Beruflich Dokumente
Kultur Dokumente
Inside…
A Look Down the Trail, by Bethanie Walder.
Pages 2-3
From New Mexico to the Caribbean, by
Bryan Bird. Pages 4-6
Regional Reports & Updates. Page 7
DePaving the Way: by Bethanie Walder.
Pages 8-9
Citizen Spotlight: Wayne Jenkins, by
Cathrine L. Walters. Pages 10-11
Get with the Program: Restoration and
Transportation Program Updates.
Pages 12-13
Policy Primer. Pages 14-15
Biblio Notes: Paving Paradise, by Shannon
Donahue. Pages 16-18
New Resources. Page 19
Heavy equipment is put to work restoring roads in the Santa Fe National Forest, part of the Odes to Roads, by Greg Peters. Pages
Collaborative Forest Restoration Program (CFRP). Photo by John Dixon, US Forest Service. 20-21
Around the Office, Membership Info. Pages
22-23
Program Associates
Cathrine L. Walters
Restoration Research
Associate
Josh Hurd
Journal Editor
Dan Funsch
Board of Directors
Amy Atwood, Greg Fishbein, Jim Furnish,
William Geer, Chris Kassar, Rebecca Lloyd,
Cara Nelson, Brett Paben
This year, fire lookouts watched as the agency’s fire-fighting budget
went up in smoke. Photo by Dan Funsch.
© 2008 Wildlands CPR
The Forest Service has a lot more “fires” to put out than those that
actually involve heat and flame. Unstable, under-maintained roads are like
rotting foundations waiting to collapse when the next big storm comes
through. Thousands of miles already have, and thousands more will. And
the damage can be more costly than that caused by fires. If we can provide
more than $1 billion/year for fire-fighting, then it seems we could also pro-
vide at least $500 million/year for the Legacy Roads Initiative to begin eras-
ing the $10 billion road maintenance/management backlog. But without
a rational mechanism to fund comprehensive fire management (including
prescribed fire), and full funding for other resource management needs,
Area of high burn intensity in the 2007 Wyman Gulch fire the Forest Service might as well just change its name to the Fire Service.
(Montana). Photo by Dan Funsch.
T
en teenagers struggle with snorkeling
gear in the warm tropical waters of the
Florida Keys. They giggle and sputter as
they swim in the ocean, several for the first time
ever. The kids are 1,000 miles from La Gallina,
their rural community of 900 people in the
mountains of northern New Mexico. The crys-
talline, blue ocean of the Caribbean is a world of
difference from the majestic conifer forests 6,000
feet above sea level. The students of Coronado
Middle School are attending a marine science
camp partly because of a watershed restoration
partnership in New Mexico funded jointly by the
U.S. Forest Service and WildEarth Guardians.
Road 171 on the Coronado National Forest, before (left) and one year following
(above) decommissioning. Photos by John Dixon, US Forest Service.
This would have been an impressive first step towards Wildlands CPR and other conservation organizations had
the comprehensive stewardship of our national forest wa- pressed to have road removal included in the resolution.
tersheds. While ideally there would have been more miles
of roads planned for decommissioning, this still would have
been a great start toward dramatically reducing the impacts
roads have on water, fisheries and wildlife.
I
t was a cold morning, a thin layer of snow on the ground, but the
skies were blue and promising. We joined dozens of other people,
quickly making our way up the icy road to a small bluff overlooking the
confluence of the Clark Fork and Blackfoot Rivers, on the eastern edge of
Missoula, Montana. When we arrived, we found hundreds already there,
crowding along the edge. The air was electric, kids were sitting atop their
parents’ shoulders craning to see; everyone waiting, anticipating the big
moment.
1. Tell me a little bit about yourself: where you’re from, where you live,
family, pets, what you do to enjoy the outdoors...
