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Table 1
Dimensions of the cut slopes Rock type Cut slope Number of Location Length (m) Slope height (m)
cut slopes
Maximum At axis
Fig. 1
Location map of the study area
study area. Most streams are intermittent and flow only pine trees. However, the pine trees are rarely observed
after heavy rains. C akt stream is one main stream, flowing above an elevation of 2,000 m.
with high amount of discharge throughout the year,
especially in spring season. The C akt stream flows parallel
to the proposed motorway. C akr stream joins the C akt
stream at Km 361+750 of the motorway. No negative Geology
effects of the streams exist for the motorway because the
elevation of the motorway is 10 to 50 m above the stream Site geology
channel. Additionally retaining walls will be constructed to Geological mapping at a scale of 1/5000 is conducted for
protect the fills, where the proposed motorway is close to 1 km wide motorway corridor along the study section of
the stream bed. Continental climate prevails at the site the Ankara-Pozant motorway. The field study reveals that
vicinity. The study area is generally covered with dense the main lithological units from older to younger are
Fig. 2
Geological map of the site vicinity
(modified from Demirtasl and others 1986)
recrystallized limestone, microgabbro, conglomerate and unit has a tectonic contact with conglomerate (Figs. 2
Quaternary deposits (Figs. 2 and 3). and 3). The emplacement age of the microgabbro is given
In the study section, the recrystallized limestone (Po) is as Late Paleocene (Demirtasl and others 1986).
light gray to white, massive, moderately jointed, and The conglomerate sequence consists of dominantly con-
strong. This unit is observed at the start of the motorway glomerates with local sandstone and lacustrine marl layers.
between Km 358+000 and Km 358+050 of the section. The The conglomerate is reddish green, fine grained with
recrystallized limestone is unconformably overlain by the subangular shape, slightly weathered, medium strong. The
conglomerate (Figs. 2 and 3). The age of the limestone is grains are mainly derived from the older rocks, such as
Permian (Demirtasl and others 1986). microgabbro and limestone. The conglomerate is observed
The microgabbro is greenish dark gray, fine grained, along 550 m of the motorway for segments Km 358+050-
slightly weathered, highly jointed, and very strong. Km 358+200 and Km 360+350-Km 360+750 (Fig. 3). Based
Staining and calcite infillings are observed along the joint on the regional lithological correlations, the age of the
surfaces. The microgabbro is observed along 3,632 m of conglomerate is given as Oligocene-Early Miocene
the motorway between Km 360+868 and Km 364+350. The (Demirtasl and others 1986).
Fig. 4
Plots of pole (a), contour (b),
rose (c) and dominant disconti-
nuity sets (d) for C-2 cut slope
the conglomerate is a very good rock, whereas the In this study, the revised excavatability chart proposed by
microgabbro is a good rock (Table 2). The laboratory Pettifer and Fookes (1994) was used for the assessment of
direct shear box tests are performed only on the micro- rock excavatability because it considers the types of
gabbro samples because the conglomerate is not likely to excavating equipments, and requires engineering geologi-
fail kinematically. The test results (Table 3) indicate that cal parameters (discontinuity spacing index (If) and point
the peak and residual cohesion values of the microgabbro load strength index (Is(50)) which are very easy to obtain
are 0.91 and 0.56 MPa, respectively. The internal friction through field and laboratory studies. Discontinuity spac-
angles of the rock for peak and residual values are found to ing index (If) was calculated based on the procedure rec-
be 32 and 31, respectively (Kentli 2002). ommended by ISRM (1981). For the point load strength
index, I s(50), a total of 60 samples were tested in accor-
dance with ISRM (1985) and their average values were
Assessment of rock excavatability used for each cut slope. The parameters used and the
In many construction projects, the method of overburden excavatability class for each cut slope are summarized in
removal is a crucial factor affecting the safety and cost of Table 4. The plotting of the data in the revised excavat-
operations. Blasting, ripping and digging are the main ability chart is shown in Fig. 5. Based on the excavatability
excavation methods. The excavatability of rocks mainly analysis of the rocks, the excavatability category of C-1 (in
depends on their geotechnical properties, on the excava- conglomerate) is hard ripping. However, it is very hard
tion method, and on the type and size of excavating ripping for the other cut slopes to be excavated in the
equipment being used (Pettifer and Fookes 1994). A microgabbro. The C-5 cut slope is not considered in the
number of methods are suggested in the literature to rock excavatability analysis because it is located in
assess the rock excavatability (Franklin and others 1971; unconsolidated colluvium.
