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Libby, Montana
NORTHWEST GEOLOGY The Journal of The Tobacco Root Geological Society Volume 35, 2006 31st Annual Field Conference Libby, Montana August 3-6, 2006 Published by The Tobacco Root Geological Society, Inc. P.O. Box 2734 Missoula, Montana 59806 http://trgs.org Edited by: Richard I. Gibson and Robert C. Thomas Cover: Miners, Snowshoe Gulch, 1897. From Mrs. Sam Ratekin and Spokane Statesman-Review, 1959. Above: Cross section based on gravity modeling. From M.D. Kleinkopf, Geophysical Interpretations of the Libby Thrust Belt, U.S.G.S. Prof. Paper 1546, 1997. The Tobacco Root Geological Society, Inc. P.O. Box 2734 Missoula, Montana 59806 Officers, 2006: President: Larry Smith, Montana Bureau of Mines and Geology, Butte Vice-President: James Sears, Dept. of Geology, Univ. of Montana, Missoula Secretary-Treasurer: George Furniss, MT Dept. of Environmental Quality, Helena Corresponding Secretary: Emily Geraghty, Dept. of Geology, Univ. of Montana, Missoula Webmaster: Dick Gibson Board of Directors, 2006: Richard B. Berg, Montana Bureau of Mines and Geology, Butte, MT Bruce E. Cox, Stillwater Mining Co., Nye, MT Marie Marshall Garsjo, Natural Resources Conservation Service, Ft. Worth, TX Richard I. Gibson, Gibson Consulting, Butte, MT Larry Johnson, Consultant, Missoula, MT Robert C. Thomas, Dept. of Environmental Sciences, U. of Montana-Western, Dillon, MT Conference Organizers, Libby Field Conference: Bruce E. Cox, Stillwater Mining Co., Nye, MT Marie Marshall Garsjo, Natural Resources Conservation Service, Ft. Worth, TX Ann Marie Gooden, Libby, MT ISSN: 0096-7769 © 2006 The Tobacco Root Geological Society, Inc. http://trgs.org ii NORTHWEST GEOLOGY The Journal of The Tobacco Root Geological Society Volume 35, 2006 Libby Field Conference Table of Contents Author Page Title Montana DEQ 1 Libby District Historical Mine Narrative Art Montana 11 The Rainy Creek alkaline ultramafic igneous complex near Libby, MT Montana DEQ 17 Rainy Creek Historical Mine Narrative Derek L. -
Chapter 27 – the Roaring Sixties
Chapter 27 The roaring Sixties The Anaconda Aluminum Co. smelter came into the 1960s running at 87.5% of capacity after implementing a successful downstream expansion during a time of weak aluminum markets. Cautious at first, the Anaconda Company approached the decade with a modest expansion by one potline at first, then followed up with two more simultaneously. Supporting the company’s bullish optimism were a strong and growing market and a new source of hydroelectric power not far from the Flathead Valley. By 1960, Anaconda was in sixth place among U.S. aluminum producers for existing capacity or capacity under construction at 65,000 tons per year and 2.4% of total U.S. capacity. Total U.S. capacity was 2.6 million tons. The top five U.S. producers included Alcoa with 1 million tons or 38.6%; Reynolds with 701,000 tons or 26.4%; Kaiser with 609,000 tons or 23%; Ormet with 180,000 tons or 6.8%; and Harvey Aluminum with 75,000 tons or 2.8%. 1 Growth in the surrounding community was moving ahead of the plant. According to the 1960 census, Columbia Falls was the fastest growing city in Flathead County, increasing in population by 70% over the past decade to 2,126 residents. Growth was related to new jobs created in Columbia Falls, particularly by the new AAC plant and the lumber industry. 2 The smelter employed 560 workers with an annual payroll of $3.8 million. Columbia Falls’ four lumber mills – Plum Creek, F.H. Stoltze Land & Lumber, Rocky Mountain Lumber, and Superior Buildings – employed about 400 workers in year-round operations while another 200 workers brought logs in from nearby forests. -
GNC SWOT Analysis Final Report
Final Report | Great Northern Corridor SWOT Analysis TECHNICAL REPORT DOCUMENTATION PAGE 1. Report No. 6 (Final Report) 2. Government Accession No. 3. Recipient's Catalog No. 5. Report Date December 31, 2014 4. Title and Subtitle 6. Performing Organization Code Great Northern Corridor Strengths, Weaknesses, Opportunities, and Threats Analysis Final Report 7. Author(s) 8. Performing Organization Report No. 6 (Final Report) Olsson Associates Parsons Brinckerhoff The Beckett Group 9. Performing Organization Name and Address 10. Work Unit No. Olsson Associates 11. Contract or Grant No. 2111 S. 67th Street, Suite 200 Omaha, NE 68106 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Research Programs Type: Project Final Report Montana Department of Transportation Period Covered: January-November 2014 2701 Prospect Avenue P.O. Box 201001 14. Sponsoring Agency Code 5401 Helena MT 59620-1001 15. Supplementary Notes Research performed in cooperation with the Montana Department of Transportation and the U.S. Department of Transportation, Federal Highway Administration. 16. Abstract The GNC Strengths, Weaknesses, Opportunities, and Threats Analysis Final Report is the culmination of a ten-month study of the Great Northern Corridor as requested by the GNC Coalition. The Final Report combines the key messages of the previous five Technical Memoranda, which addressed the Corridor’s Infrastructure and Operations, Freight & Commodity Flows, SWOT Analysis & Scenario Planning Workshop, Economic & Environmental Impacts Analysis, and Project Prioritization. This Final Report intends to tell the compelling story of the Corridor today and how it can strategically position itself for continued and improved performance, access, safety, and reliability in the future. -
