DOCSLIB.ORG

MARITIME OFF-RAMP He 2,356’ Long "Maritime Off- Ramp” Is One of Seven Bridge Tcontracts in California’S I-880 Replacement Project

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
MARITIME OFF-RAMP He 2,356’ Long Prize Bridge Award:Grade Seperation MARITIME OFF-RAMP he 2,356’ long "Maritime Off- Ramp” is one of seven bridge Tcontracts in California’s I-880 Replacement Project. The Maritime Off-Ramp replaced a concrete struc- ture on Cypress Street (now named the Nelson Mandela Parkway) in Oakland. The “Maritime Off-Ramp,” also known as the Horseshoe Line or “HS” Line because of its 250’ radius horseshoe shape, is an orthotropic steel bridge. The remainder of the bridges in the project are steel plate girder bridges with concrete decks or post-tensioned cast-in-place con- crete. The “HS” Line becomes California’s sixth orthotropic bridge.Loma Prieta Earthquake On October 17, 1989, the Loma Prieta earthquake (magnitude 7.1) occurred near Oakland and San Francisco, California. The I-880 Cypress Street Viaduct, a two-level reinforced concrete structure com- pleted in 1957 carried I-880 freeway traffic through downtown Oakland. The upper roadway collapsed result- ing in 41 deaths and 108 injuries. A portion of the roadway between 7th and 34th streets was removed due to the damage. I-880 is a critical interstate free- way connecting San Jose and the East Bay Area to San Francisco, Sacramento and the Sierra Nevada. The I-880 Freeway Viaduct was a section of I-880 that carried between 140,000 and 160,000 vehicles per day and provided for eight lanes of mixed-flow traffic. THE I-880 REPLACEMENT PROJECT The I-880 Replacement Project was designed and then built in seven separate construction contracts to avoid impacting traffic in this impor- tant transportation corridor. “The Maritime Off-Ramp” is a new unique curved steel orthotropic bridge that provides access to the Port of Oakland through a U-turn from Westbound I-80. The project’s $1.1 billion budget, consisting mainly of federal emer- gency relief funds from FEMA, is divided into approximately $650 mil- lion for construction and $350 mil- lion for right-of-way acquisition, rail- Modern Steel Construction / September 1998 road and utility reloca- tion, traffic manage- ment, transit enhance- ment, and a number of commitments to the City of Oakland. An orthotropic steel bridge with trapezoidal ribs was selected to cross over th busy I-80 freeway to minimize travel delays or lane closures during bridge erection to commuters and highway traffic. The bridge utilized reinforced concrete “T” bents with a single col- umn with spiral rein- forcing ties. Two special bearings connect the superstructure to each “T” bent. A new joint shear criteria for rein- forced concrete design was first used on the project. The level of reinforcement in the design was higher than previous projects. SPECIAL ISSUES Some of the details used on the “HS” Line were first utilized on the Golden Gate Bridge. Caltrans pro- vided technical assistance and con- struction inspection to the Golden Gate Toll Bridge Authority for the replacement of the original rein- forced concrete deck with an orthotropic steel deck in 1984. Many welding details for the trapezoidal rib were repeated for the “HS” Line. The transverse flexural stiffness of the orthotropic steel deck is critical for the long-term behavior of the asphaltic overlay. The weight-saving concerns, which guide the seismic cal optimization study. The need for details were developed to reduce the design, dictate minimal overlay pile compliance at the interface of number of locations where opposite thickness. This leads to a compliant soft mud with the stiff underlayment face welding would occur since lami- deck system that is very sensitive to leads to steel piles. The deep overly- nar tearing could result. The trape- temperature and to local deflections ing mud layer requires very long zoidal rib is the most popular system imposed by concentrated wheel piles because of the high seismic used in about 95 percent of all loads. The cyclic nature of this load- loads. Cost is reduced by minimizing orthotropic deck bridges built world- ing only increases the problem of the number of steel piles while keep- wide. The ribs were fabricated in compliance between overlay and ing the pile cap at a reasonable size. tangent chords to accommodate the steel underlayment. The long-term Also, the need for pile ductility and sharp radius of the superstructure. delamination danger of the overlay elastic pile cap behavior dictates the It was unfeasible to form the rib sec- is greatly reduced by providing a use of 42” diameter pile with the pile tions in the same curved configura- uniform stiffening pattern with rela- cap dimensions chosen. The hexago- tion of the bridge. The ribs were tively closely spaced components and nal pile cap shape results from the therefore welded as tangent chords a relatively stiff top deck plate. “isotropic” nature of the seismic to the top deck