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Ml L Finding Recommendations& s McCarthy contents page General Description ...... MA Wild & Issue Concerns& s ...... M& Findings & Recommendations Historic (General) ...... MS Summary of Scenic Resource Values..... M8 Road Management Theme ...••••••••••M9 Scenic Resource Managemen . M1 • t 0. Goal • • s Implementation: Land Ownership and Management Responsibility ••••••• M10 Road Design for Alignment •••»••••• Ml 2 Right-of-Way Management •••••••••• M13 McCarthy-Kennicott Access ...... M14 Railroad Remnants *•••••••••••5 •M1 Greenbelts •••••••••••••••• M16 View Management ••••••*••••••• M17 Turnouts and Road Related Recreation . • .Ml? Developmend an Lane Us d t ...... M19 Findings & Recommendations (by Management Units) ..... M22 . Gatewa25 y McCarthy WilHistorid an d c Road ...... M22

26. Silver Lake-Strelna ...... M30

27. Kuskulana and Gilahina...... M38

28. Moose Lake ...... M48

29. Lakina River-Long Lake. ..••••• M54

m«o 30. Roads End-McCarthy ...... M64 acces o t numerous s scattered residenced an s General Description recreational homesites. Even by Alaskan The road between Chitina and McCarthy, now com- standards Chitin d McCarthan a e smallar n yI . monl ye "McCarth referreth s a o yt d Road," closely 1970, Chitina had a population of 50 and follows the old grade and alignment of the Copper McCarthy's year round population Is considerably River and Northwestern Railroad. This railroad, less. Chokosna n mos o a smal, tt do mapsl s i , nothing more e thafamil on d nnumerou an y s built between 190 d 19118an , connected Cordovn o a the Gul f Alasko f a wite Kennecotth h t Copper undeveloped lots clustered aroun n airstripa d . Mines near McCarthy. This privately built and Strelna, another name commonly see n mapso ns ha , operated railroa n untira d l 1938 when, after a numbe f scattereo r d homestead-style develop- falling copper a pricethreatene d an s d strike, ments and little else. Native allotments and the mine closed. Almost immediately efforts were homesteads are found all along the road, with the made by citizen groups in Cordova, Chitina and largest concentration around the Long Lake— McCarthy to convert the railroad alignment into a Lakina River area, near McCarthy d wesf an ,o t vehicular road since this was the only form of transportation connecting these small communi- ties. However, such plans were never fully realized due to problems ranging from frequent Kotsina washout o lac t sf fundin o k d politicaan g l support. Chitna

It was not until 1971 that a highway bridge across the Copper River was completed, facil- 25 Gateway itating vehicle accese McCarth th o muc t sf o h y Road. However, the remainder of the road was McCarthy Wild Silve6 2 r Lake- plague y continuab d l bridg d trestlan e e washouts & Historic Road Strelna and only for a short period of time could people actuall y frowa me yth Chitin drivl o al t ea McCarthy. Today, the steel span Kuskulana Bridge is the only remaining functional railroad struc- e Gilahinth d turan ae e lasTrestlth t s i e standing wooden railroad trestle. The old trestl rapidls i e y deterioratin wila t i e lb d gan race agains f restoratioi e t se tim o t e n efforts can begin before decay has progressed too far.

Toda e McCarthth y y road o connectsmaltw le th s 4 M communitie Chitinf o s McCarthd an a provided an y s Strelnae onlTh y . commercial/recreational 1500 feet at McCarthy. It is within a spruce- developments, aside from those at Chltlna and hardwood forest where natural openings occur McCarthy-Kennicott e lodge-campgrounth e ar , t a d within poorly drained d bogarounan e s th d Silver Lake about 10 miles east of Chitina and a numerous lakes. The Chitina Glacier sculptured small private campground nearby. While some the local topography. It carved out the valley; mining activity still occurs up the Kuskulana created the numerous shallow lake depressions; Rive d eas t -visiblan f McCarthyro no t s i e t i , and deposited the moraines and various materials from the road and road use for hauling supplies which are the basis for the present variable pat- s limitedi e anor d . tern f soilo sd vegetatio an s n communitiese Th . landscape is generally typical of a river valley e McCarthTh y Road follow e uplanth s d terraces n i Southcentral e surroundinth Alaska d an , g abov e Chitinth e a River and o avoit , d grade distinctive mountains are distant and only changes, gradually climbs fro n elevatioa m f o n visibly dominane road'th t sa t eastern (near approximatel 0 fee t 50 yChitina t o clost ao t e McCarthy) and western (near Chitina) ends.

Management Units- McCarthy Wil Historid& c Road

30 Roads End- McCarthy

Billy Lake Gilahina Butte Lakin9 2 a River-Long Lake 27 Kuskulana & McCarthy Gilahina