America's Natural Nuclear Bunkers
America’s Natural Nuclear Bunkers 1 America’s Natural Nuclear Bunkers Table of Contents Introduction ......................................................................................................... 10 Alabama .............................................................................................................. 12 Alabama Caves .................................................................................................. 13 Alabama Mines ................................................................................................. 16 Alabama Tunnels .............................................................................................. 16 Alaska ................................................................................................................. 18 Alaska Caves ..................................................................................................... 19 Alaska Mines ............................................................................................... 19 Arizona ............................................................................................................... 24 Arizona Caves ................................................................................................... 25 Arizona Mines ................................................................................................... 26 Arkansas ............................................................................................................ 28 Arkansas Caves ................................................................................................ -
Bibliography of United States Landslide Maps and Reports Christopher S. Alger and Earl E. Brabb1 Open-File Report 85-585 This Re
UNITED STATES DEPARTMENT OF THE INTERIOR GEOLOGICAL SURVEY Bibliography of United States landslide maps and reports Christopher S. Alger and Earl E. Brabb 1 Open-File Report 85-585 This report is preliminary and has not been reviewed for conformity with U.S. Geological Survey editorial standards and stratigraphic nomenclature. 1 Menlo Park, California Contents Page Introductlon......................................... 1 Text References...................................... 8 Bibliographies With Landslide References............. 8 Multi State-United States Landslide Maps and Reports. 8 Alabama.............................................. 9 Alaska............................................... 9 American Samoa....................................... 14 Arizona.............................................. 14 Arkansas............................................. 16 California........................................... 16 Colorado............................................. 41 Connecticut.......................................... 51 Delaware............................................. 51 District of Columbia................................. 51 Florida.............................................. 51 Georgi a.............................................. 51 Guam................................................. 51 Hawa i i............................................... 51 Idaho................................................ 52 II1i noi s............................................. 54 Indiana............................................. -
Gerald R. Ford Administration White House Press Releases
Digitized from Box 14 of the White House Press Releases at the Gerald R. Ford Presidential Library LI -- ! ' I I i R I DIATE RELEASE Mailinq Address: I\ugus t 1975 Post Office Box 3755 Seattle, Wa. 93124 LIBBY NEWS RELEASE T'denty-five years ago Lib)y DcHn only exist2d on paper. That Has the year the ptoject Has authori zed by Conaress in the 1950 Flood Control Il,ct. j' Between 1950 and 1967, wh~n the construction contract was awarded for -! the main dam structure, plans and tgns were fon:rulat2d and negotiations I L I \'lith the C;::nadi an GO'Jermr:ent Kent forwaI'd. By 1961 an a~jl~e2rilcnt had been j re(:ched "Ii th Canada, and tlE~ Col Uf,cbi'C\ River Treaty \'las si ~med by PI~esi dent I I ! t I ..L.' .t.. J.. f'" I-t.. C I' :;.lal"'e:i ,.... , f' "1 .J,... t I , Lne ma L.!_er or 'Llle anaCli an aT omvns -cream War'02! eCLt" c: pO',ver laG no'.; tI: t f bC2n ~9ttl ed. Negoti J ti ons were once more undertaken and an agrcerrlent i'IaS l~ reached in -1964 ~'ri th an exch(~r.ge of documents by Presi den t Lyndon B. Johnson end Prine t'i'inistcr Lcst2r B. Pear'son, agreein~ to a c(}sh ptlyment to Canada. The SCdttle bistrict of the Corps of Engineers, builder of the dam. hired an architectural consultant to assist with the desipn of the damsite struc tUfC 2nd treatment of surroundinCj ar'eas. -
Empire Builder ROUTE GUIDE
