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By Peter J. Tarkoy, Terence G. McCusker

INTRODUCTION The discovery of oil and gas reserves in the North American Arctic has led to substantial thought being given to their development. Systems adequate for exploration are not always, or even often, suitable for permanent installations. Combinations of offshore pipeline, drilling ships, platforms, sub-sea systems, sand islands and -ice island bases have been proposed. However, conditions in the Arctic are such that these methods may be difficult or impossible to implement. Problems exist with (1) the freezing of the Arctic Ocean surface for 9 - 10 months per year, (2) the movement of sea ice, (3) scouring of bottom sediments by ice islands and icebergs to great depths below the ocean bottom and (4) deep water channels. Any method which can avoid the problems associated with surface construction in these very adverse conditions merits detailed examination. One of the proposed solutions is to tunnel from a convenient or available access point to a point within the field, construct a chamber large enough to accommodate the drilling equipment and drill the development wells in a protected environment. Service and delivery lines would use the access tunnel and further tunnels and chambers would be constructed in a radiating pattern to develop the whole field. In order to determine the feasibility of underground construction in the North American Arctic, it is first necessary to understand the geologic and environmental factors which would affect such construction, to be knowledgeable concerning the problems and then to consider the techniques appropriate to the conditions which will be encountered, bearing in mind the need to minimize both con-

Jan 1, 1976

By R. L. Neman

Southern Oklahoma (including the Arbuckle Mountains) has outcrops of rocks representing Precambrian, Paleozoic, and Cretaceous ages. Thus, rocks of every geologic age in the Paleozoic and Mesozoic Eras, except the Jurassic and Triassic Periods, are present in south-central Oklahoma. With rocks of such an enormous age range present in a relatively small geographic area, it is little wonder that a wide variety of economic rock and mineral resources are locally present. This report will describe the occurrence, mining, processing, and end-uses (dictated by chemical and physical properties) of the Precambrian Troy Granite, the Cambrian Royer Dolomite and Fort Sill Limestone, Ordovician silica sands of the Simpson Group, Ordovician limestones of the Viola Springs and Welling Formations, and Ordovician Sylvan Shale. In general, the more the end-use depends upon chemical composition and purity, the greater the price that can be demanded for such-minerals. The not-so-successful attempts to mine zinc, manganese, copper, and iron from the Arbuckle Mountains also will be discussed briefly, and I will provide a sermonette on analytical chemistry and its usefulness to corporate CEOs. I may be one of the few persons at this Forum on the Geology of Industrial Minerals who is not a professional geologist. I am an analytical chemist specializing in geochemistry. In particular, I investigate trace elements in rocks and their consequences in industrial processes. As such, I have consulted to the mining industry (and their clients) for two decades, always with the intent of improving service and product quality.

Jan 1, 1999

By Kenneth Ronald Miller

Thunder Basin Coal Company's Black Thunder Mine is located 80 km (50 miles) southeast of Gillette, Wyoming in the Powder River Basin. Surface coal mining operations began in 1977. The Black Thunder Mine has been North America's largest producing coal mine for over 5 years. Production in 1988 totaled 22.6 million mt (24.9 million st) of sub-bituminous coal. Thunder Basin Coal Company is a subsidiary of Atlantic Richfield Company. The mine began as a truck-shovel stripping and mining operation. Haul trucks of 154 mt (170 st) capacity were part of the original fleet. In 1985, 218 mt (240 st) capacity trucks were introduced to the fleet. In 1988 a dragline was added for stripping. A single, primary/ secondary crushing stream feeds either a slot storage facility or dual silos. Three loading points are situated over two rail loops serviced by the Burlington Northern and Chicago North-western Railways. A Near Pit Crushing and Conveying system is currently under construction. It is expected to be completed during the fourth quarter of 1989. During the past 10 years, the conceptual crushing/conveying design has changed several times as technology and commodity markets have changed. The system under construction will have a capacity of 4700 mtph (5200 stph). The overland belt will be 3570 m (11,700 ft) long and 1800 mm (72 in.) wide. The belt speed will be 300 meters per minute (1000 fpm). Two separate crushing streams will feed the overland belt. Each stream will be comprised of a dump hopper at reclaim surface elevation, a drag feeder, a two-stage triple-roll crusher, and an incline conveyor of 2700 mtph (3000 stph) capacity. This article will describe the different concepts and factors that have resulted in the system design now under construction.

