Simple FALSE 4306 TRUE FALSE LocalBridgesCascadia Feature Class 4306 RepairType All bridge vulnerability and potential-damage analysis is ultimately used to inform the determination of an approximate bridge reopening time for each structure following a full-length rupture of the CSZ fault. Bridge reopening time is different from bridge repair time or restoration time; reopening time refers to the amount of time required to repair a bridge crossing to a minimum functional state of repair sufficient to support the movement of emergency response vehicles. It does not necessarily refer to complete restoration to a pre-event state of repair. The estimated reopening times include the time necessary to perform a bridge damage inspection, bridge rehabilitation or bridge replacement, or to construct a temporary road to bypass the bridge. Bridge reopening times were determined in collaboration with the WSDOT bridge engineers on the basis of damage criteria, bridge length, and repair type, See the Technical Report for Repair Types. Bridge Repair Type Categories include: Moderate New Bridge over impassible geography New Bridge over impassible geography with subsurface strengthening New Bridge over water New Bridge over water with subsurface strengthening None Temporary Road https://www.osti.gov/biblio/1581518-washington-state-highway-bridge-seismic-screening-tool-bsst-technical-report New_Special_Bridge New Special Bridge Washington RRAP Bridge Seismic Screening Tool Tehcnical Report, May 2019 Moderate Moderate Damage Washington RRAP Bridge Seismic Screening Tool Tehcnical Report, May 2019 New_Bridge_Over_Water New Bridge: Over Water Washington RRAP Bridge Seismic Screening Tool Tehcnical Report, May 2019 Temp Temporary Washington RRAP Bridge Seismic Screening Tool Tehcnical Report, May 2019 None None Washington RRAP Bridge Seismic Screening Tool Tehcnical Report, May 2019 New_Bridge_Over_Impassible_Geography New Bridge: Over Impassible Geography Washington RRAP Bridge Seismic Screening Tool Tehcnical Report, May 2019 New_Bridge_Over_Impassible_Geograph_ with_Subsurface_Strengthening New Bridge: Over Impassible Geography with Subsurface Strengthening Washington RRAP Bridge Seismic Screening Tool Tehcnical Report, May 2019 New_Bridge_Over_Water_with_Subsurface_Strengthening New Bridge: Over Water with Subsurface Strengthening Washington RRAP Bridge Seismic Screening Tool Tehcnical Report, May 2019 RepairType String 96 0 0 OBJECTID Internal feature number. Esri Sequential unique whole numbers that are automatically generated. OBJECTID OID 4 10 0 DesignYear Design year is determined by using the year built and revised year in the data provided by WSDOT. If there was no revised year, then year built was used for this column. If there was a year in revised here that year was used as the design year. https://www.osti.gov/biblio/1581518-washington-state-highway-bridge-seismic-screening-tool-bsst-technical-report Design_Year String 4 0 0 Shape Feature geometry. Esri Coordinates defining the features. SHAPE Geometry 4 0 0 InitialDamage Initial Damage was calculated from the BSST Tool and is shown as no damage, moderate damage, and significant damage. Definitions are below. No Bridge Damage - Bridges identified as suffering neither significant nor moderate damage are assumed to sustain no structural damage during the CSZ earthquake scenario and thus assumed to not require any repairs prior to reopening. These bridges may suffer minor surface cracking. Moderate Bridge Damage - Bridges identified as suffering moderate damage of at least one damage type and not identified as suffering significant damage of any of the potential damage types are assumed to be moderately damaged following the CSZ earthquake scenario and related geological hazards. For such bridges, it is assumed that a bridge damage inspection would be necessary prior to reopening, but that limited or no bridge repairs would be required. Furthermore, it is assumed that the bridge inspection and any necessary repairs would require 2 weeks to complete, after which time the bridge would be reopened. Significant Bridge Damage - Bridges identified as suffering significant damage are