Original article

Evaluation of rock excavatability

and slope stability along a segment
of motorway, Pozanti, Turkey
B. Kentli T. Topal

Abstract The C iftehan-Pozant segment of the

Ankara-Pozant motorway is problematic due to the
existence of lithological units with variable
character. Seven cut slopes are planned along Km
358+000 Km 364+350 of the proposed motorway.
The purpose of this study is to determine
engineering geological properties of the rocks
exposed along the motorway and to assess the
excavatability and stability of the cut slopes. Both
field and laboratory studies were carried out during
this study. Field studies involved geological
mapping, detailed discontinuity surveying and
sampling. Laboratory tests were carried out to
determine unit weight, point load strength index and
shear strength parameters of the discontinuities. In
the study area, recrystallized limestone,
microgabbro, conglomerate and Quaternary
deposits are exposed. However, the cut slopes are
located within microgabbro and conglomerate. Hard
to very hard ripping with local blasting for the fresh
inner part of the rocks is recommended for the
excavatability. In two cut slopes wedge failure is
expected, whereas in another two slopes both wedge
and toppling failures are likely to occur. Based on
the field observations and stability analyses of the
cut slopes, slope flattening with various angles, wire
mesh, and drainage ditches are proposed.
Keywords Ankara-Pozant Motorway Ease of
excavatation Kinematic analysis Limit
equilibrium Rock slope
Received: 1 August 2003 / Accepted: 3 February 2004
Published online: 30 March 2004
Springer-Verlag 2004
B. Kentli T. Topal (&)
Department of Geological Engineering,
Middle East Technical University,
06531 Ankara, Turkey
E-mail: topal@metu.edu.tr
Fax: +90-312-2101263
Introduction
As part of Trans European Motorway (TEM) project, the
construction of Istanbul-Ankara and Pozant-Gaziantep
sections of the motorway in Turkey is completed. It is
also essential to establish a better connection between
Central Anatolia and Mediterranean coast due to
increasing traffic density. Therefore, Ankara-Pozant
section of the motorway is planned to be constructed.
The Ankara-Pozant motorway is 23 lane autoroad with
a total length of 366 km. Site investigations almost
completed for this section of the motorway revealed that
more study should be carried out for C iftehan-Pozant
segment of the project. In this segment, various litho-
logical units having different engineering geological
properties are exposed in narrow and steep valley.
Several slopes and/or road cuts also exist. It is then very
important to assess engineering geological properties of
the lithological units, excavatability and stability of
slopes for the safety of the motorway.
The purpose of this study is to investigate the rock
material and rock mass characteristics of the lithological
units exposed along Km 358+000 Km 364+350 of the
C
iftehan-Pozant segment of the proposed Ankara-Pozant
motorway. In this section, seven cut slopes with dimen-
sions indicated in Table 1 will be constructed. The cut
slopes to be open in rocks are evaluated from the excav-
atability and slope stability points of view, and practical
remedial measures for the cuts slopes are also suggested.
In order to accomplish these tasks, field work including
geological mapping, discontinuity surveying, and rock
sampling, was performed. Laboratory tests for the deter-
mination of unit weight, point load strength index and
shear strength parameters of the discontinuity surfaces by
direct shear tests, were performed on samples collected
from the cut slope areas. The method suggested by Pettifer
and Fookes (1994) was used for the assessment of rock
excavatability. The cut slope stability was evaluated
through kinematic and limit equilibrium analyses.
The study area is located along the C iftehan-Pozant seg-
ment of the Ankara-Pozant motorway (Fig. 1). The
topography is steep along the segment. However, the site is
accessible throughout the year by the Ankara-Adana E-90
highway and rural asphalt paved and/or stabilized roads.
Narrow valleys and high topography with elevations
ranging between 800 m to 2,424 m characterize the site
vicinity. Dentritic drainage pattern is developed in the

DOI 10.1007/s00254-004-1017-0 Environmental Geology (2004) 46:8395 83

 Original article

Table 1
Dimensions of the cut slopes Rock type Cut slope Number of Location Length (m) Slope height (m)
cut slopes
Maximum At axis

Conglomerate C-1 2 Km 360+356 450 45.4 24.3

Km 360+806
Microgabbro C-2 2 Km 360+926 444 34.6 21
Km 361+370
Microgabbro C-3 2 Km 361+703 247 36.8 33.8
Km 361+950
Microgabbro C-4 2 Km 362+715 160 40.4 18.3
Km 362+875
Colluvium C-5 2 Km 363+000 64 7.8 5
Km 363+064
Microgabbro C-6 1 Km 363+148 170 13.4 7.2
Km 363+318
Microgabbro C-7 2 Km 364+120 189 51.9 27
Km 364+309