plate to approximate loading imparted by the soil struc- the radius of the girders. FOUNDATION DESIGN ture interaction with the “plastic An important detail of the The hexagonal foundations with hinge” load reaction at the pier base. orthotropic design is the welding of the seven, “medium size” 42” diame- No welds were allowed to cross the closed rib stiffener to the top ter, steel piles were the result of a over another weld and plates were deck plate. The specifications structural geotechnical and economi- coped to avoid the occurrence. The required this to be an 80 percent included in the design to allow the fabrication of the girders in the smallest sections possible. The large size and weight of indi- vidual girder components created some difficult handling and fitup problems. This was further compli- cated due to the curved configura- tion of the girders. The top deck plates with the welded rib sections proved difficult to handle. Once all sub-assemblies were fitted together, most welding was required to be per- formed in the vertical and overhead positions within the closed box sec- tions. The girder sections were too large to turn to allow welding in the optimum flat and horizontal welding positions. The contractor fabricated 13 full bridge-width orthotropic sections 7’- 0” deep by 35’-6” to 37’-6” wide, with lengths varying from 123’ to 219’ per section. The sections ranged in partial penetration groove weld. To ed bridge sections. The rubber delta weight from 250 tons to a maximum ensure that welding would be of the shaped “dock fenders” were used to of 459 tons. All sections were highest quality, the specifications absorb kinetic energy occurring dur- shipped with a steel orthotropic deck required that the rib welds be made ing a seismic event at the hinges in and with the installed steel barrier using the automatic submerged arc the superstructure. Rubber fenders rails. The total weight of all fabricat- process. Deck plates were oriented were used as bumpers to reduce ed steel equaled 5014 tons. so the grain or rolling direction of forces transmitted in a compression ERECTION PROCESS the steel plates was centered on the shock wave in the longitudinal axis longitudinal axis of the bridge. of the bridge. A creative solution for the instal- To maximize fatigue life and Larger delta shaped rubber fend- lation was conceived by the erector avoid Category “E” details, intersec- ers were used as part of cable that utilized “SHLHP” (Special tion of rib welds at their juncture restrainer system when the seismic Heavy-Lift Hydraulic Platform) with the diaphragm welds were forces would try to pull apart the which consists of two self-propelled avoided by large copes at the weld bridge segments at the two hinge hydraulic platforms braced in tan- intersections. These copes were sections. The lower mass of the steel dem with a strut beam. They had sealed by injecting polystyrene foam orthotropic superstructure plus the the capacity to build the 13 full into the rib compartment to prevent energy damping system reduce seis- bridge- width (35.5’) sections as one entrance of moisture or other corro- mic forces on the concrete columns welded unit. sion contaminants. An orthotropic and substructure. A 20-line, two-file Scheuerle steel barrier system using structural PTFE (poly-tetra-fluoro-ethyl- hydraulic trailer with a custom- steel fabricated in the approved ene) spherical bearings were used to designed spacer frame was used to FHWA barrier configuration was allow for rotation and expansion of off-load the girders at Oakland. The designed. To reduce deadload and members. These bearings can resist frame between the axles distributed simplify composite action welded higher lateral forces including seis- the load over a wider path to meet steel was selected. The system was mic forces. A central shear key pipe structural requirements on the dock. designed to be higher because of the was added for additional lateral The girders were set on temporary heavy truck traffic using the sharp capacity. cribbing in the staging area. The off- horseshoe bend on I-80 traffic. The load sequence and staging locations barrier was fabricated in 20’ long FABRICATION OF ORTHOTROPIC required careful planning since the components that bolt to an internal BRIDGE SECTIONS girders could not pass each other in “W” flange system welded to the The unusually large dimensions the staging area once they were off- orthotropic superstructure. A series and weight of the orthotropic box loaded. Therefore each section was of access panels on the exterior allow girders would limit their fabrication moved three times: first from the the removal of damaged barrier to only the largest fabricators. fabrication facility to the barge, sec- after a vehicle collision. Consequently, Caltrans directed the ond from the barge to the staging consulting engineers to provide area beside the I-80 freeway and SEISMIC DETAILING FEATURES detailing to allow for flexible section finally erected.