I was born in the Blue Ridge Mountains of Virginia but was raised in
Norfolk, one of the state’s largest cities. I moved to the extreme southern
Appalachians of northern Georgia in 1976 seeking a land-centric life rather
than an urban one. I had $20 in my pocket and the good graces of friends I
had made on a visit a few years before. I eventually settled onto an organic
farm, married Lori and raised two children who have since grown and
moved to Colorado and Alaska. Early on while still single I would hike, fish
and camp in the beautiful Chattahoochee National Forest. I became aware
of the expanding clearcutting and road building programs on the forest
and the damage being done to trout streams and rare plant communities.
While hiking with Lori one day we had a life-affecting experience of return-
ing to a favorite grove of giant white pines along Mountaintown Creek
and finding the area devastated by clearcutting. Shock, anger and dismay
eventually coalesced into action for figuring out what we could do to stop
this destructive practice.
I come from the School of Hard Knocks. And while I have no formal ed-
ucation beyond high school I am a voracious reader on topics that interest
me. Over the last 5-6 years, access to the internet and email has re-shaped
and accelerated my learning approach, mostly in a positive way.
Chattahoochee-Oconee National Forest. Photo by Larry
3. How are you involved with Georgia Forest Watch? Winslett.
I am presently the Executive Director. I started with the group in the 5. Why are transportation issues in your state
mid 1990’s as a volunteer wanting to stop clearcutting, then worked as a important?
volunteer district leader. I took on the responsibility to oversee a single
district, ground-truthing scoping documents and responding to the NEPA We have a road base of over 1,200 miles of
process. I have also been a board member of GFW, and a hired consultant forest roads on 865,000 acres, and the agency
for 12 weeks, when I wrote a report on illegal ATV activity across the Chat- does not have the budget to maintain these
tahoochee National Forest in 2001-2002. roads. Although the forest plan says roads for
permanent closure should be identified, that
4. Why GFW? Why stay involved with that organization for so many is not being done. The Chattahoochee-Oconee
years? National Forest is considered an “urban” forest
with Atlanta’s burgeoning 5 million souls about
Because we get things done. We helped bring a halt to clearcutting an hour away; therefore recreational use of all
in 1996 with our successful appeal of Sierra vs. Martin, and the forest is types is huge. We have a big problem with illegal
better for that ruling. The leadership and members are a great bunch of ATV use but the agency is working to address
Georgians united in their concern for this beautiful and diverse forest, plus the problem with GFW pushing and support-
we have a lot of fun! ing that effort. We do not really have much in
the way of illegal cross-country 4-wheel vehicle
problems.
The old Anderson Creek OHV Area was permanently closed. For many
years we worked to stop illegal abuse of this area in northern Georgia on
the Blue Ridge Ranger District. Motorized recreation was not appropriate
on these steep highly erodible slopes. Silt was bleeding into trout streams,
and the vehicles negatively affected wildlife and other forest users.
I believe the agency people are beginning to view illegal ATV use as
a real threat to streams and wildlife habitat and other recreational uses.
Rehabilitation of areas is also expensive on their budgets. It was not al-
ways so. For years our volunteer district leaders and members have been Wayne Jenkins, Georgia Forest
reporting widespread illegal ATV activity to agency folks. In early 2002 we Watch Executive Director. Photo
issued a detailed report, partially funded by National Trails and Waters by Michael Griffith.
Coalition, using a Wildlands CPR protocol, on some of the illegal ATV use
occurring on public lands in Georgia. This was well received by the media
and with mixed emotions by the agency but they had to admit they had a
problem. Anderson Creek, though a legal OHV Area, was completely out of
control and became one of our focus areas. Our volunteers just kept going 13. Where do you find your inspiration for
back to the area and reporting the situation to Forest Service folks and your work?
making the case. Over time it became obvious that the streams were be-
coming degraded and something had to be done. I believe the agency felt In the forest. Also, it is a real blessing to find
at some point we might bring a Clean Water Act complaint against them. the “right livelihood,” work that I believe in with
good, caring people. When you can point to an
8. What did you learn from it? inventoried roadless area or general forest stand
that you know you had a hand in protecting, or
Don’t give up! You can work with the agency on an issue if you are improved or halted a bad management proposal,
willing to focus and set other issues aside for the moment. There are folks then success feels concrete. It is hard and slow
in the agency that have similar concerns about protecting the resource, in Georgia to create the kind of progress our
but they need a constituent base to back them up in order to do the right public lands and their owners deserve, but if
thing, especially in the face of a political hot-potato like the ATV issue in people will work together for a common goal,
Georgia. patiently, then good work can be accomplished.
