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12th International Symposium on Rock Fragmentation by Blasting, Luleå Sweden 11-13 June 2018
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This paper deals with controlled blasting techniques used for flattening of Ulwe hill by blasting for
construction of International airport at Navi Mumbai, India which was surrounded by the populated
area and subsequently to determine optimum blast design parameters for blasting at the land development site to achieve desired fragmentation level i.e. 300 mm to 700 mm for preparation of stable
runway foundation with minimum vibration level. Altogether, eighty-five blasts were conducted at
different locations/packages of the Navi Mumbai International Airport (NMIA) construction site in
order to flatten the Ulwe hill height from 92 mRL to 8 mRL. In total, 194 blast induced ground
vibration data were recorded and analysed, from 85 blasts conducted at different locations/packages
within the periphery of NMIA land development site. The blast de-signs were optimized through
experimental trials and all the adverse outcomes were controlled within safe limit. The highest magnitude of ground vibration recorded in all the trial blasts was 12.4 mm/s with associated dominant
peak frequency of 55.4 Hz. The concentration of dominant frequencies varied between 20 and 80 Hz.
The delay interval between holes in a row i.e. 17ms / 25ms whereas between the rows 42 ms to 84
ms de-pending upon the number of rows and effective burden gave optimum results. The charge
factor value of 0.55 to 0.70 kg/m3 was found to be optimum to achieve desired fragmentation for the
land filling purpose. The land development work is being done smoothly and safely for construction
of Navi Mumbai International Airport (NMIA) as per the recommendation of CSIR-CIMFR and will
help in enhancing the aviation facilities for Mumbai to meet the demand for the Mumbai Metropolitan
Region (MMR).
,1752'8&7,21
field” international airports, currently being developed, offering world-class facilities for passengers, cargo, aircrafts and airlines. The proposed second airport for MMR is located at Navi
Mumbai as the area is expected to cater to the
future growth in population, business and commercial activities of MMR. The availability of
excellent physical and social infrastructure coupled with an environment-friendly site makes
the Navi Mumbai Airport project both technically feasible and financially viable (Environmental Compliance Monitoring Report for
NMIA, 2017).
Enhancement in aviation facilities for Mumbai
is critical as the air travel demand forecast for
the Mumbai Metropolitan Region (MMR) reveals that traffic will grow over 100 million passengers per annum (MPPA) by 2030-31. The existing Mumbai airport alone will not be able to
handle such an increase in the air traffic. The existing airport at Mumbai, is fast reaching saturation. Therefore a second airport in the Mumbai
Region has become imperative. To meet the
growing demands of air travel, City and Industrial Development Corporation of Maharashtra
Ltd. (CIDCO) has proposed the development of
a new airport at Navi Mumbai.
The growth in resident population in Navi Mumbai, rapid development of its Central Business
District, coupled with major economic generators such as Special Economic Zone, Jawaharlal
Nehru Port, Thane-Belapur and Taloja industrial
areas and the huge catchment area ranging from
Navi Mumbai International Airport (NMIA) is
going to be one of the world’s largest “Green-
695
12th International Symposium on Rock Fragmentation by Blasting, Luleå Sweden 11-13 June 2018
construction of Navi Mumbai International Airport (NMIA).
Pune to South Mumbai would ensure a steady
growth rate in traffic at the new airport, thus assuring steady revenues to the investors. In addition the project opens-up the state’s vast hinterland rich in agriculture, floriculture, hi-tech high
value industries to the world market. Thus the
airport will act as a focal point for the emergence
of a transshipment Centre in the South Asian region. One of the outlay of the proposed NMIA is
presented in Figure 1.
The Rock Excavation Engineering Group of
CSIR-CIMFR has been assigned to accomplish
the work and in doing so 85 trial blasts were conducted to optimize the blast design. As the project site is being surrounded by villages, controlled blasting has to be implemented at the site.
Blast induced ground vibrations were recorded
in and around the periphery of the project site to
optimize the blast design parameters. The blasts
were optimized not just to reduce the ground vibration level but as the blasted muck has to be
used for filling the site it was desired to have
fragment size of 300 mm to 700 mm for preparation of stable runway foundation.
1.1 Vibration standards and criteria to prevent
damage
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The land development in the core airport areas
will be carried out on 1,161 hectare (ha) spanning nearly 6 km from east to west and 2.5 km
from north to south. The Airport Site encompasses a hill (namely Ulwe hill) which needs to
be flattened. The project involves pre-development activities which includes land development
by blasting of hills in the project area, filling/reclamation of the airport area, re-coursing of the
Ulwe river flowing through the airport site and
shifting of the Extra High Voltage Transmission
(EHVT) lines crossing airport land (NMIA Brochure, 2014).
