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You Shall Not Pass

Chinook Salmon

Removing Fish Barriers

In 1969, a burning river helped draw attention to the polluted state of many United States waterways. Since then, much progress has been made to clean them up, allowing wildlife to thrive in habitats that were once dead. It’s only more recently that attention has migrated (pun intended) to fish passage problems.

According to NOAA, In the United States, more than 2 million dams and barriers block fish from migrating upstream to spawning and rearing habitat. The Washington State Department of Transportation (WSDOT) says that a little under two thousand culverts block fish passage along Washington highways. As of last year, WSDOT completed 319 fish passage projects, but there is still much to accomplish.
Read on for an example of a recent project, what services are needed to clear the way, and information about Washington, Oregon, Hawaii, and Alaska organizations that are trying to make a difference.

Example of a Fish Passage Project—Rue Creek

Before construction

Rue Creek before construction.

After construction

Rue Creek after construction.

The Pacific Conservation District received a Washington Coastal Restoration Initiative grant from the Washington State Recreation and Conservation Office. Hart Crowser supported the Pacific Conservation District with design and development of two culvert replacements on Rue Road in Pacific County.

Fish passage and flow conveyance capacity were restored by removing the existing culverts and overlying fill, and installing a 50-foot bridge that met design requirements in the Washington Department of Fish and Wildlife’s Water Crossing Design Guidelines and Washington State Department of Transportation’s Standard Specifications for Road, Bridge and Municipal Construction and Design Manual. Staff then used the stream simulation approach (one of the methods to size and design culverts that is an option in the Washington Department of Fish and Wildlife’s Water Crossing Design Guidelines) to design the pattern, dimensions, and other features of the stream channel at the crossing, which would enable safe passage of juvenile and adult salmonids both upstream and downstream. An added benefit was that the replacement should prevent the creek from flooding Rue Creek Road and nearby residences.

Services Needed for Fish Passage Projects

These projects can require:

  • Hydraulic engineering
  • Geotechnical engineering
  • Stream reach assessment
  • Wetland delineation
  • Permit applications to comply with Section 404 of the Clean Water Act, Section 7 of the Endangered Species Act, and other federal, state, and local permit requirements. For the Rue Creek example above, this included preparation of a JARPA, SEPA checklist, ESA Section 7 Biological Assessment, Essential Fish Habitat assessment, and Stewardship Plan.

Action on the Local Level

Washington

In 2014, the Washington State Legislature created the Fish Passage Barrier Removal Board to develop a coordinated barrier removal strategy and provide the framework for a fish barrier grant program. Its stated mission is to “identify and expedite the removal of human-made or caused impediments to anadromous fish passage in the most efficient manner practical through the development of a coordinated approach and schedule that identifies and prioritizes the projects necessary to eliminate fish passage barriers caused by state and local roads and highways and barriers owned by private parties.”
The board has monthly meetings; agenda and meeting handouts are available on its website. It advanced its first project list to the legislature, which has been funded.

Oregon

The Oregon Department of Fish and Wildlife has a nine-member Fish Passage Task Force, which “advises the Oregon Department of Fish and Wildlife and the Fish and Wildlife Commission on matters related to fish passage. These matters include, but are not limited to, rulemaking to implement statutes, funding and special conditions for passage projects, and exemptions and waivers.” The most recent agendas and minutes are at the link above; older ones are here.

Hawaii

The Pacific Islands Fish and Wildlife Office of The US Fish and Wildlife Service says that the Hawaii Fish Habitat Partnership “is composed of a diverse group of partners that have the capacity to plan and implement a technically sound statewide aquatic habitat restoration program. The partnership is committed to implementing aquatic habitat restoration in the appropriate landscape scale to achieve conservation benefits.”

They list “instream structures and barriers including stream diversions, dams, channel alteration, and road crossings” as one of eight key threats to freshwater species and habitat.
See the Pacific Islands Fish & Wildlife Office annual report for fiscal year 2017 for more information.

Alaska

The Alaska Department of Fish and Game has a fish passage inventory database with information about 2,500 stream crossings. They have partnered with other organizations to complete at least 33 culvert replacements.

You Shall Pass

A blocked river isn’t as dramatic as a burning river, which makes it harder to draw attention to the plight of the remaining blocked fish. But the hope is that continued effort will forward the progress that is already being made.

Performance-Based Seismic Design for Safer High-Rises

F5 Tower

The City of Seattle knows that building codes for downtown Seattle are not safe for tall buildings in a strong earthquake. That’s why it now requires performance-based seismic design for all buildings over 240 feet tall.

