This definition has been essentially
unchanged since 1880, and is widely used as a standard for data tabulation. The
Census Bureau has acknowledged the limitations of this definition and the potential merits of a proposal created after the
1950 census that would include changing regional boundaries to include Delaware, Maryland, and Washington, D.C. with the Mid-Atlantic states, but ultimately decided that "the new system did not win enough overall acceptance
among data users to warrant adoption as an official new set of general-purpose State groupings.
Mr. Matthew Irwin's doomsday characterization of Pittsfield MA is pathetically exaggerated. For this
reason I flagged it. I am not an apologist for GE; own no stock in the company; nor ever worked at any of the plants.
Further, I am not against the EPA. So, let's just get matters straight: 1) General Electric -- nor other
companies -- realized the dangers of PCB back in the day. 2) To this day, the case against PCBs has very strong support,
but yet to be proven. 3) The spreading of PCB to playgrounds, driveways, back yards etc, was at the time not a
nefarious act, but a fringe benefit (so it was intended to be) of the company providing workers with dirt to improve their
neighborhoods or house lots. 4) Regarding fields surrounded by barbed wire throughout the city...spare the drama.
There are fences with barbed wire surrounding power stations and other critical areas in every community. The EPA, GE,
Pittsfield Housatonic River Clean-up is a ongoing work in progress as is Hill 78 5) The "closed" GE Plastics Plant
and GE Ordinance Plant are alive and doing very well under new ownerships of Sabic and General Dynamic with both companies
proving leading edge technologies in plastic and homeland defense respectively. In fact, General Dynamics is developing
a module for the U.S. Navy's new class of shallow draft, littoral ships which soon will be cruising U.S. coasts protecting
the hyperbolic souls such as Mr Irwin's. >>>> Regarding Pittsfield MA in general, it is a fine small city,
successfully recovering from the devastation of an imploded economy not unfamiliar with numerous other cities throughout the
United States. Rather than follow Mr Irwin's dreadful tour bus of Pittsfield and The Berkshires, I recommend that readers
visit pittsfield-ma.org or berkshires.org. In these sites, one will not suffer from the myopic vision of Mr Irwin's
past, but the expansive sight of a vibrant community and region.
The above video "webazines" are taken for the City of Pittsfield website where they can be found.
SottilePark.com has no connection with the development of these excellent videos nor does SottilePark.com benefit
from the listed sponsors who deserve the credit for supporting the videos' creation. We appauld their support for The
City.
From the Albany, NY area – Follow I-90 East (MASS Pike)
For Central & Northern Berkshires, Take Exit 11, Nassau, NY, Route20 East
For Southern Berkshires, Take Exit 2, Lee, MA
From Eastern, MA areas – Follow I-90 West (MASS Pike) to Exit 2, Lee MA Or Exit 1, West Stockbridge, MA
From the Hartford, CT area – Follow I-91 North to I-90 West to Exit 2, Lee, MA
From Western CT areas – Follow Routes 7 or 8 North
From New Jersey, New York City & Long Island areas – Follow any of the Parkways North to I-87 North to I-90
East to Exit 2, Lee, MA
There are 3 ways to travel into the Berkshires from the Taconic State Parkway:
For North Berkshires – Take Route 295 East to 41 North to 20 East to 7 North
For Central Berkshires – Take Route 295 East to 41 North to 20 East
For Southern Berkshires – Take Exit for Route 23 East
By Train
Amtrak offers service to Pittsfield on the Lake Shore Limited which runs between Boston & Chicago.
800-USA-RAIL
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SOTTILE PARK
In the Heart of Downtown
In The True Heart of The Berkshires
Pittsfield Massachusetts
In 1810, county fairs were born
By Brian Sullivan, Berkshire Eagle Staff Updated: 10/01/2010 07:09:23 AM EDT
Click photo to enlarge
Hayden The Ram enjoys meeting 1-year-old Ever Lusignan with her mother, Kerry,... (Scott Stafford
)
Hayden The Ram enjoys meeting 1-year-old Ever Lusignan with her mother, Kerry, both of Conway, during Saturday’s
Hancock Shaker Village County Fair. Hayden is a merino sheep, of the same breed that Elkanah Watson exhibited in 1807. (Scott
Stafford ) Friday October 1, 2010 PITTSFIELD
Elkanah Watson was a pretty savvy fellow. A city guy, a New York City guy at that, he is credited
with authoring the first county fair in the United States. And Pittsfield can proudly make a claim to both Watson and the
fair.
