DOCSLIB.ORG

Download This Issue

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Download This Issue League of Women Voters of the Bay Area Education Fund 40THANNIVERSARY BAY ARea MONITOR YEAR Reviewing Regional Issues April/May 2015 Volume 40, Number 5 Since 1974-75 Bay Area Monitor History, Part IV By Leslie Stewart The decade between 1995 and 2005 The region continued to have problems included the dot-com bubble, 9/11, meeting its ozone reduction goals, and the birth of social media. And in but a new statewide plan to increase the Bay Area, as seen through articles the number of “clean vehicles” was in the Bay Area Monitor, these years being implemented, and the terms EV also included hydrogen fuel cell buses, (electric vehicle), LEV (light electric Caltrain’s “Baby Bullet,” and the first vehicle), and ZEV (zero-emission push to address climate change. vehicle) entered the acronym list for the Several themes dominated Monitor. Reformulated gasoline was Monitor coverage during that another solution, although the additive period: environmental protection, MTBE (methyl tertiary-butyl ether) infrastructure (from transportation to proved to have its own environmental water supply), and integrated regional side effects. planning. Articles in 1995 discussed Air particulates drew increased air toxics, earthquake preparation, attention, and in 1998, the Bay Area Air and the linkages between land use, Quality Management District passed a transportation, and air quality. The resolution establishing a model wood themes may not have changed, but the smoke ordinance that local governments strategies did. By 2005, some of the could adopt to protect their residents. topics were regulating idling vehicles, To combat particulates from diesel intelligent transportation systems, and exhaust, Air District grants enabled the health impacts of development purchases of cleaner freight trucks patterns. and buses (both for schools and mass Two decades after the country transit). In 1999, the Monitor first wrote began paying significant attention to about air pollution as an environmental environmental protection, agencies justice issue. By the early 2000s, the in the mid 1990s were reducing water Air District began regulating refinery pollution from construction runoff, flares, a high priority for environmental monitoring pollutants in the Bay, and justice advocates, and in 2005, the changing treatment for drinking water. agency introduced its Community Air Military bases and old industrial sites Risk Evaluation (CARE) program for were targeted for cleanup and re-use. highly impacted communities. Monitor articles began covering a Contents range of environmental issues: invasive Bay Area League Day Page 3 species (both plants and aquatic Priority Development Areas Page 4 “critters” in ballast water), endangered Water and Energy Page 5 species in parks, and the impact on Methane Measurements Page 7 wildlife from public access to waterfront continued on page 2 2 - Bay Area Monitor April/May 2015 Bay Area Monitor History, Part IV (from page 1) areas. The energy crunch in 2001 was a topic, as well as water facilities and pipelines throughout the region. The East plans for desalination projects in 2004 and a regional water Bay Municipal Utility District constructed its Southern Loop planning group in 2005. Pipeline starting in 1998, followed by a reconstruction of the Environmental protection faced new challenges brought Claremont Tunnel through the East Bay Hills, and in 2002 on by regional growth. Aided by funding from local voter- the San Francisco Public Utilities Commission approved the approved “self-help” transportation sales tax measures and Hetch Hetchy Water System Improvement Program. bridge tolls (including Regional Measure 2 in 2004, which These seismic projects, together with the planning for assigned bridge toll the replacement of money to regional the Bay Bridge, were projects), new a constant reminder infrastructure projects of the impacts of the were hitting the 1989 earthquake, and drawing boards in the new regional disaster hope they would offset plans were a regular traffic congestion topic in the Monitor — and accompanying earthquake planning pollution. Caltrain for transportation in introduced the “Baby 1999, for airports in Bullet” express