The Annual Feeder Canal Alliance 5 mile Canoe/Kayak Race and Recreational Paddle will be held on Saturday June 7th with registration beginning at 8:30 am the day of the race and the race going off promptly at 10 am.
The event will begin at the Feeder Dam, located at the end of Richardson Street in Queensbury, only 1.2 miles from exit 18 on the I87 and finish at the Martindale Boat Basin located on Martindale Avenue in the village of Hudson Falls. The race passes through Queensbury, Glens Falls and Hudson Falls, providing paddlers with unique views of local parks, neighborhoods and the Feeder Canal itself. » Continue Reading.
When the first bucketload of oily Hudson River muck rises today, ten miles south of the Adirondack Park Blue Line in Fort Edward, it will mark the end of a quarter century of preparation, study, legal skirmishing and no small amount of foot-dragging. Throughout, the goal has remained consistent: the removal of approximately 2,650,000 cubic yards of Hudson Riverbed sediment laced with polychlorinated biphenyls (PCBs). Here is a timeline of the delays:
September 1984 EPA formally places the Hudson River PCBs Superfund site on the National Priorities List. EPA chooses to take no remedial action, citing possible environmental risks posed by stirring up the PCB deposits. Babies born around this date will have graduated with advanced degrees in environmental sciences by the week clean-up actually begins. Unfortunately, considerably more babies will have graduated with degrees in law and public relations.
December 2000 After more than a decade of study and advances in remediation technology, EPA proposes a dredging plan to remove PCB pollution from a 40-mile long stretch of Hudson River between Hudson Falls and Troy NY. A final act of the Clinton Administration’s EPA.
(image right: In a last-ditch effort to derail the inevitable multi-million dollar expense of dredging, GE launches a PR campaign to convince the public and lawmakers to just let the PCBs be.)
August 2001 Following an extended public comment period EPA administrator Christine Whitman agrees to go ahead with the plan.
(image right: The decision by Whitman to back the dredging plan exposed a rift in the traditionally pro-industrial GOP. On the Hudson, the future of the river ran between Governor Pataki and his one-time protege Congressman John Sweeney.)
February 2002 EPA issues its official Record of Decision for a phased dredging project. Dredging scheduled to begin Spring 2005.
(image right: In March 2002 the EPA gets off to an impolitic start, siting the project field office in Saratoga Springs, 21 miles from the dredging site in Fort Edward. The decision is hastily reversed, prompting delays.)
October 2002 The war over cleaning up the Hudson River is eighteen years old, over twice the length of The War for American Independence.
(image right: Reenactors celebrated the 225th anniversary of the Battle of Saratoga at a Fort Edward farm belonging to a cousin of Fort Edward Supervisor Merrilyn Pulver, a dredging opponent.)
March 2003 EPA issues an adjustment to the dredging schedule to accommodate negotiations with GE on payment for and conduct of the dredging operations. Dredging scheduled to begin Spring 2006.
October 2005 EPA and GE reach an agreement on payment for and conduct of the dredging operations. Dredging scheduled to begin Spring 2007.
July 2006 EPA Region 2 Administrator Alan Steinberg cites delays in the delivery of specialized dredging equipment. Dredging scheduled to begin Spring 2008.
November 2006 EPA and GE agree to a Consent Decree that will begin dredging.
2008 EPA approves design of Phase I implementation plan.
Jan 2009 Modification to 2006 Consent Decree stipulating payment for clean water supplies for affected communities during the dredging operations. Dredging scheduled to begin May 2009.
May 15, 2009 In time for the 400th anniversary of the first chronicled exploration of the Hudson by Europeans, the innovative minds that helped build General Electric into one of the mightiest industrial empires in human history have finally run out of excuses to not clean up the river. Or so we believe. . . (Cartoons originally appeared in the Glens Falls Post-Star, and Hill Country Observer)
In Part One of Adirondack Snowmobile History, we looked at the emergence of the “motor sleigh” in the early 1900s with experimental models that included half-tracks, airplane props, and converted Model A Fords. As snow machines became more widely known and began being used by government agencies, utilities and lumber companies, local experimenters began building their own variations. The 64 snow mobiles (by then already being called by that generic name) registered in New York State in 1935 were all large vehicles that held several passengers.
Joseph-Armand Bombardier, who had been experimenting with rear engine designs since he was teenager, came forward in 1935 with the B7, a seven passenger enclosed snow vehicle. It’s sucess was short-lived. When snow removal on roads became widespread in the late 1940s, Bombardier turned primarily to more general overland tracked vehicles. But while Bombardier and others were focused on making bigger snow machines, others had also been making independent progress on smaller, more versatile, auto sleighs using increasingly available small motors on more traditional (though now steerable) sleigh and bobsled runners.
In 1920, Lewis Newton, the owner of a Hudson Falls bicycle shop, announced that he had “perfected and auto-sleigh which attains nearly fifty miles per hour and can be operated with absolute safety.” Newton mounted two Thompson motors on a specially constructed bobsleigh and rigged a motorcycle wheel with a skid chain; the crank was kick-started. Some of the several he made may still be hiding out in Warren or Washington county barns.
