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By D Maconochie, S Pradhan, M Reed

The Waterview Connection will provide a high-quality strategic alternative to State Highway One and complete Auckland’s Western Ring Route connecting State Highways 20 and 16. The project includes twin three-lane motorway tunnels 2.4 km long and 13.1 m internal diameter (ID). The tunnel construction started in November 2013 using the tenth largest earth pressure balance (EPB) tunnel boring machine (TBM) in the world. The tunnels will pass beneath urban and greenfield areas as well as a major local arterial road. The project is being delivered by an alliance of constructors, designers and the New Zealand Transport Agency. This paper describes some of the key innovative and cost saving design solutions that have been achieved through collaboration in the alliance environment with the construction team, owner’s verifier, the segmental lining precast suballiance and the M&E suballiance for the underground works. The key design elements of the tunnel comprise a three-lane roadway, invert culvert and backfill, precast segmental lining, sixteen mined cross passages including a low point sump cross passage and steel segments for opening to the cross passages. This paper reviews interdisciplinary design integration and the economies achieved in the permanent works tunnel lining design, including reduction in lining thickness and optimising reinforcement, cross passage separation of 150 m, efficient design of the invert culvert and backfill design, main drainage pipe and low point sump. The paper also describes the attributes of the TBM and the invert culvert construction methodology.CITATION:Pradhan, S, Maconochie, D and Reed, M, 2014. Tunnel design in an alliance for Waterview Connection, New Zealand, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 425–430 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By L Galisson, E Audigé, D Sowers

Establishing a robust geotechnical instrumentation and construction monitoring plan is one of the keys to the successful delivery of the world’s largest soft-ground bored tunnel in Seattle, Washington. The paper describes and provides a return of experience on current and best practice for monitoring tunnelling projects in urban areas. The owner’s contractual approach is discussed to highlight the flexibility of the design-built contract in achieving equal or better solutions by allowing for the use of innovative technics. Special attention is given to the management and involvement of third parties (building owners, utility owners), including the public, to overcome all challenges faced during the installation of the monitoring system in downtown Seattle for over 1000 instruments. Finally, the authors present the strategies implemented for managing the monitoring data and communicating with the owner, contractor and stakeholders.CITATION:Sowers, D, Galisson, L and Audigé, E, 2014. Current and best practice for monitoring tunnelling projects in urban areas – Alaskan Way bored tunnel, Seattle, Washington, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 441–450 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By I Coombes, M Trim, Y Sun, M McRae, A Spiegl, H Lagger, A Amon, P Barraclough, M Villeneuve

The Brisbane Airport Link Project (AirportlinkM7) includes the design and construction of more than 12.5 km of tunnels, with the Kedron interchange including four ramp tunnels that intersect with mainline tunnels and result in caverns with spans of up to 26 m. These caverns are in highly variable ground conditions with less than 35 m of cover underlying residential neighbourhoods and commercial properties. The Kedron caverns were constructed using the sequential excavation method (SEM). Owing to complex geometry and excavation sequence, the caverns were designed based on numerical modelling methods, including both two- and three-dimensional models. These numerical methods were used to develop a suite of support types with excavation sequences for the expected range of ground conditions. A combination of methods that included in-tunnel monitoring (convergence monitoring and extensometers), probe holes, endoscope probes, face mapping and ground settlement measurements were used to verify performance of the tunnel support systems and to select and refine the appropriate support system for each section of the caverns. The construction monitoring data indicated that numerical modelling can provide a good basis for predicting the performance of large-span underground openings in highly variable ground conditions. This paper presents a comparison of the performance of the caverns predicted by state-of-the-art numerical models and the actual measured performance.CITATION:McRae, M, Villeneuve, M, Trim, M, Sun, Y, Barraclough, P, Spiegl, A, Amon, A, Lagger, H and Coombes, I, 2014. Brisbane Airport Link Project – design and construction of the 26 m span Kedron Caverns: comparing monitoring data with the design, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 295–306 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By B Rouvray, R Bertuzzi

