- Thank you Andrew for the introduction. - We ll be presenting on the our FTA pilot and how that work as evolved since then. BART presented on the

Transcription

1 - Thank you Andrew for the introduction. - We ll be presenting on the our FTA pilot and how that work as evolved since then. BART presented on the FTA pilot in the sustainability workshop in 2013 in SF so we d try to be more forward-leading on this presentation and show what kind of progress has been made since then and what we are currently up to on this subject matter. - There s quite a bit happening so I think it ll make for an interesting presentation 1

2 1) Here are the three take-aways from this presentation. 1) I ll briefly show you the vulnerability assessment approach 2) We ll talk about some adaptation strategies that have surfaced 3) We ll talk also about implementation of adaptations strategies as well. 2) Again we ll try to be more forward leaning and share how the pilot study findings have evolved. 3) This presentation has been geared toward satisfying AIA continuing education credits and AICP certification maintenance 2

3 Facts on BART 1. BART is a commuter heavy rail system serving four counties within the SF Bay Area. 2. BART is a heavy rail system running on an electric third rail. 3. BART operates 104 miles of track and 44 stations. Providing service 7 days a week. 4. For the Fiscal Year 2015, BART had an average weekday ridership of 423,120 trips. (source: BART website) 5. BART is ranked 12 th in the nation as the largest transit agency measured by unlinked passenger trips and ranked 11 th in the nation measured by passenger miles (source: APTA 2012 Fact Book) 3

4 1) The numbers themselves are not important 2) The boxes themselves represent identified water-related incidents where train control equipment was impacted. 3) The is a cluster in our W-line 4) A lot of the W-line is below grade and the water table there is relatively high so we have a lot of water intrusion issues there. 5) We may are going to take a closer look at the kind of issue encountered there. 4

5 (lateral direction) Regional approach BART as a key infrastrure FTA project benefit from ART finding FTA project findings enhenced Reional woork (FHWA Together with ART, FTA, FHWA grapple reional picture of transportation infra network The Colma-San Bruno Creek Study was a $250K grant from the Coastal Conservancy done in conjunction with SFO with a specific focus on the lower reaches of the two creeks. They pose a threat to SFO from the NW and cause their own problems in SSF and San Bruno. That study is being finalized now by Moffat & Nichol, based on the comments at the meeting in Burlingame last Thursday. The SMC SLR vulnerability assessment study is a new study encompassing the whole Bay shore side of the County and the Coast from Half Moon Bay to the boarder of SF. This is being funded by a new $500K grant from the Coastal Conservancy and is being conducted by the consulting firm Arcadis. We had our "kick off" meeting on Friday June 5th in Foster City. Arcadis may be reaching out to you for input. Their main objective is to develop a list/inventory of vulnerable assets from SLR and to drill into details on a sample of 30 assets. As with the Colma-San Bruno Creek Study, part of the end product will be taking an initial/preliminary look at some adaptation concepts. 5

6 Resilient Oakland Initiative: The City of Oakland has been participating in the Rockefeller Foundation's 100 Resilient Cities initiative and has received overwhelming interest from community partners evidenced from our recent "Building Resilient Communities Together" launch. To further our progress, a Resilient Oakland Steering Committee (Committee) is being selected to participate. The Committee will assist the City of Oakland with the city-wide Resilient Oakland Initiative. Over the next few months we will be engaging residents in identifying the city's top resilience priorities. We would appreciate your support and would like to hear from you by April 6th if your agency is able to participate in this effort. Under Mayor Lee's leadership, the Department of the Environment, in partnership with the Public Utilities Commission and Planning Department, has convened an inter-agency Climate Adaptation Working Group. Participating agencies include the City Administrators Office, the Port, the San Francisco International Airport, the Department of Public Works, the Municipal Transportation Association, the Department of Public Health, and the Department of Recreation and Parks. The working group is currently focusing on the City s most imminent adaptation concerns: Sea level rise along Ocean Beach and shores, flooding from storm surges and extreme rain events, an increased likelihood of extreme heat, and decreased fog that supports the region s iconic redwoods and local ecosystems. Our Coast, Our Future (OCOF) is a collaborative, user-driven project focused on providing San Francisco Bay Area coastal resource and land use managers and planners locally relevant, online maps and tools to help understand, visualize, and anticipate vulnerabilities to sea level rise and storms within the bay and on the outer coast from Half Moon Bay to Bodega Bay. 5

7 (Vertical direction) Within given scenarios, we focused on -mainstreaming -address physical adptation - Critical assets - Info and guide capital Invesment 6

8 Built from previous work (the ART study) by MTC and BCDC. With a grant from the FTA to pilot climate change adaptation for BART. Pilot in parallel with 6 other pilots across the country. 7

