The southeast orebody of Chambishi Copper Mine is hosted in shallow metamorphic rock strata. The surrounding rock features well-developed joints and fissures. Under the influence of high in-situ stress and long-term mining disturbances, the roadways are prone to disasters such as roof fracturing, anchor bolt loosening, and anchor mesh collapse. To address the issues of poor support performance and insufficient adaptability of the existing split-set anchor bolts, an analysis of joint fissures and rock mechanical properties was conducted for the fractured quartzite in the hanging wall and footwall of the orebody. Based on the fracturing and deformation characteristics of typical roadways, the applicability and mechanical properties of different anchor bolt types were comprehensively considered, and resin anchor bolts were proposed to replace the original split-set anchor bolts for supporting roadways in fractured surrounding rock. The 3DEC numerical simulation method was employed to establish a typical roadway model, and the displacement control effects and surrounding rock response characteristics of the two support schemes were compared and analyzed. The results show that the quality grade of the quartzite rock mass is determined to be Class III based on the combined application of the RMR method, Q-system method, and BQ method. When resin anchor bolts with a length of 2.4 m and a spacing and row distance of 1.2 m are used to replace the original split-set anchor bolts for support, the roof subsidence decreases by 8.4%, the floor heave decreases by 4.4%, the inward convergence deformation of the sidewalls is significantly improved, and the overall stability of the roadway is enhanced compared with that achieved by split-set anchor bolts. The industrial application results show that the average pullout force of the resin anchor bolts is 174.17 kN, which is far higher than the design value of 101.47 kN. Although the initial support cost is 2.75 times that of the split-set anchor bolt support, the supplementary support rate is reduced to 2.46%, and the supplementary support cost is reduced by approximately 84%. The research results can provide technical support and a theoretical basis for support optimization in similar roadway engineering.