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RTC TrailBlog

  • Take Action: Help the River of Grass Greenway in South Florida

    An important study is being conducted in Dade County, Fla., to build more bridges on U.S. Highway 41 immediately west of Krome Avenue (outskirts of Miami) for the purpose of restoring water flow to the Everglades. The recommended $330-million plan for the Tamiami Trail Modifications (TTM) project includes 5.5 miles of bridges in a 10-mile project area, but does not include a pathway. These bridges span key sections of the proposed River of Grass Greenway, which, when completed, will link Florida's Atlantic and Gulf coasts. Not including a pathway in the study would create huge barriers for this significant regional connection.

    Help convince planners to include a multi-use pathway by submitting public comments before July 27. Reasons to include a multi-use pathway in the Environmental Impact Statement (EIS) include:

    • Encouraging non-motorized transportation within the Everglades natural area will magnifiy the environmental value of this project.
    • A pathway will reduce congestion, reduce greenhouse gas emissions, reduce dependency on oil, and improve visitor mobility and accessibility.
    • U.S. Highway 41 is an integral transportation corridor, thus a full evaluation of transportation issues should be included in the EIS. U.S. Highway 41 is the only cross-state transportation corridor in southern Florida open to cyclists and hikers, and the sole access road to many popular Everglades destinations, such as Shark Valley.
    • A pathway is part of both a planned connection to Shark Valley and the cross-state River of Grass Greenway. It will be more efficient to incorporate the pathway into the TTM project now than to retrofit later, if a future retrofit is not precluded by design issues.
    • A pathway will provide an excellent opportunity for education of Everglades restoration. The TTM project has negligible educational value, yet a primary mission of the National Parks is education.

    See Friends of the River of Grass Greenway for more information and other useful links.

    Image courtesy of Friends of the River of Grass Greenway.

  • Transportation Bill a Step Back

    The Federal Transportation Bill finally presented to Congress today takes a step back from key reforms of recent decades, says Rails-to-Trails Conservancy's (RTC) Vice President of Policy and Trail Development Kevin Mills.

    "It shrinks from the challenge of meeting America's need for forward-looking 21st century policy that provides balanced transportation choices and improves public health and safety, the quality of our environment and the livability of our communities," Mills says.

    "From a broad transportation reform perspective, there are many reasons for concern, including misguided transportation priorities and gutting of provisions that ensure public input and consideration of the environment in transportation decisions."

    "The core programs that support trails, bicycling and walking are seriously compromised, but not undone," he says.

    Much as in the Senate bill, the most significant changes include:

    • Merging the three core trail and active transportation programs - Transportation Enhancements (TE), Safe Routes to School (SRTS) and Recreational Trails  -and forcing TE and SRTS to compete for severely limited dollars against expensive new eligibilities, including some road projects;
    • Reducing the initial amount of funds available to these programs by 25-30 percent, and greatly increasing the ability of states to transfer funds away from these core programs which could multiply the loss; and
    • On the positive side, the bill will provide for greater local access to the funds through sub-allocation for larger communities (regions of 200,000+) and focusing of state administered funds on local needs (except where states opt out altogether).

    In addition, a new Complete Streets policy that was in the Senate bill to require routine accommodation of all roadway users was not included in the final bill.

    "Some in Congress sought to undermine these vital trail and active transportation programs in more fundamental ways than the bill we have now," Mills says. "It is a credit to RTC's supporters and organizational allies that these more reactionary views did not carry the day. There are scores of people across the country working hard for a better transportation system for America - as volunteers, as advocates, as planners - people who are passionate about trails and know that active transportation is good for their communities. Because trails, bicycling and walking are critical to communities of all sizes and types, they will remain a vibrant part of America's transportation future."

    Final passage of the bill is expected by Saturday.

     

     

  • Adirondack Corridor - America's Next Great Rail-Trail

    Though there are more than 1,700 rail-trails across America, covering all different shapes and sizes, a small handful stand out as true superstars of the rail-trail movement. Whether for the beauty of their surrounds, their length, or an indefinable charm and character, these rail-trails become beloved attractions drawing praise, and visitors, from near and far.

    On this list are  trails such as the Route of the Hiawatha in Idaho, the Katy Trail State Park in Missouri, and Vermont's Island Line. Right now, plans are afoot for the conversion of former rail corridor that, when completed, will immediately force its way into that elite company.

    Running through the scenic Tri-Lakes region of upper New York is the Adirondack Scenic Railroad corridor (right). Currently, the line carries a seasonal sightseeing train, which through limited ridership hasn't delivered significant commercial returns in a picturesque region bursting with recreational tourism potential.

    Inspired by the ability of rail-trail projects elsewhere to boost recreational tourism, a group of locals last year formed the Adirondack Recreational Trail Advocates (ARTA), with the goal of converting a 34-mile section of track between Lake Placid and Tupper Lake into a multi-use trail.

    As they prepared to build a case to convince local residents and authorities of what such a rail-trail could bring to the area, ARTA turned to the experts. For the past year, Carl Knoch, Rails-to-Trails Conservancy's manager of trail development in the Northeast, has been working closely with ARTA, evaluating the potential economic impact of an Adirondacks rail-trail, and studying ways and means to build it.

    Knoch's message to the communities between Lake Placid and Tupper Lake is the same message that has sparked the development of similar projects in his native Pennsylvania: Trails are good business for small towns.

    This is not just a gut feeling. Knoch's Northeast Regional Office is a national leader in compiling trail user data to assess the economic stimulus of trails to the towns and villages they pass through. This commercial impact--for hotels, campsites, food outlets and outdoor retailers--and the multiplier effect of an injection into the local economy--has helped promote the development of several renowned trails systems in Pennsylvania and secured the viability of towns once suffering the decline of industry.

