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Chenango Canal History Review by Diane Van Slyke
Chenango Canal Review, by Diane Van Slyke “Chenango” was the Indian word for bull-thistle. When the Chenango Valley was first settled, pioneers came from the east and were not prepared to face the rolling dense forest of hemlock, oak and pine and bull-thistles that covered the Southern Tier of New York State. The local Native Americans showed them how to chop and burn the tree stumps to clear the land and plant corn, beans and squash. Water was a means of transportation and survival. The fastest way to travel south was by raft and pole by Indian guide along the streams to the Susquehanna River. Traveling back east was by a narrow Indian path, which is today’s Rte. 20. The Erie Canal was built by 1825 and provided a super water-highway to the vast west, (Buffalo!). It connected the Great Lakes to the Hudson River to the port of New York City, making New York State known as the great Empire State. This developed New York City as an international trade center, and grew Buffalo from 200 settlers to 18,000 people by 1840. While all this was developing, it took 19 years for 9 leaders of the “Chenango Canal Committee” to get NYS legislature to pass a $1million bill approving construction of the Chenango Canal. This was important to the Chenango Valley, which included all of Madison County, to link the newly discovered coal mines in Pennsylvania to the Erie Canal. Construction started in 1834. Immigrant workers from Ireland and Scotland were lured here by a pay scale that was three times a common laborer’s wages: $11 per month. -
National Register of Historic Places Multiple Property Documentation Form
NFS Form 10-900-b / I^^^^Jj^^D S^firTl OMB No. 1024-0018 United States Department of the Interior National Park Service National Register of Historic Places Multiple Property Documentation Form This form is used for documenting multiple property groups relating to one or several historic contexts. See instructions in How to Complete the Multiple Property Documentation Form (National Register Bulletin 16B). Complete each item by entering the requested information. For additional space, use continuation sheets (Form 10-900-a). Use a typewriter, word processor, or computer to complete all items. 13 New Submission [~l Amended Submission A. Name of Multiple Property Listing__________________________________________________ The Historic and Engineering Resources of the Chenango Canal B. Associated Historic Contexts______________________________________________________ The History of Engineering and Navigation of the Chenango Canal C. Form Prepared by name/title Anthony Opalka organization New York State Historic Preservation Office date__March 2005 street & number PQ Box 189 telephone 518-237-8643 city or town Waterford state New York .zip code_ 12188 Edited by: Mark Peckham D. Certification As the designated authority under the National Historic Preservation Act of 1966, as amended, I hereby certify that this documentation form meets the National Register documentation standards and sets forth requirements for the listing of related properties consistent with the National Register criteria. This submission meets the procedural and professional -
Section 4: County Profile
SECTION 4: COUNTY PROFILE SECTION 4: COUNTY PROFILE Broome County profile information is presented in the plan and analyzed to develop an understanding of a study area, including the economic, structural, and population assets at risk and the particular concerns that may be present related to hazards analyzed later in this plan (e.g., low lying areas prone to flooding or a high percentage of vulnerable persons in an area). This profile provides general information for Broome County (physical setting, population and demographics, general building stock, and land use and population trends) and critical facilities located within the County. GENERAL INFORMATION Broome County is a rural community located within the south-central part or “Southern Tier” of New York State. The Southern Tier is a geographical term that refers to the counties of New York State that lie west of the Catskill Mountains, along the northern border of Pennsylvania. Broome County lies directly west of Delaware County, 137 miles southwest of Albany and approximately 177 miles northwest of New York City. Broome County occupies approximately 715 square miles and has a population of approximately 199,031 (U.S. Census, 2011). Broome County is one of the 62 counties in New York State and is comprised of one city, sixteen towns, seven villages and many hamlets. The City of Binghamton is the County seat and is located at the confluence of the Susquehanna and Chenango Rivers. The City of Binghamton is part of the “Triple Cities,” which also includes the Villages of Endicott and Johnson City. With two Interstates and a major state route intersecting in the City of Binghamton, the area is the crossroads of the Southern Tier. -
B) Northeastern Regional Profiles
