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By R Lau

In recently completed road tunnel projects in Queensland, such as the Airport Link and the Clem7 tunnels, there is a smoke duct running along the roof of the carriageways to extract smoke in case of fire. In New South Wales, no road tunnels have a smoke duct. In the Melbourne City Link tunnels, there is a small smoke duct running along the roof. All of the tunnels are safe as claimed by the designers and authorities. However, there is significant cost associated with providing a full size smoke duct compared with no smoke duct. This paper is going to present a comparison of the road tunnel safety with a smoke duct and those without one from a risk perspective. It further discusses the cost-effectiveness of such provisions and whether similar levels of safety could be achieved without a smoke duct.CITATION:Lau, R, 2014. Smoke duct or no smoke duct for road tunnels, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 83–86 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By P Gehrke, S O’Gorman

The precise measurement of NO2 was historically difficult in road tunnels, hence criteria and design analysis was based on converting from NOx concentrations via a set NO2:NOx ratio. The reliable direct measurement of NO2 is now possible, however design analysis is still dominated by emissions tables and formulas specified in terms of NOx. For converting from NOx to NO2 in a road tunnel environment in Australia, the ratio has typically been assumed to be ten?per?cent. This has generally been based on the recommendation in PIARC (2000) and on the ‘average’ value cited in PIARC (1995).Determining this ratio is important as changes in engine technology and in-tunnel pollution criteria along with improvements in CO and particulate emissions control, may mean that NO2 will become the driving factor for future ventilation requirements. Correct selection of this ratio can directly impact the ventilation capacity and system design.Recent research has indicated that choosing a constant ratio of ten?per?cent for all tunnels may not be appropriate. The in-tunnel ratio has been estimated to be as much as 20?per?cent to 30?per?cent and depends on the location in the tunnel, the type of ventilation system and the traffic/fleet characteristics. This paper discusses the effect of some of these parameters on the NO2:NOx ratio in road tunnels.The findings indicate that the ten?per?cent upper limit on the NO2:NOx ratio in PIARC (2000) may be a conservative value for design purposes for longitudinally ventilated road tunnels of typical length in Australia. A value of seven?per?cent to eight?per?cent may be more appropriate in some circumstances. However, the value chosen will depend on the specific tunnel in question and the confidence in traffic conditions expected. Values above ten?per?cent may be encountered for short periods but usually when the NO2 levels are low.CITATION:O’Gorman, S and Gehrke, P, 2014. NO2:NOx ratios in Australian road tunnels, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 95–102 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By S Strong, L I. Sanz Vivanco, T Brown

One of the most significant technical and practical challenges facing the tunnel construction team on the Legacy Way road tunnel project in Brisbane, Australia was how to erect the prestressed precast concrete slabs to form the smoke duct in the tunnel boring machine (TBM) tunnels.An essential part of the tunnel ventilation system, the smoke duct extends the full length of the 4.6 km-long twin two-lane tunnels. The vast majority of the tunnels (approximately 4.3 km) were constructed using two 12.4 m diameter double-shield TBMs. The refurbished Herrenknecht machines broke several world records on the way to completing the tunnel excavation works in just over nine months. With the excavation complete the focus turned to solving the complex civil tunnel fit-out challenges. A key component of the civil fit-out of the tunnels was constructing the smoke duct in the TBM tunnels, which was designed as a precast solution.The slabs, which each measure 8.62 m long × 2.0 m wide × 200 mm thick and weigh close to 9?t, need to be erected above cast in situ corbels whilst other tunnel finishing works continue. The space-proofing clearance offered by the design to the support corbels below and the precast segmental lining above was in the order of only 100 mm.This paper tells the story of how the Transcity Joint Venture (JV) tunnel fit-out team comprising some of Europe and Australia’s leading tunnel construction specialists drew upon the global strengths of the existing JV member companies and the global reach of leading TBM manufacturer Herrenknecht to develop an innovative system in solving this challenging problem. This globetrotting story, which starts in Australia, visits Europe and mainland China before returning to Brisbane where it all began.CITATION:Brown, T, Strong, S and Sanz Vivanco, L I, 2014. How the global experience and reach of tunnelling’s true multinationals helped solve a road tunnel fit-out challenge, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 507–512 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By A L. Bennett

