Detection of Karst Cavities and Anomalies in Coal Mine Underground Mines
Related plans：
Cave exploration
Detection Location: A coal mine in a certain area
Detection objective: Cave exploration, freight corridor detection
Detection time: June 15, 2026
I. Site Conditions and Survey Line:
The coal mine is located within the mountain. Inside the mine, the monorail cableway and the freight transport tunnel run parallel to each other, with the rock forming the tunnel sidewalls being limestone. In this radar survey, a total of four survey lines were acquired:
Survey line
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Device frequency
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Survey line length / m
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Survey Line Description
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Survey Line 1
|
100MHz
|
80
|
Detection of the sidewall of the freight passage facing the mountain side
|
Survey Line 2
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100MHz
|
315
|
Side-wall detection on the monkey‑car ropeway in the direction of the freight passage.
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Survey Line 3
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50MHz
|
146
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The starting point and direction are the same as those of Survey Line 2, but due to site constraints, the survey line is shorter.
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Survey Line 4
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100MHz
|
121
|
Downward detection of the monkey‑car ropeway’s bottom plate
|
II. Equipment Description
This survey employs two antenna sets that share a single host unit, with antennas that are easily interchangeable. When using the 100‑m antenna, the combined weight of the transmitting and receiving ends’ telescoping poles, the antenna, and the host unit is 4.45 kg, while the antenna itself measures 92 cm in length. With the 50‑m antenna, the total weight of the transmitting and receiving ends’ telescoping poles, the antenna, and the host unit is 5.65 kg, and the antenna extends to 180 cm.
III. Measured Data
Survey Line 1: Side-wall exploration along the freight corridor, toward the mountain side.
Grayscale image:
Waveform Stacking Chart:
Note: This survey line was conducted along the freight‑transport corridor. At 5 m along the line, cable interference caused an anomalous signal. Between 40 and 70 m, at depths of 18–36 m, strong reflection signals with distinct multiple‑bounce characteristics were observed, suggesting the presence of unfilled karst cavities. Additionally, between 75 and 80 m, at depths of 22–35 m, strong‑amplitude, multiple‑bounce reflections were detected; however, due to operational constraints, data acquisition could not be continued, raising the possibility of further karst features.
Survey Line 2: Side-wall probing along the monkey‑car cableway in the direction of the freight passage.
Grayscale image:
Waveform Stacking Chart:
Survey Line 3: Side-wall exploration along the monkey‑car ropeway in the direction of the freight access tunnel.
Grayscale image:
wave
Data interpretation for survey lines 2 and 3: On this line, side-wall probing of the monkey‑car cableway revealed a strong reflection at a depth of approximately 36 m, corresponding to the freight track running parallel to the cableway; the two reflectors are spatially aligned. The later portion of the signal is weaker and discontinuous, likely due to uneven water content resulting in variable signal attenuation. At 70 m along the survey line, a regular reflection occurs at a depth of 8 m, tentatively attributed to a grouted karst cavity. Between 180 and 200 m, within the depth range of 8–16 m, reflections indicative of a karst cavity are observed.
Survey Line 4: Downward probing beneath the monkey‑car cableway’s bottom slab.
Grayscale image:
Waveform Stacking Chart:
Note: This survey line was conducted to detect the bottom slab of the monkey‑car ropeway. In the shallow zone between 6 and 18 meters, strong reflection signals were observed, suggesting possible rock fracturing and localized fractures. At 60–80 meters along the survey line, a strong reflection signal was detected at a depth of 27 meters, which is interpreted as a reflection from a karst cave (likely containing water).
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