Anthony grew up in Warrensburg and after an education that included studying with beat poet Gregory Corso on an island in the Aegean, crewing a schooner in Hawaii, traveling through Greece and Turkey studying Byzantine art and archeology, and a stint at Lehman Brothers, he returned to the Adirondacks and took a job with legendary state senator Ron Stafford.
In 1998, Anthony and his wife Lisa acquired the Lake George Mirror, once part of a chain of weekly newspapers owned by his father Rob Hall.
Established in the 1880s, the Mirror is America’s oldest resort newspaper.
Joe Martens, Governor Andrew Cuomo’s choice to become the state’s new Commissioner of Environmental Conservation, was instrumental in protecting the 1,423-acre Berry Pond Tract on Prospect Mountain that includes the headwaters of West Brook.
Protecting the land was a crucial part of the West Brook Conservation Initiative, a $15 million project to restore the water quality of Lake George’s south basin; as president of the Open Space Institute, Martens arranged a $2.64 million loan to the Lake George Land Conservancy to buy the property. “We wouldn’t have been able to protect the Berry Pomd Tract without OSI, and Joe Martens was instrumental in securing the OSI’s loan to the Conservancy,” said Nancy Williams, executive director of the Lake George Land Conservancy.
“Joe Martens understood the importance of the Berry Pond tract and the necessity to protect it from development if we are to protect the water quality of Lake George,” said Walt Lender, the executive director of the Lake George Association.
When Cuomo announced that he would nominate Martens to head the Department of Environmental Conservation on January 4, Lake George conservation groups were unanimous in their praise.
“Joe Martens has a strong grasp of the importance of Lake George to this area’s economy and way of life. We expect him to be an advocate for protecting the environment around the state and around Lake George; we all know that when we protect the lake, we protect this area’s most important economic asset,” said Peter Bauer, Executive Director of the FUND for Lake George.
“It’s a positive sign that someone who’s already familiar with our issues, who has an intimate knowledge of Lake George and the Adirondacks, has been appointed to the position,” said Lender.
“We feel his experience and leadership on conservation issues will set a good precedent for the Department and hopefully sets a strong commitment for the new administration on environmental issues,” said Chris Navitsky, Lake George Waterkeeper.
According to The Fund for Lake George, Martens brings a long resume in state government to the new position. In addition to serving as president of the Open Space Institute and president of ORDA, he worked in the State Legislature, as an administrator at the Adirondack Park Agency, and as a top environmental aide to Governor Mario Cuomo.
Martens studied Resource Economics at the University of Massachusetts at Amherst and received an M.S. in Resource Management from the State University of New York, College of Environmental Science and Forestry at Syracuse University. Photo: Tim Barnett, Adirondack Nature Conservancy; Dave Decker, Lake George Watershed Coalition; Peter Bauer, The Fund for Lake George; Mayor Bob Blais, Lake George Village; Walt Lender, Lake George Association; Assemblywoman Teresa Sayward; DEC Region 5 director Betsy Lowe; Nancy Williams, Lake George Land Conservancy; with Joe Martens in Lake George to announce the protection of the Berry Pond Tract, 2008.
By the light of a full moon, Bob Heunemann pushed a broom across the ice to prepare a track for the speed skaters who would race on Lake George the next day. As secretary of the Lake George Chamber of Commerce, such labors might have seemed to some to lie outside his job description. But the occasion was a special one. Lake George was to host its first winter carnival in more than thirty years, and the skaters would be among the best in the country.
The spirit that animated Bob Heunemann fifty years ago continues to this day. Through years of unpredictable weather, fickle sponsors and changes in leadership, the Lake George Winter Carnival has endured and grown. Whenever it appeared as though it might be canceled for lack of interest, someone has stepped forward to give it new life. This year, the Lake George Winter Carnival will honor all those volunteers who have helped make the carnival a success over the past fifty years.
“The volunteers know that the winter carnival brings visitors to the area at a time of year when the lights wouldn’t be on otherwise,” said Lake George Village Mayor Bob Blais. “They also know that events like the Winter Carnival draw residents from their homes and provide opportunities to work as well as have some fun together, making ours a stronger community, one more unified and better able to address the challenges ahead.”
The salute to the volunteers will take place at the Carnival’s annual dinner, to be held at the Georgian on January 28. Music will be provided by Bobby Dick and the Sundowners.
The carnival itself will kick off on Feb. 5 with celebrations in Shepard Park and a Gold Anniversary parade down Canada Street.
This year’s Winter Carnival builds upon fifty years of events.
The speed skaters whom the Chamber brought to Lake George were the International Silver Skates, Olympic contenders and team members from the U.S. and Canada. But local skaters also participated. Winners included Joanne Stafford and Nancy Earl.
Prominently featured in 1963 were Jerri Farley and Howard Bissell, a figure skating act that, according to local papers, “has won plaudits throughout the U.S., Europe and Asia, where they gave a command performance for King Saud of Saudi Arabia.”
Carnival celebrity Charlie “Papa Bear” Albert’s predecessor was a veterinarian from Westport, NY, Dr. Robert Lopez. He was the founder and sole member of the Adirondack Polar Bear Club.
Harness racing was held under the auspices of the Lake George Horse Racing Association. Jack Arehart had reintroduced the event to the area in 1960, when he sponsored races on the Hudson near his Thousand Acres resort. But Lake George had a history of harness racing that dated back to 1915. By the 1930s, the village was a capital of the sport, with purses of sufficient size to attract racers from throughout the country. Hotels and restaurants capitalized on the events, but so did homeowners, who built barns to stable the horses. Some can still recall a horse named George Washington who collapsed and died on George Washington’s birthday.