It is well understood that designers and constructors must protect the existing surroundings of tunnel construction, particularly in the selection of excavation methods, ground support and waterproofing systems. However, while this can readily address the existing conditions, the tunnel owner and the designers need to consider the changes that are likely to occur during the life of the tunnel. It is typical for transport infrastructure to have a design life of at least a century. While the effects of constructing the tunnel on its surroundings are a short-term effect, the converse case, the protection of the tunnel, and the need to maintain its integrity, will affect developments over and adjacent to the tunnels beyond the foreseeable future. Decisions made during the design phase have the potential either to facilitate development or to hinder it for the long term.Examples principally from Australia, New Zealand, Singapore and Hong Kong show that the provision for future development is addressed in different ways. These have ranged from making no specific provision, putting the onus onto developers to ensure that the tunnels are not affected adversely, to including a loading allowance for future development in the performance specification or contract documents for a tunnel project.These two contrasting approaches have strong points and risks. A highly prescriptive definition of permissible loadings around the tunnel can provide unambiguous guidance for the approving authority and the developer, but runs the risk of being overly conservative to allow for all the envisaged works, while still missing a detrimental combination of effects that theoretically complies with the specified requirements. In contrast, a general requirement to not cause detriment is open to interpretation and potentially difficult negotiations to reach agreement between the tunnel owner/operator and developer and finally the appointed contractor (probably with no contractual relationship with the tunnel owner).In practice, a combination of prescriptive and performance requirements is likely to provide the optimum combination of clarity and flexibility. The author provides examples and recommendations on how such provisions could be structured.CITATION:Bennett, A L, 2014. Protection of ?tunnels in their future environment, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 495–500 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By B Chapman, B Gaida, L Drowley

The 372 MW Ulu Jelai Hydroelectric Project is a peaking power scheme located in the Cameron Highlands, Malaysia. The main features of the project include an 84 m high roller compacted concrete dam; two weirs which divert flows from adjacent catchments via transfer tunnels into the main reservoir; an underground power waterway; and an underground power station complex comprising three large caverns with connecting tunnels approximately 240 m below surface level. The project includes approximately 25 km of tunnels excavated in fresh granite rock mass with some distinct shear zones of weaker material. The majority of the tunnels are being excavated using drill and blast, with the two transfer tunnels being excavated with a tunnel boring machine (TBM).This paper focuses on the design and construction of the Telanok underground power station complex and also some aspects of the design for the headrace tunnel. Topics covered include geological site investigations including in situ measurements of rock stresses; development of a geological model and parameters for rock support design; three-dimensional modelling to assess interactions between the caverns to optimise rock support; design of a rock anchored crane beam; construction of the caverns and design of the unlined headrace tunnel taking into account hydraulic jacking and operational pressure fluctuations.CITATION:Drowley, L, Gaida, B and Chapman, B, 2014. Design and construction of large caverns in granite – Ulu Jelai Hydroelectric Project, Malaysia, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 361–368 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By M Norbert, C Bennett

The Legacy Way Tunnel was constructed from Toowong to Kelvin Grove in Brisbane, and is the first large-scale underground excavation in the Bunya Phyllite in Brisbane. The Legacy Way Tunnel is 4.3 km in length, comprising two mainline tunnels excavated by a tunnel boring machine (TBM) with 46 connecting passages excavated between the mainline tunnels for egress provision and services. The Legacy Way Tunnel passes through two geological formations, the Bunya Phyllite and the Neranleigh Fernvale Beds. The Bunya Phyllite is the dominant formation of the Legacy Way Tunnel, extending for three quarters of the tunnel prior to intersecting the Normanby Fault Zone (NFZ) and the Neranleigh Fernvale Beds. The NFZ forms the contact between the two formations as part of the Brisbane Metamorphics, which underlies the majority of Brisbane City. The development of the geological model and the understanding of the ground’s reaction to tunnelling was an iterative process. The tender phase investigation data has been supplemented with additional design phase investigation boreholes, geophysics and walk overs. Aerial photograph interpretation coupled with borehole data allowed the development of the domains along the length of the tunnel. Early excavations for the spoil conveyor tunnel and borehole data from subsurface instrumentation installation provided the first construction phase data followed by the commencement of tunnel boring machine (TBM) excavation. Routine cutterhead inspections coupled with ongoing reviews of the predicted geology resulted in clear response triggers to selection of segment types while detailed inspections in passage locations provide the initial classifications for segment removals.CITATION:Bennett, C and Norbert, M, 2014. Tunnelling within the Bunya Phyllite of Legacy Way, Brisbane, Queensland, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 131–140 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By W Curlewis, D Hake, Z Cuthbert