Peak particle velocity (PPV) has been globally
used in practice for assessment of blast-induced
damage to the structures. Different countries
adopt different standards depending on their
type of industrial/residential buildings. In India,
presently Directorate Journal of Mines Safety
(DGMS) technical circular 7 of 1997 is considered as vibration standard for the safety of surface structures in mining areas. The DGMS
standard is given in Table 1.
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The proposed Airport is located in the geographical center of Navi Mumbai, at latitude 18° 59ƍ
40Ǝ N and longitude 73° 04ƍ 13Ǝ E on the National Highway No. 4B near Panvel at a distance
of approx. 35 km from the existing Chhatrapati
Shivaji International Airport (CSIA) in Mumbai.
The National Highway 4B provides the main
road access to the Airport from the east, whereas
the Aamra Marg provides road access to the Airport from the west. The Airport site is also accessible from the existing Mankhurd-BelapurPanvel and Thane-Panvel commuter rail corridors from Khandeshwar Railway Station and
from the Targhar Railway Station on the Nerul –
Uran Railway line presently under development.
Figure 2 shows the satellite view of the Ulwe hill
highlighting the areas to be flattened by drilling
and blasting.
In the initial stage of land development, the
Ulwe hill will be cut and reduced up to 8.0 m and
leveling work will be carried out in the remaining part using rock and earth fill material extracted from Ulwe hill. The remaining part will
be levelled up to 5.5 meter. The management of
CIDCO entrusted CSIR- Central Institute of
Mining and Fuel Research (CSIR-CIMFR),
Dhanbad for providing consultancy services for
flattening of Ulwe Hill using drilling and blasting as part of the land development works for
696
12th International Symposium on Rock Fragmentation by Blasting, Luleå Sweden 11-13 June 2018
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Type of structure
Dominant excitation
frequency, Hz
8-25
< 8 Hz
!25 Hz
Hz
Similarly, 30 blasts were carried out at Package
III. The number of holes in the blasts varied from
10 to 60. The depth of holes varied from 3.5 to
12 m and the explosive charge per hole varied
between 8 and 64 kg. The maximum explosive
charge per delay also varied between 9 and 100
kg. The total explosive charge detonated in a
blasting round varied between 156 and 3,000 kg.
(A) Buildings/structures not belong to the
owner
1.Domestic houses
/structures
5
10
15
(Kuchcha, brick and
cement)
2. Industrial buildings
10
20
25
3. Objects of historical
importance and sensi2
5
10
tive structures
(B) Buildings belonging to owner with limited
span of life
1. Domestic houses/
10
15
25
structures
2. Industrial buildings
15
25
50
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the explosive charge per hole varied between 23
and 63 kg. The maximum explosive charge per
delay also varied between 23 and 63 kg. Total
explosive charge detonated in a blasting round
varied between 617 and 2331 kg.
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The similar blasts were conducted at Package IV
also. In total, 32 blasts were conducted with varying blast design parameters. The total number
of holes in a blasting round varied between 12
and 66 whereas the depth of the holes varied
from 3 to 11 m. The average explosive charge in
a hole varied between 7 and 58 kg. Total explosive charge detonated in a blasting round varied
between 250 and 3,283 kg whereas maximum
charge per delay ranged between 14 and 88 kg.
Nonel initiation system was used in all the blasts
for in-hole initiation of explosive charge as well
as surface hole-to-hole initiation. The down-thehole delay timing used in the blasts was 450 ms
whereas for Trunk line delays, 17, 25 and 42 ms
were used. Primer cartridges (booster charge)
were used in all the blasts conducted at different
package areas. Some of the blast design patterns
performed at NMIA project is presented in Figure 3 and Figure 4.
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The entire Navi Mumbai International Airport
land development project is divided into four
packages namely Package I and II, Package III
and Package IV for smooth, speedy and efficient
operation. The first blast was conducted at Package I and II area. In the 1st blast, 12 holes with
717 kg of explosives having maximum explosive weight per delay of 63 kg were detonated.
The diameter of blasthole used in all the trial
blasts was of 115 mm. In total, 23 blasts were
conducted at Package I and II with varying blast
design and charging patterns. The total number
of holes in a blasting round varied from 12 to 37.