trains; 2001, water agency the first plans for the pipeline interties in Sonoma-Marin Area 2003, and post-quake Rail Transit (SMART) water supplies in system were approved, 2004. A more general Caltrain introduced its “Baby Bullet” express trains in 2004. as well as the schedule photo © Caltrain - Chuck Fox regional disaster plan for replacing the was created by the Transbay Terminal. Carpool lanes were expanded, and Association of Bay Area Governments (ABAG) in 2004, the first toll lanes were approved for the South Bay. In incorporating lessons from the Oakland Hills fire of 1991 and 2002, as the result of its two-year Bay Crossings Study, the the terrorist attacks of September 11, 2001. Transportation Metropolitan Transportation Commission (MTC) concluded agencies and the Port of Oakland also did security plans that constructing a new bridge connecting the East Bay and after 9/11. the Peninsula would be impractical. One possible alternative, Disaster plans and an airport plan update were small ferries, received coverage in many Monitor articles over compared to two regional plans developed during this this period. At the end of 2003, the ultimate infrastructure period. In 2001, five regional agencies had established the Bay project, high-speed rail, was added to the mix. Area Smart Growth Strategy, and by 2003, Transportation Meanwhile, existing infrastructure benefited from 2030, a 25-year transportation plan, was underway. The preservation efforts, as engineers implemented seismic Monitor covered workshops around the region for both retrofits and upgrades to the Golden Gate Bridge and at plans, following earlier coverage of “livable communities” Published six times a year by the League of Women Voters of the help sustain the Monitor. Donations are tax-deductible, as the League of Bay Area Education Fund, the Bay Area Monitor covers transportation, Women Voters of the Bay Area Education Fund is a nonprofit 501(c)3 air quality, water quality, open space, and land use issues in the organization. The Monitor is also supported by the Alameda-Contra nine-county San Francisco Bay Area. The publication is distributed Costa Transit District, the Bay Area Air Quality Management District, to League members, elected and appointed officials, government the East Bay Regional Park District, the Metropolitan Transportation employees, libraries, media outlets, nonprofit organizations, business Commission, the Peninsula Corridor Joint Powers Board and the San leaders, and engaged residents. Every edition is also posted online at Mateo County Transit District, and the San Francisco Bay Area Water www.bayareamonitor.org. Emergency Transportation Authority. For more information, call Subscriptions are free, but reader donations are appreciated and (510) 839-1608 or e-mail [email protected]. April/May 2015 Bay Area Monitor - 3 and regional planning. Related articles later examined the relationship between water and land use, balancing smart League Day Addresses Climate Change growth and social equity, access to health care for non- drivers, mobility for seniors, and planning for pedestrians. Smart growth plans depended on reducing single- occupancy vehicle use. A regional bicycle plan was completed in 2002, and that same year, car-sharing was introduced to the region. Transit “connectivity” — improving the transfer points between systems — was an important issue for both MTC and League of Women Voters groups around the region in 2004. David Schonbrunn, a Bay Area transportation activist, recently commented, “One of the best things the League has done was [LWVBA President] Eva Bansner’s research and advocacy on transit hubs. It was a great project and should have gotten more attention.” Transportation improvements were planned specifically along corridors, integrating concepts like bus rapid transit, and there was an increasing emphasis on “transit-oriented development,” including a push for station-area planning to guarantee ridership to new rail stations. After several years of debate over merging MTC and ABAG, the agencies’ partnership on the smart growth plan smoothed the creation of a Joint Policy Committee in 2005. The new coordinating group, initially focused on smart growth and sustainability, also included the Air District. Between 1995 