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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 Thomas Kuhn, Carsten Ruehlemann, Christina Heller, Anna Wegorzewski

The commercial extraction of metals from manganese nodules on an industrial scale requires more than 50% of the investment necessary to realize manganese nodule mining. This is mainly due to the fact that a completely new metallurgical processing scheme for the extraction of both base metals (Ni, Cu, Co) and high-tech metals (Mo, Li, Ga) has to be developed and upgraded to industrial scale. There are a number of conventional processing technologies that combine hydro- and pyro-metallurgical approaches such as the INCO and CUPRION processes which have been developed in the 1970s and 1980s. Today, new approaches based on selective leaching with chelating agents and bioleaching try to minimize energy consumption and waste production. All of these extraction methods require knowledge how the metals are structurally bound in the manganese oxides. In this contribution we will review the current knowledge about the mineralogy of iron and manganese minerals in the different marine oxide deposits, present our results, and discuss the possible consequences for metal extraction.

Sep 1, 2014

By Leonard Weixler, Peter Halbach, Michael Jarowinsky, Johannes Post

Germany as an industrial nation is highly dependent on the import of mineral or metal resources. Sources which have not been considered until now are the marine mineral resources (MMR), which in recent times are enjoying more and more increasing interests and which might provide in the future a considerable contribution to the supply security on metal resources not only for the industrial countries. Backed up by the German government’s "National Masterplan Maritime Technologies" (NMMT) and corresponding industrial R&D-activities, the idea and the advantages of deep-sea mining is gaining more and more interests and supporters with respect to industrial and political considerations on strategic raw material resources as well as on the development of deep-sea mining technologies. The NMMT aims to initiate growth and increase the competitiveness of the German maritime industry on international markets and covers about 10 different marine and ocean technology sectors including deep-sea mining.

Sep 1, 2014

By K Zunica, A R. Penney

The principles of three-dimensional geological modelling are well understood and routinely used. Sample data is collated and geostatistical tools used to ensure that sample data is suitable for its end use, which is typically a block model that is appropriate for mine planning. What has become increasingly apparent is that physical rock properties and geotechnical parameters need to be incorporated into the three-dimensional geological model to create an integrated mine model.The approach to the collection of geotechnical information is not as highly prescribed and controlled as collection of geological data. Commonly, the geotechnical data set is incomplete and inconsistent, with little consideration of what the end use will be by those collecting the data, or how the geotechnical data might relate to the geological data. In some cases, specific geotechnical investigation programs are completed, yet correlation between those programs and previously collected data is rarely undertaken to the same level of diligence as found in the geology field.There are some obstacles that need to be considered when attempting to incorporate geological parameters, such as grade, lithology, and geological domains with geotechnical information such as rock quality designation (RQD), rock mass rating (RMR), rock strength, and geotechnical domains into the same three-dimensional block model. Interpolation or geostatistical estimation methods used for grade estimates might not be appropriate for many components in rock characterisation, particularly search geometries. A number of examples are provided to illustrate issues underlying some of the data collection procedures, and their effects on three-dimensional geotechnical modelling.The example presented attempts to highlight generally observed shortcomings in the collection of geotechnical information, parameters which need to be considered when combining geological and geotechnical data into the same model, and the benefits of having a combined block model from the beginning of a project.CITATION:Zunica, K and Penney, A R, 2014. Integration of geological and geotechnical data for three-dimensional modelling, in Proceedings Ninth International Mining Geology Conference 2014 , pp 291–298 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Aug 18, 2014

By J Harris, M Shi, S Vink, P A. Kirsch

Across the life-of-mine, water is both an essential commodity to mining, and one of the most significant hazards. In Australia, a land of drought and floods, availability of water is a critical strategic risk for mine sites and neighbouring stakeholders, with both insufficient water leading to curtailed operations and contested space, and extreme water closing operations through flooding of mine sites, transportation infrastructure and unplanned regulatory restrictions. In addition to these major strategic risks, water must be addressed in operational risk management activities in many different ways.This paper develops a set of categories for classification of water risks based on academic papers from the water in mining literature. These categories are applied to media content analysis of articles in International Longwall News (ILN) (an online coal industry news site) obtained with the search terms ‘water’, ‘rain’ and ‘flood’. Identified risks are discussed within the context of the life-of-mine. The paper uses these same categories to analyse the treatment of water risks in a new coal industry risk management body of knowledge called RISKGATE (http://www.riskgate.org, Minerals Industry Safety and Health Centre, The University of Queensland). The discussion of water risks in both INL and RISKGATE is compared and contrasted to pinpoint opportunities (and a roadmap) for further development of a specific RISKGATE water module for site-based operations. The media review also identifies areas for development of RISKGATE expansion topic(s) that would address other strategic water risks, eg severe weather events.CITATION:Shi, M, Kirsch, P A, Vink, S and Harris, J, ?2014. Water as risk in mining – media analysis and the RISKGATE body of knowledge, in Proceedings Life-of-Mine 2014 , pp 205–218 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Jul 16, 2014