evaluated within the BSST to determine the amount of time required to either repair or replace the bridge, or to build a temporary road that bypasses the bridge, if possible. Bridges suffering significant damage are considered damaged to such an extent that major bridge rehabilitation, partial rebuild, or complete rebuild would be necessary. Given the extensive time required for such work, the construction of temporary roadways to replace bridges when possible was deemed preferential in the BSST methodology. If it was determined that a temporary roadway could not be constructed, the bridge rehabilitation or replacement time was determined as a function of bridge length and considerations of any subsurface strengthening necessary to improve liquefied soils at the bridge location. Special Bridges - Used to specify bridges whose vulnerability and expected damage are atypical, and thus not amenable to standardized analysis. As such, bridges identified in this sheet are a subset of those listed in the master “RoadBridges” worksheet, and are excluded from the BSST analysis. https://www.osti.gov/biblio/1581518-washington-state-highway-bridge-seismic-screening-tool-bsst-technical-report Significant Bridges identified as suffering significant damage are evaluated within the BSST to determine the amount of time required to either repair or replace the bridge, or to build a temporary road that bypasses the bridge, if possible. Bridges suffering significant damage are considered damaged to such an extent that major bridge rehabilitation, partial rebuild, or complete rebuild would be necessary. Given the extensive time required for such work, the construction of temporary roadways to replace bridges when possible was deemed preferential in the BSST methodology. If it was determined that a temporary roadway could not be constructed, the bridge rehabilitation or replacement time was determined as a function of bridge length and considerations of any subsurface strengthening necessary to improve liquefied soils at the bridge location. Washington RRAP Bridge Seismic Screening Tool Tehcnical Report, May 2019 Moderate Bridges identified as suffering moderate damage of at least one damage type and not identified as suffering significant damage of any of the potential damage types are assumed to be moderately damaged following the CSZ earthquake scenario and related geological hazards. For such bridges, it is assumed that a bridge damage inspection would be necessary prior to reopening, but that limited or no bridge repairs would be required. Furthermore, it is assumed that the bridge inspection and any necessary repairs would require 2 weeks to complete, after which time the bridge would be reopened. Washington RRAP Bridge Seismic Screening Tool Tehcnical Report, May 2019 Special Used to specify bridges whose vulnerability and expected damage are atypical, and thus not amenable to standardized analysis. As such, bridges identified in this sheet are a subset of those listed in the master “RoadBridges” worksheet, and are excluded from the BSST analysis. Washington RRAP Bridge Seismic Screening Tool Tehcnical Report, May 2019 None Bridges identified as suffering neither significant nor moderate damage are assumed to sustain no structural damage during the CSZ earthquake scenario and thus assumed to not require any repairs prior to reopening. These bridges may suffer minor surface cracking. Washington RRAP Bridge Seismic Screening Tool Tehcnical Report, May 2019 InitialDamage String 36 0 0 RepairTimeDays All bridge vulnerability and potential-damage analysis is ultimately used to inform the determination of an approximate bridge reopening time for each structure following a full-length rupture of the CSZ fault. Bridge reopening time is different from bridge repair time or restoration time; reopening time refers to the amount of time required to repair a bridge crossing to a minimum functional state of repair sufficient to support the movement of emergency response vehicles. It does not necessarily refer to complete restoration to a pre-event state of repair. The estimated reopening times include the time necessary to perform a bridge damage