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August 8, 2005 -- Vol. 5 Issue 32 Written by Jack R. Simpson (unless otherwise noted), owner of J.R. Simpson & Associates, Inc. and contributing editor to The Waterways Journal.
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 In This Newsletter:
Headline Errors
"Typhoon Rips Through Cemetery; Hundreds Dead" A Personal Note From Jack
 Beating the drums for water resource development becomes repetitive, but since the priority lies there right now, we will tap the big bass again. It will soon be time for the Senate to consider its own version of WRDA 2005 and then confer with the U.S. House over ironing out the differences between the two versions.
What I have to write this week will end up as contents in "The Waterways Journal" editorial of August 15, and I invite you to read it if you get the chance. (Let me interject here that there is a great deal of new business and expanded business on the waterways, and barge traffic is on the rise, contrary to what critics say. The WJ has been a remarkable archivist of these waterway changes and is well worth the price of subscription. Click here.) The manner in which opponents fight any issue (waterways or not) is critical in the outcome. Unfortunately, truth often has very little to do with it. Years ago in WJ editorials I dealt with what we referred to as "gray publications." Here is a brief description of what was meant by that term: Say that I sit in my little office and conjure up a yarn about spotted owls, being very careful to make it sound as official as can be. In it I throw in statements regarding how endangered spotted owls are (without, of course, paying attention to actual wildlife statistics that might say spotted owls are numerous all over the Midwest from Canada to the Gulf). Don’t miss my point. What I am doing (in our hypothetical scenario) is intentionally lying to convince readers that they should oppose logging or forest management projects, or some other projects that environmental issues can hobble. Now the piece is done. I am careful to use phrases that make it sound like everyone in America (except the "offending" government agencies and business) is against the project. Along the way, I include half truths when they serve my purpose. Then comes the next step. I format my report on the computer to make it look somewhat official. Remember, this information was contrived in the privacy of my den. I did not present it in a speech before a delegation of conference goers. Such a conference presentation would have been legitimate news coverage as long as it was made clear whose opinion was being expressed. Voila! I have a nice, official looking report. So what do I do then? I print up numerous copies and distribute them. I may or may not put my name on it. In some circles, the fact that the report has been printed on a computer constitutes publication. If I can convince a sympathetic newspaper writer to read it and refer to its contents, I have achieved my goal. That goal, basically, (in our specific scenario) is to further spread the word that spotted owls are dangerously in danger of being totally exterminated. (A former secretary of the Interior publicly announced that spotted owls are plentiful all over a large region and that it is a flagrant abuse of environmental law to use a phony claim that they are endangered to oppose projects.) Naturally, I do not stop with just one writer. I spread the word around. A key to the success of my misguided effort is that when the reporter writes his/her story, it might refer to "a recently published report says" or "According to a recently published report…spotted owls are in increased danger because…" If I am lucky, environmentalists around the region will see this inaccurate story and pick up on it. It must be true because it was published in a newspaper, right? The ball begins to roll and gather speed. Individuals tell their friends about the story. Somewhere along the line, an editorial writer (sympathetic to the environmental cause) sees the story. He doesn’t need much to convince him that this is another opportunity to shoot down a project that is being opposed by environmentalists. Believe me. I am an editorial writer. I know how it can be done. And we have many actual cases of "gray publications" picking up headway in this manner. It does not matter that I might have contrived my scheme and wrote my misleading report in January. It might take months for the mechanism to kick in and get the results I want. But I don’t care, because generally environmental attacks can help forestall a project for months, even years. And anything I can get into print that will kill the project is progress. Readers spot the editorial and send copies to the congressmen and to their area news reporters. On and on and on and on and on the carousel turns and the "gray publication" picks up momentum. It is the common perception of the public, picked up from reading this kind of material that the U.S. Army Corps of Engineers and river industry supporters must fight. And that, dear readers, is how an unofficial bit of garbage is "made legitimate" by our critics. Now to the present issue. Anything opponents can say that is damaging to the barge and towing industry and to the Corps is grist for their mill. Again, truth