and 2005, the region’s growth was funded increasingly by local sources: user fees, tolls (Regional Measure 2), parcel taxes (by park districts), and sales taxes for transportation. Concerns about pollution were transformed into a push for healthy, sustainable communities. TheMonitor covered more regional and sub-regional agencies than ever before. Topics ranging from regional impacts of casinos to urban agriculture kept things lively for the editorial staff, but the editor’s favorite feature was probably the annual roundup of “bright ideas” from a multitude of sources. Like climate protection, which made its debut in the Monitor in 2005, these ideas were often the beginning of something new and important. Leslie Stewart is the most recent former editor of the Bay Area Monitor. In commemoration of its 40th anniversary year, she has On January 31, the League of Women Voters of the Bay Area held its annual Bay Area League Day, featuring 10 speakers including been writing a series of articles about the publication’s history, (clockwise from top left) the Natural
Load more

Recommended publications
  • Paper Number 064
    Improving the Seismic Resilience of Lifeline Tunnels V.S. Romero Jacobs Associates, Auckland, New Zealand. R.J. Caulfield Jacobs Associates, San Francisco, California, USA. 2012 NZSEE Conference ABSTRACT: Earthquakes subject tunnel linings to transient strains due to ground shaking, and can cause localized permanent strains in zones of fault rupture. These issues are discussed with respect to seismic analyses and design strategies. Most underground structures are flexible in relation to the ground, and these structures will be subject to the same strains as the ground in which they are embedded, yet such strains often do not drive structural design. However, without design detailing to create strain compatibility, large changes in structural flexibility can create undesirable changes in strain due to seismic shaking. Similarly, while it is impossible to design a tunnel lining to resist discrete fault movement, measures can be taken to minimize damage and facilitate repair following a major earthquake. Two case histories illustrate these concepts: (1) the Bay Tunnel in Santa Clara County, California, a new water supply tunnel in soft ground near active faults and subject to severe seismic shaking; and (2) the Claremont Tunnel Seismic Upgrade in Berkeley, California, retrofit of a water supply tunnel crossing an active fault. 1 PERFORMANCE OF TUNNEL STRUCTURES IN EARTHQUAKES Earthquakes impart additional incremental loads on tunnel support, subject tunnel linings to transient strains due to ground shaking, and can cause localized permanent strains in zones of fault rupture. Therefore, the three fundamental seismic design considerations for tunnels involve: (1) the additional seismic load imposed on the tunnel support; (2) the ground strains induced by seismic wave propagation; and (3) the localized displacements induced by fault rupture.
    [Show full text]
  • Environmental Peer Review Report
    Environmental Peer Review Report For the Noise, Air Quality, and Greenhouse Gas Technical Analyses prepared for the I-5 Rose Quarter Improvement Project Environmental Assessment PREPARED FOR THE URBAN MOBILITY OFFICE, OREGON DEPARTMENT OF TRANSPORTATION MAY 31, 2020 This page intentionally left blank. ENVIRONMENTAL PEER REVIEW PANEL: Song Bai, Ph.D., P.E., Manager, Emissions and Community Exposure Assessment, Bay Area Air Quality Management District Andrew Eilbert, MS, Physical Scientist, Environmental Measurement and Modeling Division, US Department of Transportation Volpe Center Deborah Jue, MS, Principal and CEO, Wilson Ihrig Acoustics, Noise and Vibration Beverly Scott, Ph.D., CEO, Beverly Scott and Associates Tim Sexton, MS, MPH, AICP, ENV SP, Assistant Commissioner, Chief Sustainability Officer, Minnesota Department of Transportation Charles Shamoon, J.D., Assistant Counsel, New York City Department of Environmental Protection REPORT PREPARED ON BEHALF OF THE ENVIRONMENTAL PEER REVIEW PANEL BY: GRACE CRUNICAN, CRUNICAN LLC. WITH TECHNICAL ASSISTANCE FROM: ANGELA J. FINDLEY, WSP This page intentionally left blank. Table of Contents Peer Review Panel and Process ..........................................................................................................1 Noise Technical Analysis.....................................................................................................................2 Air Quality Technical Analysis .............................................................................................................5