inspection, bridge rehabilitation or bridge replacement, or to construct a temporary road to bypass the bridge. Bridge reopening times were determined in collaboration with the WSDOT bridge engineers on the basis of damage criteria, bridge length, and repair type, See the Technical Report for Repair Times. https://www.osti.gov/biblio/1581518-washington-state-highway-bridge-seismic-screening-tool-bsst-technical-report RepairTimeDays Integer 4 10 0 StateStructureID Unique identifier for each structure/bridge in the state, and once established this can never change for the life of the structure/bridge. When a new bridge replaces an old bridge, a new unique structure identifier must be coded. The old identifier cannot be recycled. Washington State Bridge Inspection Manual StateStructureId String 16 0 0 DamageType 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). Damage types are calculated from the BSST Tool and are defined below. Damage Level: None Damage Level Moderate: Seismic demand exceeds minimum PGA, which can damage bridges but is less than bridge's seismic design capacity. Seismic demand exceeds bridge’s seismic design capacity, but bridge damage is lessened because bridge has pier walls. Seismic demand exceeds bridge’s seismic design capacity, but bridge damage is lessened because bridge is single-span. Damage Level Significant: Bridge damaged owing to hollow core piles. Bridge damaged owing to hollow core piles, and soil liquefaction occurs at bridge location. Soil liquefaction occurs at bridge location. Seismic demand exceeds minimum PGA, which can damage bridges but is less than bridge's seismic design capacity, and soil liquefaction occurs at bridge location. Seismic demand exceeds bridge’s seismic design capacity. Seismic demand exceeds bridge’s seismic design capacity and soil liquefaction occurs at bridge location. Seismic demand exceeds bridge’s seismic design capacity, soil liquefaction occurs at bridge location, and bridge is damaged by significant bridge scour occurring during tsunami following CSZ earthquake. Seismic demand exceeds bridge’s seismic design capacity and bridge is damaged by significant bridge scour occurring during tsunami following CSZ earthquake. Seismic demand exceeds bridge’s seismic design capacity, but bridge damage is lessened because bridge has pier walls, and soil liquefaction occurs at bridge location. Seismic demand exceeds bridge’s seismic design capacity, but bridge damage is lessened because bridge has pier walls, and bridge is damaged by significant bridge scour occurring during tsunami following CSZ earthquake. Seismic demand exceeds bridge’s seismic design capacity, but bridge damage is lessened because bridge is single-span, and soil liquefaction occurs at bridge location. Seismic demand exceeds bridge’s seismic design capacity, but bridge damage is lessened because bridge is single-span, soil liquefaction occurs at bridge location, and bridge is damaged by significant bridge scour occurring during tsunami following CSZ earthquake. Damage Level Special: Seismic performance of special bridges not assessed. Seismic performance of special bridges not assessed and soil liquefaction occurs at bridge location. Seismic performance of special bridges not assessed, soil liquefaction occurs at bridge location, and bridge is damaged by significant bridge scour occurring during tsunami following CSZ earthquake Damage Types Include: Hollow Core/Liquefaction Liquefaction Min PGA Min GPA/Liquefaction PGA PGA/Liquefaction PGA/Liquefaction/Scour PGA Pure Wall PGA Pure Wall/Liquefaction PGA Pure Wall/Liquefaction/Scour PGA Single Span PGA Single Span/Liquefaction PGA Single Span/Liquefaction/Scour Special Special/Liquefaction Special/Liquefaction/Scour None https://www.osti.gov/biblio/1581518-washington-state-highway-bridge-seismic-screening-tool-bsst-technical-report None No Damage BSST Tool PGA_PW_and_Liquefaction_and_Scour PGA Pier Wall/Liquefaction/Scour PGA from USGS ShakeMap, Liqufaction from WADNR, and Pier Wall andScour from WSDOT. PGA PGA PGA from USGS ShakeMap Min_PGA Minimum PGA PGA from USGS ShakeMap Special_and_Liquefaction_and_Scour Special bridge, liquefaction, and