Load more

Recommended publications
  • Embarcadero Boulevard a City Reunited with Its Waterfront San Francisco, California, United States Prepared by Ginger Daniel and Andrea Slusser
    Embarcadero Boulevard A City Reunited with its Waterfront San Francisco, California, United States Prepared by Ginger Daniel and Andrea Slusser Above: PreserveNet Below: kateandderek.com History of the Embarcadero Freeway “[The Embarcadero Free- way] cut off the downtown In the name of modernization and post-war progress, the Embarcadero from the water that gave Freeway—formerly known as Route 480—was a part of a larger birth to it, and it left the transportation plan to crisscross San Francisco with a network of iconic Ferry Building -- a statuesque survivor of the freeways. Construction of the Embarcadero Freeway began in 1953, 1906 earthquake -- stranded and was originally intended to directly connect the Golden Gate Bridge behind a dark wall of car to the Bay Bridge. Reacting to the unsightly intrusion of freeways exhaust and noise.” into their neighborhoods and fragmentation of the urban fabric these – John King structures were causing, residents of San Francisco protested during what is now referred to as the “Freeway Revolts” (PreserveNet, n.d.). Demonstrations and petitions eventually gathered enough momentum to convince the San Francisco Board of Supervisors to cancel the network and curtail the highway projects already underway, which included the Embarcadero Freeway. The sudden halt was evident in the “stub” road west of the structure’s Broadway off-ramp, and at a total length of 1.2 miles, the freeway never came close to connecting the Bay Bridge to the Golden Gate Bridge, as originally planned. PAGE 1 | SAN FRANCISCO’S EMBARCADERO BOULEVARD A waterfront, cloaked in concrete... The Embarcadero Freeway Structure Detested by the people, the Embarcadero Freeway physically cut the city’s northern waterfront off from the rest of the city, and subsequent architecture followed suit: buildings “turned their backs” (Eckerson, 2006) to the freeway and the waterfront beyond.
    [Show full text]
  • The Race to Seismic Safety Protecting California’S Transportation System
    THE RACE TO SEISMIC SAFETY PROTECTING CALIFORNIA’S TRANSPORTATION SYSTEM Submitted to the Director, California Department of Transportation by the Caltrans Seismic Advisory Board Joseph Penzien, Chairman December 2003 The Board of Inquiry has identified three essential challenges that must be addressed by the citizens of California, if they expect a future adequately safe from earthquakes: 1. Ensure that earthquake risks posed by new construction are acceptable. 2. Identify and correct unacceptable seismic safety conditions in existing structures. 3. Develop and implement actions that foster the rapid, effective, and economic response to and recovery from damaging earthquakes. Competing Against Time Governor’s Board of Inquiry on the 1989 Loma Prieta Earthquake It is the policy of the State of California that seismic safety shall be given priority consideration in the allo- cation of resources for transportation construction projects, and in the design and construction of all state structures, including transportation structures and public buildings. Governor George Deukmejian Executive Order D-86-90, June 2, 1990 The safety of every Californian, as well as the economy of our state, dictates that our highway system be seismically sound. That is why I have assigned top priority to seismic retrofit projects ahead of all other highway spending. Governor Pete Wilson Remarks on opening of the repaired Santa Monica Freeway damaged in the 1994 Northridge earthquake, April 11, 1994 The Seismic Advisory Board believes that the issues of seismic safety and performance of the state’s bridges require Legislative direction that is not subject to administrative change. The risk is not in doubt. Engineering, common sense, and knowledge from prior earthquakes tells us that the consequences of the 1989 and 1994 earthquakes, as devastating as they were, were small when compared to what is likely when a large earthquake strikes directly under an urban area, not at its periphery.