Oneida County HMP Draft 10/31/2013 1:08 PM Part III.B.3.2: Northeastern Regional Profiles b) Northeastern Regional Profiles The Northeastern Region identified for the Oneida County Hazard Mitigation Plan includes the following municipalities: The Town of Ava The Town and Village of Boonville The Town of Forestport The Town and Village of Remsen The Town of Steuben, and The Town of Western. Northeastern Regional Map A Page 1 of 33 Oneida County HMP Draft 10/31/2013 1:08 PM Part III.B.3.2: Northeastern Regional Profiles Regional Map B: 2013 Land Use in the Northeastern Region Page 2 of 33 Oneida County HMP Draft 10/31/2013 1:08 PM Part III.B.3.2: Northeastern Regional Profiles Regional Map C: New parcels since 2007. These communities tend to be dominated by rural landscapes and large wooded parcels. The region tends to be sparsely populated with an average population density of 36.5 persons per square mile with Ava at the low end of the spectrum at 17.95 and the Town of Boonville at the high end of the spectrum at 63.37. As a portion of the region is located within the Tughill Plateau, heavy rates of snowfall are not uncommon. While these communities tend to be well prepared for a snow storm that may cripple other areas, there is now also an awareness for the potential for severe damages from hurricanes, landslides and ice storms and severe storms. Flooding related to stormwater is an issue of concern in developed areas such as the Village of Remsen where widespread property damage has occurred on multiple occasions. -
The History of Transportation at Colgate University: an Analysis Of
The History of Transportation at Colgate University: An Analysis of the Environmental, Economic, and Social Impacts By Marisa Chiodo, Kathryn Deaton, and Jonathan Morales Colgate University i Executive Summary This report looks at how students, faculty, administrators, and staff from Colgate University have traveled to and from campus and around campus over the last two hundred years. With this data, we consider how transportation practices have been sustainable considering the environmental, social, and economic pillars. We operationalized sustainability by looking at fuel emissions and landscape changes for the environmental pillar, money expenditures, feasibility, and affordability for the economic pillar, and accessibility, time efficiency, and passenger health for the social pillar. We focused on four modes of transportation from the early 1800s to the late 1900s. These include stage lines on country roads and turnpikes, packet boats on the Chenango Canal, railroads, and automobiles. Stage lines on country roads and turnpikes were the primary mode of transportation in the early 1800s when traveling around Hamilton, but the region first really began to change with the introduction of the Chenango Canal. While the Chenango Canal was ultimately a financial failure for New York State, it moved the Chenango Valley away from subsistence agriculture to a commercial economy. The Canal influenced Colgate by bringing students in from farther states, and had a small impact in increasing the student population. The Chenango Canal was abandoned because railroads provided a much more attractive alternative as a faster, more economically feasible transportation mode. In the mid-19th century, the first railroad was built through Hamilton, to be followed by two more in the upcoming years. -
Soils in Tug Hill, NY
Acknowledgements The Cornell Team would like to thank the following individu- als, agencies, and organizations for their advice, assistance, and expertise: Linda Garrett, Tug Hill Tomorrow Land Trust; Bob Quinn, SUNY Environmental School of Foresty; John Bartow, Tug Hill Commission; Katie Malinowski, Tug Hill Commission; Phil Street, Tug Hill Commission; Michelle Peach, The Nature Conservancy; Jonathan Sinker; Dr. Charles Smith, Depart- ment of Natural Resources, Cornell University; Steve Smith, IRIS, Cornell University; David Gross, Department of Natural Resources, Cornell University; George Franz and Dr. Richard Booth, Department of City and Regional Planning, Cornell University; Jeff Milder, PhD Candidate, Department of Natu- ral Resources, Cornell University; Dr. Kent Messer, Applied Economics and Management, Cornell University; Melissa Reichert and Michael Liu, Green Mountain & Finger Lakes Pictured, L-R: Sophie Mintier, Josh Lathan, James Cornwell, Chelsey National Forests; Michael Bourcy, Jefferson County Planning Norton, Ole Amundsen III, Aaron Beaudette, Julia Svard, Heather Mar- Department; Ramona Salmon, Lewis County Real Property ciniec, Evan Duvall, Ann Dillemuth, Conor Semler, Jetal Bhakta, Aatisha Services; Guy Sassaman, Oneida County Finance Depar- Singh, Himalay Verma, Camille Barchers, Jessica Daniels. ment; Charlotte Beagle; Jordan Suter, Applied Economics and Management Department, Cornell University; Patricia Box, Town of Lee Assessors Office; Mark Twentyman, New York State Office of Real Property Services; Nicholas Conrad, New York State Department of Environmental Conservation; William Johnson, New York State Office of Cyber Security and Critical Infrastructure Coordination; Christina Croll, New York State Office of Parks, Recreation, and Historic Preserva- tion. Foreword December 2006 Dear Friends: The City and Regional Planning Department at Cornell University has helped nonprofit organizations overcome planning challenges with technical assistance provided in client-based workshops. -
