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Structural and non-structural mitigation of landslide

risk in road connections: the integration of monitoring

and early warning devices in the Scascoli Gorges

(northern Apennines, Italy)

  1. The Scascoli Gorges (25 km south of Bologna, Savena River Valley) display an intrinsic

  2. structural predisposition to slope instability, due to stratigraphic and tectonic

  3. features, resulting in several landslide bodies of different types and sizes. In particular,

  4. both the left and the right cliffs of the Gorges have been affected by huge rock falls

  5. involving weathered and fractured sandstones. The rock fall events recorded in the last

  6. few years are impressive: on October 15th, 2002 a rock volume of about 20.000 cubic

  7. meters detached from the left cliff, damming the Savena riverbed and completely

  8. destroying 150 meters of the Fondovalle Savena provincial road. On March 12, 2005

  9. a rock slope failure of 30.000 cubic meters occurred, developing as a toppling-rock

  10. fall that, again, dammed the river and destroyed the road for a length of about 100 m.

  11. Despite the fact that the road represent an important connection from the upper part of

  12. the valley to the city, in both cases, no accidents and casualties were recorded.

  13. From 2005 onwards a large civil protection plan was set up in order to design protection

  14. and consolidation works, and to manage the risk posed to the road on the elements

  15. at risk, both directly and indirectly (people, road, economic activities etc.). Site characterization,

  16. in situ monitoring, slope stability analyses and alarm system, in the frame

  17. of residual risk assessment and management after the 2005 event, are here discussed.

  18. After the last major rockfall event and the first emergency response (removal of fallen

  19. blocks), two main sources of risk threatened the road in the Scascoli Gorges. One was

  20. the risk that single rock blocks resting on unfavourably orientated joints (volume in

  21. the order of dm3 to 100m3) would detach from the cliff and impact the road. The other

  22. was the risk associated with an overall failure of the rock cliff such occurred in 2002

  23. and 2005 (volume in the order of 105m3). In order to reduce the hazard and to drop the

  24. risk below an acceptable level, both structural and non-structural mitigation measures

  25. were combined.

  26. The first mitigation measure consisted of slope flattening and benching aimed to reduce

  27. the driving force in the cliff affected by the 2005 rockfall. Slope was excavated

  28. by blasting and heavy ripping to an average slope of approximately 50°. Slope profiling

  29. had the double positive effect of increasing the global safety factor of the rock

  30. slope and grading the slope away from the road, thus reducing the hazard related to

  31. single rockfalls. Furthermore, a rockfall barrier with an energy absorption capacity of

  32. 1000 kJ was installed at mid-slope where the cliff was still too close to the road (10-15

  33. m). Structural measures also included the construction of a earth wall at the toe of the

  34. cliff, the protection of river banks against undermining, and the rebuilding of the road

  35. subgrade using large rock blocks fastened with concrete and stainless steel nets.

  36. Non-structural mitigation measures consisted of an automated monitoring system and

  37. of a cable alarm system. The monitoring system is composed by three electrical crackmeters

  38. installed across major discontinuity planes and one thermometer. The data are

  39. collected every four hours, stored in the field and retrieved weekly via GSM. The alarm

  40. system was installed along the road guard rail and it consists of a cables pair coupled

  41. with a current detector. Whether an interruption of the current flow is detected, the

  42. system turn on two red traffic signal signs placed at the entrance of the Gorges and

  43. send an SMS alarm to nominated mobile phone numbers.

  44. The efficiency of the mitigation measures were evaluated in terms of risk reduction.

  45. The level of risk from rockfall was quantified by considering the following hazards:

  46. i) impact of a rock on a moving vehicle, ii) impact of a rock on a stationary vehicle;

  47. iii) impact of a vehicle on a stationary rock that is obstructing or blocking the road.

  48. The overall risk level was computed as sum of the probabilities of single accidents

  49. multiplied by the probability of death. By comparing the overall risk before and after

  50. the works, we demonstrated that the adopted mitigation measures have successfully

  51. decreased the level of risk and that the level of residual risk is well below the values

  52. commonly selected for acceptable risk.

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