    [Show full text]
  • Dance of the Holy Ghosts: a Play on Memory: Digital Dramaturgy
    dance of the holy ghosts: a play on memory: Digital Dramaturgy By Marcus Gardley Directed by Kwame Kwei-Armah Oct 9–Nov 17, 2013 Oscar Clifton is a Blues man living through his memories of the past, until his estranged grandson Marcus pays a visit. Together, they confront a history of loves, regrets, and missed opportunities. This acclaimed play by Marcus Gardley is a poetic family drama set in the key of Blues—a memory- scape skipping seamlessly across the decades. Meet Marcus Gardley Playwright's Biography Marcus Gardley grew up in the 1980s in Oakland, surrounded by a tight-knit community and raised by parents and grandparents from the South. He recalls, “Growing up in Oakland was really magical. I have family that all lived in the same vicinity; it was a huge community. I grew up in a political environment, but also a spiritual and diverse one. It had a huge effect on me.” Gardley spent his Sundays listening to his father preach, and the Black Church has informed and inspired some of his finest work. Though he started out as a poet, Gardley became captivated by playwriting during his college years at San Francisco State. He went on to Yale School of Drama, where he studied under celebrated playwright Lynn Nottage. Since then, Gardley has had productions at major theaters across the United States, and his work has garnered accolades for its soulful sincerity and lyricism. He currently splits his time between New York City and Providence, Rhode Island, where he teaches playwriting at Brown University. He makes a mean dish of Brussels sprouts and thoroughly enjoys mint juleps.
    [Show full text]
  • Joseph P. Nicoletti
    CONNECTIONS The EERI Oral History Series Joseph P. Nicoletti Stanley Scott Interviewer CONNECTIONS The EERI Oral History Series Joseph P. Nicoletti CONNECTIONS The EERI Oral History Series Joseph P. Nicoletti Stanley Scott, Interviewer Earthquake Engineering Research Institute Editor: Gail Hynes Shea, Berkeley, California Cover and book design: Laura H. Moger, Moorpark, California Copyright 2006 by the Earthquake Engineering Research Institute and the Regents of the University of California. All rights reserved. All literary rights in the manuscript, including the right to publish, are reserved to the Earthquake Engineering Research Institute and the Bancroft Library of the University of California at Berkeley. No part may be reproduced, quoted, or transmitted in any form without the written permission of the Executive Director of the Earthquake Engineering Research Institute or the Director of the Bancroft Library of the University of California at Berkeley. Requests for per- mission to quote for publication should include identification of the specific passages to be quoted, anticipated use of the passages, and identification of the user. The opinions expressed in this publication are those of the oral history subject and do not necessarily reflect the opinions or policies of the Earthquake Engineering Research Institute or the University of California. Published by the Earthquake Engineering Research Institute 499 14th Street, Suite 320 Oakland, California 94612-1934 Tel: (510) 451-0905Fax: (510) 451-5411 Email: eeri@eeri.org Website: http://www.eeri.org EERI Publication Number: OHS-14 ISBN (pbk.): 1-932884-24-6 Library of Congress Cataloging-in-Publication Data Nicoletti, Joseph P. Joseph P. Nicoletti / Stanley Scott, interviewer.
    [Show full text]
  • Rick Laubscher: Forty Years of Giving Back to San Francisco, from KRON to Market Street Railway
    Oral History Center University of California The Bancroft Library Berkeley, California Rick Laubscher Rick Laubscher: Forty Years of Giving Back to San Francisco, From KRON to Market Street Railway Interviews conducted by Todd Holmes in 2016 Copyright © 2017 by The Regents of the University of California Since 1954 the Oral History Center of the Bancroft Library, formerly the Regional Oral History Office, has been interviewing leading participants in or well-placed witnesses to major events in the development of Northern California, the West, and the nation. Oral History is a method of collecting historical information through tape-recorded interviews between a narrator with firsthand knowledge of historically significant events and a well-informed interviewer, with the goal of preserving substantive additions to the historical record. The tape recording is transcribed, lightly edited for continuity and clarity, and reviewed by the interviewee. The corrected manuscript is bound with photographs and illustrative materials and placed in The Bancroft Library at the University of California, Berkeley, and in other research collections for scholarly use. Because it is primary material, oral history is not intended to present the final, verified, or complete narrative of events. It is a spoken account, offered by the interviewee in response to questioning, and as such it is reflective, partisan, deeply involved, and irreplaceable. ********************************* All uses of this manuscript are covered by a legal agreement between The Regents of the University of California and Rick Laubscher dated March 30, 2017 The manuscript is thereby made available for research purposes. All literary rights in the manuscript, including the right to publish, are reserved to The Bancroft Library of the University of California, Berkeley.