National Significance and Historical Context
2.1 2 National Signifi cance and Historical Context NATIONAL SIGNIFICANCE OVERVIEW Th e Erie Canal is the most successful and infl uential human-built waterway and one of the most important works of civil engineering and construction in North America. It facilitated and shaped the course of settlement of the North- east, Midwest, and Great Plains, knit together the Atlantic Seaboard with the area west of the Appalachian Mountains, solidifi ed New York City’s place as the young nation’s principal seaport and commercial center, and became a central element forging the national identity. New York’s canal system, including the Erie Canal and its laterals – principally the Champlain, Oswego, and Cayuga-Seneca Canals – opened the interior of the continent. Built through the only low-level gap between the Appalachian Mountain chain and the Adirondack Mountains, the Erie Canal provided one of the principal routes for migration and an economical and reliable means for transporting agricultural products and manufactured goods between the American interior, the eastern seaboard, and Europe. Th e Erie Canal was a heroic feat of early 19th century engineering and construc- tion, and at 363 miles long, more than twice the length of any canal in Europe. Photo: It was without precedent in North America, designed and built through sparsely Postcard image of canal basin in Clinton Square, Syracuse, ca. 1905 settled territory by surveyors, engineers, contractors, and laborers who had to learn much of their craft on the job. Engineers and builders who got their start on New York’s canals went on to construct other canals, railroads, and public water supplies throughout the new nation. -
Embankment Inspection & Maintenance Guide Book
New York State Canal Corporation New York State Canal Corporation EMBANKMENT INSPECTION & MAINTENANCE GUIDE BOOK March 2021 NATIONAL FIRM. STRONG LOCAL CONNECTIONS. March 2021 NYSCC Embankment Inspection & Maintenance Guide Book TABLE OF CONTENTS List of Attachments .............................................................................................................................................................................. v Revision Summary Table .................................................................................................................................................................. vi General Limitations ............................................................................................................................................................................ vii Preface ................................................................................................................................................................................................... viii Glossary of Terms and acronyms .................................................................................................................................................. xi 1 Embankments Overview ...................................................................................................................................................... 1-1 1.1 Overview and Manual Content .............................................................................................................................. 1-1 -
Black River Feeder Canal Trail
Black River Feeder Canal Trail See Maps B and B-1 The approximately 10-mile Black River Feeder Canal trail is part of a New York State Canal Corporation improvement project to rehabilitate the towpath that follows the Black River Feeder Canal. The feeder canal ends in Forestport where you can observe the Forestport Reservoir Dam. From Forestport it is possible to connect into NYS Bike Route 28.The route is remote and scenic with a deep hemlock forest covering the steep slopes above the canal and down to the Black River. A large section of the trail has been resurfaced with stone dust. There are large lily ponds along the canal and you may see ducks, herons, kingfishers and other native wildlife along the way. Terrain: Flat 9.6 miles Length: Start of trail at Erwin Park. Configuration: Point to Point Surface Type: Stone dust and Dirt Trailhead Locations: Erwin Park (Feeder Street, off NYS Route 12 just north of NYS Route 12/Route 12D junction) and at Dutch Hill Road in Forestport. Pedestrian enjoying the trail along the canal while biking. Picnic area at Black River fishing access in Scenic canal along the trail. Forestport. 9 BREIA Trail (Boonville Black River Canal Trail) See Maps B and B-1 The 77-mile Black River Canal was an engineering marvel of the 19th century. Built between 1837 and 1855, the Black River Canal connected the Erie Canal with the Black River. The southern section of the overland canal linked Rome and Boonville, a distance of 25 miles. The northern section of the overland canal connected Boonville and Lyons Falls, a distance of 10 miles. -