Jan 1, 1989

By A. Dale Wunderlich

In the past, most people have associated gold scams with the sale of non-existent gold mines, an undivided interest in unmined ore or the sale of gold-plated lead bars. These scams are still available to those who want to speculate. Now, though, the mining industry is plagued with a new type of con artist. Many of the new scams involve large, well established mining companies being victimized. Nearly all legitimate mining companies are in search of good mining prospects. This makes them susceptible to modern day con artists. Many professionals from the mining and petrochemical industries are out of work. Some of them have gotten involved with scams or activities that border on the criminal. Mining companies are losing millions of dollars each year to scams. Some of these scams involve venture-capital fraud. Some involve fraudulent mining proposals. And some involve unqualified individuals who are providing services by the precious metals industry. The author estimates that mining scams may be costing precious metals companies as much in dollar losses annually as employee theft. Employee theft is at an all time high, but so are gold scams. Since January of 1990, the au¬thor has been involved in gold theft investigations in which more than $1 million in gold product has been stolen by employees. In the past, most of the gold mine scam operators have concentrated on the general public, which is generally ignorant of basic mining procedures and practices. A scam artist would tell someone from your neighborhood that they have a wonderful underground mine. It produces 62.2 kg/t (2000 oz per st) of gold ore. Your neighbor might think that sounds like a very good investment. Those involved in the mining industry know better.

Jan 1, 1990

Microprocessor-based balances are helping Keffler & Rose Coal Preparation Co. to test and ship coal faster than the competition. They provide a high level of accuracy in meeting Environmental Protection Agency standards and customer specifications .and help minimize "bad" coal. The combination of speed and accuracy has helped increase K&R's sales, while improving the company's reputation for meeting precise client requirements. The quality of coal that is assured by the company's testing-at an in-house lab using fast, precision weighing, and a computerized sulfur test-has assured K&R of a good price for its products. Recent EPA standards have strained the testing capabilities of coal suppliers. Companies involved with high-sulfur coal often use outside laboratory services that can take three to four days to report test results. Since the coal business moves much faster these days, some coal companies cannot afford that kind of time. Too much coal not up to specifications could be produced within a three or four day period. Keffler & Rose took a novel approach to this problem, installing its own in-house laboratory. The test situation immediately improved with this step. However, one bottleneck persisted for a time: the weight measurement procedure for ash, moisture, and energy content. The company first employed a mechanical balance that required time for setting up and taring. The balance provided readings on a conventional scale that was not very precise and allowed for error through subjective readings by the operator. The balance bottleneck was broken when K&R applied new technology to meet its needs: microprocessor-based weighing. The result has been a 75% reduction in weighing time and a sharp increase in accuracy. This has contributed to the test speed needed to keep up with 227-t/h production and precise K&R coal specs.

Jan 11, 1980

By J. F. McDonald

On December 8th of last year, the new St. Clair River tunnel was holed-through to Port Huron, Michigan. The tunnel, commissioned by the Canadian National Railway, was needed to replace an existing tunnel that had been built between 1889 and 1890, and had remained in continuous operation until the new tunnel was opened to traffic in April of this year. The original tunnel, after more than 100 years of service, was still structurally sound, but was too small to accommodate the double stacked container cars and other advances in the railroad's equipment that had developed over the years. Prior to the construction of the first tunnel, all freight was barged across the river. It was a slow, expensive process, which in winter was sometimes impossible. The nineteenth century tunnel was built in twenty months, utilizing two shields that mined to the middle from each end. The lining, which is still in excellent condition, consisted of bolted, cast iron segments, with an O.D. of 6.4 meters. It was the first sub-aqueous tunnel built in North American, and it's use of compressed air under the river and hydraulic power on the shields may also have been firsts. The digging was done by hand, and the muck hauled out by mule drawn wagons. Boulders and methane gas were reported to be a constant problem during the drive, and compressed air sickness was common, but when the two shields came together in August of 1890, it was reported that the alignment was within 6 mm. The new St. Clair River Tunnel was constructed for basically the same reason as the original. The larger equipment which the railroad is using today would not fit through the old tunnel, and once more they were forced to ferry the cars across the river.