EMPIRE BUILDER ROUTE GUIDE SEAttLE • PORTLAND • SPOKANE • St. PAUl – MINNEAPOLIS • CHICAgo We hope that you enjoy reading this guide and learning about points of interest along the route. It is written starting from the western termini of the train in both Seattle and Portland and proceeds to points east, ending in Chicago. If you boarded in Chicago, read the guide in reverse; just remember to look in the opposite direction shown to see the sight referenced. AMTRAK STATIONS are shown in all capital letters, as opposed to upper and lower case for towns and geographical areas through which the train travels but does not stop. The Amtrak System Timetable or the Empire Builder panel card schedule should be consulted for actual station times; the times shown in this guide are approximate. While all service presented in this guide was accurate at the time of publication, routes and services are subject to change. Please contact Amtrak at 1-800-USA-RAIL, visit Amtrak.com, or call your travel agent for the most current information. A few generations ago, this route was pure wilderness, roamed by Native Americans and buffalo. Following early traders and gold miners came the merchants, timber men, farmers and – dramatically – railroaders. In the northern plains, the greatest of these was James J. Hill, a freewheeling, big-dealing tycoon who linked St. Paul and Seattle with his Great Northern Railway. He acquired the land, built the tracks, and encouraged homesteading along the route. On the way, this “Empire Builder” Hill came to govern the fate and fortune of a large part of this powerfully beautiful area. -
Technical Memo #1: Infrastructure and Operations Assessment PERIOD COVERED JAN-JULY 2014
Technical Memo #1: Infrastructure and Operations Assessment PERIOD COVERED JAN-JULY 2014 Prepared by the Olsson Associates Team Prepared for the Montana Department of Transportation 10.27.2014 Technical Memo #1 | Infrastructure and Operations Assessment TECHNICAL REPORT DOCUMENTATION PAGE 1. Report No. 1 2. Government Accession No. 3. Recipient's Catalog No. 4. Title and Subtitle 5. Report Date October 27, 2014 Great Northern Corridor SWOT Analysis – Technical Memorandum #1 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. 1 Olsson Associates Parsons Brinckerhoff The Beckett Group 9. Performing Organization Name and Address 10. Work Unit No. Olsson Associates th 2111 S. 67 Street, Suite 200 11. Contract or Grant No. Omaha, NE 68106 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Research Programs Type: Technical Memorandum Montana Department of Transportation Period Covered: January 2014-July 2014 2701 Prospect Avenue PO Box 201001 14. Sponsoring Agency Code 5401 Helena MT 59620-1001 15. Supplementary Notes Research performed in cooperation with the Montana Department of Transportation and the US Department of Transportation, Federal Highway Administration. 16. Abstract For the Great Northern Corridor Coalition, the Olsson Associates team is conducting a Strengths, Weaknesses, Opportunities, and Threats (SWOT) Analysis of the Great Northern Corridor. Technical Memorandum #1 serves as The Great Northern Corridor Infrastructure and Operations Assessment Report and provides a comprehensive description of the GNC from a freight multimodal infrastructure and operations perspective. Following are the primary GNC elements included in the report: • The existing Class I railway line operated by BNSF Railway between Chicago, Illinois and Duluth, Minnesota on the east, and Portland Oregon, Seattle, Washington and Vancouver, B.C. -
• Oie Hooke Builder SEATTLE a Mile Long Tunnel Under Hilly on the Hillsides, and Elk, Beaver, and the Train Crosses Over This 2,806 Foot Both Sides of the River
Icicle Canyon (105 Min./70 Min.) second channel of the Columbia River) Stevenson (55 Min./27 Min.) Lyle (11 Min./24 Min.) * SEATTLE ROUTE* Look closely, and you might see goats to reach Hayden Island. From the island. Much of this area is national forests on A short distance west of Lyle are four WISHRAM Early explorers Lewis and • oie Hooke Builder SEATTLE A mile long tunnel under hilly on the hillsides, and elk, beaver, and the train crosses over this 2,806 foot both sides of the river. Across the river tunnels. Opposite the first tunnel is Clark visited this area, named for an ancient village where Indians gathered downtown leads us from King Street deer in the marshes. The train is now structure to enter Washington. is Cascade Locks, home of the Colum- Memaloose Island, an ancient Indian to trade for salmon. Today. Wishrarn Beyond the beauty theStation. 1962 The Seattle Space World's Needle, Fair, symbol is on the of descending more than 100 feet for VANCOUVER Vancouver was named bia Sightseeing tour boat. This 21/2 burial ground. At Lyle the railway has one of the few remaining railroad right. At Pier 69, the "Princess every mile of forward progress. for Captain George Vancouver, shipmate hour scenic tour covers ancient geologic crosses the Klickitat River. beaneries in the country. These food is a wealth of history, fable and Marguerite" leaves daily in season for Leavenworth (150 Min.120 Min.) of Captain Cook and commander of the history, Amtrak's Pioneer train from Mt. Hood The highest mountain in stops, built and operated by the railroad. -