Moos8 2 e Lake M5 bridges over both forks of the Kennicott River. Issue Concerns& s While most people agree thae currenth t t method (as of August, 1982) of crossing these river • McCarthy Road Realignment Proposal forks via old, hand operated cable trams is unacceptable, ther s considerabli e e disagreement The use of the former Copper River and North- on whether vehicular access into McCarthy should western railroad bed for vehicle traffic has be provided. Sinc e procesth e f gettino s g into created numerous problems. Areas with unstable McCarth s suci ya fundamentah l e aspecth f o t slopes, poor soil condition d inadequatan s e water recreationa f thio se lroadus t seem,i s important drainage have led to high maintenance costs, to evaluate the various access modes with respect difficult driving conditions and frequent road to their effect n scenio s d experientiacan l qual- blockages. In addition, the very narrow, ities. (Se e generaeth l discussio McCarthn o n y winding, dirt surfaced road does not meet com- Acces Managemend san t Unit 30.) monly accepted standard r publifo s c roads. Because cars have more flexibilit d mobilitan y y • Services for Travelers than trains, many problem areas could be readily avoide y movinb d e roa o th 'thags w dlyin lo t g Presently the McCarthy Road has few amenities and areas, creek d riveran s s coul e crosseb d d more service o meet s t traveler needs. Increased efficiently. Consequently, thers beeha e n recreationa y requirma e lus e that roadway infor- interes n realignmeni t e road upgradinth an d f o t g mation turnouts, scenic viewpoints, passing and it to state standards for secondary highways. turnaround pullouts as well as rest areas and Specific plans were outlined in the Chitina - picnic sites be developed. The location and McCarthy Highway Environmental Impact Statement character of such facilities should take advan- (1973); however, no action was taken until the tage of site opportunities and amenities and be federal land status issu s resolvedewa . Whilo n e sensitiv e goal th d objective an so t e s recommended formal alignment and road upgrading plans have for the road. (See Management Units 25 through yet been proposed, thers i intereste , 30). particularly on the part of the DOTPF to minimize • Mining maintenance costs, reduce potential hazards and permit greater public use of the road. Therefore The mineral resources within the Chitina River realignments and road upgrading remain issues. Valley have always attracted people to the area. (See the general discussion on Road Design and While raining activit e e limfuturb th y -n ma i ey Alignmen Managemend an t t Unit throug5 2 s h 30.) ited because of the national park and preserve status, the numerous existing claims and con- Acces• McCartho st y siderable Native corporation landholdings suggest that It will continue to be an Important land Crossin e Kennicotth g o McCartht tt Rivege yo t r use. Mining activity will, for the most part, has always been a challenge and a problem. continue to be distant from the road. However, Vehicular access was only possible for a short McCarthe increaseth f o ye haua us road s la d road M6 time up to the early 1970* s when .there were for materials and ore could significantly alter its character and impact scenic and recreational River crossings. (See Management Units 25, 27, resource values. (Se e generaeth l discussion o n 29 and 30.) minin e discussio th s wela gs d la an Lann o e n Us d development for each management unit.) • Fireweed Mountain State Land Disposal

