this is a great example of why they don’t trust us. I don’t blame them for their outrage.”
One of the central themes of our lawsuit is the way the Forest Service abused the Travel Analysis Process (TAP) to generate unsupported and blatantly false route data which was then used to determine route designations in the travel management process with no public input allowed. According to both Forest Service policy, the Travel Analysis Process is supposed to be a separate process from travel management. It is intended to generate baseline data that can be used to inform future travel management processes, not dictate their outcomes. Forest Service policy requires rigorous public involvement in both stages of the process, and specifically requires that the public be allowed to be given input in actual route designation decisions.
In the case of the Pike San Isabel National Forest, each ranger district produced its own travel analysis report around 2015, in which they assigned a range of risk and benefit scores to each route segment evaluated. These scores, which included things like recreational use benefit and wildlife risk, were based largely off of GIS data and the personal knowledge of district staff. These scores were later run through a formula to determine the ultimate designation of each route in the travel management process, with high value routes being retained as part of the “minimum road system” and low value routes being closed.
Each travel analysis report was subject to a 30 day public comment period which was not widely publicized and received only a handful of comments, in contrast to the thousands of comments received during each of the comment periods for the travel management process. Because of the forest’s failure to seek the input of motorized recreationists who actually use the trails, the many inaccuracies in the travel analysis reports were only discovered during the travel management process. Yet the forest chose to ignore all public comments challenging route designations based on inaccurate travel analysis scores, stating that decisions based on the TAP scores were not open to revision. Moreover, any route-specific recommendations included in the TAP reports by ranger district staff were automatically adopted in the preferred alternative regardless of their merit, and all public comments calling for different outcomes were ignored.
As argued in our lawsuit, the PSICC essentially treated the TAP reports as a dispositive travel management decision rather than a preliminary information gathering step, and then attempted to unlawfully “tier to” those documents to avoid having to conduct any real NEPA analysis of the impacts of individual routes in the travel management process. District staff were able to use the TAP scores and recommendations to largely predetermine the outcome of the travel management process, in blatant violation of NEPA and Forest Service policy. In the case of the roads in Wildcat Canyon, activist district staff manipulated the process by giving the roads blatantly false recreational benefit scores, ranking them as low benefit despite explicit findings in two prior NEPA processes that these roads had extremely high recreational value. Most of the other roads cited in our lawsuit were likewise given absurdly low recreational benefit scores, dooming them to unjustified closure.
The proper way for forests to determine their “minimum road system” (MRS) as required by the Travel Management Rule has always been a murky question with no clear answer. The PSICC claimed in its decision that the MRS was essentially determined by the TAP, even though Forest Service policy states that it is determined by the travel management process. Should our case go to trial, it will be (to the best of my knowledge) the first time the extent to which the travel analysis process can be relied upon for travel management has ever been litigated.
We believe it is clear that the PSICC violated NEPA and NFMA in multiple significant ways, not the least of which involved road closures in Wildcat Canyon that the forest itself had previously determined would violate the forest plan. As we know from internal emails we received, even some Forest Service employees considered the shenanigans the forest was trying to pull regarding some of these roads shameful.
I’m interested to hear the thoughts of people in this community on the forest’s actions here. The underhanded way in which certain activist employees were able to rig the process to close a number of highly prized motorized trails should be concerning to all. Legalities aside, the forest’s actions have caused a total loss of trust within the motorized community that will make it considerably more difficult for them to obtain our cooperation in the future.