Jan 1, 1995

By Stephen J. Klein, Fernando Orduz, Randall J. Essex

INTRODUCTION The Keystone Tunnel project consists of widening an existing 7.3 m-wide (24 ft) highway tunnel to a width of 13.7 m (45 ft) to provide a three-lane, two-directional highway tunnel. The 13.7 m-wide tunnel was excavated in a staged drill-and-blast sequence through foliated schist, and was supported using pattern rock reinforcement and shotcrete. Notable project features are: the low vertical cover over the tunnel is less than the span of the opening; the project is the second instance where the Federal Highway Administration (FHWA) has accepted rock reinforcement as a permanent support element; and the project is the first instance where the FHWA is accepting shotcrete as the final interior surface of the tunnel. This paper covers the design and construction phases of the project. PROJECT DESCRIPTION The South Dakota Department of Transportation (SDDOT) retained Woodward-Clyde Consultants (WCC) to evaluate the feasibility, prepare construction plans and specifications, and provide construction management services for the widening of the Keystone Tunnel. The tunnel is located in the Black Hills National Forest area of South Dakota near the southwest corner of the state. The Keystone Tunnel is on U.S. Highway 16A, about 0.8 km (1/2 mile) north of Keystone which is approximately 32 km (20 miles) south of Rapid City (Figure 1). Highway 16A serves as an important transportation link between Rapid City and the Mount Rushmore National Monument which is located about 2 miles west of Keystone. The road through the tunnel consisted of two lanes about 7.3 m (24 ft) wide, and is being widened [ ]

Jan 1, 1989

By Richard Switalski, Thomas Scotese, James Morrison, Randall Essex

OVERVIEW Like many older metropolitan areas across the U.S., the Greater Cleveland area is served by a combination of separate sanitary sewers and combined sanitary-stormwater sewers. In 1966, a Master Plan was implemented by the Northeast Ohio Regional Sewer District (District) to minimize pollutant overflows into adjoining Lake Erie and its tributary rivers and streams, that would occur during wet weather events. One component of the Master Plan was to reduce the load on combined sewers by constructing new conveyances to intercept separate sanitary flows and convey them to upgraded regional waste water treatment plants for priority treatment. As part of a 15-year program to construct 74 km (46 miles) of new interceptors, the West Leg Interceptor (WLI) Project intercepts flows from four decommissioned waste water treatment plants (WWTPs), and conveys those flows to the new Southwest Interceptor (SWI), which conveys the flows to the Southerly Treatment Plant, a tertiary level treatment facility. The WLI Project was built in sections to permit decommissioning of the WWTPs as each segment of the interceptor system was completed and put into service. Flows from the first of the four WWTPs was converted to the WLI in November, 1992; the final connection was achieved in July 1994. The WLI comprises 9.1 km (5.7 miles) of 21 to 29 m (70 to 95 ft) deep mainline interceptor tunnel, four vortex drop structures, approximately 2 km (1.3 miles) of shallow tunneled connector sewer to the mainline, approximately 2.9 km (1.8 miles) of open cut connector sewers, five construction work shafts (not including one work shaft constructed under SWI Contract 6 at the north end of the WLI), and 15 access shafts.

Jan 1, 1995

By Eugene A. Lang, William R. Archibald

Early in 1972, Rocky Mountain Energy Company approached MARCONAFLO with a unique request for assistance. They controlled a series of scattered ore deposits in a remote section of Wyoming which had become increasingly valuable despite their relatively small size, great depth and low grade. At the time, MARCONAFLO was in the process of developing a tailings reclaim system which was based on the use of submersible capsules. It appeared that this basic concept might be adapted to slurry uranium ores and pump them to the surface through a bored hole. This presentation will review for you the development of this unique and potentially very important application of MARCONAFLO technology. This first slide (SLIDE 1) depicts the total mining concept envisioned by MARCONAFLO and Rocky Mountain Energy Company. A series of six self-contained mining units would be positioned through boreholes into the ore strata. An oscillating MARCONAJET would direct a high pressure jet stream into the orebody and put it into a slurry which would flow back to a slurry pump. The slurry would then be pumped to the surface and to a collection tank from which it would be transferred to processing. Both the MARCONAJET and the slurry pump would be actuated and controlled by means of a hydraulic power console mounted on the trailer behind the service tower. By means of a high pressure water pump also mounted on the trailer, return water from processing would be delivered to the MARCONAJET to slurry the ore. Tailings would be returned to a backfill unit for redepositing in the mined-out cavities. A drill rig would precede the mining, and it was estimated that this configuration would represent an optimum system for most effective equipment utilization.