The depth of holes varied from 5.5 to 12 m and
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4.1 Blast induced ground vibration
Blast induced ground vibrations were monitored
in terms of peak particle velocity (PPV) for all
the blasts at each package. The ground vibrations recorded from the blast trials conducted at
Package I and II varied from 0.82 mm/s to 12.4
mm/s depending upon the distance of vibration
monitoring point from the blasting face as well
as the maximum charge per delay and total
charge used the blast. The distances of vibration
monitoring points from the trial blast sites varied
from 100 to 750 m. Ground vibration data recorded from the trial blasts conducted at Package
III were in the range of 0.78 to 18.9 mm/s. The
distance of the blasting site from the vibration
monitoring point varied between 130 m and 400
m. The ground vibration data recorded from the
trial blasts conducted at Package IV varied between 0.78 mm/s and 18.9 mm/s. The vibration
monitoring instruments were set on ground surfaces at the distance of 100 m to 350 m from the
blasting site. One of the blast wave signature and
its Fast Fourier Transform (FFT) recorded from
the blast conducted at Package III is depicted in
Figure 5a and Figure 5b.
(b)
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VHQWHGLQ D Near field blast vibration data were also recorded to evaluate the blast wave characteristics.
The Seismograph were placed at a distance of 50
m and 75 m to diagnose the blast vibration signatures in near field. The recorded values of
ground vibration were 44.4 mm/s and 35.4 mm/s
at 50 m and 75 m respectively. Fast attenuation
in ground vibration data was observed. The blast
wave signature recorded at 50 m from the blast
site is presented in Figure 6.
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12th International Symposium on Rock Fragmentation by Blasting, Luleå Sweden 11-13 June 2018
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Ground vibrations data recorded were grouped
together for statistical analysis. Analysis was
performed individually for all different Packages and the empirical relationship has been established correlating the maximum explosives
weight per delay (Qmax in kg), distance of vibration measuring transducers from the blasting
face (R in m) and recorded peak particle velocity
(v in mm/s) using USBM predictor equation
(Duvall et al. 1959, 1962). Regression of the
ground vibration data recorded from the blasts
conducted at different Packages were plotted independently and the generalised established
equation combining all the vibration data for the
respective packages are given in equation 1,
equation 2 and equation 3 respectively. The regression plot of Package I and II, Package III and
Package IV is presented in Figure 7, Figure 8
and Figure 9 respectively. The established empirical equations for the Packages are as follows:
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4.2 Noise/Air overpressure
(3)
Air overpressure in the mining or quarrying context is the superposition of a number of impulsive air pressures as a result of the detonation of
explosive in the ground. The recorded levels of
air overpressure ranged from 94 to 134.9 dB(L)
for the blasts conducted at Package I and II. The
levels of air overpressure from the blasts conducted at Package III were in the range of 108.4
699
12th International Symposium on Rock Fragmentation by Blasting, Luleå Sweden 11-13 June 2018
to 135.8 dB(L). The recorded levels of air overpressure varied between 94 dB(L) and 131.8
dB(L) for Package IV. The plot of recorded blast
induced air overpressure data with varying distance is depicted in Figure 10.
recorded velocity of detonation (VOD) of slurry
cartridges were varied in between 3803.5 m/s
and 4124 m/s. Figure 12 depicts the in-the-hole
VOD recorded at Package III of NMIA project.
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4.2 Frequency of blast induced ground vibration
The dominant peak frequencies of ground vibrations were in the range of 10.1 to 121.8 Hz. FFT
analyses of blast vibration frequencies confirmed that concentration of dominant frequencies were between 20 and 80 Hz. The plot of recorded dominant frequencies at various distances
is presented in Figure 11.
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Uniform in-the-hole VOD of explosive is essentially required throughout the blastholes in order
to produce sufficient detonation pressure to the
blasthole walls. Booster is provided in the explosive column at bottom to sustain and maintain
the VOD for the uniform breakage of rock. The
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The NMIA land development project requirements were to use the fragmented rocks i.e. generated due to blasting for the development of the
site. The required fragment size for the land development work of the project site was 300 mm
to 700 mm. Muck pile characteristic mainly depends on bench specification, geometry, desired
swell distribution and excavator characteristics
etc. To obtain the required fragment size, rock
fragmentation analysis was performed for each
blast and accordingly design parameters were
modified depending upon the requirements and
rock conditions.
The Kuz-Ram model is generally used for prediction of the fragmentation size after blasting.
