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By I. S. Parrish

The Sullivan Mining Group has been exploring the mineral deposits of the Mount Pleasant area of southern New Brunswick since 1967. Sullivan geologists have logged over sixty miles of drill core, mapped over five miles of underground workings and studied numerous surface exposures. Several mineralized zones have been defined and two higher-grade porphyrytungsten bodies delineated. Within these bodies, wolframite occurs as disseminated specks and grains up to one-half inch in diameter. The host rock is a brecciated rhyolite porphyry that has intruded quartz-feldspar porphyry of Mississippian age . The host rock is itself intruded by an acid porphyry called transition rock and is underlain by a microgranite. The mineralized zones, host rock, transition rock and microgranite are all thought to be derived from the same magma, and to represent progressive fractions from that magma.

Jan 1, 1978

Disseminated gold mineralization in the Vunda River area 12 km SE of Lautoka in Viti Levu occurs sporadically in shoshonite volcanics within an alteration area of some 6 km2. No definite intrusions have yet been located though possible intrusions occur toward the centre and on the eastern margin of the area. The nature and distribution of alteration suggests the presence of a co-magmatic mineralizing stock just below the surface.The gold occurs within close spaced fractures and occasionally around the c1asts of breccia and agglomerate.Various types of alteration compatible with porphyry mineralization occur, but to date show no zoning or defined correlation with incidence of gold which occurs in various alteration facies.It is suggested that the gold and trace copper mineralization at Vunda arises from the sub-volcanic intrusive phase (monzonite) of the Sambeto shoshonite (5 m.y.) and is part of an E-W zone of porphyry-type mineralizationtrending easterly to the Kingston porphyry copper deposit at Navilawa.There is a close similarity between the Vunda mineralization and some of the porphyry deposits of alkali affinity in British Columbia, Canada.

Jan 1, 1978

By Paul Zick

The Port Authority of Allegheny County North Shore Connector (NSC) Project involves TBM excavation of twin 690 m (2,240 lf) precast segment lined light rail tunnels through soil and rock under the Allegheny River and a narrow, downtown city street. The $435 M project is funded 80% ($348 M) by the Federal Government, 17% ($72.5 M) by the State of Pennsylvania and 3% ($14.5 M) by Allegheny County. Along the tunnel alignment are a historic building on shallow foundations, modern buildings on deep foundations, and one building constructed directly over the alignment. The project includes construction of twin 369 m (1200 lf) cut and cover concrete box tunnels and an underground station shell. This paper provides an overview of general site conditions, current project status and construction challenges for the Twin Tunnels and North Shore Light Rail Station.

By A Bennett, A Peck

BHP has recently constructed a Hot Briquetted Iron Plant at Port Hedland in the Pilbara region of Western Australia. Supply of iron ore fines to the plant is by conveyor from the companyÆs existing Nelson Point stockyards. The conveyor passes under Port Hedland harbour in a concrete segmentally lined tunnel, approximately 1030 m long and with a 5.1 m external diameter. The tunnel was constructed by a Tunnel Boring Machine (TBM) which both excavated the ground and erected the tunnel lining. The tunnel was bored between cut and cover in situ concrete portal structures, the TBM being launched from the Finucane Island side towards Port Hedland town. The alignment required lengthy gradients of 1:6 on either side of the harbourÆs dredged channel, under which the tunnel is bored with a minimum clearance of 8 m.The tunnel is fitted-out with:1800 mm belt conveyor capable of 10 000 tph;walkway along which a specially designed inspection/ maintenance vehicle can run; andtunnel services including power, light, fire detection and suppression communications, water mains for wash down and sumps and pumps for drainage.This paper gives a general overview of the design and construct contract, important aspects of the design and the construction process itself.

