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From page 380... ... B‐84 San Francisco Bay Area Rapid Transit (BART) Case Study: San Francisco, CA Highlights: BART's resilience efforts date back several decades to the Northridge Earthquake (1994) Read the entire page →
From page 381... ... B‐85 Key Lessons Learned  There is a need for a robust understanding of risk through understanding asset vulnerability to and impact from hazards to be able to incorporate policies and promote projects within an agency. Agencies will rely on the best available science provided at the local or regional level.  Regional coordination will be key in addressing sea level rise flooding issues where adaptations can occur beyond the transit agency's property boundary. Read the entire page →
From page 382... ... B‐86 strategies to the organizational structure and activities. Today, BART is continuing their efforts to address both seismic resiliency and climate change resiliency. In a follow‐up study to the FTA Pilot Project, BART participated and supported the development of the "Climate Change and Extreme Weather Adaptation Options for Transportation Assets in the Bay Area Pilot Project: Technical Report (6) ." Outlined within the report is guidance for conducting an assessment of infrastructure in the Bay Area as well as guidance on mainstreaming climate change within transportation decision making. This guidance may support transit agencies as they fully integrated resiliency into their organization. Beginning in 2015, San Mateo County began the process of conducting a vulnerability study, which BART has engaged the county on. Policy and Administration Climate Adaptation The State of California along with regional stakeholders has been and continues to be proponents of resiliency and climate change adaptation. This state and local level emphasis on resiliency has allowed BART and its leadership to respond in‐kind and begin to support efforts in addressing resiliency. After completion of the FTA Pilot Study, staff was able to effectively communicate the findings of the study to department leads and executive management. As a result, senior level staff recognized the importance to expand on the original study to include additional vulnerability assessments and other work. This recognition led senior management and the BART Board of Directors to approve agency funding for FY15‐16 to continue work on resiliency and adaptation. Internal efforts are currently focused on continued assessment and work around flooding vulnerabilities from the agency's train control system. The train control system will be modernized in the coming years and the additional funding will look at best adaptation strategies to protect the capital investment. Additionally, BART is directing efforts to incorporate climate change impacts, and more specifically sea level rise, into the update of the Local Hazard Mitigation Plan (LHMP) Read the entire page →
From page 383... ... B‐87 Department of Transportation. As part of this state effort CalTrans has developed guidance for Incorporating Sea Level Rise into future projects and planning. (5) Earthquake Safety Program BART is recognized as a leader in earthquake resiliency. Following the 1989 earthquake, extensive studies were conducted highlighting the seismic risk BART was susceptible to. As a result, BART established the Earthquake Safety Program (ESP) Read the entire page →
From page 384... ... B‐88 Lessons Learned:  Regional coordination will be key in addressing sea level rise flooding issues where adaptations can occur beyond the transit agency's property boundary.  There is a need for a robust understanding of risk through understanding asset vulnerability to and impact from hazards to be able to incorporate policies and promote projects within an agency. Agencies will rely on the best available science provided at the local or regional level. Read the entire page →
From page 385... ... B‐89 state‐of‐the‐art for seismic evaluations. With input from the California Seismic Safety Commission and a BART Peer Review Panel, the assessment consisted of:  Defining levels of performance, including service disruptions from an earthquake;  Scenario development and the evaluation of system vulnerability to those earthquake scenarios to include considerations of costs associated with system repair, and impacts to both commuting and non‐commuting populations; and  Developing and evaluating a series of retrofit/resiliency packages. (7) An outline of this process, which is adaptable to other agencies, is available online at the Northern California Chapter of the Earthquake Engineering Research Institute. (7) Read the entire page →
From page 386... ... B‐90 In support of furthering earthquake resiliency BART has invested in an Earthquake Event Reaction System: The BART Earthquake Event Reaction System receives data from the more than 160 seismic stations of the California Integrated Seismic Network throughout Northern California. If the messages from the seismic network indicate ground motion above a certain threshold, the BART central computers, which supervise train performance, institute a normal service braking to slow trains down to 26 miles per hour. An automatic system‐wide "hold" is put in place such that no train will depart a station without manual intervention. With the automated braking in place, BART Train Controllers, reacting to the same alert, instruct Train Operators to maintain 26 miles per hour or brake to a stop depending on the specific operational situation for each train. The system software is running on a pair of redundant servers in BART's central computer room, connected over the internet to a pair of redundant servers at the University of California, Berkeley Datacenter in Berkeley (9) . Climate Adaptation BART is also considering adaptation strategies through design and construction changes. The current review of the train control system has highlighted some initial problems and strategies that may be considered. These include:  Reconstructing control room roofs so they are pitched to allow water runoff;  Incorporation of drip loops along cables to reduce water impacts at conduit locations; and  Replacement of rubber gaskets at doors. Read the entire page →
From page 387... ... B‐91 Participating BART Personnel (For Internal Notes Only ‐ To Be Removed Prior to Publication)  Norman Wong, Environmental Engineer  Tian Feng, District Architect  Thomas Horton, Group Manager (Earthquake Safety Program) Read the entire page →

From page 380...

