Based on his remarkable career as an inventor and the immeasurable but tremendous value of three creations of his to businesses and millions of individuals — a better golf ball, gas masks, and the industrial adhesive Vulcalock — it seems there should be a historical marker at William Geer’s birthplace and perhaps a museum wing up north, or at least an exhibit featuring his story. And that’s without even considering his greatest invention of all: the airplane-wing deicer.
That’s right, a North Country man, born and raised, did that. Unlike many inventions that are completely replaced by better alternatives in the future, Geer’s device originating nearly 90 years ago remains a standard, as noted in modern B. F. Goodrich Technical Bulletin 101: “Then, as today, the ice removal process is much the same…. the basic operating principle of the pneumatic de-icing boot hasn’t changed.” » Continue Reading.
The New York State Adirondack Park Agency has recommended approval for an amendment to the Adirondack Park State Land Master Plan (APSLMP) to change the Travel Corridors classification category definition, the guidelines for management and use, and amendments of related provisions. The Agency’s recommendation will move to Governor Andrew Cuomo for his approval.
To date, much of the rail vs. trail debate has touted the potential benefits of the possible uses of the Adirondack Rail Corridor. The supposed benefits of a trail include increased local recreational opportunities both summer and winter plus economic benefits from those who will travel to the area to use the trail with bicyclists and snowmobilers to be the greatest users.
Rail supporters question whether those benefits are greater than the benefits of a fully restored railroad that would supposedly bring greater economic benefits by transporting more visitors to the area.
Mostly left out of the debate is any discussion of just who and in what numbers would actually ride a restored railroad running 140 miles from Utica to Lake Placid. » Continue Reading.
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.
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