The development of a design-and-construct tunnelling project in Australia from its concept to its construction requires designs to be prepared and reviewed at several distinct stages prior to documenting ‘for construction’. On recent projects the post-tender stages have been variously called 30 per cent—70 per cent—100 per cent; or concept–substantial–final; or system definition–preliminary–critical. The design is reviewed at each stage by the designer’s internal reviewer, the contractor and its independent advisor(s), the owner and its independent advisor(s), the project’s independent certifier, proof engineers and often third-party stakeholders and their advisors. Documentation for each stage often dominates the design effort, at times distracting from design. This paper presents the authors’ experience of this design-and-review process. Comparisons of design budget and actual design spend and design program implications are presented. It is postulated that a subtle change has occurred in our industry that has diminished the value of the design dollar. Is there a better process? An alternative is suggested.CITATION:Bertuzzi, R and Rouvray, B, 2014. Reducing the cost of tunnel design in Australia, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 501–506 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By G Jones

The Singapore Land Transport Authority (LTA) has been procuring the expansion of their underground mass rapid transit rail network at a prodigious rate since the first line opened in 1987. Four lines (149 km) are currently operating and several more lines are at various stages of planning/construction; one of these is the Downtown line stage 2 (DTL 2).DTL 2 contract C917 was awarded in September 2009 for S$320 M. On 18 June 2013 the original contractor became insolvent, leaving the works incomplete. Following a fast-tracked tender process, McConnell Dowell was awarded the S$254 M contract on 29 August 2013 to complete the works. This contract includes two underground stations constructed by cut-and-cover methods and twin bored tunnels between the stations. Each tunnel is 1400 m long, excavated by earth pressure balanced (EPB) tunnel boring machines (TBM) at an average depth of 20 m and segment lined to 5.8 m inner diameter. The tunnel alignment is located under a busy five-lane road lined with prime residential real estate and congested with utilities.To compound the difficulty the tunnels are located within the notorious Bukit Timah Granite formation. This has a very wide range of strength, from below 1 MPa to over 300 MPa. This strength range is a consequence of six weathering grades, from soil to fresh rock, with the fresh granite causing severe abrasion problems. The various grades can occur within a very short distance of each other. Consequently, the problem of supporting a mixed face exists, particularly in the intermediate weathering grades where intact rock is encountered in the invert and corestones within a loose soil matrix in the crown, which can increase the instability by allowing the ground to flow into the TBM.The focus of this paper will be the excavation of the bored tunnels by EPB TBM used by McConnell Dowell to complete these challenging works.CITATION:Jones, G and Shepherd, J, 2014. Earth pressure balanced tunnelling in a dense urban environment, C917A, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 41–50 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By E S. Bernard

Toughness testing of fibre reinforced concrete (FRC) at 28 days age is typically undertaken as part of quality control for the many applications where fibres are used in concrete, including shotcrete, tunnel segments, and cast-in-place tunnel linings. The performance achieved at 28 days is usually assumed to be retained with increasing age. However, as the average strength grade of concrete used in most tunnelling applications, including tunnel segments, has steadily increased over the last 20 years, this assumption is becoming increasingly unviable. This is because for some types of fibre the mode of post-crack fibre behaviour depends on the strength of the concrete and can change from a desirable high-energy pull-out mode to a low-energy rupture mode as the strength and age of concrete increases. This paper describes a series of trials performed over two years in which the American Society for Testing and Materials (ASTM) C1609/C1609M beam tests were used to assess the performance of FRC reinforced with two widely used brands of steel and macro-synthetic fibre. The hooked-end steel fibres used for half the beams exhibited a dramatic fall in performance beyond 56 days age as the mode of failure changed from pull-out to rupture. The other fibre did not exhibit a fall in performance with age. This phenomenon highlights the need to quantify performance of FRC at much later ages when long-term performance is required, for example, to resist seismic events or changes in ground stress due to nearby excavations. As an alternative, a reduction factor may be applied to the performance of FRC mixes for which evidence of satisfactory long-term performance is not?available.CITATION:Bernard, E S, 2014. Age-dependent changes in post-cracking performance of fibre-reinforced concrete for tunnel?segments, in Proceedings 15th Australasian Tunnelling Conference 2014, pp 229–236 (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 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 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 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 Tom Dettweiler, Robina Sharpe, Wright. Michael

The International Seabed Authority and a number of countries have or are in the process of developing environmental impact assessment guidelines and legislation for seafloor mineral development. The formal decision to grant a project an environmental permit is based on an environmental and social impact assessment (ESIA), culminating in an environmental impact statement (EIS). The EIS needs to be supported by sufficient data upon which an assessment of impacts can be made and mitigation measures developed. Given the remote locations of many seafloor prospects, collection of sufficient environmental data to inform an EIS is often a difficult, expensive and lengthy process.