It was Watson, somewhat of an entrepreneur in his day, who purchased two fine merino sheep
while in Europe -- a ram and a ewe -- and brought them to Pittsfield. Known for their fine wool, the sheep were the first
of this breed to see New England.
Watson exhibited the animals in 1807 on the green (what we know now as Park Square) by tying
them to the giant Old Elm that rose gallantly in the center of the town.
To Watson's surprise, the sheep drew quite a crowd.
Wrote Watson, "Many farmers, even females, were attracted to this humble exhibition. If two
animals are capable of exciting so much attention, what would be the effect of a display on a larger scale with different
animals."
Watson was right on target.
Today is the 200th anniversary of "The Cattle Show and Agricultural Fair," which took place
on the "green" on Oct. 1, 1810, an event Berkshire County still holds true to its origins and ideals. The Big E, New England's
biggest county fair, remains an important part of the autumn landscape, and the harvest of the hard-working farmers, a tribute
to their labor, is evident on wooden stands across rural roads throughout the region.
There had been plenty of "Agricultural
Advertisement
Societies" in New England and up and down the East Coast in the
late 1700s, but it was Watson, still new to the county and middle-aged at that, who caught the attention and raised the spirit
of the local farming community. In the three years that transpired from his initial "humble exhibit" under the Old Elm, area
farmers put together the first fair in the same location. Watson, who had sailed to Europe with trader vessels, made his
money early in life, but often told his children that he longed to retire from business duties to attend to work in the rural
lands.
Said Watson in 1820, "From that moment [in 1807] until this present hour, agricultural fairs
and cattle shows have predominated in my mind greatly to the prejudice of my private affairs."
But if Watson was fired up about his idea, the people of "Berkshire" and Pittsfield were somewhat
slower to catch the fever. This bothered Watson greatly, for he foresaw the event as both special and necessary. It would,
he believed, raise the level of consciousness about this occupation and plant a seed for economic growth.
Watson first laid the ground for the formation of the Berkshire Agricultural Society and then
purchased high-end sheep which he graciously offered to the society. His hopes were that a wool industry would take shape
and be an economic nucleus and complement what was already a fertile agricultural region.
Here's what "The History of Pittsfield" had to say in its 1876 publication: "Pittsfield --
as is their wont with new projects to this day -- turned over [Watson's] propositions and arguments in their minds for a couple
of years, and, when satisfied with their value, entered into his plans with enthusiasm and vigor."
There remained on the outside much speculation. There was both ridicule and satire thrown
at Watson and his "scheme." But the Berkshire farmers rallied behind the idea of the fair and used a pretty big chunk of The
Pittsfield Sun on Aug. 8, 1810, to make one final pitch toward their fellow residents.
It was headlined "Berkshire Cattle-Show," and under the headline was printed a quote from
George Washington which said, "The multiplication of useful animals is a common blessing to mankind."
The text was signed by 26 of the most respectable farmers and intelligent men in the county.
It suggested that the "fair" concept had succeeded in Europe for years on both a recreational and economic scale, with sales
and swaps of "fine animals" being played out alongside farmers just proud to show off their livestock.
The text read, in part, "Being fully impressed with the belief that a like practice in this
county will have the same good effects, we propose to exhibit on the square in the village of Pittsfield, on Monday the first
of October, from nine o'clock to three, bulls, oxen, steer and other neat cattle; merino sheep of the different grades, and
hogs and swine of different breeds."
The exhibition took place as scheduled, and despite some rough-around-the-edges planning,
drew a rather large crowd made up largely of farmers from the Berkshires and beyond.
The smell of a successful fair was certainly in the air -- literally to some degree. There
were 383 sheep, seven bulls 109 oxen, nine cows, three heifers, two calves, one boar and some short-legged pigs. One of the
highlights was a Holderness bull which Watson had imported in 1808.
Two important events took place on the heels of the fair's success: Other states, those in
New England in particular, took up the cause and began to form their own county fairs, also with great results; and the wool
industry did take off in Berkshire, proving to be an economic staple for the area for almost a century -- right up until William
Stanley brought his transformer ideas to Pittsfield around 1900 and changed the area into a manufacturing giant.