    Knoch says the Tri-Lakes is perfectly placed to reap the same rewards.

    "The 60-mile Pine Creek Rail Trail has seen about $3.6 million annually in new spending since the trail was created, with 138,000 users on an annual basis," he says of a comparable trail in the neighboring state. "What could 138,000 new users do for Saranac Lake and Lake Placid and Tupper Lake? In talking to the folks that own businesses along the Pine Creek Rail Trail, they basically say the conversion of that railroad into a multi-season rail-trail is the salvation of the valley."

    When Knoch first began traveling to the Tri-Lakes to discuss a rail-trail conversion, he encountered a good deal of local opposition. But after a number of public meetings and a period of outreach and education, business owners, residents and town officials are now supportive of removing the train tracks to construct the optimal rail-trail.

    However the state Department of Transportation (DOT), which has jurisdiction over the corridor, has indicated they plan to leave the little-used corridor, deteriorated in sections, as it is. Undeterred, local officials have begun petitioning the DOT to revisit its management plan for the corridor, which hasn't been reexamined in 17 years, despite the evaporation of rail service in that time. The locals' frustration is evident.

    "...[T]he taxpayers are paying huge unanticipated sums each year to subsidize a money-losing operation while simultaneously blocking one of the best economic development options open to the North Country," Saranac Lake resident Lee Keet wrote to the editor of the Times Union recently.

    Aware that hard data and the recorded experiences of similar communities tell the most compelling story, RTC recently published a study of the proposed 34-mile section, featuring estimated trail-user numbers and related economic impact based on data gathered from similar rail-trails in the Northeast. This study found that a rail-trail between Lake Placid and Tupper Lake would attract a midpoint estimate of 224,260 visitors annually, each spending between $63.86 and $99.30 per day--worth an estimated $19.8 million to local economies.

    The cost of constructing the 34-mile segment would be approximately $2.2 million, which could be offset by $5.3 million of income from the salvage and sale of the tracks and ties. Knoch says the $3.1 million excess could be applied to construction of future sections of the trail, or maintenance.

    To read and download the Adirondack Rail Trail study, and other RTC research publications, visit community.railstotrails.org/media

    Photos of the Adirondack Scenic Railroad corridor by Carl Knoch/RTC.

     

     

  • Adirondack Community Rallies Around Rail-Trail Potential

    Crucial to the success of any new trail project is the formation of an energetic and motivated group of local advocates and volunteers.

    Rails-to-Trails Conservancy (RTC) is always eager to provide planning expertise, assist with securing state and local government support, and mobilize our national network of members and supporters. But unless a strong local organization is in place, it can often be very difficult to get a new project off the ground.

    By that measure, the future looks pretty bright for the proposed Adirondack Recreational Trail.

    In the Tri-Lakes region of upper New York State, the Adirondack Scenic Railroad corridor between Lake Placid and Tupper Lake currently carries a seasonal sightseeing excursion train, which many residents say has not delivered significant economic benefits to a picturesque region bursting with potential for recreational tourism.

    The newly created Adirondack Recreational Trail Advocates (ARTA) hope to see that track converted into a 34-mile recreational trail, following the lead of many communities like theirs which have converted their natural resources and historical rail lines into sustainable local economies. They are spreading word of their cause and hope to recruit 500 members in order to persuade local politicians and planners that this project is a development that residents and business people want.

    In August, Carl Knoch, manager of trail development for RTC's Northeast Regional Office, met with area residents to present a message that has sparked the development of similar projects in his native Pennsylvania:  Trails are good business for small towns.

    That's not just a gut feeling. Knoch's office is a national leader in compiling trail user data to assess the economic stimulus of trails to the towns and villages they pass through. This commercial impact--for hotels, campsites, food outlets and outdoor retailers, and the multiplier effect of an injection into the local economy--has helped promote the development of several renowned trail systems in Pennsylvania, and secured the viability of towns once dying with the decline of industry.

    Knoch says the Tri-Lakes is perfectly placed to reap the same rewards.

    "The 60-mile Pine Creek Rail Trail has seen about $3.6 million annually in new spending since the trail was created, with 138,000 users on an annual basis," he says of a comparable trail in the neighboring state. "What could 138,000 new users do for Saranac Lake and Lake Placid and Tupper Lake? In talking to the folks that own businesses along the Pine Creek Rail Trail, they basically say the conversion of that railroad into a multi-season rail-trail is the salvation of the valley."

    Knoch will continue to work with ARTA to recruit new supporters, seek grant opportunities and develop plans for the trail from the concept stage to a more concrete reality.

    Support, spread the word, or keep tabs on this exciting rail-trail project, at www.thearta.org.

    Photo of the Adirondack Scenic Railroad corridor by Rails-to-Trails Conservancy

  • In Search of the Fountain of Youth Along Ohio's Little Miami Scenic Trail

    by Abbey Roy

    It started out as a Father's Day excursion. My brother Ben, The Amateur Jetsetter, was leaving on Father's Day morning for Morocco, with a layover in Paris for a few obligatory shots of the Eiffel Tower. The least I could do as the only remaining (nee) Stirgwolt sibling in the country was to offer some sort of consolation prize for the man who has put up with our shenanigans for the last quarter century, give or take.

    For my dad, though--and me, too--our Little Miami Scenic Trail bike trip would be more than mere consolation. It promised to evolve into a belated coming-of-age tale; an exclusive chance to experience our beloved Buckeye State in a way we never had--on two wheels.

