ASHEVILLE, N.C. -- This spring, a project to restore more than 100 acres of low-lying ground surrounding the French Broad river in western North Carolina will commence. Conversationists say the effort will help boost the population of the large native fish, the muskie.

Scott Loftis, habitat conservation biologist with the North Carolina Wildlife Resources Commission, said muskie are critical for the local recreational fishing economy.

"It's a game fish that is probably one of the largest in North America," Loftis said. "We have a strong group of muskie anglers that focus their efforts on the French Broad River, so I think this conservation project is wide-reaching in terms of it's benefits."

He added that for decades, as the French Broad River's waters have become increasingly polluted, muskie numbers have dwindled. And he said the effort will help restore the species' spawning habitat.

The restoration work will also help mitigate the effects of climate change, according to David Lee, Natural Resources Manager at Conserving Carolina. He said this is the first time an attempt to convert a floodplain back to its natural state has been attempted on the French Broad.

"We're going to be sequestering carbon by reintroducing all of these plant species and enhancing wetlands, and we're also going to be mitigating potential damage from flood and rain events," Lee said. "Because by allowing the French Broad River to access its floodplain, we're essentially giving the river a place to flood. And that mitigates the flood potential downstream."

Plans also include the creation of a wetland to support endangered bog turtles, reforestation along the river, and meadows for bees and other pollinators.


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New legislation would help build more wildlife crossings across Oregon highways to make roads safer for people and animals.

Research shows that Oregon has the highest likelihood of wildlife crashes among West Coast states, with nearly 5,000 damaging or deadly collisions in 2022.

Wildlife collisions are costly and dangerous for drivers and take their toll on wildlife as well.

The Oregon Department of Fish and Wildlife estimates that nearly 15 million animals are killed on Oregon's roads each year.

Karl J. Findling is on the board for the Oregon Backcountry Hunters and Anglers. He said it is time for Oregon to do more to address the problem.

"Oregon is behind nearly all Western states, with only five and a potentially new sixth crossing," said Findling, "where some states such as Colorado have 50."

Crossings have been shown to significantly reduce wildlife collisions. For example, an underpass near Bend cut them by more than 85%.

Findling said that along with driving population declines in many species, when you factor in medical and vehicle repair costs, collisions with wildlife are pricey.

"I've seen numbers around $7,000 per collision with a deer," said Findling, "but what's striking is $73,000 when someone hits an elk."

Although polls show wildlife crossings have broad, bipartisan support across the state, Findling said funding wildlife crossings remains a challenge due to high costs.

The first wildlife overcrossing along the West Coast's Interstate 5 is just north of the California border, and cost about $30 million to build.

But, said Findling, with all the money they save, crossings pay for themselves within 15 years.

"When we see these crossings go in," said Findling, "the returns are close to $3 for every dollar invested."

The bill currently in Salem would push the issue higher up on the state's priority list, in part by directing the Oregon Department of Transportation to seek federal funding to install and maintain wildlife crossings.

Support for this reporting was provided by The Pew Charitable Trusts.




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Concerns are growing in Ohio over the use of oil and gas waste for dust control on rural roads, a practice some environmental groups argued is exposing communities to radioactive materials without their knowledge.

An informational symposium is coming up at the Ohio Statehouse March 6, featuring experts and activists discussing the potential risks.

Anton Krieger, symposium organizer for the Buckeye Environmental Network, said the event aims to raise awareness among lawmakers and the public.

"It's a public education campaign," Krieger explained. "We're willing to work with everybody. They may not even know the full health ramifications of oil and gas waste brine. They may not even know that they're being exposed themselves. We're going to be educating our legislators about why radioactive waste doesn't belong on our roadways in Ohio."

Current Ohio law allows brine from oil and gas drilling to be used as a dust suppressant on roads. Supporters argued regulated brine application is practical and cost-effective, particularly for rural areas with unpaved roads. However, environmental advocates said state testing has shown the waste contains radioactive elements, raising concerns about long-term exposure.

Roxanne Groff, a former Athens County commissioner and longtime environmental advocate, thinks many people are unaware of what is being spread on their roads.

"It's radioactive. It's radioactive. It's radioactive. And the State of Ohio knows this," Groff asserted. "They admit it. They've tested it. They've said it's radioactive."

The Ohio Department of Natural Resources, which oversees oil and gas waste regulations, maintains its brine management policies align with state law. The agency has said it continues to review environmental and public health concerns while working within legislative directives.

Minnesota remains focused on making non-carbon sources the bulk of its energy portfolio.

But policymakers are trying to figure out the best way to manage a side effect - discarded solar and wind farm materials when they've reached an endpoint.

A Minnesota House committee advanced a bill last week that calls for the creation of a stewardship program, where old solar panels or wind blades would be collected and processed for recycling.

State Rep. Peggy Scott - R- Andover - is the bill's sponsor, and with the state and the country continuing to shift toward renewables, she said she saw the need for a uniform way to deal with these materials.

"My concern was that when the infrastructure reached its useful life," said Scott, "that it wasn't just dumped in a landfill somewhere."

She pointed to regional examples of that scenario.

The bill had bipartisan support in its initial committee vote, but industry voices expressed concern about certain provisions.

They say they share the vision for more recycling of these components - but under the plan, producers would have to pay an annual fee. Those skeptics call for a more efficient model.

Madelyn Smerillo, deputy director of siting and permitting policy with American Clean Power, is among those who have said the industry is already working on sustainability solutions for retired parts.

She added that the approach within the Minnesota House bill could hinder development, if manufacturers have to pay for a program that could have a redundant feel to it.

"Increased prices disincentivize manufacturers from selling solar and wind products in Minnesota," said Smerillo. "Importantly, increases are passed to ratepayers by driving up overall project costs, making Minnesotans pay for services that would have otherwise been efficiently managed by a developer in partnership with a recycling company."

But Scott suggested in some cases, local communities have to use up resources when deciding what to do with old parts left behind.

As the broader debate takes shape around the globe, advocates for renewables say this issue shouldn't be used an excuse to abandon the movement - noting that carbon reductions from this infrastructure are still greater than the waste they produce.




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