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A snowmobile, also known as a snowmachine, or as a sled, is a land vehicle designed for winter travel on snow. It is designed to be operated on snow and ice. They do not require a specific road or trail. Variations of the snowmobile enable some machines to operate in deep snow or forests; however most are used on open terrain, including frozen lakes, or driven on paths or trails. Snowmobiles are usually designed to accommodate two people, similarly to a motorcycle or an all-terrain vehicle (ATVs) with the exception of snowmobiles designed for mountain riding/deep snow travel which typically have a smaller seat for one person. They do not have any enclosures except for a windshield and their engine normally drives a continuous track or tracks at the rear. Skis at the front provide directional control.
Early snowmobiles used rubber tracks, but modern snowmobiles typically have tracks made of a Kevlar composite. Originally snowmobiles were typically powered by two-stroke gasoline/petrol internal combustion engines. Four-stroke engines are becoming more and more common in snowmobiles, primarily to address environmental complaints.
Snowmobiles were originally intended as a winter utility vehicle that could be used where motor vehicles could not go. They appealed to hunters and workers transporting personnel and material across snow-covered land, frozen lakes and rivers. In the latter part of the 20th century, they have been put to use for recreational purposes as well. People who ride them are commonly known as snowmobilers. The contemporary types of recreational riding forms are known as snowcross/racing, trail riding, freestyle, mountain climbing, boondocking, carving, ditchbanging and grass drags. Summertime activities for snowmobile enthusiasts include drag racing on grass, asphalt strips, or even across water.
The challenges of transporting people and their possessions cross-country during the winter season drove the invention of the snowmobile, an all-terrain vehicle specifically designed for travel across deep snow where other vehicles floundered. During the 20th century, rapidly evolving designs produced machines that were most commonly two-person tracked vehicles powered by gas engines that enabled them to tow a sled or travel, initially at low-to-moderate speeds, depending on snow conditions, terrain and the presence of obstacles protruding above the snow, including brush and trees. Originally utility vehicles, many manufacturers now provide a full range of recreational. special-purpose, and competition versions. Where early designs had 10 horsepower (7.5 kW) two-stroke engines, there has been a move toward newer style 2-stroke and 4-stroke gas engines, some with over 150 hp (110 kW).
Ray H. Muscott of Michigan was issued a Canadian patent for his motor sleigh – “traineau automobile” in 1915. The following year, the first United States patent for a snow-vehicle using the now recognized format of rear track(s) and front skis was issued to Ray H. Muscott of Waters, Michigan, on June 27, 1916. Many individuals later modified Ford Model Ts with the undercarriage replaced by tracks and skis following this design. They were popular for rural mail delivery for a time. The common name for these conversion of cars and small trucks was Snowflyers. These vehicles were extremely popular in the northern reaches of Canada.
David Johnson, partnered with Paul Knochenmus, and Orlen Johnson, decided to make the first snowmobile. In 1954 they finished the first concept snowmobile. It was designed to make hunting locations more accessible. They decided it was good enough to show to their company's C.E.O, Edgar Hatteen, to back its mass production, but Edgar was skeptical of its value and turned it down. So they sold it to a lumber yard for $465.
However they all still were determined to make the first commercial snowmobile. The second concept snowmobile rolled off the assembly line in 1956; they called it the Polaris Sno Traveler. The original models weighed 1000+lbs and had a top speed of about 20 mph. In order to publicize it and show its reliability, Edgar led 3 snow-mobilers on a 1200 mile trip through the Alaskan wilderness.
Multi-passenger snowmobiles 
The origin of the snowmobile, or sled, as they are often referred to, is not the work of any one inventor but more a process of advances in engines for the propulsion of vehicles and supporting devices over snow. It parallels the development of the automobile and later aviation, often inventors using the same components for a different use.
