Massive Black Horse Chromite Discovery
Black Horse deposit has an Inferred Resource Now 85.9 Million Tonnes @ 34.5%
Message: Road and Railway through a JBLPA Development Corporation
Reviewing Withdrawal Order NO.W-TB-106/13, dated 11/27/2013, one can see that Noront has updated it's EA for the consideration of two possible (slight variations) on a new seasonal transportation corridor. This east west light 82km private mine road (red arrows) would enable preliminary access to begin mine construction. It would be the continuation of an all-seasonal road from Pickle Lake.
The ROF seasonal road extension even allows for some initial nickel concentrate to be transported to market, however it would not be a viable long term solution for moving chromite to market. It is a means to an end.
The Noront and KWG collaboration on an East West service route would enable start-up development of their respective mines. Exploring ways to finance the private light service road might see government redirect the $1.057 tax per 3.78 litre of fuel towards it's development cost as part of the solution.
A North South all-seasons road (in purple) will not be built. The East West service road would allow for better logistical construction of the ONTC James Bay Port Authority railway from the north and south end simultaneously, reducing construction time and expense. Once the North South railroad is completed, Noront can switch delivery of nickel concentrate in order to increase volume and minimize transportation costs of ~$6.33/t.
Ontario has identified transmission expansion to Pickle Lake as a priority project and the Wataynikaneyap Power initiative Phase II could be accelerated and ties towards the ROF East West route (pink) could be explored. This would solve the ROF mine power requirements. Also, more area First Nations communities power, communication and transport needs would be well served through the upgrade of the east west route.
Ontario's commitment to the north south railway would justify transformation of the ONTC and justify the East West service road as a means to an end to solve the chromite transport issue. It would empower local communities towards self sufficiency and give them access to practical applications of future job training.
The ROF seasonal road extension even allows for some initial nickel concentrate to be transported to market, however it would not be a viable long term solution for moving chromite to market. It is a means to an end.
The Noront and KWG collaboration on an East West service route would enable start-up development of their respective mines. Exploring ways to finance the private light service road might see government redirect the $1.057 tax per 3.78 litre of fuel towards it's development cost as part of the solution.
A North South all-seasons road (in purple) will not be built. The East West service road would allow for better logistical construction of the ONTC James Bay Port Authority railway from the north and south end simultaneously, reducing construction time and expense. Once the North South railroad is completed, Noront can switch delivery of nickel concentrate in order to increase volume and minimize transportation costs of ~$6.33/t.
Ontario has identified transmission expansion to Pickle Lake as a priority project and the Wataynikaneyap Power initiative Phase II could be accelerated and ties towards the ROF East West route (pink) could be explored. This would solve the ROF mine power requirements. Also, more area First Nations communities power, communication and transport needs would be well served through the upgrade of the east west route.
Ontario's commitment to the north south railway would justify transformation of the ONTC and justify the East West service road as a means to an end to solve the chromite transport issue. It would empower local communities towards self sufficiency and give them access to practical applications of future job training.
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