The South Island Line (East) will be a medium-capacity railway covering approximately 7 km from Admiralty Station to South Horizons Station on the south side of Aberdeen Harbour in Hong Kong, with intermediate stations at Ocean Park, Wong Chuk Hang and Lei Tung.South Island Line (East) Contract 904 project is located on the island of Ap Lei Chau at the southern side of Hong Kong island and requires extensive construction works to be completed in close proximity to the existing residential estates of South Horizons and Lei Tung. The project also has areas of significant cultural heritage, including 18th and 19th century temples and historical gravesites. Owing to the site access constraints and location for the project, detailed planning and methodology innovations have been required to ensure the most effective and responsible means of delivering the project works. To excavate the tunnels using drill-and-blast techniques in these restricted locations, the maximum instantaneous charge weight that could be fired while blasting was severely limited. To overcome these restrictions, the project team developed and pioneered the use of ‘deck loading’ in Hong Kong to minimise the impact of blasting operations and has successfully implemented double- and triple-deck blasting operations during the completion of tunnel excavation works.Upon completion of the drill-and-blast excavation, the tunnel lining works were completed using both in situ concrete lining with travelling forms and permanent shotcrete works.CITATION:Curlewis, W, Cuthbert, Z and Hake, D, 2014. SIL904 Hong Kong – Drill and Blast Tunnels, station blasting innovations (double- and triple-deck blasting) and lining solutions, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 21–28 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By S Kost, R Nievergelt, F Cortes

In recent years, the use of steel fibre-reinforced concrete (SFRC) for segmental tunnel linings has become increasingly popular due to numerous advantages including durability, resistance to spalling, reduced cracking at corners and edges and significant cost-saving potential. One of the key parameters for measuring the performance of SFRC is the residual (post crack) flexural strength. A problem often faced in design and quality control of SFRC is the high variability of results obtained by standard beam test methods, with reported coefficients of variability (CoV) in the order of 25 per cent. The high test variability results in a relatively low permissible design strength relative to the average flexural strength of the material and commonly leads to non-conformances with respect to residual flexural strength during production testing.This paper presents the implementation of an alternative testing method using large round determinate panels (RDPs) for quality control testing of the SFRC used in the segmental lining of the City East Cable Tunnel (CECT) in Sydney. The alternative RDP test method was found to correlate well with standard beam tests and significantly reduce the variability of test results, minimising the risk of outlying residual flexural strength results, with zero non-compliant test results reported during the production period.This successful implementation of an alternative test for post-crack flexural strength with lower variability in results constitutes a relevant precedent to demonstrate the feasibility of this approach which contributes to the development of more cost-effective concrete mixes and minimises the risk for non-compliant results and the contractual disputes that commonly arise from these.CITATION:Cortes, F, Nievergelt, R and Kost, S, 2014. Development of a segmental lining specification for steel fibre reinforced concrete flexural strength testing using round panel tests, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 461–468 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By J Karlovšek, M Hafner, M Žibert