    The logistics as initially planned were daunting for two amateur cycling enthusiasts without the hours to devote to training: two days, 70 miles apiece. Our own miniature GOBA (that's Great Ohio Bicycle Adventure) minus the $200 entry fee and 2,000 other cyclists.

    Just me and Dad, a fanny pack, our cameras and our bikes.

    ***

    Dad spent weeks working out the details. They changed a few times, eventually shrinking to a single-day, 75-mile trip the Friday after Father's Day (thanks to rain delays and conflicting dentist appointments), beginning in Cincinnati and ending in Springfield, where Mom, having freshly returned from a day of antique shopping, would pick us up and haul us back to Newark, Ohio.

    On Thursday, the day before we left, Dad called me between work meetings to tell me how excited he was. He had been telling me that for weeks. It was cute. He was like a little kid--a 59-year-old kid--getting ready to go to Disney World for the first time.

    Friday was gray and intermittently drizzly and generally unpleasant, which didn't much matter after several days' worth of delayed plans: It could have been hailing and we would still have left the house by 8 a.m. to drive to Cincinnati in hopes that the sun eventually would peek out.

    Sitting in the back seat with Dad at the wheel took me back to the summer vacations when the four of us piled into our 1991 Plymouth Voyager, camping gear and a week's worth of supplies jammed in the back, ready for untold adventure. On this particular day, my parents were old enough to get senior discounts at most sit-down chain restaurants, my brother was spending two months in North Africa and I was leaving behind a 23-month-old and husband.

    Certainly a lot had changed over the years, but there was no doubt about it: The same old excitement was there.

    ***

    In the passenger seat, Mom worked to double-, triple- and quadruple-check the directions from the Cincinnati trailhead to the Springfield antique mall. It was obvious she had a few misgivings about the operation, but after 36 years of marriage, as I understand it, you have to pick your battles. This was a battle Dad had won.

    We arrived at the Little Miami Golf Center around 11 a.m. and learned during our short passage from the entryway to the parking area that there's actually such a thing as lawn bowling, though the foreboding clouds evidently had discouraged enthusiasts from demonstrating that morning. We prepped the bikes, changed into our gear, said bye to Mom, suggested that she try lawn bowling and were off.

    The journey started out chilly with a tinge of nervousness about the drizzle, as we'd both packed only short sleeves. But we warmed up as we pedaled and chatted about our plans for the trip, wished Ben could have been there and marveled at the beauty of the trees arcing over the path and the river--muddy as it was--along the route.

    Within the first 10 miles we were planning a similar trek upon Ben's return--maybe a two-dayer in the fall.

    Dad was in the lead as we held about 16 mph, sometimes faster, sometimes slower. I followed close behind with a goofy grin on my face for no other reason than that this was shaping up to be a pretty darn good day.

    ***

    We made several stops along the way, once to lunch at a Loveland coffee shop that was absolutely fitting for a journey like this, packed from wall to wall with quaint cottagey decor and fitted with a bathroom that doubled as a storage closet. I took a picture of the aprons hanging on the door.

    Over peanut butter granola bars, we waited out a pesky rainstorm in Corwin under an empty picnic shelter; I took advantage of the down time to snap a few close-ups of the specks of mud that had sprayed from the bicycle tires onto my legs as we rolled over the wet path.

    We moved on.

    As the miles added up, we talked less and looked more. I led for a short while at Dad's urging, but eventually traffic on the path died down and we fell to riding side by side.

    By the time we were a few miles away from Xenia, after more gradual climbs than I'd counted on or prepared for, the thought of stopping early crept into my mind. But every time I'd glance to my left and see Dad, his "high-vis" neon green bike shirt nearly glowing beside me, I put my head down and forced my legs to move up, down, up, down, around and around, rotation after rotation, mile after mile.

    He had 30-plus years on me. Didn't he ever get tired?

    ***

    We kept going despite mounting protests from our saddle-sore and pedal-weary bodies, stopping briefly in Xenia before coming to the unpleasant realization that more dark clouds were approaching. As we ducked under a maple tree to wait out the downpour, we actually discussed stopping.

    "You don't want to bag it here, do you?" Dad asked.

    I had been thinking of it. We'd come nearly 60 miles, a record for both of us. But we'd wanted to reach 75, to make it to Springfield.

    I paused a moment before replying.

    "Part of me knows the next 20 miles are going to be grueling," I said. "But the other part of me hates quitting early."

    I knew I got that from him.

    Finally we agreed to ride to Yellow Springs before calling to Mom to pick us up, presumably with a stash of great antique-store finds. It seemed like a nice compromise. By the time we arrived, it was around 5 p.m. and we were shivery from the combination of rain and a light wind that seemed to have come out of nowhere. The sun had just come out and we dismounted--stiffly and triumphantly--stretched and relished the feeling of being off the bike seat.

    I took a picture of the Yellow Springs sign and the cute fabric flowers that adorned it, and the mile marker from where we stood to Cincinnati: 68 miles, it said. We enjoyed a nice dinner with Mom and, though slightly disappointed we didn't finish out at an even 70 miles, agreed we were pleased with the day's accomplishments.

    As Dad drove the van back to Newark and I devoured most of the remaining Twizzlers in our snack stash, I took my place in the back seat and thought about the many times during those 68 miles I'd thought I'd like to slow down.

    And how, every time, I'd look over at Dad--the little kid in a big kid's body--pushing forward almost effortlessly, as if the Magic Kingdom were just ahead.

    It always made me smile despite my fatigue, and it kept us going--together.

    Abbey Roy is a native of northeast Ohio and transplant to central Ohio, where she is a newspaper reporter, wife and mom. When she was five, her dad insisted on teaching her to ride her bike without using training wheels. She's been rolling ever since. 

    Photos courtesy of Abbey Roy.  

