geohazards in transportation in the appalachian region
TRANSCRIPT
11th Annual Technical Forum
GEOHAZARDS IN TRANSPORTATION IN THE
APPALACHIAN REGION
August 2‐4, 2011Chattanooga, TN
Hosted by:
Tennessee Department of Transportation
Sponsored by:
CENTER FOR ENVIRONMENTAL, GEOTECHNICAL, AND APPLIED SCIENCES
Appalachian Coalition
Chair: Dr. Tony Szwilski, P.E. Co-Chair: Kirk Beach
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11th Annual Technical Forum GEOHAZARDS IN TRANSPORTATION IN THE APPALACHIAN REGION
DoubleTree Hotel, Chattanooga, TN, August 2‐4 2011
TECHNICAL PROGRAM
DAY 1: August 2, 2011 FIELD TRIP (8:00 a.m. to 5:00 p.m.) 5:00 – 7:00 p.m. Exhibitor Set Up7:00 – 9:00 p.m. Reception and Registration DAY 2: August 3, 2011 7:00 a.m. Registration8:00 a.m. Welcome: Tony Szwilski (CEGAS) Opening Session: Rockfalls and Rock Reinforcement Chair: Vanessa Bateman (USACE Nashville)
1) Recent Developments in Rockfall Barrier Applications and Testing ‐ Pete Ingraham, Golder.
2) SPIDER Rock Protection System ‐ Joseph Bigger, Geobrugg .
3) Response to Rock Slope Failure at Ocoee#2 diversion Flume ‐ Lindsay Cooper
4) Repair of the SR 115 (US 129, Tail of the Dragon) Rockslide, near Maryville, Tennessee ‐ David
Barker, TDOT.
10:00 a.m. BREAK 10:30 a.m. Concurrent Sessions Session 2: Mines and AMD Issues‐Part 1. Chair: Kirk Beach (ODOT)
1) Hazardous Highwalls‐ Ground Control for Surface Mines ‐ Patrick E. Gallagher, P.E., CPGS,
President of CTL Engineering of WV, Inc.
2) Mine Subsidence Engineering: An Overview ‐ Gennaro G. Marino, Ph.D., P.E. of Marino
Engineering Associates, Inc.
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3) Engineering Geophysical Applications to Mine Subsidence Risk Assessment ‐ Kanaan Hanna,
Steve Hodges and Jim Pfeiffer of Zapata Incorporated, Blackhawk Division and Keith Heasley of
West Virginia University.
Session 3: Geohazards and Infrastructure Chair: Len Oliver (TDOT)
1) Mitigation of Shallow Plane Slope Failures and Severe Erosion of Slopes Using Geosynthetic
System Technology ‐ Melanie Furman, P.E., and Michael F. Clements of Huesker.
2) An Innovative Approach to Characterizing, Permitting, and Constructing Landfills in Karst
Geologic Settings ‐ Robert Bachus, Geosyntec
3) Railroads vs. Earthquakes ‐ John R. Tomlin, P.E., Engineer ‐ Geotechnical Services, Norfolk
Southern Railway Company.
4) Heartland Corridor Clearance Improvement Project ‐ Norfolk Southern Railway Company,
Walton, Virginia to Columbus, Ohio – Randy Zeiger, AMEC
12:30 p.m. LUNCH: Speakers ‐ Chester Sutherland; Wes Hughen 1:45 p.m. Concurrent Sessions Session 4: Flood Inundation Prediction Chair: Hugh Bevans (USGS)
1) Using Geographic Information System Methods to Map and Predict Flood Inundation in
Tennessee ‐ David E. Ladd, Hydrologist, USGS Tennessee Water Science Center, Nashville,
Tennessee.
2) Inundation Information on the Internet‐‐Flood Forecasting Everybody Can Use ‐ S.G. (Jerry)
Gilbert, P.E., DEE., CFM and John D. Rains, Engineering Perfection, PLLC, South Charleston, West
Virginia.
3) A Partnered Flood Inundation Mapping Initiative ‐ Scott E. Morlock, Deputy Director, USGS
Indiana Water Science Center, Indianapolis, Indiana.
4) Forecast‐Flood Inundation Maps Using Two‐Dimensional Hydraulic Modeling: A Pilot Study for
the Snoqualmie River, Washington ‐ Joseph L. Jones, Hydrologist, USGS Washington Water
Science Center, Tacoma, Washington.
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Session 5: Karst Issues Chair: John Tomlin (NS)
1) Geotechnical Roadway Design for Karst Environments ‐ Walter G. Kutschke, PhD, PE, URS Corporation, Pittsburgh, PA.
2) Case Histories of Sinkhole Remediation Using Cap and Compaction Grouting ‐ Michael Bivens, P.E., Rembco Geotechnical Contractors, Inc., Knoxville, TN.
3) Karst Geohazards Along Highways In East Tennessee, Identification and Mitigation ‐ Harry Moore, Golder Associates, Atlanta, GA.
4) Geo‐Design Applications In Karst Environments ‐ William D. Spencer, P.G., Jaye Richardson, and Christopher Ramsey, PE, AMEC Earth & Environmental, Nashville, TN.
Session 6: Mines and AMD Issues‐Part 2. Chair: Kirk Beach (ODOT)
1) Pandora’s Box: The Skytop Section of Route I‐99, Centre County, Pennsylania ‐ David (Duff) P.
Gold, P.G., Department of Geosciences, The Pennsylvania State University, Arnold G. Doden,
P.G. of Geologic Mapping and Resource Evaluation, Inc., and Lawrence A. Beck, P.E.
2) IHI Underground Coal Mine Fire Mitigation: Geophysical Geotechnical Evaluation / Excavation
and Quenching Project ‐ Kanaan Hanna, Steve Hodges, and Jim Pfeiffer of Zapata Incorporated,
Blackhawk Division, Golden, CO and Adolph Amundson, Tara Tafi and Steve Renner of the
Colorado Division of Reclamation, Mining and Safety, Denver, CO.
3) Conceptual Alternative Study for the Remediation of Existing Gypsum Mines under SR‐2 ‐
Andrew Wolpert, P.E. of CH2M HILL, Lynn Yuhr P.G. of Technos, Inc., Pat Gallagher, P.E., P.S.,
CPGS of CTL Engineering of WV, Inc. and Warren Whittaker of Workhorse Technologies, LLC.
3:45 p.m. BREAK 4:15 p.m. Concurrent Sessions Session 7: Instrumentation and Monitoring Chair: Steve Brewster (USACE Huntington)
1) Instrumentation of the I‐40 Slide near Rockwood, Tennessee ‐ Lori McDowell, TNDOT.
2) Monitoring of Geohazards Impacting Highway Projects using TDR ‐ Dr. Kevin O'Connor.
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3) Soo Locks Construction Instrumentation ‐ Ronald J. (Jeff) Rakes U. S. Army Corps of Engineers,
Huntington District.
4) Instrumentation as a Construction Monitoring Tool and the use of Controlled Response
Communications ‐ William (Bill) Walker, and Michael Zoccola, U. S. Army Corps of Engineers,
Nashville District.
Session 8: Geotech Structures Chair: Wael Zatar (MU)
1) CSXT Emergency Response for Flood Repairs ‐ Christopher Ramsey, AMEC Earth &
Environmental.
2) Wolf Creek Dam Foundation Remediation: An Update on Construction Progress and Associated
Lessons Learned ‐ Joshua Bomar, U. S. Army Corps of Engineers, Nashville District.
3) Navigation Lock Foundation Design in Complex Karst Geology at Chickamauga Dam ‐ Mark Elson,
Juan Payne, and Dewayne Ponds, US Army Corps of Engineers.
4) Influence of Weak Pennsylvanian System Shales in OH and KY on Transportation Projects ‐ Rich
Williams, Stantec.
6:15 p.m. Adjourn DAY 3: August 4, 2011 7:30 a.m. Registration 8:00 a.m. Concurrent Sessions Session 9: Failures and Forensic Geology Chair: Brian Bruckno (VDOT)
1) Defining a Role for Geology and Forensic Geology in Site Characterization for LRFD ‐ Robert C.
Bachus, Ph.D., P.E., Geosyntec Consultants, Kennesaw, GA, Naresh Samtani, Ph.D., P.E., NCS
Consultants, Tucson, AZ
2) Do’s and Don’ts for Geotechnical Investigations in Appalachian Karst ‐ Joseph A. Fischer, P.E.,
PhD, President Geoscience Services.
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3) Digital Photos and 3D Models for Documentation and Visualization of Failed Slopes ‐ Jeffrey R.
Keaton, MACTEC Engineering and Consulting, Inc., Los Angeles, CA, John C. Mason, MACTEC
Engineering and Consulting, Inc., Knoxville, TN, Carl D. Tockstein, MACTEC Engineering and
Consulting, Inc., Knoxville, TN and Stanley L. Hite, MACTEC Engineering and Consulting, Inc.,
Richmond, VA.
4) A Rock Stress Release Failure and Quarry Flooding Attributed to the May 2010 Nashville Flood ‐
John D. Godfrey, Jr., P.E. (Presenter), K.S. Ware & Associates, LLC, Gregory W. Brubaker, P.E, K.S.