Wrangell-St• . Ellas National ParPreservd kan e e proposeTh d Fireweed Mountain state land disposal a residentia, l subdivision, woule b d The McCarthy Road is one of two access roads into accessible from the McCarthy road. The potential Wrangell-St. Ellas National Pard Preservean k . visual impacts of this proposal needs to be eval- e locatioTh d charactenan parf o r k related recre- uatee desireabilit th wels a ds a l f additionao y l ational facilities—information signage, camp- state land disposals alon e roath gd corridor. grounds, trailheads and visitors centers—need to (See the general discussion for the McCarthy Wild be sensitiv o t scenie c resource valuese b , and Historic Road s wel a ,s Managemen a l t Unit locate t appropriata d e site d contributan s o t e 29.) the quality of the recreational driving experience. (Se e generaeth l discussioe th r fo n Lan• d Developmend Usean t McCarthy Wild Historian d c Roas wela ds a l Management Unit throug5 2 s h 30.) Whil e McCarthth e y Roa s nominalli d y withie th n Wrangell-St. Elias National Pard Preservean k , ther e considerablar e e roadside private land- Railroa• d Remnants holdings throughout its length. New land use patterns brought abou individuay b t l developments Numerous remnants of former railroad days can be will have an effect on visually sensitive road- foun de essentia ar alone e roath d th gan o d t l side land. In addition, the large blocks of experience of driving the McCarthy Road. Most of Native land may be subject to special development these are being covered by soil or hidden by pressure in the future in order to generate cor- vegetation, removed r simplo , y deterioratinn i g )i porate revenue. (See the general discussion on L place. Withi a numben f year o rl visibl al s e d Developmenan Lane Us d d Greenbeltan te th r fo s trace railroaf o s d activity could disappear with- McCarthy Wild and Historic Road as well as those out active restoration efforts. (See the general for Management Unit throug5 2 s h 30.) discussion on Railroad Remnants, and Management Units 27, 29 and 30.) • Rlght-of-Way Management Recreationa• Rivef o e r lDs Crossing s Currently the road maintenance crews are engaged As with most roads in Alaska, the road crossings in extensive brush clearing of the road right- of rivers are attractive areas for intensive of-way along some portions of the McCarthy Road, recreational use and development. Along the resulting in considerable visual impacts. Other McCarthy Road these activity nodes occur at the stretchee roath d f o sreceiv e little main- Copper, Kuskulana, Gilahina, Lakina and Kennicott tenance—so there is poor visibility around M7 curves and overhanging branches impede traffic e nort tth d oeast an h , whic e eithear ho dis to r - movement. Right-of-way management practices, tant or hidden by nearby lower mountains. particularly roadside brush clearing, can be more responsiv o sitt e e specific condition d reinan s - n spitI f thiso eMcCarthe th , y Wild Historian d c force scenic and recreational values, (See the Road does provide a visually interesting and, at general discussio n right-of-wao n y managemens a t times, memorable scenic driving experience due to well as that for Management Units 25 through 30.) a combinatio f o factorn s which enhancd an e complement the inherent visual opportunities within the landscape. First, there Is the spatial definition e roadTh .passinn ,i g through the predominantly dense forest landcover, offers Findings & an interesting rang f spatiao e l experience- s from "tunnels" created by unmaintained roadside Recommendations vegetation completely enclosing the road, to places where natural and man-made openings offer opportunitie r panoramifo s c views o numerout , s Summary of Scenic places where variations between theso tw e Resource Values extremes exist. Second, the character of the road is a source of Alone roath gd between Chitin d McCarthan a y scenic resource values are quite variable. The interest. It is narrow, generally unmaintained, most dramatic view d experiencean s se b ten o t d with small bridges, potholes t spotd we , an s concentrate endo d tw aroun- s nea e Cope th rth d - drainage channels crossing Its surface. These a ten constan o sloe t e traveled th ar w d t an r per and Chitina Rivers at the west end and the McCarthy-Kennlcott area at the east end. There focus of attention. The road Is in many ways a are several highlights in between - particularly challeng driveo t e , creatin a uniqug e experience not foun mann o d y other commonly traveled roads. the Kuskulana Bridge and gorge, the Gilahina railroad e Lontrestlth g d Lakan e e area. How- e mosth evert r pare fo landscap, th t e visible Third d developmenan , e lanus d e t th addo t s from the road between Chitina and McCarthy is visual interest. Sinc scenere eth oftentimes i y s typical of that found along major river valleys not particularly distinctive, the land uses along in southcentral Alaska. This is, to a large the road become an important addition, either extent e positioe resul th ,e th roa n th f i do t f no opening up distant views across their clearings the landscape t followI . s upper terracee th n o s or by calling attention to picturesque homesteads north side of the Chitina River valley, through or to remnants of the bygone railroad era. The dense, predominantly spruce-hardwood forest. railroad features are of special significance and This location limits goo de Chitinviewth o t sa visual Interest even though e sombeinar e g Rive highee th r o itselrt Wrangeld fan l Mountains e remainderemoveth d e deterioratinan dar r r o g becoming overgrown witht no vegetatio e ar d an n highly visible. Wild This refers to the existing character of the road Fourth, thera sens s f i destinatioeo e n associ- and suggest e typ f th sdrivino e r travelino g g ated with this road. Most peoplt ge e o drivt t i e experience which shoul retainede b d e "wildTh . - to the McCarthy-Kennicott area, not to pause and ness" comes both froe landscapeth m , whics i h spend time along the way. Thus there is a real remot d relativelan e y undeveloped d froe ,an th m sens f anticipatioo e a greate d nan r emphasin o s road itself r peoplFo .o liv wh e e alon e roath gd the destination rather thae experiencth n f o e this wildness reinforce e imag th sbeinf a o e n i g getting there. Whil l a roadcertai al eo t s n remote area, removed from easy contact with many degree instill this feeling of destination, it is of the generally available comforts, services and particularly strong along this one because there conveniences. For visitors, the wildness of the w intermediatarfe e e stops. road becomes a challenge and an essential ingredient in the experience itself. The potholes, These four conditions - spatial definition, road narrow bridges, railroad spikes and non-vehicular character, land use d sens,an f destinatioo e n- access into the McCarthy-Kennicott area, along work together to make this 63 mile long road vis- with the minimal maintenance, are what make the uall d experientiallan y y riche absencTh . f o e drive exciting. While the scenery is often typi- any of these elements could significantly impact cal for southcentral Alaska, the wildness and the scenic resource values. Management concepts remotenes e road landscapth an d f o s s fundai e - should respon o thest d e characteristics; retain- menta a o thirecreationa t ls a s l driving experi- ing and reinforcing those which already work charactea s i ence t I .r which shoul e retaineb d d while attempting to sensitively manage and change to the greatest degree possible. those characteristics which could use improve- ment. Historic In addition to its wild character, the road has historic significance .route th Mos ef o tfollow s the old Copper River and Northwestern Railroad alignment and grade. Two remaining structures e Kuskulanth froe railroa - th m a a er dRive r Bridge and the Gilahina Trestle are notable vis- Management Theme______experientiad an l ua l features. e ChitinTh o McCartht a y roa s recommendei d r fo d official designation as the "McCarthy Wild and Additionally, there are numerous other railroad Historic Road." These three words - wild, his- era relics - partial trestles, buildings, rail- tori d road-suggesan c e desiretth d characted an r beds, ties, rails and spikes scattered along the e themse th r tsceni fo e c resource management road. With the exception of the Kuskulana River goal d recommendean s d actions. Bridge, these feature n pooi re t ar repaisi d an r M9 Is only a matter of time before road maintenance, o retaiT • n those qualitie McCarthe th f o ys Road firewood scavenging and vegetation growth will which contribut wils it d o t echaracter , a bot s a h wild environment where the visual impact of human completely eras l visiblal e e e railtraceth -f o s use and development is minimal and as a wild road and its role In opening the Chitina River driving experience. Valley. These historic railroad remnants signi- o restorT • e essential railroad remnants, par- ficantly add to the road's visual Interest and ticularl e Gilahinth y a e KuskulanTrestlth d an e a whea ar er ea reminden e mininth f o rg trainst ,no Bridge, which give the road its historic char- cars, traveled thi sn essentiaa route s A . l acter d protecan , t other remaining railroad relics from further deterioration, removar o l Ingredient In the driving experience, these his- decay. toric features shoul e retaineb d d preservedan d . • To adopt appropriate road design standards and right-of-way management practices which support Road the imag wila f thihistorid o es an da s c road. The distinction needs to be made that this is a encourago T • e land roadsidused an s e developments whic e sensitiv ar he overal th o t el e themth f o e "road" and not a "highway." The word highway has road and which enhance rather than detract from certain images, including those of a modern, e scenith c resource value d drivinan s g experi- paved, high speed travel route for moving large ence. volumes of people and goods between various des- • To create an appropriate entrance experience into tinations. Suc n imaga h e e doet applth no so t y Wrangell-St. Ellas National Pard Preservan k d an e rugged route between Chitina and McCarthy, nor make roadway design and adjacent land use and development decisions which suppor goale d th t an s will e appropriatIb t e forseeablth n i e e future. objectives of the park. e concep Th a "highway f o t " also conflicts with the road's wild historian d c theme s outlinea s d above. Thus it is recommended that this continue e b calleto a d roadtha an dt road design standards, maintenance practices and roadside land use and development be scaled to such a designation. Implementation: Land Ownershi Managemenp& t Responsibility