In the late 1920s, Wisconsin outboard-motor dealer Carl Eliason hand-built about forty smaller snow machines (his patent is shown below). It was these that were copied by agricultural machinery manufacturer Polaris Industries’ when they developed the “Pol-Cat,” which was introduced in 1954. The Pol-Cat was followed closely by Bombadier’s “Ski-Doo,” which went on sale in 1959. Then when Edgar Hetteen (founder and president of Polaris Industries) had a falling out with his partners in 1960 he left to create the Polar Manufacturing Company which produced the “Artic Cat” in 1961. Although thirteen American patents were issued between 1927 and 1962, and by 1970 there were several dozen snowmobile companies, the still relatively small snowmobile market was dominated by these three companies: Polaris, Bombardier / Ski Doo, and Artic Cat.
Leonard Reich, who has written on early snowmobile history in the journal Technology and Culture, noted that what happened next depended largely on the role of motor boat dealers:
Northern marine outlets were an obvious place to sell snowmobiles, and many early dealers came from the ranks of boating businesses looking for a line to carry them through the fall and winter. In fact, outboard- motorboating served as a model for the developing snowmobile industry. The first outboard motor was manufactured in 1911 by Ole Evinrude, and the industry progressed slowly until after the Second World War. Outboards were usually installed on rowboats or on hulls originally designed for inboard power, which limited their capabilities and constrained the market. With the introduction of inexpensive fiberglass boat construction and light planing hull designs during the 1950s, at a time of national prosperity, rapid population growth, and television marketing, outboard-motorboating became extremely popular and dramatically changed summertime recreation patterns on lakes and rivers. Now, a mechanical whine split the summer’s natural sounds, transforming in its wake the search for relaxation to a powered pursuit of recreation. Many snowmobile dealers and buyers had their first introduction to motorized recreation through motorboating, and snowmobile salesmen often used the analogy in making the sale. Snowmobile purchasers were more than twice as likely as the general population to own motorboats.
The ready made market notwithstanding, snowmobile purchases were limited by the number of sleds produced and more importantly, by the number of people who thought they were worthwhile. Arctic Cat sold just 20 sleds in their first year (1961), and 700 the second. Bombardier produced 225 the first year (model year 1960); 700 in 1961; 2,100 in 1962; 5,300 in 1963; 8,500 in 1964; and just 13,300 for all of the United States and Canada in 1965. Advertising at first targeted fish and game officers, foresters, trappers, missionaries, prospectors and utility companies, but by 1965 had began to serious shift to the outdoor thrills market. The number of makers also multiplied with, according to historian Leonard Reich, “Trail-A-Sled in 1961, Moto-Ski and Skiroule in 1963, Sno-Jet and Johnson Skee Horse in 1964, Rupp, Fox-Trac, Hus-Ski, and Polaris (with a Ski-Doo-like model) in 1965. By the end of 1967 approximately forty makes had come to market.”
Among the early snowmobile dealers in the Adirondacks were George Moore Truck and Equipment Corp., in Keeseville whose first advertisement in 1965 claimed that their Ski-Doos “provide entertainment for all ages as it bounces over snow drifts, climbing and descending hills with ease. It has also proved its worth as a traveler on ice for fishermen and into the dense forests for hunters.” By the 1967-68 season they had secured the statewide distribution and were advertising for new dealers to join the ranks. “Snowmobiles, fast moving, profitable,” their advertisement read, “the snowmobile boom is underway… here is the opportunity to get in on this money-making fun market…to sell the nation’s hottest recreation machine.” Artic Cat, whose nearest sales room was Rochester, had to wait until 1970 before it would see an Adirondack shop.
In Part Three we’ll investigate the explosion in the snowmobile market in the Adirondacks, the organization of the area’s first clubs and races and their impact on the marketing and wider distribution of modern snowmobile.
Return to part one here. Read the entire series here.
We always thought it strange that Glens Falls’ newly relocated TV-8 (they moved this year from their old and grimy digs on Quaker Road in Queensbury to a new spot Downtown) was run by both Jesse Jackson (not that Jesse) and Michael Collins (not that Michael).
Newly arrived co-owner Jackson, who has been presented by local media as a TV programming executive from the big city who worked with the History Channel and VH1, turns out to have been a local ad man who went south when his firm went under and got a job in marketing.
By now you may have heard of the great banana crime spree that required a Hudson Falls crime stopper to draw his gun. “Oh my God, don’t shoot the banana,” Mechanic Street resident Steven Wilson said. What you probably don’t know is that with violent plushy crime way up, even giant chickens are going into hiding.
Ever wonder about your plushie fantasies? According to Gus Sheridan:
As a group, plushies are sexually oriented towards soft fuzzy things (living or otherwise, real or otherwise), but this can lead to practices ranging from a mere erotic interest in stuffed toys to using said toys as sexual aids to actually wanting to be a stuffed toy. You ever think maybe Chip & Dale were gay? You wonder what it would be like to see them copulate? Would you like to be one of them? Then you might be a plushie.
The extremists of this group actually wear soft costumes (akin to Barney, Grimace, or the life-size characters at Disneyland) and engages in sexual conduct with similarly-attired partners. The action might not be penetrative (at least in the traditional sense), but it’s fun for them.
This costume business comes in varying flavors and intensities as well. Dollies, instead of attiring themselves as some sort of real or fantasy version of an animal, gad about in getups that make them resemble Raggedy Ann, Strawberry Shortcake, or some other sort of doll.
Hensons take the practice into the SM realm by adding explicit elements of domination and submission play to the mix, as well as physical penetration in an attempt to mimic puppetry. In short, Hensons get into the kind of behavior immortalized in William Friedkin’s 1980 film Cruising. ‘Nuff said.
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