M5 East The design of Australias longest driven motorway tunnel.

P.W. Gibbs Hyder Consulting D.N. Adams Jacobs Associates I. Lamb Hyder Consulting L. McQueen Golder Associates ABSTRACT: The M5 East Motorway Tunnel is nearing completion in the southern suburbs of Sydney. The project is being delivered as a Design and Construct Contract for the RTA. The challenge for this project was to design Australias longest road tunnel to allow the contractor to meet program and 100 year design life requirements. The twin 2 lane tunnels are 4km in length, spans range from 8 to 19m with rock cover from 4 to 60m. The tunnel is excavated below the water table and driven through sub-horizontally bedded Hawkesbury Sandstone. The solution included the use of sheathed and grouted rockbolts or cablebolts and shotcrete lining for tunnel support. This support was placed as a one pass lining in the minimum possible cross section to reduce the time and cost of tunnelling. The degree of support installed was optimised by observing tunnel ground conditions during construction and installing particular support types. 1 INTRODUCTION The M5 East Motorway completes a major missing link in Sydneys ring road network. The twin 4km driven tunnels are a major element of the motorway. The tunnels are located in the southwestern suburbs of Sydney travelling beneath residential, recreational and environmental areas. The works were designed and built by the Baulderstone Hornibrook Bilfinger Berger M5 East Joint Venture (BHBB) for the Roads and Traffic Authority of New South Wales (RTA). BHBB engaged Hyder Consulting to carry out the design of the Driven Tunnels. The western section of these works was constructed by BHBB while the eastern section was subcontracted by BHBB to Walter Construction. The Driven Tunnel Design Team included the inhouse resources of Hyder Consulting and a specialist tunnel consultant, Jacobs Associates. Geotechnical investigations were carried out by Golder Associates and Taywood Engineering Ltd were responsible for durability advice. This paper addresses the challenge of designing Australias largest road tunnel to allow the contractor to meet program and 100 year design life requirements. 2 GEOLOGY The Mainline tunnels are being driven through Hawkesbury Sandstone, which is a sedimentary rock of the Triassic Sydney Sedimentary basin. The tunnels pass below two alluvial infilled valleys and a 20m deep infilled palaeochannel which were infilled by Quaternary soil deposits. The alluvial soils comprise interbedded sands and clays and the soils in the palaeochannel were clayey sands and sands. The Hawkesbury Sandstone consists of massive , laminated and cross bedded fine to coarse grained quartz sandstone in near horizontal layers. Bedding thickness is generally between 1 to 3m, however, cross beds are typically thinner than 1m. Within the sandstone beds, shale, or siltstone fragments can occur, forming thin layers or beds of shale breccia. Locally shale breccias may occur as infill within erosional depressions or channel features and may be up to 4m deep and greater than 10m wide. Mudstone facies, or laminites, also occur in the Hawkesbury Sandstone and comprise laminated or finely interbedded mudstone, siltstone and fine sandstone and are typically 0.3 to 3m thick. The M5 tunnels have been driven through the eastern end of the Fairfield Basin, which is oriented roughly east-west. During excavation, bedding was observed to be gently undulating and dipping to the northwest, north and northeast. Cross bedding dips up to 30, to the northeast, north, and southeast. The

alignment of the tunnels is about normal to the strike of the bedding. The predominant rock mass defect is bedding. Bedding partings are commonly lined with extremely weathered rock . Low strength bedding partings also occur along thin silty carbonaceous and/or micaceous laminations and beds. Jointing in the deep tunnel excavations was poorly developed and often occurred in local zones or swarms of parallel striking, steeply dipping, tight joint sets spaced less than 1m apart. Near surface joints were much better developed, were weathered and typically open, with iron oxide coatings and clayey infills of up to 10mm. Joint spacing in the shallow excavations ranged from 1 to 8m. The dominant joint and fault orientations encountered in the tunnels were parallel to the local horizontal principal stress directions. Within the Hawkesbury Sandstone the horizontal insitu stress is typically much higher than the vertical overburden stress. Measurement of insitu stress by hydraulic fracturing was carried out at three locations along the route of the M5 tunnels. Values of major horizontal principal stress ranged from 4 to 7.5 MPa, for depths of up to about 65m, as shown on Figure 1 along with measurements from other tunnels in Sydney for comparison ( McQueen, 2000). Measurements at the highest overburden depths were gener-