Jan 1, 1976

By J. W. Mahar, E. J. Cording, F. L. Gau

INTRODUCTION The Washington, D.C. rapid transit system (METRO) when completed will consist of 98 miles of double track rail. Fifteen miles will be tunneled in rock and 12 large underground rock chambers will be constructed at station locations. The University of Illinois is under contract to Metro to provide observations and instrumentation services in the initial phase of construction. The work is coordinated through DeLeuw, Cather & Co., the General Engineering Consultant to Metro. The program is designed to monitor construction conditions as well as to provide information useful for the design of future rock tunnels and rock chambers in the Metro system. This paper presents the results of observations in the rock tunnels constructed to date. Most of the observations are in a 5000-ft-long, 30-ft-wide, double track tunnel in downtown Washington, D.C. Observations were also made in single track tunnels, shafts, enlargement areas, and pilot tunnels, and are being made in a large rock chamber 700 ft long, 76 ft wide, and constructed at shallow depth in a schistose gneiss. One of the major objectives of the observational program was to determine the orientation and character of joints and shear zones and to evaluate their effect on support requirements for various tunnel orientations and configurations. The consistency of geologic features throughout the Washington area has made the results of the initial study applicable to evaluation of support requirements on future tunnel contracts. The first section of this paper summarizes the geologic conditions in the tunnel and their effect on overbreak and rock movement.

Jan 1, 1997

By Anibal Gajardo

Because of the Chilean Ministry of Mining's interest in the development of industrial minerals, the Chilean Geological and Mining Service (Servicio Nacional de Geología y Minería, SERNAGEOMIN) has carried out a research program during the last two years to identify projects that represent interesting investment opportunities for small- to medium-scale operations in Chile. Most important of these projects are: (1) Quebrada Lluta aluminum sulphate, for drinking- and industrial-water treatment, with a potential domestic and foreign mar- ket of almost 43,000 tonnes per year and investments of about US$1.8 million; (2) Quebrada Lluta-Quebrada Cardones pumice, for abrasives, filters, fillers, and light- weight aggregates, with a potential market of about 30,000 tonnes per year, and in- vestments of US$2.0 million; (3) El Maule dolomite, for soil conditioner and iron smelting, with a total potential domestic market of some 60,000 tonnes per year, and estimated investments of US$2.0 million; (4) Las Escaleras bentonite, for animal feed, pelletising, and oil absorbents, with a potential market of almost 6,000 tonnes per year, and investments of about US$2.4 million; (5) Laraquete-Carampangue andalucite, for alumina refractories, with a future total domestic and foreign demand of about 15,000 tonnes per year, and estimated investments of US$2-2.5 million; (6) Rio Lía garnet, for fillers and sand-blasting abrasives, whose domestic market represents 10,000 tonnes per year, with investments of US$2.3 million; and (7) Munilque pumice, for building bricks and panels, with a potential domestic market of 250,000 tonnes per year, and investments of US$1.4 million. The development of these projects will represent an important increase and a significant diversification in Chilean industrial-minerals production.