9. How does the bulk of your work get accomplished? (employees vs.
volunteers)
10. What does the future hold for you with Georgia
Forest Watch?
W
ildlands CPR staff are working to increase the number of
on-the-ground road removal projects on public lands across
the country by securing the funds needed to do the work.
We’ve been pushing to increase funding for the Legacy Roads and Trails
Remediation Initiative (LRRI) – ideally up to $70 million in FY 2009 (the
initial allocation for this new program was $39.4 million in FY 2008 for
road removal and culvert upgrades). With full funding the Forest Service
could restore a minimum of 60,000 acres of terrestrial habitat, and nearly
600 miles of stream habitat throughout the US. To learn more about other
specific benefits, check out the summary on page 7 or visit our website.
W
ildlands CPR focuses on positive solutions to public land In Utah, Wildlands CPR Off-road Vehicle
management challenges related to restoration and transporta- Coordinator Laurel Hagen’s year-long effort to
tion. And while it’s relatively easy to identify solutions in the discover and organize representatives of small
restoration program, it is sometimes more difficult in the off-road vehicle rural communities across the state has begun to
program. That said, Wildlands CPR’s Enforcement Report and Best Man- bear fruit. A group representing six rural com-
agement Practices for off-road vehicles in forested ecosystems are critical munities, loosely organized as the Rural Utah
proactive tools for managers engaged in travel planning. We’ve distrib- Conservation League, traveled to Salt Lake City
uted more than 1000 copies of the BMPs and Enforcement Report to land to meet with Utah Governor Jon Huntsman and
managers throughout the U.S., with thousands more downloaded online. his public lands staff about a variety of conser-
Numerous agency offices have contacted us for more copies as they ramp vation issues unique to small towns, including
up their travel planning efforts. off-road vehicle abuse. The group also met with
the Utah Office of Tourism as well as the edito-
Unfortunately, proactive approaches don’t always work. Montana rial board of the Salt Lake Tribune. The Tribune,
ORV Coordinator Adam Rissien and Legal/Agency Liaison Sarah Peters long a friend to conservation issues, has editori-
have been knee deep in travel planning all summer. Things ramped up alized three times denouncing bad ORV plans in
here in Montana when the Custer National Forest released their proposed southern UT since Laurel and her colleagues met
travel plan for the Pryors Mountain District. Adam and Sarah have been with them. This fall, Laurel is helping solidify
working with the Pryors Coalition, Montana Wilderness Society Eastern and formalize this new coalition.
Chapter and a local Audubon chapter to challenge the Pryors plan, includ-
ing submitting an appeal and participating in an appeal resolution process.
Adam has also expanded his work with the Beaverhead-Deerlodge and
Bitterroot National Forests as they respectively begin and continue travel
planning.
Another hot topic during the meeting was the concern that many
forests are not doing adequate Travel Analysis, something required in the
2007 Travel Management Proposed Directives (still in draft form). Though
the AZ forests claim they are doing Travel Analysis, only one forest has Wildlands CPR seeks to curb illegal and inappropriate
made their analysis publicly available, despite repeated requests from the off-road vehicle use. A hiker surveys damage in a
canyon near Moab, Utah. Photo by Laurel Hagen.
conservation groups in Arizona for that information.