is not a factor. An August 2, 2005 editorial in "The Ledger" (Lakeland, Fla.) relies on half truths to make its point. The title is: Barging Ahead, Despite the Facts. My own opinion is that the "Ledger" editorial writer wouldn’t know a fact if it jumped up and bit him/her in the caboose. The August 2 editorial (date redundancy intentional) quotes a report titled "Crossroads: Congress, the Corps of Engineers and the future of America’s water resources." The report was the work of the National Wildlife Federation and the Taxpayers for Common Sense, both avid opponents of the Corps and the towing industry. Several points must be made here. The "Crossroads" report was written some time ago and represents what has become an annual attempt to attack the Corps and water resource projects. The National Waterways Conference responded to the report on March 30, 2005, pointing out numerous myths perpetuated in the report. So we have to ask now, "Why is the Lakeland, Fla., newspaper new picking up on old material?" The answer is that the battle against the Corps and water transportation is never ending. Talk about biting that hand that feeds you. The government has planned more than $8 billion to restore the Florida everglades. Other money is spent on beach enhancement. The "Crossroads" report does not exactly fit the definition of "gray publishing." The authors are well established and notable. People everywhere will pay attention to what they say in their news releases. Unfortunately, many reporters will accept what they say as gospel. Where it does fit the mode of operation, however, is the very fact that it perpetuates myths that have been put to bed years ago. These myths are repeated endlessly in newspaper columns everywhere. And because they are, I have to keep up a constant battle to make that clear. The most colorful tale repeated involves the whistleblower Dr. Donald Sweeney, a St. Louis Engineer District economist, who was placed on a pedestal by opponents of the Corps for saying that the Corps "cooked the books" on the Upper Mississippi/Illinois river project proposals to make the projects more palatable. Factually, Sweeney admitted to a congressional subcommittee that his Essence model was a failure and would not work. Unwilling to adjust his thinking when industry representatives repeatedly tried to point out that his river traffic projects were inaccurate and why, he was relieved of his job and sent off to teach at a St. Louis institution of higher learning, with the Corps still picking up the tab. Environmental reports are fond of saying that the National Academy of Sciences supports Sweeney’s claims, but never is it reported that the NAS actually exonerated the Corps on the "cooking the books" charge. The NAS "exoneration" paper also mentions an old Army Inspector General finding that relied on the testimony of Sweeney, whose model was a failure and who is, we’re told, somewhat of an environmental spokesman. Decreasing Barge-Traffic Myth Commonly circulating around the Upper Midwest region are erroneous statements that "Between 1990 and 2004 traffic through the five major locks [on the Upper Mississippi] dropped 40-50 percent." We’ve all seen these reports. It is misleading because it implies a steady decline in traffic over the 14-year period. In reality, traffic has fluctuated from year to year and could most accurately be described as "flat." The 40-50 percent decline figures were produced by taking the best traffic year in the 14-year period and comparing it to 2004, the second worst traffic year for Mississippi River Locks 20-25. The decline, by the way, was not reflected on the Illinois River, a major observation. The decline involved grain traffic and was due primarily to record high ocean freight rates, which made it more attractive to ship some mid-western grain by rail to the Pacific Northwest for Far East markets rather than down the Mississippi to New Orleans. The record high ocean rates are not a permanent condition. The Corps reports that traffic through Locks 20-25 to date in 2005 is up from the 2004 levels. The fact that there is an uptick in traffic does not creep into the criticisms of Corps and water transport opponents. They just keep repeating inaccuracies in hopes they will be believed. Traffic Forecast Myth Opponents charge that in its drive to achieve passage of the Upper Mississippi/Illinois river projects, the Corps has said that under the most likely scenario traffic through Locks 20-25 will increase by 30 percent between 2000 and 2025. There is not a single traffic forecast or a most likely traffic forecast, the Corps says. Planners considered five scenarios and traffic forecasts. The estimates in traffic growth ranged from no traffic growth, under the least favorable scenario, to a growth of 45 percent in 2025 under the most favorable scenario. The central scenario showed a growth estimate of about 30 percent. None of the scenarios was identified as the "most likely" and the evaluation considered the range of future potential traffic. In general, environmental advocates say that the Corps’ commercial traffic projections have materialized only two of 14 times on waterway projects. The Corps Institute for Water Resources examined 15 traffic projections that were prepared for 10 waterways between 1943 and 