    [Show full text]
  • USA CA Lomaprieta Prelimre
    PRELIMINARY I RECONNAISSANCE RE~ORT This report was sponsored by the Earthquake Engineering ResearchI ~stitute and the Committee on Natural Disas ers of the National Research Council'$ Commission on Engineeringwith support and from TechnicalSystems, the National ScienceFoundation November 1989 ~ Earthquake Engineering Research Institute 89-03 CONTENTS PREFACE v 1 SOCIAL SCIENCES AND EMERGENCY RE 1 Overview 1 Fires Following the Earthquake 3 2 GEOSCIENCES 5 Seismological Aspects 5 Geological Aspects 6 Strong-Motion Data 8 Engineering Seismology Aspects 15 Acknowledgments 20 References 20 3 GEOTECHNICAL ASPECTS 23 Overview 23 Observations 23 Comments 26 4 BUILDINGS 31 Unreinforced Masonry Buildings 31 Engineered Buildings 32 Acute Hospitals and Skilled Nursing Facilities 3$ Public School Buildings 34 State Facilities 35 5 LIFELINES 37 Transportation Systems 37 Water and Sewage Systems 39 Power Systems 40 Gas Systems 40 Communication Systems 41 6 URBAN PLANNING AND ARCHITECTURE 43 Overall Patterns 43 Casualties 44 Damage to N onstructural Components and Cqnten 44 Historic Buildings 47 . Building Layout and Configuration 47 Urban Planning 47 iii iv CONTENTS 7 INDUSTRIAL F A CILrrIES 49 Perfonnance of Power Generatin 49 Industrial Facilities 49 Water Treatment Facilities 50 Petrochemical Facilities 50 PREFACE The Earthquake Engineering Research Institute (EERI), Iwith support from the Na- tional ResearchCouncil (NRC) of the National Academy of Sciences,dispatched teams of scientists and engineers to investigate the effects of the manitude 7.1 Lorna Prieta Earthquake of October 17, 1989,shortly after the event. With additional support from the National Science Foundation, team members are studying the effects of the earthquake throughou t the Bay Area in an effort to identifY lessons that can be learned.
    [Show full text]
  • The Loma Pneta Earthquake a Field Report by Eef'it
    THE LOMA PNETA EARTHQUAKE OF 17 OCTOBER 1989 A FIELD REPORT BY EEF'IT ACKNOWLEDGEMENTS The Field Investigation mounted after the 1989 Loma Prieta earthquake under the auspices of EEFIT included engineers from academic, industrial and consultant organisations. EEFIT gratefully acknowledges the support of the many organisations listed below who provided funding and support for individual team members to parrlcipate: AEA Technology Allott & Lomax BEQE Ltd British Nuclear Fuels PLC Ove Amp & Partners Principia Mechanica Rendel, Palmer & Tritton Science and Engineering Research Council Scott, Wilson, Kirkpatrick & Partners University of Bath University of Bristol University of Cambridge University College London EEFIT particularly wishes to highlight and acknowledge the contribution of British Nuclear Fuels PLC, who generously provided additional funding to assist in the publication of this report. EEFIT was assisted in its work by manyindividuals and organisations in San Francisco, part~ularlyEQE Inc and the Earthquake Engineering ResearchInstitute. This report was edited by Dr R S Steedman, of Sir Alexander Gibb& Partners Ltd and Cambridge University, and Dr S R Ledbetter, of the University of Bath. Earthquake Engineering Field InvestigationTeam The Institution of Structural Engineers 11 Upper Belgrave Street London SW 1X 8BH EEFIT July 1993 ISBN 0 86197 110 8 i CONTENTS Page Acknowledgements 1 Contents U ... Introduction m S R Ledbetter and R S Steedman 1.0 Tectonic Setting 1-1 G Woo and R Muir Wood 2.0 Strong Motion Records 2- 1 A M Chandler
    [Show full text]
  • Grand Avenue Mobility Plan from Mandela Parkway to Macarthur Blvd
    CITY OF OAKLAND DEPARTMENT OF TRANSPORTATION GRAND AVENUE MOBILITY PLAN FROM MANDELA PARKWAY TO MACARTHUR BLVD Salustia Berardinelli Campos Josefino ​ and Buyan-Erdene Batbaatar Major: ​ ​Urban Studies​ | ​ ​City Planning 180: ​ ​Research Seminar in Urban Studies College of Environmental Design | University of California Berkeley Class of 2020 1 Introduction City Planning 180 is a newly launched undergraduate pilot program at the University of California Berkeley exclusively offered in the college of Environmental Design. It is a research seminar course offered to graduating seniors majoring in Urban Studies in the spring semester of 2020. The class provides mentored internship opportunities to students. Within the first two weeks of the semester, students were assigned to intern with the organizations of their choice. Throughout the fifteen-week semester, students were able to work on a variety of projects in urban policy areas of current interest to their clients such as housing, homelessness, land-use and transportation. Projects included a Restorative Justice lens that looks at the history of racial and social injustice has contributed to current policy realities and analyzes what needs to be done differently today to break the cycle of policy and planning injustice. In collaboration with Oakland Department of Transportation’s (OakDOT), we researched the historical factors influencing the severe disinvestment along the corridor. The Grand Avenue Mobility plan is a community-led multimodal mobility plan that studies Grand Avenue from Mandela Parkway to MacArthur Boulevard. We had the opportunity to visit the site and observe some of the pre-existing conditions of the street, sidewalk, bus stop, streetlights, and traffic signals.