scour WSDOT, WADNR Hollow_Core_and_Liquefaction Hollow Core/Liquefaction WSDOT PGA_SS PGA Single Span PGA from USGS ShakeMap and Single Span from WSDOT. Special Special bridges denoted by WSDOT WSDOT PGA_and_Liquefaction PGA and Liquefaction PGA from USGS ShakeMap and WADNR Liquefaction Liquefaction WADNR Min_PGA_and_Liqufaction Min PGA/Liquefaction PGA from USGS ShakeMap and WADNR Special_and_Liquefaction Special bridges and liquefaction WSDOT, WADNR PGA_and_Liquefaction_and_Scour PGA, Liquefaction, and Scour PGA from USGS ShakeMap, Liqufaction from WADNR, and Scour from WSDOT. PGA_SS_and_Liquefaction PGA Single Span/Liquefaction PGA from USGS ShakeMap, Liquefaction from WADNR and Single Span from WSDOT. PGA_PW_and_Liquefaction PGA_Pier Wall/Liquefaction PGA from USGS ShakeMap, Liqufaction from WADNR, and Pier Wall from WSDOT. PGA_PW PGA Pier Wall PGA from USGS ShakeMap and Pier Wall from WSDOT. PGA_SS_and_Liquefaction_and_Scour PGA Single Span/Liquefaction/Scour PGA from USGS ShakeMap, Liquefaction from WADNR and Single Span and Scour from WSDOT. DamageType String 68 0 0 GlobalID GlobalID GlobalID 38 0 0 John Himmel WSDOT Security and Emergency Operations Emergency and Security Program Manager 360-705-7973 PO Box 47358 Olympia WA 98504-7358 US himmelj@wsdot.wa.gov 20220526 ArcGIS Metadata 1.0 Jordyn Mitchell Washington State Department of Transportation, Office of Information Technology GIS Database Administrator 360-705-7645 PO Box 47430 Olympia WA 98504-7430 US mitchejo@wsdot.wa.gov none Download individual data sets from http://www.wsdot.wa.gov/mapsdata/geodatacatalog/default.htm Feature Class RRAP Local Bridges - Cascadia Assessment 2019-08-22 vector digital data Resiliency Assessment - Washington State Transportation Systems Created by CISA Region 10 This data was provided from the bridge seismic screening tool created as part of the resiliency assessment referenced above. 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. 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. 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 John Himmel WSDOT Security and Emergency Operations Emergency and Security Program Manager 360-705-7973 PO Box 47358 Olympia WA 98504-7358 US himmelj@wsdot.wa.gov Washington WA State transportation ISO 19115 Topic Categories State Bridge Transportation Washington Cascadia Damages State Washington Bridge Transportation WA State Washington Cascadia transportation Damages See access and use constraints information. 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. Version 6.2 (Build 9200) ; Esri ArcGIS 10.7.1.11595 -124.687848 -118.902397 45.506693 49.015724 1 -124.687848 -118.902397 49.015724 45.506693 For Planning use only. The Washington State Department of Transportation shall not be liable for any activity involving these data with regard to lost profits or savings or any other consequential damages; or the fitness for use of the data for a particular purpose; or the installation of the data, its use, or the results obtained. WSDOT made the following changes to the data received from DHS. Projected the data from NAD 1983/2011 Contiguous USA Albers to NAD 1983 HARN State Plane Washington South US Feet. Added the RouteIdentifier field and populated it from the WSDOT Bridge Engineering Information System data. Added the StateRouteNumber, RelatedRouteType, and RelatedRouteQualifier fields and populated them from the RouteIdentifier field. The RouteIdentifier field includes local route numbers. Records with local route numbers do not have associated state route numbers, related route types, or related route qualifiers. Stacey Plumley WSDOT TDGMO GIS Analyst 360-596-8923 PO Box 47384 Olympia WA 98504-7384 US plumls@wsdot.wa.gov 4306 20220124 09013300 1.0 LocalBridgesCascadia 633603.144842 2024192.945022 88295.186062 1343319.796415 1 002 Projected GCS_North_American_1983_HARN Linear Unit: Foot_US (0.304801) NAD_1983_HARN_StatePlane_Washington_South_FIPS_4602_Feet <ProjectedCoordinateSystem xsi:type='typens:ProjectedCoordinateSystem' xmlns:xsi='http://www.w3.org/2001/XMLSchema-instance' xmlns:xs='http://www.w3.org/2001/XMLSchema' 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