1989. Some three-fourths of the projections either closely estimated or underestimated the overall level of future waterway traffic. Opponents might refer to the Tennessee-Tombigbee, where traffic projects may not have been achieved; but then one has to consider that the Tenn-Tom, according to a major fishing magazine, became one of the world’s top 10 fisheries years ago, and since its undertaking, private industry has invested more than $50 billion into the region. Economic growth certainly should count for something. Drought Is Real Another condition that is not permanent but presently exists is that the Mississippi is in the worst drought in 17 years. We read that shippers are light-loading barges to avoid grounding. This, too, can impact traffic statistics temporarily. "The Wall Street Journal" report we read explained that in many ways the drought was not as severe as the one 17 years ago. The dry spell is in its fifth month and if it doesn’t end, it could cause significant delays in river traffic. A study shows that tens of thousands of Illinois farmers have already lost one-third of their potential crops. Mostly due to drought, U.S. corn production will drop 16 percent his year to 9,9 billion bushels. Based on current figures, soybean production will drop 10.8 percent to 2.8 billion bushels. While crops in Illinois, Missouri and Wisconsin are wilting, fields in Nebraska, Minnesota and western Iowa are thriving. The reservoirs on the Missouri are slowly refilling. Experts are saying that the corn and soybean harvest this year will be relatively large, just not as big as last year’s record crops. What does this mean for critics. It means that as a result of less production, barge traffic will be off and they will use it as an excuse to say towing is obsolete and buggy-whip stuff. River traffic simply cannot be calculated on a year to year basis and be declared a disaster. Records paint an entirely different picture. The bottom line is that there are lots of myths floating around. But water transportation is not going the way of the buggy whip, nor should it. Our population is growing exponentially and with it the transportation demands that the towing industry helps to meet. Just a cursory review of the kinds of commodities and other cargo accommodated by barge transportation indicates the mode fills a need no other mode can fill. We have to be careful to analyze what we read about the waterways. I’m sure you think now, having read this frightfully long sermon, that you have read it all. But no such luck. The controversy has been going on long before I joined "The Waterways Journal" in 1974, and it will continue long after we have passed out of sight on a burning funeral barge. The issue now, however, is to get WRDA passed in a form that we can live with. Stay tuned! One last comment about my week in the Dakotas. While visiting a used bookstore I found a small children’s book about our 20th president, James A. Garfield. Not being a history buff -- I hated memorizing in high school the names of all the presidents -- I never knew that Garfield had been a canal worker on the Erie Canal. Everything the little book said was confirmed in a Google search within seconds. However, Garfield, first worked as what the canal workers called a "hoggee," a person who drove the team of horses alongside the canal to pull the barge. While he was on duty, another hoggee was caring for his own team of horses and resting. Later, for a brief period before he fell ill with fever and had to leave the barge, he was promoted to bowman at $14 a month. At this post his duties included throwing a bow line around a snubbing post to pull the barge into the locks, walking ahead on the path occasionally to make sure the water in the lock was down, trimming deck lanterns and checking on the security of cargo. Fever called "ague" reportedly followed the canals and was responsible for the deaths of quite a few people. During Garfield’s recovery at home, he was convinced to further his education. In doing so, he taught school for a spell and eventually ended up president of an institution of higher learning. Ultimately he was elected to the U.S. Congress to represent Ohio and was re-elected 18 times before being elected president of the United States. Shortly thereafter he was shot by an unhappy attorney who had failed to secure a consulate position he had sought. The bullet hit no vital organs, but medicine being what it was in those days, he lingered for about two months, then died from the infection. He also had reached the rank of brigadier general in the Union Army. His genuine desire was to go to sea on a ship. When he left home with that in mind, he ran into an acquaintance, who gave him a job on his canal boat Evening Star. The little book is actually historic fiction, based on Garfield’s diary, his letters of reminiscences, papers of his family and friends, and biographies. It covers just two years of his life. Maybe Amazon.com would have it among the old-book offerings. Newsletter News