Sep 1, 2014

By D van der Spuy, T Kewe, K Keet, N Moffatt, A P. Paine

The Blue Cube Mineral Quantifier Inline (MQi) instrument uses reflective light spectroscopy and advanced chemometrics to measure mineral or elemental grade in a slurry line. The instrument takes scans continuously and sends data to the DCS or PLC control system.Controlling the concentrate grades on a flotation circuit using low-frequency measurements can be difficult or impossible, especially on a circuit that has fast process dynamics. The ability to rapidly measure changes in grade makes it possible to continuously manipulate the flotation circuit operating parameters such as level, airflow and reagent addition set points to optimise plant performance throughout changing conditions.At Barrick’s Porgera mine in Papua New Guinea the flotation circuit feeds sulfide concentrate slurry to a pressure oxidation circuit. In order to maximise gold recovery in the flotation plant and increase performance in the pressure oxidation process, there is a stringent requirement to maintain a stable and optimum sulfur grade. The gold recovery is directly affected by the sulfur grade as most of the gold at Porgera is submicroscopic and associated with the sulfides (disseminated?pyrite).Porgera considered various points in the flotation circuit for installing Blue Cube analysers. This was part of a plant upgrade to improve process control. Due to budget constraints it was decided to initially only install one Blue Cube analyser on the final concentrate stream of the flotation circuit measuring sulfur, sulfides, gold and particle size. The accuracy of the calibration results were very good for all these properties. The sulfur measurement was used in an advanced control system to optimise and stabilise the grade. The paper presents comparisons between mineral grades determined using analytical laboratory analyses and the online Blue Cube data measurements, as well as benefits achieved by measuring grade online. An analysis of the plant data before and after installation of the Blue Cube and the advanced process control upgrade indicate that the flotation recovery increased by 1.98 per cent.CITATION:Kewe, T, Moffatt, N, Strobos, P, van der Spuy, D, Paine, A P and Keet, K, 2014. Evaluation of the Blue Cube MQi slurry analyser for application in an advanced control system for the optimisation of a gold sulfide flotation circuit, in Proceedings 12th AusIMM Mill Operators’ Conference 2014 , pp 357–362 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 1, 2014

By Peter Kowalczyk

Magnetic surveying and map production is well established in land based mineral exploration. Magnetic data are routinely used to map geology in covered terrains, to estimate the depth to basement in overburden covered areas, and to identify altered zones, mineralization, bedding attitudes, and fault networks both regionally in map view, and through interpretation to depth in 3D. Best practices for magnetic survey methods and magnetic interpretation exist in all areas of land based geophysical survey methodology - mineral exploration, hydrocarbon exploration, geological mapping, archeological mapping, and in military applications. At sea, and particularly under the sea, sophisticated magnetic surveys are being done, but it can be argued that these are primarily in niche applications, for example in naval mine-hunting and UXO applications. Magnetic data is not normally collected on AUVs and ROVs conducting mapping and hydrographic survey operations. OFG has developed physical and mathematical calibration routines so that magnetometers can be mounted directly onto AUV and ROV bodies where significant heading errors and magnetic gradients exist. This simplifies the routine deployment of magnetometers on AUVs and ROVs for mineral exploration and other magnetic survey applications without the need for towed bodies, ungainly mounting frames, or degaussing of the survey equipment. Our experience shows that magnetometers can be operated routinely on AUVs and ROVs and that with careful processing useful maps can be produced routinely at low cost.