Jan 1, 1999

By J. E. Brownhill

This paper does not deal with the typical start-up issues of equipment, production capacity or work force. This is a description of the challenges faced and the changes made by the project team to bring to fruition the reconstruction of Port Inland. Many honored traditions and norms had to be overturned to find the winning combination that provided the productivity, flexibility and cost necessary to survive in today's competitive minerals environment. This paper covers the innovation in terms of machinery, operations, and management philosophy that permitted the renovation and reopening of Port Inland as a commercial limestone producer in the spring of 1992. Port Inland, constructed by Inland Steel in 1930, operated as a captive source of metallurgical grade limestone for the steel industry until its closure in 1989. Located in the Upper Peninsula of Michigan on the north edge of Lake Michigan, the operations consist of a deep water port facility with crushing, screening and stockpile storage for 500,000 tons of finished product at the port. Ninety-nine percent of the stone is shipped via lake boat to ports within the Great Lakes. The operation is unique in that both metallurgical Dolomite and Limestone are produced on site. In 1930, Port Inland was at the fore front of technological advancement. It was the first major mining operation to use roller bearings and other equipment innovations. Over the 60 years of operation, Inland Steel placed emphasis on steel making technology and iron ore mining at the detriment of the limestone operation. By the early 80's, Port Inland was no longer a leading competitor. Inland Steel, unable or unwilling to spend the capital to modernize, closed the facility in the fall of 1989.

Jan 1, 1994

By Garth Howlett

In 1998 the Matanuska-Susitna Borough formed the new port district at Point MacKenzie, known as Port MacKenzie, located directly across the Knik Arm from Anchorage. In 1991 PND Engineers Inc. (PND), working with the Matanuska-Susitna Borough manager and port director, envisioned a fill structure at Port MacKenzie with a 500-foot-long Open Cell? sheet-pile bulkhead face extending to EL -20 feet Mean Lower Low Water (MLLW) at the face. Now under operation the fill created 5.5 acres of tideland property using local materials for fill. The fill is protected from 2- to-3 foot-thick ice pans and 9 feet per second (fps) tidal currents by an envelope of armor rock. Construction required working in water with 30 to 40 feet of tidal variation. Construction required placement of frozen fill in water depths possibly exceeding 50 feet, creating real concerns about soil consolidation and long-term maintenance issues. A plan was prepared to consolidate the soils using Vibracompaction. Soil Density and consolidation were monitored during the work. In 2003 the port district and NPI, a wood chip export company, formalized an agreement to construct a deep water port facility at Port MacKenzie for cape-class bulk carriers. PND provided planning, studies, geotechnical investigation, design documents and construction inspection for a 500-foot-long trestle with a platform dockhead and dolphins providing 1,100 feet of dock face in EL -70 MLLW as shown in Figure 1. Design included installation of large-diameter spin-fin piles driven on a 2V:1H batter. Also included was a 300-ton tension test of smaller spin-fin piles.

Jan 1, 2006

By Brian McInnes, Joseph A. Sopko, Behzad Khorshidi

"The Port Mann Main Water Supply Tunnel involves a 1km long tunnel beneath the Fraser River from Surrey to Coquitlam, BC. At depths of up to 60 m below ground, the earth pressure reached 6 bar. The tunnel is constructed using an EPB TBM and gasketed precast concrete segmental liner. The tunnel and two shafts were constructed in a variety of soil conditions ranging from soft to stiff clays and silts, to compact to very dense sands and gravels. After approximately 800m of mining, a very dense and highly variable soil group consisting of cobbles and boulders halted the TBM. Several options were considered to stabilize the TBM face so an intervention could be conducted. Although de-watering was considered, there was risk of settlement to the Port Mann bridge piers, which was within 500m of the tunnel. Hyperbarics were also considered, however, the cost, schedule and uncertainty of the work that needed to be done, made it a risky option. Ground freezing by Liquid Nitrogen was chosen as the best solution, which would provide a frozen block around the face of the TBM. A temporary platform on the river was designed and constructed to enable drilling and installation of the freezing pipes and temperature monitoring equipment. The operation required close coordination among the tunnelling, marine and freezing sectors. Following the intervention, the TBM successfully broke through the reception shaft, and the remaining project was completed. This paper describes the design, construction and operational approaches used for the freezing and serves as a basis for future projects requiring expedited ground freezing."

Jan 1, 2016

By Terri Jordan, Kenneth Hollingshead, Mary Jo Barkaszi

The Port of Miami, Miami-Dade County, Florida (Port) is the largest container port in the State of Florida. However, it is located in the center of a diverse ecosystem. Biscayne Bay surrounds the Port and portions of the bay have been designated as a National Park, a Florida Aquatic Preserve and a state Critical Wildlife Area. The bay is home to many protected, threatened and endangered species including the Florida manatee, five sea turtle species, American crocodile and bottlenose dolphin, in addition to important recreational and commercial fish species.