Jan 1, 1999

By Alfred C. Maevis

On October 27, 1972, ground was broken for the first section of the Second Avenue Subway, a two track underground rail system that was to extend from the south end of Manhattan at Broad Street, north to the Harlem River at 126th Street, a distance of eight miles. This ground breaking was the culmination of 67 years of planning for an east side subway in Manhattan. Following the successful opening of New York City's first subway on October 1904 there was a mass planning for additional subways throughout the City. In 1905 approval was requested of the Board of Estimate for a First Avenue route and Third Avenue route. The Third Avenue route was approved but when action was not taken to start construction, the approval in accordance with the conditions under which it was given was withdrawn. Further reports and plans for an east side subway, usually to be constructed on Third Avenue, were issued in 1920, in 1922, in 1924, etc. Those of us who had worked on the Sixth and Eighth Avenue subways in the thirites and early forties left to join the armed services of World War II in the expectation that we would return and start work on designing and constructing that east side subway. The reason that much of the thrust in those years was to construct on Third Avenue was that there was a Third Avenue "EL" and business interests of the City were in favor of its demolition. This demolition was accomplished in 1955 so one of the incentives to construct on Third Avenue was removed; but an east side subway was always part of the master plan of the City.

Jan 1, 1976

By D. Lee Petersen, Charles R. Nelson, Marvin Marshak

INTRODUCTION Construction is underway on a laboratory cavern 713 m below surface at the Soudan Mine, Tower-Soudan State Park, in northeastern Minnesota. The 13.9 in wide by 11.6 m high by 71.8 in long cavern will provide a laboratory space for basic research in physics, in which experiments can be conducted with greatly reduced interference from cosmic radiation. A first generation experiment, called the Soudan 1 detector, is currently operating in a converted drift 591 in below surface at the mine. The initial phase of the Soudan 2 detector will be an 1100-metric ton unit, which will occupy approximately a 19 m length of the cavern. Control and monitoring equipment will be in a prefabricated shop office enclosure erected in the cavern. The location and planned usage for the laboratory cavern present special excavation, lining, and outfitting requirements. Temperature and humidity control, a relatively clean dust-free environment, and a long service life are required. Low cost and risk to the owner were basic requirements due to the nature of the funding. The most common type of site selected to meet these two constraints is either an operational mine or a civil works facility such as a road tunnel. There are often serious problems for such laboratories because of ongoing operations such as blasting, hauling, etc. Most of these problems do not exist for the Soudan 2 laboratory because the mine is used as a historical site with regular tours only in the summer season. The laboratory owner, the University of Minnesota, and the park owner, Minnesota Department of Natural Resources, are both public agencies of the

Jan 1, 1985

By T. R. Ellis

Considerable movement is afoot internationally to rationalize standards and regulations relating to valuations and the qualifications for valuation professionals. In July 2000 the International Valuation Standards Committee released expanded standards, and additional important improvements are planned by 2003. Possible updates to the International Accounting Standards (IAS) and potential adoption of IAS by the United States could significantly impact minerals appraisers. Standards designed specifically for mineral asset valuation are under development in Canada and the United States, with Australia's internationally respected VALMIN Code providing the benchmark. In the United States, the all-encompassing Uniform Standards of Professional Appraisal Practice (USPAP) is annually modified and continues to gain deeper acceptance, while the SEC holds fast to its 1981 rule prohibiting reporting of a quantitative estimate and value for non-reserve mineralization. Some important international trade agreements are driving actions to free the trade in professional services. In July 2000, an international workshop was held to initiate discussion on minimum qualifications for appraisers to work internationally. Pressure for uniform minimum qualifications and rules for professionals internationally will continue to build. The United States is historically among the slowest countries to implement such initiatives, with its state level licensure barriers having the potential to cause some of its professionals to be stranded in an international backwater. Structural change is needed in Australia's VALMIN Code to remove conflict with the latest International Valuation Standards. The mineral valuation standards developers of Australia, Canada and the United States should work jointly on updating VALMIN for global use.

Jan 1, 2003

By David Morrison

On the Corramandel Peninsula of New Zealand, the Waihi Gold Mine has undergone a major redevelopment. The upgrade included the construction of two very large overland belt conveyors, both rated for a capacity of 6000tph. The first of these conveyors (CVR2) traverses a total of 1600m over undulating terrain, including a significant section running through tunnels. A large hill is climbed, just after the mid-section of the conveyor run, before dropping back down prior the discharge point. The second of these conveyors (CVR8) traverses 1100m along an alignment with a horizontal curve, a number of vertical curves and a significant lift before the discharge point. The CVR8 conveyor also included a shuttling head pulley arrangement. The mine they service is inside the town of Waihi. The conveyor alignment runs through the town and out to the metallurgical process site on the outskirts of the municipal area. This paper documents the engineering process that took place in the design of these conveyors. The Martha Hill mine in Waihi, New Zealand is unique. The mine is placed in the township. Consequently there are quite stringent environmental limitations on the mine's operation. In [Figure 1] the proximity of the mine to the town is shown. In the top-centre of the photograph the alignment of the existing smaller overland conveyor can be seen leading from the mine to a tunnel through the hill in the background.