Ware & Associates, LLC
Session 10: Information Technology and Data Delivery Chair: Matt Crawford
1) Displaying Joint Data via the Kentucky Geological Survey’s Online Map Service ‐ Steven L. Martin,
Kentucky Geological Survey, Lexington, KY.
2) Analysis of the Geologic Context of Maintenance Costs for Rockfalls, Landslides, and Sinkholes in
Kentucky: Phase II ‐ Overfield, B.L., Weisenfluh, G.A., Carey, D. I., and Wang, Rebecca. Kentucky
Geological Survey, University of Kentucky, Lexington, Ky.
3) Tennessee's Geohazard Management Program: Moving from Disaster Recovery towards Asset
Management – Vanessa Bateman, U. S. Army Corps of Engineers, Nashville District.
4) Using Geographic Information System Techniques to Identify and Delineate Karst Features in
Tennessee ‐ David E. Ladd, Hydrologist, USGS Tennessee Water Science Center, Nashville,
Tennessee.
10:00 a.m. BREAK 10:30 a.m. Session 11: Landslides Chair: Ben Rivers (FHWA)
1) Mapping Landslide Hazards Using Lessons from Earthquake Insurance ‐ Jeffrey R. Keaton,
MACTEC Engineering and Consulting, Los Angeles, CA, and Richard J. Roth, Jr., Consulting
Actuary, Huntington Beach, CA.
2) Stabilization of a Large Wedge Failure Utilizing a Passive Anchor System, Interstate 40, North
Carolina, Pigeon River Gorge ‐ Jody C. Kuhne, North Carolina Department of Transportation,
Asheville, NC.
3) Slope Failure and Underlying Geologic/Manmade Causes ‐ Joseph D. Carte and George A.
Chappell Sr., West Virginia Division of Highways, Charleston, WV.
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4) Coupled Use of Instrumentation and Geologic History to Assess Movement, Performance, and
Stabilization of Large Landslide in Western Pennsylvania ‐ Robert C. Bachus, Jill Simons, and
Leslie Griffin, Geosyntec Consultants, Kennesaw, GA.
12:30 p.m. Closing Remarks and Adjourn
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GEOHAZARDS IN TRANSPORTATION IN THE APPALACHIAN REGION
ABSTRACTS
DAY 1
Opening Session: Rocks and Rock Reinforcement
Chair: Vanessa Bateman (USACE Nashville)
Recent Developments in Rockfall Barrier Applications and Testing
Pete Ingraham, Golder
ABSTRACT: Rockfall barriers have been in use by transportation departments for over 25 years in
the US. Barrier technology has improved over time to include a broad range of materials to catch
and arrest falling rocks, and to be used for rockfall drape systems to control rockfall trajectory.
Pinned drape systems, commonly used in Europe are gaining favor in some states where roadways
are narrow and do not have shoulders. Hybrid systems combining barrier and drape systems to
control rockfalls and attenuate rockfall energy have been developed in the US and are now gaining
popularity in Europe. Testing procedures for barriers has been established for EU countries and is
being developed for north American application under AASHTO. The current state of practice in
North America and Europe is reviewed for these systems together with testing methods and
upcoming developments from NCHRP and TRB regarding applications and testing.
SPIDER Rock Protection System
Joseph Bigger, Geobrugg
ABSTRACT: Stabilizing rock formations or blocks has been a combination of engineering and art
and common techniques include rock bolts with or without cable lashing and/or nets. The recent
development of SPIDER Nets lead to the SPIDER Rock Protection System for stabilizing rock
formations. Further, the Ruvolum Rock Dimensioning program was changed for the SPIDER System
and it is now a tool for engineers and designers to use. The program is used on‐line and it allows
the user to analyze sliding and toppling mechanisms. The program is based on Mohr‐Coulomb
Equilibrium theory and it establishes the relationship between driving and stabilizing forces. The
program allows the user to input various site conditions, select anchor spacing and size and the
result is an optimized arrangement for the given conditions. As part of the program development,
the concept was modeled and tested under laboratory conditions. Field evaluation was completed
in 2009 to further verify the program. The program has been successfully used for applications in
place in Europe and Asia.
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Response to Rock Slope Failure at Ocoee No. 2 Diversion Flume
Lindsay Cooper, Staff Geologist, ARCADIS US, Inc., lcooper@arcadis‐us.com
ABSTRACT: The Ocoee rockslide occurred along the Ocoee No. 2 Flume in late April 2010
destroying approximately 70 feet of flume and damaging additional sections upstream and
downstream. An emergency assessment of the rockslide area immediately following the event
evaluated safety and stability of the site for river recreational visitors and flume reconstruction
personnel.
Three primary hazards at the site included partially detached and overhanging rocks along the
surface of the upper slope; a potentially unsettled debris pile; and possible loose rock along the
slope below the flume. In response, a rock stabilization program was developed for the upper
slope to minimize risk of additional falling rock during implementation of repairs, and a buffer
zone was established at the base of the slope to prohibit public access.
The rock stabilization of the upper slope consisted of clearing trees, scaling loose rock, and
installing rock bolts. Scaling the slope removed loose and unsupported rock slabs within the
capacity of the scaling equipment. Rock bolts were planned to secure any remaining unstable rock
slabs.
Drilling for the initial rock bolts revealed a system of interconnected voids that warranted
additional investigation. An exploratory program was conducted to further evaluate the
subsurface conditions. The exploratory investigation provided evidence of potential failure planes
deeper within the rock mass. As a result, a more comprehensive rock stabilization approach was
developed including additional rock bolts and phased excavation of the debris pile. The objective
of the modified design was to stabilize the rock mass across the deeper‐seated discontinuities
while taking into consideration the potential stability the debris pile offered to the upper slope.
The completion of debris removal and flume demolition exposed the foundation of the flume.
Fractured and loose rocks were visible all along the outer edge of the lower slope, which serve as
the flume foundation. An exploratory investigation was conducted to obtain additional
information regarding the subsurface conditions of the foundation. The results of the investigation
revealed further evidence of the uncertain stability of the foundation. The scope of work was
expanded to include rock stabilization of the lower bluff to reinforce the rock foundation of the
flume.
The rock stabilization program was performed to mitigate the unstable conditions that resulted
from the rockslide along the Ocoee No. 2 Flume. A combination of scaling and rock bolting was
performed to facilitate safe flume repair, enhance the stability of the upper slope, and reinforce
the flume foundation. The installation of post‐tensioned rock bolts places the rock mass under
compression and reduces the potential for a future slide in the area that is bolted.
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Repair of the SR 115 (US 129, Tail of the Dragon) Rockslide, near Maryville, Tennessee
David Barker, TDOT
ABSTRACT: In March of 2010, a significant rockslide event blocked SR 115 (US 129) along the
northeastern shore of Chilhowee Reservoir, near the southern terminus of the Foothills Parkway
in Blount County. Fortunately, no one was injured as a result of the slide, and TDOT Maintenance
forces cleared one lane of traffic of debris within 24 hours. However, an inspection of the slope
revealed that unstable material remained on the slope, and the geotechnical office recommended
the complete closure of the road. Although there was no choice but to close this section of road,
the decision resulted in economic hardships for several businesses that serve the motorcyclists
who travel to this area to ride “The Dragon”, a section of US 129 that boasts 318 curves in 11
miles. For this and other reasons, the Department placed a high priority on reopening this route
in a timely manner. This presentation discusses the challenges that accompany the assessment,
design, and implementation of complex slide repair on an accelerated time schedule.
Session 2: Mines and AMD Issues‐Part 1.
Chair: Kirk Beach (ODOT)
Hazardous Highwalls‐ Ground Control for Surface Mines
Patrick E. Gallagher, P.E., CPGS, President of CTL Engineering of WV, Inc., 733 Fairmont Rd.,
Morgantown ,WV , 26501
ABSTRACT: On April 17, 2007 a fatal mining accident at a surface mine in Barton Maryland,
prompted the Mine Safety and Health Administration to begin an investigation into ground
control plans where mine voids are present in a surface mine highwalls. It was determined that
ground control plans for surface mines needed to address the stability of exposed highwalls.
MSHA required that a mine highwall be designed to a minimum Factor of Safety of 1.5 against
total collapse. We completed research and developed a stability model whereby the highwall
could be analyzed using a sliding block analysis. This presentation explores all of the conditions
that affect highwall stability and how these conditions interact with the stability model. We used
the pre‐failed highwall condition at the Barton Maryland mine to establish a baseline for the
sliding block analysis and the pertinent input parameters to evaluate a given highwall. We further
developed benching and scaling recommendations to enhance the stability factor. Parameters
such as internal angle of friction, fracture orientation, mine subsidence impacts, unit weights and
other parameters were researched and defined for the model. Many conditions such as fracture
spacing, strike and dip, bench spacing, highwall slope and geologic structure are some conditions
we use in the final design of a highwall.
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Mine Subsidence Engineering: An Overview
Gennaro G. Marino, Ph.D., P.E. of Marino Engineering Associates, Inc, Urbana,IL 61801,
ABSTRACT: Mine subsidence engineering is a fairly multi‐discipline field in engineering.
Depending upon the application it can involve geophysics, mine stability design and analysis,
prediction of mine subsidence manifestations, subsidence‐structure interaction, subsidence
resistant design, and design of pre‐ and post‐subsidence mitigation and repair measures to various
types of structures, and mine stabilization design. Therefore, the most cost effective solution
involves an understanding of several aspects of the subsidence engineering. The talk will touch on
all aspects of subsidence engineering providing case history examples for illustration and will be
presented assuming the audience has limited experience in subsidence.