We not only had a horse racing association, we had the Adirondack Ice Yachting Association. Comprised of six Yankee and three Skeeter class boats, they raced along the lake at speeds in excess of 100 miles per hour. A few of these still survive, and when the lake is sheeted in black ice, you can see them whipping across the lake.
The Polar Ice Cap Golf Tournament, so named by Albany Times-Union columnist Barney Fowler, made its debut in 1968. By its second year, when Mickey Sinto of Frontier Village defeated 150 competitors, the event was attracting national publicity. A few years later, Bill Dow drew international attention when he established a world’s record by driving a golf ball 865 yards down the lake.
In 1983, Gene Mundell designed a vehicle that could be attached to skis and propelled across the ice. That was the first outhouse race.
“The criteria was very specific; the vehicles had to be real outhouses,” recalled Nancy Nichols, whose restaurant, Mario’s, defeated Lanfear’s restaurant that year.
Over the years, new events have been created and some older ones retired.
This year’s Winter Carnival features a combination of both the old and the new. Events will be held every weekend in February in Shepard Park.
A complete schedule of Winter Carnival events is available online. Photos: Yankee class Ice boats, speed skaters, hot rods, Bill Dow sets a record. Photos by Walt Grishkot
According to the late Gardner Finley, a historian of Bolton Landing, one of the earliest landowners in town was Elkanah Watson. Watson, Finley wrote in a pamphlet commemorating the 175th anniversary of Bolton’s founding, purchased a portion of the property owned by his friend and business partner Jeremiah Van Rensselaer in 1800. He built a sawmill on Huddle Brook (which, well into the 19th century, was known as Watson’s Mill Brook) and, in fact, owned much of the land around Huddle Bay.
If Mr. Finley’s account of the early landowners is accurate, and I have no reason to doubt it, Bolton has a link with one of the most interesting men ever to have settled in the North Country. » Continue Reading.
The Lake George Park Commission has approved a resolution supporting legislation drafted by the state’s Invasive Species Council that would make it illegal to transport an invasive species from one water body to another.
The proposed law would create regulations stronger than any currently in place on Lake George, said Mike White, executive director of the Lake George Park Commission. » Continue Reading.
“Lake George is rich in musical history, having been home to Marcella Sembrich, Louise and Sidney Homer, among others, and by the late 1950s, people wanted to bring the magic back,” says Tom Lloyd, recounting the origins of the Lake George Opera.
Lloyd, the owner of Adirondack Studios, is the son of the Lake George Opera’s legendary director David Lloyd, and was himself a technical director, artistic director and acting managing director when he was still in his 20s.
Earlier this fall, Lloyd addressed a gathering of Lake George Opera supporters in Clifton Park, a kick-off to the organization’s celebrations of its 50th anniversary.
Two weeks later, the company announced that it was changing its name to Opera Saratoga, severing its links to its origins on the shores of Lake George. “For several years, the Company has considered a name change to reflect its permanent residency in Saratoga Springs. The Company has been producing opera at the Spa Little Theater for the past fourteen seasons and considers the lovely, intimate theater to be its home. The time has come, as the Opera celebrates the accomplishments of its history, to fully embrace its home and increase the public commitment to its community and surroundings,” a statement from the company said.
Lloyd acknowledged that he has mixed feelings about the change in names, but he concluded, “the organization should probably be named for the community that embraces it, and that seems to be Saratoga. Let’s hope it will lead to increased funding.”
For those who hoped that some way would be found to bring the Lake George Opera back to Lake George, its 50th anniversary was to have been an occasion to re-affirm its historic links to the lake. Instead, it’s an occasion to reflect upon the past.
Tom Lloyd provided that retrospective in his talk to the Friends of the Lake George Opera in November.
In 1962, tenor David Lloyd was in Colorado, performing with soprano Jeanette Scovotti, both names huge in the world of opera.
“Jeanette had to leave Colorado and go back to New York, where she and her husband Fred Patrick were starting the Lake George Opera,” said Lloyd. “She said something to David, David spoke to Fred, and by the next summer David had signed on as artistic director.”
Fred Patrick, born Frederick Susselman, was a baritone who had graduated from Julliard, where he had met Scovotti.
He was also a friend of Armand McLane, a singer who was familiar with Lake George and its musical associations, who believed that there was still an audience on the lake for opera.
Patrick may also have been familiar with Donald W. Johnston, who had started the Studio of Song in 1951.
“The Studio of Song didn’t make it, but Fred Patrick saw its amphitheatre in Diamond Point, and saw its possibilities,” said Lloyd.
Legend has it that the theatre, at the corner of Rt. 9N and Coolidge Hill Road, was a building in total disrepair. Patrick rebuilt it himself on summer weekends, when he wasn’t on tour or singing in New York.
Among the new company’s first productions was an English version of “Carmen,” with a libretto by Patrick himself.
In fact, when the singer scheduled to perform the role of Escamillo fell ill, Patrick sang the role.
Reporting on the Lake George Opera’s first season, the New York Times called Patrick “a jack of all trades.”
“Mr. Patrick keeps his budget down by doing the chores himself. He feels that his company must be versatile. He plans an apprentice program, which should help out backstage,” the reporter noted.