Wisconsinites experimented with over-snow vehicles before 1900, experimenting with bicycles equipped with runners and gripping fins; steam-propelled sleighs; and (later) Model T Fords converted with rear tractor treads and skis in front. In the first races held near Three Lakes in 1926, 104 of these "snowbuggies" started. Carl Eliason of Sayner developed the prototype of the modern snowmobile in the 1920s when he mounted a two-cylinder motorcycle engine on a long sled, steered it with skis under the front, and propelled it with single, endless track. Patented in 1927, Eliason made 40 snowmobiles. Upon receiving an order for 200 from Finland, he sold his patent to the FWD Company of Clintonville. They made 300 for military use, then transferred the patent to a Canadian subsidiary.
The Aerosani, propeller-driven and running on skis, was built in 1909–1910 by the Russian inventor Igor Sikorsky of helicopter fame. Aerosanis were used by the Soviet Red Army during the Winter War and the Second World War There is some dispute over whether Aerosanis should be considered snowmobiles, as they are not propelled by tracks.
Adolphe Kégresse designed an original caterpillar tracks system, called the Kégresse track, while working for Tsar Nicholas II of Russia between 1906 and 1916. These used a flexible belt rather than interlocking metal segments and could be fitted to a conventional car or truck to turn it into a half-track, suitable for use over soft ground, including snow. Conventional front wheels and steering were used but the wheel could be fitted with skis as seen in the upper right image. He applied it to several cars in the Royal garage including Rolls-Royce cars and Packard trucks. Although this was not a snowmobile, it is an ancestor of the modern concept.
The relatively dry snow conditions of the United States Midwest suited the converted model Ts and other like vehicles but they were not suitable for operation in more humid snow areas such as Southern Quebec and New England. This led Joseph-Armand Bombardier of the small town of Valcourt in Quebec, Canada, to invent a different caterpillar track system suitable for all kinds of snow conditions. Bombardier had already made some "metal" tracked vehicles since 1928, but his new revolutionary track traction system (a toothed wheel covered in rubber, and a rubber and cotton track that wraps around the back wheels) was his first major invention. He started production of a large, enclosed, seven-passenger snowmobile in 1937, the B-7 and introduced another enclosed twelve-passenger model, the B-12 in 1942. The B-7 had a V-8 flathead engine from Ford Motor Company. The B-12 had a flathead in line six cylinder engine from Chrysler industrial, and 2,817 units were produced until 1951. It was used in many applications, such as ambulances, Canada Post vehicles, winter "school buses", forestry machines and even army vehicles in World War II. Bombardier had always dreamed of a smaller version, more like the size of a motor scooter.
Early models 
Numerous people had ideas for a smaller personal snowmobile. In 1914, O.M. Erickson and Art Olsen of the P.N. Bushnell company in Aberdeen, South Dakota built an open two-seater "motor-bob" out of an Indian motorcycle modified with a cowl-cover, side by side seating, and a set of sled-runners fore and aft. While it did not have the tracks of a true snowmobile, its appearance was otherwise similar to the modern version and is one of the earliest examples of a personal motorized snow-vehicle.[page needed]
Edgar and Allen Hetteen and David Johnson of Roseau, Minnesota were among the first to build a practical snowmobile in 1955–1956, but the early machines were heavy (1,000 lb or 450 kg) and slow (20 mph or 32 km/h). Their company, Hetteen Hoist & Derrick Co., became Polaris Industries, a small snowmobile manufacturer.
Also in the mid 1950 a US firm built a "snowmobile the arctic area of Alaska that had the drive train reversed of today's snowmobiles with two front wheels – the larger one behind the smaller one – with tires drove an endless loop track. Little is known about this "snowmobile" meant to haul cargo and trade goods to isolated settlements.
It was only in 1960, when engines became lighter and smaller than before, that Bombardier invented what we know as the modern snowmobile in its open-cockpit one- or two-person form, and started selling it as the "Ski-doo". Competitors sprang up and copied and improved his design. In the 1970s there were over a hundred snowmobile manufacturers. From 1970 to 1973 they sold close to two million machines, a sales summit never since equalled, with a peak of half a million in 1971. Many of the snowmobile companies were small outfits and the biggest manufacturers were often attempts by motorcycle makers and outboard motor makers to branch off in a new market.