Engineering Geophysical Applications to Mine Subsidence Risk Assessment
Kanaan Hanna, Steve Hodges, and Jim Pfeiffer of Zapata Incorporated, Blackhawk Division, 301 Commercial Road, Suite B, Golden, CO 80401, (303) 278‐8700, [email protected]
Keith Heasley of West Virginia University, 359H Mineral Resource Building, Morgantown, WV
26506, (304) 293‐3842, [email protected]
ABSTRACT: Abandoned mines pose a serious threat to public health and safety, and the
environment. Significant hazards to miners are created when active workings approach old mine
workings. Additionally, the presence of mined‐out areas or voids underlying
residential/commercial properties, transportation and infrastructure systems can cause
subsidence issues ranging from differential settlements and sinkholes, to catastrophic collapse. All
these features can result in adverse impacts in terms of cost and public safety. Traditionally, mine
void detection and related engineering investigations for mine subsidence risk assessment and
mitigation have been greatly dependent on systematic drilling and grouting backfill programs. The
unknown location and condition of abandoned underground mines represent significant
challenges to geologists and engineers in accurately evaluating subsidence hazards and developing
appropriate mitigation measures.
A comprehensive multi‐phase mine subsidence investigation was conducted at an abandoned
mine site in the western U.S.A. The mine operated in an approximately 8‐ft thick coal seam using
room‐and‐pillar extraction in the period from 1919‐1922. The mine lies at depths ranging from 50
to 100 feet (ft), and is overlain by critical pipeline and utility corridors. Any future
subsidence/sinkhole occurring beneath or adjacent to the corridors could pose a significant threat
specifically to the structural integrity of the pipeline corridor. Therefore, the engineering
geophysical investigation was initiated to determine the potential subsidence risk.
This paper describes a recent success achieved by using integrated engineering geophysics in
subsidence risk evaluation. A summary of significant results with emphasis on subsurface
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characterization, mine workings and voids delineation, modeling analysis, and high risk zones
identification and mitigation strategy is presented.
Session 3: Geohazards and Infrastructure
Chair: Len Oliver (TDOT)
Mitigation of Shallow Plane Slope Failures and Severe Erosion of Slopes Using Geosynthetic
System Technology
Melanie Fuhrman, P.E. , Technical Engineering and Marketing Manager, Huesker, Inc., 11701‐W
South Commerce Blvd., Charlotte, NC 28273, (540) 761‐9123, [email protected]
Michael F. Clements, Huesker, Inc., 11701‐W South Commerce Blvd., Charlotte, NC 28273, (770)
331‐0980, [email protected]
ABSTRACT: The presentation will address the various modes of shallow plane slope failure and
severe erosion remediation in slopes, channels and drainage ditches where internal reinforcement
is not feasible due to right of way restrictions, construction equipment access, existing structures
or other interferences. Such problem areas cannot be repaired or have been repaired
unsuccessfully using traditional methods such as toe walls, Rip rap and standard turf
reinforcement mats. The presentation will focus on the use of an innovative geosynthetic system
combining very high tensile strength, low elongation geosynthetics and soil anchoring and
drainage systems, which have proven more economical and less prone to failure reoccurrence
than traditional methods. This system can be utilized without disrupting transportation
infrastructure (Including road closures and utility relocation) and facilitates the rapid growth of
vegetation into the underlying soil, which alleviates further damage from soil erosion. Case
studies will be featured from recent projects that have proven successful in use of this system.
An Innovative Approach to Characterizing, Permitting, and Constructing Landfills in Karst
Geologic Settings
Robert Bachus, Geosyntec
The challenges presented by geohazards are not exclusive to the transportation community.
These features also play a significant role in the permitting of environmental facilities, particularly
those situated in karst geologic settings. With regards to municipal solid waste landfills, regulators
have a significant responsibility to protect the environment and must make decisions regarding
the siting and permitting of these facilities. While these decisions are based on their objective
assessment of site‐specific characterization information, their decisions are often scrutinized by
the public and by the owner/permitte entities that often (and usually) have contrasting
interpretation of the same site characterization information. The Florida Department of
Environmental Protection (FDEP) has initiated an innovative approach to help the agency in the
decision‐making process by convening a Technical Advisory Group (TAG), comprised of several
agency‐ and industry‐recognized experts who are experienced in the investigation,
characterization, permitting, and construction of engineered facilities in karst settings. Through a
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process involving the compilation and assessment of various site‐specific factors, the TAG is
working with FDEP personnel to develop specific and objective guidelines that can be used by
owners, permitees, consultants, and the agency in developing investigation, characterization,
design, and construction strategies. The activities of FDEP and it TAG are actively reviewed by the
public, who have been requested by FDEP to participate in the process of developing these
guidelines. The objectives for making this presentation at a transportation conference are
twofold:
1. The approach being taken by FDEP and the TAG focus on technical issues regarding the
investigation, characterization, design, and construction of engineered facilities in karst
geologic settings. The authors recognize that these technical issues impact all engineered
facilities, not just those constructed for environmental applications. Therefore, the
approach developed by FDEP may benefit other agencies, owners, and consultants.
2. The participants at this conference may have specific experiences and recommendations
that will ultimately be beneficial to FDEP and the TAG. In this presentation, the authors will
actively engage the participants and will request input based of their experience and
expertise.
Railroads vs. Earthquakes
John R. Tomlin, P.E., Engineer ‐ Geotechnical Services, Norfolk Southern Railway Company, 1200 Peachtree St. NE Box 7‐142, Atlanta, GA 30309, (404) 529‐1306, [email protected]
ABSTRACT: Several large earthquakes near major urban areas have increased public awareness of
the risks of seismic activity. Public entities and private corporations need to know their risk
exposure and have appropriately measured policies, plans, and procedures developed to cope
with seismic events.
This talk discusses the risks specifically to railroad personnel, traffic, and structures and looks at
one Class 1 railway company’s plan for earthquake response.
Heartland Corridor Clearance Improvement Project ‐ Norfolk Southern Railway Company,
Walton, Virginia to Columbus, Ohio
Randy Zeiger, AMEC
The project consists of a $150M tunnel enlargement program along Norfolk Southern’s heavy‐tonnage mainline track through the Appalachian Mountains, primarily in West Virginia. The route extends from the east coast to the mid‐western United States. Through the mountains, it includes 28 tunnels ranging in length from 174 feet to 3,302 feet with a total combined length of 5.9 miles. Most of the tunnels include two parallel tracks. The goal is to achieve increased vertical clearance for double‐stack containers through each tunnel. This will reduce the current train routing distance by about 200 miles or one day travel time. The project is considered the largest single freight railroad project ever in the eastern U.S. The IPP (investigative probing program) was the initial activity at each tunnel and consisted of drilling, logging, and camera inspection of vertically upward cored boreholes and numerous open probe holes. The data were used to identify the
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appropriate method of tunnel modification, i.e. liner notching or total liner removal, and the initial ground support requirements. Construction began in October 2007 and was completed by the end of 2010. The work was performed during 10‐hour curfews or shifts scheduled around critical freight movements. Normal rail traffic was resumed after each work shift.
Session 4: Flood Inundation Prediction
Chair: Hugh Bevans (USGS)
Using Geographic Information System Methods to Map and Predict Flood Inundation in
Tennessee
David E. Ladd, Hydrologist, USGS Tennessee Water Science Center, 640 Grassmere Park, Suite 100,
Nashville, TN 37211, (615) 837‐4700, [email protected]
ABSTRACT:The May 2010 and 2011 floods in Tennessee revealed a critical need to provide the
public with accurate and timely information that might help prevent loss of life and property.
During or before a flood, maps and Geographic Information System (GIS) products depicting flood
elevation, depth, and aerial extent can provide emergency responders and property owners with
critical information to aid in rescue efforts, determine escape routes, and assess damage. An
analysis of recent and historical flood data can improve our understanding of what flood profiles
and inundated areas might look like during future floods. GIS methods and flood‐profile data can
be used to produce flood‐inundation surfaces depicting current and future flood events. The U.S.
Geological Survey (USGS) is developing a system for extrapolating flood depth and extent, based
on current or projected flood stage, and for publishing maps of inundation surfaces in a format
that is readily accessible to community planners, emergency responders, and the general public.
Inundation Information on the Internet‐‐Flood Forecasting Everybody Can Use
S.G. (Jerry) Gilbert, P.E., DEE., CFM and John D. Rains of Engineering Perfection, PLLC, 781 Echo
Road,,South Charleston, WV 25303, 304‐545‐3033, [email protected]
ABSTRACT: MyFloodAlert is a web based display of flood information. The objective of this web
site is to present current flood conditions and near‐term forecasts in the form most informative to
the user. Through improved communication of specific flood effects, the loss of lives and property
will diminish.
There are a large number of disparate data sources related to flooding phenomenon that
MyFloodAlert merges and presents in map form. Examples of the data include US Geological
Survey stream gage readings, National Weather Service stream forecasts, Digital Elevation Model
files, and Federal Emergency Management Agency stream profiles.