“LOW BRIDGE!” on the CHENANGO CANAL by Diane Van Slyke “Low
“LOW BRIDGE!” ON THE CHENANGO CANAL by Diane Van Slyke “Low bridge! Everybody down! Low bridge, for we’re comin’ to a town!” That phrase is an excerpt from the famous song about the Erie Canal that applied to the Chenango Canal as well. The Chenango Canal, which opened in Oct. of 1836, was billed as the “best-built canal in the state!” It created a 97- mile waterway from Binghamton, NY in the southern tier, to a major port on the Erie Canal in Utica, NY. Numerous aqueducts and culverts, (and 116 locks), were built by hand from stone mined from either the Oriskany Falls or Norwich quarries. Over 200 bridges, built to allow the roads to span the water, had just enough clearance for the tops of the boats to pass under. The packet boats, proudly bearing names like**“The Madison of Solsville” (with Captain Bishop) or **“Fair Play” (with Captain Van Slyck), were manned by a minimum crew of 3: a driver, bowsman and steersman. The passengers were seated in chairs on the top deck. When the boat neared a town, the crew would sound “Low bridge!” and everybody would go to the lower deck to avoid being swept overboard by a bridge! * Nuel Stever, at the age of 76 in 1927, spoke of his colorful memories living on a Chenango Canal packet boat: “When I was five, I began driving canal boat teams on the towpath pulling the boats. Such work was common to boys of that age. I can remember driving a team hour after hour up the towpath for 20 miles when I was five. -
Geomorphology of the Southeastern Tug Hill Plateau Ernest H. Muller Department of Geology
Geomorphology of the Southeastern Tug Hill Plateau Ernest H. Muller Department of Geology. Syracuse University, Syracuse. NY INTRODUCT ION Few areas of comparable size in New York State are less accessible or l ess well known than the heart of the Tug Hill Plateau. The heaviest snow falls in the eastern states make for brief growing seasons. Extensive tracts cleared and farmed in the past century have returned to second growth. The road net involves only jeep trails between a few broadly spaced transverse highways. Although isolated by peripheral lowlands -- the Black River Low l ands on the north and east, the Ontario lowlands on the west and the Oneida l-1ohawk lowlands on the south - - the Tug Hill ;s a crudely triangular out lier of the Southern New York Section of the Appalachian Plateaus Province. Rough accordance of summit elevations (e.g. 1960 ft at Gomer Hill. 1920 ft at ttl hawk Hill) led Newell (1940) to relate physiographic history of the Tug Hill to that of the adjacent Appalachian Plateaus to the south, ascri bing a major role to Tertiary peneplanation. Regional dip southwesterly away from the Adirondack Massif led Hanefeld (1960) to stress the cuesta form nature of the Tug Hill. The scarped east-facing border of the plateau contrasts with the gradual southerly and westerly dip slopes. Indeed both peneplanation and cuesta form development convey true. but incomplete im pressions of the regional character of the Tug Hill subprovince. Each is incomplete in fai ling to emphas ize the role of prolonged and repeated Pleistocene glaciation in isolating the plateau. -
Help Create the Visual Simulations for Alder Creek Solar As Part of the NY
Help Create the Visual Simulations for Alder Creek Solar As part of the NY State permitting process, Alder Creek Solar will be conducting a visual impact assessment to determine where the project will be visible in the towns of Boonville and Forestport and prepare visual simulations to provide the community with an accurate depiction of what the project will look like and where it will be visible. We have identified locations for evaluation based on publicly available information, but we know residents like you know your community best. We are happy to hear your feedback and consider additional sites. Please use the attached worksheet to identify any sites we may have missed by August 31. Leave your worksheet at the Town Hall and an Alder Creek Solar representative will pick it up. If you’d prefer, you can also mail your worksheet to: PO Box 283, Alder Creek, NY 13301. Please contact the Alder Creek Solar team at 315-284-5299 or [email protected] if you have questions. Because solar collection devices are usually at a low tilt, under 15 feet tall, and often surrounded by trees and other plantings, the visual impacts of a solar farm to the surrounding community can be minimal. At Alder Creek Solar, due to the natural vegetation and topography of the site, surrounding roadways and residences will have very limited views of the facility. We’ve proactively identified areas where the project may be visible and are asking for your help to identify areas where an additional setback or vegetative screening may be appropriate to minimize visibility.