     

  • A Big Notch in the (Shrinking) Belt of Pennsylvania Cyclist

    By T.C. Lumbar

    As bikemates 20 years his junior bowed out with sore legs and stiff muscles, Gus Rivera was proudly the last man standing. A year and a half earlier, and 75 pounds heavier, Rivera, 57, didn't even own a bike. 

    At the time, he had begun a weight loss journey, shedding his first few pounds by walking. But progress was slow. "It just wasn't working as much as I wanted it to," he says.

    Eager to try something new, and unable to run because of joint pain, he hopped on his first bike since childhood last July. "I was able to enjoy it enough to stay with it," says Rivera. "Little by little, I started seeing more and more weight drop off."

    Since then, the Mount Carmel, Pa., native has taken advantage of a bevy of trails within driving distance, gradually ramping up his ride lengths. With pounds quickly vanishing, Rivera set his sights on a new goal: completing a two-day, 140-mile round-trip ride between Jersey Shore and Wellsboro Junction, Pa., via the Pine Creek Rail Trail, a 62-mile bed of crushed stone that cuts through century-old hardwood forest.

    The Pine Creek Rail Trail once carried lumber, coal and cargo, but now delivers cyclists, walkers and the occasional equestrian into the mouth of Pine Creek Gorge. Steep tree-lined mountainsides, carved by melting glaciers during the last ice age, rise up nearly 1,000 feet along the edge of the trail, which runs creekside for all but seven miles.

    Gathering a few friends to join him for this journey through the "Grand Canyon of Pennsylvania," Rivera planned his test of endurance as a belated celebration of National Trails Day. 

    Rivera and his group set out on a Saturday morning, June 9, reaching their destination in Wellsboro, Pa., that evening for a hard-earned shower and steak dinner, after traveling nearly 70 miles with the ride into town.

    The next day, at 7:30 a.m. on Sunday, Rivera was ready to saddle up for the ride back--but his partners weren't so sure.

    After a spin around the block to test their stiff legs, his aching friends agreed they'd reached the end of the road. Rivera realized he could go it alone or call it quits on a challenge five months in the making.

    "[At first], I wasn't gonna do it myself. But after a lot of thinking, I said, 'You know what? I'm gonna go ahead and give it a try,' and I set out on my own," says Rivera. "I really wanted to accomplish it."

    More than halfway back, the ride had been smooth sailing. But his luck turned, as Rivera's rear tire blew out--too badly for an easy change and fix, even though he had a repair kit. Feeling great physically, but worried about being stranded in the wilderness on shredded rubber, Rivera called his friends for a ride home.

    "I knew I was gonna make it all the way," he says, confident he had the stamina to make it, if not the wheels.

    The outcome was a disappointment, but Rivera came away reassured in his fitness and hungry for another shot. This October, he'll get it, returning to the Pine Creek Rail Trail for 50 miles out and back: his first attempt at a century ride.

    Until then, Rivera's satisfied knowing he's on the right track--and outlasting a group of 30-somethings didn't hurt.

    "No matter how far I made it, I made it farther than they did," he says with a laugh, "so that was something those guys will never live down."

    Photos courtesy of Gus Rivera. 

  • Demolition of Historic Bridge Would Be Another Setback for Rail-Trail in Pennsylvania

    "Rome was not built in a day," as the famous saying goes. That's not a fact that needs to be pointed out to the people of Lancaster County in southeast Pennsylvania.

    It has been 22 years since the railroad company Conrail filed to officially abandon a section of the Enola Branch rail line, which runs through the townships of Bart, Sadsbury, Conestoga, Eden, Providence and Martic. In that time, widespread support for the conversion of the 23-mile section of rail corridor into a multi-use trail has been held up by costly and complex legal proceedings and title disputes, which has in turn delayed funding applications.

    This past summer many improvements were made on what is now referred to as the Enola Low-Grade Trail. A rough surface of crushed limestone was laid by Amtrak on one section of the trail, where it needed access for its trucks to install new power lines. And while technically the entire corridor is open to the public, significant improvements, and secure maintenance and funding agreements, are needed if the trail is to become the regional attraction supporters believe it should be. Trail users this month report at least one township had posted "No Trespassing" signs along the corridor.

    Though the painful progress is frustrating for everyone involved, the passage of time has produced a remarkably resolute group of local rail-trail advocates. The project's delay has given them ample opportunity to study the benefits rail-trails across Pennsylvania have brought to communities just like theirs, strengthening their resolve to make good use of the out-of-service corridor.

    One of these advocates is Mark Rudy, roadmaster and outgoing supervisor for Eden Township. According to an article at Lancaster Online, Rudy was once opposed to the idea of a recreational trail but changed his mind as the great public desire for a trail became evident.

    This month, Rudy is responding to a pressing threat that has the potential to set the rail-trail project back once again and rob the area of an irreplaceable piece of its rich heritage.

    An historic stone arch bridge, which once carried steam-powered locomotives into Eden at the turn of the 20th century, is set to be demolished as early as this spring. Demolition of the Pumping Station Road bridge, built with blocks cut by Italian stonemasons a century ago, was ordered by the Pennsylvania Public Utility Commission (PUC) in 1997; in transferring the corridor to the six townships in 2008, Conrail's successor, Norfolk Southern, included the same language requiring demolition of a number of structures.

    Rudy is circulating a petition in the area to save the Pumping Station Road bridge. He is concerned not only for the unique historical value of the bridge, but also its function as a vital part of the rail-trail. Rudy estimates the bridge would last another three generations with no upkeep costs. Demolition of the bridge would not only cost tens of thousands of dollars, but would also necessitate the construction of a new bridge for trail users.