The transport network in Europe is probably one of the most important systems for the European economy and society. Trans-national transport routes play a vital role in the traffic of goods and the supply of the population. In this respect, critical road infrastructures, like bridges, tunnels or control centres, can have a bottleneck function. Any disturbance of these structures could lead to negative consequences for the population and the economy as a whole.Project SecMan – Security Manual – is a simple four-step procedure for the identification of critical road infrastructures; assessment of these infrastructures regarding various man-made threats and the determination of effective protection measures was developed. These methodologies are summarised and combined into a comprehensive best-practice manual that allows for a trans-national structured and holistic security-risk-management approach for owners and operators of road infrastructures in Europe.Currently no common processes, methodologies or standards exist in Europe regarding the consideration of security relevant events for critical road transport infrastructures, eg tunnels, control centres and bridges. Attacks on the former can have severe short- and long-term effects with high media attention. A trans-national risk management approach would increase the possibilities for prevention as well as mitigation. A trans-national emergency response strategy would increase preparedness, as well as facilitating and accelerating the reaction in the case of an event.The main objective of the project is to develop a practical process for the identification of critical road infrastructures based on generally accepted security aspects. The assessment of these infrastructures would be carried out in a structured and traceable way regarding security relevant risks and the determination of effective protection measures for prevention and mitigation.The project is implemented by the German Federal Highway Research Institute (BASt) together with project partners from Austria (ILF) and Slovenia (DARS, ELEA iC).CITATION:Hafner, M, Karlovšek, J and Žibert, M, 2014. Road infrastructure security assessment and measures selection methodology using secman – tunnel example, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 69–82 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By A Bagis, T Baker

In 1983 the New South Wales (NSW) Government began to construct a 35 km freight rail line to provide additional rail capacity to Port Kembla in the Illawarra region, south of Sydney, through a direct connection between the Unanderra to Moss Vale line at Dombarton to the Main South rail line at Maldon in the Southern Highlands. The project area lies within the carefully managed Sydney Water catchment and is also underlain by previous coal mining activities.Construction of the line halted in 1988 prior to its completion after the NSW Government reassessed the demand case and found that the project was not as viable as originally forecast. However, by this stage the line was partially constructed, including the majority of civil earthworks, approach structures to the main river crossings and establishing the portals for the Avon tunnel as a precursor to major tunnelling works.In 2012, the Commonwealth Government funded Transport for NSW to undertake the necessary engineering and environmental preconstruction works. Most importantly here, the 1980s rail link was predicated upon the use of electrically powered locomotives, whereas the locomotive fleet in operation today in NSW is diesel powered. This fact has a significant impact upon the approach and development of the Avon tunnel section, as the diesel powered locomotives combined with the length and grade of the tunnel alignment produces a unique set of conditions requiring specialist engineering design and systems to ensure safe and functional operation of the railway through the tunnel section.Given the above, the Avon tunnel will need to be supported by a ventilation and smoke control design based on the heat rejection from the locomotive consist, consideration of ambient air quality compliance, comparison against in-tunnel air quality goals, and providing safety systems in line with the fire and life safety strategy it requires.This paper explores the current development of both the tunnel civil works responding to the geography, geology, rail functional requirements, as well as the tunnel ventilation systems being revised to suit the diesel locomotives.Further, this paper describes the importance of combining the design outcomes with the procurement methodology in order to achieve the project objectives, a functional outcome and value for money across the project life.CITATION:Baker, T and Bagis, A, 2014. Maldon to Dombarton Rail Link – design development of the Avon Tunnel, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 487–494 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By L Cain, C Every, S Mirlatifi, J Ashley

This paper presents a geographic information system (GIS) based method for the prediction of ground movement and the associated impact on existing buildings and structures due to tunnelling in the North West Rail Link (NWRL) project. The NWRL is a priority rail infrastructure project for the New South Wales (NSW) Government and includes 15 km of twin tunnels between Bella Vista and Epping, which will be Australia’s longest rail tunnels. The NWRL tunnels will be constructed in an urban environment where the prediction of ground movements induced by tunnelling and the associated impacts to existing structures must be assessed in the early design stages of the project. An assessment process was developed using GIS able to respond to design changes.An iterative GIS analysis methodology was developed to generate ground settlement contours and identify impacted buildings and structures in response to multiple changes in tunnel alignment during design development stages. The GIS analysis undertook to rapidly provide detailed and accurate parameter information including tunnel depth from surface, tunnel separation, diameter and sample point proximity to the tunnel and assess ground movement contours along the project alignment. Determination of the ground surface settlements were based on empirical methods proposed by Peck (1969) and Mair (1993). The control parameters and the relationship between damage categories and risk classifications for impact assessment were based on Burland, Broms and de Mello (1977), Rankin (1988) and Boscardin and Cording (1989) methods.The GIS-based ground movement impact assessment approach adopted for the NWRL project demonstrates an efficient, iterative and robust approach and could provide an initial framework for other similar tunnelling projects where rapid design changes and early understanding of tunnelling impacts are required to bring greatest benefit to all stakeholders.CITATION:Mirlatifi, S, Cain, L, Ashley, J and Every, C, 2014. An iterative geographic information system based approach for the assessment of tunnelling impact to existing buildings and structures, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 647–652 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By A Ross, B De Rivaz