The Kuz-Ram model is an empirical fragmentation model based on the Kuznetsov (1973) and
Rosin and Rammler equations modified by Cunningham (1983, 1987), which derives the coefficient of uniformity in the Rosin and Rammler
equation from blasting parameters. Rock properties, explosive properties, and design variables
are combined in this modern version of the KuzRam fragmentation model. The Rosin-Rammler
12th International Symposium on Rock Fragmentation by Blasting, Luleå Sweden 11-13 June 2018
equation used by Cunningham (1983) for blasting analysis is:
R
e
§ x ·
¨¨ ¸¸
© xc ¹
the blasts conducted on all the Packages. The
Photographs of muck piles were taken just after
blast to the last date of mucking to get the overall
fragment size of a particular blast. Fragmented
view of some of the blasts conducted at Ulwe
Hill Package I and II is shown in Figure 13. Figure 14 depicts the process involved in fragmentation analysis i.e. netting and contouring of rock
fragments whereas the fragmentation results in
the form of cumulative and histogram curve is
depicted in Figure 15. The summary of the fragment size distribution is given in Table 2.
n
(4)
Where R is the fraction of material retained on
screen
x is the screen size
xc is a constant called characteristic size and
n is a constant called uniformity index.
The uniformity index typically has values between 0.6 and 2.2 (Cunningham 1983). A value
of 0.6 means that the muckpile is non-uniform
(dust and boulders) while a value of 2.2 means a
uniform muckpile with majority of fragments
close to the mean size. The importance of the
uniformity index is size distribution curves having the same characteristic size but different values of uniformity index.
Noy (2012) suggested that fitting of the fragmentation measurement tool to digging equipment by means of positioning the camera system
on digger, will optimise the viewing parameters
that improve the exposure of the fragmentation
for segmentation algorithms. Onderra et al.
(2015) also suggested the mounting of fragmentation imaging system on digging equipment. In
this study rock fragmentation analyses were carried out for each blast using photoanalysis system. Photoanalysis system was adopted.
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Rock fragmentation analysis output is a good indicator for evaluation, efficiency and productivity of surface mining. The rock fragment sizes
were analyzed using Wipfrag software of M/s
Wipware Inc., Canada. The output of the analyses are in the form of number of exposed fragmented blocks, maximum, minimum and mean
sizes of the fragmented blocks, detail sieve analysis as per the requirement i.e. at different percentile size viz. D10, D20, D30, D40 and D50. The
meaning of D10 is the ten-percentile, for which
10% by weight of the sample is finer and 90%
coarser. In terms of sieving, D10 is the size of
sieve opening through which 10% by weight of
the sample would pass.
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The effect of blast design parameters on fragmentation size of the rock has been studied for
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12th International Symposium on Rock Fragmentation by Blasting, Luleå Sweden 11-13 June 2018
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Package Package Package
I and II
III
IV
150-500 150-1000
523.22040.4
612.81128.3
771.93461.3
X50 (mm)
180.2991.8
52.4524.3
176.9940.9
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2.876
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In the trial blasts, depth of holes varied widely
from 4 to 12 m depending on the availably of
blasting benches. Burden and spacing varied
from 2.0 to 2.75 m and 2.5 to 3.5 m respectively.
Decked charges were used for blasthole depth
more than 8 m. The charge factors used varied
from 0.55 to 0.67 kg/m3 depending on the rock
formation encountered in the blasting area.
Good fragmentations were obtained in most of
the blasts. However, in a few blasts oversize
boulders were obtained due to the presence of
inherent joint planes in the blasted rock mass.
Therefore, the charge factor value of 0.55 to 0.70
kg/m3 was found to be optimum to achieve good
fragmentation. Table 3 represents the optimized
blast design parameters for different benches of
Package I and II, Package III and Package IV of
NMIA.
300 400
400 500
500 600
600 700
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100
6
115
115
150
2 × 2.5 2.2
2.4 ×
2.8
2.5 ×
8 – 10
3.0
10 – 2.8 ×
12
3.2
6–8
2.5
2.7
3.0
Charge factor
[kg/m3]
Xmax (mm)
Top stemming
1501000
100.5422.4
B × S [m]
Mode Size (mm)
73.9265.0
Bench height
[m]
85.3514.6
Hole diameter
[mm]
Mean Size (mm)
0.550.65
0.550.65
0.550.65
0.6-0.7
&21&/86,216
The major challenge at the site is to control the
blast induced ground vibration, air overpressure
and flyrock as the project area is surrounded by
dwellers of small villages. The blast designs
were optimized through experimental trials and
all the adverse outcomes were controlled within
safe limit. The highest magnitude of ground vibration recorded in all the trial blasts was 12.4
mm/s with associated dominant peak frequency
of 55.4 Hz. The dominant peak frequencies of
ground vibration waves were in the range of
10.10 to 121.80 Hz. The FFT analyses of blast
vibration data confirmed that the concentration
of dominant frequencies vary between 20 and 80
The prediction of blasted rock size were done
with different combination of burden, spacing,
bench height, hole diameter, top stemming and
charge factor with the help of blast design simulation software. The simulation curve for fragmentation size using Kuz-Ram model is presented in Figure 16. The analysed blast design as
per the requirement of fragment size of the blast
is given in Table 3.