What is Performance-Based Seismic Design?

Seismic design usually follows a prescriptive code, sort of like following a cookbook. Performance-based seismic design is a more rigorous seismic analysis, performed by a team of experienced geotechnical and structural engineers. Because the design doesn’t follow the cookbook code, this alternate design procedure must be done by top engineers, so that it meets the intent of the code while also going beyond the code in certain respects. It must also be peer-reviewed by experienced engineers—often the people who participated in developing the code in the first place.

Doug Lindquist, a principal geotechnical engineer with Hart Crowser, describes it this way: “Performance-based design is a design method where the geotechnical and structural engineers proactively evaluate the performance of a structure in terms of displacements, forces, moments, and damage level. Performance-based design often results in a more resilient, constructible, and valuable structure compared to prescriptive/reactive methods.”

In the early 2000s, Hart Crowser was the first local geotechnical firm to use modern performance-based seismic design methods in the Pacific Northwest. Our engineers have incrementally improved on our proprietary methods and procedures over the last 18 years.

When and Where is Performance-Based Seismic Design Used?

Performance-based seismic design is used for buildings taller than 240 feet—around twenty-four stories or higher. It is used in areas zoned for high-rises, and only when allowed by the local permitting jurisdiction (e.g., Seattle and Bellevue).

Examples of our 20+ performance-based seismic design projects include:

  • Rainier Square Tower, Seattle (850 feet tall)
  • F5 Tower, Seattle (660 feet tall)
  • Russell Investments Center, Seattle (598 feet tall)
  • Lincoln Square Expansion, Bellevue (two towers, 450 feet tall)
  • Cirrus, Seattle (440 feet tall)
  • Midtown 21, Seattle (322 feet tall)

Major western United States cities allowing performance-based seismic design include Seattle, Bellevue, Portland, San Francisco, San Jose, Oakland, Los Angeles, and San Diego.

Advantages

Safer Design

Typical building design following the International Building Code (IBC) is based on the Design Earthquake (DE), which is defined as two-thirds of hazard level of the Risk-Adjusted Maximum Considered Earthquake (MCER). Using performance-based seismic design, the geotechnical engineer works closely with the structural engineers to analyze the building under both the DE and the MCER hazard levels. Because the building is analyzed under the higher MCER loading, the engineers have a better understanding of how the building will behave when subjected to strong ground motions. After review of many performance-based design projects, the City of Seattle identified deficiencies in the typical building design methods and now requires performance-based seismic design for all buildings taller than 240 feet.

Faster Construction and Lower Development Costs

When a building is so tall, the building code requires a dual seismic restraint system. This is like wearing both a belt and suspenders. If it’s a good belt, you don’t need the suspenders, and vice versa. Using performance-based seismic design allows you to build using one or the other. Just as it’s faster and more economical to dress donning only one fashion accessory, it’s faster and more economical to build only one structural system. This is allowed when the design engineers perform detailed analyses showing that the single system achieves the desired performance goals of the structure.

Improved Views and Higher Building Value

Eliminating cross-bracing or other exterior seismic restraint systems improves the building’s views, allowing floor-to-ceiling windows, which make the building more desirable to tenants.

Recent Advances

ASCE 7-16

Although it will not be required for use until 2020, improved methods in ASCE 7-16 have been used by Hart Crowser engineers since 2015. Certain provisions of this new code document allow for the removal of some of the extra conservatism built into the current building code. Hart Crowser was the first to use these methods in the Pacific Northwest, which result in reduced construction costs compared to older methods.

Ground Motions

Horizontal pairs of ground motions are provided by the geotechnical engineer to the structural engineer, who simulates the seismic response of the building subjected to these motions using a building model in the PERFORM 3D. There are thousands of ground motions in multiple public databases for geotechnical engineers to choose from to give to the structural engineer for design. Over the last 18 years, Hart Crowser has developed tools and techniques to identify, select, and scale the optimum ground motions that meet the source characteristics (e.g., magnitude, mechanism, spectral shape, site conditions, and source-to-site distance) and reduce the error between the target spectrum and ground motion spectra. This eliminates unnecessary conservatism and reduces construction cost compared to using less ideal ground motions.

Seattle Basin Amplification

The Seattle Basin amplifies ground motions compared to motions outside of a basin. Hart Crowser has been at the forefront of the practical implementation of research on the Seattle Basin into building design. Doug Lindquist has presented at both the 2013 and 2018 workshops on the subject organized by USGS and the City of Seattle.