Fig. 1
Location map of the study area

study area. Most streams are intermittent and flow only
after heavy rains. C akt stream is one main stream, flowing
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
effects of the streams exist for the motorway because the
elevation of the motorway is 10 to 50 m above the stream
channel. Additionally retaining walls will be constructed to
protect the fills, where the proposed motorway is close to
the stream bed. Continental climate prevails at the site
vicinity. The study area is generally covered with dense
pine trees. However, the pine trees are rarely observed
above an elevation of 2,000 m.
Geology
Site geology
Geological mapping at a scale of 1/5000 is conducted for
1 km wide motorway corridor along the study section of
the Ankara-Pozant motorway. The field study reveals that
the main lithological units from older to younger are

84 Environmental Geology (2004) 46:8395


recrystallized limestone, microgabbro, conglomerate and
Quaternary deposits (Figs. 2 and 3).
In the study section, the recrystallized limestone (Po) is
light gray to white, massive, moderately jointed, and
strong. This unit is observed at the start of the motorway
between Km 358+000 and Km 358+050 of the section. The
recrystallized limestone is unconformably overlain by the
conglomerate (Figs. 2 and 3). The age of the limestone is
Permian (Demirtasl and others 1986).
The microgabbro is greenish dark gray, fine grained,
slightly weathered, highly jointed, and very strong.
Staining and calcite infillings are observed along the joint
surfaces. The microgabbro is observed along 3,632 m of
the motorway between Km 360+868 and Km 364+350. The
Original article
Fig. 2
Geological map of the site vicinity
(modified from Demirtasl and others 1986)
unit has a tectonic contact with conglomerate (Figs. 2
and 3). The emplacement age of the microgabbro is given
as Late Paleocene (Demirtasl and others 1986).
The conglomerate sequence consists of dominantly con-
glomerates with local sandstone and lacustrine marl layers.
The conglomerate is reddish green, fine grained with
subangular shape, slightly weathered, medium strong. The
grains are mainly derived from the older rocks, such as
microgabbro and limestone. The conglomerate is observed
along 550 m of the motorway for segments Km 358+050-
Km 358+200 and Km 360+350-Km 360+750 (Fig. 3). Based
on the regional lithological correlations, the age of the
conglomerate is given as Oligocene-Early Miocene
(Demirtasl and others 1986).
Environmental Geology (2004) 46:8395 85
 Original article
Fig. 3
Geological map, cross section and engineering geological properties Engineering geological properties of the rocks exposed
of the units exposed along Km 358+000 Km 364+350 section of the
AnkaraPozant motorway
Quaternary deposits are observed in the form of alluvium
and colluvium. The alluvial deposits are commonly seen
along the C akt and C
akr streams (Fig. 3). They are
composed of clay, silt, sand and gravel. The colluvium,
however, is seen at the foot of the hills. It contains blocks
and gravel size materials within dominantly fine grained
clay and silt size matrix. The Quaternary deposits cover
large area, but the majority of the motorway will pass over
the deposits. The thickness of the Quaternary deposits
varies along the motorway. It ranges between 5 and 40 m.
Faults and seismicity of the study area
In the study area, there is one strike-slip fault that can be
traced at Km 360+870 of the motorway between the con-
glomerate and the microgabbro. However, no seismic
activity is observed along the fault. Therefore, it is
considered to be a dead fault (Kentli 2002).
The only seismically active fault of the region, the so-called
Ecemis fault which has a left lateral strike-slip character
(Yetis 1984; Kocyigit and Beyhan 1998) is located at the
southeast (outside) of the motorway, and is not interfering
with the motorway segment based on the information
presented by Demirtasl and others (1986). A total of 18
earthquakes with instrumental magnitude greater than 3.0
have been recorded in the study area in the period of
January 1900 to July 2001 (USGS 2002). Based on the
seismic acceleration zones of the study area proposed by
Gulkan and others (1993) and GDDA (1996), the study
section falls in the third degree earthquake zone, which
represents a ground acceleration value ranging between
0.2 and 0.3 g.
86 Environmental Geology (2004) 46:8395
Engineering geological properties of the rocks
along the study section were determined on the basis of
field observations/measurements and laboratory tests. The
description of rock material and rock mass characteristics
were based on ISRM (1981). A total of twenty five oriented
block samples were collected from the field for laboratory
testing. Unit weight, point load strength index, and shear
strength parameters of the discontinuities by direct shear
tests were determined in accordance with ISRM (1981,
1985). In the field, however, scan-line surveys on natural
rock exposures were performed following the suggested
methods of ISRM (1981). The directional data collected
from scan-line surveys are evaluated using DIPS 5.0
computer program (Rocscience 1999a). The data are
plotted through Schmidt net using the lower hemisphere
projection. Diagrams for pole plot, contour, rose, and
dominant joint sets are prepared for each cut slope.
Figure 4 is an example of the diagrams prepared for C-2
cut slope.
In the study area, conglomerate and microgabbro occur
where the cut slopes will be constructed within the rocks.
Rock material and rock mass properties of the conglom-
erate and microgabbro are presented in Table 2 whereas
the shear strength parameters of the dominant disconti-
nuity sets for the unit likely to fail kinematically are
summarized in Table 3. The unit weights and the point
load strength index, Is(50), of the units are quite close to
each other. The conglomerate has bedding plane with no
joints. However, the microgabbro contains three to four
discontinuity sets which control the excavatability and
slope instability. Although there exists some variations in
aperture, spacing, persistence, and roughness of the dis-
continuities, the rocks have similar weathering category
(Table 2). The field observations also revealed that the cut
slopes are dry. The rock mass rating values (RMRbasic)
calculated on the basis of Bieniawski (1989) indicate that
 Original article