There is a matter to clear up in the story I ran last week about agricultural groups and the tours they have planned for August to increase support for improved navigation. For some reason I was convinced that the Senate already had passed its version of the Water Resources Development Act 2005. It had not. What it did pass was an appropriations measure that reportedly allowed for more water project expenditures than the House had desired and that the U.S. House had recommended. My first sentence in that story is true (literally). "With the differences between the U.S. House and Senate bills on the Water Resources Development Act still waiting to be worked out, Illinois agriculture groups are using barge tours…etc." Though not yet passed, the Senate version does exist and legislators know what some of those differences are. Conferences to work out these differences always take place. So the statement was true. But saying it the way I did implies that the Senate had passed its version, and that, of course, is false. In reality, the Senate’s consideration of WRDA 2005 will not take place until other "bigger fish" are fried. Then the conference may take place in the waning days of the session. Had both the House and Senate passed the bill, the tours might not have been necessary. Web News
Re: www.imradioha.org Today I pass along to you the URL for an interesting web site, a work in progress, that was pointed out to me this past week Tom McKee of Cary, N.C., has established The Inland Marine Radio History Archive, which Tom says (on the site) one "joins" by contributing information to the Archive. He says "Organization" and "joins" should be taken very loosely here as there are no dues, no roster of members, no officers, but contributors are recognized and credited. It’s strictly a non-profit project and monetary contributions are not sought. How can you beat that? The home page of the site is illustrated with a large picture of the Jason, dated 1947, whose FCC call letters were ATRE. It is a Union Barge Lone Photo. The purpose of the site is to attempt to document and place in the Public Domain some of the 1930s to 1990s history of AM and SSB shortwave radiotelephone as used for ship-to-shore communications on towboats on the Mississippi, Ohio, and other inland rivers and with the bulk-carriers and freighters on the Great Lakes. The emphasis will be on the 10 Public Coast Stations that provided this service. Some attention will also be given to these stations’ later VHF-FM systems. There’s a lot of interesting stuff in Tom’s background that explains his interest in being the archivist for this project, but suffice it to say that he grew up around the Great Lakes and has had a shortwave receiver since 1947. He has a long-term and strong interest in the inland rivers, both the steamboat era and modern towboating. Needless to say, it behooves those who have knowledge and information (printed or otherwise) about the subject of this archive to contact Tom and contribute what you can to build the site. It would be a shame to see much of the information lost as is often the case. You can reach him at: Tom McKee, K4ZAD 104 Water Leave Lane Cary, NC 27511-9728 As we all know, communications makes the world go around. All the power in all the diesels on all the towboats on all the rivers sin the world wouldn’t be worth much if those operating the vessels were not able to communicate ship-to-shore. As a 1950s radioman in the U.S. Navy, I have been exposed much to Morse code at sea and the marine radio bands in ports where we were anchored. This material in Tom’s archive can provide a great deal of interesting history for all of us. Hope B&B readers can be of help. For Those Inclined To Pray
 We have modified the steps for joining our Prayer Circle. If you visit the Prayer Circle link on at www.littleriverbooks.com, you will find that those who sign up are completely anonymous. We do not ask for first names nor states of residence. Joining is as simple as providing an email address to which we can send future prayer requests. Each prayer request list includes a link for including requests.
By joining our Prayer Circle, you can tap into the prayerful support of circle members wherever they are. Membership and prayer requests are open to everyone. Advertising
Your classified ad can go in this space for $10 for one week, $20 for two weeks, $25 for three weeks, and $30 for four weeks. For details click here. On The Waterfront
Missouri River Rainfall In July Indicates Improved Runoff The U.S. Army Corps of Engineers Northwestern Division reported today (August 8) that "Enough rain fell across the Missouri River basin in July to maintain reservoir levels near the June levels and slightly increase total storage in the system of six dams and reservoirs." The division’s chief of water management, Larry Cieslik, said it is unclear whether the drought is over. Three large reservoirs remain many feet below normal levels. Runoff above Sioux City, Iowa, in July was 2.6 million acre feet (MAF), 80 percent of normal. The runoff forecast for 2005 has been revised upward, the Corps reports, from 19.9 MAF last month to 20.1 MAF, 80 percent of normal. Normal runoff is 25.2 MAF. In a final note, the Corps explains that while the current drought has been tough on fish spawns and access to reservoirs, it has benefited the least tern and piping plover. Record numbers of these birds have been recorded on the reservoirs along the river -- 1,756 terns and 904 plovers. Nuf said! Just For The Record Re: Kentucky Family Avoids Ohio River Mishap, Saved By Other Boaters (Note: We were not around when this happened, but observant B&B readers tipped us off.) The family of Amy and Jeff Schenk of Fort Thomas found it necessary on Sunday, July 24, to leap into the Ohio River from their stalled boat to avoid being run over by a barge tow. As reported by Newsnet5.com (Cincinnati area), Amy jumped first, and her six-year-old son and six-year-old daughter followed suite. Then Jeff jumped with the two-year-old baby. Two women in another boat pulled them aboard and took them to shore. The barge did hit the boat. Yet another boat came along and towed the sinking, damaged boat to shore. Fortunately, the children were good swimmers and were wearing lifejackets. The report carried no data on the tow. Old But Interesting Coast Guard Ends Multimillion Deal With Bollinger Shipyard It was reported in Mid-July that the Coast Guard has ended a $488 million deal with Bollinger Shipyard after upgraded vessels began to show their age too soon. The first ship delivered under the contract, The Matagorda, was delivered to Key West Florida, last September. It was moved to Miami to avoid Hurricane Ivan. Unfortunately, after arrival, the crew discovered a six-inch crack in the boat and a buckle in the hull. The end to the agreement halts a $24 billion plan to replace the Coast Guard’s deepwater fleet of patrol boats and aircraft over 20 to 25 years. The agency was planning to use the upgraded boats until a fleet of newer, larger boats could be built. The agreement was expected to keep some 200 Louisiana people working for seven years. In testimony before Congress a Coast Guard admiral said the advanced deterioration of the boats scheduled for upgrading was worse than expected. Instead of replacing 15 percent of The Matagorda hull, it was necessary to replace 35 percent. This ran into cost overruns. The "Navy Times", however, said that the plans to upgrade the vessels to 123 feet were "inherently flawed." (Editor’s note: There may be much more to this story as time goes on. I, for one, am willing to wait till the entire story shakes out.) Stay tuned! Port of South Louisiana Dedicates Fast Boat, Vessel Will Boost Security The Port of South Louisiana on August 3 dedicated a state-of-the-art security vessel, Accardo, 49 feet in length, capable of speeds up to 34 mph., and costing $850,000. The vessel will join two other vessels in maintaining security and safety along a 52-mile stretch of the Mississippi River that includes St. John the Baptist, St. Charles and St. James parishes. Dedication of the boat was another step in the ports multimillion plan to revamp security. River Telegraph Says Ingram Planning New Headquarters In Paducah Word has it that Ingram Barge Company is planning a new headquarters in Paducah, Ky., and that ground has been broken for the $15 million complex. Now that is short and sweet, because as far as we know it has not been officially announced. But the web is buzzing. So take it for what it’s worth. It is stronger than just a rumor, we believe. The note we saw even got down to describing the exact location and said the company was still seeking some permits. advertisement
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If you are a towboat cook, home chef, backyard barbecuer, tailgater, or know anybody who is, please pass the word along to submit recipes!
CAJON DIRTY RICE 1-1/2 lbs. link sausage 1-1/2 lbs. pork sausage 2 yellow onions chopped 1 bunch green onions chopped 3/4 cups parsley 3 cloves garlic 1/2 cup Italian seasoning 4 bay leaves 1 tsp. thyme 1/2 cup Worcestershire 1 tsp. crushed red pepper salt 1/2 cup bell pepper 4 cups cooked rice Chop all vegetables fine. Brown the meat slightly. While it is kind of pink, add everything except the bell pepper and rice. When meat is almost done, add the bell pepper, then cook until done. Do not drain. Add the rice, a little at a time, stirring after each addition. You can make smaller portions by using less ingredients. Serve and enjoy! Submitted by: Kathy LaPrairie-Strickland Jonesville LA Towboat Cook on the M/V Cody Boyd Our Readers Write
 Re: The Celebration Belle
In your last news letter photo section you mention the West Virginia Belle became the Celebration Belle. I believe the West Virginia Belle became the Gambling boat at Caruthersville, MO. The Celebration Belle was a former gambling boat first the Mississippi Belle II and later the Catfish Bend. I have attached a photo of the West Virginia Belle at the 1992 Tall Stacks. Danny Back Re: St. Louis And The River Interesting newsletter this week (7/25/05). I thoroughly enjoyed your comments on the city of St. Louis. Louisville has seemed to maintain most of its love for the river. The city has spent tons of money with its Riverfront Development. A couple of years ago, the IMAX theater featured a National Geographic film about Lewis & Clark with their Corps of Discovery. The film had extraordinary footage, but some Kentuckians showed sorrow that the film depicted the start of the expedition taking place at St. Louis rather than the area of the Falls of the Ohio. Clarksville, Ind., has spent several dollars with developing a museum with a theme that centers itself around the fossil beds at the Falls. The Howard Museum, just across the river from Louisville, in Jeffersonville, Ind., is most interesting. I will never forget