According to Tom Lloyd, the Lake George Opera’s versatility was its defining characteristic, and made membership in the company the valuable experience it was.
“The singers didn’t just sing, they did everything, including costuming, lighting and set design,” said Lloyd. “Fred always had a handful of bus tickets, and if you weren’t willing to work, he’d hand you one and put you on a bus back to New York. He was so committed, and he expected you to be, too.”
That collective spirit informed the apprentice program envisioned by Patrick. By 1967, a young singer would be taking classes in the morning, painting sets in the afternoon, and applying her own make-up in the evening in preparation for a stage appearance. The program is now the second oldest of its kind in the country, and one of the most selective.
Equally important to the future of the company was Patrick’s vision of an American company performing operas in English.
David Lloyd and many others associated with the Lake George Opera had studied with Russian-born pianist, conductor, and stage director Boris Goldovsky at Tanglwood.
Goldovsky, explains Tom Lloyd, trained artists to be actors as well as singers.
“Like stage actors, opera singers needed motivation and characterization if they were to become good performers,” said Lloyd.
Singing in English made singers better actors, David Lloyd said in 1967.
When a singer knows that his words are understood, David Lloyd said, he works harder to make his gestures and expressions suit his language.
Fred Patrick died at the age of 37 in 1965. By then, David Lloyd was the company’s managing director. Under his tenure, the Company gave its first contemporary and American operas, Menotti’s The Telephone in 1965 and Robert Ward’s The Crucible in 1966, and four world premiere productions: David Amram’s Twelfth Night and Robert Baksa’s Aria da Capo, both in 1968, The Child by Jose Bernardo in 1974, and Alva Henderson’s The Last of the Mohicans in 1977.
In 1964, the company moved to the Queensbury High School.
“The disadvantages were that it was a high school, with all the stigma attached to that,” said Lloyd. “The advantages were that it was enormously accessible, classrooms could be used as rehearsal halls, there was plenty of parking and it had an 876 seat theater.”
Unlike today’s three week season, when two operas will be performed, Lake George Opera seasons in the 1960s extended for an entire summer and featured more than fifty performances of at least seven operas.
The Queensbury High School was meant to be a temporary home. Fred Patrick had dreamed of building a theater on Lake George, and working with officials in the administration of Governor Hugh Carey, David Lloyd nearly accomplished that feat.
“My Dad’s effort with Hugh Carey was inspired. He almost had the State ready to donate Green Island to the Opera when the Sagamore was in disarray. It would have become a real destination festival like Santa Fe if that would have happened,” said Tom Lloyd.
It has been said that the Opera’s board of directors, then dominated by Glens Falls residents, vetoed the idea on the grounds that Bolton Landing was too remote to attract an audience.
In 1998, the company moved to the Spa Little Theater in the Saratoga State Park.
This summer, the newly-renamed company will celebrate its 50th anniversary with performances of two operas staged in Diamond Point in 1962.
And that, so far as we know, will be the last of the Lake George Opera Festival.
Photos: Lake George Opera production of The Bartered Bride, 1996; Lake George Opera Festival founders Jeanette Scovotti and Fred Patrick (photo taken at Chalet Suisse, Warrensburg). For more news from Lake George, subscribe to the Lake George Mirror
Lt. John Enys, a British officer who visited Lake George in the 1780s and whose travel journals were published by the Adirondack Museum in 1976, returned to England with an unusual souvenir: a birch bark canoe made by Native Americans.
The 250-year-old canoe not only remained stored in a barn on the family’s ancestral estate and survived; it is to be restored and ultimately returned to North America, the National Maritime Museum in Cornwall has announced
“There is a strong family story that this canoe was brought back to England by Lt. Enys,” said Captain George Hogg, an archivist at the National Maritime Museum. “Once artifacts such as this are collected by a wealthy landed family, they remain on the estate where there is plenty of space to store them and there is no pressure to dispose of them. We believe this is one of the world’s oldest Birch Bark Canoes, a unique survival from the 18th century.” According to Hogg, the museum was contacted by a descendant of Lt. Enys, Wendy Fowler, who asked the staff to look at a canoe lying in the Estate’s barn.
“The Estate is very special to us and holds many secrets, but I believe this is the most interesting to date. I’m most grateful that my great, great, great, great, great Uncle’s travels have led to such a major chapter of boating history being discovered in Cornwall,” said Fowler.
After receiving little attention for a number of years (it may have been restored in the Victorian era, archivists say), the canoe saw daylight for the first time in decades when it was moved from its shed to its new temporary resting place at the National Maritime Museum in Cornwall.
Andy Wyke, Boat Collections Manager said, “Moving the canoe is the beginning of a whole new journey back to Canada for this incredible find.”
Lt. Enys sailed from Falmouth in a Packet Ship to join his regiment in Canada to relieve the city of Quebec, which was under siege from the Americans. He fought in the Battle of Valcour, on Lake Champlain, in 1776 and in raids against the frontiers of Vermont in 1778 and New York in 1780. Instead of returning to England in 1787, he traveled through Canada and the United States. In 1788, he sailed back to Canada, taking with him the canoe.
“It’s incredible to think its legacy has been resting in a barn in Cornwall all this time,” said Wyke.
The archivist, Captain George Hogg, said, “When we received the call from the Enys family to identify their ‘canoe in a shed’ we had no idea of the importance of the find. But we knew we had something special.”
Prior to her arrival at the Museum, the canoe was digitally recorded by the curatorial team and during the canoe’s time at the Museum, teams will be researching her history, conserving the remaining wood and preserving what’s left as well as preparing her for the trip back home and representing what she might have looked like over 250 years ago.