    [Show full text]
  • Tectonic Creep in the Hayward Fault Zone, California
    GEOLOGICAt SURVEY CIRCULAR 525 COVER: Looking northwest along the Hayward fault zone from Oakland to Berkeley, Calif. Lake Temescal in middle foreground, San Francisco Bay in background. Photograph courtesy Clyde Sunderland, aerial photographer. Oakland. TECTONIC CREEP IN THE HAYWARD FAULT ZONE CALIFORNIA View looking northwest along the Hayward fault zone (dotted), Fremont to Oakland. Irvington district of hremont in loreground. banrrancisc Bay in background. Photograph courtesy Clyde Sunderland, aerial photographer, Oakland. Tectonic Creep in the Hayward Fault Zone California INTRODUCTION By Dorothy H. Radbruch and M. G. Bonilla DAMAGE TO CULVERT UNDER MEMORIAL STADIUM UNIVERSITY OF CALIFORNIA, BERKELEY By Dorothy H. Radbruch and Ben J. Lennert, Lennert and Associates CRACKS IN THE CLAREMONT WATER TUNNEL By F. B. Blanchard and C. L. Laverty, East Bay Municipal Water District DEFORMATION OF RAILROAD TRACKS IN FREMONT, CALIFORNIA By M. G. Bonilla CREEP IN THE IRVINGTON DISTRICT, FREMONT, CALIFORNIA By Lloyd S. Cluff, Woodward-Clyde-Sherard and Associates and Karl V. Steinbrugge, Pacific Fire Rating Bureau Geological Survey Circular 525 Washington 7966 United States Department of the Interior WALTER J. NICKEL, Secretary Geological Survey William T. Pecora, Director First printing 1966 Second printing 1966 Third printing 1966 Fourth printing 1968 Fifth printing 1970 Free on application to the U.S. Geological Survey, Washington, D.C. 20242 CONTENTS Page Page Abstract ______ ______________________ 1 Deformation of railroad tracks in Introduction _________________________ 1 Fremont, California _______________ 6 Damage to culvert under Memorial Creep in the Irvington district, Stadium, University of California, Fremont, California ______-_____-_- 8 Berkeley __________________________ 3 Selected references________--__-__-.._ 12 Cracks in the Claremont water tunnel___ 6 ILLUSTRATIONS Page Frontispiece.
    [Show full text]
  • Numerical Response of Concrete-Lined Tunnels Crossing Active Faults
    AN ABSTRACT OF THE DISSERTATION OF Stephanie Lange for the degree of Doctor of Philosophy in Civil Engineering presented on May 16, 2019. Title: Numerical Response of Concrete-Lined Tunnels Crossing Active Faults Abstract approved: Scott A. Ashford A challenge for municipal authorities of growing urban areas is to provide larger and faster transportation and utility networks that are safe and resilient to signif- icant disruptions after an earthquake event and other disasters. Urban regions, like the San Francisco Bay or the Los Angeles area, are situated in seismically ac- tive regions. In these areas, underground structures, such as water ducts or metro tunnels, must cross active faults to ensure population sustainability. It is commonly known that earthquakes with magnitudes greater than M6.0 can cause significant damage to tunnels in seismically active areas. In particular, large strains due to fault offsets and ground shaking can lead to severe damage in the tunnel lining, (e.g., concrete spalling), which can lead to potential closure and disruptions to the transportation network. Examining the behavior of concrete lined transportation tunnels built through active fault zones is critical to ensure resilient design and safe operations. Under- standing the response of tunnels crossing active faults will further inform reha- bilitation and maintenance measures and support tunnel safety. A 2D model of a circular reinforced concrete tunnel crossing an active fault is developed within the finite element framework OpenSees. A parametric study with varying struc- tural and ground properties is performed. The effects of earthquake magnitude, geology, fault zone width, and structural properties of the tunnel are studied and assessed to develop novel tunnel design strategies to accommodate large fault mo- tions and to minimize tunnel service disruptions.