... B‐84 San Francisco Bay Area Rapid Transit (BART) Case Study: San Francisco, CA Highlights: BART's resilience efforts date back several decades to the Northridge Earthquake (1994)

Read the entire page →

From page 381...

... B‐85 Key Lessons Learned  There is a need for a robust understanding of risk through understanding asset vulnerability to and impact from hazards to be able to incorporate policies and promote projects within an agency. Agencies will rely on the best available science provided at the local or regional level.  Regional coordination will be key in addressing sea level rise flooding issues where adaptations can occur beyond the transit agency's property boundary.

Read the entire page →

From page 382...

... B‐86 strategies to the organizational structure and activities. Today, BART is continuing their efforts to address both seismic resiliency and climate change resiliency. In a follow‐up study to the FTA Pilot Project, BART participated and supported the development of the "Climate Change and Extreme Weather Adaptation Options for Transportation Assets in the Bay Area Pilot Project: Technical Report (6) ." Outlined within the report is guidance for conducting an assessment of infrastructure in the Bay Area as well as guidance on mainstreaming climate change within transportation decision making. This guidance may support transit agencies as they fully integrated resiliency into their organization. Beginning in 2015, San Mateo County began the process of conducting a vulnerability study, which BART has engaged the county on. Policy and Administration Climate Adaptation The State of California along with regional stakeholders has been and continues to be proponents of resiliency and climate change adaptation. This state and local level emphasis on resiliency has allowed BART and its leadership to respond in‐kind and begin to support efforts in addressing resiliency. After completion of the FTA Pilot Study, staff was able to effectively communicate the findings of the study to department leads and executive management. As a result, senior level staff recognized the importance to expand on the original study to include additional vulnerability assessments and other work. This recognition led senior management and the BART Board of Directors to approve agency funding for FY15‐16 to continue work on resiliency and adaptation. Internal efforts are currently focused on continued assessment and work around flooding vulnerabilities from the agency's train control system. The train control system will be modernized in the coming years and the additional funding will look at best adaptation strategies to protect the capital investment. Additionally, BART is directing efforts to incorporate climate change impacts, and more specifically sea level rise, into the update of the Local Hazard Mitigation Plan (LHMP)

Read the entire page →

From page 383...

... B‐87 Department of Transportation. As part of this state effort CalTrans has developed guidance for Incorporating Sea Level Rise into future projects and planning. (5) Earthquake Safety Program BART is recognized as a leader in earthquake resiliency. Following the 1989 earthquake, extensive studies were conducted highlighting the seismic risk BART was susceptible to. As a result, BART established the Earthquake Safety Program (ESP)

Read the entire page →

From page 384...

... B‐88 Lessons Learned:  Regional coordination will be key in addressing sea level rise flooding issues where adaptations can occur beyond the transit agency's property boundary.  There is a need for a robust understanding of risk through understanding asset vulnerability to and impact from hazards to be able to incorporate policies and promote projects within an agency. Agencies will rely on the best available science provided at the local or regional level.

Read the entire page →

From page 385...

... B‐89 state‐of‐the‐art for seismic evaluations. With input from the California Seismic Safety Commission and a BART Peer Review Panel, the assessment consisted of:  Defining levels of performance, including service disruptions from an earthquake;  Scenario development and the evaluation of system vulnerability to those earthquake scenarios to include considerations of costs associated with system repair, and impacts to both commuting and non‐commuting populations; and  Developing and evaluating a series of retrofit/resiliency packages. (7) An outline of this process, which is adaptable to other agencies, is available online at the Northern California Chapter of the Earthquake Engineering Research Institute. (7)

Read the entire page →

From page 386...

... B‐90 In support of furthering earthquake resiliency BART has invested in an Earthquake Event Reaction System: The BART Earthquake Event Reaction System receives data from the more than 160 seismic stations of the California Integrated Seismic Network throughout Northern California. If the messages from the seismic network indicate ground motion above a certain threshold, the BART central computers, which supervise train performance, institute a normal service braking to slow trains down to 26 miles per hour. An automatic system‐wide "hold" is put in place such that no train will depart a station without manual intervention. With the automated braking in place, BART Train Controllers, reacting to the same alert, instruct Train Operators to maintain 26 miles per hour or brake to a stop depending on the specific operational situation for each train. The system software is running on a pair of redundant servers in BART's central computer room, connected over the internet to a pair of redundant servers at the University of California, Berkeley Datacenter in Berkeley (9) . Climate Adaptation BART is also considering adaptation strategies through design and construction changes. The current review of the train control system has highlighted some initial problems and strategies that may be considered. These include:  Reconstructing control room roofs so they are pitched to allow water runoff;  Incorporation of drip loops along cables to reduce water impacts at conduit locations; and  Replacement of rubber gaskets at doors.

Read the entire page →

From page 387...

... B‐91 Participating BART Personnel (For Internal Notes Only ‐ To Be Removed Prior to Publication)  Norman Wong, Environmental Engineer  Tian Feng, District Architect  Thomas Horton, Group Manager (Earthquake Safety Program)

Read the entire page →

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