Most of these companies went bankrupt during the gasoline crisis of 1973 and succeeding recessions, or were bought up by the larger ones. Sales rebounded to 260,000 in 1997 but went down gradually afterward, influenced by warmer winters and the use during all four seasons of small one- or two-person ATVs.
Alpina Snowmobiles are manufactured in Italy by Alpina s.r.l. located in Vicenza. There are two manufacturers of dual-track snowmobiles. One is Alpina and the other is a Russian sled called Buran (Bombardier has discontinued manufacturing its dual track model, the Elite, last offered in 2005). Alpina s.r.l. is a manufacturer of various on-snow implements and has been building dual track snowmobiles since 1995.
Alpina manufactures one basic dual track snowmobile design. In 2002 the Sherpa was introduced and is the model name for the four-stroke machine. Prior to introducing the Sherpa, Alpina offered a 2-stroke series designated the Superclass. The four-stroke Sherpa is currently the top machine in production.
The Sherpa and Superclass series shared the same basic dual track platform, twin 20 in × 156 in (510 mm × 4,000 mm) tracks with dual skis up front.
Power for the Sherpa is supplied by a Peugeot in-line four cylinder gasoline automotive engine. Superclass power is provided by a Hirth 2-stroke gasoline engine, popular in powering ultra-light aircraft applications.
The Sherpa is designed as a working snowmobile to perform such tasks as carrying or pulling lots of weight. Common uses include carrying supplies, pulling cargo sleds, pulling trail grooming implements, carrying several passengers, and negotiating deep snow.
Engine and transmission combination are designed to deliver optimum power to pull or carry large loads while top-end speeds are kept below 45 mph (72 km/h). The large footprint of the dual tracks and dual skis allows the Sherpa to "float" on top of deep snow and not sink in and get stuck.
Current markets 
The snowmobile market is now divided up between the four large North American makers (Bombardier Recreational Products (BRP), Arctic Cat, Yamaha, and Polaris) and some specialized makers like the Quebec-based AD Boivin (manufacturer of the Snow Hawk) and the European Alpina snowmobile.
Some higher powered modern snowmobiles can achieve speeds in excess of 150 mph (240 km/h). Drag racing snowmobiles can reach speeds in excess of 200 mph (320 km/h).
Snowmobiles are widely used in arctic territories for travel. However, the small population of the Arctic areas makes for a correspondingly small market. Most of the annual snowmobile production is sold for recreational purposes much farther south, in those parts of North America where the snow cover is stable during the winter months. The number of snowmobiles in Europe and other parts of the world is relatively low, though they are growing rapidly in popularity.
Snowmobiles designed to perform various work tasks have been available for many years with dual tracks from such manufacturers as Aktiv (Sweden), who made the Grizzly, Ockelbo (Sweden), who made the 8000, and Bombardier who made the Alpine and later the Alpine II. Currently there are two manufacturers of dual-track snowmobiles; Russia's Buran and the Italian Alpina snowmobiles (under the name Sherpa).
An odd version of snowmobile is the Swedish, Larven, made by the Lenko Company (located in Östersund) from the 1960s until the end of the 1980s. It was a very small and basic design with just an engine in the rear and a track. The driver sat on it and steered using skiis on his feet.
Currently, most snowmobiles are powered by either a four-stroke or two-stroke internal combustion engine. However, an electrochemical battery-powered version has been made by McGill University. The student engineers at McGill University are also working on a hybrid version of their snowmobile.