    [Show full text]
  • A Brief History of the East Bay Municipal Utility District, and A
    "'II ~tJ 841-657A j!lj ii ,ii •, 'i \"+'ATE~ tI I ... II -.: 1. 1.: I l; • / ~ , , ... , I!, I,,'!; ~1 ,,1 ( ') ,. ji ./ ..,-, ~ .. ·-' .l (· /f.,• .• ·:J. I,; ·,: '-·· :' :!i ,, .J ~ .. ·· ~:'\.Y· ~ ... The Story of WATER A Brief Hist?ry of the East Bay Municipal Utility District and A Description of the Source, Transmission, Treatment and Distribution of the Water Supply to the Cities within its Boundaries v EAST BAY MUNICIPAL UTILITY DISTRICT , (1 a Comprising Oakland, Berkeley, Alameda, Richmond, Piedmont, Albany, San Leandro, Emeryville, El Cerrito, Castro Valley and Lafayette Main Office : 512 Sixteenth Street OAKLAND, CALIFORNIA ~\ f;\'3 1.. ?:i BO\RDDFDIRECTORS Why the Mokelumne Project GEO. C. ~E-PRESllENT ALFRED LATHAM-VICE PRESIDENT Was Built GRANTO.Mill.ER HENRY A.JOHNSTON FRANK D.STRINGHAM T.P.WrTTS0£N JOHN H. KIMBALL Water is a vital commodity. A shortage of water means incon­ ATTORNEY ACCOJNTANT ltCltCTNl'I' venience, lack of water means disaster. The nine East Bay cities CIOAAM.I..O.MU (.lNTIIIAL,11.U stretching from San Leandro to Richmond were favored by nature C.to.A.WOOOl..AN) with an unusually fortunate position as regards their water sup­ fl[LO ASllSTAHT ply during the early part of their growth. The cities sprang up on the lowlands fronting the Bay, having at their back door and within a very few miles a range of hills usable as runoff areas and F:W.HANNA CHtEF' ENGINEER & GENERAL MANAGER catchment basins. The development of a water supply for these young communities was comparatively simple and inexpensive. OCPAIIThl[NT About forty thousand acres of land in the hills were set aside as a T.
    [Show full text]
  • San Francisco Tunnels — Past, Present and Future 14 Take a Tour of the Busy Underground of NAT 2008’S Host City
    Reader Service Number 1 CONTENTS June CONTENTS2008 Cover Story San Francisco Tunnels — Past, Present and Future 14 Take a tour of the busy underground of NAT 2008’s host city... By Victor S. Romero Napa Valley Wine Caves 18 ...and cap off your stay with a visit to the wine country with a look at wine cave construction. By Jan Van Greunen Features On the Waterfront 20 Beach sewer tunnel emergency repair and rehabilitation project 20 requires boat access to the work site. By Albert Ruiz, David Jurich and Joseph McDivitt 3-D Scanning in Tunneling 25 Fast, accurate measurement is a difficult aspect in tunnel construc- tion, maintenance and redevelopment. By John Stenmark Contractor Claims Against the Owner’s Designer 30 Can a contractor sue an engineer or other design professional directly for misrepresentations in the plans and specifications? By Peter Kutil and Karl Silverberg North American Tunnel Project Update 34 By Jack Burke 25 Columns Editor’s Message . 4 Departments Business Briefs . 6 Global . 12 TBM: Tunnel Business Magazine (ISSN 1553-2917) is published six times per year. Copyright 2008, Benjamin Media Inc., P.O. Box 190, Peninsula, OH 44264. USA All rights reserved. No part of this publication may be reproduced or trans- Calendar. 40 mitted by any means without written permission from the publisher. One year subscription rates: complimentary in the United States and Canada, and $69 in Products . 41 other foreign countries. Single copy rate: $10. Subscriptions and classified adver- tising should be addressed to the Peninsula office. Postmaster return form 1579 to TBM: Tunnel Business Magazine, P.O.
