The Adirondack Park Agency (APA) is accepting public comment on Volume 1 of the Generic Travel Corridor Unit Management Plan (TCUMP) for State Highway Travel Corridors in the Adirondack Park.
The generic plan outlines park-wide goals, strategies, objectives, policies, guidelines and best management practices to enable the development of route-specific corridor plans. In addition, the TCUMP coordinates and integrates the planning responsibilities of the state agencies statutorily responsible for state highway travel corridors within the Adirondack Park.
The APA will accept public comments until August 10, 2018 regarding Adirondack Park State Land Master Plan conformance. » Continue Reading.
A local wilderness advocacy organization is expressing concerns about road definitions in a pending management plan that could have implications around the Adirondack Park.
Adirondack Wilderness Advocates (AWA) says that DEC’s plan for new trails and parking facilities the Black River Wild Forest likely does not conform with State Land Master Plan guidance, and part of the reason is a recent snowmobile decision that went against Protect the Adirondacks in 2017. » Continue Reading.
The last 24 oil tanker railcars that were stored all winter on the banks of the Opalescent River were hauled 30 miles south to the North Creek Depot on Tuesday, May 8th.
Just under 100 oil tankers were stored all winter in the Adirondacks. Widespread opposition from state and local leaders, and an array of environmental organizations, last fall stopped storage of oil tankers at just under 100. » Continue Reading.
Jack A. Roberson is the new Executive Director of the Adirondack Rail Preservation Society (ARPS). He takes the position effective immediately.
In an announcement sent to the press. President of the Board and Chief Executive Officer Bill Branson said: “Mr. Roberson joins the ARPS continuing a life-long career in the railroad industry. He brings expertise and experience in all aspects of operations, tourism marketing, and finance. His leadership will contribute greatly to implementing the long-term ARPS strategy to expand and improve rail passenger services into the Adirondack region.” » Continue Reading.
“Salt Reduction by 50% by 2020” – among local governments, highway superintendents and environmental protection groups on Lake George, that’s the buzz phrase of the season.
“30,000 metric tons of salt are deposited every year within the Lake George basin,” said Eric Siy, the executive director of The Fund for Lake George. “But we know we can reduce its use. We can apply salt smarter and make our roads safer.” » Continue Reading.
With the opening of the entire Erie Canal in 1825, a call for more canals and other internal improvements arose from all over New York State. People in many legislative districts thought that if the state could build a canal that had already shown its great value, it could also provide infrastructure projects to help regional economies to connect with the artificial river that joined the interior Great Lakes and the global market through Albany and New York City. This was also the case coming from the legislative representatives from Montgomery County and although many lateral canals would be subsequently surveyed, planned and some would even be built, perhaps the most intriguing was one that never had a shovel turned.
As early as 1826, citizens from Montgomery County were calling for a plan to connect the Erie Canal – which already ran through the county on the south side of the Mohawk River – to the industrializing area around the county seat of Johnstown and further into the wilderness to the north for raw materials. Inhabitants of Montgomery and Hamilton Counties formally called upon the New York State Senate through the Canal Commission for a survey to be conducted and a planned canal from Caughnawaga (present day Fonda) up the Sacandaga River Valley (Journal of the NYS Senate 49 Sess 1826). The original intention was to have a canal of over 30 miles and elevation increase of 350 feet that would connect the Erie Canal to the waters of what is now known as the lower Adirondacks. That could therefore be connected to the head waters of the Hudson River and also through a series of lakes to the Raquette River and the St. Lawrence River. Senators knew that in order to populate that region of the state and exploit its natural resources, some forms of improvements would be necessary. However, their concerns grew over the expense and circuitous route the canal would need to travel. The senate forwarded the recommendation to the committee on canals were it apparently lay dormant. » Continue Reading.
This Columbus Day weekend I decided to put the issue of overuse in the High Peaks region to a little test. I visited three of the most crowded trail heads in the area and hiked from two of them. I also investigated the State’s grand relocation of the Cascade trail and parking.
What I saw confirmed a working theory I have been informally discussing with both private folks and local and state government employees. The theory isn’t mine, indeed a number of people have the idea. It’s a simple concept, really: back country overuse can be mitigated in large part simply by addressing parking issues. In other words, we can manage recreation capacity by more effectively managing transportation capacity. » Continue Reading.
New York State Department of Transportation and the State Department of Environmental Conservation have released a draft comprehensive plan for managing state highways in the Adirondack Park. Comments on the plan are now being sought.
An announcement sent to the media said The Draft Generic Travel Corridor Unit Management Plan for State Highway Corridors in the Adirondack Park (TCUMP), “is the result of collaboration between the New York State Department of Transportation, the State Department of Environmental Conservation, the Adirondack Park Agency, the State Department of State, local government groups, and organizations that promote protecting the Adirondacks.” » Continue Reading.
On Sept. 29 University of Vermont (UVM) Extension, Lake Champlain Sea Grant and the Winooski Natural Resources Conservation District will host a Lake Champlain Watershed Deicing Conference.
This free, day-long educational event will be held from 8 am to 5 pm at the Dudley H. Davis Center on the UVM campus in Burlington. Although open to everyone, it specifically targets municipal road maintenance staff, private winter maintenance contractors and elected officials, businesses and nonprofits tasked with decision-making or public education about deicing roads, driveways, sidewalks or parking lots in local communities. » Continue Reading.
Overuse in portions of the High Peaks is a real and growing problem, exacerbated by trends in social media and the expanding desire to count-off summits. It has been documented extensively here in the Almanack. But in the last few weeks these discussions have reached a rolling boil with a bit too much hyperbole for me. A range of ideas has been raised, a number of them falling under the general concept of limiting access to the High Peaks, including permit systems, licensing schemes, daily caps and so on. Some of these limiting suggestions have been accompanied by exclusionary rhetoric with which I strongly disagree, along the lines of “Why are we trying to get more people here?” or “I like my (town, street, access) the way it is, without all the visitors.” I agree that increasing use in parts of the High Peaks is a real issue, and I have written about various aspects of the problem for several years. But the exclusionary sentiments I’m starting to hear are where I draw the line. » Continue Reading.
Many of us are familiar with the guilt of hitting an animal while driving. The way that its body weight seems to travel through the frame of the car is difficult to forget.
But the fact remains that we have places to be and even a few well-intentioned road signs cannot slow us down. In our ceaseless efforts to connect our world, we don’t always consider the ways that our road network has fragmented the animal habitats it paves over.
The unpleasant task of shoveling the battered carrion from our roadways falls to local highway departments. But what exactly happens to the bodies from there? I reached out to representatives from a few local county highway departments and it turns out their methods vary, but most are taken to landfills or compost bins. Scavengers remove many of these animals before road crews have a chance to clear the roads, a valuable but underappreciated ecosystem service provided by crows, ravens, foxes, and the like.
A study published in the New Zealand Journal of Zoology found that seasonal peaks in road kill for specific species was dependent upon breeding periods and dispersal. Deer and moose are particularly vulnerable to vehicle collisions during their fall mating seasons, according to a representative for the New York State Department of Environmental Conservation (DEC). Disseminating information on these predictable changes in animal behavior provides some aid, but the number of incidents remains troubling. This suggests that accommodating for animal behavior could be more effective than attempting to educate human drivers. » Continue Reading.
The Adirondack Almanack's contributors include veteran local writers, historians, naturalists, and outdoor enthusiasts from around the Adirondack region. The Almanack is the online news journal of Adirondack Explorer. Both are nonprofits supported by contributors, readers, and advertisers, and devoted to exploring, protecting, and unifying the Adirondack Park.
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