In September, 2011 the Native American canoe will be repatriated to Canada where the Canadian Canoe Museum will conduct further research to see where the boat may have been built and by which tribe. The canoe will be displayed in Cornwall, England from January through September.
Enys visited Lake George in 1787. According to his journals, Enys set sail for Fort George, at the head of the lake, from Ticonderoga on November 10.
He spent the night in a “House or Rather Hovel” at Sabbath Day Point, where his sleep was disturbed by hunters who were arguing about the best method of collecting honey from the hives of wild bees.
“So very insignificant was their information that altho deprived of my rest I could learn nothing by it,” he wrote.
On November 11, Enys passed through the Narrows, rowing rather than sailing. “Tho the wind was fair it was not in our power to make use of it, the Lake being here very Narrow and enclosed between two high ridges of mountains; the wind striking against them forms so many eddy winds that unless the wind is either in a direct line up or down it never blows five minutes in the same direction,” he wrote.
Near Fourteen Mile Island, the boat’s sails were hoisted and Enys sailed on to Fort George, arriving in time for dinner. He then left for Albany and proceeded to New York, Philadelphia and Mount Vernon, where he visited George Washington.
The American Journals of Lt. John Enys, edited by Elizabeth Cometti and published by the Adirondack Museum and Syracuse University Press in 1976, is out of print but available through rare and used book dealers. Photos: Lt John Enys; Removing the canoe from a storage shed in Cornwall, England
But for people with more than a casual interest in things Adirondack, one of the most fascinating things about Durant is his biography. A member of Harvard’s class of 1910, which also included John Reed and T.S. Eliot, he attended the Versailles peace conference as an aide to Woodrow Wilson’s envoy, Colonel House. And before retiring to Jamaica, Vermont, and devoting himself to researching the evolution of the guide-boat, he was the US bureau chief for TASS, the Soviet news agency.
I don’t know whether that was common knowledge before Durant’s death in 1972. I once asked my mother whether it would be a violation of trust to write about that aspect of his career. She advised against publishing anything locally about Kenneth’s time with TASS, on the grounds that it was not something he would have wished discussed in public. In 2003, however, Amy Godine wrote a meticulously researched article for Adirondack Life titled “The Red Woods,” about leftists with Adirondack associations, Kenneth Durant included.
Godine also wrote about my father, Rob Hall, a Daily Worker editor who left the Communist party in 1956 and moved to the Adirondacks. In last week’s post, I was somewhat disingenuous when implying that my family’s friendship with Kenneth and his wife Helen was based on a shared interest in the history of wood boats.
To be sure, my father was interested in Kenneth’s work on guide-boats, and published excerpts from the work in progress in his weekly newspapers and later in the Conservationist magazine.
Kenneth also solicited my father’s help in publicizing Tom Bissell’s fiberglass guide-boats, which Bissell manufactured in Long Lake in the early 1960s.
But my parents’ relationship with the Durants began well before they moved to the Adirondacks, and it was much more complex than most of their Adirondack friendships.
Genevieve Taggard, a poet and biographer of Emily Dickinson, was a teacher of my mother’s at Sarah Lawrence College in the late 1940s; Taggard was also Kenneth’s second wife.
After my mother graduated from Sarah Lawrence, she went to work for TASS, presumably upon the advice or at least with the consent of Kenneth, who had retired from TASS in 1944.
Kenneth, in fact, became something of a paternal figure in my mother’s life, a substitute, perhaps, for her own father, who publicly disavowed her in the early 1950s.
A Cleveland manufacturer, my grandfather was serving as an assistant to Averell Harriman, Harry Truman’s Secretary of Commerce, when a midwestern Congressman revealed that the daughter of an administration official was working for TASS. My grandfather resigned and returned to Cleveland.
When my parents were married in 1950, they drove to the Durants’ home in southern Vermont for their honeymoon, listening to the Weavers’ ‘Good Night Irene’ on the car radio all the way from Washington. (Reds at the top of the pop charts! Perhaps they were on the right side of history after all.)
Thereafter, my parents spent most, if not all their holidays at the Durants’ house in Vermont, called Gilfeather after the farmer who once owned it, or in a nearby farmhouse called Potter Place, which the Durants also owned.
When, for instance, my father was covering the trial of Emmett Till’s killers in Mississippi for the Communist newspapers, my mother stayed behind at Potter Place.
By then, Genevieve Taggard had died and Kenneth had married Helen Van Dongen, celebrated in her own right as the editor of Joris Ivens’ 1936 Spanish Civil War film, The Spanish Earth.
Written and narrated by Ernest Hemingway, the film remains highly valued as a documentary about war as well as for its innovative technique.
A few years ago, in a book about American writers and the Spanish Civil War (The Breaking Point: Hemingway, Dos Passos and the Murder of Jose Robles), writer Stephen Koch claimed that Joris Ivens and Helen were not independent film makers with leftist sympathies, as they represented themselves, but, rather, Soviet agents. According to Koch, their assignment was to persuade Hemingway, Dos Passos, Archibald MacLeish and others to work, however inadvertently or unknowingly, for the Soviet cause.
I once asked Craig Gilborn, the former director of the Adirondack Museum who had come to know Helen well in her final years (she died in Vermont at the age of 97 in 2006), what he thought of Koch’s claims; fanciful at best, scurrilous at worst, he replied.