    [Show full text]
  • Proceedings of the Fifth AWWARF/JWWA Water System Seismic
    Proceedings of the Fifth AWWARF / JWWA Water System Seismic Conference August 15 – 17, 2007 Proceedings of the Fifth Water System Seismic Conference August 15-17, 2007 East Bay Municipal Utility District Oakland, California Co-Sponsored by American Water Works Association Research Foundation East Bay Municipal Utility District Japan Water Works Association Taiwan Water Works Association Multidisciplinary Center for Earthquake Engineering Research American Water Works Association Research Foundation All rights reserved. Printed in the United States of America Copies of this report may be obtained from: American Water Works Research Foundation 6666 West Quincy Avenue Denver, CO 80235-3098 Telephone: 303-347-6100 Fax: 303-730-0851 Email: [email protected] Web site: www.awwarf.org Table of Contents Overview..........................................................................................................................................1 Participants List ...............................................................................................................................5 Agenda ...........................................................................................................................................17 KEYNOTE SPEECH Prof. Yosihiko Hosoi Tottori University, Japan, "Earthquake Countermeasures for Water Supply Systems from Standpoint of Residents" ........ Prof. Thomas O’Rourke Cornell University, US "Recent Advances in Research and Practice for the Seismic Performance of Water Supplies" ..................................................................................................................................25
    [Show full text]
  • U Niv . P Rof . D R . S Cott K Ieffer , P.E., C.E.G
    U NIV. P ROF. D R . S COTT K IEFFER, P.E., C.E.G. Tel: +43 664 60 873 6370 Fax: +43 664 60 873 10 6370 [email protected] EDUCATION 1998 PH.D., CIVIL ENGINEERING (GEOTECHNICAL) UNIVERSITY OF CALIFORNIA AT BERKELEY 1995 M.S., CIVIL ENGINEERING (GEOTECHNICAL) UNIVERSITY OF CALIFORNIA AT BERKELEY 1989 B.A., EARTH SCIENCES (GEOLOGY) UNIVERSITY OF CALIFORNIA AT SANTA CRUZ PROFESSIONAL QUALIFICATIONS PROFESSIONAL ENGINEER (CIVIL): #63196 CALIFORNIA PROFESSIONAL ENGINEER (CIVIL): #39497 COLORADO CERTIFIED ENGINEERING GEOLOGIST: #2156 CALIFORNIA PROFESSIONAL GEOLOGIST: #6920 CALIFORNIA BERANTENDE INGENIEUR FÜR TECHNISCHE GEOLOGIE, ÖSTERREICH (CONSULTING ENGINEERING GEOLOGIST, AUSTRIA) ACADEMIC EXPERIENCE 7/2007 to Present PROFESSOR OF ENGINEERING GEOLOGY Faculty of Civil Engineering - Institute of Applied Geosciences Graz University of Technology, Austria 9/2007 to 9/2009 ADJUNCT PROFESSOR Department of Mining Engineering, Colorado School of Mines 6/2002 to 7/2007 ASSISTANT PROFESSOR Department of Mining Engineering, Colorado School of Mines 1/2000 to 7/2000 LECTURER Department of Geosciences, San Francisco State University 1/1994 to 5/1997 GRADUATE STUDENT INSTRUCTOR Dept of Civil and Environ. Engineering, University of California at Berkeley CONSULTING EXPERIENCE 6/2002 to Present INDEPENDENT GEOTECHNICAL CONSULTANT Colorado, Austria 5/1998 to 5/2002 SENIOR - ASSOCIATE DESIGN ENGINEER Jacobs Associates, San Francisco 1/1992 to 5/1994 & 6/1989 to 10/1991 STAFF GEOLOGIST Harlan Tait Associates, San Francisco, USA 11/1991 to 11/1992 STAFF ENGINEERING GEOLOGIST Dames & Moore, Honolulu, USA 8/1988 to 6/1989 STAFF GEOLOGIST Rogers E. Johnson & Associates, Santa Cruz, USA HONORS AND AWARDS 2010 - KWANG-HUA VISITING PROFESSOR 2011 College of Civil Engineering Tongji University, Shanghai, China 2009 CHARLES PANKOW AWARD FOR INNOVATION COLLABORATOR: CLAREMONT TUNNEL SEISMIC UPGRADE PROJECT American Society of Civil Engineers 2000 PROGRAM OF THE YEAR AWARD Association of Engineering Geologists, San Francisco Section 1998 DOUGLAS R.