    It is very much the 11th hour for the bridge, and the immediate future of the rail-trail. Bids for demolition are due in mid-January, and the structure could be gone by spring.

    Rudy suggests anyone wanting to support the preservation of the Pumping Station Road bridge should contact PUC Chairman Robert Powelson at 717-787-4301, or Pennsylvania State Rep. Bryan Cutler at bcutler@pahousegop.com and 717-783-6424.

    If you are interested in supporting the Enola Low-Grade Trail effort, or for more information, contact Rails-to-Trails Conservancy's Northeast Regional Office at 717.238.1717 or northeast@railstotrails.org.

    Photo courtesy of lancasteronline.com.

     

  • Breaking News: Senate Rejects Amendment to Cut Funding for Trails, Biking and Walking

    Bipartisan support of funding for trails, walking and bicycling continues to grow in response to repeated legislative attacks on the Transportation Enhancements (TE) program.

    Today, by a vote of 60 to 38, the U.S. Senate rejected an amendment by U.S. Senator Rand Paul (Ky.) that would have shifted dedicated funding for walking and biking infrastructure to bridge repair, thus eliminating a hugely popular program that has been shown to improve safety, create jobs and efficient transportation choices for millions of Americans for the past 20 years.

    Rails-to-Trails Conservancy (RTC) and our partners argued the amendment posed a false choice between TE and bridge safety, and we helped organize a national sign-on letter to senators encouraging them to vote against Paul’s Senate Amendment 821. (Read the original action alert and watch a video for more background on the issue.)

    “In truth, most states already have funds that they could use for bridge repair, but that instead go for new roadways,” says RTC’s Director of Policy Outreach Kartik Sribarra. “Further, last year, states sent back $530 million in unspent bridge funds. It’s shameful and disingenuous to claim to be promoting safety by pushing to cut funds for trails, walking and bicycling. 47,000 cyclists and pedestrians have died during the past decade, often because we lack the necessary infrastructure for them to be safe.”

    TE funds have substantially decreased these risks, using less than 2 percent of surface transportation funding.

    “An honest prescription for accelerating bridge repair would need to address either the overall level of investment in transportation infrastructure, or the tendency to prioritize new road capacity over maintenance of existing assets, or both,” Sribarra says.

    Thank you to everyone who contacted your senators! It seems like we face a new legislative attack on TE each week, but with your voices and backing, we’re able to defend this tremendous program, the largest source of funding for trails, walking and bicycling.

  • In the Deep South, Excitement Building Behind New Rail-Trail Project

    Today's edition of the Andalusia Star News in southern Alabama carries a story about significant progress on a project to convert 42.9 miles of out-of-service CSX railway lines in Covington, Coffee and Geneva counties into a recreational trail.

    The tracks throughout the section were removed earlier this year, and, according to Alabama Trails Commission (ATC) Chairperson Debbie Quinn, a number of grant applications to fund land purchase and trail construction have been filed.

    According to the Andalusia Star, the ATC has filed a notice on behalf of the three counties asking the federal government to grant interim trail use for the property.

    Quinn says that CSX "is in agreement with us to work on moving forward with the rail trail," that would connect the cities of Andalusia and Geneva. The next step is for CSX to come back to the ATC with a valuation of the property.

    "We'd love to see the project under way--and this is a very conservative estimate--in a year," Quinn told the newspaper. "We feel it is such a unique opportunity for this region of the state to obtain this corridor for a rail-trail, but it's also a great asset to the state and the region for tourism."

    Alabamans have an excellent example of the recreational and economic opportunities of rail-trails in their own 33-mile Chief Ladiga Trail (above). Along with the Silver Comet Trail, with which it connects at the Georgia border, the Chief Ladiga is a member of Rails-to-Trails Conservancy's Rail-Trail Hall of Fame, and is the state's most prominent trail asset.

    Quinn has been an important figure in the growth of trails advocacy in Alabama in recent years. In 2010 the city of Fairhope Councilor was appointed to lead the newly created Alabama Trails Commission. Alabama lawmakers overwhelming passed HB 376 and SB 258, sponsored by Rep. Cam Ward, (R-Alabaster), and Sen. Wendell Mitchell, (D-Luverne), creating the Alabama Trails Commission with the express mission "to advance development, interconnection and use of cultural, historic and recreational lands and water trails."

    In addition to the Alabama Trails Commission Advisory Board, the legislation also established a tax-deductible nonprofit foundation to advance the trail commission's goals by fundraising and supporting recreation in education.

    In 2011 Alabama held its first-ever statewide trails conference. During that groundbreaking event, the keynote speaker, Alabama Lt. Gov. Kay Ivey, gave a ringing endorsement of the role that trail development should play in contributing to the state's future.

    "We must promote the many recreational venues we have in this state," Ivey said. "Ecotourism has the potential to economically jump-start many rural areas of Alabama."

    Photo of cyclists on the Chief Ladiga Trail courtesy of TrailLink.com/'onebengoss'.

  • South Dakota Surprise

    by Kartik Sribarra 

    After riding the Trail of the Coeur d'Alenes, the Route of the Hiawatha, the Great Allegheny Passage and other stunning rail-trails, I thought I'd ridden the best of the best. I've never heard of a disappointing rail-trail, but some just tend to stand out. No other trail could even approach the beauty I'd seen on some of these jewels, I thought.

    Then, a few weeks ago, I rode the George S. Mickelson Trail in South Dakota with some Rails-to-Trails Conservancy staff and partners.

    In one word: wow.

    You want another? WOW.