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

Environmental Geology (2004) 46:8395 87

88
Table 2
Material and mass properties of the rocks

Rock type Material properties Cut slope Number of Mass properties

joints
Unit weight Is(50)a measured Dominant Aperture Spacing Persistence Roughness Weathering GWb RMRbc
Original article

(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)

Environmental Geology (2004) 46:8395

0.25 mm)
Microgab- 27.57 5.06 C-2 108 J-1 (31/190) Very tight Close to Low to Undulating Slightly Dry Good rock
bro J-2 (51/036) to moder- moderate medium rough weathered (79)
J-3 (79/289) ately wide (10-50 cm) (14 m) (JRC=14)
J-4 (82/220) (08 mm)
C-3 117 J-1 (14/021)
J-2 (84/197)
J-3 (69/283)
J-4 (52/343)
C-4 65 J-1 (51/055)
J-2 (57/256)
J-3 (60/115)
C-6 81 J-1 (21/134)
J-2 (27/360)
J-3 (84/338)
C-7 85 J-1 (39/354)
J-2 (50/233)
J-3 (58/150)
a
Point load strength index
b
GW-Groundwater condition
c
RMRb-Basic Rock Mass Rating (Bieniawski 1989)
 Original article

Table 3
Shear strength parameters of the discontinuities that are kinematically likely to fail

Rock type Laboratory Cut slope Joint set Instantaneous

number
Cohesion, c Friction angle, / Normal Cohesion, Friction
Load, rn ci angle (/i)
(MPa) (degrees) (MPa) (MPa) (degrees)

Peak Residual Peak Residual

(cp) (cr) (/p) (/r)

Microgabbro 0.91 0.56 32 31 C-2 Left J-1 0.094 0.027 51

J-2 0.046 0.015 55
C-2 Right J-1 0.685 0.137 41
J-2 a a a
C-3 Left J-1 0.094 0.027 51
J-2 0.046 0.015 55
C-4 Right J-1 0.483 0.103 42
J-2 1.626 0.277 36
C-7 Left J-1 1.250 0.224 37
J-2 0.336 0.579 31

-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

Rock type Cut slope MDSa (m) (If)b Is(50)c Excavatability

class
J1 J2 J3 (MPa)
3 d
Conglomerate C-1 Medium block size (0.0080.2 m ) 4.95 Hard ripping
Microgabbro C-2 0.55 0.40 0.15 0.273 4.97 Hard ripping
C-3 0.70 0.30 0.40 0.413 5.14 Very hard ripping
C-4 0.60 0.50 0.20 0.346 5.36 Very hard ripping
C-6 0.80 0.60 0.25 0.434 5.34 Very hard ripping
C-7 0.75 0.70 0.30 0.492 4.71 Very hard ripping
a c
MDS- Mean discontinuity spacing Is(50)- Point load strength index
b d
(If)- Discontinuity spacing index Based on field observation

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

Environmental Geology (2004) 46:8395 89

 Original article

Fig. 5 The kinematic analysis does not consider forces acting on

Excavatability assessment chart (after Pettifer and Fookes 1994)
a slope forming material. Therefore, the stability of slopes
of the rocks in the study area
is usually analyzed in engineering practice by the limit
equilibrium analysis which provides a direct measure of
failures are expected for the C-3 and C-4 cut slopes. The stability in terms of the factor of safety.
safe slope angles range between 54 and 90
(Table 5). Due to very good rock mass quality, no rotational failure is
expected to occur at the cut slopes. The slope instability is
totally controlled by the discontinuities. Due to the small
Limit equilibrium analysis size of the block formed in the rock mass, toppling failure
Permanent stability of the cut slopes to be created along is also not analysed. In this study, limit equilibrium
the motorway is an important issue for safe transportation. analysis is carried out for the cut slopes having wedge