ally consistent with the regional major horizontal principal stress orientation (approximately normal to the tunnels north northeast) and magnitude. The three shallowest measurements were below the palaeochannel, where the orientation of the major horizontal stress was normal to the trend of the palaeochannel and parallel to the tunnels. The rock zone between the two different principal horizontal stress directions appears to have undergone considerable low angle thrust type faulting dipping toward the northeast, east and southeast. Considerable low angle shearing was also observed along undulating bedding discontinuity surfaces in this zone. A dyke swarm was encountered comprising five individual dykes dipping steeply and coincidental with local faulting. The Hawkesbury typically has very low rock mass permeability, and groundwater flow though it is dominated by flow along rock defects, generally occurring along near horizontal bedding partings and the joints which connect them. Higher tunnel water inflows also occur along specific geological structures such as low angle shears, dykes and steep faults or along bedding partings which may have opened by unloading or stress relief as a result of valley bulging effects, particularly within 10 m of valley floors. Unconfined compressive strength of the rock ranges from less than 5MPa where it is weathered to greater than 50MPa at d epth. Within the M5 tunnel excavations, the rock ranged in strength from 15 to 50MPa, with an average of 25-30MPa.

Major Horizontal Principal Stress (MPa)

0 0

10

12

14

Upper Limit of Tectonic Stress 0 - 20 m Overburden Stress + 2.5MPa Enever (1999) -20

-40

-60

-80

Depth (m)

-100

Measurement near intersection of cliff and seabed at North Head

3 ROCK MASS CLASSIFICA TION The Hawkesbury Sandstone was classified into three different categories, These categories were refined by Hyder Consulting into Ground Types to be used in the tunnel design as follows: Type 1 Sandstone with Siltstone lamination less than 5 mm thick, and defect spacings greater than 1m. Type 2 Interbedded Sandstone and Siltstone, or Siltstone with defect spacing less than 1m. Type 3 Low strength Dyke Rock or Fault Zone.

-120

-140 Upper Limit of Tectonic Stress 20 m - 200 m Overburden Stress + 6.5MPa Enever (1999)

-160 Overcoring measurement Malabar

-180

Theoretical Overburden Stress = 0.025 x depth Lower Limit of Tectonic Stress

-200 LEGEND M5 East Motorway (1) Cataract Tunnel (2) Blue Mountains Sewerage Tunnel (3) Prospect to Pipehead Tunnel (4) Malabar Ocean Outfall (5) North Head Ocean Outfall (5) Bondi Ocean Outfall (5) DATA SOURCE & ROCK FORMATION (1) Strata-Tek Pty Ltd (1999) Hawkesbury Sandstone (2) Strata Control Technology (1998) Hawkesbury Sandstone (3) Van Putten, R. and McQueen, L.B. (1993) Burralow Formation, Wentworth Falls Claystone & Banks Wall Sandstone (4) Thomas et al (1991) Bringelly Shale (5) Enever, J.R. et al. (1984) Hawkesbury Sandstone & Newport Formation

Figure 1 Major Horizontal Principal Stress

4 TUNNEL CROSS SECTION During the tender phase of the project it was dete rmined that a rectangular shaped tunnel was the most efficient cross section for this project. The horizontal bedding, strength of rock and insitu stress condition of the Hawkesbury Sandstone favoured the selection of a flat roof. The selection of an arch shaped tunnel under these conditions would result in unstable corners requiring additional ground support. The benefit of a rectangular cross section in a road tunnel is that it is an efficient shape to accommodate vehicle and signage clearance envelopes.

building analysis were used including GoodmanSuspended Layer, Stillborg, Leeds Hill and Jewett Reinforced Rock Unit and Lang Reinforced Rock Arch To complete the design a numerical model study of the Driven Tunnel was performed using FLAC (Fast Lagrangian Analysis of Continua) code. The FLAC numerical model was used to verify the results of the earlier empirical and analytical methods. The model was also used to perform a parametric study to investigate the influence of variations in rock mass properties, in situ stresses and support system characteristics. Refer Figure 2 for rockbolt arrangements used for the mainline tunnels.

5 ROCK SUPPORT SYSTEM Rockbolts and Cablebolts provided the majority of the ground support and hold the laminations of the rock beam together. Shotcrete was used primarily to protect the rock beam from weathering. Groundwater control was provided by stripdrains. 7 CABLEBOLTS The required capacity of the cablebolt was a yield strength of 400kN and a bolt length of 7m. A flexible cablebolt was adopted to allow installation in a 6m high opening.

