Deep soft rock roadways at about 1 km depth experience significant deformation due to concentrated stress ahead of the working face and dynamic loads from the hard roof layer. We propose an integrated control method that couples directional roof cutting, which interrupts stress transfer with constant resistance, and large deformation cable reinforcement to accommodate residual movement. The calibrated FLAC3D model indicates a lower front of face stress and a diminished cyclic build up of elastic strain energy in the roof, which reduces roadway convergence. Field data from Face 13403 corroborate the method’s effectiveness: the average hydraulic support load on the roof cutting side was 20.3 MPa, which is 30.1% lower than on the non-cutting side; deformation stabilized about 320 m behind the face; the final roof to floor and rib to rib closures were 1.10 m and 1.47 m; and the entry remained fit for the next panel. These results indicate that coupling roof cutting with constant resistance cable reinforcement reduces mining-induced loads while increasing deformation tolerance, providing a practical solution for stabilizing kilometer-deep soft rock roadways.

Rock bolt corrosion can weaken support systems and affect the long-term stability of water-flooded roadways. This study investigates the symmetry evolution of roadway deformation induced by bolt deterioration in alkaline water-flooded roadways, using Sanxin Coal Mine, Xinjiang, as a case. Electrochemical accelerated corrosion tests were conducted in 10% Na₂SO₄ solutions at pH = 9, 11, and 13 for 3, 6, and 9 d, followed by uniaxial tensile tests and FLAC3D numerical simulations. Under the controlled accelerated electrochemical conditions, the mass loss rate and corrosion rate generally increased with corrosion duration, with the greatest deterioration observed in the pH = 13 group after 9 d. The tensile curves of corroded bolts still exhibited elastic deformation, yielding, strain hardening, and post-peak softening stages. However, the yield load decreased with increasing mass loss rate, with fitted slopes of −0.1842, −0.07531, and −0.04998 kN/% for pH = 9, 11, and 13, respectively. Numerical results showed that bolt deterioration intensified roadway deformation and stress redistribution. Under severe corrosion, the horizontal displacement of the two sidewalls reached approximately −153.7 mm and 155.4 mm, while the maximum roof subsidence and floor heave reached about −188.7 mm and 191.3 mm, respectively. The shallow stress release zone expanded, and the deep stress concentration became more pronounced. Moreover, bolt deterioration intensified the roadway response while largely preserving its left–right symmetry. The numerical results incorporating the experimentally derived bolt deterioration showed increased roadway deformation and stress redistribution, indicating that bolt-capacity degradation can adversely affect roadway stability. These findings provide a reference for evaluating residual support performance and designing reinforcement measures for water-flooded roadways.