Burlington Northern Predecessor Companies
Historical Background Information Major Burlington Northern Predecessor Companies BURLINGTON NORTHERN RAILROAD Trademarks of BN’s Predecessors Are Prominent in Western History Burlington Northem's bold corporate symbol and bright Cascade Green are becoming increasingly familiar across the nation as they gradually replace the symbols and colors of the predecessor lines on more than 135,000 loco- motives and cars and on countless other items of equipment, buildings and facilities bearing the company's identification. Meanwhile, the disappearing trademarks of the Great Northern, Northern Pacific, Burlington and Spokane, Portland and Seattle railways should enjoy a prominent niche in transportation history, befitting their long and intimate associ- ation with the settlement and growth of the American West. color border six units wide, surrounded by a Bugnngtg‘ T symliqh oft‘? "I d black border one unit wide. Outside measurements '° 8 Y °"° ° 9 m° am ar an of a two-color trademark were 70 unlts wlde unchanging corporate trademarks on the American b 60 units hi h The same ro “ion a d . y g . p po s n §g:':|?n‘;?§n";‘°°'t';',P'e rectangle °mb'az°"°d style were sometimes used in one-color printing, While the block itself appeared in advertising :g:)§:'::g:,3grwhite or a shade oi gray for the as early as 1880, carrying various phrases and ' slogans, it did not become standardized as a “R°°|<Y" "19 5°!‘ $Y"lb°||l¢d G" trademark until May 30, 1884, when the Western A Rocky Mountain goat—not really a goat Executive Committee of the Board of Directors at all but a member of the antelope family- adopted a resolution outlining its style and wording. -
The Milwaukee Road Pacific Extension: the Myth of Superiority
The Milwaukee Road Pacific Extension: The myth of superiority Winston Churchill said, “History is written by the victors.” There’s a lot of truth to that. But it’s also true that sometimes leads to the whole story not being told. On the other hand, the Internet wasn’t around in Churchill’s day, but today one can read alternate histories and theories of history on just about any subject. Such is the case with the Milwaukee Road’s Pacific Extension. Most who are even vaguely familiar with American railroading know of the Milwaukee Road being the only American “transcontinental” line to have been mostly abandoned. Several sites online claim to explain why this happened. As you read these, you will likely detect a common theme: A railroad that had everything going for it, with superior operating characteristics. As an example, an online source “A brief review of the failure of the Milwaukee Road” probably says it best in its opening statement, “The Milwaukee Road was well built, with the shortest and lowest-cost route to the Pacific Northwest. It was innovative, pioneering not only in electrification, but also things like roller-bearings (greatly reducing rolling resistance), refrigerator cars, and high-speed passenger trains. Later it lead in hauling cargo containers, with three-quarters of the traffic from the Port of Seattle, and even as late as 1969 it opened the largest facility in the region for transshipping automobiles. Yet, it failed.” The reasons for the “why” of the failure of the Pacific Extension run the full gamut from conspiracy to deferred maintenance to poor management. -
Empire Builder Route Guide
EMPIRE BUILDER ROUTE GUIDE SEATTLE • PORTLAND • SPOKANE • ST. PAUL – MINNEAPOLIS • CHICAGO We hope that you enjoy reading this guide and learning about points of interest along the route. It is written starting from the western termini of the train in both Seattle and Portland and proceeds to points east, ending in Chicago. If you boarded in Chicago, read the guide in reverse; just remember to look in the opposite direction shown to see the sight referenced. AMTRAK STATIONS are shown in all capital letters, as opposed to upper and lower case for towns and geographical areas through which the train travels but does not stop. The Amtrak System Timetable or the Empire Builder panel card schedule should be consulted for actual station times; the times shown in this guide are approximate. While all service presented in this guide was accurate at the time of publication, routes and services are subject to change. Please contact Amtrak at 1-800-USA-RAIL, visit Amtrak.com, or call your travel agent for the most current information. A few generations ago, this route was pure wilderness, roamed by Native Americans and buffalo. Following early traders and gold miners came the merchants, timber men, farmers and – dramatically – railroaders. In the northern plains, the greatest of these was James J. Hill, a freewheeling, big-dealing tycoon who linked St. Paul and Seattle with his Great Northern Railway. He acquired the land, built the tracks, and encouraged homesteading along the route. On the way, this “Empire Builder” Hill came to govern the fate and fortune of a large part of this powerfully beautiful area.