Why do I write about these things? In part, because I’ve always been struck by the words of a character in Russell Banks’ Adirondack novel, The Sweet Hereafter: “To love a place, you have to know it.”
Our appreciation of the Adirondacks only deepens the better we come to know the characters who have populated the region, and Kenneth Durant was a true Adirondack character.
As I noted in last week’s post, Kenneth had a legitimate claim upon the Adirondacks.
His father, Frederick C. Durant, was the developer of the Prospect House on Blue Mountain Lake, the first luxury hotel in the Adirondacks. To accommodate his own family, Durant built a camp on Forked Lake, a tributary of Racquette Lake, in the style made popular by his father’s cousin, William West Durant, which they called “Camp Cedars.”
Browsing through a Vermont antique shop a few years ago, I saw hanging near the rafters a large photo, badly framed, which the dealer had labeled, “Fisherman in rowboat on Vermont Lake.”
It was, in fact, none of those things. It was a photo of Kenneth, taken by Helen, rowing his guide-boat in Blue Mountain Lake. The photo was taken to commemorate Kenneth’s last row in the boat before donating it to the Adirondack Museum. I recognized it from the book on the guide-boat, and, needless to say, I bought it.
We’ve also had hanging in the house a large embroidered tapestry of a richly imagined Dutch village, which Helen made for us.
These things remind me how profoundly people from the past shaped us, our assumptions, our choices, our aspirations. For me, connections with those long gone are ties that bind me to the Adirondacks today.
Photos: Kenneth Durant in Vermont; Helen Van Dongen with documentary film maker Robert Flaherty, whose Louisiana Story and The Land she edited.
In the 1880s Frank Ofeldt invented a small engine powered by a petroleum by-product called naphtha, which proved to be a very useful means of water transport when attached to 16 or 18-foot launches. For a while, these naphtha launches flourished on the Adirondack lakes, transporting passengers and freight between camps, hotels and settlements.
By the turn of the century, naphtha launches were common on Lake George. Some were excursion boats, such as those owned and operated by the father os onetime Lake George Supervisor Alden Shaw. The majority, however, belonged to summer residents. Dr. Abraham Jacobi of Bolton Landing owned one. Harry Watrous, the perpetrator of the Hague Monster Hoax, owned two, as did Colonel Mann, the New York magazine editor who was the butt of the hoax. (Mann’s own magazine, by the way, poked fun at the rich for taking the accoutrements of soft living into the Adirondack wilderness, naphtha launches included.) The Eva B, the launch portrayed here, was owned by Charles Barker, a gentleman who spent one summer on Lake George in 1892. Barker sailed the craft from New York City to Troy and then came up the Champlain Canal through the locks. The launch was brought overland from Glens Falls to Lake George, where it was paraded in the Water Carnival. When Barked departed Lake George at the end of the season, he announced that he would sill down Lake Champlain to the St. Lawrence River, then on to Alexandria Bay and the Thousand Islands.
The naphtha launch, unlike the steamboat which it replaced, was light and easy to handle. No special license was required to operate it. Thus, the naphtha launch became popular very quickly. Just as quickly, however, it disappeared, supplanted by the gasoline-powered motorboat, which was much faster than the naphtha launch and, or so it was said, much safer.
“It is eighty years or more since the naphtha launch came into the woods. They are gone and the steamboats with them. Handled with good manners, the launch was no threat to anyone and a pleasing service to many,” Kenneth Durant wrote in his monograph on the naphtha launch, published by the Adirondack Museum in 1976. Durant’s monograph remains the single best source of information on the naphtha launch.
Durant himself is best known for his pioneering studies of the Adirondack guide-boat. He had originally intended to incorporate the material which he had gathered on the naphtha launch into his book on the guide-boat, but then decided that it would be too much of a digression. After his death in 1972, his widow, Helen Durant, edited the manuscript and produced the pamphlet that is still available through the museum.
Durant’s knowledge of the naphtha launch, like his knowledge of the guide-boat, was rooted in his own experience. His father, Frederick C. Durant, was the developer of the Prospect House on Blue Mountain Lake, the first luxury hotel in the Adirondacks. To accommodate his own family, Durant built a camp on Forked Lake, a tributary of Racquette Lake, in the style made popular by his relative, William West Durant, which they called “Camp Cedars.” Warren Cole, the Long Lake guide-boat builder, was the family’s guide, and Durant spent much of his youth in the guide-boat that Cole built for him.
The family also maintained a naphtha launch, called the Mugwump. For sport and pleasure, there was always the guide-boat, Durant said. The naphtha launch was essentially a service boat. “It transported busts who might have been timid or clumsy in a guidebook. It towed the scow with loads of lumber from the mill or stone cut from the quarry at the head of the lake. It towed the freight boat with a load of fresh balsam for the open camp, or a string of guide-boats for a fishing party to the far end of the lake. Now and then one might make a leisurely cruise along the evening shore, with engine muted.”
Durant’s interest in the evolution of the guide-boat brought him to Lake George in 1960 to study the bateaux that had just been discovered at the bottom of the lake, and he and Helen visited my family often in Warrensburg, usually when traveling from their home in Vermont to Hamilton County, which Durant always called “the woods” and which he believed was the true Adirondacks.
(He once wrote to his friend, canoe authority Paul Jamieson: “When I was half as old as I am now we could say unctuously, ‘There are no venomous snakes in the Adirondacks,’ reciting a bit of nature lore: ‘Rattlesnakes do not advance beyond the oaks.’ Then, when I was not looking, someone moved the Blue Line around Lake George and took in oaks and rattlesnakes–and worse.”)
