December 20, 2013 File No.

313604-000

Mr. Ralph Swenson, PE City Engineer, City of Kingston 420 Broadway Kingston, NY 12401 Dear Mr. Swenson: Brierley Associates Underground Engineers, PLLC (Brierley) has prepared this letter report which summarizes our Peer Review of the Washington Avenue Tunnel Stabilization Design. Our efforts focused on available historical and geotechnical information; review of the Mueser Rutledge Schematic Design Report, dated August 13, 2013; and, review of the GEA Engineering Report dated August 2013. This letter is intended to present the findings of our review and to provide the City of Kingston with comments, suggestions, and possible alternatives for the proposed design for remediation of the tunnel and shaft in the area of the Tannery Brook shaft. BACKGROUND The Washington Avenue Tunnel was constructed between 1909 and 1912 to convey combined storm water and sanitary sewage to an outfall at Roundout Creek. Subsequent to completion of the tunnel, the following events occurred in the vicinity of the Tannery Brook crossing at Washington Avenue: 1991-1992; Clough Harbour Associates undertook a program to investigate and design the installation of a drop shaft to connect the Tannery Brook flow channel to the existing CSO tunnel; a pilot borehole was advanced at the location of the drop shaft 1993; a 30-inch diameter steel drop shaft was installed to divert surface flow from Tannery Brook into the tunnel (It is our understanding that the objective of this project was to help alleviate flooding of Tannery Brook during storm events) 1998-2011; settlement/subsidence was observed and backfilled to south and west of the shaft on Washington Avenue May 2011; GroutTech, Inc. installed chemical grout around the 30-in. diameter drop shaft at top of rock (approx. 55 ft depth) and pumped cement-bentonite grout to ground surface May 2011; 6-inch water main near shaft broke and was repaired June 2011; Catch basin settled 24-inches and a 10-ft diameter sinkhole formed - Washington Ave was temporarily closed to traffic and detoured

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- 30 ft long steel sheeting was installed to protect 16-inch water main; and second row of sheeting adjacent to Tannery Brook to west of shaft was installed to cut-off subsurface seepage of water into shaft - SMT performed soil boring (B-1) to investigate ground/groundwater conditions - 6-inch water main was relocated to east side of sheeting July 2011; remote TV inspection of tunnel downstream of shaft; transition to rock tunnel approximately 160 ft downstream; minor leakage and sediment on invert was observed. - Began monitoring surface elevations and settlements April 2012; remote camera survey of shaft showed water leakage around the outside of the shaft penetration through the brick arch; sampled water draining into tunnel carrying gray fine sand and silt into tunnel - 3-ft by 7-ft deep sinkhole between sheeting and 16-in. water main; sheeting had dropped approx. 24-in. at this location; repair leak at bell joint in water main; backfill sinkhole - ConeTec performed 8 CPT probes near sinkhole area - Manned entry into tunnel via Tannery Brook shaft; no seepage observed around 30-in shaft; observed soil on invert 35 ft downstream with probable breach in crown June 2012; ConeTec performed 5 additional CPT probes along Washington Ave July 2012; An additional sinkhole located approximately 55 ft south of Tannery Brook Shaft was observed Feb 2013; ConeTec performed 11 additional CPT probes along/adjacent to Washington Ave March 2013; Hanson VanVleet conducted 3 soil borings and short rock cores; installed shallow and deep groundwater observation wells adjacent to Washington Ave near shaft. August-September 2013; installed and contact grouted approx. 170 feet of Link Pipe liner panels in the tunnel from the shaft to the south October 2013; Mueser Rutledge conducted 3 soil boring investigations (MR-1, MR-2, MR-3) along Washington Ave. from the shaft area to the south

SUBSURFACE CONDITIONS Brierley undertook an independent assessment and interpretation of the subsurface conditions in the vicinity of the Tannery Brook Shaft and adjacent tunnel alignment along Washington Avenue. Locally, the bedrock geology comprises sedimentary limestone and shale, overlain by variable thickness (20 ft to 100+ ft) of unconsolidated sediments and soils of glacial and postglacial origin. The limestone bedrock in the Kingston area is known to be fractured and folded; and the fractures have been enlarged by dissolution of the carbonate rock due to groundwater flow within the Onondaga-Schoharie Limestone Aquifer. This karstic environment has created a pattern of partially open fractures in the limestone that provides a network of groundwater flow channels. Based on a number of exploration borings and Cone Penetration Test (CPT) probes previously carried out in the area of the Tannery Brook Shaft, the overlying surficial deposits in the relatively undisturbed areas of Washington Ave. comprise fill soils (approx. 5 feet thick) underlain by fine sand or silty sand (alluvium) varying in depth from 5 to 25 feet. The mostly