The results are presented as color coded areas overlaying Google Map images. The color codes
indicate the estimated depth of inundation for the ground surface beneath. The web based
display permits the user to pan and zoom to areas of his specific interest, and examine current and
forecast impacts. The display also indicates inundation depths for hypothetical events.
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MyFloodAlert is now being deployed for 45 gage locations in West Virginia, through a cooperative
effort of the National Weather Service Charleston WV office, Marshall University, and Engineering
Perfection. Potential transportation‐specific uses of the sites include allowing state highway
departments to close sections of roads prior to flood inundation and redirect traffic, and railroads
to move stored rolling stock and reschedule trains.
A Partnered Flood Inundation Mapping Initiative
Scott E. Morlock, Deputy Director, USGS Indiana Water Science Center, 5957 Lakeside Boulevard,
Indianapolis, IN 46278, 317‐290‐3333 ext. 153, [email protected]
ABSTRACT: Flood inundation maps that are tied to U. S. Geological Survey (USGS) real‐time
streamgage data and National Weather Service (NWS) flood forecast sites enable officials to make
timely operational and public safety decisions during floods. A Food Inundation Mapping Initiative
(FIMI) has been begun to provide a base for partnering with other agencies to meet multiple
missions through programs such as Integrated Water Resources Science and Services (IWRSS),
National Weather Service (NWS) flood forecasting programs, the Federal Emergency Management
Agency (FEMA) HAZUS‐MH and RiskMap programs, U.S. Army Corps of Engineers (USACE)
modeling and operations programs, and individual state Silver Jackets hazard mitigation
taskforces.
Elements of FIMI include:
1. A Web portal that maintains a uniform user interface to inundation products for USGS
stakeholders and a single entry point for all USGS flood products;
2. Development of minimal technical standards and guidelines for inundation mapping
products to maintain a common appearance and functionality for those products; major
elements of the guidelines will prescribe flood‐map file format, appearance, and metadata
standards;
3. Multiple pilot projects to produce a series of flood inundation map libraries at collocated
USGS streamgages and NWS for various regions of the United States;
4. Development of state‐of‐the art dynamic, real‐time flood inundation applications to meet a
host of partner and cooperator needs, from flood response and mitigation to dam‐ and
levee‐breach simulations; and,
5. Development of a core of USGS and partner agencies to focus on the production of flood
inundation tools that fulfill multiple agency missions and thus provide the most benefit to
the Nation’s communities and citizens at risk from floods. Move forward with a large‐scale,
nationally partnered initiative for flood inundation mapping that brings together the USGS,
NWS, USACE, FEMA, state and local agencies, universities, and the private sector.
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Forecast‐Flood Inundation Maps Using Two‐Dimensional Hydraulic Modeling: A Pilot Study for
the Snoqualmie River, Washington
Joseph L. Jones, Hydrologist, USGS Washington Water Science Center, 934 Broadway
Tacoma, WA 98402, 253‐552‐1684, [email protected]
ABSTRACT: Existing flood forecasts typically refer to a peak elevation at a particular time and
location on a stream; however the significance of that elevation figure may have little meaning to
many people. Maps depicting flood arrival times and depths would allow for better staging of
emergency equipment, more effective evacuation notices, and quicker damage estimates (needed
for disaster declarations). To make such maps, a system of hydraulic modeling, geographic
information system (GIS) processing, and Internet map serving was developed that generates
inundation maps for forecast floods in near real time and makes them available through the
Internet. Forecast flood hydrographs generated by the National Weather Service (NWS) days in
advance are used as input to a hydraulic model whose output is then processed by a GIS to
generate maps of flood arrival time, extent, peak depth, and time of crest for the forecast. Web
mapping applications (WMA) software allows the viewer great control over viewing location,
scale, and reference information such as aerial photography. This automated combination of NWS
forecasts, hydraulic modeling, and GIS & WMA software, should allow the methodology to be
easily applied to most river basins where NWS forecasts are routinely provided.
Session 5: Karst Issues Chair: John Tomlin (NS)
Geotechnical Roadway Design for Karst Environments
Walter G. Kutschke, PhD, PE, Chief Geotechnical Engineer, URS Corporation, Foster Plaza 4, 501
Holiday Drive, Suite 300, Pittsburgh, PA 15220, [email protected]
ABSTRACT: Geotechnical engineering efforts for karst environments are closely related to
geological and hydrogeological findings from site characterization. The observed bedrock relief
pattern in the Appalachian region results from a complex interaction of the primary sedimentary
inhomogeneity, Paleozoic and Mesozoic tectonic fracturing, and millions of years of weathering by
dissolution under varying climatic conditions. The inexorable karstic erosion processes produce an
irregular bedrock surface with a variable epikarst zone that consists of a network of fractures,
joints, faults, and bedding planes. The epikarst zone within the Appalachian region can extend to
depths of 50 or more feet. Solution features within the epikarst that permit the movement of
water and sediment erode the subsurface resulting in cover‐subsidence and cover collapse type
sinkholes. Examination of case histories situated within the Applachian region indicates that
sinkhole occurrence rates can exceed eight sinkholes per year along active roadways. Without an
understanding of the process driven sinkhole hazards, roadway and associated design activities
will continue to exacerbate sinkhole development.
Reviews of case histories indicate that the success of roadway projects traversing karst
environments requires an understanding of the surface and subsurface water conditions.
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Engineers all too often tackle karst with various forms of grout programs and neglect to consider
its effect on subsurface water. As with any other technology, the use of grout has its advantages
and disadvantages. Karst roadway design features which minimize alterations to surface and
subsurface drainage while prohibiting the movement of soil often have a greater success rate for
roadway design. Natural or engineered filters can minimize potential roadway contaminates from
entering groundwater as well as minimize the impact to hibernacula for caving dwelling species.
Case histories from throughout the Appalachian region examine the success and failure of using
design features that incorporate geosynthetics lined drainage features, inverse‐graded aggregates,
grout programs, as well as deep foundation elements.
Case Histories of Sinkhole Remediation Using Cap and Compaction Grouting
Michael Bivens, P.E., Rembco Geotechnical Contractors, Inc., P.O. Box 23009, Knoxville, TN, 37933,
(865) 671‐2925, [email protected]
ABSTRACT: Cap and Compaction Grouting has emerged as a leading technique used to minimize the
risk of Karst related settlement on new projects and for remediation of existing structures or right of
way. A brief overview of cap and compaction grouting will be given, followed by three case histories
where grouting was used successfully to further the interest of each project.
The Introduction and overview will cover the materials, equipment, and techniques commonly used
to implement cap and compaction grouting to remediate Karst activity.
Case histories will represent the two most common forms of Karst Grouting:
1) Site improvement to reduce the risk of Karst subsidence for new projects,
2) Remediation of existing structures suffering damage due to Karst Subsidence.
Karst Geohazards Along Highways In East Tennessee, Identification and Mitigation
Harry Moore, Golder Associates, 3730 Chamblee Tucker rd., Atlanta, GA 30341, 865‐603‐7652;
ABSTRACT: Geohazards in general continue to cause multimillion dollar damages to not only
infrastructure but to private businesses, homes, and can result in loss of life. Earthquakes,
flooding, tsunamis, and sinkhole collapse tend to be the major geohazard issues to be confronted.
Karst geohazards that include sinkhole collapse, sinkhole flooding, groundwater pollution, and
sensitive environmental populations associated with karst are the major areas of concern when
planning, locating, designing, constructing, and maintaining highway systems in karst areas. The
collapse of sinkholes along roadways and highway structures continues to be a major safety issue
resulting from karst. Encroachment onto land containing geohazards is becoming more common
as the geologically better ground is fast being used‐up. Approaching karst geohazards should
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include concepts such as avoidance, minimizing impacts and implementing mitigation measures.
Examples of each concept are discussed and illustrated.
Geo‐Design Applications In Karst Environments
William D. Spencer, P.G., Jaye Richardson, and Christopher Ramsey, PE, AMEC Earth &
Environmental, 3800 Ezell Road, Suite 100, Nashville, Tennessee, (615) 333‐0630,
ABSTRACT: As roadway construction has utilized most of the easier, conventional routes, new
roadway construction is relegated to the less desirable, less populated corridors. As a
consequence, an increasing degree of karst features are being encountered within the
construction corridor.
Solutions to karst features have included repairs of the features, placing the structure on Caissons,
or pipe piles all of which require relatively sound bedrock for their installation.
What do you do when there is no sound rock within acceptable depths? When all you have to
bear upon is thin intervals of rock followed by open cavities then assume you have a pair of 3,300
feet long bridges to build? You consider the use of micro‐piles. Micropiles can withstand axial and
lateral loads up to 500 tons per element. Micropile structural capacities rely on high capacity steel
elements to resist most, or all, of the applied load. The grout transfers load through friction from
the reinforcement to the ground in the micropile bond zone, similar to the bond zone created in
ground anchors. Due to the small pile diameter, end bearing capacity is generally discounted. The
grout/ground bond strength achieved is influenced primarily by the ground type and the grouting
process used (pressure grouting or gravity feed). With the addition of battering to the micro‐pile,
effective foundation designs can minimize the need of a sound bedrock bearing zone with uplift
resistance matching the design compressive strength for each member.