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DANBURY -- If Housatonic Railroad officials have their way, trains could be taking passengers
from Danbury north to the Massachusetts border four years from now. "Our goal is to have the funding in place for the project
in a year," said Colin Pease, the vice president of special projects for the railroad. "Construction would take about three
years to complete. I may be optimistic, but I don't believe it's an unrealistic goal," he said. Railroad officials met
with area business leaders this week to discuss their proposal to extend passenger service from Danbury to Pittsfield, Mass. On
Monday they talked to members of the Kent Chamber of Commerce and Bruce Adams, the town's first selectman. "They sounded
really positive about the proposal -- that it could really happen and it's not just a pipe dream," Adams said of the meeting. "I'm
really optimistic about this. It would be great for the town to have passenger service." Pease estimated it would take
about $200 million to upgrade the tracks and purchase the additional equipment needed for passenger service. During a meeting
with The News-Times Editorial Board on Wednesday, he said the state has a number of surplus locomotives and passenger cars
that would be ideal for the project. He said he sees the railroad company partnering with the state on the project, although
no subsidies would be required, unlike passenger services that already exist in the state. Additional ridership on the
Danbury branch as a result of the northward extension, he said, could earn as much as $20 million, which would more than pay
for any debt service on money the state bonded to help pay for the project. Pease said business people have expressed an
interest in building some of the stations that would be needed along the new line. The railroad can also borrow money from
the federal government through a low-interest loan. "Connecticut's economy needs to grow," he said. "If we succeed, this
could bring an additional 100,000 to 200,000 more people into the region spending money. That could generate a lot of growth
for the region." An economic benefits analysis of the proposal is due later this spring. Contact Dirk Perrefort at
dperrefort@newstimes.com or at 203-731-3358.
By Trevor Jones Posted: 10/18/2010 03:02:08 AM EDT
Monday October 18, 2010 New England Newspapers The romance
of the rail once played a vital role in the growth of this area -- a sinuous line from Manhattan to the Berkshires that ushered
in aristocrats, culture and Gilded Age excess that made the region the tourist destination it is today. Now, the Housatonic
Railroad Co., a privately owned freight rail service operating on more than 160 miles of track in Berkshire County, Connecticut
and New York, is seeking to re-establish that bygone connection by using a business model believed to be unlike any other
in the nation -- offering the potential for economic growth but also raising questions about funding and sustainability. The
concept was announced last month by the Canaan, Conn.-based Housatonic Railroad, with administrators saying a three-month
marketing study commissioned by them and completed in August shows 2 million one-way riders a year would use a passenger service
connecting New York City, northwest Connecticut and the Berkshires. "There’s a tremendous market," said Colin Pease,
vice president for special projects for Housatonic Railroad, who said the passenger service will undergo further analysis
but could be running in five years. "There are a lot of people that come to the Berkshires every year; there are a lot of
people coming into northwest Connecticut." Housatonic Railroad hopes to tap into a market of visitors and second-home owners
in the Berkshires, college and Advertisement
preparatory school students arriving from the New York City
area, and commuter traffic to southwest Connecticut. Trips from Pittsfield to New York City would take 31Ž2 to four
hours, depending on station upgrades and where riders transferred with Metro-North, the rail system servicing commuters in
New York City’s northern suburbs. Travel time also could be cut if the company is able to establish direct routes from
Pittsfield to Grand Central Terminal in Manhattan. Potential stops in Berkshire County include existing stations in Pittsfield,
Lenox, Stockbridge, Great Barrington and a new station near the Connecticut line in Sheffield. State Sen. Benjamin B. Downing,
D-Pittsfield, said the study, conducted through targeted online questionnaires, can be used to convince state transportation
officials about the demand for this service. "Prior to this report, it was very theoretical, an ‘If we build it,
they will come’ sort of thing," Downing said. "By taking the step of doing the study, it’s now ‘If we build
it, we know they will come.’ " Housatonic Railroad officials say the line could lead to economic growth in the area
through second-home owners setting up satellite offices locally and by creating greater incentive for companies to relocate
to Lee’s vacant mills, which run along the Housatonic Railroad’s existing freight lines. The service itself