While he may have been harsh on Lake George, I remember Kenneth as the gentlest of men. And he managed to impart to many, through his books, his conversation and his example, something of his passionate interest in wooden boats and their history on the lakes of the Adirondacks. Those of us who have learned from him had had richer lives as a consequence.
Johnny Saris, a Bolton Central School Senior, became the youngest speed boat driver in history to win a sanctioned World Championship race when he and Jason Saris competed in the Offshore Powerboat Association’s Orange Beach, Alabama meet in October.
“Johnny raced against the best drivers in the country and he held his own, as the results show,” said Jason Saris, the team’s throttle man and Johnny’s father.
Johnny Saris has been driving powerful offshore boats for years, but usually for recreation or in local poker runs. “There’s nothing like racing; once the green flag is waved, your mind is entirely focused,” said Johnny Saris. “And you never slow down for a wave.”
Racing a new boat custom-built by Performance Marine, the team placed first in their class in the first race, held on Friday, October 15. To be named the 2010 Offshore Powerboat Association’s World Champions, the Sarises needed only to place third in Sunday’s races, but mechanical problems prevented the team from entering the boat in the second race, said Johnny Saris.
The races, held on an oval course about 150 yards off shore from beachfront hotels, attracted thousands of spectators. 40 boats, including a 50’ boat capable of 200 mile per hour speeds and a Lamborghini-powered 43’ catamaran owned by Sheikh Hassan Bin Jabor Al‐Thani, took part in the event.
Known as “Thunder on the Gulf,” the event was not expected to take place; the Offshore Powerboat Association removed the race from its schedule after last summer’s oil spill.
But according to Jason Saris, Alabama officials, anxious to revitalize tourism along the Gulf coast, persuaded the OPA to re-instate the event. “We didn’t see any ill-effects of the oil spill, and they put on quite a show for us,” said Jason. “Bon Jovi and Brad Paisley played concerts on the beach, there were good crowds and the weather was perfect.” “We had as much fun spending time with the other racers as we did racing,” said Johnny.
As one of the youngest racers on the OPA circuit, Johnny Saris attracted some of the limelight, said Jason . “When an event is covered as widely as this was, some extra attention is expected,” said Jason. “There’s another racer close in age to Johnny, and people like to play up a rivalry.”
The Sarises began racing as a team in May, 2009, when they converted a recreational powerboat and competed in the first in a series of off shore races throughout the country. “Until 2008, no one under 18 was eligible to compete,” said Jason, himself a national offshore champion racer not so many years ago. “But fortunately for us, the OPA Racing Organization, changed the rules so that someone as young as 14 can compete as long as he’s accompanied by a parent or guardian. ”
Johnny Saris’s skills as a driver have increased exponentially during his first two seasons as a professional racer, said Jason. “He has a confidence that he’s earned through experience; that makes him a smoother, better racer; he’s not apprehensive, he knows what to expect,” said Jason. And he’s won the respect of the other racers.
“They take racing very seriously, and initially they were apprehensive about racing 80 miles per hour with someone who, for all they knew, was an inexperienced amateur,” said Jason. “Now, they treat him like a colleague.”
“The racing circuit is like family; once you’re in, you’re in,” said Johnny.
For Jason Saris, the pleasure in returning to the racing circuit lies largely in the fact that’s now able to race with his son. “We’re both enthusiasts and we’ve always wanted to do this together. A father and son who enjoy the same thing, getting to do it together: it doesn’t get any better than that. By the time most kids are sixteen, they’re out of their families’ lives. Even the time spent in the truck trailering the boat to races is quality time, as far as I’m concerned,” said Jason.
Racing may be a father and son activity for the Sarises, but it’s also good for Performance Marine, the business Jason established twenty years ago with his partner, Rick Gage. Tucked between the lake and Bolton Landing’s Main Street, Performance Marine is the place where racers from all over the country come to have custom built engines and drive systems made.
“If nothing else, the race circuit is a venue where we can demonstrate our competence, ” Jason says. “Customers are confident that we know our business.” Performance Marine also builds power systems for recreational boats and maintains boats for local customers. It’s a business that Johnny Saris hopes to run himself one day. “I’ll be going to college next year, and that may cut into racing. But a good education will allow me to continue what my father started. That would be even better than racing,” he said.
After the Gold Cup races of 1914, the Ankle Deep was loaded onto a horse-drawn farm wagon and taken up the road to a corner of Count Casimir Mankowski’s estate on Northwest Bay – a humiliating end for a splendid boat, but then again, she had just suffered a humiliating defeat.
On the final day of the races, her propeller shaft had snapped. Mankowski let go of the wheel, and was sent overboard, right in front of the Sagamore. Her rival, the Baby Speed Demon II owned by Paula Brackton of New York City, went on to establish a world’s record. The Count, apparently, was too depressed to even remove the boat from the wagon. “Just leave the wagon where it is,” he told the drover. “Send me a bill for it.” And that, more or less, was the end of both the Ankle Deep and Count Mankowski himself. The Ankle Deep caught fire and burned in a race held later that summer in Buffalo. The Count left Bolton Landing and never returned.