Session 6: Mines and AMD Issues‐Part 2
Chair: Kirk Beach (ODOT)
Pandora’s Box: The Skytop Section of Route I‐99, Centre County, Pennsylvania
David (Duff) P. Gold, P.G., Department of Geosciences, The Pennsylvania State University,
[email protected], Arnold G. Doden, P.G. of Geologic Mapping and Resource Evaluation, Inc., Arnold@GMRE‐Inc.org, and Lawrence A. Beck, P.E., [email protected]
ABSTRACT: The construction of I‐99 between Port Matilda and State College, during the early
2000’s unearthed three challenging geologic conditions in and adjacent to the wind gap through
the Bald Eagle Mountain, a prominent twin crested ridge of the Valley and Ridge Physiographic
Province. A cascading set of events started with landslides as the road bed was excavated
subparallel to the axis of 4th order chevron folds in overturned quartzite and shale beds of the
Tuscarora Formation (Silurian) near the northwest flank of the ridge. Fill to “load the toe” of
these slides was transported from a deep excavation through the Bald Eagle Formation underlying
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the southeastern crest that also was host to an epigene sulfide vein system. Approximately 1
million cubic yards (~1.7 x 106 tons) of Bald Eagle Sandstone containing ~5% pyrite, was excavated
and distributed into four large waste dumps, at least 6 major fill sites and as many as 100 minor
sites as “fill” or “dressing” stone before its toxic nature was recognized. Some 47,000 tons was
crushed for aggregate. Two major east‐west striking faults beneath the wind gap and a host of
low angle minor faults that day‐lighted in some of the cuts necessitated additional lay‐backs.
Critical overlooked factors were: (a) landslide potential in chevron folds; (b) the significance of
gossan as well as the leached “oxidized cap rocks”; (c) the distinction between syngenetic,
epigenetic sulfide deposits, and secondary sulfate (supergene) enriched zones; (d) sampling
strategy that considered only the former; (e) REDOX states associated with ground water‐table
regimes, and (f) the expansive nature of sulfide to sulfate reactions.
Unexpected factors encountered during and post‐construction include: (a) development of
transient sulfate enrichment zones associated with newly created perched water tables in “fill”
and road cuts, (b) the “real time” nature of sulfuricization to generate acid sulfate soils, local
efflorescent mineral blooms, and vegetation kills in transient vadose zones and seeps; (c) gypsum
armoring in clasts and channeling in limestone‐based remediation agents.
IHI Underground Coal Mine Fire Mitigation: Geophysical Geotechnical Evaluation / Excavation
and Quenching Project
Kanaan Hanna, Steve Hodges, and Jim Pfeiffer of Zapata Incorporated, Blackhawk Division,
Golden, CO, (303) 278‐8700, [email protected], and Adolph Amundson, Tara Tafi and Steve
Renner of the Colorado Division of Reclamation, Mining and Safety, Denver, CO., (720) 425‐4122 [email protected], [email protected], [email protected]
ABSTRACT: Fires associated with abandoned coal mines are of major concern to various state and
federal agencies involved in mine reclamation because of their potential for causing public health
and safety hazards, wildfires and environmental pollution, and loss of potential energy resources.
One of the greatest health and safety threats posed by coal fires is the potential occurrence of
dangerously hot subsidence openings, and public exposure to gases.
The IHI mine fire site is located at an elevation of approximately 7,000 feet on the west side of
Haas Canyon, north of Rifle, Colorado. The IHI mine, which operated from 1940 to 1945, is one of
five abandoned underground coal mines in the Hass Canyon area. This area has been the site of
nine coal mine fire mitigation projects totaling over $1 million. The projects were conducted by
the U.S. Bureau of Mines, the Office of Surface Mining, and the Colorado Division of Reclamation,
Mining and Safety (CDRMS), formerly the Division of Minerals and Geology. These projects
included installation of a fire barrier, removal of burning coal waste, several soil seal projects
(blasting and pulverizing overburden), and two drilling and grouting projects. These projects
temporarily reduced the amount of air circulating through the mines, however, the fire has
become increasingly active over the past few years with surface temperatures measured at up to
800� F in 2009. As a result of continuing hot subsidence issues, the CDRMS awarded a contract to
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Zapata Incorporated, Blackhawk Division (ZAPATA) through the RFP process to investigate the
mine fire using multiple advanced geophysical technologies.
This paper presents the results and findings of the geophysical – engineering investigations
conducted by ZAPATA and the CDRMS. ZAPATA’s investigation involved the use of a variety of
high‐resolution geophysical methods including magnetometry, DC‐resistivity and electromagnetic
methods, smoke tracer tests, thermal imagery, and 3‐D evaluation. The investigation provided
detailed information on which coal seams were burning and the connectivity between them.
Based on the results of the geophysical study, CDRMS initiated a mitigation project to restrict air
from entering the fire, cool the fire to protect human health and safety, and prevent the fires from
further expansion. The project steps included:
repairing the existing road, backfilling, and soil sealing a major air intake/subsidence
feature near the portal;
• identifying and sealing all other air intakes using polyurethane foam;
• excavating the hot zones, spreading and quenching the hot soil and the bottom of the
excavation; and
• replacing and compacting the cooled soils back into the excavation.
After mitigation, the maximum surface temperature on the excavated and quenched hillside was
reduced to 158� F, where the previous month the maximum temperature was 473° F.
Conceptual Alternative Study for the Remediation of Existing Gypsum Mines under SR‐2
Andrew Wolpert, P.E. of CH2M HILL ([email protected]), Lynn Yuhr P.G. of Technos, Inc. (lynn@technos‐inc.com), Pat Gallagher, P.E., P.S., CPGS of CTL Engineering of WV,
Inc.([email protected]), Warren Whittaker of Workhorse Technologies, LLC.
([email protected]) and Doug Rogers Project Manager of ODOT District Two Production
ABSTRACT: ODOT is investigating solutions to the potential risk of mine collapse along SR‐2, which
overlies a series of abandoned gypsum mines. The gypsum mines lie roughly between the SR‐2/SR‐
53 interchange and the SR‐2/SR‐163 interchange in Ottawa County. Previous studies conducted in
the area indicated that vertical failures were occurring, with additional future events expected.
Over the past 5 to 10 years, numerous and more frequent subsidence events have been
documented in areas surrounding SR‐2. As a result of these events and because of their threat to
SR‐2, this project was undertaken to assess the extent and condition of the mines and evaluate
remediation alternatives.
Investigation of the extent and condition of the mines included completion of a geophysical
investigation, drilling boreholes, laboratory testing, mapping of mine voids using sonar
technology, and a review of historical information. The data and information collected was used
to approximate the mine boundaries and develop and evaluate conceptual alternatives to
minimize the risk of a mine collapse adversely affecting SR‐2.
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The project team compared and contrasted the features that best differentiated the conceptual
alternatives and balanced the various goals outlined in the Purpose and Need Statement. The
conceptual alternatives developed and evaluated were as follows:
Conceptual Alternative 1—Construct a land bridge on existing alignment to span the mine
area.
Conceptual Alternative 2—Mine remediation by filling the mine voids under and within
the zone of influence of SR‐2.
Conceptual Alternative 3—Use roadway realignments to avoid many of the areas
susceptible to mine subsidence while maintaining the existing interchanges.
The project team is moving forward with the development of a pilot program to remediate a small
portion of the mines to assess the constructability issues of remediating the existing mines. The
pilot program is scheduled to begin this fall.
Session 7: Instrumentation and Monitoring
Chair: Steve Brewster (USACE Huntington)
Instrumentation of the I‐40 Slide near Rockwood, Tennessee
Lori McDowell, PE, Operations Specialist 2, Tennessee Department of Transportation, 7345 Region
Lane, Knoxville, TN 37914, 865‐594‐2704, [email protected]
ABSTRACT: During the construction of I‐40 across Rockwood Mountain in the late 1960s, a large,
deep‐seated landslide affecting the east bound lanes occurred as the proposed embankment
neared proposed grade. Eventually, the rate of movement was reduced to a manageable amount
following the reduction of the fill height and the installation of vertical wells and horizontal drains.
Although the service life of original wells was limited, the horizontal drains continued to produce
steady flow, and additional drains were added in the 1990s. The slope movement continued at an
average annual rate of 0.1 inch/year until 2009, and resurfacing of the affected roadway at 5 year
intervals is now no longer a viable option as the rate of movement has recently increased to
approximately 1 inch/year. TDOT has retained Golder Associates to implement a comprehensive
investigation utilizing historic data and additional drilling and instrumentation, and ultimately
conceive of a permanent fix. Using sonic drilling, a total of 7 inclinometer casings with vibrating
wire peizometers were installed at selected locations in order to better delineate the sliding
surface and the effect of ground water on the movement. As an interim measure, a contract for
additional vertical wells and horizontal drains was implemented in June of 2011. This presentation
discusses the instrumentation installation, data collection, data interpretation, and the effect (if
any) of the additional drainage measures on the slide.