There are three levels to scenic resource manage- Scenic Resource ment actions and responsibilities along the McCarthy Wild and Historic Road depending upon Management Goals e lan th s i frode r roa hoth mfa w d centerline. First, there is the road and its right-of-way Five primary goals provide direction for the managed by the Alaska Department of Trans- 0 M1 management recommendations that follow. portatio d an Publin c Facilities (DOTPF). Althoug s responsibilitieit h e carriey b ar s t ou d understanding and acceptance of the goals out- separate divisions, which sometimes makes it lined here along with the general and specific difficul o coordinatt t e polic d actionsan y , over- management recommendations which follow. In e departmenth l s al e botha greatesth t h t addition to this intra-agency coordination, the responsibilit d greatesan y t opportunit r confo y - DOTPF should encourage development and uses sisten d effectivan t e managemen f o scenit c beyond the right-of-way to be consistent with resources along this road. Actions, policies and plans, policies and practices adopted for the decisions regarding scenic resource management right-of-way. , ... , shoul e coordinateb d d amon e separatth g e depart- mental division - rangins g froe plannerth m n i s The second level of responsibility and influence Anchorage, to the engineers in Fairbanks, to the on scenic resource management relates to lands maintenance crews in Chitina. Right-of-way adjacene right-of-wayth o t t . Here e AHTNth , A management decisions shoul e baseb d d upon a n Regiona d Chitinan l a Village corporationn ow s large blocks of land and numerous private individual n otheow s r small parcels. Native- owned roadside lans concentratei d d alone th g western third of the road. Non-Native private land se concentrateb ten o f t do e easd th en tt a d the road near McCarth d arounan ye Lakin th d a River-Long Lake, Chokosn d Strelnan a a areas. Intersperse e statar d e lands, e manageth y b d Departmen f o Naturat l Resources a (DNR d an ) smaller amount of federal land managed by the National Park Service (NFS). Because these private lands are outside of organized boroughs or local governments scenic resource management recommendations are difficult to implement. This places the major responsibility on managers of public lands adjacen e right-of-wath o t tt se o t y appropriate examples with respect to land use and development.

These government agencies should explore methods for encouraging private landowners, particularly The road and its right-of-Day managed by the Native corporations, to include scenic resource State Department Transportationof Publicand management goals and development guidelines in Facilities offers the greatest opportunity their decisions related to the development and for effective scenic resource management. f roadsido e us e lands. Here e mosth ,t critical actor is the state DNR. This agency's policies Mil and land management actions, particularly with ated wite existinth h g alignment n generaI . l respect to state land disposals In the area, they were proposed to avoid unstable slopes, wet could have a significant impact on whether or not areas, and other places with high road main- goals related to maintaining this as a wild and tenance costs as well as to reduce the number and historic road are realized. Further discussion sharpness of curves and promote long straight oe ffounb thiy dd ma san unde e lane th rus d tangents. development section that follows. Based upon scenic resource values e existinth , g Nationae Th l Park Service manages parw onlfe -a y alignment is preferred to the proposed changes in cels of land next to the road. NFS actions will every case but one. While it is clear that some affect the corridor primarily by how it decides actions need to be taken to alleviate the main- to use this corridor as an entrance to the park tenance cost d hazardan s s associated wite th h t developi w ans roadsidho dIt s e land r parfo sk present alignment, present problems should be related facilities a visitor'suc s a h s center, resolved through proper engineerin d desigan g n campgrounds and trailheads. responses within the existing alignment. The proposed realignments would unnecessarily "tame" e road drath an dw away fro historie m th mos f o t c e thirTh d leve f responsibilito l d influencan y e features associated with the railroad. The road related to scenic resource management deals with would then resembl highwaa e y rather tha nroada . land more distant froe roath md corridor itself. The National Park Service manages most of this Only in one area was it determined that a land excep scatterer fo t d mining claims. Because realignment might be desirable (Management Unit of the distance from the viewer and location 28-Moose Lake area). Here, other alternatives within a national park, no real problems or con- would create even greater visual diversitd an y flicts with identified scenic resource management are preferable to both the existing alignment and goals appea existo rt . the DOTPF proposal. (See Management Unit5 2 s through 30 for more detailed discussions of each realignment proposal.) Road Design & Alignment____ In addition to alignment, the actual design of the road—its width, surfacing material, design The design and alignment of the road are two of speed, shoulder characteristics, drainage, etc. - the most important considerations for fulfilling merit attention. Overall s recommendei t ,i d that the scenic resource managemene tth goal r fo s the McCarthy Road remain a gravel road open pri- McCarthy Wild and Historic Road. This study com- marily durin e summerth g , generally wide enough pare e existinth d g alignment with changes pro- for two vehicles (18 to 22 feet) with a design posed in the Chitina-McCarthy Highway Environ m.p.h-0 3 o t . 5 spee2 Som f o de difficult driving mental Impact Statement (1973). It was assumed conditions should be acceptable. Road drainage that these realignment proposals still represent shoul e primarilb d y throug e graveth hd diran lt M12 likely response numeroue th o t s s problems associ- surface rather than through roadside ditches which require considerable grading and clearing. corridor, severe landscape disturbance, pilef o s This would help retai e narroth n w visual appear- slas d disturbean h d soil, increase n vehicli s e e road promotth an ancd f e wilo e th ed roadside speeds, monotonous spatial experiences and edges whic e commohar n alon roae th gd today. dramatic contrasts between the character of the roadscap adjacene th d ean t landscape manageo N . - Road design should include numerous small widen- ment refer o thost s e stretche e roadwath f o sy ings to allow people to stop, turn around or per- which are heavily overgrown to the degree that mit other vehicles to pass, thus retaining the branches impede vehicle passag d creatan e e poor narrow o lantw ,e characte e roady th An .f o r visibility around curves. Wha s needei t d an d material site r stagino s g areas neede r confo d - recommende e right-of-waar d y maintenance prac- struction or maintenance should be beyond the tices which respond to the needs for safety, right-of-way and screened from view. All of adequate visibility, cost effective procedures these considerations are important to preserving and roadbed protection ,e sam whilth e t a etim e the road's wild and historic character while being sensitiv d maintaininan o t e e road'th g s maintaining it as public access for local resi- wild and historic qualities. dent visitorsd san . Instituting more appropriate right-of-way manage- s possiblIi t o desigt e d maintaian n e roath nd ment actions will requir DOTPe th eadopo t Fw ne t r slightlfo y higher speed d greatean s r volumef o s policies and operating procedures as well as traffic as far as Strelna in order to better establish better coordination between depart- accommodate the local residents and respond to mental divisions. Som f theso e e policy changes the predominantly private land ownership pat- should include the following: tern. Beyond this point, however, the road should conforstandarde th o mt s outlined above. • Adoptio a polic d practicf o an ny f varyino e g roadside treatmen d actionan t o respont s o sitt d e specific situation d conditionan s s rather than usin e samth ge techniques over large areas.