The results of full-scale tests on precast segment made at University of Roma are presented. The segments were cast using fibre-reinforced concrete produced without any traditional reinforcement, by using fiber made in high-strength steel and a new type of anchorage.Bending tests were performed in order to check the bearing capacity of the segments under the flexural actions; these occur during de-moulding, handling, storage phases as well as in the in situ condition (due to asymmetric soil pressure). Furthermore, point load tests simulating the TBM thrust were performed, in order to study the construction phase (excavation).The results show that the segment response largely respects the material testing and design advice according to the Fib Model Code 2010. Providing engineers, precast operators and builders confidence in material strengths and design methodology.CITATION:De Rivaz, B and Ross, A, 2014. Full-scale tests on precast tunnel segments made in concrete reinforced with high-strength steel fibres, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 469–476 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By A Hughes, S G. Rosin

This paper presents the design and construction approach adopted for the widening and stabilisation of the existing decline tunnel forming part of the Scenic Railway Upgrade project at Katoomba in the Blue Mountains of New South Wales (NSW), Australia. The overall upgrade project included new trains and track, rebuilding of the top and bottom station and installation of a new winch and control system. All the works were undertaken over an eight-month period between August 2012 and April 2013 as part of a $30 M upgrade of the railway.The railway is the steepest cable-driven line in the world at a maximum of 52° extending over 350 m and descending from the escarpment into the Jamison Valley. The track was built in the 1880s for coal haulage and is recognised as a remarkable engineering achievement for its time. The tunnel section extends for about 120 m at the start of the decline and is about 3.5 m wide and 3.5 m high. The tunnel was excavated principally within medium to high strength Banks Wall sandstone and given that the widening only involved about 200 mm of trimming of the crown and sidewall this aspect of the work was not a critical support issue, except at the upslope portal. The tunnel crown however is entirely intersected by a major near vertical shear zone which presented significant challenges for the tunnel stabilisation works.Three-dimensional laser survey scanning was used for definition of the tunnel clearance envelope for the widening, and also to subdivide the tunnel into various geotechnical sections to assist in support design. Specifically oriented rock bolts extending beyond the shear zone into stable rock were used together with mesh, shotcrete and extensive strip drains and flushing points for drainage of the shear zone.Unique aspects of this project were included into the specifications and work methods. This included construction of a mobile working platform for tunnel works, the use of dry shotcrete application, difficult access for rock bolting and limiting vibration during the tunnel trimming works due to the risks associated with crown instability. The works also took into consideration particular safety constraints/work exclusion areas to address the risk of detachment of rock which could mobilise downslope to the track area below. This was required because other works were in progress such as micro-piling and bottom platform works which were being undertaken concurrently with the tunnel work.CITATION:Rosin, S G and Hughes, A, 2014. Scenic Railway Tunnel upgrade in the Blue Mountains, New South Wales – an approach to design and construction, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 607–618 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By N McKenzie, E Taylor, S V. L Barrett, H Lagger, A Purwodihardjo