    [Show full text]
  • Local Hazard Mitigation Plan
    June 2017 Local Hazard Mitigation Plan San Francisco Bay Area Rapid Transit District Local Hazard Mitigation Plan Final Contents Page 1 Introduction 1 1.1 BART System 1 1.2 BART Asset Profile 2 2 Planning Process 3 2.1 Overview 3 2.2 Schedule 3 2.3 Existing Document Review 4 2.4 Core Administrative Team 5 2.5 Core Planning Teams 6 2.6 Internal Engagement 6 2.7 External Engagement 8 2.8 Plan Maintenance 10 3 Hazard Identification and Risk Assessment 11 3.1 Hazard Exposure 11 3.2 Earthquake 11 3.3 Tsunamis 20 3.4 Landslides 23 3.5 Flooding 27 3.6 Sea Level Rise 30 3.7 Fire 33 3.8 Drought 36 3.9 Extreme Heat 39 3.10 Terrorism 40 4 Mitigation Strategy 42 4.1 Mitigation Goal 42 4.2 Mitigation Measures 42 4.3 Existing Mitigation Programs and Resources 43 4.4 Plan Integration 46 5 Plan Review, Evaluation and Implementation 47 5.1 Plan Update 47 6 Plan Adoption 48 | Final | | H:\BART\HAZARD MITIGATION PLAN\FINAL REVISIONS\FINAL_053117\FINAL LOCAL HAZARD MITIGATION PLAN_06022017.DOCX Local Hazard Mitigation Plan Final 7 Plan Point of Contact 48 Tables Table 1 Activity Schedule Table 2 Document Review List Table 3 Matrix of Sea Level Rise and Extreme Tide Level Figures Figure 1 Fault Zones Figure 2 Shaking Zones Figure 3 Liquefaction Zones Figure 4 August 2014 earthquake shake map illustrates reach of shaking Figure 5 Tsunami Zones Figure 6 Landslide Zones (Earthquake) Figure 7 Landslide Zones (Weather) Figure 8 Flood Zones Figure 9 Sea Level Rise Zones Figure 10 Wildfire Zones Figure 11 Drought Zones Figure 12 BART System Map Appendices Appendix A BART System Overview Appendix B Engagement Documentation Appendix C Mitigation Strategies Appendix D Adoption Resolution | Final | | H:\BART\HAZARD MITIGATION PLAN\FINAL REVISIONS\FINAL_053117\FINAL LOCAL HAZARD MITIGATION PLAN_06022017.DOCX Local Hazard Mitigation Plan Final 1 Introduction Hazard mitigation is a sustained action taken to reduce or eliminate the long-term risk to human life and property from hazards.