    [Show full text]
  • The Bay Area Rapid Transit Tunnels Through the Hayward Fault
    Report No. UMT A-CA-06-0120-81-1 S.C.R.T.D. LIBRARY BEHAVIOR OF THE BAY AREA RAPID TRANSIT TUNNELS THROUGH THE HAYWARD FAULT IAN R. BROWN / TOR L. BREKKE GREGORY E. KORBIN JUNE 1981 FINAL REPORT DOCUMENT IS AVAILABLE TO THE PUBLIC THROUGH THE NATIONAL TECHNICAL INFORM-ATION SERVICE, SPRINGFIELD. VIRGINIA 22161 Prepared for U.S. DEPARTMENT OF TRANSPORTATION URBAN MASS TRANSPORTATION ADMINISTRATION Office of Technology Development and Deployment Office of Rall and Construction Technology Washington. D.C. 20590 Technical Report Documentation Page 1. Report No. 2. Government Acce11ion No. 3. Recipient"• Catalog No. I UMTA-CA-06-0120-81-1 -4. Title ond Subtitle 5. Report Dote June 1981 Behavior of the Bay Area Rapid Transit Tunnels Through the Hayward Fault. 6. Performing Organization Code 1--------------------------------- 8. Performing Orgoni1otion Report No. 7. Author1 s) Brown, I. R., Brekke, T. L., and Korbin, G. E. 9. Performing Orgoni zotion Nome ond Address 10. Wor~ Unit No. (TRAIS) San Francisco Bay Area Rapid Transit District 800 Madison Street 11. Contract or Gron! No. Oakland, California 94607 CA-06-0120 l----------------------------------1 13. Type of Report ond Period Co.,ered 12. Sponsoring Agency Nome ond Address FINAL REPORT U.S. Department of Transportation Urban Mass Transportation Administration 400 Seventh Street, S.W. 14. Spon1oring Agency Code Washington, D. C. 20590 15. Supplementary Notes Subcontractor: University of California 440 Davis Hall Berkeley, California 94720 16. Abstract The Bay Area Rapid Transit twin tunnels through the Berkeley Hills cross the active Hayward Fault near the west portal. This study was undertaken to investigate the response of the tunnels to slow right lateral slippage along the fault.
    [Show full text]
  • The Coming Bay Area Earthquake
    THE COMING BAY AREA EARTHQUAKE 2010 Update of Scenario for a Magnitude 7.0 Earthquake on the Hayward Fault EARTHQUAKE ENGINEERING RESEARCH INSTITUTE NORTHERN CALIFORNIA CHAPTER PREFACE The Earthquake Engineering Research Institute, Northern California Chapter, (EERI-NC) launched the Hayward Fault Initiative in 2008. The goal of the initiative is to promote risk reduction locally by providing updated information on the consequences of a Hayward fault earthquake and actively encouraging risk reduction programs. This initiative builds on and updates information included in the 1996 EERI document Scenario for a Magnitude 7.0 Earthquake on the Hayward Fault. This document comprises Phase 1 of the Hayward Fault Initiative. Phase 2 will create a policy agenda report for earthquake risk reduction specific to the East Bay. This document was developed and is being published by the Earthquake Engineering Research Institute – Northern California Chapter (EERI-NC), with funds from the US Geological Survey National Earthquake Hazards Reduction Program (USGS-NEHRP grant 08HQAG0116). The author, Janiele Maffei, Structural Engineer, was assisted by EERI- NC Past-President Keith Knudsen of URS, as well as by numerous other contributors acknowledged in each chapter. The document was edited by Sarah Nathe, University of California, Berkeley. The Coming Bay Area Earthquake 2 CONTENTS Introduction 1. Hayward Fault Socioeconomic Setting............................................................................................. 6 2. Geology and Seismology of
    [Show full text]
  • Presentation On