Jan 1, 2000

By W. C. Yates

Lack of visibility from large, open-pit haulage truck cabs has become a serious safety problem. Anaconda conducted a research program to develop a low cost system to alert haulage truck operators to small vehicles present in blind areas. Several systems were developed and tested. As open-pit haulage truck size has increased, so has the size of the blind areas. Mine utility vehicles, pickup trucks, and cars are concealed within these blind areas and become safety hazards. Figure 1 shows the typical blind areas of a 136 t (150-ton) haulage truck. The areas of greatest concern are at the rear center and front right corner of the truck. In these "no visibility" areas many small vehicles have been crushed by large haulage trucks at various mine sites. In most instances, the occupants escaped the vehicle before it was destroyed. But injuries and death have occurred. In most cases, the accidents were attributed to negligence or carelessness by the small vehicle driver. The limited visibility problem still exists, though, and a solution is needed. Initial Solution The usual plane mirror on the driver's side and the convex mirror on the right front of the haulage truck allow only limited rear visibility. The typical, right side convex mirror is generally small and difficult to locate at a glance. This convex mirror also presents an image that distorts distance perception. These mirrors are of¬ten broken and immediate replacement not demanded or made. The US Bureau of Mines, in a contract with M.B. Associates, San Ramon, CA, developed an improved visibility system. It consisted of a larger, left view mirror and unique, blind area viewer. The large 230 x 690 mm (9 x 27 in.) left mirror has a small convex spot mirror near the bottom. The entire unit can be quickly replaced if broken. The large size provides a full view of driver orientation features such as the rear tire and the top of the load bed. The right 300 x 410 mm (12 x 16 in.) mirror has a convex surface and is quite rugged. The 510 mm (20 in.) spherical radius presents the operator with some distance distortion, but objects in its view are easily seen. The "blind area viewer" consists of a modified fresnel lens that allows the driver to "look around the corner." Installation of three of these lenses on the front of each haulage truck is rec¬ommended for adequate blind area coverage. This system significantly increases an operator's field of view and allows viewing of objects within about 3 m (9.8 ft of the truck. Many open-pit mines are nor mounting on smaller vehicles a long whip with a flag and lamp or both. This increases vehicle visibility to haulage truck operators. The whip is permanently attached to the mine vehicle. It can also be magnetically attached to transient vehicles. The whip system. though, is inadequate for visibility in the critical rear and right front blind areas. Alternate Solutions All of these visibility aids as¬sume an attentive driver. In addi¬tion, areas such as the rear blinc, area are not covered. Based on the inadequacy of existing visibility systems, Anaconda made a com mitment to further the truck de¬tection technology. The best ap¬proach was considered to be ar active system. It would notify the haulage truck operator that an en¬croaching vehicle is present. Sev¬eral systems were considered, in¬cluding ultrasonics and elec¬tromagnetics. For the ultrasonic system, com mercial and in-house design were looked at. Designing an( building transducers with the spe cific beam shape to match the haulage truck blind spots re¬quired a major technological breakthrough. False alarms ap¬peared difficult to prevent en¬tirely. They were caused by pass¬ing, trailing, or leading vehicles a., well as nonthreatening objects. As a result of these problems, the ul¬trasonic technique was not pur sued. An alternative, an electro

