# Impact of Mining Disturbance on Highway Sustainability:
## 3 A Case Study
### Historical Background (Northern District of the Morava Pit)
With the excavation of EP5, located in the western wing, subsidence intensifies to U\({}_{5}\) = \(-\)1180 mm, forming a symmetrical subsidence trough that encroaches upon the E 75 Belgrade-Nis highway. Subsequent excavation of EP7 beneath the highway further extends the subsidence impact, reaching a maximum of U\({}_{7}\) = \(-\)1398 mm. As excavation progresses with EP9 and EP13, subsidence deepens to U\({}_{9}\) = \(-\)1566 mm and U\({}_{13}\) = \(-\)1645 mm, respectively, significantly affecting the highway. The final stage occurs after excavating EP14, with the subsidence trough reaching its final shape and maximum depth of U\({}_{14}\) = \(-\)1671 mm. The subsidence values obtained from the SUBSIDENCE module are utilized in the DEFORMATIONS module of the MITSOUKO software to compute slopes and curves for all EPs (EP1-EP14) collectively. The total slope components in the direction of the absolute axes of the coordinate system at a given point are determined by adding up the slope components of individual panels. Using these components, the main slope and its direction are then computed. The graphical presentation of slope contour lines relative to the highway is depicted in Figure 13. \begin{table}
\begin{tabular}{c c c c c c c c c c c c c c} \hline
**[EP]** & **a** & **l** & **H** & **d** & **\(\alpha\)** & **U\({}_{0}\)** & **m** & **b** & & & & \(\theta\) & **x\({}_{i}\)** & **y\({}_{i}\)** & **F\({}_{i}\)** \\
**ID** & **[m]** & **[m]** & **[m]** & **[m]** & **[c’]** & **[mm]** & **[m]** & **[m]** & **[m]** & **p** & **q** & **(c’)** & **[m]** & **[m]** & **(c’)** \\ \hline EP1 & 435.0 & 25.09 & 395 & 6.0 & 23 & 2156 & 83.96 & 197.00 & 0.28054 & 0.22312 & 79 & 0.0 & 0.0 & 0 \\ EP2 & 427.0 & 30.11 & 415 & 6.5 & 23 & 2156 & 88.21 & 208.00 & 0.27370 & 0.21765 & 79 & 17.0 & \(-\)50.0 & 0 \\ EP3 & 420.0 & 30.11 & 436 & 6.5 & 23 & 2156 & 92.67 & 220.70 & 0.26703 & 0.21235 & 79 & 38.0 & \(-\)107.0 & 0 \\ EP4 & 430.0 & 30.11 & 457 & 5.5 & 23 & 2156 & 97.14 & 228.69 & 0.26082 & 0.20743 & 79 & 70.0 & \(-\)166.0 & 0 \\ EP5 & 232.0 & 25.08 & 502 & 5.5 & 10 & 1715 & 52.76 & 241.00 & 0.24120 & 0.24992 & 85 & 715.0 & \(-\)340.0 & \(-\)15 \\ EP6 & 415.0 & 30.11 & 479 & 4.5 & 23 & 2156 & 101.8 & 251.58 & 0.25476 & 0.20262 & 79 & 80.0 & \(-\)227.0 & 0 \\ EP7 & 263.0 & 30.09 & 514 & 4.0 & 10 & 1715 & 54.02 & 125.83 & 0.23837 & 0.24698 & 85 & 710.0 & \(-\)396.0 & \(-\)15 \\ EP8 & 365.0 & 30.11 & 505 & 3.0 & 23 & 2156 & 107.3 & 118.13 & 0.24812 & 0.19734 & 79 & 96.0 & \(-\)285.0 & 0 \\ EP9 & 280.0 & 30.09 & 525 & 2.0 & 10 & 1715 & 55.18 & 112.12 & 0.23586 & 0.24438 & 85 & 720.0 & \(-\)460.0 & \(-\)15 \\ EP10 & 300.0 & 30.09 & 527 & 7.0 & 10 & 1715 & 55.39 & 262.56 & 0.23541 & 0.24392 & 85 & 736.0 & \(-\)524.0 & \(-\)15 \\ EP11 & 85.0 & 30.11 & 537 & 5.5 & 12 & 2450 & 65.94 & 119.76 & 0.24431 & 0.26562 & 84 & 288.0 & \(-\)496.0 & \(-\)7 \\ EP12 & 315.0 & 30.09 & 534 & 4.0 & 10 & 1715 & 56.13 & 105.00 & 0.23386 & 0.24232 & 85 & 750.0 & \(-\)600.0 & \(-\)15 \\ EP13 & 150.0 & 30.11 & 547 & 2.5 & 12 & 2450 & 67.16 & 57.00 & 0.24207 & 0.26318 & 84 & 300.0 & \(-\)554.0 & \(-\)7 \\ EP14 & 300.0 & 30.09 & 538 & 2.0 & 10 & 1715 & 56.55 & 36.03 & 0.23299 & 0.24141 & 85 & 730.0 & \(-\)660.0 & \(-\)15 \\ \hline \end{tabular}
\end{table} 
Table 1: Input parameters for subsidence calculation. Figure 12: Modeling of mine subsidence process with the cumulative mining impact on the highway in the Southern District of the Morava Pit: (**a**) excavation panel EP3 with maximum subsidence U\({}_{3}=-950\) mm, (**b**) excavation panel EP5 with maximum subsidence U\({}_{5}=-1180\) mm, (**c**) excavation panel EP7 with maximum subsidence U\({}_{7}=-1398\) mm, (**d**) excavation panel EP9 with maximum subsidence U\({}_{9}=-1566\) mm, (**e**) excavation panel EP13 with maximum subsidence U\({}_{13}=-1645\) mm, (**f**) excavation panel EP14 with maximum subsidence U\({}_{14}=-1671\) mm.