3000 LONG BOLTS AT 2000 TO 1500 LONGITUDINAL SPACING (5 No TYPE 1) (6 No TYPE 2)

3000 LONG BOLTS

1000 TYP

1750 - TYPE 1
SHOTCRETE 50 THICK - TYPE 1 100 THICK - TYPE 2

1500 - TYPE 2 TYPICAL

250mm THICK (MIN) SHOTCRETE

SPOT BOLT AS REQUIRED

-1.5%

4300

TUNNEL CENTRELINE

4300

4690

TUNNEL CENTRELINE

SHOTCRETE AS REQUIRED

5690

6970

Figure 2 Support System, Mainline Tunnels

4690

6 ROCKBOLTS A variety of design tools were used to determine the rockbolt requirements for the project. These included empirical design methods, assessment of case history, analytical design methods and numerical mo delling. At the concept stage a variety of empirical design methods were used to cater for the expected scatter of results. Methods adopted were Sharp, Enderslee and Mellars 1984; Stacey and Page 1986, Q, RMR and US Army. Previous projects in Sydney were investigated to balance the results from the empirical methods. Such projects included Eastern Distributor, M2 Motorway, Bondi Pumping Station, Opera House Car Park and Northside Storage Tunnel. During detail design we progressed to analytical methods to confirm the length, spacing and capacity of the rock bolt. Both suspension bolting and arch

At the ramp areas the tunnel spans increase up to 19m. For spans larger than 15m it was determined that it was necessary to adopt cable bolts with a higher yield strength. The results of the numerical analysis were used to finalise requirements of the cablebolts support system: Cablebolts were orientated at a flatter angle and closer spacing in the transverse shoulder areas as a result of shear displacements (<5mm) anticipated to occur across bedding partings. This transferred some of the shearing along the cable and reduced shear stress across the cable to acceptable levels. The requirement to bevel or ream out the rock surface for the flatter cablebolts. Confirm longitudinal spacing at 1.5m. Confirm 7m bolt length and approximate yield strength of 400kN. Selection of 100kN pretension.

The modelling also confirmed that the large span opening should be constructed in stages to ensure overall stability of the excavation. The excavation was carried out in three stages. Initially the left heading was excavated and support installed, followed by the right heading and support and finally the central pillar removed and remaining support installed. Refer Figure 3 for ground support system in ramp areas. 8 SHOTCRETE The role of the shotcrete was to prevent ravelling of rock, protect rock from deterioration due to tunnel ventilation, help prevent water leaking onto roadway and provide protection and support to installed drainage systems. The design philosophy was that the majority of the rock load is supported by permanent cement grouted rockbolts. In Type 1 and 2 the shotcrete is essentially acting as a membrane or thin lining to meet the above requirements. This approach generally minimises the amount of shotcrete placed in the crown and reduces the overall tunnel cross section. The design method for shotcrete was based on a method by SVL Barrett and R. McCreath (1995). The design assumes an adhesion value of 0.5MPa and an adhesive strip of 30mm. The load on the shotcrete was based a maximum removable block determined by a combination of bolt spacing, cross bed angle and the presence of vertical jointing. Where Type 1 and Type 2 rock support is required, the design of the shotcrete relies upon bond to the rock surface. Application requirements, including surface preparation, were specified to ensure that appropriate shotcrete properties were achieved during field installation. Additionally, appropriate testing was required to verify shotcrete properties and adhesion to the rock surface. However in poor rock conditions it may be difficult to achieve the required bond strength. In Type 3 ground conditions the design does not rely on bond

to support the rock loads between bolts. In other areas of the tunnel where the required bond may be difficult to achieve the design allows for the shotcrete to be pinned to the rock with fibreglass dowels. 8.1 Groundwater Control The groundwater table lies above the crown of the tunnels along the length of the tunnels. Groundwater inflows were anticipated to range from less than 0.25l/sec/100m of tunnel, to 1.5l/sec at dyke or weathered and fractured rock mass beneath the alluvial valleys. These assumptions were proven to be correct. However, several short duration local feature inflows were estimated to be around 2-3L/s but these inflows subsequently dropped to less than 1.5L/s within 2-3 weeks. The overall average tunnel inflow on the completion of excavation was est imated to be in the order of 1.0L/sec/km of tunnel which is consistent with other recent tunnel excavations through the Hawkesbury Sandstone. The design required that groundwater inflow occurring in the crown of the tunnel be diverted via strip drains from the source location within the crown to the sidewalls of the tunnel, for collection into the drains in the tunnel invert. It was anticipated that where these flows were less than 1.5l/minute, the capacity of a single strip drain would be adequate to carry the flows to the sidewalls of the tunnel. The strip drains for these tunnels were designed specifically for this project. They included sidewalls to isolate flowing groundwater from the shotcrete and a flushing pipe to remove built up material. The sidewalls were developed during construction to hold the stripdrain in place prior to s hotcreting. Refer Figure 4 for stripdrain arrangement. The success of the stripdrain arrangement to collect and transfer groundwater seepage and flows was found to be dependent on the profile of the rock to which it was affixed. Alternative drainage systems using weepholes and pipes were also employed. The design also allows for the provision of a drip shed if required. To minimise the space required the dripshed is designed to sit flush with the shotcrete covering the rockbolts heads.
PVC ANGLE WELDED TO STRIP DRAIN WEEP HOLES AS REQUIRED FIBREGLASS ROCK DOWELS AS REQUIRED STEEL PIN