    CAC Phase 2 Update June 7, 2016 Phase 2 Update Agenda • Project Overview • Scope • Construction Methodology • Budget/Cost Estimate History • Status of Cost Estimate Refresh Effort • Delivery Plan • Funding Plan • Next Steps 2 Project Overview Scope 3 The DTX extends rail service to downtown San Francisco (1.95 miles of construction) Transbay Transit Center Existing Caltrain Station Downtown Core 4 Phase 2 Status • Supplemental EIS/EIR issued for public comment December 2015; ROD anticipated by end 2016 • DTX 30% Preliminary Engineering (PE) completed in 2010; modifications included in SEIS/EIR require further design • TTC Design at the 50% Construction Documents (CD) level • Obtained final sign-off by Federal Railroad Administration (FRA), California High-Speed Rail Authority (CHSRA), and Caltrain for modifications to accommodate high-speed rail • Alternative delivery options to be presented in July • On-going coordination with the Railyard Alternatives and I-280 Boulevard Feasibility (RAB) study, FTA, Caltrain and CHSRA 5 Phase 2 Scope * ^ * * ^ * * * Element added (*) or modified (^) in the SEIS/EIR 6 DTX Typical Cross Sections Cut-and-Cover Cut-and-Cover in Townsend Street Throat Structure Expands from two to Expands from three to six tracks three tracks Mined Tunnel (sequential excavation method) Three tracks 7 DTX Operations Needs Why do we need 3 tracks? • Operations analyses approved by the FRA, Caltrain and CHSRA required three tracks. • Train operations at higher frequencies will often require staging two trains entering DTX, while the third track is used for outbound trains. • A disabled train in the three-track tunnel can be bypassed using the other two tracks. A two-track tunnel is vulnerable to a single point of failure, which limits capacity.
    [Show full text]
  • Downtown Rail Extension (DTX) Tunnel and the Build-Out of the Below-Grade Train Station Facilities at the Transit Center
    STAFF REPORT FOR CALENDAR ITEM NO.: 13 FOR THE MEETING OF: June 9, 2016 TRANSBAY JOINT POWERS AUTHORITY BRIEF DESCRIPTION: Presentation of the cost estimate, budget, delivery plan, and funding plan for Phase 2 of the Transbay Transit Center Program. REPORT: The Transbay Transit Center Program (Program) will connect eleven bus and rail transit agencies under one roof in a state-of-the art multimodal transit center in downtown San Francisco, to be constructed in two phases. Upon completion of Phase 1, scheduled for late 2017, eight local and regional bus agencies will begin operations at the Transit Center. Commuter and high-speed rail will be added in Phase 2, which will complete the design and construction of the Downtown Rail Extension (DTX) tunnel and the build-out of the below-grade train station facilities at the Transit Center. Phase 2 will also build a new underground station along the DTX alignment, an intercity bus facility, and a pedestrian tunnel between the Transit Center and the Embarcadero BART/ Muni Metro station. Phase 2 Components and Current State of Design The Program’s Phase 2 infrastructure is shown in Figure 1 and described as follows: Figure 1, Phase 2 Scope Elements Downtown Rail Extension. The DTX will extend Caltrain commuter rail from its current terminus at Fourth and King streets, as well as provide the tracks to deliver California High- Speed Rail Authority’s (CHSRA) future high-speed service to the new Transit Center. The three-track, 1.3-mile rail extension (1.95 miles total) will be constructed principally below grade using cut-and-cover and sequential excavation method (SEM) tunneling methods underneath Townsend and Second streets.
    [Show full text]