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Monitoring of Geohazards Impacting Highway Projects using TDR
Kevin M. O’Connor, P.E., Ph.D. of GeoTDR, Inc., 720 Greencrest Drive, Westerville, Ohio,
614‐895‐1400, [email protected]
ABSTRACT: Due to risk to the traveling public, and liability concerns, it is not sufficient to be aware
of a potential geohazard without timely updates and assessment of the risk involved. Real time
monitoring of geohazards with Time Domain Reflectometry (TDR) is being implemented for a
variety of applications specifically for risk assessment. TDR is cable radar which is used to
interrogate coaxial cables thousands of feet in length. The cables are monitored with battery
powered automated data acquisition systems. When deformation at any location along a cable
exceeds an alarm level, this activity is recorded and downloaded to a base station server via the
internet. Data is displayed on a web page for viewing by project personnel, and email notification
can be sent whenever the magnitude of deformation reaches action levels. This presentation
summarizes highway projects where TDR is being used to monitor mine subsidence, sinkhole
subsidence, slope movement, and bridge foundation scour. The project summaries demonstrate
the cost‐effective benefits of remote, automated real time monitoring which include early
warning of movement, public safety, and liability limitation.
Soo Locks Construction Instrumentation
Ronald J. (Jeff) Rakes, Instrumentation Coordinator, U. S. Army Corps of Engineers, Huntington
District, 502 8th Street, Huntington, WV 25701, 304‐399‐5809, [email protected]
ABSTRACT: The Soo Locks, situated on the St. Marys River at Sault Ste. Marie, Michigan are a
critical link in the Great Lakes / St. Lawrence Seaway system. The U.S. Army Corps of Engineers
operates and maintains four parallel locks at this location. The most recent set of locks were built
in 1968.
Only one of the locks is capable of handling the Great Lakes system’s largest vessels, which
account for nearly two thirds of the potential carrying capacity of the Great Lakes fleet. Any
disruption of service at this lock would result in delays to these vessels, and depending on the
length of time of the closure, could cause serious problems for the industries that rely on these
vessels for shipments of raw materials, especially iron ore and coal.
The Huntington and Detroit Districts are jointly designing a new lock utilizing portions of an
existing chamber. The existing chamber floor will be removed and deepened. New wide wall
monoliths will be constructed, along with a new filling and emptying system in the lock chamber
floor.
The complexity of the existing site, which has been listed on the National Historic Register since
1966, the innovative lock design and the harsh winter weather conditions make this a challenging
construction effort. This paper presents the design of manual and automated instrumentation for
monitoring during new lock construction. Risk reduction as related to worker safety and project
integrity is the primary purpose of the instrumentation.
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The system will be comprised of instruments designed to monitor for overturning, seepage,
settlement / rebound, sliding and tieback loading. The types of instruments selected include
inclinometers, metallic time domain reflectometry cables (MTDR), tilt meters, piezometers, load
cells and survey points. The ADAS network chosen is a distributed intelligence logger system
designed around the Campbell Scientific CR1000 remote monitoring unit. Data transmission will
be via both wired multiplexors and wireless radios. The system will provide audio and visual
alarming for instrument threshold exceedance and include a near real time webpage with
individual instrument values.
Instrumentation as a Construction Monitoring Tool and the use of Controlled Response
Communications
Bill Walker, Civil Engineer ‐ Nashville District
Michael Zoccola, Chief of Civil Design Branch Nashville District
ABSTRACT: Performance monitoring of dams is accomplished using a variety of instrumentation.
The evolution of dam performance monitoring can be traced from 19th century surveillance
programs to modern ADAS systems that integrate instrumentation data into AI computer models.
These advancements have allowed for near real time dam monitoring. The Nashville District is
utilizing this technology at five projects within the district. Two of these projects are currently
classified as DSAC I in the USACE Risk Portfolio which mandates a more rigorous monitoring
program as part of the IRRM. Current system configuration allows for the monitoring of long term
performance criteria as well as near real time subsurface construction monitoring associated with
the barrier wall construction at Wolf Creek and Center Hill Dams. A major component of this
monitoring program is the implementation of an automated alert system via email and SMS, that
is triggered when specific thresholds are met. Detailed communication plans are a necessity when
instrumentation threshold information is disseminated this rapidly. LRN has authored a Joint
Instrumentation Monitoring Plan (JIMP) to govern the flow of data and communication where
these alert systems are utilized. The JIMP establishes relative risk levels based on the readings of
the various instruments on site. Once this risk level is determined the JIMP outlines a specific
communication plan.
Session 8: Geotech Structures Chair: Wael Zatar (MU)
CSXT Emergency Response for Flood Repairs
Christopher Ramsey, PE, AMEC Earth & Environmental, 3800 Ezell Road, Suite 100, Nashville, TN
37211, (615) 333‐0630, [email protected]
ABSTRACT: CSX Transportation selected a team of engineers and contractors which included
AMEC Earth & Environmental, Inc., to inspect and repair over 200 miles of track from Nashville to
Memphis, Tennessee after the devastating floods that occurred after record rainfall on May 1 & 2,
2010. Over 37,000 feet of railroad track required repair of some kind, including the repair of two
bridges. The bridges, which supported the track over the Harpeth River, included a completely
washed out 3 span bridge and a 6 span bridge that had one span washed away. The majority of
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the repairs were completed and rail traffic was restored within 21 calendar days after the initial
inspection. AMEC worked with the project team to provide a comprehensive solution after this
crippling catastrophe.
Wolf Creek Dam Foundation Remediation: An Update on Construction Progress and Associated
Lessons Learned
Joshua Bomar, E.I.T., U. S. Army Corps of Engineers, Nashville District, 801 Broadway, Nashville, TN
3720, [email protected]
ABSTRACT: Wolf Creek Dam, in south central Kentucky, is the poster child for problems associated
with high head dams on Karst foundations. In the late 1960s, the development of three sinkholes
at the downstream toe lead to an emergency grouting program, which, upon further evaluation,
was deemed a short term solution to the overarching problem. The emergency grouting was
followed by construction of what, at the time, was the world’s record deep barrier wall. The
construction techniques employed were very innovative and paved the way for this type of
remedial construction. Today, observations of surface seepage and trends in instrumentation
data suggested that the obstinate problem of seepage has progressed once again to an
unacceptable level. The unacceptable level of risk has thrust Wolf Creek into national prominence
and initiated construction of a barrier wall through an unprecedented 450,000 square feet of
limestone. With approximately one million square feet of barrier wall and over 700,000 linear feet
of grout hole installed to‐date, Wolf Creek Dam is a lessons learned gold mine and continues to set
the standard for barrier wall construction in hard rock. This presentation highlights the ongoing
foundation remediation project and pertinent lessons learned.
Navigation Lock Foundation Design in Complex Karst Geology at Chickamauga Dam
Mark Elson, P.G., [email protected] and Juan Payne, P.G.,
[email protected] of US Army Corps of Engineers, Nashville District and Dewayne
Ponds, P.G., ARCADIS US, Inc., dewayne.ponds@arcadis‐us.com
ABSTRACT: Chickamauga Lock and Dam are located on the Tennessee River in Chattanooga,
Tennessee. The project is located in the Valley and Ridge Physiographic Province of East
Tennessee on karst prone rock and in a structurally complex geologic setting. A new 600‐ by 110‐
foot lock has been designed and will be constructed to replace the existing lock, which is suffering
from significant concrete growth problems in the form of alkali carbonate reaction. The new lock
foundation design accounts for rock conditions including folded limestone and shale beds,
imbricate faulting with associated closely spaced joints, karstic conditions, and 2‐ to 3‐foot thick
bentonite beds within and below the excavation. The design solutions for foundation excavation
and construction are based on evaluation of the geology at each individual concrete monolith.
Precision blasting techniques will be required due to the nature of the geology and the proximity
of the existing lock, dam and powerhouse. Rock bolts and shotcrete will be utilized to insure the
stability of the excavation during construction. At one critical location, a secant pile wall will be
installed to insure the stability of the cofferdam foundation directly adjacent to the lock monolith
excavation. Due to the presence of relatively weak and compressible bentonite layers in the
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foundation rock, many monoliths will be founded on eight‐foot diameter drilled shafts. The
detailed geologic investigation of the site was also used to design a grouting program for achieving
seepage closure of the lock chamber. The lock design was completed during construction of the
cofferdam and additional geologic information from the ongoing construction activities was
incorporated into the lock foundation design as appropriate.
Influence of Weak Pennsylvanian System Shales in OH and KY on Transportation Projects
Richard Williams, Ph.D., P.E., Sr. Geotechnical Engineer, Stantec Consulting Services Inc., 1500 Lake
Shore Drive, Suite 100, Columbus, OH 43204; [email protected]
Eric Kistner, P.E., Associate, Stantec Consulting Services Inc., 11687 Lebanon Road, Cincinnati, OH
45241; [email protected]
Luis Arduz, P.E., Geotechnical Engineer, Stantec Consulting Services Inc., 1409 North Forbes Road,
Lexington, KY 40511; [email protected]
ABSTRACT: The increased incidence of slope stability problems in Ohio and Kentucky within the
excavated and embankment slopes constructed within or from selected shales of the
Pennsylvanian System is widely recognized. Not all Pennsylvanian System bedrock units, even
some shales, are considered less competent with regard to slope stability; however, the
Pennsylvanian redbed formation shales and resultant colluvium, in particular, within the upper
series of formations within the Pennsylvanian system are considered notoriously unstable.
Understanding the differences in shale structure and the resultant impact of those structure
differences on mass shale strength is a crucial part of geotechnical design and construction of
transportation infrastructure within the areas of these states underlain by Pennsylvanian bedrock.