Future Improvements

Future improvements will include enhanced scenario modeling to determine the strength of shaking at a building site (e.g., the M9 project) and additional advancements on incorporating basin amplification into design.

Lincoln Square Expansion

Lincoln Square Expansion in Bellevue, Washington.

Anchoring the World’s Longest Floating Bridge

SR520 Bridge

Photo: WSDOT

You’re at the bottom of Lake Washington, 200 feet underwater. It’s flat as a pancake here, but the first 50 feet of soil is diatomaceous silt and clay, which is unspeakably unstable. Think microscopic glass Christmas tree ornaments with the consistency of chocolate mousse. Below that is 50 feet of very-soft clay (zero blowcount, to those in-the-know).

Try, just try, to anchor the new SR 520 Bridge in this chocolate mousse (remember, it’s a floating bridge that can’t be left to drift off to Renton or points unknown). And just for good measure, make each of the 58 anchors able to resist a horizontal load of 600 tons—four times what was needed for the old bridge.

Figure out that you’ll need three types of anchors. In areas along the side slopes, where the water is shallower and has competent soil, use a gravity anchor, but call it a box of rocks amongst your workmates.  Build it like a heavily reinforced concrete egg carton with only four compartments. Joke about the kind of eggs that would fit into a 40 foot by 40 foot by 23 foot carton.  Build them on a barge at the concrete plant in Kenmore at the north end of the lake.  Make them so heavy that that the only derrick large enough to lift one is too big to fit through the Ballard Locks. Tow the gravity anchors through the Ballard locks, though they barely fit, while the public looks on in astonishment.

Gravity anchor

Gravity Anchor on its way to the SR 520 Bridge site. Photo: Kiewit

Flood the 440-ton floating boxes with water to make them sink. Lower them to the lake-bottom and place them on a leveled-out gravel pad. Fill each of them with 1,700 tons of rock to make them heavy enough for lateral frictional resistance, or so they won’t budge.

Don’t stop there. Use a second type of anchor, a drilled shaft, along the shoreline where the lake is shallow enough that the box of rocks would have caused havoc as a navigational hazard. Make them ten feet in diameter and 100 feet tall, not as tall as the original Godzilla, but close enough.

Drilled Shaft

Ten-story-deep drilled shaft anchor. Image: KPFF Consulting Engineers

Then, use fluke anchors, the most technically challenging anchor, for the majority of the project. Make these fluke anchors from reinforced concrete plates three feet by 35 feet wide by 26 feet tall. Cast a steel tetrapod into the side so that the anchor cables can be attached to the I-bar at the end of the tetrapod. Explain that a “tetrapod” is a four-sided shape with triangular faces (not to be confused with a four-limbed vertebrate).

Fluke Anchor

Fluke anchor being jetted into the bottom of Lake Washington. Image: KPFF Consulting Engineers

Place the fluke anchors in a steel frame equipped with water jet tubes to drive them into the mud. Because the mud is chocolate mousse, place mounds of rock above and beside the fluke anchors. And then more rock. And then more rock. Good, that’s enough.

Now, celebrate. The Washington State Department of Transportation’s grand opening of the longest floating bridge in the world will be April 2 and 3, 2016. You can run, bike, or possibly meander across the bridge. Hopefully there will be food. You’re hungry after all that work.

Hart Crowser was the geotechnical engineer-of-record for the anchors for the new SR 520 Bridge. The design-build contractor was a joint venture of Kiewit/General/Manson. The structural engineer was KPFF Consulting Engineers.

Need more detail? Read the technical paper Geotechnical Design: Deep Water Pontoon Mooring Anchors or contact Garry Horvitz, PE, LEG, at garry.horvitz@hartcrowser.com

Fluke anchors on barge

Fluke anchors on barge.

Why an Earthquake Warning System Should Not Be a Priority In The Pacific Northwest

Earthquake_damage_Cadillac_Hotel,_2001_SmallerThe newest and hottest topics when it comes to disaster discussions in Oregon and Washington, as well as on the national level, are an earthquake warning system and earthquake prediction possibilities. They are the new obsession that has come on the heels of the New Yorker articles this summer. While we don’t object to advancing both of these methods to better warn of impending quakes and hopefully save lives, we do think that the discussion is premature, especially here in the northwest.

The first reason is that an earthquake warning system like that in Japan has to be implemented only with a comprehensive, aggressive, and continuous public education program. Without a full understanding of what you should do when your phone emits an ear piercing shriek warning of impending shaking, we risk even greater panic and possibly more casualties. Running out of buildings with unreinforced masonry or weak facades just before the shaking could put people at more risk of falling hazards outside of the buildings. It could also cause major traffic hazards as drivers try desperately to get across or get off bridges and overpasses. Unless we develop a much better awareness of what the public should do when they receive the warning, it may cause more problems than it solves.