Nevertheless, the Gold Cup races of 1914 were a critical moment in the history of boating on Lake George. Gasoline powered boats had come to Lake George only a few years earlier. Competitive motorboating began in 1906, when the Lake George Regatta sponsored a race between boats owned by LeGrand C.Cramer, W.K.Bixby and Herman Broesel. Flat bottomed, sloping gradually toward the stern, the boats traveled at speeds of 20 miles per hour or more.
The 1914 race was the largest power boating event ever to be held in the United States; the field of starters was the largest, the boats were faster than any that had competed in previous races. The crowds too were the largest that had ever assembled in one place to watch speedboat races. Some of the spectators came by a special train from Albany. The Horicon met them at the station and took them to Bolton Landing. There, the Horicon anchored inside the race course, a 6 nautical mile ellipse that stretched from Montcalm Point to a point south of Dome Island. Throughout the races, cars lined the road from Glens Falls to the Sagamore.
The Ankle Deep was the first long distance speed boat ever built. Thirty-two feet long, she had two 150 horsepower engines, and was capable of a speed of 50 miles or more per hour. After winning the Gold Cup races on the St. Lawrence River in 1913, Mankowski brought the cup – which was made by Louis Comfort Tiffany and displayed at the Sagamore – and the races to Lake George.
The first race was scheduled for July 29th, but a northwest gale forced it to be postponed until the following day. On Thursday ,at 5:00 PM, the races began. The Ankle Deep was late getting to the starting line, and finished behind the Baby Speed Demon and two other boats.
The Count made certain that he would not repeat that mistake. Here’s how the Lake George Mirror reported the Ankle Deep’s start on the second day of the races: “But a few feet back of the line and going at almost full speed she jumped like a thing of life as the Count yanked the throttle wide open, and crossed the line a shimmering streak of mahogany, soon distancing all her rivals.” By the end of the second day of racing, however, it must have been obvious that the Ankle Deep was no longer the fastest boat in the field. The Baby Speed Demon II passed her on the second lap, retaining the lead that she had established the previous day.
The Ankle Deep now had no chance of victory unless the leaders were removed from the competition by some accident or by mechanical failures. Frank Schneider, the retired industrial arts teacher who restored boats at the Pilot Knob boat shop, wrote an account of the third day of the races for the Lake George Mirror in 1964.
“I saw this race from a small motor launch. Beecher Howe of Glens Falls and I, from Pilot Knob, proceeded to go diagonally across the lake to where we could see. As we got past Dome Island, going at a speed of approximately five miles per hour, our engine stopped and we found ourselves plumb on the regatta course, stalled, while two of the contestants, Baby Speed Demon II, and the Buffalo Enquirer were bearing down on us. One of those speedsters passed us on one side and the other on the other side, and after they had long gone by us, a patrol boat approached us and hollered, ‘Get off the course!’ We finally got the engine started again, and headed for the Sagamore dock, to watch the rest of the race. We did not see the Ankle Deep in action as it had broken down at the beginning of the third heat.”
When the scores of each boat were calculated after three days of racing, the Ankle Deep was in third place, behind Baby Speed Demon II and Buffalo Enquirer.
Gold Cup boats did not disappear from Lake George, of course. Albert Judson of Bolton Landing, a president of the American Power Boat Association, which sponsored the Gold Cup Races, owned the Whipporwhill Jr. That boat raced in Minneapolis, the Thousand Islands, Detroit, Lake Ontario, and in 1920, in England, where it competed for the Harmsworth Trophy. The driver in that race was George Reis. Reis himself brought the Gold Cup races to Lake George in 1934 ,35 and 36. Melvin Crook had the Betty IV built as a Gold Cup boat, but did not race her, although she achieved a speed of 111 miles per hour in a qualifying trial for the Hundred Mile Per Hour Club.
The Ankle Deep, however, retains pride of place as our first Gold Cup boat. As the editor of the Lake George Mirror noted after it was learned that she had been destroyed by fire on the Niagra River, “To Count Mankowski and the Ankle Deep belongs the honor of creating a new epoch in motor boatdom, and no matter how fast the boats may go in the years to come,Lake George will always remember with pride the name of the beautiful queen that carried her flag to victory on the St. Lawrence.”
Photo: Count Casimir Mankowski, center, on Lake George in 1914.
Eurasian milfoil was discovered in Lake George in 1985; since then, approximately $3.6 million dollars have been spent to control the spread of the invasive aquatic plant.
Add to that the value of the time spent administering programs and writing grants, as well the cost of educating the public about the dangers of spreading invasives, and $3.6 million becomes a figure that easily exceeds $7 million.
“We’ve been conducting a milfoil management program since 1995, when the state’s Department of Environmental Conservation turned the program over to us,” said Mike White, the executive director of the Lake George Park Commission. “We’ve employed methods like hand harvesting, suction harvesting and laying benthic barriers over the plants, but we’ve only had enough resources to contain milfoil, and not enough eradicate it.” » Continue Reading.
Established in 1903, Lake George Village will survive intact beyond December, 2013, the date it would have ceased to exist had a vote to dissolve been placed on the ballot and approved in March, 2011.
In a vote that surprised even Mayor Bob Blais, Lake George Village’s Board of Trustees decided on November 15 not to put the question to a vote in March.
“As far as the Village Board is concerned, dissolution is a dead issue,” said Blais.
Although the Village Board could revisit the proposal some time in the future, the trustees acknowledged that this was unlikely. Too many questions about the costs to taxpayers and the future of municipal services if the Village dissolved and merged with the surrounding township remained unanswered, and answers are unlikely to be forthcoming, they said.