I
n 2005, the Forest Service finalized what is commonly known as the true, the agency could use the “MVUM First”
Travel Management Rule. Among other things, the rule requires forest approach to put user-created routes onto the
officials to publish a Motor Vehicle Use Map (MVUM).1 The MVUM MVUM without NEPA analysis or public scrutiny.
displays National Forest System routes (roads and trails) and areas desig-
nated as open to motorized travel. Once these designations are identified However, under the Travel Management
on an MVUM, motor vehicle use off these designated roads, trails and Rule, it is likely that a MVUM is legally challenge-
areas is prohibited.2 This article will explain the different ways in which able, because it marks the “consummation of the
MVUMs are published, why MVUMs are important, and how organizations agency’s decision-making process,” and deter-
can establish standing to challenge the agency on travel route designa- mines rights or obligations from which legal
tions using a MVUM. consequences will flow.4 According to the TMR:
Before the TMR, forest maps were not legally challengeable because
they were not “final agency actions.” Instead, maps were considered to be
a display of past administrative decisions. As such, legal challenges had to
attack the site-specific decision to open or close an area to travel. Some-
times these decisions were made in a forest plan, but many times there
was a separate site-specific decision. This has all changed under the TMR.
It is possible that the agency will claim that MVUMs cannot be chal-
lenged in court, saying that they are like the old forest maps in that they
do not represent a decision, but simply display past decisions. If this were
“After designations have been identified on a • Identification of the trail or area at issue;
motor vehicle use map, it is prohibited to pos- • Dates (approximate is fine) when you have visited the area;
sess or operate a motor vehicle on National • Why you enjoy the area (wildlife, quiet recreation etc.);
Forest System lands in that administrative unit • That the ORV decision under challenge harms your recreation and
or Ranger District other than in accordance with aesthetic use of the area because it permits motorized use without
those designations.” proper analysis;
• That you are a member of the plaintiff organization;
In sum, MVUMs are important under the • That the failure of the Forest Service to comply with NEPA (or other
new Travel Management Rule because they can statute) undermines good government and denies you the opportu-
be used to challenge the agency if it attempts nity to provide information and to understand and assess the effects
to alter the route designations without NEPA of government action;
analysis and public scrutiny. This is an impor- • That your injuries would be addressed in part by government compli-
tant departure from past practices and forest ance with the law.
users should appreciate the importance of the
new Motor Vehicle Use Maps.
Conclusion
Standing Motor vehicle use off designated roads, trails and areas is prohibited
once the designations are identified on a Motor Vehicle Use Map. MVUMs
Before an MVUM can be challenged in court, are important for forest users because they can be used to challenge the
plaintiffs must establish standing. Organizations agency when it designates routes in a way that is not in accord with the
will have little trouble establishing standing if Travel Management Rule. Organizations that want to challenge the agency
they have individuals with standing at the earli- over route designations should have at least one member that uses the
est stages in the administrative process. While a trails in question to establish standing for court purposes.
showing of standing is not required for adminis-
trative appeals, it is a required element of legal — John Meyer is a third year student at Vermont Law School and is wildly
action. Potential plaintiffs are wise to make sure passionate about MVUMs.
at least one member of a group has standing.
— Jack Tuholske has practiced law for 23 years, with an emphasis on public
Plaintiffs will need to submit affidavits or lands and natural resource litigation. He also teaches law at Vermont and
other evidence showing, through specific facts, Montana law schools.
that one or more of their members would be “di-
rectly affected apart from their special interest
in the subject.”6 The “key requirement” for the
purposes of standing is “that the plaintiff have
Footnotes
1 36 C.F.R. § 212.56
suffered his injury in a personal and individual
2 36 C.F.R. § 212.56; 36 C.F.R. § 261.13.
way.”7
3 36 C.F.R. § 212.52
4 Bennett v. Spear, 520 U.S. 154, 177 (1997).
For challenges to motorized use decisions,
5 Montana Wilderness Association v. McAllister, 2007 WL 4564175 at *9
the standing is best met by involving persons
(D. Mont. 2007).
who use the area in question for recreation such
6 Defenders of Wildlife, 504 U.S. at 563.
as wildlife observation, quiet, beauty or other
7 Animal Legal Defense Fund, Inc. v. Glickman, 332 U.S. App. D.C. 104, 154
appropriate reasons. The more specific and
F.3d 426, 433 (D.C.Cir. 1998).