But the real issue is that these technologies are acting as the bright shiny objects that are distracting all of us, from the public to the president, from the real issue: our infrastructure is in dire need of upgrades not only to prevent casualties, but also to encourage long term recovery.  We doubt 30 seconds of warning will seem as beneficial when the public doesn’t have wastewater for one to three years.  Further, a warning system that stops surgery or an elevator is not as important as making sure that the hospital or building itself is designed to withstand shaking. Especially in Oregon and Washington, all of our energy and funds need to be focused first on comprehensive and intelligent infrastructure improvements that increase our community resilience. And that needs to happen as quickly as possible. We implore you not to follow the flashing light! Urge our government to focus on the real issues, and encourage your colleagues and neighbors to personally prepare.

For more information contact Allison Pyrch at (360) 816-7398 or Allison.pyrch@hartcrowser.com

Shaken and Stirred: Northwest Earthquake and Tsunami

Washington 9.0 earthquake--Are you ready? Oregon 9.0 Earthquake--Are you ready?Suddenly the Pacific Northwest is on the national stage for its earthquake and tsunami vulnerability, thanks to a New Yorker article. “The Really Big One,” by Kathryn Schulz, has triggered attention from dozens of local papers and news sites. Yet even before the New Yorker shook the Northwest (pun intended), Oregon Public Broadcasting had been featuring Hart Crowser engineer Allison Pyrch in its “Unprepared” series, to alert the region to the impending disaster in hopes that we will get prepared.

Also, Allison recently gave a presentation for the Lake Oswego Sustainability Network: “Surviving a 9.0, Lessons Learned from Japan and Beyond.” If you are involved in emergency management or just plain interested in massive disasters and their aftermaths, settle in for some powerful visuals and easy-to-follow explanations about earthquakes in Japan and Chile, how the 9.0 earthquake and tsunami will happen in the Pacific Northwest, and what you can to do to be resilient.

Watch the whole “Surviving a 9.0” video to get unusual insight into what’s ahead, or if you’re pressed for time, skip to one of these minute points:

  • 9:00 Jan Castle introduces Allison Pyrch 10:56 Allison Pyrch’s presentation begins with how the Pacific Northwest 9.0 earthquake will happen
  • 14:25 Comparing the Japan and Chile quakes “It didn’t stop shaking for a day”
  • 21:45 Fire damage/natural gas 22:30 Water, wastewater, and electrical systems; liquid fuel; natural gas
  • 24:25 Lifelines/infrastructure/airports “PDX will not be up and running”
  • 28:35 Port damage/economics
  • 31:45 How prepared is the Pacific Northwest? When will it happen? “We are 9 ½ months pregnant”
  • 35:00 What will it look like?
  • 37:32 What you can do
  • 40:30 What businesses can do
  • 42:11 Can you be sustainable without being resilient?
  • 43:33 What about a resiliency rating system similar to LEED?
  • 53:30 Will utilities, transportation, hospitals be useable after the 9.0? “We’re toast”
  • 1:01:30 End of Allison’s presentation; additional information from Jan Castle on how to prepare
  • 1:19:19 How sustainability measures in your home lead to resiliency

Driving on Styrofoam, Building on Pillows

Geofoam at SR 519

Geofoam at SR 519

You may have seen this recent blog headline: In New York, Buildings ‘Sleep’ on These Giant Red Pillows. Since that headline was called out in an engineering-related notice, you might have assumed it had something to do with seismic stability or that it was related to geotechnical engineering. After all, a recent Washington State Department of Transportation project (SR 519) used giant blocks of styrofoam in the foundation for access ramps and pedestrian areas.

To be more specific, SR 519 had the first application of geofoam approved by the Seattle Department of Transportation. Geofoam, or lightweight expanded polystyrene, is essentially a type of Styrofoam, and is used as lightweight fill in areas where heavier materials would be problematic. For the SR 519 project, using Geofoam helped protect hundred-year-old utilities. Meanwhile, highrises now can have huge rubber or fluid-filled shock absorbers, or Teflon-coated pegs.

But if you clicked on that blog headline about pillows expecting to see an earthquake engineering technology, you would have been delightfully wrong. The blog entry is about a stunning art installation, not about engineering. Although you might wonder whether there is an underlying truth to the art.

Take a look.