also could create about 200 jobs, according to Pease, and as many as 800 more in ancillary growth of car rental agencies and
other businesses in or around stations. Lauri Klefos, president and CEO of the Berkshire Visitors Bureau, called the concept
a "no-brainer" and said another positive sign from the survey’s findings was the interest from younger riders. "I
really liked the thought that the opening up of rail lines may give us another means of drawing another demographic to the
area, and that’s exciting," Klefos said. But before travelers begin imagining spending their commute from New York
to the Berkshires reading a good book, tapping on their smart phones or using WiFi on their laptops, there remains one major
stumbling block: money, and lots of it. Replacement of rails and ties would be required for the entire system at a cost
of between $1.2 million and $1.3 million per mile, while property not owned by Housatonic Railroad -- stations, parking lots
and road crossings -- would need to be upgraded or replaced as well. The company is looking to refurbish 14 gallery cars
it owns that have sat unmoved along Van Deusenville Road in Housatonic since around 2006. The company also is looking to buy
older vehicles declared surplus by the state of Connecticut -- locomotives that could travel directly to Grand Central, and
short-range trains that could travel between Pittsfield and Danbury, Conn. or Brewster, Conn. All told, these investments
are expected to cost $200 million. The company would not use outside private investors, Pease said, instead seeking assistance
from the states, as well as applying for railroad investment loans. Pease would not say what kind of public investment
would be needed, but acknowledged it would be in the tens of millions. Most of that, he said, should be allocated for areas
that the company doesn’t own, such as the 37-mile stretch of rail it operates on but which is owned by Connecticut. But
securing public funding could be difficult in the coming years. Downing acknowledged there are Eastern Massachusetts districts
that already say they are in line for more than $1 billion in rail improvements, and $160 million in federal stimulus funds
have been allocated to a new high-speed rail system for the nearby Connecticut River Valley. Massachusetts Department of
Transportation officials said they would need more information from the Housatonic Railroad Co. before they could comment
in detail on the project. Judd Everhart, a spokesman for the Connecticut Department of Transportation, said his department
would support the concept but could not provide financial support in the "foreseeable future" because of its focus on the
high-speed rail project. Pease said his company’s next step will be to come up with a more in-depth revenue analysis
to gain the support of the state agencies, an analysis he believes will be completed this fall. He also would like to see
regional planers in the affected areas conduct studies to find the local economic benefits the service could provide. But
Pease said his company also can make its case to state officials by offering something believed to be unheard of in modern
passenger rail -- a business without government assistance once the trains are running. "If we’re able to do this
subsidy-free -- which we’re very comfortable we can -- it is a significant change from what is a traditional passenger
service, and it makes it a lot easier to sell because you’re not relying on the taxpayers’ dollars," he said. There
currently are no intercity passenger rail services operating in the country without some form of public subsidy, and at least
one-third of the operating budgets for similar services in New York, Connecticut and Massachusetts are covered by taxpayer
dollars. But Housatonic Railroad officials say they would operate more efficiently than these entities, holding down costs
with funds generated by their existing freight services and finding savings in shared services such as maintenance and signal
systems for the freight and passenger services. "That’s a big hurdle," Nat Karns, executive director of the Berkshire
Regional Planning Commission, said about the possibility of operating without a government subsidy. "If they can do that,
they’ve done something that’s not been done before, to my knowledge." Pease said rail fares would be comparable
to other mass transit options, with a current one-way bus ticket from Pittsfield to New York City costing $58, a one-way Amtrak
ticket priced at $82, and a one-way Metro-North ticket from Wassaic, N.Y. -- 60 miles south of Pittsfield -- to Grand Central
costing $25 during peak hours. There also are questions about how realistic Housatonic Railroad’s ridership estimates
are -- figures that exceed the ridership projections for the Connecticut River Valley project, which runs through more populated
areas such as Springfield and New Haven, Conn. Typically, potential ridership is figured out by looking at U.S. Census
data on where people live and work. The August study instead used metrics sometimes implemented by the airline industry to