A Vehicle-wildlife collisions
s the human population grows, our wild-
lands face threats from increased access
for recreation and resource extraction, Vehicle collisions with wildlife present danger for both humans and
subdivision for residential and commercial wildlife, and economic losses in the form of vehicle damage, health care
development, and movements to pave and im- for human injuries, and loss of revenue attached to hunting of game
prove many of our secondary and tertiary roads. species (Schwabe & Schuhmann, 2002; Langley et al., 2006; Gordon et
Road improvements include paving, widening, al., 2004). By the end of the 20th century, vehicle collisions with wildlife
and/or other methods. While paving may afford replaced hunting as the leading direct cause of mortality in terrestrial
conveniences that satisfy commercial and resi- vertebrates (Forman & Alexander, 1998).
dential demands, such improvements increase
the detrimental ecological impacts of roads Leblond et al. (2007) identify road improvement as a major contribut-
including direct effects such as fragmentation ing factor to the growing rate of vehicle-wildlife collisions. As early as
and loss of secure wildlife habitat (Forman & the 1970s, it was found that small mammals had higher mortality with
Alexander, 1998), increased vehicle-wildlife colli- increased traffic and speeds (Oxley et al., 1974). Studies in Brazil found
sions (Trombulak & Frissell, 2000), construction- higher rates of roadkill following road paving (Coehlo et al., 2005; Bueno
related wildlife mortality (Trombulak & Frissell, et al. 2005). Also, an upgraded road in Australia resulted in a dramatic
2000), changes in groundwater flow and stream increase in the number of road-killed Tasmanian devils and eastern quolls
morphology (Malecki, 2005), spread of wild- (Jones, 2000).
fire (Pew & Larsen, 2001) and invasive species
(Gelbard & Belnap, 2003; Trombulak & Frissell,
2000), and increased chemical pollutants that
leach into our watersheds and harm flora and
fauna (National Research Council, 2005; Tromu-
lak & Frissell, 2000; Forman & Alexander, 1998).
While roadkill is the most obvious wildlife threat associated with road improvements,
roads’ other impacts are ecosystem-wide. Photo © Marcel Huijser.
Increasing access to wild places puts wildlife, ecosystems, and human communities at
Chemical pollutants
Paved roads leach chemical pollutants both
risk. Bighorn sheep cross Montana’s Rock Creek road. Photo © Marcel Huijser.
from the paving materials and from deposition
of exhaust and tire rubber from the vehicles that
travel them (Forman & Alexander, 1998; National
Research Council, 2005). Asphalt roads leach
The barrier effect: road avoidance and habitat carcinogenic polycyclic aromatic hydrocarbons
(PAH’s) from both car exhaust deposition and
fragmentation asphalt that are harmful to highway workers
as well as flora and fauna and leach into the
Despite the wide-ranging effects of roads on a landscape level, most
watershed (Sadler et al. 1997). Nitrogen oxide
transportation engineers consider only the ecological effects on the land
and ozone from vehicle exhaust damage plant
occupied by the road itself and the narrow verge immediately flanking it
life and pollute the atmosphere (Forman & Her-
(Forman, 2000). Forman and Alexander (1998) report that road width and
sperger, 1996).
traffic density determine the intensity of the “barrier effect” that results
in avoidance of roads by wildlife, leading to habitat fragmentation and
dividing existing populations into smaller, isolated metapopulations. Meta-
populations are more susceptible to stochastic extinction due to genetic
Conclusion
Road improvements exacerbate the negative
isolation and increased pressure on resources, while habitat fragmentation
ecological effects of the existing road system by
impedes recolonization (Noss et al., 1996; Forman and Alexander, 1998).
increasing access, traffic speed and volume, and
contributing to higher levels of pollutants pro-
Elk (Cervus elaphus), moose (Alces alces), grizzly bear (Ursus arctos),
duced by paving materials and vehicle traffic.