Sep 1, 2014

By F Burns, G Peachey

The Hidden Valley process plant has recently undertaken a program to relieve process flow bottlenecks and improve process automation. An environment of cost reduction and restrained capital necessitated solutions that primarily utilised existing equipment and internal resources. Removing bottlenecks relieved pressure from a strained circuit that was unable to maintain consistent performance. Improved process automation firstly stabilised the process, then allowed the circuit to sustainably operate at the expanded capacity limits. These allowed implementation of an operating approach that focused process operators towards identifying and resolving process disturbances in advance. Plant recovery and throughput have markedly improved as a result.CITATION:Burns, F and Peachey, G, 2014. Recent process improvements at Hidden Valley gold mine, in Proceedings 12th AusIMM Mill Operators’ Conference 2014 , pp 43–54 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 1, 2014

By Marina Carreiro-Silva, Cátia Cardoso, Bruce Shillito, Lisa Mevenkamp, Alastair Brown, Maria J. Bebianno, Juliette Ravaux, Inês Martins, Nélia C. Mestre, S. Sousa Vânia

Mineral extraction activities in the deep sea will expose the local fauna to potentially toxic compounds. However, very few data are currently available on the complex ecotoxicological risks to deep-sea fauna from the potential release of heavy metals, trace metals and Rare Earth Elements (REEs). Nonetheless, this is key information essential to support the regulation of industrial activities in the deep sea. One of the fundamental issues that the MIDAS project will address consists in exploring the concept of whether the existing toxicity test protocols and limits established in shallow-water species are applicable to deep-sea mining. We will detail the specific challenges to recommending exposure limits within the deep sea and show preliminary results of comparative toxicity tests in the shallow-water and in the deep-sea environment.

Sep 1, 2014

By R Wynn, T J. Akroyd, C Costa

In an environment of lower zinc prices, falling revenues and reducing zinc feed grades, Century mine implemented a fast-tracked capital upgrade program in less than 15 months. The program was designed to increase ore milling throughput capacity by 20 per cent and optimise the capacity of the flotation plant to increase zinc recovery by approximately 2.5 per cent whilst maintaining final zinc concentrate grade.A key aspect of this program was minimising capital expenditure by better utilising existing capacity and only adding capacity where absolutely required to address critical processing bottlenecks. By gaining an understanding of plant process bottlenecks and future ore blends, and by carefully selecting appropriate technologies for particular specific flotation applications, maximum return on minimal capital investment was achieved.The close collaborative work achieved between the metallurgy processing department and other operational departments on-site was also critical to the success of this project. This work increased the mining and processing capacity of the mine and port site respectively, such that the full value of the process plant modification could be achieved.Capital payback on this investment was achieved in approximately three and a half months.This case study demonstrates the extra value to a mining business that can be achieved through fully understanding the mining/processing value chain and by careful targeted action to address critical bottlenecks in the processing chain from the mine through to the port site.CITATION:Akroyd, T J, Wynn, R and Costa, C, 2014. MMG Century Mine, a case study – maximising project net present value through targeted capital expenditure and process optimisation against a backdrop of falling metal prices and feed grades, in Proceedings 12th AusIMM Mill Operators’ Conference 2014 , pp 417–426 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 1, 2014