determine destination travel. "The problem that we have is the Census data doesn’t track visitors; it doesn’t
track second-home owners; it doesn’t track students," Pease said. "All it does is track people’s homes and work,
and it doesn’t work for us because you would miss a very large share of the market." State Rep. William "Smitty"
Pignatelli, D-Lenox, questioned the survey’s results, calling them "grandiose" and saying a more thorough analysis is
needed before any taxpayer funds are considered. "They’re going to have to show me and lot of other people a lot
more information," he said. "We need to take off the rose-colored glasses." Karns said he understands why Housatonic Railroad
officials used those metrics, but the company will need to show stakeholders an existing passenger service analogous to what
they are proposing, services that run from densely populated areas to a mostly rural area with numerous stops. Karns said
that would allow their results to "pass the smell test and give us a reality check" because "I’m not aware of anything
that’s even reasonably close." Pignatelli also questioned the desire of visitors or second-home owners to rent cars
or rely on public transportation once they arrive in the area, or the ability to bring in an adequate rental-car infrastructure,
asking: "When they get here, what are we going to do with them?" Pease acknowledged that accommodating travelers’
needs when they arrive in the Berkshires would be key to the success of their concept, and there are ongoing talks with outside
organizations to accommodate those needs, including hotels interested in providing transportation for their customers, and
potential car and bicycle rental agencies. And though he recognizes challenges his company would have in selling an untested
proposal, Pease sees chances for success here that might not be feasible elsewhere. "I don’t know if there are other
parts of the country where this would work," Pease said. "We’re lucky we have something that’s unique -- New York
City." Print Email Font ResizeReturn to Top
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guest 1 day ago This is why I no longer live in the Hudson Valley. Little quaint towns
will be used as parking lots for the rail, locals will be treated with disdain because they "don't appreciate what they have",
retail everything will be priced for New Yorkers, buying a tiny fixer upper will be impossible. Stop thinking only about business
and think about the impact to quality of life for people who grew up here, or who moved here to get away from the elitist
rich who think everything on earth is for sale, and every place is a suburb of NY.
WHITE 750
THE JACKIE & SHADOW STORY
THE BIG BEAR BALD EAGLE STORY
"JACKIE & SHADOW"
The Big Bear bald eagles, Jackie and Shadow, have been nesting in Big Bear Valley since 2013, This is the first time
in three years that they have successfully hatched eaglets. In 2019, they had two chicks; and in 2022, they had one. This
year they had three eaglets, but one of the three eaglets that hatched in early March did not survive a storm. It passed
away on March 13, 2025.
NAMING CONTEST
The "Friends of Big Bear Valley" (FOBBV) are hosting a naming contest for the two surviving eaglets.
The Friends are inviting the public to submit name suggestions until March 28, 2025.
The FOBBV is asking for gender-neutral name suggestions and is accepting donations of $5 for one entry, $10 for three entries,
or $25 for 10 entries. The final names will be chosen by Big Bear Valley elementary school students in 3rd, 4th, and 5th
grades. The winners will be announced on April 1, 2025.
EAGLE CAM
The FOBBV operates a 24/7 live webcam of Jackie and Shadow's nest, which has drawn thousands of viewers worldwide.
The organization relies on donations to maintain the livestream, which is free from advertisements. Donations are appreciated!
The Bald Eagle is a large, powerful bird that has been the national symbol of the United States since 1782. It is a member
of the Accipitridae family and is found near large bodies of water throughout North America. Here are some key facts about
the Bald Eagle:
EAGLE BEHAVIOR & HABITAT
SIZE: 3 feet in length, 6-7 feet in wingspan, and 10-14 pounds in weight.
HABITAT: Found near large bodies of water, such as lakes, rivers, and coastlines.
DIET: Primarily feeds on fish, but also eats other small animals and carrion.
CONSERVATION STATUS: Listed as a species of Low Concern, but was once endangered due to habitat destruction, hunting, and
pesticide use.
INTERESTING BEHAVIORS
Bald Eagles are known for their impressive eyesight, which allows them to spot fish up to a
mile away. They are also skilled thieves, and have been known to steal food from other birds.
NESTING: Bald Eagles build large nests, called eyries, which can weigh up to 2,000 pounds and measure 10 feet wide and 6 feet
deep. These nests are often used for many years and may be added to over time.
MATING: Bald Eagles form long-term monogamous relationships, with some pairs staying together for up to 20 years.
BREEDING: Bald Eagles typically breed between March and May, with the female laying 1-4 eggs per clutch.