This paper discusses the temporary support design methodology for the largest road caverns ever built in Australia—the Lutwyche Caverns—part of the Airport Link project in Brisbane, Australia. The Lutwyche Caverns with a maximum excavated span of 27 m form a key component of this major road project, allowing on and off ramps merging with the underground highway. In addition to the two large span caverns, a 15 m soft ground tunnel with 5 m cover above the caverns and two 24 m deep burial chambers for the 12.4 m tunnel boring machines (TBMs) had to be built in record time at Lutwyche.The temporary support design methodology involved the use of a range of analytical approaches, including empirical methods to provide a starting point for design development, key block models to determine the potential influence of discontinuities on excavation stability and 2/3D continuum and discontinuum models to determine the potential influence of adjacent excavations and the proposed construction staging on the design. In addition, probabilistic analysis of potential kinematic instability using a discrete fracture network (DFN) approach was also undertaken to establish the critical block loads for the temporary lining, while the continuum and discontinuum models were used to design the support for the 1.5 m diameter rock pillar at the north end of the northbound cavern.The numerical modelling was undertaken in close conjunction with the contractor to develop the optimal construction sequence, considering the available construction equipment on-site and the overall project program requirements. Part of the presentation will further show the applicability of the developed design during construction (deformations, monitoring field observations) and lessons learned for future cavern construction in Australia.CITATION:Lagger, H, Purwodihardjo, A, Barrett, S V L, McKenzie, N and Taylor, E, 2014. Temporary support design for the largest road caverns ever built in Australia – the Lutwyche Caverns, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 399–410 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By G Harbort, D Clarke, D Morgan, C Sola

Northparkes Mines commenced production in 1994 and the mine has significant reserves to allow operation into the future. There are a number of potential future concentrator feed sources with variable sulfide mineralogy and grades.In February 2012 a comprehensive flotation survey was conducted to allow mass balancing and evaluate the operation of the flotation circuit. A rudimentary, copper element only, unsized flotation simulator was developed to evaluate high level potential for optimisation and improvement. In 2013 this flotation model was expanded to produce a mineral based, floatability component model to estimate the effect of future concentrator feed source on metallurgical performance. This revised model allows various circuit configurations to be simulated to provide a high level blueprint for the long-term planning to maximise performance.This paper provides a review of the process followed to develop the model, including an analysis into the mineral floatability component model and its calibration against plant operations. The effect of varying feed mineralogy and feed quality on future performance has allowed an internal review of potential circuit changes needed to accommodate the changing future feed.CITATION:Clarke, D, Harbort, G, Morgan, D and Sola, C, 2014. Northparkes Mines – flotation and planning for the future, in Proceedings 12th AusIMM Mill Operators’ Conference 2014 , pp 203–208 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 1, 2014

By Ian Graham

In 2013 the Government of New Zealand launched a number of ‘National Science Challenges’ (NSC) to address major issues facing the nation, and raise public consciousness about science and its role in promoting evidence-based decision making. One of the 10 proposed NSCs focuses on New Zealand’s extensive Exclusive Economic Zone (EEZ) and Extended Continental Shelf (ECS)1, with an objective to enhance utilisation of marine resources within environmental and biological constraints, and the desired outcome of:

Sep 1, 2014

By Rolf Birger Pedersen, Alden Ross Denny

"Synthetic Aperature Sonar (SAS) is a powerful tool for ultra-high resolution marine survey. The Kongsberg HiSAS system deployed on the HUGIN AUV has a rangeindependent resolution of 3x3 cm for sonar image and ~10x10cm for the interferometric bathymetry product [1]. This resolution is achievable for areas up to 50 km2 on a single survey mission providing huge multi-attribute datasets. This technology, originally designed for military and oil-industry applications, has the potential to revolutionize scientific seafloor mapping. The extreme resolution of this technique allows for deposit mapping in and around seafloor hydrothermal systems, including the discovery of extinct venting structures. By clearly distinguishing between volcanic and hydrothermal landscapes based on features below the resolution of conventional multibeam systems, SAS enables an entirely new level of hydrothermal deposit survey. Additionally due to the extreme resolution of this survey technology, repeat survey and change detection should allow centimeter-scale changes in deposit morphology to be routinely detected over an entire hydrothermally venting region. In collaboration with the EU funded MIDAS project, the Centre for Geobiology at the University of Bergen will deploy the HUGIN AUV this summer at two distinct shallow venting systems on the Arctic Mid-Ocean Ridge system. The AUV will collect repeat bathymetry at the Jan Mayen Vent Field, and extend the SAS coverage to include newly discovered venting sites. We will present the preliminary findings of this expedition, including the first deposit estimations made from full-resolution SAS mosaics."