a most memorable journey that I took a few years ago when I visited Mud Island in Memphis. I thought that the museum there was awesome. So, maybe there’s hope for St. Louis. Ron Richardson Brandenburg, KY (Editor’s note: We have been to Mud Island, the Falls of the Ohio, and the Howard Museum, all of which are worth the time and effort to visit.) Re: A Plea To Old Boat Fans Paul Cahill has no computer and, therefore, does not get our letter. But his inquiries about a boat name led him hither and yon and finally to us. Paul has been studying an 1879 Mississippi River survey map, where he discovered the site of a sunken vessel, the Hudson, marked in the reach between Riverside and Herculaniam, Mo., on the Missouri side and near. He is interested in the history of the boat. A search of "Way’s Packet Directory, 1848-1994" reveals four boats listed by that name. One of the three is a resurrection of the remains of one them that sank. The year is not right on another, and the operating area for yet another seems to make it unlikely that that is the boat he seeks. If any of you old-boat fans out there can provide any boat history for the Hudson that sank at the aforementioned site, please contact Paul at the following address: Paul Cahill 403 S. Mill Street Festus, MO 63028 Phone: 636-933-3520 Boat Photo Center
 Photo Center contributors can keep them coming now. The more the merrier -- Jack
Contributions to the Photo Center this week include: a shot of the Ingram Barge Company fleet from Columbus State Park, two pictures of the E. Bronson Ingram, a sketch of the Tennessee Hunter, and the Terence J. Smith from Thomas Waller; the Mary Lucy Lane, Virginia Ingram, and two views of the Phyllis from Jim Currens; the West Virginia Belle from Danny Back; and the Penny Eckstein and Michael Luhr from John Miller. Advertisement
I have a 35 mm Nikon F2 in mint condition and lots of other goodies for a combined price of $750. The only lens is a 52 mm Nikormat macro (and extender ring) that allows for shooting relatively normal pictures (no telephoto zoom or wide angle) that allows focusing down to about 2 inches. Other accessories include horsehide camera bag (large boxy type), and various extras too numerous to describe. I will not break up the package. Anyone interested can contact me by calling 314/921-4419 and ask for Jack, or via email at jacksimpson@littleriverbooks.com. Book Beat
This week we make an offer that is not on the web site, so if you choose to purchase, do not go to www.littleriverbooks.com. The offer is made vocally to customers who call to order other books and to B&B readers. The purchase must be made either via phone at 314/921-4419 (ask for Jack and have your Visa or Master/Card handy) or via mail with check payable to Jack R. Simpson, Little River Books, or J. R. Simpson & Associates.   We are packing "Once Upon a Recipe", a beautiful, all color children’s recipe book that originally sold for $11.95; "Portraits From the Past", which sells normally for $10 plus S&H and "Grab A Bush", which sells for $6.50 plus S&H. This total value of around $28 will be yours for $15, including S&H.
 These orders will be filled as long as supplies last. At this writing, we are down to 15 copies of "Portraits" and 29 copies of "Once Upon a Recipe." The only purpose in going to the web site would be to examine the pictures of these books and read the descriptions.  We are expecting a new shipment of "Thrills of the Historic Ohio River" this week. It is a very good read, compiled from columns written in the early 1900s. You can also find it on the web site. Unlike the others, you can order this one on the web site. Our price: $18.00 Nautical Gift Shop
Steamboat Clock & Barometer - The hinged porthole-style case is solid brass with a lacquered antique finish. It has quartz movement for convenience and accuracy and runs on one AA battery. The matching Steamboat Barometer has visible aneroid barometer movement, and the antique brass case is hinged so that the movement is accessible from the front. Tow Talkin'
August 8, 2005 By Kathy Flippo  Our UMR isn’t the only river that is utilizing barges to move huge industrial components. The Missouri River which hardly gets any commercial traffic at all these days had components come up for the Callaway Nuclear Power Plant in Callaway County on the north shore of the Missouri between Jefferson City and Hermann. I know this power plant well as it was directly across the river from us when we lived in Osage County, Mo., on the south side of the river. When we topped the hill leaving our house for the mailbox or the blacktop, we could see the tower and vapor plume. Our electricity wasn’t furnished by Callaway though because it is an Ameren/Union Electric plant (AmerenUE). Our juice came from Three Rivers Electric Co-op, which in turn got power from Associated Electric.
One of the parts for the $300 million upgrade was fabricated in France by a company called Framatome. These steam generators, transported by barge were "only" 70 feet long and 12 feet to 17 feet in diameter, BUT, the rotors alone in each piece weighed…to continue reading this column, click here. See you on the Web, Jack Little River Books jacksimpson@littleriverbooks.com Don't forget to visit our website! |
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