On November 27, 1901, the Hamilton County Board of Supervisors unanimously passed an act that created a new town from northern Morehouse, with the South Branch of the Moose River dividing the two towns. Afterwards, Inlet held its first town meeting on January 14, 1902. Presently (2009), the Adirondack Park Agency reports that Inlet consists of 42,446 acres of which just under 4,000 acres is not state land.
But this narrative is about the over 6,000 acres in the northerly Part of Township 3 of the Moose River Tract surrounding the “Head of Fourth Lake”, as Inlet was formerly known, and the connections among the speculators who owned it prior to Inlet’s creation. This square tract covers the lands from Fourth Lake to Seventh Lakes down to Limekiln Lake at its southwest corner. » Continue Reading.
At the stockholders and directors meetings of the Old Forge Company held in December, 1900 at Little Falls were Dr. Alexander Crosby, Judson J. Gilbert, Homer P. Snyder and Eugene Arthur, representing 90% of the Company’s shares. Snyder was elected vice-president and Nelson R. Gilbert was continued as treasurer, a position held since 1896.
For the first time since its founding, the Company elected a new president, Dr. Alexander Crosby, replacing Samuel Garmon, and a new secretary, Eugene A. Arthur, replacing Hadley Jones. Eugene Arthur was appointed to handle land contracts for a salary plus expenses. According to Charles Snyder, “the members of these companies have gotten into a row among themselves and that only one or two of them are financially capable of seeing things through.” » Continue Reading.
I want to address another of the primary criticisms over my recent commentary on protecting our open forests, from those who claim that more open space damages local communities. “They should just be honest and stop pretending that they care about the people and ‘culture’ of the Adirondacks,” one regular anonymous commenter said, echoing the criticism of others.
Even Brian Mann, who offered an otherwise thoughtful critique, titled his response “A vision of an Adirondack wilderness, with people.” The supposition there is that seeking to expand open space in the Adirondacks means excluding people. Not only is that supposition wrong-headed, it dehumanizes those who support wilderness protection. “They don’t care about people” the argument goes, as if we’re not people ourselves. This kind of argument appeals to the basest nature of some and draws a stark dividing line between “us” and “them.” It does nothing to address the concerns I raised about the development pressures we’re facing. » Continue Reading.
A summer day. The road to the Moose River Plains from Limekiln Lake is free of traffic this morning, the sun’s rays have not yet turned the evening dew to dust. As I drive down the shaded road I think about the work of local people from Inlet who dug and placed sand on these roads to give the heavy logging trucks enough traction on the steep sections.
Dick Payne, former Inlet Police Chief, left me memorable impressions of working the Plains in the “old days.” Since 1964 when the Gould Paper Company sold this land to the people of the State, the land is Forest Preserve. As the cicadas begin to whine from the trees, I try to remember another group who hiked in via the Red River valley to discover what was at risk from the Higley and Panther Mountain Dams on the South Branch of the Moose River. » Continue Reading.
The snowmobile (or more generally, motorized snow travel) owes it existence to early developments in the motorized tractor, automobile, and motorcycle industries. In 1907, the year the future father of the modern snowmobile Joseph-Armand Bombardier was born, a “high speed motor sleigh” was featured in Popular Mechanics magazine. It had the body of touring car on skis but was propelled by a spiked wheel. “The motor sleigh is making slow progress,” the article’s author noted, “but will some day become a very popular form of sport.”
By 1912, a plethora of motorized sleigh prototypes appeared in the magazines pages. They included a half track, and a converted motorcycle. Among the most popular were those that used a large propeller for propulsion. Although dangerous and useful only on wide trails or open ground, the areo-sleighs avoided many of the problems spiked wheels and skis had with deep or wet snow. (As a side note, Adgate Schemerhorn of Ausable Chasm was rescued by an areo-sleigh after spending nearly two weeks in a snow-covered Idaho wilderness in 1943).
Ray Muscott of Michigan was issued a Canadian patent for his motor sleigh – “traineau automobile” in 1915 and the following year received the first American patent for an early snow vehicle design that included a tread belt and steerable skis mounted on a stock truck chassis.
Several others produced copies of a similar design, but the first snow vehicles that were produced in any numbers were Model A Fords converted by New Hampshire garage owner and auto dealer Virgil White. He started selling his “snow mobiles” to the general public in 1923 and sold some 25,000 before his factory burned in 1928. Although the new snowmobiles were used primarily for business – by mail carriers, doctors, logging and utility companies, farmers – as early as 1926 there was a race on a frozen Wisconsin lake attesting to the fun they could be put to. One of the first owners of a snow mobile in the Adirondack region was W.J. Dickinson, who was giving rides to his Willsboro neighbors as early as February, 1925.
In the 40 years from the birth of motor-sleighs until the advent of modern snowmobiles around 1960, snow vehicle design generally stuck to the large unwieldy halftrack type, and there were few of them. While there were more than 64,000 automobiles registered in New York in 1935, there were just 64 snow mobiles. Presumably several of these found homes in the Adirondacks – the New York State Conservation Department had some in the 1940s – but they were generally ignored by the local press. One notable exception was in 1932 when a snowmobile owned by the Gould Paper Company was sent in a blinding snowstorm to retrieve a lumberjack who had fallen from his sleigh while trying to get a runaway team of horses under control. Edward Hines, 65, was caught under the runners of the log filled sled and seriously wounded about 28 miles into the backcountry from McKeever. It took three hours to reach the lumber camp and another three to bring Hines into McKeever – unfortunately, he didn’t survive.
Another snowmobile milestone was met in 1938 when Olympic bobsledder J. Hubert Stevens, of the Whiteface Mountain Memorial Commission announced that he was “experimenting with a snowmobile with which to negotiate the mountain in winter.” According to press reports of the time, Stevens hoped to use the homemade snowmobile to carry sightseers and skiers to the top of the Whiteface Mountain Memorial Highway during the winter. The Ticonderoga Sentinel described the vehicle:
The machine is minus wheels in front, large skis with eight inch blades being used instead. A tractor device gives it impetus… Stevens said that the machine will do 10 miles per hour in the accent and 35 miles coming down.
In January, after a few attempts to break the trail which made it up two of the eight miles to the top, Stevens abandoned the attempt and return to his workshop to make repairs. Figuring that the rear track was not wide enough he added eight inches to each side and headed back to the mountain three weeks later. This time, with local policeman Lester Beane onboard (the cab could hold eight) the made the top.
In Part Two we’ll explore the development of the snowmobile we know today and the role played by the burgeoning motorboat industry in bringing it to market.