gray wolves (Canis lupus), mountain lions (Puma concolor), Canada lynx
Transportation-related mortality, road avoid-
(Lynx canadensis), American marten (Martes americana), wolverines (Gulo
ance, and airborne dust can be reduced with
gulo), and other mustelids are all known to avoid roads (e.g., Ward, 1976;
lower speed limits, and unimproved roads can
Frederick, 1991; Dickson et al., 2005; Dussault et al., 2007), especially those
be maintained safely and effectively by adding
with higher speeds and volumes, making them highly susceptible to the
gravel when needed and possibly through dust
barrier effect. Carnivores are especially sensitive to roads and human
abatement strategies, although dust coating can
development, presenting wider implications for the ecosystem because
damage plant life, attract wildlife to roads, and
top carnivores can regulate populations of prey species that may become
leach into groundwater (Missouri Department of
overpopulated in their absence (Weaver, 2001).
Natural Resources, 2006; Lux, 2002).
References
Benn, B. and S. Herrero. 2002. Grizzly bear mortality and Langley, R.L., S.A. Higgins, & K.B. Herrin. 2006. Risk factors
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Working Papers No. 18, July 2001 .
Beginning in the 1970s, Howard Wilshire was one of the As it says in the introduction, “The ‘West’... was also a land
first scientists to seriously measure the impacts of off-road ve- of rich soils, bountiful fisheries, immense, dense forests, desert
hicles. He’s continued to study the impacts of these vehicles wonders, and spartling streams. It is no myth that the western states
over the years, in addition to studying other impacts to west- were America’s treasure house. ... Much of what we have done
ern landscapes. This spring he and two others released “The to these magnificent lands opened them to devastating erosion
American West at Risk.” The book covers forestry, grazing, and pollution. ... “The how and why of these risks- the past and
agriculture, mining, off-road vehicle use, roads and pipelines impending losses-are the theme of this book, along with proposals,
and more. And it doesn’t exclusively discuss the problems strategies, hopes and even fantasies about how to salvage what is
and impacts, it also discusses opportunities to protect and left and rebuild western lifelines.” (emphasis in original).
restore western public lands.
The 640 page hardcover book is available on line and
retails for $35.
G
rowing up, I never really noticed them. It ski town called Girdwood. In a two week vacation,
happens to us all. Certain parts of the land- you can drive almost every road in the state. It
scape drift by without our acknowledgement. isn’t hard. From Anchorage you can drive south or
We utilize them, depend on them, require them, and north. That’s it. If you go south, it’s two hundred
we do it automatically, our need hardly register- miles down the Kenai Peninsula to the ocean. If you
ing in our busy, cluttered minds. They’re simply go north, the highway splits, skirts mountains and
part of the landscape, like trees, rocks, lakes, and lakes and meets again in Fairbanks.
mountains; they are there and we don’t give them a
second thought. But with the right opportunities, I drove all of those roads in two short summers.
the right timing, the right perspective, suddenly we In the entire state, roughly 600,000 square miles,
can’t help but notice them, and they are no longer a there are only 14,400 miles of roads. All these roads
subtle part of the landscape we have so long known. — local, county, state, highway, Forest Service, Na-
They are instead the most dominant and shattering tional Park Service, paved, dirt, and jeep trail — all
aspect of the world we know so well. of them total just 14,400 miles. Montana, where I
live now, has more than 73,000 miles of roads includ-
After I graduated from college, I moved to ing the Forest Service roads that snake for thou-
Alaska. I had grown up in Maine, a wild and remote sands of miles through our public lands. Maine,
state by its own right, but felt drawn West. I ended where I grew up, has 23,000 miles of roads, all built
up in Anchorage for a year and then for two more without the helpful hand of the U.S. Forest Service.
years in a cabin in the woods, five miles from a small Both states’ land areas added together comprise
just 1/5 of Alaska, yet they offer 82,000 additional
miles to drive.
While both states boast stunning scenery, Montana views are more often
obscured by roads. Here, a road divides a lake and leads to painted turtle
mortality in the Ninepipe Wildlife Refuge, Montana. Photo by Adam Switalski.