Jan 7, 1982

By E. D. Attanasi, M. W. Bultman, J. H. DeYoung

The 1987 recovery in the US mining industry permitted modest increases in exploration expenditures that year (Fig. 1). Favorable market conditions apparently allowed the gains to be sus¬tained in 1988. There was great uncer¬tainty early in the year as to whether world and US economic growth would be a casualty of the October 1987 worldwide stock market crash. By nearly all measures, the performance of the US minerals industry was strong¬. A weak US dollar and the strong growth of worldwide capital spending resulted in in¬creased US exports of con¬sumer and producer durable items as well as strong domes¬tic demand for metals. In fact, 1988 US steel industry exports reached levels not attained since the mid-1970s. It was re¬ported that steel industry labor productivity is now roughly twice the 1981 level. Among metals with signifi¬cant average nominal price increases in 1988 over 1987 levels were copper (43%), alu¬minum (52%0), and zinc (44%). Even though domestic copper production has grown since 1984 by 30% in mining and 24% in refining, em¬ployment in mining and milling is 4% below the 1984 level. Domestic unit costs are reported in the range of $1.10 to $1.33/kg (50 to 60 cents per lb). The US base metals industry is proba¬bly in its best cash position in many years. However, there has not been a large increase in exploration expendi¬tures. This is due mostly to the percep¬tion that worldwide capacity can easily be increased. Industry reports do show that "low cost" copper producers have been buying reserves from weaker com¬panies. The 1987 Society of Economic Ge¬ologists (SEG) survey of exploration activity indicated that 95 cents out of every exploration dollar spent by US and Canadian firms was for base and precious metals (Economic Geology, January 1989). Press reports, though, make it clear that most of that spending was targeted for precious metals. US claim staking data (Fig. 2) rein¬forces this suspicion. The apparent lag in new claim filings in Alaska and phe¬nomenal growth in filings in the lower 48 states suggests that exploration is directed at relatively low risk targets. In the conterminous 48, more than 40% of the new claims were made in Nevada, indicating an emphasis on gold (although even Nevada had some base metals exploration). Even with a price decline during 1988, the difference between the gold price and average global "cash" production cost of $7.30/g ($227 per oz) still leaves room for an attractive return (Northern Miner, 1988). Exploration plans and results Metals Economics Group (Halifax) indicated in its 1988 exploration survey that exploration expenditures by US and South African firms would be at about 1987 levels. It also reported that Canadian and Australian firms were ex¬pected to reduce their exploration spend¬ing significantly. Firms in both coun¬tries were caught in changes in tax laws. In Canada, the Mining Ex¬ploration Depletion Allow¬ance (MEDA) once permitted generous tax write-offs to in¬dividuals investing in miner¬als exploration. It was to be replaced in January 1989 with the Canadian Exploration In¬centives Program (CEIP). Although structured and ad¬ministered differently than MEDA, CEIP can provide an equivalent or possibly greater financial incentive for min¬eral exploration, for junior mining companies. In 1987, it is estimated that junior com¬panies accounted for two¬-thirds of the off-property (or grass roots) exploration ex¬penditures in Canada. Australia will revoke the tax exemption for gold in 1990. Australian operators, therfore, were expected to concentrate efforts on speeding up pro¬duction during 1988 and 1989. In 1988, Chile and Mali announced special efforts to attract gold explora¬tion by foreign companies. The Cana¬dian government continues to express concern about the write-off (and drawdown) of base metal reserves. Falconbridge did announce a new initiative to identify additional base metal reserves in the Sudbury district. Discoveries Gold deposits dominated discoveries

Jan 1, 1989

By Eero Pokki

The Päijänne Tunnel is being constructed to conduct raw water from Lake Päijänne to the Helsinki Metropolitan Area. The length of the tunnel will be 120 km and the cross-sectional area is 15.5 sq m. Excavation started in 1973 and will be completed in 1982. 94 km of the tunnel have been constructed from Lake Päijänne towards Helsinki. The construction has advanced according to plan, and due to Finland's hard bedrock there have not been any great surprises. When completed, the tunnel will meet the water requirements of the Helsinki Metropolitan Area for a long time in the future because, with a free fall of 36 m, 9.6 cu m/s of water can be conducted through the tunnel from Lake Päijänne to the Helsinki Area. With pumping it will be possible to obtain a flow of 15 cu m/s, although at first the discharge will only be 5 cu m/s. The tunnel was partly taken into service as early as March 1979 when it was possible to conduct water to the municipalities north of the Helsinki Area. It is already possible now to conduct water to Helsinki, too, but from the Korpimäki pumping station onwards it must be done through the River Vantaa, which is polluted. When the tunnel is completed in 1982, good quality water can be conducted from Lake Päijänne to the Helsinki Metropolitan Area through a continuous rock tunnel. The cost estimate in 1973 was $ 88 million while it is now $ 90 million notwithstanding high inflation. AREAS NEEDED FOR CONSTRUCTION The areas needed for construction were bought through voluntary deals. Areas of 4 - 5 hectares were bought along the tunnel line at about 5 km intervals. The excavation of access tunnels was started from these places, and the crushed rock from the main tunnel was also transported there. However, it was not necessary to buy the area