    Heading south from the trail terminus, mile marker 109 in Deadwood (yep, that Deadwood), the trail surpassed even my tall expectations of riding South Dakota's famed Black Hills. The on-again, off-again showers and steady incline throughout most of the first day--both endemic of the section we rode from Deadwood to Hill City--couldn't put a damper on the heart-lifting experience delivered by thick Ponderosa pine stands and rolling landscapes.

    From Hill City, the landscape opened to sweeping fields, jagged rock formations, white-tailed deer and a bison calf zigzagging across the field, dancing away the gorgeous day just as were we. Riding along at a cyclists' pace, with the scent of pure, open air, I found myself envisioning settlers on horseback, Native Americans on the open plains, and bison as far as the eye could see. A bit overly romantic, perhaps, but such was the magic (fueled by a visit to the Crazy Horse Monument, mere steps off the trail).

    We were warned that the canyons and views at the southern end would blow our minds. Not having learned my lesson, I again assumed I'd seen the best and was somewhat dismissive of the cautionary words. As we rounded the bend to Sheep's Canyon outside of Edgemont, silence overcame the group as we all slowly pulled over and gazed; anywhere our eyes fell carried some secret waiting to be discovered. Though we did not spot any of the bobcat, elk or golden eagles said to make their homes in this area, the natural palette of wildflowers did not fail to impress.

    Maybe after three days spent on what is without a doubt the most amazing rail-trail anywhere on earth, I've learned that, no matter how memorable an experience, there's another one waiting just around the bend!

    Photos of the Mickelson Trail by Rails-to-Trails Conservancy. 

  • Crossing Mountains, Chasing Rivers

    By Tom Bilcze

    Can a bicycle ride transform your life? In late June of this year, my best cycling buddy Chuck Gough and I--we both live in the Akron, Ohio, area--ventured out on our first bicycle tour, a 325-mile, eight-day ride across the Great Allegheny Passage (GAP) and the Chesapeake and Ohio (C&O) Canal towpath from Pittsburgh, Pa., to Washington, D.C. For seasoned bicycle tourists, this ride may not seem that notable or challenging. For novices like Chuck and I, this trip became the ride of our lives.

    Some Background
    In the summer of 2008 I underwent laparoscopic adjustable gastric banding (Lapband) weight-loss surgery. I was approaching 300 pounds and in poor health with multiple chronic diseases. I was extremely sedentary. In the summer of 2009, Chuck underwent Roux-en-Y (RNY) weight-loss surgery. Chuck weighed close to 350 pounds and had many of the same health issues. As with me, cycling and exercise were not part of his life.

    Weight-loss surgery changed our lives in dramatic ways. We lost considerable weight; 130 pounds for Chuck and 90 pounds for me. We adopted an active healthy lifestyle. Chuck ran a marathon in 2010; quite an achievement for a person who a year earlier walked with the assistance of a cane. Chuck and I met at our local weight-loss support group and both began cycling. We quickly became friends and formed a cycling club to encourage a fit and healthy lifestyle for weight-loss surgery patients.

    In early 2011 Chuck and I decided to cycle the GAP and C&O Canal trails. Taking on challenges had become a passion for both of us. This ride was just the ticket for this point in our lives. We spent considerable time planning and training for the week-plus of cycling. We christened our bicycle tour "Crossing Mountains, Chasing Rivers," with a byline of "Cycling the footsteps of history through the Alleghenies to the Chesapeake." (We chronicled our story on a blog, www.crossingmountains.com.)

    Our Tour
    On a warm, overcast Saturday morning this past June, we pedaled east from the waterfront retail development in Homestead, just outside of Pittsburgh. Our bikes were laden with food, clothing, camping supplies and the necessities for an eight- nine-day, self-supported bicycle tour. Day one proved to be somewhat challenging. We cycled almost 50 miles through the woods along the Youghiogheny River to the River's Edge Campground just west of Connellsville. We were both tired and exhilarated after completing our first day as bicycle tourists.

    On Sunday we got our first lesson in cycling a constant uphill grade with over-packed bikes. We crossed through the beautiful Ohiopyle State Park and stopped for lunch in Ohiopyle. It was at this point that we realized that our day's goal to reach Rockwood was unachievable. We re-planned and made a decision to end the day in Confluence. We opted to forego primitive camping and spend the night at the River's Edge Bed and Breakfast. We were to learn that this decision would positively impact the remainder of our ride.

    Monday morning saw Chuck and I each mailing 25 pounds of excess gear back home. With lighter loads, on-the-trail experience and much needed rest, we cycled with new vigor uphill through Rockwood and into Meyersdale. Much more confident and relaxed, we continued to climb the Alleghenies. It was on this day that Chuck and I became a team rather than two buddies cycling together. We learned the success of bicycle touring is about relying on each other's strengths and being responsive to each other's needs.

    Tuesday afternoon we crossed the Eastern Continental Divide and began our downhill descent into Cumberland. Scenic mountain and valley vistas combined with a series of tunnels made this a day to remember. We crossed the GAP Mile 0 mile marker and began our journey on the C&O Canal towpath at the Western Maryland Railway Station. We celebrated our 140-mile journey across Pennsylvania at the Crabby Pig with our pal Aaron, a Cumberland resident, who was our innkeeper for the night.

    At this point, we realized our limited vacation time and miles remaining did not add up. So on Wednesday morning, our friend Aaron drove Chuck and me to Fort Frederick, and Aaron cycled with us from there into Williamsport. (Also, by saving 60 miles of cycling, we assured ourselves a free day to cycle around Washington, D.C.) The views from the C&O around Dam 5 on the Potomac River were quite beautiful. We enjoyed a delicious lunch at Desert Rose's in Williamsport before we said our goodbyes to Aaron and continued east. We set up camp for the night along the shores of the Potomac in Antietam.