90 Environmental Geology (2004) 46:8395


failure potential assessed during the kinematic analyses.
Regarding the recommendations of General Directorate of
Highways for this motorway, bench height and width are
considered to be 10 and 5 m, respectively. For the limit
equilibrium analyses of the wedge failure potentials, a
Original article
Fig. 6
Kinematical analyses of the C-1, C-2, and C-3 cut slopes. Dashed
lines indicate recommended slopes
computer program called SWEDGE 3.0 (Rocscience 1999b)
was performed. The stability method used in the program
is the limit equilibrium method for wedge failure
suggested by Hoek and Bray (1981). It is based on
stereographical projection method including some
Environmental Geology (2004) 46:8395 91
 Original article

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-

92 Environmental Geology (2004) 46:8395

 Original article

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

Conglomerate C-1 None 90
90

Microgabbro C-2 Wedge 78
73

C-3 Wedge, toppling 68
54

C-4 Wedge, toppling 63
56

C-5 Not applicable
C-6 None 90

C-7 Wedge 64
73

neous cohesion ci and instantaneous friction angle /i values Table 6

were obtained for each joint set of every cut slope showing Results of limit equilibrium analyses of the cut slopes
the wedge failure. For the analysis, residual shear strength Cut slope c = 0, / =/I c =ci, / =/I
values were used as a conservative approach. This condition
could be the case especially during and after excavation, Bench Factor Bench Factor
which causes disturbance. Seismic acceleration coefficient slope of safety slope of safety
angle angle
of 0.15 g which is 1/2 PGA (peak ground acceleration) of the
region as suggested by Marcuson and Franklin (1983) was C-2 79
0.4 90
2.0
employed for the analysis. (left slope)
The limit equilibrium analysis was carried out in two C-2 75
0.9 90
6.4
approaches that can be mentioned as conservative and non- (right slope)
C-3 69
0.4 90
2.1
conservative. The difference between these two approaches (left slope)
is that in conservative approach instantaneous cohesion ci C-4 57
0.9 90
5.1
value is taken as zero, whereas in non-conservative (right slope)
approach instantaneous cohesion ci value is the value found C-7 64
0.7 90
10.2
(left slope)
from graph representing non-linear failure criterion. For
both approaches, instantaneous friction angle /i is assumed
to be the same. The summary of limit equilibrium analyses
of the wedges formed in the cut slopes is presented in In any of the excavation techniques, the rock mass and
Table 6. also rock joints are disturbed. Thus, the use of residual
For all cut slopes, the use of the instantaneous cohesion andshear strength parameters for slope stability analysis
should be preferred in order to be on the safe side.
friction angles suggests that the cut slopes even with vertical
benches have a factor of safety greater than 2. However, the The microgabbro, where the cut slopes C-2, C-3, C-4, C6
conservative approach (c=0) yields lower factor of safety. and C-7 (Fig. 3) will be constructed, is jointed. During the
Although the factor of safety values are generally lower thanfield studies, old cut slopes of a stabilized road constructed
1.1 (the lowest long-term acceptable value for motorways in within the microgabbro were also examined. Detachment
Turkey) for the conservative case, slight modification of theof small rock fragments and wedge failures were observed
slope angles will produce kinematically safe slopes. in the slopes with slope angles ranging between 60 and 90
.
The kinematic and limit equilibrium analyses performed
in this study also give similar failure modes. The recom-
mended bench slope angles range between 54 and 90
,
Discussion whereas the recommended overall slope angles vary
between 42 and 70
. For the cut slope C-1 located within
Along Km 358+000 Km 364+350 section of the proposed the conglomerate, it is found that the slope may contain
Ankara-Pozant motorway, seven cut slopes exist in con- vertical benches with 66 and 69
overall slope angles, for
glomerate, microgabbro and colluvium. The units have left and right slopes, respectively (Table 7). For C-1 and C-
variable engineering geological properties. The conglom- 6 cut slopes, wire mesh and ditch are should be applied as
erate has bedding plane with no well-developed joints. the remedial measures. However, for the others, slope
However, the microgabbro has three to four discontinuity flattening, wire mesh and ditch are recommended as
sets. remedial measures. (Table 8).
The excavatability category of rock cut slopes along the
motorway is ripping ranging from hard to very hard rip-
ping, but the spacing of rock joints were measured on the
surface and may increase towards the inner parts of the Conclusion
rock mass. Thus, blasting may be necessary to loose the
rock especially in very hard ripping category cut slopes. In This study is aimed to assess the excavatability and
practice, smooth blasting may be required during exca- slope stability of the cut slopes located along Km 358+000
vation phases in order to obtain well-defined slope Km 364+350 of the proposed Ankara-Pozant
geometry. motorway. The cut slopes to be formed in rocks are

Environmental Geology (2004) 46:8395 93

 Original article

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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