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snippet: The Regional Resiliency Assessment Program (RRAP) is a cooperative assessment of specific critical infrastructure within a designated geographic area and a regional analysis of the surrounding infrastructure that addresses a range of infrastructure resilience issues that could have regionally and nationally significant consequences. In 2017, the U.S. Department of Homeland Security’s Cybersecurity and Infrastructure Security Agency (CISA) sponsored the Washington State Transportation Systems RRAP project in coordination with the Washington Emergency Management Division (EMD), Washington State Department of Transportation (WSDOT), and other regional stakeholders. This project is focused on assessing the impacts of a Cascadia Subduction Zone (CSZ) earthquake on state transportation systems and, in particular, how those impacts may affect the ability of emergency response efforts to move supplies into the region. The intended outcome of this analysis is the prioritization of transportation routes and modes for additional planning, investment, hardening, or other activities to enhance their resilience—and therefore, to enhance their ability to support response and recovery efforts following a CSZ earthquake. An important part of this transportation system-level assessment has been to assess the seismic vulnerability of the state highway system. In doing so, the RRAP project team developed a Bridge Seismic Screening Tool (BSST) to assess, at a system-level, the potential impacts that a CSZ earthquake could have on state highway bridges. The first step in the BSST is to assess the seismic vulnerability of highway bridge infrastructure in Washington State following a CSZ earthquake to determine a projected or potential damage state. Damage states are then used to determine approximate reopening times for bridge crossings. State bridges were analyzed which is available as a seperate download. This data focuses on local bridges and impacts from a Cascadia 9.0M event.
summary: The Regional Resiliency Assessment Program (RRAP) is a cooperative assessment of specific critical infrastructure within a designated geographic area and a regional analysis of the surrounding infrastructure that addresses a range of infrastructure resilience issues that could have regionally and nationally significant consequences. In 2017, the U.S. Department of Homeland Security’s Cybersecurity and Infrastructure Security Agency (CISA) sponsored the Washington State Transportation Systems RRAP project in coordination with the Washington Emergency Management Division (EMD), Washington State Department of Transportation (WSDOT), and other regional stakeholders. This project is focused on assessing the impacts of a Cascadia Subduction Zone (CSZ) earthquake on state transportation systems and, in particular, how those impacts may affect the ability of emergency response efforts to move supplies into the region. The intended outcome of this analysis is the prioritization of transportation routes and modes for additional planning, investment, hardening, or other activities to enhance their resilience—and therefore, to enhance their ability to support response and recovery efforts following a CSZ earthquake. An important part of this transportation system-level assessment has been to assess the seismic vulnerability of the state highway system. In doing so, the RRAP project team developed a Bridge Seismic Screening Tool (BSST) to assess, at a system-level, the potential impacts that a CSZ earthquake could have on state highway bridges. The first step in the BSST is to assess the seismic vulnerability of highway bridge infrastructure in Washington State following a CSZ earthquake to determine a projected or potential damage state. Damage states are then used to determine approximate reopening times for bridge crossings. State bridges were analyzed which is available as a seperate download. This data focuses on local bridges and impacts from a Cascadia 9.0M event.
accessInformation: The RRAP report is available here: https://mil.wa.gov/asset/5d8ba2a03a1b7 Technical and user manuals for the BSST tool are available here: https://www.osti.gov/biblio/1581518-washington-state-highway-bridge-seismic-screening-tool-bsst-technical-report
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description: The BSST was created for the Washington State Transportation RRAP which analyzed state highway and roads and their impacts from a Cascadia 9.0M earthquake. The RRAP report is available here: https://mil.wa.gov/asset/5d8ba2a03a1b7. The state bridge results in GIS format are available here: https://www.wsdot.wa.gov/mapsdata/geodatacatalog/default.htm . Technical and user manuals for the BSST tool are available here: https://www.osti.gov/biblio/1581518-washington-state-highway-bridge-seismic-screening-tool-bsst-technical-report In addition to the state bridges that were analyzed above, local bridges were obtained from WSDOT and analyzed in the BSST which is the data that is presented here. The data was provided from WSDOT to CISA Region 10. Much of the data for local (city/county) bridges were taken from the national bridge inventory and additional data that WSDOT had available. The local data used in the BSST is not complete and should be updated at the local level by bridge engineers and GIS specialist and analyzed in the BSST to ensure the latest bridge information is included in the tool. The data provided here is an initial analysis using data from WSDOT but it is recommend that local jurisdictions update their information and re-run the tool to ensure the most accurate data is used. The data provided here only includes bridges in western/central WA and only for a Cascadia 9.0M event. The 4,306 local highway bridges incorporated into this study from the WSDOT bridge inventory database were assessed using the BSST analysis methodology detailed previously in this report. Results consist of three types of outcomes: Bridge Damage Levels and Types, Bridge Repair Types, and Bridge Reopening Times. All output is a part of this feature class. Bridge