Jan 1, 2007

By Eldon L. Abbott, Rebecca K. Bolan

The Florida Department of Transportation, Florida’s Turnpike Enterprise is studying the feasibility of a 1128 meter (3,700 foot) vehicular tunnel to provide direct access for Port of Miami traffic to/from I-395, I-95, SR-836 (Dolphin Expressway) and Miami International Airport. Both Bored and Immersed Tube tunnels were evaluated and re-evaluated for constructing two, two-lane, 11.9 meter (39-foot) diameter tunnels beneath the Main Shipping Channel lying between Watson Island and the Port of Miami on Dodge Island in Biscayne Bay, Miami, Florida, USA. Bedrock Geology of South Florida is predominately very permeable, vuggy limestone with sand seams and occasional voids. Groundwater inflows in deep cut-and-cover excavations, tunnel buoyancy, grouting, maintenance of Port operations and potential/possible environmental impacts to Biscayne Bay were significant issues.

Jan 1, 2005

By Wern-ping (Nick) Chen

The Florida Department of Transportation District 6 (FDOT D6) began a study in 1987 for a master plan to improve the traffic circulation and congestions between the Port of Miami (POM) and downtown Miami, FL. This study included a tunnel connection between two man-made islands, the Watson and the Dodge islands. Though a finding of no significant impact (FONSI) was completed in 1992, the project remained on hold for about 10 years. In 2002, Florida Turnpike took over this project, re-evaluated its benefits to the lo-cal communities, determined its feasibility (specifically the tunnel options) and established a probable cost. In 2005, the FDOT D6 regained its charge over the project and concluded that a bored tunnel under Biscayne Bay is feasible. Its primary components are: ? Widening of the MacArthur Causeway Bridge, to accommodate truck traffic to the Port of Miami. ? A tunnel connection between Watson Island and Dodge Island, where the POM is located. ? Connections to the POM roadway system, either for the traffic from the city of Miami or for the truck traffic from I-395 to the POM. The project will improve access to and from the POM and provide a dedicated roadway connector linking the POM with the MacArthur Causeway (State Route 41/1) and I-395, specifically for the trucks in and out of the POM without going through downtown Miami. As identified in the project information memorandum (PIM), its primary objectives are to: ? Improve access to the POM, helping to keep it competitive and ensuring its ability to handle projected growth in its cruise and cargo operations. [ ] ? Improve traffic safety in downtown Miami by removing POM traffic, trucks and buses from the congested downtown street network and, in doing so, facilitate ongoing and future development plans in and around downtown Miami.

Jan 1, 2009

By Wern-ping Chen

Technical and non-technical challenges exist in each mega infrastructure project. It?s no exception to the first US underground PPP Port of Miami Tunnel (POMT) project in Miami, FL. The POMT will connect two man-made islands, the Dodge and the Watson Islands, under the Biscayne Bay within highly porous limestone formation. Permeability as high as 0.1 cm/sec has been identified. Its 41-ft outside diameter, if constructed, is the largest precast segment lining in the US. Besides its geological and hydro geological challenges and risks, local community influence and impacts have controlled the fate of this project. This paper describes its tender design enhancements and the evolving of its slow advancement in resolving local community issues.

By G. S. Crawford

Forecasts prepared by the B.C. Research Council for the National Harbours Board suggest that mineral shipments through B.C. Lower Mainland port facilities will increase more than four-fold, from 6 to about 25 million tons, during the decade 1965 to 1975. The longer term outlook is for a six-fold increase to about 35 million tons by 1985. In 1967, minerais accounted for more than one-third of the total deep-sea traffic tonnage, nearly as much as grain. By 1975, the minerals' share will be about half the total. The principal items are exports of potash from Saskatchewan, and of coal and sulphur from Alberta and British Columbia. Additional exports include copper and other mineral concentrates and propane. Imports are chiefly salt and phosphate rock. Coastal traffic in such items as cement, sand and grave!, and limestone totalled 3.3 mil-lion tons in 1967. They will continue to be of major importance, but do not have the spectacular growth potential of the deep-sea traffic.