Village officials had hoped to develop a plan in consultation with Town officials that would explain in detail how assets and liabilities would be distributed among the residents of a new, single community, but Town officials refused to co-operate, said Blais.
In the absence of a plan explaining how assets would be treated, what special taxing districts would be formed and how debt service would be handled, one agreed to by the Town, a vote to dissolve could have been a mistake, said Blais.
“People would have had no idea what they were voting for,” he said.
Town Supervisor Frank McCoy would commit to nothing more than stating that “if dissolution occurs, the Town will work to ensure a smooth transition,” said Blais, quoting a message from McCoy.
A study of the feasibility of dissolution, drafted by a consulting firm and overseen by a local committee, indicated that if the two municipalities merged, Village residents would see their taxes decrease by 19% to 30% while town taxes would rise by as much as 40%.
“It’s clear to me that the Town doesn’t want us,” said Trustee John Earl.
Trustee John Root, who chaired the committee appointed in 2008 to study the costs and benefits of dissolution, said he had favored putting the measure to a vote until Monday’s meeting, when every Lake George resident present opposed dissolution.
“Their concerns were understandable,” said Root. “I’m glad we’ve held public hearings; the residents have spoken loudly and clearly that they do not favor dissolution.”
Some residents, like Micky Onofrietto, Barbara Neubauer, and Doug Frost, for example, said that an uninformed vote would be detrimental to the interests of the residents themselves.
“I feel uncomfortable putting it to a vote, without people looking into it as I did, when I found that we had no way of knowing the true costs,” said Micky Onofrietto.
“I might save on taxes but lose on services,” said Barbara Neubauer.
Former Village Trustee and Tom Tom Shop owner Doug Frost said that as a businessman, he feared losing the benefit of the Village’s expertise in promoting special events and weekly attractions like fireworks shows that draw tourists to Lake George.
Town residents Joe Stanek, Karen Azer and Mike Sejuljic emphasized the differences in priorities and styles of governance between the Town and the Village.
“A 28% tax increase, borrowing to meet payroll, paying its bills late; the town should get its own affairs in order before incorporating another government,” said Azer.
After listening to public comments, Mayor Blais said that while dissolution was appropriate for some villages, Lake George Village remained a viable entity.
“In most cases, villages’ assets are not as large as ours, they’re barely surviving financially, they have small populations and they can’t find people to serve in elected or appointed offices,” said Blais.
Trustee Ray Perry introduced the motion to take no action on dissolution. It passed unanimously. Photo: Aerial view of Lake George from the Lake George Mirror photo files.
New studies by the U.S. Geological Survey confirm arguments that Lake George conservation organizations and agencies have made for years: development threatens the aquatic life of streams.
“We learned that there is no ‘safe zone,’ meaning that even minimal or early stages of development can negatively affect aquatic life in urban streams,” said Tom Cuffney, a USGS biologist.
“When the area of driveways, parking lots, streets and other impervious cover reaches 10 percent of a watershed area, many types of pollution-sensitive aquatic insects decline by as much as one third, compared to streams in undeveloped forested watersheds,” said Cuffney. Native fish also decline in streams even at low levels of development, levels historically considered safe for stream life, the studies found.
“The studies validate the findings of our Lake George Stream Assessment Project, initiated three years ago by Waterkeeper Chris Navitsky, namely, that land uses impact the health of our streams,” said Peter Bauer, the executive director of the Fund for Lake George.
“We know from the sites we sampled that streams decline in water quality as they pass through areas that are more heavily developed,” said Bauer.
“These studies show that we need to be careful,” said Emily DeBolt of the Lake George Association, which operates a stream biology monitoring program for volunteers.
While even the most developed watersheds within the Lake George basin are not yet urbanized, protection of existing stream corridors should be a priority, said Bauer and DeBolt.
According to the USGS, the studies examined the effects of urbanization on algae, aquatic insects, fish, habitat and chemistry in urban streams in nine areas across the country.
“As a watershed becomes developed, the amount of pavement, sidewalks and other types of urban land cover increases. During storms, water is rapidly transported over these urban surfaces to streams. The rapid rise and fall of stream flow and changes in temperature can be detrimental to fish and aquatic insects. Stormwater from urban development can also contain fertilizers and insecticides used along roads and on lawns, parks and golf courses,” the USGS said.
The Lake George Park Commission is authorized by New York State law to protect stream corridors within the Lake George watershed, said Mike White, executive director of the Lake George Park Commission.
The Commission has drafted regulations that will limit construction and the cutting of trees and vegetation within 35 feet of a tributary of Lake George.
The regulations are currently under review by the Governor’s Office of Regulatory Reform. Once that office approves the draft, a series of public hearings will be held, said White.
“Stream buffers are the most efficient way to protect the water quality and ecology of streams, and regulations are the only effective way of preserving those buffers,” said Peter Bauer.
“Once a buffer is disturbed, it’s very difficult to restore it to its original function,” Bauer said.
Investing in stream corridor protection is also an investment in the water quality of Lake George, he said.
“One half of all the water entering Lake George comes from streams,” said Bauer. “The fate of Lake George is tied inextricably to the health of its streams.”
Photo: Lake George Stream Assessment monitors, 2008.
The Lake George Land Conservancy has elected to celebrate the memory of John Apperson by naming a society in his honor.
“The John Apperson Society recognizes Apperson’s significant contributions to the preservation of Lake George and honors those who have followed in his footsteps,” said Nancy Williams, the Conservancy’s executive director. » Continue Reading.
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