damage types are projected on the basis of both damage level (None, Moderate, Significant), whether a bridge is a special bridge type, and also the types of damage that the bridge will experience (including both direct seismic and secondary earthquake-induced impacts); The projected repair types and reopening times necessary to bring bridges back to a minimum level of functionality that enables their use for emergency response were computed using the methodology specified in the Bridge Reopening Times section. Refer to the BSST Technical Report. The BSST was developed to assess the potential impacts of a CSZ earthquake to highway bridges in Washington State at a system-level as part of the Washington State Transportation Systems RRAP project. The results provided identify the Damage Levels, Damage Types, Repair Types and Reopening Times associated with 4,306 bridges located in Western and Central Washington that were evaluated for this RRAP project. Understanding that this analysis likely constitutes a “worst-case scenario” with respect to bridge damage, the results nonetheless project that the majority of bridges in Washington State will experience moderate to significant damage resulting from a CSZ earthquake. While the majority of bridges that experience damage could be reopened within one year of the earthquake, a substantial number of those bridges are projected to take more than a year to reopen—in many cases 2 or more years. The results also project that while many bridges may be reopened after either minor repairs/inspections or the construction of a temporary bypass road, a substantial number of more significantly damaged bridges span bodies of water and will require complete replacement prior to reopening. This suggests that significant gains in roadway corridor reopening times could be gained by focusing on retrofits or upgrades to these more vulnerable bridges that span rivers and other bodies of water. This tool is primarily intended to inform regional highway prioritization for emergency response activities; however, the BSST provides a useful evaluation methodology that could be applied to other regional emergency preparedness and infrastructure assessment studies. This could include studies of bridge infrastructure to other potential seismic events within the region, or at varying jurisdictional levels (i.e., county, local). The BSST also uses currently available seismic, seismically-induced secondary hazard and infrastructure information. As new seismic information becomes available, or as secondary-hazards (e.g., landslides, avalanches) become characterized more comprehensively, such information could be integrated into the current BSST methodology. Similarly, as seismic retrofit activities or other infrastructure improvement projects continue throughout Washington State, or as new infrastructure are built, it will be important that the infrastructure data integrated in the BSST also be updated periodically. Doing so will ensure that planners and infrastructure managers maintain the most current and complete understanding of the network-level seismic risks of a CSZ event to bridges in Washington. Please note that all results from the BSST are based on a model and information received from WSDOT. Damages from an earthquake may be different than what is provided here. Liquefaction data was used within the BSST tool. WADNR is the source for liquefaction data and is available here: https://www.dnr.wa.gov/programs-and-services/geology/geologic-hazards/geologic-hazard-maps#nehrp-site-class-and-liquefaction-susceptibilityUSGS ShakeMap was also used in the BSST tool for a M9.0 Cascadia earthquake and is available here: https://earthquake.usgs.gov/scenarios/eventpage/gllegacycasc9p0expanded_se/shakemap/pga. Data Assumptions/MethodologyData was provided by WSDOT for all local bridges. Data was transferred into BSST format. Bridges that were not included in the Cascadia 9.0M ShakeMap were removed from the tool. This mainly encompasses bridges in the far eastern side of the state. Removed all bridges that were designated as a pedestrian, trail or dam. Removed all bridges that had null or 0 structure length. Those bridges that had no main span quantity, all were changed to 1, meaning a single span bridge. For the bridges missing the federal functional class a value of 9 was assigned. For the bridges with a null in waterway adequacy these values were changed to N. For those bridges that had a null value for scour code these were change to N. Some points had low accuracy coordinates (lat/longs), so these locations were removed from the database since they could not be found. For those bridges that had a BMS elements ID related to a Pier Wall a W code was added to the Pier Type in the road bridges spreadsheet of the BSST tool. This would ensure these bridges were counted as having a pier wall. This information should be updated and verified by local jurisdictions. Snohomish County used the tool for their local bridges. A few of the bridges output in this tool was updated to reflect their results since better data was provided by the county. The tool uses AASHTO curves from various years. These curves were digitized in GIS from a pdf map. The accuracy of these maps could be up to +/- 10 miles due to digitizing the data at the state level. Most of the offset occurred in eastern WA, so impacts should be minimal.
licenseInfo: For Planning use only. The Washington State Department of Transportation shall not be liable for any activity involving these data, including, but not limited to, lost profits or savings or any other economic or consequential damages. Nor does the Department warrant the fitness of the data for use for a particular purpose, or the installation of the data, its use, or the results obtained.
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title: RRAP Local Bridges - Cascadia Assessment
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tags: ["State","Washington","Bridge","Transportation","WA","State","Washington","Cascadia","transportation","Damages"]
culture: en-US
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