Weaver 1975; Kirsten 1982; Minty and Kearns 1983; Scoble
and Muftuoglu 1984; Smith 1986; Singh and others 1987; Assessment of slope stability
Caterpillar 1988; Karpuz and others 1990; Hadjigeorgiou Assessment of slope stability in rocks is usually done
and Scoble 1990; MacGregor and others 1994; Pettifer and through kinematic and limit equilibrium analyses. Kine-
Fookes 1994). matic refers to the motion of bodies without reference to
(kN/m3) bedding
plane (B)/
joint set (J)
(MPa) (Dip/dip
direction)
Conglomer- 26.54 4.95 C-1 100 B-1 (45/210) Very tight Wide (60 Very high Rough Slightly Dry Very good
ate to tight (0 200 cm) (>20 m) planar weathered rock (94)
Table 3
Shear strength parameters of the discontinuities that are kinematically likely to fail
-aNot calculated because failure is not controlled by the specified joint set
Table 4
Mean discontinuity spacing, discontinuity spacing index (If), point load strength index (Is(50)), and excavatability classes of the cut slopes
the forces that cause them to move. If the kinematic named as left slope and right slope regarding the slope at
analysis indicates that the failure controlled by disconti- the left-hand and the right-hand, respectively, following
the increasing trend (km) of the motorway. During the
nuities is likely, the stability must be evaluated by a limit
equilibrium analysis, which considers the shear strength kinematic analyses, optimum slope angle for each cut
slope was determined by considering the safest slope angle
along the failure surface, the effects of pore water pressure,
and the influence of external forces such as reinforcing for any kind of failure. For remedial measures, only slope
elements or seismic accelerations (Turner and Schuster flattening was considered during kinematical check since
1996). In this study, the kinematic analysis is done for thethe route of the motorway was finalized and not subject to
cut slopes to be excavated in rock. Therefore, the C-5 cut change. The kinematic analyses of each cut slope are
slope located in colluvium is not analysed. Nevertheless, shown in Figs. 6 and 7. Left slope (LS), right slope (RS),
the limit equilibrium analysis is only performed for the great circles of slopes (short-dashed lines), great circles of
slopes which are likely to fail from kinematics point of the discontinuities, poles of discontinuities (NBP-for
view. bedding plane; NJ1-for corresponding joint), and line of
intersection of the discontinuities with an inclination
Kinematic analysis arrow (I23-for corresponding joints) are shown in both
For the kinematic analyses, lower hemisphere stereo- figures. Additionally, the shaded zones correspond to the
graphical projection method described by Hoek and Bray critical zones where planar and/or wedge failures are
(1981) and Goodman (1989) was used. Based on the kinematically possible. However, the zones with vertical
motorway project requirements, the cut slope faces were line patterns bounded by long-dashed lines indicate the
considered to be parallel to the motorway trend. Planar, kinematically critical zones for toppling failure. The
wedge and toppling failure modes were investigated summary of the analyses and the proposed slope angle for
through DIPS 5.0 computer program (Rocscience 1999a). each cut slope are given in Table 5. Based on the results of
The friction angles (/) found from the laboratory tests for the kinematic analyses, no failure is expected for the C-1
each cut-slope (Table 3) were used for the analyses. The and C-6 cut slopes. Wedge failure is expected for the C-2
cuts having two slopes (e.g. C-1) facing each other are and C-7 cut slopes. However, both wedge and toppling
Fig. 6
Kinematical analyses of the C-1, C-2, and C-3 cut slopes. Dashed
lines indicate recommended slopes
failure potential assessed during the kinematic analyses. computer program called SWEDGE 3.0 (Rocscience 1999b)
Regarding the recommendations of General Directorate of was performed. The stability method used in the program
Highways for this motorway, bench height and width are is the limit equilibrium method for wedge failure
considered to be 10 and 5 m, respectively. For the limit suggested by Hoek and Bray (1981). It is based on
equilibrium analyses of the wedge failure potentials, a stereographical projection method including some
Fig. 7
Kinematical analyses of the C-4, C-6, and C-7 cut slopes. Dashed
lines indicate recommended slopes
geotechnical parameters such as slope height, friction c is the unit weight of the rock; cw is the unit weight of
angle and cohesion of the rock, and unit weights of the water; H is the total height of the wedge; X, Y, A and B are
rock and water with some other stereographical relations dimensionless factors which depend upon the geometry of
between the two discontinuities by the following formula; the wedge.