The structure of “typical” shales as compared with the structure of weak Pennsylvanian shales will
be discussed. The impact of the structure differences on strength will be detailed, with particular
attention given to the strain‐softening behavior of the redbed shales. The suggested strength
parameters for use in design of slopes excavated within selected redbed shales and/or colluviums
will be discussed as well as the parameters for embankment design incorporating redbed shales
and/or colluviums. Suggested methods for measurement and/or estimation of redbed shale
strength will be presented.
Session 9: Failures and Forensic Geology
Chair: Brian Bruckno (VDOT)
Defining a Role for Geology and Forensic Geology in Site Characterization for LRFD
Robert C. Bachus, Ph.D., P.E., Geosyntec Consultants, Kennesaw, GA, 678‐202‐9556,
Naresh Samtani, Ph.D., P.E., NCS Consultants, Tucson, AZ
ABSTRACT: In the transportation community, load and resistance factor design (LRFD) represents
the “wave of the future” for designers of highway superstructures and substructures. The
underlying principles that guide design in the LRFD framework reside in concepts that attempt to
25
assess “reliability” and “uncertainty” in the parameters that are integral to the design. Procedures
and protocols for defining and incorporating reliability are prescribed in the American Association
of State Highway and Transportation Officials (AASHTO) code. While many aspects of the LRFD
code are viewed as prescriptive, other aspects are viewed as being absent of specific prescribed
guidance. One of the often cited categories that is overlooked in the LRFD code relates to geology
and geologic setting. The authors note that there are several explicit sections of the code that
allow the knowledge, experience, and expertise of geologists to influence the engineering design.
The first part of this presentation will identify these areas and cite examples where geology has a
profound influence on an LRFD‐based design. More importantly, the authors note that lessons
learned from recent geologic forensic assessments figure prominently in design, regardless of
whether the design explicitly is based in the LRFD framework. Therefore, the second part of this
presentation will highlight several projects in which the detailed forensic assessment of geologic
conditions and settings influenced the initial and/or stabilization design. Several case histories will
be introduced and discussed, including those involving landslides, rockfalls, levees, and earth
fissures. The role of the forensic investigation will be discussed, as well as the manner in which
the forensic findings influenced the design.
Do’s and Don’ts for Geotechnical Investigations in Appalachian Karst
Joseph A. Fischer, P.E., PhD, President Geoscience Services, 3 Morristown Rd., Bernardsville, NJ
07924, 908‐221‐9332, [email protected]
ABSTRACT: The first step in a geotechnical investigation of an Appalachian karst site is recognizing
that not all U.S. karst is the same. Different problems are exhibited in the recent carbonates of,
for example, Florida than the flat‐lying, older carbonates of the mid‐continent and the folded and
faulted carbonates of the Valley and Ridge province of the eastern U.S.
Initially, the investigator should research the relatively large data sources available from State and
Federal agencies. Much of this information is available on‐line. Too often, this first step is ignored
and a geophysical survey is performed along a route or the area where a major structure is
planned. In many instances, this is a failure since subsequent hard data is often only poorly
correlative with hard field data.
Before any hard or soft field data is obtained, it is usually beneficial to review high‐quality aerial
photos and perform a geologic reconnaissance by experienced personnel. These preliminary
evaluations can provide great deal of low‐cost information to an experienced investigator and
allow him/her to develop a geologic model.
Next, a preliminary site/route study employing test borings and test pits can be used to develop a
better “feel” for the subsurface, proof the geologic model developed and allow the planning of
more extensive investigation, if appropriate. The author believes that it is at this stage that
competent geophysical professionals can be added to the team to define what techniques and
resolutions may best fulfill subsequent phases of the project.
26
The various procedures and techniques that should be included consider obtaining appropriate
hard data with drilling and sampling techniques that consider the erratic nature of the subsurface.
Additional explorations, combined with either diagnostic or remedial grouting, can help the
investigator to understand the vagaries inherent in an Appalachian karst subsurface.
Digital Photos and 3D Models for Documentation and Visualization of Failed Slopes
Jeffrey R. Keaton, MACTEC Engineering and Consulting, Inc., Los Angeles, CA
John C. Mason, MACTEC Engineering and Consulting, Inc., Knoxville, TN
Carl D. Tockstein, MACTEC Engineering and Consulting, Inc., Knoxville, TN and
Stanley L. Hite, MACTEC Engineering and Consulting, Inc., Richmond, VA
ABSTRACT: Digital photos of failed slopes have been used widely for many years to document
conditions for subsequent examination and display. Pairs of photos of the same view from slightly
different positions (i.e., stereo pairs) can be used for routine stereoscopic viewing, as well as for
making 3D models with special software (e.g., ShapeMetriX3D). 3D models made from stereo pairs
of digital photos taken with calibrated camera‐and‐lens combinations and with visible range and
vertical reference features (e.g., a range pole) can be used for making true‐scale measurements of
positions, distances, and orientation of planar surfaces. Conventional limitations common to all
photographic methods apply to 3D models (e.g., slope segments obscured by vegetation, oblique
views of inclined elements, parallax distortion). 3D models are more useful than simple
photographs for aiding in visualization of slope conditions and understanding causes of failure.
Measurements made with the special software can be exported for use in other software
applications, such as GIS and rock structure analysis programs (e.g., ArcGIS and RockPack).
Examples from Tennessee, Virginia, and California demonstrate the utility of the technology.
A Rock Stress Release Failure and Quarry Flooding Attributed to the May 2010 Nashville Flood
John D. Godfrey, Jr., P.E. (Presenter), [email protected], and Gregory W. Brubaker, P.E,
[email protected], of K.S. Ware & Associates, LLC, 54 Lindsley Avenue, Nashville,
Tennessee 37210, Tel: 615‐255‐9702
ABSTRACT: During the May, 2010 Nashville flood, a 250 foot section of earthen embankment and
rock quarry wall located between Richland Creek and ReoStone Quarry failed, allowing the flood
waters of Richland Creek and the Cumberland River to empty into, and fill, the ReoStone Quarry.
As part of the forensic investigation team, K. S. Ware and Associates, L.L.C. (KSWA) was tasked by
the Metropolitan Government of Nashville and Davidson County to evaluate and report on the
site conditions, events and related issues that contributed to the failure of the embankment and
quarry wall.
After the flood waters receded and Richland Creek was routed away from the quarry, a large,
linear, open joint, about 2 to 3 feet wide at its widest point, was exposed in the limestone bottom
of the creek channel extending into the quarry. Observations of the site suggest that the open
rock joints appear to have been formed by a rock stress release mechanism. Further evidence of
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this stress release was the presence of large limestone boulders at the bottom of the quarry that
were observed below the location of the breach after the quarry was dewatered.
Large rock excavations, such as quarry excavations or highway rock‐cuts, enhance the stress
release mechanism along the remaining rock walls, allowing existing rock joints to increase in size,
and thus increasing the potential of failure. There is strong evidence suggesting that water
pressure in the rock joints from the flood waters produced sufficient hydrostatic pressure to move
the wall of the quarry. A combination of events likely contributed to the wall failure including the
flood waters, the site geology and the proximity of quarry operations. This presentation will
discuss the flooding event and related issues contributing to this failure.
Session 10: Information Technology and Data Delivery
Chair: Matt Crawford (KGS)
Displaying Joint Data via the Kentucky Geological Survey’s Online Map Service
Steven L. Martin, Geologist, Kentucky Geological Survey, 228 Mining and Mineral Resources
Building, Lexington KY 40506‐0107, 859‐323‐0508, [email protected]
ABSTRACT: The Kentucky Geological Survey is developing a database of joint orientations at
selected locations in the state. Joints play an important role in geotechnical issues concerning
transportation and the formation of landslides. Joints are measured along selected highways
because they are relevant for geotechnical issues and landslides. Joint orientations are also
measured at natural arch locations throughout the state in order to provide a regional distribution
of joint measurements, and help in determining the relationship between joint orientations,
faults, and map‐scale fracture traces or lineaments.
Field work for this project involves first taking pictures of roadcuts or rock exposures. The pictures
are printed and then used to document where on the roadcut or exposure the joints were
measured. After the joints are measured in the field, the data are then compiled in the office and
rose diagrams are created.
“Profile” is a name given to a location created on the Kentucky Geological Survey online map
service (kgs.uky.edu/kgsmap/kgsgeoserver/viewer.asp). Data entered to create these profiles go
into the KGS database. Profiles contain information concerning the location of geologic features,
identification numbers pertaining to that feature, and descriptive information about the site.
Profiles also include pictures of outcrops, joint measurements, and rose diagrams.
Joints were measured during the geologic mapping of Kentucky and are symbolized on U.S.
Geological Survey geologic quadrangle maps. These geologic maps and associated map data have
been digitized and are available as map layers on the KGS online map service.
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Analysis of the Geologic Context of Maintenance Costs for Rockfalls, Landslides, and Sinkholes in
Kentucky: Phase II
Overfield, B.L., Weisenfluh, G.A., Carey, D. I., Wang, Rebecca of Kentucky Geological Survey,
University of Kentucky, Lexington, Ky.
ABSTRACT: The Kentucky Geological Survey (KGS) is analyzing transportation maintenance costs
related to landslides, rockfalls, and sinkholes to determine relationships to geologic site
conditions. The data are derived from the Kentucky Transportation Cabinet (KYTC) Operations
Maintenance System, a database of maintenance activities which came from district work orders.