Performance of snowmobiles has improved since their inception. The first snowmobiles made way with as little as 5 horsepower (3.7 kW) engines. Engine size and efficiency has since increased. In the early 1990s, the biggest engines available (typically 600-650cc range) produced in the neighborhood of 115 hp (86 kW). As of 2010, several snowmobiles are available with engines sizes up to 1200 cc, producing 150+ hp, as well as several models with up to 1000 cc engines producing closer to 180 hp (130 kW). Recently, some models are turbo charged resulting in dramatic increase of engine horsepower. Snowmobiles are capable of moving across steep hillsides without sliding down-slope if the rider transfers their weight towards the uphill side, a process called side-hilling.
Mountain sleds permit access in remote areas with deep snow, which was nearly impossible a few decades ago. This is mainly due to alterations, enhancements, and additions of original trail model designs such as weight, weight distribution, track length, paddle depth, and power. Technology and design advances in mountain snowmobiles have skyrocketed[peacock term] since 2003 with Ski-Doo's introduction of the "REV" framework platform. Most 2-stroke mountain snowmobiles have a top engine size of 800 cc's producing around 150 hp (110 kW), although some 1000 cc factory machines have been produced. These may not be as popular as many 800 cc models outperform them due to weight and an increase of unneeded power.
Cornices and other kinds of jumps are sought after for aerial maneuvers. Riders often search for non-tracked, virgin terrain and are known to "trailblaze" or "boondock" deep into remote territory where there is absolutely no visible path to follow. However, this type of trailblazing is not without hazards: Contact with buried rocks, logs and even frozen ground, can cause extensive damage to snowmobiles and injuries to the riders. Riders will often look for large open fields of fresh snow where they can carve. Some riders use extensively modified snowmobiles, customized with aftermarket accessories such as handle bar risers, handguards, custom/lightweight hoods, windshields, and seats, running board supports, studs, and numerous other modifications that increase power and maneuverability. Many of these customizations can now be purchased straight off the showroom floor on stock models.
Trail snowmobiles have had their fair share of improvements in the past 15 years[when?] as well (many of them borrowed from endeavors to produce winning mountain sleds). Heavy 'muscle sleds' can produce speeds in excess of 150 mph (240 km/h) due to powerful engines (up to 1200 cc stock, and custom engines exceeding 1200 cc), short tracks, and good traction on groomed trails. Sno-cross oriented snowmobiles often have an engine size cap of 440 or 600 cc, but lighter machines with redesigned stances, formats, and weight control have produced extremely fast and quickly accelerating race sleds.
Environmental impact 
The environmental impact of snowmobiles has been the subject of much debate. Governments have been reacting slowly to noise and air pollution, partly due to lobbying from manufacturers and users of snowmobiles. For instance, in 1999, the Canadian government adopted the Canadian Environmental Protection Act, but the set of rules governing pollution emissions for off-road vehicles was only released in January 2005.[dead link] Another example of regulation, only four-stroke snowmobiles are allowed in Yellowstone National Park since a bylaw was recently passed to minimize CO2 emissions and noise. In Yellowstone, snowmobiles account for 80% of total hydrocarbons emissions and 50% of carbon monoxides emissions during the winter months. Although less than 2% and 1% overall annually respectively. In winter, snowmobiles only are allowed to ride on the unplowed roads used in the summer in the park. This impact accounts for less than 1% (.002%) of the park area.
Most snowmobiles are still powered by two-stroke engines, although Alpina and Yamaha have been using four-strokes respectively since 2002 and 2003. However, in the last decade several manufacturers have been successful in designing less polluting motors, and putting most of them in production. Yamaha and Arctic-Cat were the first to mass-produce four-stroke models, which are significantly less polluting than the early two-stroke machines. Alpina offers a 4-stroke EFI engine equipped with a catalytic converter and state of the art dual oxygen-probe. Bombardier's E-Tec two-stroke motors emit 85 percent less pollutants than previous carburated 2-strokes. Polaris has developed a fuel-injection technology called "Cleanfire Injection" on their 2 strokes. The industry is also working on direct injected "clean two strokes" which are actually an improvement on carburetored four strokes in terms of NOX emissions.
