Pinkerton Tunnel Open Cut Project

Dale L. Ramsey, Senex Explosives, Inc.

Abstract
The Pinkerton Tunnel Open Cut Project is part of the National Gateway Clearance Initiative
improvement project to achieve a minimum of 6.4 meters (21 feet) of vertical clearance along CSX
Transportation rail corridor so that double-stacked intermodal railcars can be transported
between Mid-Atlantic States and their ports to Midwest Markets in the U.S.
This paper is a case study of the project which involved drilling and blasting of over 1 million bank
cubic yards of rock in 2 years to complete. There were many challenges on this project beginning
with 2 passenger and 38 freight trains running under the project daily and it was imperative to
maintain active rail traffic throughout the project. The tunnel was placed into service in 1885 so
the tunnel integrity and construction standards were unknown so the project had many drilling
and blasting challenges as the project progressed.
Upon initial assessment during the project planning it was identified there were huge void spaces
between the tunnel liner and the rock strata. This created concerns for the potential of rock to fall
into the voids hitting and damaging the tunnel liner during blasting operations. There were
stringent project vibration standards placed on the project along with drilling and blasting
restrictions.
The project plan involved the development of the south slope of the project with a cut of 61
meters (200 feet) to rail grade then a run-around track was installed to move the mainline rail
traffic outside the tunnel. Once completed the tunnel was imploaded and retreat excavated and
new permanent mainline track installed.









Project Overview
The Pinkerton Tunnel Open Cut Project is located in Markleton (Upper Turkeyfoot Township)
Somerset County, PA (USA) and is part of the National Gateway Clearance Initiative improvement
project to achieve a minimum of 6.4 meters (21 feet) of vertical clearance along CSX
Transportation rail corridor so that double-stacked intermodal railcars can be transported
between Mid-Atlantic States and their ports to Midwest Markets in the US. Project planners
explored a variety of methods to achieve their clearance goals and due to geologic conditions the
tunnel was not a candidate for a channel relining and the open cut method was chosen. This
method will also give CSX future options to install double track and replace the single three (3)
mile main track section which is a choke point on its east west rail corridor. The Pinkerton tunnel
was originally constructed in 1877 then a fire in 1879 closed the tunnel until it was rehabilitated
and reopened in 1885. The tunnel had an arched shape spanning over a single mainline track and
was lined with stone masonry walls and brick arches. The tunnel was 329 meters(1080 feet) in
length and a clearance height of 6 meters (19.5 feet) and had 61 meters (200 feet) of overburden
on the south slope and 70 meters (230 feet) of overburden on the north slope. Total excavation
was 1.1 million bank cubic meters (1.2 million bank cubic yards).

Project Challenges
There were many challenges going into this project, the number one concern was safety along
with maintaining rail service throughout the entire project. There were on average 2 passenger
and 38 freight trains that ran under the project daily and detouring rail traffic was not a viable
option.
Upon initial assessment huge void spaces between the tunnel liner and the rock strata were
identified which created concerns that rock falling into the void spaces could impact and damage
the tunnel liner. Another major challenge was the Old Western Maryland Railroad Tunnel runs
under the south slope of the Pinkerton Open Cut, although it was closed to trail traffic in the mid
1980s it was to be protected for possible future rehabilitation and a 2 mile bypass was
constructed around the Pinkerton Horn which is part of the Great Allegheny Passage Trail a 150
mile (241.4 km) motorized vehicle-free route that connects to the C&O Towpath at Cumberland,
MD to create a 334.5 mile (538.3 km) route between Pittsburgh, PA and Washington, DC. Also
adjacent to the project is the Casselman River which had high volume recreational traffic during
peak seasonal periods.