Jan 1, 1979

By John M. Ackerman

In the spring of 1988, Freeport-McMoRan Resource Partners Ltd. Partnership, IMC Fertilizer Inc. and Homestake Mining Co., as joint venturers, were awarded the sulphur lease for Main Pass Block 299, lease number OCS-G 91372. This was one of 11 leases awarded to the joint venturers. Following the initial discovery wells in December 1988, delineation drilling confirmed proven sulphur reserves of 68 Mt (67 million long tons). Proven, recoverable oil and gas reserves are 6.2 Mm3 (39.4 million bbl) and 1114 Mm3 (7.2 billion cu ft), respectively. Development of the sulphur mine was given approval as a fast-track project in 1989. The oil and gas reserves were acquired from the original hydrocarbon lessee in 1990 and were also given fast-track status. Fast-track for these projects meant design and engineering would not be complete before construction began. Joint venture The Main Pass Joint Venture is one of 13 joint ventures formed between Freeport and three other companies - IMC Fertilizer, Inc., Felmont Oil Corp., a wholly owned subsidiary of Homestake Mining Co., and Texasgulf Minerals and Metals Co. Felmont has since changed its name to Homestake Sulphur Co. Texasgulf assigned its interests to its parent company. Texasgulf did not participate in the Main Pass 299 joint venture. Joint venture negotiations, anticipating a lease sale in mid-1988, began in December of 1987. This joint venture, the first of its kind, was created to acquire offshore leases, explore, develop and mine sulphur. The Interior Department's Minerals Management Service (MMS) announced a lease sale date of Feb. 24, 1988 on the first business day of 1988. This greatly accelerated the joint venture negotiations. Of the 13 leases the joint ventures bid on, 11 were awarded. Freeport holds its interest in all the leases through its ownership interest in Freeport-McMoRan Resource Partners, Ltd. Partnership. Resource Partners is the operator on all of the leases.

Jan 1, 1992

By Jonathan M. Pachter

Introduction The Bailey mining complex is located in Greene County, PA, in the Talley Run valley. It includes two Pittsburgh No. 8 seam deep mines (Bailey and Bailey No. 2), a coal preparation plant, and two refuse areas. Clean coal is shipped from the complex by way of a 24-km (15-mile) rail spur. It con¬nects to the Monongahela Railroad in Waynesburg, PA. In early 1981, Consolidation Coal Co. (Consol) began a permitting effort aimed at building the mine. Construction began in Dec. 1981, less than six months after the first application submittal. Clean coal was produced by the Bailey preparation plant in Sept. 1984. Several factors allowed quick permitting at Bailey. Effective project planning, including early formulation of a project planning team, and identification of red flag issues helped. So did innovative responses to environmental questions, and development of environmentally sound project designs. Forming a project planning team Consol management decided that Bailey mine construction had to begin in late 1981. A project permitting team was immediately formed to see that this goal was achieved. Team members included a project manager and personnel from Consol's engineering, environmental, and operating departments. Communications among all team members was crucial in obtaining the various state and Federal environmental permits. All project permitting team members participated in weekly meetings during application preparation. Discussions at these meetings ranged from recent public contacts, to application content, to environmental design considerations. Establishing a project manager was critical to the team's success. The project manager was responsible for seeing that permit acquisition, facility construction, and operation of the mining complex proceeded on schedule. The project manager had the final word, mediated disagreements, and frequently served as project spokesman to the public. Identifying red flag issues Red flag issues are those environmental factors with the most potential for delaying the schedule or stopping the project. The first red flag issue identified was organized local opposition. This opposition had completely derailed a US Soil Conservation Service proposal to build a multipurpose dam on Enlow Fork, a short distance

Jan 9, 1985