In limit equilibrium analyses of the critical cut slopes found
3cA 3cB cw from the kinematic analyses, instantaneous cohesion ci and
F X Y A X tan /A instantaneous friction angle / i values of the rocks (Table 3)
cH cH 2c
c were used. In order to gather these values at first, every slope
B w Y tan /B was modeled in SWEDGE and average normal loads on each
2c
joint set forming the wedge was obtained. Then, by
where, cA and cB are the cohesive strengths of planes A and employing these normal load values on graph representing
B; /A and /B are the angles of friction on planes A and B; non-linear failure criterion for every cut slope, instanta-
Table 5
Modes of failures and safe slope Rock type Cut slope Probable failure Safe slope angles
angles for the cut slopes based mode
on kinematic analyses Left slope Right slope
Table 7
Comparison between safe slope Rock type Cut slope Safe slope angle Recommended Overall slope
angles for kinematic and limit bench slope angle
equilibrium methods and rec- Kinematic Limit equili- angle (hori-
ommended final slope angles analyses brium analyses zontal/vertical)
a
Conglomerate C-1 90 90 (0/1) 66
(left slope)
a
C-1 90 90 (0/1) 69
(right slope)
a
Microgabbro C-2 78 78 (1/5) 57
(left slope)
a
C-2 73 73 (1/5) 55
(right slope)
a
C-3 68 68 (1/5) 51
(left slope)
a
C-3 54 54 (1/2) 42
(right slope)
a
C-4 63 63 (1/2) 45
(left slope)
a
C-4 56 56 (1/2) 43
(right slope)
a
C-6 90 90 (0/1) 70
(left slope)
a
C-7 64 64 (1/2) 46
(left slope)
a
C-7 73 73 (1/5) 57
(right slope)
a
Factor of safety 1.1 could not be satisfied for the slope angles greater than the safe slope angles gathered
from kinematic analyses
Table 8 especially the inner parts of the rock masses for ease of
Recommended remedial measures for the cut slopes excavation.
Rock type Cut slope Remedial measures Kinematic analysis of the slopes indicates that no failure
mode is detected in two cut slopes. Wedge failure exists in
Flattening Wire mesh Ditch two cut slopes. However, both wedge and toppling failure
4 4 are expected in other two cut slopes. Evaluation of the long
Conglomerate C-1
(left slope)
term limit equilibrium analyses of the cut slopes and
C-1 4 4 kinematic analyses together show that the overall slope
(right angles should range between 42 and 70 with the bench
slope) slope angles of 5490. Combination of slope flattening,
Microgabbro C-2 4 4 4
wire mesh, and ditch are recommended as remedial
(left slope)
C-2 4 4 4 measures. The recommendations given in this study are
(right based on the field observations and laboratory test results.
slope)
4 4 4
Therefore, new information obtained during excavation
C-3 stage should be used and some practical modifications
(left slope)
C-3 4 4 4 may be considered in case the engineering properties of
(right the units significantly vary.
slope)
C-4 4 4 4
Acknowledgements The authors gratefully acknowledge PETRA
(left slope) Ltd. Sti. and Yavuz Ergintav for their helps during the field and
C-4 4 4 4
office studies.
(right
slope)
C-6 4 4
(left slope)
4 4 4
C-7
(left slope)
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