Independent researchers are also working on the air pollution issue. Even undergraduate and graduate students are participating in contests to lessen the impact of emissions from snowmobiles. The Clean Snow Mobile Challenge is held yearly at Michigan Technological University regrouping the entries from universities from across United States and Canada. Some of the participants in recent years have been the École polytechnique de Montréal with a Quasiturbine engine and students from École de technologie supérieure of the UQAM with a less polluting two-stroke engine using E85 and direct injection.
Maximum noise restrictions have been enacted by law for both production snowmobiles and aftermarket components. For instance, in Quebec (Canada) noise levels must be 78 decibels or less at 20 meters from a snowmobile path. Now in 2009, snowmobiles produce 90% less noise than in the 1960s. However, noise has cumulative effects on users and people living near those trails that are not well researched. It is still the origin of numerous complaints. Efforts in regard to noise reduction have now generally shifted to suppressing mechanical noise of the suspension components and tracks. Arctic Cat in 2005 introduced "Silent Track technology" on touring models such as the T660 Turbo, And Bearcat. Some M-Series sleds also had this. Ski-doo has since then also used comparative "silent track technology" on some production models.
A popular debate among the snowmobile community is about the use of aftermarket exhaust systems, commonly known as "cans" or "silencers". These replace the stock muffler with a less restrictive system that is usually claimed to increase power output of the engine. However, these aftermarket exhausts are often much louder than those from the factory, with only some being slightly quieter than a completely open, unbaffled system. Most, if not all local snowmobile clubs (that maintain and groom trail systems) do not recommend the use of these systems as a result of landowner complaints about their noise and subsequent revoking of trail use rights through their property. Local and state authorities have been setting up checkpoints on high traffic trails, checking for excessively loud systems and issuing citations if discovered. Typically these systems are installed on 2 stroke powered machines(giving the distinctive "braap" sound), however in recent years aftermarket companies have released silencers for 4 stroke models as well.
Terrain and wild life 
Scientific studies have shown that damage is caused to the terrain on or around heavily used snowmobile paths. The snow becomes compacted and any winter rain may flood surrounding areas. This hard snow is more thermally conductive and the underlying ground will freeze to a greater depth, possibly affecting plants and leading to erosion of soil in the spring. Furthermore, snowmobiles can damage shoots and saplings they pass over. Effects on animals are more difficult to assess; some studies suggest that animals stay away from the snowmobile trails as a result of the noise, others indicate that some animals use these trails when there is little to no traffic. Invasive species may use those paths to spread, such as in Utah, where coyotes are encroaching into lynx habitat.
Importance in isolated communities 
Since the invention of snowmobiles, isolated communities of northern North America have always had a demand for them. However, the early snowmobiles designs were not economical or functional enough for the harsh environment of northern North America. Joseph-Armand Bombardier started producing the Ski-Doo in 1959 at the request of a priest. The priest had inquired Bombardier to make an economical and reliable means of winter travel. With the invention of the Ski-Doo, isolated communities of northern North America greatly changed. In these communities, the role of the sled dogs was taken over by the Ski-Doo. People believed that snowmobiles required less care, were cheaper to maintain and moved faster than dog sledding. By the end of the 1960s snowmobiles became the preferred mode of transportation in the north. The Ski-Doo allowed people to travel great distances efficiently. In some communities their mobility was increased to the point where it was greater in the winter than summer. The Ski-Doo also greatly improved communication between isolated communities.
In northern North America, historically, isolated communities depended on dog sledding and snowshoeing as their primary method of transportation for hunting during the winter months. The invention of the Ski-Doo replaced the role of dog sledding for the use of hunting. The Ski-Doo allowed trappers to travel greater distances faster. This allowed the trappers to cover more distance, and gave them the possibility of expanding their hunting grounds. The Ski-Doo made the winter trapping season more productive for hunters. Prospectors, mining companies, foresters, backcountry cabin owners and the RCMP also found these snowmobiles very effective for transportation during winter months. This was due to snowmobiles being the most economical method of transportation of small loads in the north.