By P A. Kirsch, A Hine

Mining is a major global industry that requires the moving of considerable volumes of earth and rock (overburden) to win the valuable ore prior to mineral extraction and processing. As a result of this process, new landscapes are created, both extracted voids and overburden piles, as well as infrastructure for management of mine operations, wastewater, tailings, other raw materials, transportation and extreme rainfall events. Resource companies must develop and obtain regulatory approval for detailed plans that manage this displaced material through all phases of the life-of-mine and rehabilitate the site at the time of closure (including landform stability, revegetation and ongoing management).Individual mine sites operate in long time frames (ten to 50 years), with several mines often operating in the same region, generating cumulative overburden volumes and heavily altering the original landscape. These impacts are universally framed as a negative consequence of the industry, especially by modern society that values natural (and some agricultural) landscapes as pristine and almost sacred. Overburden and tailings are also seen as a problem, and are a significant business cost to mining practice.This paper looks to investigate perceptions of mining and post-mining landscapes, questioning the aesthetically driven emphasis on the ‘natural’. It proposes instead an opportunity to reframe the way we look at overburden and landscape impacts from mining, exploring the possibility of imagined post-mine landscapes unburdened by traditional aesthetic expectations. These landscapes, to be conceived by regional stakeholder roundtables, have the capacity to be built by regional mining consortia as a foundation for sustainable post-mining economies.Post-mine regeneration offers both the motivation and the basic materials to create an altogether new environment from a blank slate. Few circumstances allow the opportunity to truly explore a re-envisioning of the land on a huge scale, and the possibilities merit serious consideration.CITATION:Hine, A?and Kirsch, P?A, 2014. Dreams of futures past – curating post-mining landscapes, in Proceedings Life-of-Mine 2014 , pp 121–138 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Jul 16, 2014

By B W. Ham

The legacy of underground coal mining may be a land surface which, in parts, may be unstable in the long term. A case study analysis has been undertaken to explain some of the hazards and how the risk may be assessed and managed.The Ipswich Coal Measures were extensively mined with shallow underground workings, which now underlie a number of suburbs in the eastern side of the city of Ipswich in south eastern Queensland. The area was subject to underground mining from the 1840s to 1997. In general, the mines were small, family-owned operations that were restricted by complex geology, interactions with neighbouring operations and ownership of surface facilities. The oldest available mine plans date back to the late 1890s.The residents in these mining areas have a long history of unexpected mining subsidence events. A level of risk management for property owners has been implemented by the Ipswich City Council, which requires a mining subsidence risk assessment to be submitted as part of building applications for property development in the areas suspected of having mining subsidence risk. This discussion examines a series of generic subsidence events and how the risk may be assessed and managed and the hazard controlled.CITATION:Ham, B?W, 2014. The legacy of underground coal mining – mine subsidence: Ipswich coal measures case study, in Proceedings Life-of-Mine 2014 , pp 113–120 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Jul 16, 2014

By R M. Stephenson

Large diameter raise boring is a common raise excavation method in the Australian mining industry. Geotechnical investigations were conducted on several large diameter raise bore projects at Gwalia Mine to assess the potential for instability and potential back-reaming problems. A thorough geotechnical analysis and subsequent back-analysis was conducted on a vent raise excavated at 5.5 m diameter and 810 m length.The geotechnical investigation for the vent raise included collection of data from an acoustic televiewer survey that was conducted on the pilot hole. The survey results provided structural data and an insight into the effects of stress on the pilot hole. Structural analysis was conducted using a combination of information obtained from the acoustic televiewer survey and geotechnical logs of the diamond drill core drilled close to the site.Further information was collected from drillers’ plods from pilot hole drilling and back-reaming to conduct a back-analysis of the completed shaft, and this was compared with the structural analysis.The key finding from this review was that the acoustic televiewer survey of the pilot hole accurately identified locations with blocky conditions. This is an important supplement to the information available from the main geotechnical investigation hole, as this was offset from the shaft location over most of its path.CITATION:Stephenson, R M and Sandy, M P, 2014. Structural analysis of acoustic televiewer logs for large diameter raise bored shafts, in Proceedings 12th AusIMM Underground Operators’ Conference 2014 , pp 89–96 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Mar 24, 2014