    Thursday was our most enjoyable day of the tour. We cycled into Harper's Ferry and spent the afternoon exploring this historical and scenic mountainside town. In late afternoon, we cycled into Brunswick, where we would spend a few hours at Beans in the Belfry, a coffee shop and restaurant that was very welcoming to bicyclists. We concluded Thursday with a stay in lockhouse 28, a National Park Service program where we rented a restored lockhouse for a night. The day's lesson was that it is okay to take it easy now and then and to get to know the people and places along the trail!

    Friday was a day of anticipation and excitement as we cycled the final 48 miles into Washington, D.C. It was a day of memorable landmarks-crossing the Monocacy Viaduct, enjoying a mid-morning break watching traffic shuttled across the Potomac at White's Ferry, and resting in the shade watching canal boats at the Great Falls Tavern. On a hot and muggy Friday evening, in the middle of a holiday weekend happy-hour crowd, we cycled into busy Georgetown and crossed Mile 0.

    Saturday was our reward for our week of cross-country cycling. We cycled eight miles down the shady Capitol Crescent Trail from our hotel in Bethesda to the National Mall, where we did the typical D.C. sightseeing. It was such a dramatic change for both of us. The bikes were lightened of their 50-pound loads, and quiet trails were replaced with the bustle of the city.

    We returned home the following morning by car, covering the distance of our 325-journey in a matter of hours. In our hurried lives, we seldom venture off interstate highways. Trails such as the GAP, C&O and Capitol Crescent connect us with the people and places beyond the exit ramp. Our fondest memories are of the innkeepers, servers, shopkeepers and locals we met a long the trail. I thank Rails-to-Trails Conservancy and local trail organizations for their tireless work to expand and maintain this trail network so that we can enjoy more of these experiences in the years to come!

    Photos courtesy of Tom Bilcze and Chuck Gough. 

  • Trail Voices: Drew Snodgrass

    Snodgrass on the Met Branch Trail.by Marshall Pearson

    Up to four times each week, second-grade teacher Drew Snodgrass can be seen pedaling his vintage red Schwinn road bike along the Metropolitan Branch Trail, enjoying the early morning solitude before the forthcoming deluge of classroom activity. Joggers training for a marathon and other commuters punctuate the landscape, and Snodgrass has even witnessed the talents of muralists as they covered an adjacent wall with silhouettes of cyclists. He says the subdued activity on the trail has had a calming effect and makes it easier to teach throughout the day.

    Snodgrass recently moved to Washington, D.C., to teach at DC Preparatory Academy, a public charter school. He has been a bicycle enthusiast since his days living in Chicago before attending Illinois Wesleyan University. In a metropolitan area where traffic is congested and car parking is scarce, Snodgrass found himself biking from classes to his job on almost a daily basis, depending on weather conditions. A move to the northwestern corner of Mississippi as a Teach for America corps member position saw his riding transition mostly to trail activity, and cycling was no longer a viable commuting option. However, Snodgrass moved to Washington sans automobile and, once again, he turned to his bicycle as a primary mode of transportation.

    After discovering the eight-mile Metropolitan Branch Trail, or Met Branch, on Google Maps (which uses trail data from RTC's online trailfinder, Traillink.com, to formulate bicycling directions) and hearing about the trail from co-workers planning to start a girl's running club, he began utilizing the new path and has integrated it into his daily life.

    "I don't own a car, but even if I did, I think biking on the Met Branch Trail is a quicker and easier way to make the commute," he says. "It's such a nice and convenient route between my house in Capitol Hill and my school in Edgewood. There's no direct street route connecting those neighborhoods, but the trail goes straight from M Street Northeast and drops me [right] at the backdoor of my school-and it's a relatively flat and easygoing ride."

    Snodgrass merges with the trail near M Street, less than a mile from his home in the Capitol Hill area, and exits near Edgewood Street and the DC Preparatory Academy. All told, the journey takes approximately 20 minutes.

    "Sometimes I catch a ride with a co-worker, and by the time we fight traffic, find parking and walk from the parking lot to the school, I could have saved 10 minutes by biking," he says.

    Even though Snodgrass tethers his Schwinn to the school's chain link fence before the start of the school day, he allows his renewed hobby to follow him into the classroom. In fact, he recently created an assignment based on The Important Book, written by children's author Margaret Wise Brown. For the task, his second graders wrote a short story about an object of their choice. While his students may have selected an action figure or stuffed animal for their tale, Snodgrass chose his bicycle (you can listen to his story below).

    This teacher's active commuting and lifestyle has significantly increased his passion for cycling as a recreational activity--and everyone at DC Prep has taken notice. After all, his students know him as the teacher who rides his bike to school.

    Drew Snodgrass - My Bicycle by railstotrails


    Photos by Stephen Miller/Rails-to-Trails Conservancy

    Note: This post has been edited from its original version. Drew Snodgrass moved to Mississippi, not Alabama, as was previously written.  

  • Washington: Tunnel Reopened and Others in the Works on Iron Horse Rail-Trail

    By Jake Lynch

    Washington's Iron Horse State Park is one of America's iconic rail-trails. Following the path of the former Chicago-Milwaukee-St. Paul-Pacific Railroad east out of Seattle, the 82-miles of the Iron Horse pass through the stunning scenery for which the Pacific Northwest is famous, from the base of Rattlesnake Mountain all the way to the Columbia River.

    However for the past few years much of the trail has been out of action, with falling debris forcing the closure of a number of the historic railroad tunnels that are a feature of the rail-trail and carry it through the topographically challenging region known as the Mountains to Sound Greenway.