Jan 1, 1968

By D. D. Campbell

"The Port Radium mine of Eldorado Mining and Refining Limited lies on the western tip of a large peninsula midway up the east shore of McTavish Arm, Great Bear Lake, about 30 miles south of the Arctic Circle. The mine is serviced by air, 950 miles from Edmonton, and by water, 1,380 miles from Waterways, Alberta.The veins were found, and the copper and cobalt minerals in them reported, by J. MacJntosh Bell of the Geological Survey of Canada in 1899. The veins were investigated by Gilbert Labine and E. C. St. Paul in 1930, and as a result of their work the Eldorado mine was brought into production in 1934. It produced silver and radium ores until 1940, at which time, as the silver orebodies had been mined out and the market for radium was negligible, it closed down. Early in World War II the need for uranium for the Manhattan Project was emphasized, and the mine was reopened in 1942. As a security measure Eldorado Mining and Refining was created a Crown company in 1944. The Port Radium mine has continued to be one of Canada's principal producers of pitchblende concentrates, and to date has about 25 miles of underground workings developed on fourteen levels.Regional GeologyThe general geology of the McTavish Arm area was mapped by D. F. Kidd in 1932 on a scale of one inch to four miles. A great deal of more detailed work has since been done by geologists of the Geological Survey and of Eldorado. The entire area at the end of McTavish Arm lies within the Precambrian Shield immediately east of its western margin. Most of the area is underlain by granitic masses which have intruded a sequence of late Precambrian sediments, volcanics, and hypabyssal intrusives. The pre-granite rocks now occur in extensive, irregular patches and pendants within the granite. Pitchblende deposits have been found in the district in all rock types, but the most favourable host rocks are the cherty sediments of the lower Echo Bay group."

Jan 1, 1949

By V. W. Smith

For the past 50 years, the primary crushing of stone at the Dolase Bros. Co. Richards Spur Quarry. 13 miles north of Lawton, Oklahoma, has been accomplished by a Traylor 42-inch gyratory crusher. The production capacity of the primary system, consisting of a feeder, grizzly, and the gyratory crusher, was approximately 2100 tons per hour. Shot-down scone was hauled from the working face about one mile to the feeder by a fleet of Caterpillar Model 773's and WABCO 60- and 65-ton trucks. In order to maintain production, nine to ten trucks and four Caterpillar Model 992 front-end loaders were required to be operational at all times.

Jan 1, 1986

By Jackson R. Pressley, M L. Hopkins, R E. Danell, N T. Moxon, Andrew Bowman

Efficient and cost effective blasting is achieved by closely matching the explosive energy to the strength of the material in which it is being used. Although there are many empirical relationships wich approximate this situation complete the blast optimization can only be achieved by quantitatively assessing explosive/rock interactions and explosive performance. The performance of an explosive is essentially governed by its velocity of detonation or the rate at which the detonation wave travels through the explosive column.

Jan 1, 1991

By F. A. McLean

At the Annual Western Meeting held at Blairmore, Alta., October 1924, the writer presented a paper drawing attention -to the advantages of portable gas-driven equipment for developing isolated mining properties. This type of equipment was at that time practically in its infancy and the details of results actually accomplished were somewhat meagre. During the last year or so a number of these plants have been installed so that it is now possible to offer more definite information regarding the actual mining progress accomplished with such plants and their cost of operation in various parts of the country. This paper has been written with the idea of reviewing the work done during the past year, and to supply data which may be of interest to those wh9 are confronted with the problem of selecting equipment for development or assessment work. Because drilling operations play such an important part in mining, one of the first problems that usually confront the prospective? mine owner is the selection of the proper com-pressed-air plant. The size and type of equipment and the method of driving it require careful consideration. The size and type of equipment is determined largely by the funds available, transportation facilities, and the speed with which the programme of development is to be carried out. The selection of the proper method of drive usually depends on local conditions, such as the relative cost of various fuels, and has an important bearing on operating costs.

Jan 1, 1926

By J. Noll

There is a need for direct tailpipe sampling of diesel vehicles in mines in order to determine the effects of an emissions-based maintenance program, evaluate control technologies such as diesel particulate filters and identify the worst diesel particulate matter (DPM) emitters in a fleet of vehicles. therefore, this study examined the performance of three portable instruments: a personal dust monitor (PDM) manufactured by thermo Scientific, a prototype elemental carbon monitor (Airtec) manufactured by FLIr and a prototype Ae91 instrument from Magee Scientific. These instruments were evaluated on the basis of their ability to provide direct reading tailpipe analysis for DPM. It was determined that the average bias of the tailpipe results from the PDM and the Airtec were 3±12% and 4±20%, respectively, when compared to the standard method of determining tailpipe particulate concentrations from a diluted exhaust. It was also determined that the Ae91 instrument correlated with the standard method.