• Using a landscape architect working In the field Right-of-Way Management____ with the maintenance station supervisor or foreman to develop a program for each year's field After road desig d alignmentan n , right-of-way maintenance activities on roads identified for management and maintenance can have the greatest their sceni d recreationaan c l resource values. impac n scenio t c resource values. Thi s pari s - •Developmen f o proceduret s whice existinus h g ticularly true through areas of predominantly machinery in ways that are more conducive to private ownership. At present, two extremes variable and selective maintenance actions, and characterize right-of-way management along the purchase and use of maintenance machinery that are versatile enough to allow for variable and McCarthy Roa - oved r managemen o managen d an t- selective maintenance actions. ment. Over management refers to the practice of indiscriminate tred brusan e h clearing froe th m '•Acceptance that some right-of-way management practices may be more labor Intensive and costly road e edgright-of-wath e o t righ p u t y edge. In order to achieve the desired effect and This commonly results in a visually wide road allocate fund o covet s r these costs. M13 Alon McCarthe th g y Road right-of-way maintenance • Clean cuttin vegetationf go . Machinery shoule b d consists primaril brusf o y h control mattea s A . r kept shar d properlan p y operatet rathecu o t rd of standard policy brush control practices should than tear brush. not introduce visually disruptive elements but • Irregular right-of-way clearing widths. Allow should create greater visual interes openiny b t g trees and shrubs to Invade the cleared right-of- o thas ty wa ther a sever et no ies brear o k more viewd enhancinan s g spatial variety. delineation betwee e activth n e management area Existing management practices fail to do either e landth nea e roasd th rbeyondan d r betteFo . r of these., Presently brush clearing is done by visibility, the Inside of a curve can be cut lowe d deepean r r thae outsidth n e e th edg f o e machines which evenly cut off all brush between curve. one and two feet above ground level, creating visually disturbin d monotonouan g s roadside • Mo clearing areas. In some areas thin only the overhanging branches that Interfere with safe and edges. Moreover, this machinery tend o teat s r easy vehicle movemen d leav an e denst th e e trees the brush rather than evenly cut it, leaving and brush. This will creat a vegetatioe n broken stubs and stripped trees. Finally the "tunnel" effect which, when use n alternatioi d n with cleared or more intensively managed areas, slas s commonli h y left alon e roadth g . Such can provide considerable visual interest and practices should not be acceptable for this spatial variety. roade followinTh . g guideline e user b fo dn ca s • Management for desired species. Some visually more visually sensitive brush control: striking effects can be obtained by selectively clearin a gmixe d spruce-hardwood fores o thas t t all birc asper o h n will predominate. Adopt selective clearing and thinning practices Thi s preferreI s o "cleat d r cutting,l al d an " Q Encouragement of right-of-way vegetation which slash and clearing debris should be removed. blends in with surrounding vegetation. Constant clearin d managemenan g t n apparena lead o t s t i Minimize disturbance of soil cover and existing change in the composition and nature of the grades. In some cases It may be beneficial to right-of-way vegetatio e land th d tha san f no t create bare soil and thus encourag e invasioth e n beyond. A prime example of this Is where the of early successlonal stage plants such as gravelly road edg s invadei e y willowb d d an s lupines, fireueed and horsetails which add color poplars while the land immediately beyond has e anvisuallb d n varietca yd an distinctivey . completely different vegetation. In such cases However, such practices need to be carefully clearin e poplarth g d willowan s s resulta n i s designed and properly maintained. more natural appearing roadside environment.