    [Show full text]
  • City of Oakland 2016-2021 Local Hazard Mitigation Plan Adopted June 7, 2016 This Page Intentionally Left Blank
    City of Oakland 2016-2021 Local Hazard Mitigation Plan Adopted June 7, 2016 This page intentionally left blank 2 City of Oakland 2016-2021 Local Hazard Mitigation Plan Adopted June 7, 2016 Access this plan online: www.oaklandnet.com/lhmp Front cover image: Photo by Greg Linhares. City of Oakland. 3 This page intentionally left blank 4 Approved as to Form and Legality FILED OFFICE OF THE CIT * CI m (WjAtkCk^- OAKLAND Office of the City Attorney !f1E HAY 12 PM12:53 OAKLAND CITY COUNCIL RESOLUTION NO. 86 c.WI.S. RESOLUTION, AS RECOMMENDED BY THE CITY PLANNING COMMISSION, ADOPTING THE 2016-2021 OAKLAND LOCAL HAZARD MITIGATION PLAN AS AN AMENDMENT TO THE SAFETY ELEMENT OF THE OAKLAND GENERAL PLAN WHEREAS, the City of Oakland prepares for disasters with the understanding that disasters do not recognize city, county, or special district boundaries; and WHEREAS, the City of Oakland seeks to maintain and enhance both a disaster- resistant city and promote resilience, by reducing the potential loss of life, property damage, and environmental degradation from natural disasters, while accelerating economic recovery from those disasters; and WHEREAS, the City of Oakland is subject to various earthquake-related hazards, such as ground shaking, liquefaction, landslides, fault surface rupture, and tsunamis; and WHEREAS, the City of Oakland is subject to various weather-related hazards, including wildfires, floods, and landslides; and WHEREAS, the City of Oakland anticipates the effects from climate change will include extreme weather, with greater frequency,
    [Show full text]
  • UNIVERSITY of CALIFORNIA, MERCED Saving
    UNIVERSITY OF CALIFORNIA, MERCED Saving This Place: An Ethnography of Fresno, CA’s Fulton Mall by Doris Dakin Perez A dissertation submitted in partial completion of the degree of Doctor of Philosophy (Interdisciplinary Humanities: Anthropology & History) at the University of California, Merced 2019 Doctoral Dissertation Committee: Professor Robin Maria DeLugan, Chair Professor David Torres-Rouff Professor Jan Goggans Professor Anneeth Kaur Hundle © Doris Dakin Perez, 2019 X Robin M. DeLugan Associate Professor, Anthropology X David Torres-Rouff Associate Professor, History X Jan Goggans Associate Professor, Literature X Anneeth K. Hundle Assistant Professor, Anthropology iii Dedication This work is dedicated to my father Edward Perez, the original scholar in our family. This work is also dedicated to my late mother, Carla Jo Dakin. You didn’t get to read my work, but you were with me every step of the way. iv Table of Contents Dedication .................................................................................................................................................... iv Acknowledgements ..................................................................................................................................... viii Curriculum Vitae ........................................................................................................................................ x Abstract .....................................................................................................................................................
    [Show full text]
  • Site Stratigraphy and Its Effects on Soil Amplification in the Greater Oakland Area During the October 17, 1989 Loma Prieta Earthquake
    Missouri University of Science and Technology Scholars' Mine International Conferences on Recent Advances 1991 - Second International Conference on in Geotechnical Earthquake Engineering and Recent Advances in Geotechnical Earthquake Soil Dynamics Engineering & Soil Dynamics 10 Mar 1991, 1:00 pm - 3:00 pm Site Stratigraphy and its Effects on Soil Amplification in the Greater Oakland Area During the October 17, 1989 Loma Prieta Earthquake J. David Rogers Missouri University of Science and Technology, rogersda@mst.edu Follow this and additional works at: https://scholarsmine.mst.edu/icrageesd Part of the Geotechnical Engineering Commons Recommended Citation Rogers, J. David, "Site Stratigraphy and its Effects on Soil Amplification in the Greater Oakland Area During the October 17, 1989 Loma Prieta Earthquake" (1991). International Conferences on Recent Advances in Geotechnical Earthquake Engineering and Soil Dynamics. 13. https://scholarsmine.mst.edu/icrageesd/02icrageesd/session12/13 This Article - Conference proceedings is brought to you for free and open access by Scholars' Mine. It has been accepted for inclusion in International Conferences on Recent Advances in Geotechnical Earthquake Engineering and Soil Dynamics by an authorized administrator of Scholars' Mine. This work is protected by U. S. Copyright Law. Unauthorized use including reproduction for redistribution requires the permission of the copyright holder. For more information, please contact scholarsmine@mst.edu. Proceedings: Second International Conference on Recent Advances
    [Show full text]