Oct 1, 2013

By E. M. Chance

HERBERT M. WILSON, Pittsburgh, Pa. (written discussion).-Permit me to endorse the author's conclusions and their form of presentation as ,being, in my judgment, the last word 'on the subject of lights for the illumination of coal mines. I also feel that the open-flame oil lamp has outlived its usefulness, and that it should go, in the interests not only of safety but of efficiency. Where an open-flame lamp can be used with safety in non-gaseous mines, the acetylene light adds materially to efficiency by its better illumination, and to safety for the numerous reasons given by Mr. Chance. The latter, however, lays chief stress on the value of the acetylene because of its non-fouling and non-obscuring effect on the atmosphere. Another important advantage over any other form of illumination is the clear, bright light projected at the point where the workman may look for danger. The better illumination materially safeguards the worker against obstacles over which he may stumble when traveling, and against dangers from falls of roof or of coal, weakness in timbering, and similar conditions. The acetylene lamp, where it may be used with safety, has advantages even over the present electric cap lamp, in that it gives a higher luminosity; and when the miner comes to learn its signals, as he will in time, just as he learns those given by the open-flame or the safety lamp, he will find that the acetylene lamp is a fair detector not only of methane but of carbon dioxide, as clearly shown by Mr. Chance. The only, serious objection, raised against the use of carbide lamps. has been recently in Pennsylvania, due to the belief of the State Mine Inspection Department that it endangered miners working on pillar work, or other places where carbon dioxide might accumulate, or where there is lack of sufficient ventilation, and because it was believed that the indications of the carbide lamp would not give the miner sufficient warning. On this point Mr. Chance has clearly shown the fallacies of the objections. I may add that for those unable to detect carbon dioxide with the acetylene lamp, the maximum of protection would be afforded by using an open oil lamp or a flame safety lamp in such places; or, because the miner might not watch his oil light, a better, protection still would be offered by a sufficient number of daily inspections of such working places by a fire boss or other official, with flame safety lamp.

Jan 4, 1917

By Edwin Chance

DURING the past 10 years, the safe and efficient lighting of the coal mines of this country has received an ever-increasing amount of attention. Several States have passed laws attempting to regulate the type of lamp to be used and the nature of the fuel to be burned, and the mining departments of coal-mining States have generally shown a keen and intelligent interest in this subject. The passage of the recent Employers' Liability Act in Pennsylvania has made it necessary for many coal-mining companies to take out liability insurance, and the companies underwriting such insurance have made it desirable for the insured to permit the use of, none but illuminants of established worth. While these conditions have not obtained for a sufficient length of time to permit the statement that the illumination of coal mines by portable lamps has been standardized, still, considerable progress has been made and the direction of future practice in this branch of coal-mining technology is very evident. Under these conditions it seemed that a review of the methods now used in coal-mine illumination, together, with a brief consideration of the principles underlying these methods, might be of some interest. Miners' lamps may be divided into three classes: The open light, the electric cap lamp and the flame safety lamp. It will be desirable to consider each of these classes separately, as each has properties peculiar to itself and one class is hardly comparable with another. In this country, without question, the open light is the most generally used of all miners' lamps. This fact is explained by the relative freedom of a large proportion of our mines from gaseous conditions, and by the admirable systems of ventilation installed in those that show a tendency toward such conditions. In the metal relines, the miner's candle has had and still has considerable vogue. Because of the small amount of ventilation usually supplied in metal mines, the freedom of the candle from any tendency to produce noxious gases or offensive odors, and the small amount of air it consumes, are. valuable assets, while, because

Jan 2, 1917

By G. G. Biggar

A MATERIAL contribution to the success of our Armies in the field has been the portable pipe-line system. These are the words of Brigadier General R. F. Fowler, chief of the supply division of the War Department. The portable pipe line is one of the "secret weapons" the American forces employed in their swift advances through Tunisia, Sicily, and Italy. Constructed of a light steel so flexible it can be snaked around trees, it can be laid at a rate of ten to thirty miles daily right up to the fighting fronts. It has played a major role in supplying combat troops with products varying from petroleum to water.

Jan 1, 1943