>Phased clearing over timd ovean er different areas. Roadside clearine phaseb d n an dca g space o soms d e area e clearear s e yead on dan r adjacent areas left until succeeding years. This would reduce the visual impact of wholesale McCarthy-Kennicott Access right-of-way clearing. For many traveler n thio s s road e McCarthyth , - t Imaginativ f existino e us e g machinery. Existing Kennincott area is the prime destination. As machinery which clip f everythinof s a give t a gn already mentioned e "wildth , " charactee th f o r height coul e use b do cli t d p areas at different heightt variabla d an s e distances froe roath md e geton roa s essentiai w d ho e trip th t ye o ;t l M14 edge, creatin mora g e natural appearing edge. into McCarthy is a critical ingredient in this overall experience. Presently (August, 1982) important historic transport mode throughout the o vehiculathern s i e r access e adventurouTh . s area o los.t et Finallyno completel s a o s ,e th y can walk across the glacier at the head of the experience and challenge of hand powered trams, Kennicott River; otherwis muse on eto tw cros e th s it is recommended that a new tram be installed forks of the Kennicott River by two hand operated across McCarthy Creek. This woule d th ope p u n tram rides. Since both e dangerourouteb n ca s s areas beyon o pedestriat d d recreatioan n n use. and are unacceptable to many people, determining (See Management Unit 30.) the appropriate for accesf o m s into McCartha s i y key issue. If the road's scenic and recreational value givee sar n priority s recommendei t ,i d that pedestrian-only access into McCarthe b y retained. Just as the wild nature of the road e existinanth d g historic feature e vitaar so t l the overall driving experience e challength , f o e crossing the two forks of the Kennicott River is Railroad Remnants e experiencth par f o t f enterino e g McCarthy. Between Chitin d McCarthy-Kennicotan a w fe e th t Additionally scale d ,th characte an e McCarthf o r y remaining railroad remnants are the only features would be lost if vehicular access were developed. of both visual and historic significance. Two of these e Kuskulanth , a Rive rGilae bridgth -d an e Though functiona f historio d an l c significance, hina River railroad trestle e particularlar , y the existing tram e neithear s r safr conno e - importan e "historicth o t t " charactee th f o r venient. While ther e manar ey way f providino s g McCarthy Wild Historian d c Road. Additionally, access into McCarthy e followinth , g recom- ther e numerouar e s less prominant remnants found mendations combining autd pedestriaan o n bridges l alon e al visuae roath th gd d o an lt whic d ad h provide for safe and convenient access and still historic interest of the driving experience. The maintain the scenic, wild and historic experi- following general recommendation e designear s o t d e lanon ence eA vehicula. r bridge acrose th s retain these relics as an important part of the west fork of the Kennicott River would bring cars road's character: onte largth o e island. Parkin a res d t an gare a would be developed in the trees on the high • Research needs to be done regarding ownership and responsibilit e remaininth r fo yg railroad rem- ground above the floodplain. From here a pedes- nants, includin e trestlesth g , buildingd an s trian suspension bridge would take people across rails. the east fork of the Kennicott River and on into A• a shig h priority, restor stabilizd an e e th e McCarthy A suspensio. n bridg s recommendei e d Cilahlna River railroad trestle and integrate it becaus offert i e excitinn a s g crossing experience with a rest area visitors center developed at while still being safe and accessible to every- this location. (See Management Unit 27.) one. A properly designed tram for hauling goods • Retai Kuskulane th n a River bridgone-lana s a e e o heav d to bulke bridgan yth o tak t yn eo e should bridge wite existinth h g approach experience from be included to reinforce the image of this as an the west. M15 [