HUNTING: Bald Eagles are skilled hunters, using their sharp talons and strong wings to swoop down on their prey. They can
also steal food from other birds, such as osprey and hawks.
MIGRATION: While some Bald Eagles are migratory, others are resident birds that stay in their year-round territories.
Some Bald Eagles migrate from Canada and Alaska to the contiguous United States each winter, while others remain in their
year-round territories. Those that migrate typically travel in large groups, often with other species such as osprey and hawks.
HUNTING TECHNIQUES: Bald Eagles are skilled hunters, using a variety of techniques to catch their prey. Some of their methods
include:
DIVING: Bald Eagles will swoop down from high altitudes, using their sharp talons to snatch fish right out of the water.
PERCHING: Bald Eagles will perch above a body of water, scanning for fish and other prey below.
STEALING: Bald Eagles will steal food from other birds, such as osprey and hawks.
PREY: Bald Eagles primarily feed on fish, but will also eat other small animals such as; rabbits, squirrels, mice, and
carrion.
The Bald and Golden Eagle Protection Act and The Migratory Bird Treaty Act Overview
The Bald and Golden Eagle Protection Act (BGEPA) and The Migratory Bird Treaty Act (MBTA) are two federal laws of the United
States that protect birds, including eagles. Here's a brief overview of each act:
BALD EAGLE CONSERVATION STATUS
The Bald Eagle is no longer considered an endangered species in the United States. In 2007, the federal government removed
the Bald Eagle from its endangered species list, and in 2024, New Jersey removed the Bald Eagle from its endangered species
list, citing a remarkable comeback for the species.
Regardless, the Bald Eagle's status remains of "special concern" in New Jersey, and the species is still protected under The
Bald and Golden Eagle Protection Act and the Migratory Bird Treaty Act. Additionally, the U.S. Fish and Wildlife Service has
proposed listing three subspecies of the Bald Eagle as endangered and two species as threatened under The Endangered Species
Act.
It's worth noting that while the Bald Eagle is no longer considered endangered, conservation efforts are still necessary to
protect the species and its habitats. Ongoing monitoring, habitat preservation, and public education are key to ensuring the
species' continued success.
THE PROTECION LAWS: Bald and Golden Eagle Protection Act and the Migratory Bird Treaty Act
The Bald and Golden Eagle Protection Act (BGEPA):
was enacted in 1940 to protect Bald Eagles and Golden Eagles
The Law prohibits the taking, possession, sale, purchase, barter, transportation, and exportation of bald and golden eagles,
including their parts, nests, and eggs
The Law allows for certain exceptions, such as: •
Permits for scientific research, education, and conservation
• Permits for Native American tribes for cultural and spiritual purposes • Permits for the use of eagle parts
in traditional crafts and ceremonies
The Migratory Bird Treaty Act (MBTA):
was enacted in 1918 to implement international treaties with Canada, Mexico, and Japan to protect migratory birds
The Law prohibits the taking, possession, sale, purchase, barter, transportation, and exportation of migratory birds, including
their parts, nests, and eggs
Covers over 800 species of birds, including waterfowl, songbirds, raptors, and game birds
The Law allows for certain exceptions, such as: • Permits for hunting and trapping under specific regulations •
Permits for scientific research, education, and conservation • Permits for the use of bird parts in traditional crafts
and ceremonies
KEY PROVISIONS & PENALTIES
Both acts have similar provisions and penalties for violating the laws. Some key points include:
Penalties: Up to $100,000 in fines and/or up to one year in prison for individuals, and up to $200,000 in fines for organizations
Permits: Required for activities such as hunting, trapping, and possession of bird parts
Reporting: Required for the sale, purchase, and transportation of bird parts
Import and Export: Prohibited without a permit from the US Fish and Wildlife Service
Sottile Park Online Worldwide (SPOW) is a virtual cybercast park, offering users the ability to explore various locations
around the world through established web links. The cyber portal is named after Anthony W. Sottile, civic leader & family
man from The Heart of The Berkshires of New England. Virtually located in Pittsfield, Massachusetts, SPOW! allows users to
"travel around the world in one day" or "visit the world in 80 seconds." The website provides media links, add-ons, and promotional
tools for users to enhance their knowledge and experience, online.
Copyright 2010 to Present JDS / John David Sottile