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medium dense to dense strata of fine sand and silt with interlayers of clay, which become more prevalent with depth, generally persist to a depth of approximately 50 feet. Below 50 feet, soils are predominantly softer layers of clay and silt of variable thickness, which in turn, are underlain by significantly stiffer clay/silt/granular tills. Where penetrated by a few local borings, the till ranged in thickness from approximately 1 to 3 feet. Weathered limestone bedrock was observed below the till where rock coring was performed in nearby adjacent groundwater observation well installations. Prior to installation of the Tannery Brook shaft, a pilot hole drilled to tunnel depth in 1992 (as documented in the letter report by Clough Harbour Associates, Attachment 1), places the top of bedrock at a depth of approximately 62 feet; an approximate 2-ft thick void in the bedrock was encountered at 71 to 73 ft depth, followed by approximate 2 ft thickness of soft silt and clay, overlying the top of the tunnel lining materials at approximate depth of 75 ft. The void over the crown of the tunnel is quite probably the result of overbreak in weak, weathered rock created during initial excavation of the tunnel; the vertical and lateral extent of the void has not been defined. To the north of the shaft, the bedrock surface rises rapidly to a shallower depth of approximately 20 ft below ground surface; and drops off to a depth of over 100 feet to the south of the shaft along Washington Ave. The attached Subsurface Investigation Plan (Attachment 2) and Geologic Profile (Attachment 3) illustrates our understanding of the subsurface conditions; the top of bedrock and tunnel elevations at the shaft location are interpreted from the pilot hole log as drilled by Clough Harbour in 1992. Borings and CPT probes advanced through the soils in the immediate vicinity of the two sinkhole areas observed along the tunnel alignment indicate that the more sensitive fine sand, silt and clay have been disturbed or locally mobilized due to settlements created by the sink hole activity. Relative densities of the in-place soils show a marked decrease from medium dense to very loose to loose granular materials, and from medium stiff and stiff to very soft clay as a result. Further inspections of the tunnel interior after the sinkhole events revealed a significant accumulation of fine sediments in the tunnel invert. As the 30-inch steel shaft casing was advanced through the bedrock, and through the support timbers and brick tunnel arch, it is perceived that subsidence around the shaft was caused by mobilization of the surrounding soils into the tunnel and into the void in the rock above the tunnel. This connection would have been difficult to seal properly at completion of the shaft installation. EXISTING DROP STRUCTURE We agree with GEAs assessment of problems associated with the existing vertical 75 ft deep, 30-inch diameter steel drop shaft; particularly, with respect to the current arrangement. There is no means to de-aerate the air that is introduced by the falling water, which in turn creates bubbles that lead to cavitation and progressive deterioration of the existing 100-year old tunnel brick lining during high flow events. Repeated surge events during heavy storm flows also contribute to the deterioration of the steel shaft penetration through the tunnel crown which promotes the migration, intrusion and infilling of the tunnel with surrounding soils and ground

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water. Similarly, repeated, turbulent storm flow events also contribute to successive downstream migration of the deterioration of the brick tunnel lining and subsequent development of additional sinkholes. Even though the tunnel is presently lined with PVC Link Pipe materials, turbulence and vibrations created during storm flow events may still adversely impact the integrity of the overlying 100 year old brick lining, timber supports and dry packing materials REMEDIAL DESIGN APPROACH We have reviewed GEA/Mueser Rutledge approach to remediation and stabilization of the Tannery Brook Drop Structure; the existing 30-inch diameter shaft; the tunnel; and the ground above and adjacent to the tunnel. Based on the current approach to improving the existing shaft, tunnel and ground conditions as proposed by Mueser Rutledge, we offer the following observations and recommendations: The remedial measures to prevent further ground loss into the tunnel should include contact grouting of potential void space between the initial tunnel timber support and the final lining. To avoid damaging the recently installed Link Pipe liner, the contact grouting can be accomplished by drilling down from the ground surface. It is our opinion that jet grouting encasement is all that is necessary versus the full jet grout arch to prevent future soil loss into the tunnel. The vibrating pile densification (dynamic compaction) might damage utilities. Shaft penetration grouting should be performed. The type of grout used will depend on the anticipated size of voids in, or behind the tunnel lining/shaft penetration. Concrete grouts are generally the most cost effective for large voids, and water activated polyurethane grouts are most effective for sealing hairline cracks. The area of the connection of the shaft to the tunnel will likely require use of both types of grout. Provide instrumentation to monitor for vibration and settlements at adjacent structures and utilities during construction

ALTERNATIVE REMEDIATION APPROACH We would also like to provide an alternative approach to the restoration and stabilization of the tunnel and adjacent ground conditions, including construction of a new drop shaft as follows: Abandon and completely seal off the inside/outside of the existing 30-inch steel drop shaft that penetrates the crown of the existing tunnel; Construct/install a new shaft offset approximately 5-feet from the existing tunnel alignment and excavate a lined connection adit into the side wall of the existing tunnel; provide a positive water-tight seal around this connection; Provide an inlet vortex structure as proposed by GEA at the new drop shaft location; or otherwise provide for de-aeration/venting of air entrainment to dissipate energy from the falling water flow; Conduct thorough contact grouting of the existing tunnel exterior that is exposed to overlying soils along the portion of the alignment extending south of the Tannery Brook

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shaft; and to overlap with the bedrock portion of the tunnel at the north and south extremities of this reach (approximately over length of 180 ft). To avoid penetrating the existing PVC liner installed within the tunnel, execute the contact grouting by drilling down from the ground surface. In lieu of vibrating pile densification and jet grouting of the surrounding soils, install rammed aggregate geopiers to densify the ground and support Washington Avenue. The geopiers would be approximately 30 inches diameter, extend to depth of approximately 20 ft, and spaced at 7 to 10 ft grid pattern beneath the roadway over a length of approximately 180 feet. The installation and compaction of the stone filled piers will provide densification of the surrounding soils and support the road; Construct a load transfer platform to distribute traffic loads from the pavement to the rammed aggregate piers. The load transfer platform would consist of structural fill, geogrids and sub-base material. Install instrumentation to monitor for settlements at adjacent structures and utilities during construction

We look forward to meeting with you in January to discuss our observations and recommendations in more detail.

Sincerely Yours, BRIERLEY ASSOCIATES UNDERGROUND ENGINEERS, PLLC

A. J. McGinn, PE, PhD President and CEO Attachments: Tannery Brook Shaft Pilot Hole Log Subsurface Investigation Plan Geologic Profile