    Water infiltration and many decades of freeze-thaw cycle led to "spalling" in the concrete tunnel liners, with fragments of material flaking from the walls and roof. After a safety assessment, Washington State Parks decided to close them until they could be repaired.

    Now, some great news for rail-trail fans. After two years of engineering and construction work, last summer Washington State Parks, which manages the corridor and the tunnels, was able to reopen Snoqualmie tunnel 50. And work is now underway to repair the lining inside tunnels 48 and 49, to the east.

    "If the weather holds, we believe we can finish all the structural work this year," says Nikki Fields. Washington State Parks trails coordinator. "We will still need to come back in the spring to do the final trail grading, ditch reshaping, and hydroseeding. Weather permitting, we expect them to be completely done by next summer."

    Of course, such work is not cheap. Tunnels 46 and 47, further east near the town of Thorp, remain closed for now, pending funding to work on them.

    "They may require a different solution than the other tunnels because they were constructed through loose material, instead of through solid rock," Fields says. "We need funding to design and then carry out those repairs."

    Of course, when that funding becomes available will dictate when the necessary work can be done and the tunnels reopened. Like many states, Washington is facing the challenge of fitting important improvements and services into an ever tighter budget, and is being forced to form strict priorities to decide what gets funded and what does not. 

    As not only an incredible adventure for local trail users but also a national and international tourist destination and a unique treasure of the nation's railroad history, the Iron Horse State Park has great importance to the state of Washington and the American trail community. Supporters are urged to contact the office of Governor of Washington Christine Gregoire to let her know that repairing the Iron Horse State Park tunnels should be a priority.

    For updates on the tunnel repairs visit www.parks.wa.gov/parks

    Photo of Iron Horse State Park, top, by RTC
    Photo of tunnel inspection courtesy Washington State Parks 

     

     

  • RTC Wins Pacifico Challenge!

    Thanks to the overwhelming support of members and supporters across the country, we won the most votes in Pacifico's summertime "Make Adventure Happen" promotion! Your votes throughout the campaign, and in particular during a few days at the end, helped vault us into the lead and secure the grand prize.

    All told, you helped us earn more than $50,000 for our trail-building work around the country!

    That's an incredible boost, and we can't thank you enough for participating and supporting us. We also want to thank Pacifico for including us in this fun promotion alongside three other worthy organizations: Surfrider, the National Trust for Historic Preservation, and the Best Friends Animal Society. 

    We have a lot of exciting programs and projects this money will help fund, and we'll keep you posted in the coming weeks and months about how your support--in the simple act of voting for us--will make a huge difference in our trail-building work across the country. Thank you!

    Victory toast by Rails-to-Trails Conservancy.  

  • The Most Amazing Rail-Trail on Earth?

    By Kartik Sribarra

    It seems I never learn.

    Last year around this time, I wrote about a gorgeous ride I was lucky enough to take on the George S. Mickelson Trail, running through the Black Hills of South Dakota.

    In that piece, I recalled how each rail-trail we had ridden over the years was more glorious than any previous one we'd explored. A group of friends and rail-trail supporters has been taking this annual ride for a few years, and we've made some good choices. First, the Great Allegheny Passage. The next year, the Paul Bunyan Trail in Minnesota. Then came the twin wonders, the Trail of the Coeur d'Alenes and the Route of the Hiawatha in Idaho. The Mickelson, it seemed, trumped them all and became, as I put it then, "without a doubt the most amazing rail-trail anywhere on earth."

    And now, we can add the Kettle Valley Rail-Trail in central British Columbia, Canada, to this little game of one-upmanship.

    This rail-trail--part of the evolving Trans Canada Trail--is unlike anything I've experienced here in the United States. The first day, through Myra Canyon outside of Kelowna, B.C., felt similar to our route two years ago, winding our way down the Route of the Hiawatha, feeling like we were in a land untouched by humanity, but for the trestles. These sheer wonders of engineering ingenuity were actually replicas reconstructed by the Canadian government following the terrible Okanagan Mountain Park Fire that ravaged the region in 2003.

    During the next several days we rode through on-again, off-again rain showers as we made our way past the various unique views along the trail. We rode through Rock Oven Park, where we saw numerous rock ovens that were built and used by the railroad workers a century ago for fresh bread as they constructed the rail line deep in the Okanagan Valley. We came across views of Christina Lake that almost seemed to physically slow our tires as we ground to a halt in awe. We rode through vineyards, past strongly aromatic groves of sage, along corridors with the rails still in the ground, and over trestle after trestle, through tunnel after tunnel. The connection to the region's rail history was not to be forgotten.

    At one point along the ride, as we gazed out at yet another phenomenal view of mountains, lakes and conifers as far as the eye could see, I commented to my riding companions that it reminded me of New Zealand. "When were you there?" asked another rider. I confessed that I'd never been, but that the Lord of the Rings trilogy made me feel as if I understood the similarity in the landscapes. Moments later, another rider commented that the views here exceeded anything she had seen in her years of international riding, including such destinations as Nepal and Switzerland.

    As is often the case on such a ride, we could not help but compare the various trails we've ridden over the years. As such, our mantra for this year's trip, coined by one rider referencing a comment from my post from last year, was, "How big can you write the word 'WOW?!'" Thereafter, each new view, each trestle more formidable than the last, each mile pedaled seemed to elicit the same jaw-dropping "wow" reaction.

    So, despite previous claims of having ridden what must be the most gorgeous rail-trail anywhere, the Kettle Valley Rail-Trail proves that I need to keep biting my tongue and just take in the views. After all, somewhere, somehow, yet another rail-trail might possibly rival even this one!

    And I'm determined to find it and make its acquaintance.

    Photos of the Kettle Valley Rail-Trail by RTC.

     

     

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