Sep 1, 2014

By P Holtham, K C. Runge, E Tabosa

Traditionally, comminution and flotation have been surveyed, analysed and optimised separately. This often results in less than optimal outcomes because of the complex interactions between the two processes. Flotation recovery is a strong function of the valuable mineral particle size distribution with lower recovery of ultra-fines due to poor flotation kinetics, optimum recovery for the intermediate sized particles and lower recovery for the coarser particles due to poorer liberation. Thus, to optimise flotation recovery and grade it is usually best to grind to a fine size. This requirement needs to be balanced by the cost of grinding finer and the revenue that results from an increase in grinding throughput, which often results in a coarsening of the flotation feed.This paper demonstrates a technique which can be used to predict the effect of a change in feed grind size on flotation performance. It can be used to determine the optimum grind size for a particular operation which optimises total circuit profitability. Analysis is relatively easy to perform, as a minimum, requiring only size by assay data of the feed and product streams of the process. Case studies will be presented that demonstrate the usefulness of this technique in feed grind applications. Potential use of the technique for regrind evaluation is discussed. The limitations associated with this technique in certain circuit scenarios will also be outlined.CITATION:Runge, K C, Tabosa, E and Holtham, P, 2014. Integrated optimisation of grinding and flotation circuits, in Proceedings 12th AusIMM Mill Operators’ Conference 2014 , pp 77–84 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 1, 2014

By W N. Qin, B Zhang, W Z. Huang, X S Mo

Mengzi Mining and Metallurgy Co, Ltd (MMMC) polymetallic ore contains recoverable amounts of tin, lead, zinc, pyrite and other valuable minerals. With the change in orebody, the run-of-mine (ROM) ore changed from lead zinc rich ore to tin rich ore, where the current ROM ore contains 0.45–1.25 per cent tin, 20–25 per cent sulfur, and 0.20–0.35 per cent copper. The previous processing flow sheet was designed to recover lead zinc rich ore and it is clearly not suitable for recovery of the current tin rich ore, where the tin was already overground and tin recovery was only 50.19 per cent. The Mengzi Mining Company has recently modified the concentrator circuit by incorporating rod mill and high efficient Derrick fine screen. As a result of the improved classification efficiency, the overgrinding of the tin ore was minimised and the recovery of tin was improved by 20.71 per cent, ie from 50.19–70.90 per cent. An additional $10 M revenue per annum can be achieved as a result of the modification.CITATION:Qin, W N, Huang, W Z, Mo, X S, Zhang, B and Wheeler, J, 2014. Application of high efficient fine screen to improve the recovery of tin concentrate, in Proceedings 12th AusIMM Mill Operators’ Conference 2014 , pp 487–492 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 1, 2014

By J. W. Jamieson, J. Escartin, A. Steinführer

Evidence of hydrothermal activity on two Mid-Atlantic Ridge oceanic core complexes (OCCs), at 13º30’N (the Semyenov 1 through 5 fields) and 13º20’N (the Irinovskoe field) (Fig. 1) were studied using CTD casts, dredges, TV-grabs and SP surveys during previous research cruises to these sites (Cherkashev et al., 2013, McLeod et al., 2009). In late 2013, the Semyenov and Irinovskoe fields were revisited, this time with an autonomous underwater vehicle (AUV) and a remotely-operated vehicle (ROV) during the ODEMAR (Oceanic Detachments at the Mid-Atlantic Ridge) cruise on the French research vessel "Pourqoui Pas ?". Here we present the first visual surveys and direct sampling of these vent sites. High-resolution (~2 m) bathymetry of the 13º30’N and 13º20’N OCCs and their associated vent fields was collected during 4 and 5 AUV dives, respectively, using the GEOMAR AUV "ABYSS" (Fig. 1). These surveys were flown between 70 m and 100 m above the seafloor, typically at a constant height to reduce vehicle movement. The AUV was equipped with Eh, turbidity, and temperature sensors in order to detect active hydrothermal venting. Over twenty ROV dives with the ROV "VICTOR 6000" allowed for the visual exploration of the OCCs and collection of 59 hydrothermal rock samples from the vent fields. As a result of these exploration activities, the first robust estimates of the size of the deposits, and the geologic controls on sulfide accumulation at these sites can be determined.

Sep 1, 2014