9 Report Outline = mimics our methodology 1. Element 1: 1. Identify current and future climate hazards relevant to BART assets and operations. 2. This study selects sea level rise, downpours and flooding as the climate hazards of concern 3. Other climate hazards are important but are not part of the study's scope. 2. Element 2: 1. Assess and characterize the risk on BART infrastructure and operation. 2. Assess risk on the four selected assets with respect to each hazard. 3. While there are many potentially vulnerable assets, four are chosen to serve as a representative sample of the many assets of the BART infrastructure. 3. Element 3: 1. Develop adaptation strategies for land use and planning, design and construction, operations, and maintenance. 2. Prioritize the strategies based on the relative cost and benefit. 4. Element 4: 1. Link the strategies to the organizational structure and activities. 2. Identify current business practices throughout the BART organization to incorporate strategy in a manner that mainstreams the solution. 5. Element 5: 1. Apply life-cycle cost analysis approach to a case example 8

10 2. Identify opportunities in asset management for integrating adaptation. 8

11 1) Chosen to be a representative sample of the types of infrastructure encountered. 2) Will try to provide some focus on traction power substations and train control 9

12 1) For those unfamiliar with the Bay area, the Colisuem station is situated in Oakland 2) It connects to the Oakland colisuem and oracle arena. It supports major sporting events such as Warriors, Raiders, A s and other events concerts. So in other words, the Coliseum station is pretty important and there are also some pretty important assets in the surrounding area. 10

13 1. So the FTA pilot we conducted a risk assessment. We used a standard risk assessment based on likelihood and consequence. And we found that the risk in this is high to very high risk due to the SLR and riverfine flooding 2. Oakland coliseum 1. Remote likelihood: within 16in SLR + 100yr SWEL +WW; Major consequence: $2-20M or 31-60min delay 2. Occasional likelihood: within 55in SLR + SWEL; Catastrophic consequence: >$20M or >60min delay 3. Occasional likelihood: may arise once in 10 years; Moderate consequence: $100K-$2M or 10-30min delay 4. Frequent likelihood: more likely than not for 100- and 500-yr; Major consequence: $2-$20M or 31-60min delay 1. Sits in the arroyo viejo and lion creek flood plain. 11

14 1. So this is what the SLR impact looks like. The different colors represent additive effects from storm surges and/or wind waves. 2. The yellow which is where the colisuem station is represents (.) and is the scenario at which we start to see inundation occurring. 3. The traction power substation is at grade so we can start to see contact of water. 4. Oakland coliseum (HIGH*) 1. Occasional likelihood: within 55in SLR + SWEL; 2. Catastrophic consequence: >$20M or >60min delay 1. Loss of the traction power substation. 2. Loss of access to the station. 12

15 1. Here is the FEMA floodplain mapping. The yellow represent the effective 500-year floodplain. The yellow overlaps the entire station property. So it s not a good sign. 1. Oakland coliseum (HIGH*) 1. Frequent likelihood: more likely than not for 100- and 500-yr; 2. Major consequence: $2-$20M or 31-60min delay What is shown is the 500 year effective floodplain. FEMA does include existing levee protections. FEMA is doing a coastal flooding study to assess coastal flood risk/mapping. But that will not cover Alameda county. Will cover San Francisco County. CCAMP: Open Pacific Coast Study 13

16 1. So post the FTA-pilot, BCDC, MTC, BART and Caltrans worked on the extreme weather adaptation options study which focused on this area further to consider local adaptations. 2. Consistent with the BART findings that riverine and SLR were a big risk here, the study refined the understanding between SLR and riverine flooding because there is expected to be additive effects. 3. This is a snapshot finding from the hec ras modeling that was done to include impacts from SLR on riverfine flood. 4. Light blue is riverfine flooding, and darker blue is the additive effect of SLR. 15

17 1. So a solution that was proposed was a living levee for the damon slough 2. For those unfamiliar, a living levee is a levee that also supports natural habitat. 3. To do that the river-facing side of the levee is not hardscaped and that side has a 5 to 1 slope. 4. The other side of the levee is more conventional and has a 2 to 1 slope and is hardscape 16

18 1) This is the proposed area for the living levee. 2) The living levee adds more capacity in this area and decreases flooding in the area. 3) Due to the tight space in this seawall (point), a seawall has to be proposed 4) So you might be asking how can we make that happen? Because what s proposed here would require support from multiple property owners and support from multiple jurisdictions. 17

19 1) The alameda oakland working group was formed by BCDC through the Adapting to Rising Tides project 2) The working group members represent the different jurisdictions and stakeholders in the area 3) The working group is focused on the addressing the SLR issues in this area. 4) BART is an active member of this working group. 5) The end goal of the working group is to lead us to identifying shared solutions in adaptations. 18