After Joseph-Armand Bombardier’s initial successful tests of the Ski-Dog, it soon proved that this new snowmobile made riding fun. Individual snowmobiles gave people of isolated communities the opportunities of a new form of outdoor recreation. People that once sat dormant throughout winter were now given the opportunity in more outdoor activities. The snowmobile helped people come to embrace the winter.
Economic impact 
According to the International Snowmobile Manufacturers Association, snowmobilers in Canada and the United States spend over $28 billion on snowmobiling each year. This includes expenditures on equipment, clothing, accessories, snowmobiling vacations (lodging, fuel, and food), maintenance and others. Often, this is the only source of income for some smaller towns that rely solely on tourism during the summer and winter months. An example of a town like is this is the town of Bralorne, British Columbia. Once a booming gold mining town, Bralorne is now a very small town with a population of approximately 60, and it is relatively inaccessible by car in the winter. The economy revolves around snowmobilers visiting the town. Visitors can contribute to the Bralorne economy by spending money on gas, food and hotel rooms.
Accidents and safety 
As a result of their inherent maneuverability, acceleration, and high-speed abilities, both skill and physical strength are required to operate a snowmobile.
Snowmobile injuries and fatalities are higher than those caused by on road motor vehicle traffic. Losing control of a snowmobile could easily cause extensive damage, injury, or death. A typical cause of accidents is when a rider loses control since they do not have a firm grip and do not realize how powerful it is. This sometimes results in the now riderless sled hitting objects such as a rock or a tree. Most snowmobiles are fitted with lanyards connected to a kill switch, to prevent this type of accident. However, not all riders use this device every time they ride their snowmobile.
It is also possible for a rider, for various reasons to lose their grip, swerve off a trail and roll the snowmobile and/or crash directly into a rock or tree. In areas they are unfamiliar with, riders could crash into suspended barbed wire or haywire fences at high speeds and each year a number of serious/fatal accidents have been caused in this manner.
Each year, riders are killed when they hit other snowmobiles, automobiles, pedestrians, rocks, trees, fences, or when falling through thin ice. About 10 people a year have died in such crashes in Minnesota alone with alcohol a contributing factor in many (but not all) cases. In Saskatchewan, 16 out of 21 deaths in snowmobile collisions between 1996 and 2000 were caused by alcohol. Wrestler Lindsey Durlacher died in 2011 following surgery for a broken sternum he sustained in a snowmobile accident.
Fatal collisions with trains can also occur when a snowmobile operator engages in the illegal practice of "rail riding", riding between railroad track rails over snow covered sleepers. Inability to hear the sound of an incoming train over the engine noise of a snowmobile makes this activity extremely dangerous. Another cause of serious injury or death is colliding with large animals such as moose and deer which may venture onto a snowmobile trail. Most such encounters often occur at night or in low visibility conditions when the animal could not be seen in time to prevent a collision. Also even when successful, a sudden maneuver to miss hitting the animal could still result in the operator losing control of the snowmobile.
A large number of snowmobile deaths in Alaska are often caused by drowning. Because of the cold in many parts of Alaska the rivers and lakes are usually frozen over during certain times of the year in winter. People who ride early or late in the season run the risk of falling through insecure ice, and heavy winter clothing can make it extremely difficult to escape the frozen water. While a snowmobile is heavy, it also distributes its weight at a larger area than a standing person, so a driver who has stopped his vehicle out on the ice of a frozen lake can go through the ice just by stepping off the snowmobile. The next leading cause of injury and death is avalanches, which can result from the practice of Highmarking, or driving a snowmobile as far up a hill as it can go.
Risks can be reduced through education, proper training, appropriate gear and attention to published avalanche warnings. When going by snowmobile, it is recommended that a rider have a helmet and a snowmobile suit.