702
12th International Symposium on Rock Fragmentation by Blasting, Luleå Sweden 11-13 June 2018
$&.12:/('*(0(176
Hz. Hence, the safe level of vibration has been
taken as 10 mm/s as per regulatory authority of
India.
CSIR-CIMFR is thankful to the management of
M/s CIDCO Maharashtra Limited for sponsoring the study. The sincere co-operation and help
extended to the team by the management Package I and II, Package III and Package IV are also
thankfully acknowledged.
The recorded air overpressure in all the trial
blasts was in the range of 94 – 134.9 dB(L). All
the blasts were conducted using Nonel initiation
system. It was recommended that blasts within
the range of 100 m from the nearby structures in
the village must be initiated using electronic initiation system to check the noise/air overpressure and currently the work is being done beyond 240 m from the dwellings.
5()(5(1&(6
Cunningham, C.V.B. (1987) Fragmentation estimations and the Kuz-Ram model—four
years on, In Proceedings 2nd International
Symposium on Rock Fragmentation by Blasting, Keystone, Colorado, USA, 23–26 August 1987; pp 475–487.
Cunningham, C.V.B. (1983) The Kuz-Ram
model for prediction of fragmentation from
blasting, Proceedings of 1st International
Symposium on Rock Fragmentation by Blasting, (ed: R Holmberg and A Rustan), Luleå,
Sweden, 22–26 August 1983; pp 439–453.
Directorate General of Mines Safety (DGMS)
technical circular 7 (1997).
Duvall, W.I. and Fogleson, D.E. (1962) Review
of Criteria for Estimating Damage to Residences from Blasting vibration, USBM – I
5968.
Duvall, W.I. and Petkof, B. (1959) Spherical
propagation of Explosion of Generated strain
Pulses in Rocks, USBM RI 5483, 1959, pp
21-22.
Environmental Compliance Monitoring Report
for NMIA (2017).
Gheibie, S., Aghababaei, H., Hoseinie, S.H. and
Pourrahimian, Y. (2009) Modified Kuz-Ram
fragmentation model and its use at the
Sungun Copper Mine, International Journal
of Rock Mechanics and Mining Sciences,
46(6): 967-973.
Kuznetsov, V.M. (1973) The mean diameter of
the fragments formed by blasting rock, Soviet
Mining Science, 9(2): 144–148.
Navi Mumbai International Airport Brochure,
February 2014.
Noy, M.J. (2012) Automated rock fragmentation
measurement with close range digital photography, Measurement and Analysis of Blast
Fragmentation Workshop, held at Fragblast10 – 10th international Symposium on
Flyrocks did not occur in most of the trial blasts.
This was achieved by implementation of proper
blast design patterns with complete supervision
of the total blasting operations. The pyrotechnic
Initiation systems (NONEL) and electronic initiation system was found to be effective in controlling flyrocks. The conveyor belt with sand
bags were used in sensitive blasting sites.
The charge factors used in the trial blasts varied
from 0.55 to 0.67 kg/m3 depending on the rock
formation encountered in the blasting area. Rock
fragmentation analyses were carried out for all
the blasts and desired fragmentations were obtained in most of the blasts. However, in a few
blasts oversize boulders were obtained due to the
presence of inherent joint planes in the blasted
rock mass. The charge factor value of 0.55 to
0.70 kg/m3 was found to be optimum to achieve
good fragmentation.
The delay interval between holes in a row should
be 17ms / 25ms whereas between the rows, it
should be between 42 ms and 84 ms depending
upon the number of rows and effective burden.
If the number of rows are more than two, the delay interval between rows should be increased by
giving the delay interval of 42 ms, 59 ms, 65 ms
and 84 ms in successive rows.
The land development work is being done
smoothly and safely for construction Navi Mumbai International Airport (NMIA) as per the recommendation of CSIR-CIMFR and will help in
enhancing the aviation facilities for Mumbai to
meet the demand for the Mumbai Metropolitan
Region (MMR).
703
12th International Symposium on Rock Fragmentation by Blasting, Luleå Sweden 11-13 June 2018
Rock Fragmentation by Blasting, pp 13-21
(CRC Press: Balkema).
Onedera, M, Thurley, M. and Catalan, A. (2015)
Measuring blast fragmentation at Esperanza
mine using high resolution 3D laser scanning,
Transactions of the Institutions of Mining and
metallurgy, mining Technology, 124(1):A34A36.
www.cidco.maharashtra.gov.in/pdf/NMIA_Brochure_feb14.pdf
704
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