20 1) In the FTA pilot we talked about mainstreaming adaptation and implementation. 2) The take-away from this slide is that every department is going to have some part to play in adaptation. Here we make the attempt to identify the kind of activities each department at BART should be doing towards adaptation. 19

21 1) We also advocated this through the extreme weather adaptation options Study. 2) We developed a whole chapter discussing mainstreaming and the functions of different departments. 3) We generalized from BART specific to a transportation agency in general. 4) And we included some great examples from Caltrans as well as BART. Climate change policy Integrate climate change into agency policies Planning Capital Development Operations & Maintenance Administration Funding Implementation 20

22 1) So now fast forwarding to the present and some current working we are doing in mainstreaming adaptation 2) One area is with BART s Local hazard mitigation plan. 3) The LHMP is a requirement in order to qualify and be eligble for FEMA hazard mitigation assistance programs. 4) So what we ve come to realize is that hazard mitigation planning and adaptation planning is actually very similar and has a lot of overlap and synergies. 5) In this round of updating the LHMP, we ll be adding in impacts from SLR, adaptation strategies, and projections on how natural hazards will evolve with climate change. What is a Hazard Mitigation Plan? Hazard mitigation is any sustained action taken to reduce or eliminate the long-term risk to human life and property from hazards. A hazard mitigation plan identifies the hazards a community or region faces, assesses their vulnerability to the hazards and identifies specific actions that can be taken to reduce the risk from the hazards. The Federal Disaster Mitigation Act of 2000 (DMA 2000) outlines a process which cities, counties, and special districts can follow to develop a Local Hazard Mitigation Plan. Development of this plan is a requirement for certain benefits from CalEMA and FEMA. The 2011 ABAG Local Hazard Mitigation Plan was approved by FEMA in March, 2011 and adopted by ABAG. The 2011 Plan is available online. Approved and adopted local government annexes to the regional plan are available online. What is the Benefit of a Hazard Mitigation Plan to Local Governments? 21

23 Local governments who adopt a hazard mitigation plan may be eligible for the following benefits: A more disaster-resistant and resilient community and region Hazard mitigation assistance programs, including Hazard Mitigation Grant Program, Pre- Disaster Mitigation, Flood Mitigation Assistance and Severe Repetitive Loss grant programs Points under the National Flood Insurance Program s Community Rating System (CRS) Waiver of the 6.25% local match for Public Assistance money after a disaster. 21

24 1) The other area we are working on getting adaptation mainstreamed is through the sustainability program. 2) BART is the in the process of formalizing its sustainability program. 3) We ve identified six categories or aspects of sustainability. 4) The benefit of rolling adaptation into the sustainability program is that the program is going to get a lot of attention so we are elevating the awareness of adaptation through the sustainability program 5) There will be program commitments to continually make improvements in each of these aspects. 6) So that ll ensure that are actively working to make progress in this area. 22

25 1. Fruitvale Train Control (HIGH) 1. Occasional likelihood: may arise once in 10 years; 2. Catastrophic consequence: >$20M or >60min delay - What makes the downpour scenario unique from the SLR and riverine flooding is that we are already facing this problem; - Climate change projection is telling us that it s going to happen more frequently and of higher magnitude. 23

26 1) This is an example related to heavy downpour Based on information from delay worksheet 2/28 24

27 1) Revision to the sustainability standards for V3.0.1 of the BFS which was released in March ) The revisions are a guidance to support adaptation. 2) This revision can be updated as we understand requirements better. 25

28 1) Fast forwarding to the present, one of BART s big three investments we ll be making the next decade or two will be modernizing the train control system. 2) We currently use a more traditional signaling system and we want to move toward a modern system such as CBT. 1) The benefit of CBT is that it allows trains to operate more closely together and it enhances safety and reliability. 3) We want to focus on protecting train control system and make it more resilient because it s going to be a $400M dollar investment. So it would be waste to lose it because we didn t adapt. 4) Our approach is to identify quickly what the hotspots (through hazard mapping and through identfication of existing flooding issues) 5) Drawing form the FTA pilot we want to quickly identify strategies and develop that strategy either into new design requirement or some high level engineering. 26

29 1) The numbers themselves are not important 2) The boxes themselves represent identified water-related incidents where train control equipment was impacted. 3) The is a cluster in our W-line 4) A lot of the W-line is below grade and the water table there is relatively high so we have a lot of water intrusion issues there. 5) We may are going to take a closer look at the kind of issue encountered there. 27

30 1) As I said in the strategy refinement, we are looking at our Facilities Standards for opportunities to develop standards to protect and make our train control more resilient. 2) The table is the start of a review of the existing criteria and specification related to train control. 28