Types of races 
- The International 500 is a large racing event held annually in Sault Sainte Marie, Michigan. It is a 500-mile (800 km) race on a track, with the current purse being in excess of $40,000.00 usd. It has been running since February 1969, and continues to excite those attending the race to date.
- Drag racing is common with snowmobiles all year long, with summer and fall often with grass or closed-course (asphalt or concrete) drag strips, with the largest event being Hay Days in North Branch, Minnesota. Hay Days has always been the first weekend following the Labor Day Holiday.
- The World Championship Watercross or Snowmobile skipping races are held in Grantsburg, Wisconsin in July. The snowmobiles are raced on a marked course, similar to motocross courses, without the ramps and on water.
- The Snocross racing series are snowmobile races on a motocross-like course. The races are held during the winter season in Northern United States and Canada. One of the largest in New England is the Northeast SnoX Challenge held early January of each year in Malone, New York and run by Rock Maple Racing and sponsored by the Malone Chamber of Commerce.
- Snowmobiles are used for ice racing. The racing is held on an "Ice Oval" track. The World Championship Snowmobile Derby is held each winter in Eagle River, Wisconsin.
- The "Iron Dog", the longest snowmachine race in the world, is held annually in Alaska. It is 1,971 miles (3,172 km) long and runs from Wasilla to Nome to Fairbanks. Its name refers to dog mushing, long popular in Alaska.
- Vintage snowmobiling is the racing of vintage snowmobiles and has grown in popularity as a sporting event on the Canadian prairie and in America.
- The World Championship Hill Climb competition is held in Jackson, WY at the Snow King ski resort each year in March.
See also 
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- Note: U.S. Patent # 1,188,981
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- "Enjoying A Snowmobile At Full". Journal-a-day. December 18, 2006. Retrieved 2008-03-01. "Not only are snowmobiles popular in the United States and Canada, USSR has their very own version of the snowmobile, which can be seen in the Aerosani. Aerosani, when interpreted, intends "aero sleigh." The Russians usage this propeller-powered snowmobile for delivering the mail, patrolling the metes, as well as for recreational intents."
- "Soviet Aerosani RF 8 (for 3D Studio Max)". Vanishing Point. Retrieved 2008-03-01. "An aerosani (Russian: aerosani, literally 'aerosled') is a type of propeller-powered snowmobile, running on skis, used for communications, mail deliveries, medical aid, emergency recovery and border patrolling in northern Russia, as well as for recreation. Aerosanis were used by the Soviet Red Army during the Winter War and the Second World War."
- On this site, they tell you to go to Snowmobile when you search for Aerosani
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- [dead link]
- Beirness DJ (2001). "Alcohol involvement in snowmobile operator fatalities in Canada" (PDF). Can J Public Health 92 (5): 359–60. PMID 11702489.
- Stewart RL, Black GB (April 2004). "Snowmobile trauma: 10 years' experience at Manitoba's tertiary trauma centre" (PDF). Can J Surg 47 (2): 90–4. PMC 3211931. PMID 15132460. "We identified 480 injuries in 294 patients, and 81 (27.6%) of these patients died. Collisions accounted for 72% of the injury mechanisms. Of the injuries sustained, 31% occurred on roads. Excessive speed was a risk factor in 54% of patients, suboptimal lighting in 86% and a blood alcohol level greater than 0.08 in 70%."
- Descarries, Eric. "Autoneiges Bombardier: Des patenteux perpétuent la tradition". in La Presse. Monday, March 13, 2006.
- MacDonald, Larry. The Bombardier story: planes, trains, and snowmobiles. Toronto: J. Wiley, 2001.
- SLEDtv.org – Snowmobile Television – Snowmobile Statistics
- CBC Digital Archives – Bombardier: The Snowmobile Legacy
- Carl Eliason's snowmobile story and his Patent
|Wikimedia Commons has media related to: Snowmobiles|
- How Stuff Works – Snowmobiles
- Environmental Impact Studies
- The International Association of Snowmobile Manufacturers