Void Space Project Planning
During the project planning phase it was determined that there were void spaces between the
tunnel liner and the rock strata up to 8.5 meters (28 feet). As a result of these findings there were
concerns that any rock falling from the top of the voids could impact and damage the liner. After
initial clearing and grubbing of the project top soils and sub-soils were removed to top of rock and
the first order of business was to drill a series of 171 mm (6.75 inch) diameter holes up to 46
meters (150 feet) into the void spaces and 150 psi flowable fill was gravity fed into the voids to
cover the liner and provide a cushion for any falling debris impacting and potentially damaging the
liner. It should be noted the entire void spaces were not completely filled due to the large volume
of material required and the concern of the additional weight loading on the liner.
Geology
The site geology was primarily sandstone, shale, coal and soils. The project specification required
the coal be recovered and special handling of specific pyritic overburden zones for neutralization
potential.
Blast Area Security
One of the many challenges mentioned earlier was the close proximity of the Great Allegheny
Passage Trail and the Casselman River, recreational bicycle and foot traffic was a primary concern
during blasting operations, personnel were placed on the trail to secure the blast area perimeter
and also acted as observers on the Casselman River keeping watch for boat traffic. All blasting
window curfews were coordinated with CSX Employee-in-Charge (EIC) and Two (2) Flaggers that
communicated with rail traffic.
Project Drilling and Blasting Specifications
Project designers placed drilling and blasting restrictions in the project specifications, cut depths
were limited to 6 meters (20 feet) and hole diameters were limited to 76 mm (3 inch) maximum
diameter. The drilling patterns were limited to a 1.5 meter (5 feet) by 1.8 meter (6 foot) ratio and
a maximum 2.4 meter (8 foot) dimension. Presplit lifts were also limited to the maximum
production lifts and a maximum hole diameter of 76 mm (3 inch) and spacing of 762 mm (30
inches). Z-Curve Vibration Criteria was adopted as the vibration compliance standard.
Drilling Equipment Selection
Due to the rugged terrain and rock type, top hammer track style drills were chosen to drill 76 mm
(3 inch) diameter holes on a burden of 2.13 meters (7 foot) and a spacing of 2.43 meters (8 foot)
to a maximum depth of 6 meters (20 feet). A self-imposed limit of 200 holes per blast was
permitted by our blast plan based upon our daily production requirements and our vibration
concerns.
Phase I Mass Rock Loading Plan
Due to geologic conditions, water and hole diameter restrictions repumpable emulsion was
chosen as the primary explosive for this project along with cast boosters and shock tube initiation.
Digital detonator technology was considered if vibration limit compliance became an issue. A re-
pump density of 1.23 g/cc loaded at a rate of 3.77 pounds per foot and given a maximum hole
depth of 6 meters (20 feet) and holding an average of 2.13 meters (7 feet) of stemming collar our
maximum charge weight per hole was 22.22 kg/hole (49 lb/hole). Using a 2.12 meter (7 foot)
burden and a 2.43 meter (8 foot) spacing it typically yielded a powder factor of 0.71 kg per cubic
meter (1.18 pounds per cubic yard.)
Slope Overbreak Control Drilling and Loading Plan
The north and south slopes of the Pinkerton Open Cut were presplit for slope overbreak control
using 76mm (3 inch) diameter holes loaded with 22.22 mm (7/8 inch) continuous presplit and
holding a stemming collar of 1.21 meters (4 feet). After excavation was completed a final wall
inspection was conducted and rock anchors and shotcrete were installed in softer rock strata
zones of concern such as coal and shale,
Vibration Monitoring
Permanent seismographs were located just inside the east and west portals of the tunnel and one
at the halfway point. Initially the geophones were placed on the north tunnel wall stone masonry
approximately 3 feet above the rail grade using a bracket fabricated from steel U-Channel then
lagged and grouted to the tunnel wall. The north tunnel wall was initially chosen to collect
background data since it was near an underground fiber optic cable. Due to the lack of cellular
phone service and the cabling challenge for satellite communications deep within the valley we
chose to collect visual data after each blast then later interrogate the seismic instruments with a
laptop. When operations switched to the south slope and run-around track development the
seismographs were relocated to the south tunnel wall.
Instrumentation
Along with seismographs we employed additional technology, during our project flowfill and
production blasting operations we drilled probe holes and utilized borehole cameras to assist in
identifying void space volumes and geologic anomalies. Due to coal seams on this project we
utilized methane detectors to monitor for potential gas buildup in the holes and void spaces. The
project owners also installed cameras within the tunnel to monitor during non-blasting activity but
this never provided good data due to limited visibility in the tunnel darkness.
Post Blast Inspection and Tunnel Integrity
Given the age of the tunnel and its unknown integrity a walk through post blast inspection was
conducted after each blast. During Phase I development there were reports from railroad