• For National Park facilities and other public buildings adjacent to the road, utilize the for- Greenbelts r railroame d buildings where possibl r cono e - struct new buildings which reflect the size, Along the McCarthy Wild and Historic Road, green- style, color and character of the old railroad effectivn a e b belt n eca s scenic resource manage- buildings. ,*:'£!" , • ';;/•>..}.}'? «ji ment toor landfo l s beyon e roath dd right-of- Protec• remainine th t g railroad remnant theo s sy n conjunctioI way. n with appropriate right-of- remai s visibla n e feature f historio s c interest for as long as possible. Scavenging for firewood way management, greenbelts can help to retain the should no longer be permitted. Some embankments natural appearanc e roath d f corridoo e d reinan r - should be cleared of invading vegetation and some forc e a imag"wil d th historicef o an ed " road. standing trestle supports should be stabilized While the primary objective of greenbelts would and kept standing. Rails, ties, spike d roadan s - beds should all be left undisturbed whenever t bacd screese an ko bt e n land used developan s - possible as these are continual reminders of the ments, they can also be used as a view management railroad era. tool. Some clearin encouragee b n ca g opeo t dp u n • Establish a place where railroad history can be views or to create filtered or framed views. f interprete r visitorsfo d . Suc a hdispla y could Greenbelt n alsca so hel o retait p a nnatura l form an integral part of the recommended Gilahina appearing foreground around turnouts, trailheads River rest area visitors center development as described in Management Unit 27. and rest areas. -:* ;<>?.•* • , r- . j ?ir*; :. j tf .•> i, • 5 L On private lands adjacent to the roadway, greenbelts can buffer developments and users from the noise, dusd intrusio an te road helth an d pf o n maintai image nth livinf o e wila d remot n dan gi e area. The main limitation facing the use of greenbelts alon e McCarthth g y Wild Historian d c r Road is that there presently is no mechanism to apply the o privatt m e lands outsid f organizeo e d boroughs or local governments. With the significant amount of private land adjacent to the road it means that conformanc e recommendeth o t e d greenbelt guidelines woul e voluntarb d n thesi y e areas. . . . • .t • ,< « ;- • ,...- .••. L Greenbelts recommende McCarthe th r fo dy road fall into two classes: 25 feet wide and 100 feet wide management strips beyond the right-of-way. Specifid developmenan e cus t guideline r landfo s s Stabilisation and possible restoration of the within these greenbelts are discussed within each Gilahina River trestle should consideredbe management unit since they depend on the overall [ M16 priority.a scenic resource management objectives specific to I r the unit followine Th . g considerations relato et around lakes and at river crossings, the forest the selection, management and implementation of n ieffectiva s e barrie o middlegrount r d disan d - the greenbelt concep r thifo ts road. e reasonth f o s tane thaon t ts viewsi por t I .- e roationth d f o sreceive d moderate scenic qual- • Implement greenbelt resomroendatlon n publio s c ity ratings. At the same time this dense vege- n example a thesus r s landa privatd efo ean s e landowners. tation is an extremely effective tool to create spatial diversity when traveling along the road. • Coordinat e DOTPth e F right-of-way management r exampleFo ,foregrouna d "tunnel treef o " s might practices with greenbelo t tw managemen e th o s t roadside management strips are used most effec- open up to filtered views, then suddenly open tively. completel a panorami o t y c vistd finallan a y retur a highl o t n y enclosed s thii space st I . roaw dne • Alony alignmentan g s through public land, establis a hroa d right-of-wa a green d an y - variety in the spatial experience which contri- belt strip beyond It—bot f o which h woule b d butes significantl o scenit y c resource values managed jointly by the DOTPF and the adjacent alon e roadth g . Also, ther e numerouar e s places land managing agenc o t meey t scenic resource management goals and objectives. where views coul e openeb d , filteredup d r o , framed through careful manipulation of the The National Park Service, in conjunction with right-of-way and, in some cases, the lands e Departmenth f o Naturat l Resources, should beyond. Within each management unit specific develop land use guidelines and performance locations for view management actions and the standard r thei n fo lands ow r s withi e recomth n - type of action recommended are identified. View mended greenbelts and encourage private land- management along this road needs to be an ongoing owner adopo t s t thes n theio e r roadside lands. process, and it should be integrated into the annual right-of-way management field work plan Public information programming is necessary to develope a landscap y b d e architec n conjunctioi t n give private landowners and residents a better with the maintenance foreman as noted previously. understanding of the greenbelt concept and how it workmanagemena s a s t tool e facTh .ts i tha t i t flexible and may include land use and development should be emphasized. Benefits to landowners Turnouts & Roadside adjacent to the road should be explained, including reducing impact f roao s d noise, dust Recreation______and lack of privacy. e relativelOth n y narrow McCarthy Wild Hisan d - toric Road, turnout e essentiaar s o allot l w travelers to stop safely outside of the moving View Management traffic lanes. Presently roadside turnoute ar s highly inadequate for stopping or turning e McCarthTh y Wild Historian d c Road passesr fo , around. In response to this, as well as general e mosth t part, through spruce-hardwood forest. traveler needs, three type f roadsido s e turnouts While some natural opening o occud s n bogsi r , have been recommended: an information turnout, M17 two rest areas which also provide interpretive and raining activity e areaI th ns alread A . y men- information, and numerous small turnouts to allow tioned essentian ,a l prerequisit developmenr fo e t at this sit erestoratioe Ith s d stabilizationan n the traveler to stop briefly to take advantage of e railroaoth f d trestle. (See Management Uni7 2 t views and points of interest along the road. for additional information.)

ROAD'• D RESEN ST AREA Since vehicular access into t McCarthno s i y Roadway Information Turnout recommended, a parking facility Is needed for people visiting the McCarthy-Kennlcott area. Besides parking, It is recommended that addi- Withi e right-of-wath n y adjacen e existinth o t t g tional facilities be developed to respond to state operated campground on the east side of the traveler's needs on the west side of the Kenni- Copper River highway bridge a ,roadwa y infor- cott River. These would include litter recep- tacles, rest rooms (out-houses) n infora d -an , mation turnout has been recommended. This would mation kiosk with Interpretive information alert travelers to road conditions, emergency and related to the natural features visible from this commercial services d recreatioan , n oppor- site (Kennlcott Glacier, Regal Mountain, Bonanza Ridge, etc.). In addition, a wooden lookout tunities. Because area'th f so e remoteness such tower would be desirable to provide a better view informatio s i importann r mosfo tt travelers of the setting of McCarthy and Kennlcott and sur- venturing beyond this point. Development would rounding landscape features. consis f o o car tw o pulf t t spacso t r ou l fo e Two options for this rest area development are moving traffic lanes and an information kiosk. presente o Is td will e confortypth f o eo t m vehicle access provided to McCarthy. First, If a (See Managemen r additionat fo Uni 5 2 t l infor- vehicle bridge acros wese th se Kennlt th for f -o k mation. ) cott River Is constructed, thee resth nt area should be located on the east side of the Island between the two river forks and within the forested area above the active floodplaln. If only pedestrian acces s providei s d across both Rest Areas forks of the Kennlcott River, the rest area should be located above the active floodplaln within the forested area. Overnight use should o resTw t area/interpretive center e recomar s - be encouraged at a campground recommended along mended for the McCarthy Wild and Historic Road. d thmaterialol e s site road approximatele on y mil e rivere th wes f ,o t (See Management Uni0 3 t s neae i half-wa th re On ye Gilahin th poin t a t a for additional Information.) River crossinothee th neas i rd ran g McCarthy.