1500
1000

1750 TYP

1500
1000

7.0m LONG CABLEBOLTS AT 1.5m LONGITUDINAL SPACINGS

750

100mm SHOTCRETE

SPOT BOLT AS REQUIRED

TUNNEL CENTRELINE

6040

STAGE 2 CUT

STAGE 3 CUT

STAGE 1 CUT SHOTCRETE AS REQUIRED

FIBRE REINFORCED SHOTCRETE STEEL SUPPORT STRAP PERFORATED HOSE FOR FLUSHING

3% TYP.

9200

9200

Figure 4 Strip Drain Detail Type 1 & 2 Support

Figure 3 Suppor t System at Ramps

9 DURABILITY The primary deterioration mechanism affecting the durability of the Mainline Tunnel is the leaching of the cementitious binder by aggressive groundwaters. This is an equilibrium reaction, the rate of which dependent on the particular chemical composition of the groundwater, and the rate of flow of the water past the shotcrete/grout. The design methods to account for these durability issues are described below. 9.1 Rockbolts The design recommended that fully grouted sheathed rockbolts were employed in the Driven Tunnel to meet the 100 year design life, refer Figure 5. For this type of rockbolt the most likely deterioration mechanism is leaching attack to the cementitious binder leading to a gradual and progressive loss of bond between the rockbolt grout and the rock. The aid to resisting this action is for the grout to have a flyash blended cementitious binder plus silica fume replacement with a maximum water/binder ratio of 0.35. The design approach for this type of deterioration mechanism was to minimise the potential for groundwater flow between the grout and the rock by specifying complete encapsulation of rockbolts, specify a GB flyash blended cement binder plus silica fume to provide the highest achievable protection from leaching attack and carry out trials and monitor rockbolt installations to verify that void free installation is occurring.
MECHANICAL ANCHOR ANCHOR YOKE 0 5

9.2 Shotcrete Based on the generally low rock mass impermeability of the Hawkesbury Sandstone it was anticipated that the driven tunnel will not contain a significant content of mobile moisture. In this case the leaching reaction, in areas adjacent to rock without defects will quickly come to equilibrium without detrimentally affecting the bond between shotcrete and the rock behind. In locations where groundwater drawdown does not occur and the rock mass is fractured, contact between groundwater and shotcrete may occur and leaching will result. The degree of leaching, however, is subject to the rate of flow of water over the surface of the shotcrete and is unlikely if the shotcrete is adhered to the rock. The design approach for this method of deterioration was minimise the potential for groundwater flow by ensuring bond between the shotcrete and the rock. Where a potential did exist for groundwater flow between the shotcrete and rock the design did not rely on shotcrete bond. In cases where isolated co ntact did occur drainage systems were employed to divert the groundwater from the rear of the shotcrete. The use of a GB flyash blended cement together with silica fume increased the shotcrete resistance to attack due to leaching.

10 TESTING & MONITORING

10.1 Rockbolts & Cablebolts Prior to tunnelling the design required that field trials be carried out to confirm that complete grout encapsulation of the rockbolts and cablebolts was achieved. To demonstrate the performance of the grouting process, one fully assembled rockbolt and one fully assembled cablebolt was placed in transparent tubes the same diameter as a borehole. Another cablebolt was placed in a steel tube. Grout was injected through the connection parts and observed to flow up the between the bolt and sheath and return between the sheath and the tube until the full length of the sheath was encapsulated. The steel pipe containing the cablebolt was cut into approximately 50 pieces all of which showed fully encapsulated strands and sheathing. Field trials were also carried out to confirm mechanical anchorage. Twelve rockbolts and three cablebolts were installed and tensioned to 50kN. The test units were pulled to 100kN with the displacement measured in time increments. In all but one