By R Araya, G Harbort, D R. Seaman, L Huynh, P D. Munro

In today’s operating environment many conventional cleaner circuits struggle to produce final grade concentrate with acceptable levels of non-sulfide gangue and/or penalty elements. This is primarily due to poor selectivity and the entrainment of gangue, and is further exacerbated by the processing of lower grade ores with more complex mineralogy that require finer grinding for liberation. In new concentrators, the standard approach to cleaner circuit design is to define the number of stages of mechanical cells required to achieve the desired concentrate grade. Residence time is the primary factor to size cells and to determine the number of cells required to attain target recovery. While it is required for recovery, a bank of mechanical cells is not the ideal solution to maximise concentrate grade. Relatively coarse bubble size means slow flotation of fines, requiring long residence times. The combination of long residence times and no froth washing means higher entrainment as the pulp becomes more barren and froth stability decreases down a bank.In recent years, the Jameson Cell technology has been retrofitted into a number of concentrators around the world to solve both cleaner circuit capacity and concentrate grade issues. Jameson Cells have been installed at the head of conventional cleaner circuits to produce final grade concentrate in a single step of flotation using a single cell (referred to here as ‘cleaner scalping’ duty). The experience gained from these installations has provided the platform for the design of improved and simpler cleaner circuits that will perform better and be more robust to operate. This paper analyses traditional cleaner circuit designs and explains the philosophy behind new hybrid cleaner circuits, which use Jameson Cells to produce final concentrate and mechanical cells for a ‘cleaner scavenger’ duty. The advantages of the new cleaner circuit design are demonstrated by a case study from an operating plant. Engineering studies show that the better metallurgical performance can be achieved with less equipment than conventional cleaning designs, reducing capital cost, operating cost, and with more than 30 per cent energy savings.Finally, the paper describes simple modifications to the standard laboratory flotation test procedures which accurately simulate this new cleaner circuit using routine equipment.CITATION:Huynh, L, Araya, R, Seaman, D R, Harbort, G and Munro, P D, 2014. Improved cleaner circuit design for better performance using the Jameson Cell, in Proceedings 12th AusIMM Mill Operators’ Conference 2014 , pp 141–152 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 1, 2014

By M Zanin, E Chan, D Xu

An experimental design has been developed to investigate the relative influence of distinct pulp and environmental properties on froth stability in the flotation of a typical porphyry copper ore. In particular, factors such as frother and collector type, feed particle size (P80), solids per cent, composition (chalcopyrite and pyrite content), as well as grinding environment (mild steel versus stainless steel, high and low pH) have been varied in a controlled manner, and the resulting froth stability evaluated. A previously developed froth stability column, based on the Bikerman approach, was used to measure the froth height and half-life in each test. The relative effect of each factor is presented here on a comparative basis. It is shown that frother type is the most important factor, with marked difference in froth stability when switching from methyl isobutyl carbinol (MIBC) to glycol based frothers. Solids per cent and particle size also play a significant role. The grinding environment had lesser effect on the resulting froth stability, although mild steel grinding gave higher froth stability compared to stainless steel grinding. The experimental evidence supports the hypothesis that in porphyry copper flotation the grinding environment influences surfaces oxidation, pyrite activation and the extent of hydrophobic particles reporting to the froth phase. This has an indirect effect on the resulting froth stability, which is however small if compared to the other factors. This work is still in progress, and extension to other mineral systems is planned. However, some insights are offered to operators on the parameters which are more likely to have an impact on froth stability in copper flotation plants.CITATION:Zanin, M, Chan, E and Xu, D, 2014. Empirical evaluation of factors affecting froth stability in copper flotation, in Proceedings 12th AusIMM Mill Operators’ Conference 2014 , pp 193–200 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 1, 2014

By D Semini, B Newcombe

Base-metal sulfide refractory gold ores often contain a portion of ‘free’ gold that is amenable to recovery using gravity concentration methods, whilst the refractory portion of the gold is better recovered using flotation. The decision as to whether a plant treating a refractory gold ore should utilise gravity concentration or a flash flotation circuit (or a combination of both) within the grinding circuit is usually made at the design stage of flow sheet development. Very limited data is available in the published literature which provides an industrial scale comparison on which to base such a decision and conventional laboratory testing methods are often the only way of obtaining such data. The optimum processing route will also be mineralogy dependent.This paper presents the findings of operating a refractory gold plant with either flash flotation (normal operation) or a combination of flash and gravity recovery methods treating the cyclone underflow stream and will demonstrate the regions of the recovery profile that each contributes to. Size-by-assay analysis has been performed on a number of streams around the operating plant to gain an insight into the changes that occur when the gravity circuit is in operation in addition to the flash flotation circuit. A discussion around the implications to overall plant operation in combining the use of a batch process (gravity concentration) with a continuous process (flotation) is presented.CITATION:Newcombe, B and Semini, D, 2014. Interactions between flash flotation and gravity concentration – an industrial case study of a refractory gold concentrator, in Proceedings 12th AusIMM Mill Operators’ Conference 2014 , pp 427–436 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 1, 2014