Search

The collaborative federal–provincial Southern Indian Lake project in north-central Manitoba covered an area of more than 3500 km2 of the Trans-Hudson orogen. Regional-scale geological mapping, sampling, and lithogeochemical, isotopic, and geochronological studies resulted in the identification of distinct assemblages of supracrustal rocks and varied episodes of plutonism. A granodiorite gneiss dated at ca. 2520 Ma is interpreted to represent the basement of the Southern Indian domain and is considered a separate crustal domain, named the Partridge Breast block. The Churchill River assemblage is composed of juvenile pillow basalt with intervening clastic sedimentary rocks, possibly a reflection of plume magmatism related to initial rifting of the Hearne craton margin. The Pukatawakan Bay assemblage consists mainly of massive to pillowed, juvenile metabasaltic rocks and associated basinal metasedimentary rocks. The Partridge Breast Lake assemblage is dominated by continental-arc volcanic and volcaniclastic rocks associated with basinal metasedimentary rocks. The Strawberry Island assemblage, consisting of arenite and polymictic conglomerate, is interpreted to have been deposited in a foreland-basin basin or intra-orogen pull-apart basin environment. The Whyme Bay assemblage is characterized by fluvial-alluvial orogenic sediments and is temporally linked to the Sickle Group rocks in the Lynn Lake greenstone belt. Granitoid rocks, dominantly monzogranite and granodiorite, range in age from ca. 1890 to 1830 Ma and occur throughout the Southern Indian domain, and intermediate and mafic intrusions of similar ages are also present. In this paper, we integrate these new data into a tectonic framework for the Southern Indian domain of the Trans-Hudson orogen in Manitoba. [ABSTRACT FROM AUTHOR]

Three highway bridges in the Canadian province of Manitoba are being monitored continuously not only for their long-term performance but also for bridge weighing-in-motion (BWIM). Data collected for the BWIM study has led to some observations that have far-reaching consequences about the design and evaluation loads for highway bridges. This paper presents the well-known concept of equivalent base length, Bm, as a useful tool for comparing trucks with different axle weight and spacing configurations as they influence load effects in all bridges. It is discussed that the statistics of gross vehicle weights (GVWs), W, collected over a one-month period is not significantly different from that for the GVW data collected over a longer period. A rational method concludes that the value of W for the CL-W Truck, the design live load specified by the Canadian Highway Bridge Design Code, is 555 kN for Manitoba. The observed truck data in Manitoba presented on the W–Bm space is found to be similar to that collected in the Canadian province of Ontario more than four decades ago. It was also found that the multi-presence factors, accounting for the presence of side-by-side trucks in two-lane bridges, specified in North American bridge design and evaluation codes are somewhat conservative. [ABSTRACT FROM AUTHOR]