engineers of falling bricks from the tunnel liner during rail traffic but was never experienced during
blasting operations as documented in post blast inspections. Upon review it was determined that
water infiltrating the tunnel during Phase I excavation was washing out loose mortar between the
bricks and the close clearance of the locomotive exhaust stacks to the tunnel roof was causing the
bricks to dislodge. Once specific zones were identified a tunnel crew installed steel sets and
lagging and the entire tunnel received shotcrete reinforcement.
Phase II South Notch Drilling and Blasting Plan
Once drilling and blasting operations reached elevation 1710 we switched into Phase II South
Notch Development. The plan was to develop a notch to the south of the existing Pinkerton tunnel
and install a temporary run-around track to move rail traffic outside the tunnel. Once rail traffic
was relocated the tunnel would be imploaded and retreat excavated. We began by shooting a box
cut using a pattern of 5 holes per row in width and 3.04 meters (10 foot) in depth on production
holes but we continued to shoot presplit 6 meters (20 foot) maximum allowable depth to develop
a box cut, once we advanced the cut we began slabbing rounds 2 holes wide into the box cut
development. As the box cut continued to advance we added a second slabbing round (See Figure
1) to develop the cut width for equipment optimization and final notch development which
involved blasting to within 4.57 meter (15 feet) of the south tunnel wall. Once we reached rail
grade CSX track crews installed a run-around track and a cut-in was made to the mainline that
moved rail traffic outside the tunnel.
Tunnel Removal Phase III
Once mainline traffic was shifted outside the tunnel onto the newly installed run-around track
focus was directed to the tunnel removal phase. This project phase had an entire new set of
challenges, the run-around track was within 4.57 meters (15 feet) of the north slope highwall.
Once again it was imperative to maintain rail traffic and our rail curfews were under 2 hours. We
chose to use blasting mats topped with steel impact plates as our track protection method due to
time constraints to maximize our track curfew. We videoed each blast as our method to develop
our standoff distance of the blast pattern to the south highwall. Since vibration on the tunnel was
no longer an issue we returned to our maximum cut depth of 6 meters (20 feet) and we
determined our optimum standoff distance to be 9.14 meters (30 feet) or 1.5 times the cut depth.
It is important to note that due to continued concerns of earlier mentioned void spaces we
delineated the tunnel location on the surface and no time during the tunnel removal phase was
equipment allowed to encroach on that limit. We used a John Henry drill to reach over the tunnel
zone to drill production holes. Once we reached the 9.14 meter (15 foot) elevation above the
tunnel liner we only drilled the presplit line and 2 production holes wide 6 meters (20 feet) deep
which put the bottom of the production holes along the side and 1.52 meters (5 feet) below the
tunnel roof.
When the blast was fired it collapsed the north tunnel wall and the entire tunnel imploaded
leaving the south tunnel wall and a 9.14 meter (15 foot) rock rib on the south wall protecting the
track from debris then is was mechanically removed.
Seismic Data Recap
Engineers throughout the project gained confidence that the initial Z-Curve compliance criteria on
a subterranean structure was ultra conservative and although compliance with this standard was
achievable the project deadlines caused them to allow us to exceed the initial specification based
upon visual post blast walk through inspections indicating no adverse effects. On a few occasions
we received a secondary impact after the blast on the seismic record and after review with our
production team and seismic consultants it was determined they were a result of debris impacting
the liner inside the void spaces but were not causing any visible damage. We took the opportunity
on one occasion to place a seismograph on the surface directly above the center seismograph so
we surveyed the placement location for accuracy and we drilled and grouted an anchor pin into
the rock to fasten the geophone. The surface reading was 10.16mm/s (0.40ips) @ 34 Hz and the
underground tunnel reading was 2.794 mm/s (0.11 ips) @ 32 Hz. The surface seismograph was
79.85 meters (262 feet) from the blast and 23.46 meters (77 feet) directly above the tunnel
monitor. Approaching the end of the south slope development our project team decided to get as
close as possible to the west tunnel portal where vibration levels were at 248.92 mm/s (9.8 ips)
with no visible damage to the tunnel liner.
Conclusion
Going into the project blast vibration levels were the project designers primary concerns for
protecting the tunnel but upon completion the biggest challenge to the tunnel integrity was water
infiltration from the excavation above. The consensus of our entire construction team was this was
the most challenging and at the same time the most rewarding project we have ever worked.
Acknowledgements
Senex Explosives, Inc. Blast Crew - Michael Weaver - Blaster-in-Charge
Joseph B. Fay Company General Contractor Tarentum, PA
CSX Transportation Project Owners Jacksonville, FL
AMEC Project Manager Nashville, TN
Trans-Systems-Hill Construction Manager Pittsburgh, PA
Terra-Mechanics Vibration Consultants Gibsonia, PA
References
ISEE 18th Edition Blasters Handbook (2011)