Seven years of data were analyzed in two phases of the project. Phase I converted the tabular
data into GIS format in order to analyze costs geospatially. A program was developed that splits
work order costs into one‐mile segments with a reference to alignment mile points, so that the
database can be joined with shapefiles of the transportation system. Phase II included
investigating the geologic and geomorphic context of the landslide and rockfall costs over time.
Maps of high and repetitive costs were created to identify target study areas. Target areas were
then field investigated to assess the local site conditions in order to develop predictive models for
maintenance issues. An inventory form was created to allow for a systematic approach for each
site assessment.
Tennessee's Geohazard Management Program: Moving from Disaster Recovery towards Asset
Management
Vanessa C. Bateman, U. S. Army Corps of Engineers, Nashville District
ABSTRACT: Part of the mission of the TDOT's Geotechnical Engineering Section (GES) is to gather
and maintain information on geohazards for the Tennessee Department of Transportation
department so that these sites may be monitored, repaired or mitigated. Potential geohazards
include sinkholes, rockfalls, landslides, settlement problems, potentially acid producing rock and
earthquake related problems. This information is used for project design, permitting, mitigation,
assistance to maintenance and for TDOT's rockfall mitigation program.
Many stakeholders within the department needed easy and reliable access to the geohazard data
maintained by the GES. Unfortunately, until this project began, all of this information other than
Rockfall was scattered within paper files. This state of affairs has made the information difficult to
access, makes geohazard sites other than rockfall difficult to evaluate, ensuring that the
department had to rely on the memories of GES personnel when gathering necessary data and
making information sharing extremely difficult and unreliable.
Building on TDOT's Rockfall inventory program, the purpose of the Geohazards Management
program is making easy access and visualization of the core geologic hazards available not only to
members of TDOT's Geotechnical Engineering Section, but also to other stakeholders throughout
the department. Users throughout TDOT can now review information related to specific geologic
hazards in Tennessee for field collected measurements / evaluations and where hazard
mitigations have been applied or may be necessary using a standard internet browser.
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The web browser implementation is supported by an Oracle Spatial database that captures not
only inventory information, but stores information of geohazard repair methods and the GES
rating of that repair methods' success in the field. It includes links to project photos, reports and
assessments.
All of which can be requested by the click of a button that sends an e‐mail to the relevant GES
staff. Specialty maps can be made using GIS programs such as ArcGIS and spatial analysis can also
be performed.
While the majority of the records currently within this system are rockfall, all other tracked
geohazards are being input into the system as of July 2010 and historical records are being added
as time permits. Records displayed by this Geohazard application are stored within an Oracle
Spatial Database and are available as read‐only layers for use within a full scale GIS program.
Further expansion of the system is expected adding in "pyrite repositories"
and other features. Hazard ratings and a "Road Closure Impact Rating," (a measure of the impact
on the traffic network during and incident) are also currently supported.
The web browser uses a highway sign motif with signs colored red, yellow and green and sites
where mitigation has been performed are easily visible through the use of "badges" on these
highway signs. This information will allow the Tennessee Department of Transportation to
maintain information on where geohazards have occurred and what it has done to mitigate these
sites.
It will allow the department to start moving to a more asset management framework where re‐
inspection of sites occurs systematically; not possible where data on all the sites that need re‐
inspection is maintained on paper or the memories of staff.
Using Geographic Information System Techniques to Identify and Delineate Karst Features in
Tennessee
David E. Ladd, Hydrologist, USGS Tennessee Water Science Center, 640 Grassmere Park, Suite 100,
Nashville, TN 37211, 615‐837‐4773, [email protected]
ABSTRACT: In areas underlain by carbonate rocks, closed karst depressions (sinkholes) can
adversely affect the construction and maintenance of roadways and associated hydraulic
structures. Identifying and delineating sinkholes from topographic maps is a difficult and time
consuming process. In general, sinkholes appear on topographic maps as closed depressions.
Digital Elevation Models (DEMs) provide a means to automate the identification of closed
depressions on local and regional scales, but simple mathematical analysis of DEMs to delineate
them typically misidentifies a significant number of features in a given area. Digital filters can
reduce the uncertainty in karst‐feature identification, but such filters must be evaluated for
accuracy before being applied across large areas. Existing Geographic Information System (GIS)
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techniques for identifying closed depressions and their catchments using DEMs have been tested
on limited areas, but these techniques have not been thoroughly tested across Tennessee. The
U.S. Geological Survey (USGS), in cooperation with the Tennessee Department of Transportation
(TDOT), is developing and applying GIS techniques to identify karst features on a regional scale
and produce a karst GIS dataset for the State of Tennessee.
Session 11: Landslides
Chair: Ben Rivers (FHWA)
Mapping Landslide Hazards Using Lessons from Earthquake Insurance
Jeffrey R. Keaton, MACTEC Engineering and Consulting, Los Angeles, CA
Richard J. Roth, Jr., Consulting Actuary, Huntington Beach, CA
ABSTRACT: Insurers can quickly assess seismic hazard for any address by using probabilistic
models based on 1) earthquake‐source proximity, 2) earthquake occurrence likelihood, 3) shaking
attenuation, and 4) site amplification effects. Loss estimates are projected from building
performance estimates based on type, age, and use. Earthquake‐insurance policy price is based on
annual risk of loss, damage extent, and property value. Landslide damage is uninsurable because
no basis currently exists for estimating hazard or loss, thereby preventing insurance premiums
from being set actuarially. Unlike earthquake processes, probabilistic models of landslide
processes that quantify their likelihood of occurrence and the extent of resulting damage are
unavailable.
Early building codes defined zones of high hazard where earthquakes had occurred repeatedly
during historical time, as well as zones of negligible hazard where no earthquake damage had
been experienced and none was expected. This earthquake example provides a valuable lesson in
defining zones of negligible landslide hazard as a point of beginning, instead of concentrating only
on areas of repeated landslide incidence and damage. Once negligible hazard zones are defined,
private insurance might offer all‐peril policies that include landslide damage in those zones. As
such policies become valuable to the insurance industry, modelling efforts will be put into
expanding the size of the low‐hazard zone and working to define the level of hazard in higher risk
landslide zones. Consequently, efforts to create high confidence in low‐hazard landslide zones
may be more valuable, at least in some regards for the private insurance industry, than
microzoning high‐hazard landslide zones.
Stabilization of a Large Wedge Failure Utilizing a Passive Anchor System, Interstate 40, North
Carolina, Pigeon River Gorge
Jody C. Kuhne, North Carolina Department of Transportation, Geotechnical Engineering Unit, PO
Box 3279, Asheville, NC 28802, 828‐298‐3874, [email protected]
ABSTRACT: On October 25, 2009, a 50,000 yd3 rockslide blocked all four lanes of I‐40 at MM 2.5.
Investigation determined that a remaining 310,000 yd3 potential wedge failure would need to be
removed or stabilized. After a failed bid for excavation, a contract for tensioned anchor
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stabilization under a 60‐day contract was let. This presentation will discuss why design and
construction shifted to a passive anchor system, the design considerations selected, utilization of
SWEDGE software for design, completion of the project and installation of a monitoring system for
future slope conditions and movement.
Slope Failure and Underlying Geologic/Manmade Causes
Joseph D. Carte, P.E., Geotechnical Unit Leader – WV Division of Highways, 1900 Kanawha
Boulevard East, Building Five, Charleston, WV 25305, 304 558‐7403, [email protected]
George A. Chappell Sr., Senior Geotechnical Technician – WV Division of Highways, 1900 Kanawha
Boulevard East, Building Five, Charleston, WV 25305, 304 558‐9327, [email protected]
ABSTRACT: Numerous slope failures occur every year on our highways in Appalachia. These
failures are caused by either natural or manmade forces, or a combination of both. Sometimes we
are asked to determine the cause of a slope failure where both natural and manmade factors are
present. In order to determine the triggering mechanism, we have to put on our “forensic hat”
which sometimes results in expert witness testimony.
This presentation explores some of the various causes of slope failures and their relative size in
order to sort out what actually triggered a particular slope failure from minor contributing factors.
Our approach will be to present both the engineering and geologic concepts at work to cause a
failure. We will examine the underlying geology, surface and subsurface water effects,
loading/unloading effects, and will discuss loss of toe support. An example of a slope failure with
multiple contributing factors will be presented.
Coupled Use of Instrumentation and Geologic History to Assess Movement, Performance, and
Stabilization of Large Landslide in Western Pennsylvania
Robert C. Bachus, Ph.D., P.E., 678‐202‐9556, [email protected], Jill Simons, Ph.D., P.E., and
Leslie Griffin, P.E., Geosyntec Consultants, Kennesaw, GA
ABSTRACT: A large landslide in Western Pennsylvania adjacent the Ohio River impacted a four‐
lane highway and three lines of a major railroad. Geotechnical instrumentation has played in
significant role in assessing the cause of the failure and in guiding the stabilization efforts that are
currently underway. One critical component of the assessment and stabilization effort was to
couple the cause of the landslide as well as the stabilization design to the geologic conditions at
the site. Assessing and then understanding the site geologic setting was then used to develop the
construction phasing strategy. Ongoing construction performance monitoring and the
construction performance itself has to date been consistent with the interpreted geologic
conditions. This presentation will provide details of the numerous assessments that were made
and the results of the performance and construction monitoring activities.