H
ere in Montana we’ve been enjoying one
of the most temperate, fire- and smoke- • Tickets are $50 apiece
free summers in recent memory. It’s • Only 250 tickets will be sold
been delightful, and we’ve even gotten lots of • Retail Price of the Set: $1,000
work done despite the great weather! Turns out, • Drawing held Friday, November
however, that even though there aren’t many 7th (need not be present to win)
fires burning here, the fires in California and else-
where have basically bankrupted the Forest Ser-
vice for the remainder of the fiscal year (through
September 30), and they’ve had to raid money Each Limited Edition Set (only 50
from many other programs to pay for fire, includ- were created) consists of a signed,
ing our favorite, the Legacy Roads and Trails leather bound book with a match-
Remediation Initiative. To learn more about that, ing numbered set of six original
check out the story on pages 2-3. To hear more wood engravings created exclu-
about what’s been going on here, read on: sively for the book by Montana
artist Claire Emery, handsomely
Annual Gifts Campaign packaged in a matching leather
Wildlands CPR is in the midst of our annual clamshell box.
gifts campaign and WE WANT YOU to partici-
pate. Our goal: $40,000 from donors like you, to
help us continue to promote successful, solu-
tion-oriented restoration and transportation
The Title Page is signed by all 26 living contributors including Annie
strategies. We know it’s the middle of an impor- Proulx, Peter Matthiessen, David Quammen, and Barry Lopez.
tant election cycle and many of you are probably
contributing to that. We know the economy
is down, gas prices are up and discretionary Get tickets at www.wildlandscpr.org — or, send a check to Wildlands
spending on conservation may not be your top CPR at PO Box 7516, Missoula, MT 59807.
priority. But Wildlands CPR is doing fantastic
work because of contributions from people like
you. We’re a unique organization that is helping
to define effective conservation strategies for the
21st century. Your donations are well invested For more information, check out the new resources on page 19, or visit the
and will reap significant returns for public lands tribal resources page on our website. Also check out his wonderful essay
and waters — so thanks for keeping us in mind, on pages 20-21. We’ve been absolutely delighted to have Greg in the office
and giving as generously as you can this fall — it for the past year, and we’ll look forward to any opportunities we get to
makes it possible for us to continue these impor- keep working with him.
tant programs! And a special thanks to all of you
who have already contributed!
FYI
Remote cameras are pretty fun… for the past four years, we’ve been
Why we love interns… working with the University of Montana, the Nez Perce Tribe and the For-
Greg Peters has been working with us for est Service to monitor the effectiveness of road removal on the Clearwater
the past year as an intern on several different National Forest. We’ve gotten great photos of moose, bear, deer, elk, and
projects. We owe him a huge thanks for all the even mountain lions and a wolf over the years. This summer we got our
work he’s done over the past year, especially first pictures of a fisher and bobcat hanging out (not together) in recently
this summer when he was working fulltime. restored habitat. It’s been great to see how many wild species will come
Last year, Greg took the lead on distributing back when you invest the money to provide habitat for them. For more in-
Thrillcraft. He handled the project extremely formation about the restoration program, check out our program updates
well, and in just over six months, Greg worked on pages 12-13.
with more than 100 groups to distribute almost
every one of the 5000 books that was granted
to Wildlands CPR. He also worked with those Thanks
A big thanks to the Northwest Fund for the Environment, the National
same groups to distribute ~11,000 brochures
Forest Foundation and the Maki Foundation for grants to support our
that graphically expose the impacts of off-road
restoration program. And again, thanks to all of you who make individual
vehicle recreation on public lands. This summer,
contributions to renew your membership or to donate to our annual gifts
Greg started a new project, resulting in a tribal
campaign — it makes a huge difference, we couldn’t do it without you!
road removal resources section of our website.
Name
Phone
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Email
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Zip
Signature: __________________________________________
NOTE: If you would prefer to make an annual donation, * The Card Security Code (CSC) is usually a 3 - or 4 - digit number, which is
please visit our website (www.wildlandscpr.org) or send your not part of the credit card number. The CSC is typically printed on the back of
check to the address below. a credit card (usually in the signature field).
The Road-RIPorter is printed on 100% post-consumer recycled, process chlorine-free bleached paper with soy-based ink.