EXPANSION ANCHOR TRI-LEAF 110mm LONG

DRILL HOLE NOMINAL 45 HDPE SHEATHING

BOREHOLE 57mm CEMENT GROUT WITHIN HOLE

PLASTIC SPACERS

PLASTIC SHEATH LENGTH VARIES

CEMENT GROUT INSIDE SHEATH

7000mm TYP

CEMENT GROUT INSIDE AND OUTSIDE SHEATHING

22 MINIMUM STEEL BOLT

MEGABOLT STRAND

ISOLATION WASHER

Figure 5 Rock Bolt and Cable Bolt Detail

5 7 MX A STEEL GROUT TUBE/ ISOLATION WASHER 10 2

STAINLESS STEEL BASEPLATE

STAINLESS STEEL DOMED SQUARE PLATE LOADING BULB

STUD END OR BOLT FLUSH WITH NUT

10 8

GROUT INJECTION FITTING

ROCKBOLT
C-TUBE BOLT M24 XHT OR APPROVED EQUIVALENT ROCKBOLT YIELD 200 kN

CABLEBOLT
MEGABOLT CABLE ANCHOR MB9XGCC-7000 OR APPROVED EQUIVALENT

case no significant displacements were recorded. One cablebolt anchorage failed at about 80kN, however it was determined that this was due to the anchorage zone being within weathered rock. As a result a plan was developed to deal with the possibility of reduced anchorage for these units. An extensive production testing program for rockbolts and cablebolts was carried out during the excavation of the tunnel.

and durability assessment and ongoing technical review during the construction phase. The program requirements for tunnelling were optimised with a one pass living approach with the minimum possible excavated tunnel cross section. Throughout the project the observation approach was used to ensure the degree of support was optimised by matching the support to the in situ tunnel conditions. Continual review of the testing regime took place with consideration of practical requirements while ensuring verification of the 100 year design life was carried out. REFERENCES Gibbs PW. 2000. Innovative Support System for Australias Longest Road Tunnel. ICTUS 2000, Singapore. Adams DN. et al. 2001. M5 East Tunnels: A Flat Roofed, Bolt and Shotcrete Lined Highway. RETC 2001, San Diego, USA. Barrett SVL. & McCreath DR. 1995. Shotcrete Support Design in Blocky Ground: Towards a Deterministic Approach. Tunnelling and Underground Spare Technology, Vol.10, No.1. Enever JR. Hattersley P. & Wooltorton B. 1984. In Situ Rock Stress Measurements Using the Hydraulic Fracturing Technique for the Proposed Sydney Ocean Outfalls Project: Proceedings of the 5th Australian Tunnelling Conference, 109-118, Institution of Engineers Australia. Strata Control Technology. 1998. In Situ Stress Measurements: Cataract Water Supply Tunnel, Unpublished report to Sydney Catchment Authority. Strata TEK. 199. M5 East Motorway Tunnel: Report on Hydraulic Fracture Stress Measurements to Define Insitu Stress Conditions, Unpublished Report to Golder Associates. Thomas GS. McQueen LB. & Koko C. 1991. Prospect to Pipehead Tunnel Geotechnical Investigation: Internal Report, Geological Section, Water Board Sydney. Van Putten R. & McQueen LB. 1993. Blue Mountains Sewage Transfer Scheme: A Re-

10.2 Shotcrete Field trials and a production testing program were also specified for the reinforced fibre shotcrete. Testing included unconfined compressive strength toughness, adhesion, permeability and shrinkage. Most of the tests were based on established standard tests, however testing for toughness and adhesion were revised during the course of the project due to practical considerations and developments in the shotcrete industry. A key shotcrete criteria for this project is adhesion to the reinforced rock beam in the roof of the tunnel. The original specification called for coring and adhesion testing in accordance with EN 1542. A rigorous testing program was initiated to verify design requirements. Due to the practical aspects of coring a large number of tests were required to continually meet the sampling requirements. Once the required adhesive was verified for the project the method of testing was changed to the hammering method as proposed by the Norwegian Concrete Association. A reduced coring program was maintained in the design to validate that the specified minimum adhesive was achieved. The other testing regime that was modified during the project was toughness. The design specified toughness criteria to verify the flexural capacity of the shotcrete. Beam testing was initially performed in accordance with ASTM C1018. The design anticipated the possibility of the use of the EFNARC panel or the Round Determinate panel test as alternative testing methods. With the cooperation of Dr Stefan Beward of the University of Western Sydney the testing was changed to the Round Determinate panel. This occurred after a correlation between the two test methods was carried out.

11 CONCLUSION The solution to des igning Australias longest road tunnel has involved innovative design, geotechnical -

view of Tunnelling. Proceedings of the 7th Australian Institute of Mining and Metallurgy Publication 6/93. Republished in Tunnelling and Underground Space Technology, 1994, 9 (2), 215-224. McQueen LB. 2000. Stress Relief Effects in Sandstones in Sydney Underground and Deep Excavations: In Sandstone City Symposium, McNally & Franklin, Ed. Geolog ical Society of Australia Conference, July 2000.