• GILAHINA RIVER REST AREA Turnouts This test area would be a day use facility adjacent to the Gilahina River, located at the existing intensively used pullout. This would be Appropriate site r turnoufo s t development along a large parf o tr recreation facility complex the road are also identified. These recommended recommended for this area Including drive—In and sites are, for the most part, places where the tent campsites, trails, and a Wrangell-St. Ellas National Park visitors center. The Interpretive traveler can view some of the beautiful natural M18 e centeth them f o ree earl woulth ye b drailroa d features as well as historic sites associated with the railroad. Recommended development con- This ownership pattern could be looked on as sists primarily of small road widenings to accom- either an opportunity or a problem for scenic o thremodatt o e tw evehicle d soman se selective resource management n opportunitya s A . , land brush clearing to improve views. Turnout site clearing which opened views and sensitively sited development should be minimal to retain the wild and developed residences that blended with and and historic character of the road and keep the complemented the surroundings would add visual visual Impact from the road low. Locations and interest and diversity. In some places it could descriptions of recommended turnouts are found help provide desirable and necessary commercial within each management unit. services, particularly around Chitina and McCarthy.

However development could also compromise th e wild historian d e th c e road themeth an d f o s impressio f beino n g withi a nationan l park. Development___Lan& e dUs _ Numerous roadside commercial services would direct attention away from the landscape and Because Wrangell-St. Ellas National Park and disrupt the natural sequential experience so Preserve begins at the east side of the Copper importan o thit t s road. Extensive residential River, people traveling the McCarthy Wild and development could result in demands for road Historic Road have the expectation of being with- upgradin increased gan d traffic, making this much in a national park surrounded by spectacular high like other southcentral Alaskan roads. Intensive mountain scenery. Unfortunately these expecta- resource development, particularly mining, could tions may not be fulfilled. Along the road the transform it into a truck haul road which would scenery is generally typical of that found in require widenin d introducan g e considerable many southcentral Alaskan river valleys with the noise, dust and potential hazards, not to mention most spectacular mountain views at the road's destroying its wild and historic character. ends around Chitin d McCarthy-Kennicottan a e Th . Clearly, both sensitive road design and extensive private landholding l alon roae al s th gd maintenance and appropriate adjacent land use and coupled with several large block f stato s e land developmen e criticaar t o meetint l e scenith g c mean tha n onli t a relatively e w placeth fe y s i s resource management goals identified for the traveler actually surrounded by Wrangell-St. McCarthy Road. Ellas National Park land while traveline th n o g road.

This suggests that land uses adjacent to the road will be an important factor in maintaining an Residential Development experience appropriat a majo o t er national park, retaining the road's wild and historic character, In general, large lot, homestead-style and retainin d enhancinan g g existing scenic residential development is visually compatible resource values. with the goals and objectives for this road. M19 More intensive residential developments, such as developments consist of numerous small turnouts subdivisions with relatively small lot 5 acre( s s and viewpoints all along the road where only or less), should be encouraged only near Chitina restrooms or interpretive information should be a lesse ando t , r extent, near McCarthya s A . provided. matter of policy, there should be no state land disposals accessible fro r adjaceno m o thit t s road. All private land developers should be e generallth encourage e us y o t higd h visual Commercial Development , ..;..-..; ,_, >>t absorption capabilit f roadsido y e land o reduct s e development visibility. Native village and Roadside commercial development is visually regional corporations should incorporate the incompatible wite goal th hf retainin o s g this a s recommended greenbelt policies in the development a wild and historic road and should not be of their roadside d landan emphasizs e encouraged. Such development should occur as recreational homesites and cabins as primary par f existino t g community growt n Chitini h d an a a generauses s A . l rule, development shoule b d within McCarthy and Kennicott. completely screened or dispersed and set back far enough from the road so as to not be visually prominent. Areas particularly sensitive to intrusion and where development is discouraged include the confluence of the Cooper and Chitina rivers (Management Unit 25)e Kuskulanth , d an a Gilahina rivers (Managemene th d an t Uni) 27 t entranc o t McCarthe y (Management Unit 30). Additional development aroun e Crystath d l Lake and Long Lake areas e encourageb shoul t no d d beyond that which already exists. | « ;.,. •

Recreational Development , •„•• ri -.,..-,...._. . - -;•, ' , '• . - . ••', .--«" ! • Commercial recreational facilities (lodges, hos- tels, campgrounds, stores s stationsga , d an , guide services) should continu e concenb o t e - trated around Chitina and the McCarthy-Kennicott area. Public recreation node e recommendear s t a d the Gilahina River crossing and the east end of the road near McCarthy. Some limited private recreational developments might occur around Recreational use is concentrated around the M20 Chokosna. Other recommended recreational Copper River bridge during summer salmon runs. | Minin Othed an g r Resource Developments i -—————————————;——————————————~ Historically, minin s bee ha ga common n lane us d I within this area. Actual mining activity !: usually takes place . at some distance from the road and thus would not have a significant visual F impact. The potential conflict lies with the I; increased use of the road to haul materials and ore. Road standards needed for a mining haul .. road would be incompatible with those recommended ji for a wild and historic road. Consequently, ^ other access routes and alternative transportation modes for mining developments need to be | considered when assessing the feasibility of t increased mining activity in the area.

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M21