By M P. Sandy, V Louchnikov, V Eremenko, M Orunesu, O Watson

"Surface support is a key component of most ground support systems which are applied as a means of reducing the risk of rockfall occurrence and maintaining serviceability of mine development. Surface support has two primary functions: distributing the applied load throughout the system by providing connection between rock bolts retaining smaller rocks that unravel between rock bolts.Confinement is also provided to the rock mass, which may increase its capacity to resist further degradation or loosening.Surface support has been routinely installed in most underground mines around the world for many years, yet the operators are still not always certain which type is best suited for deformable ground conditions. A number of factors need to be taken into consideration prior to selecting the type of surface support liner, such as its capacity, availability, practicality of installation, manual handling and loading conditions (static or dynamic) to ensure the system’s optimal performance in terms of safety and costs.This paper presents an overview of the surface support types currently used in underground mines in Australia. Shotcrete, weld mesh, high-tensile chainlink mesh, reinforced weld mesh and high energy absorption (HEA) mesh are discussed. A detailed description of each system is provided in terms of capacity, energy absorption, installation cycle and costs. The cost of each system has been normalised to the units of energy absorbed. The information presented in this paper can be used by underground operators as a reference guide when deciding on suitable surface support type for deformable ground conditions.CITATION:Louchnikov, V, Sandy, M P, Watson, O, Orunesu, M and Eremenko, V, 2014. An overview of surface rock support for deformable ground conditions, in Proceedings 12th AusIMM Underground Operators’ Conference 2014, pp 57–66 (The Australasian Institute of Mining and Metallurgy: Melbourne)."

Mar 24, 2014

By R M. Krek

The haulage system used to convey ore from an underground mine to a surface stockpile at the mine process plant is a vital component of the mine’s overall infrastructure and economic viability. The system selected has a significant impact on the set-up of the mine and the access to the underground mine. In turn, the set-up of the mine and the access to the underground mine have a significant impact on the system.A number of haulage technologies are available to transfer the ore from the underground workings to the surface stockpile, including hoists, conveyors, rail and trucks.This paper focuses on the shaft hoisting and inclined conveyor haulage technologies. These technologies have been used consistently to deliver ore from at depth and/or at high tonnage. Previous reviews of the appropriate vertical haulage systems have nominally been restricted to the respective systems only, with no consideration for any other scope or issues that may affect the selection. The selection of the appropriate vertical haulage system, whether shaft hoisting or inclined conveying, needs to consider numerous key factors.CITATION:Krek, R M and Northcote, A E A, 2014. A holistic viewpoint for selecting the vertical haulage system – shafts and conveyors, in Proceedings 12th AusIMM Underground Operators’ Conference 2014 , pp 289–296 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Mar 24, 2014

By D Kent, R Paine

"Automated mining systems are increasingly being seen as a key requirement for a productive mining operation in the future. The importance of an integrated communication network infrastructure to support such systems is growing.This paper outlines the introduction of automated mining systems in large conventional mines as well as their growing role in block cave mines currently operating or being developed. The paper will then focus on a case study of how the communication infrastructure is fundamental to the operation of such systems and explain why the resultant communication networks require much more than just increased bandwidth (data capacity) to properly support the automation system within the overall mine operation.Mining operations already embarking down this road are discovering that the required network must be based on a true enterprise level architecture to not only enable the mine’s current plans for remote and automated mining, but also provide a scalable and integrated platform for future developments and requirements. The emerging issues for the communication network to truly support automation systems include: increased complexities of operating and maintaining multiple networks integration issues with disparate systems problems with reporting particularly as demands for corporate reporting and compatibility with enterprise systems become the norm ongoing management challenges, which will only increase with the proliferation of new technologies.The paper will explore how certain mining operations are addressing this by adopting a long-term strategy for automation deployment, which includes laying the necessary foundation architecture to meet their current requirements, while supporting their future visions for the fully automated mine.CITATION:Paine, R and Kent, D, 2014. Developing the foundation communication infrastructure to support remote and automated mining initiatives in underground mines, in Proceedings 12th AusIMM Underground Operators’ Conference 2014, pp 151–158 (The Australasian Institute of Mining and Metallurgy: Melbourne)."

Mar 24, 2014