Shannon and Wilson Response 4-17-12

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WESTSIDE SUBWAY EXTENSION PROJECT

Contract No. PS-4350-2000
Response to Preliminary Review Comments of Century City Area Fault Investigation Report by Shannon & Wilson
Westside Subway Extension Project
Prepared for:
Prepared by:
777 South Figueroa Street Suite 1100 Los Angeles, California 90017
April 17, 2012
Response to Shannon and Wilson Report 1.0 - Introduction
1.0
INTRODUCTION
ThisreportrespondstothePreliminaryReviewCommentsofCenturyCityAreaFaultInvestigation Report,WestsideSubwayExtensionProjectCenturyCityandBeverlyHillsArea(March8,2012)prepared byShannon&Wilson,Inc.(Shannon&Wilson),whichformulateditscommentsbasedonreviewsoftwo reportspreparedbyMetroonOctober19,2011:theCenturyCityTunnelingSafetyReportandthe CenturyCityAreaFaultInvestigationReport(TunnelingSafetyandFaultInvestigationReports, respectively). MetrohasrespondedtothefollowingthreetopicsdiscussedintheShannon&Wilsoncomments:

SafetyoftunnelingbeneathBeverlyHillsHighSchoolandotherproperties FaultingandfaultinvestigationsintheBeverlyHillsandCenturyCityarea FeasibilityofanatgradestationonSantaMonicaBoulevard
2.0
TUNNELING SAFETY
Shannon&WilsonagreeswithMetrosassessmentofsubwayconstructionandoperationinCentury CityandBeverlyHills,concludingthefollowing:
Tunnelingcanbeaccomplishedsafelybeneathpropertiesusingthetunnelingtechnologyused successfullybyMetroontheMetroGoldLineEastsideExtension(MGLEE).Thisincludestunneling undertheBeverlyHillsHighSchool(BHHS)andaccommodatingfuturedevelopmentattheschool. Gasconditionscanbemitigatedbythetunnelboringmachine(TBM)technologyreferencedabove anditsproposedtunnelliningsystem. Noiseandvibrationduringtunnelconstructioncanbelimitedgenerallytothetunnelaccesspoints, andMetrospredictionsarethatnoisefromtheoperatingtrainswouldbebelowFederalTransit Administration(FTA)thresholds.
TheShannon&Wilsonreportstatedfurtherthatspecificationdetails,TBMprocurement,and constructionbyexperiencedcontractorsareessentialtoachievelittleornoimpactsonoverlyingand adjacentbuildings.Metroconcursandwillhavecontractspecificationsthatdetailstringent requirementsforTBMprocurement,operation,andcontrolofground.Inaddition,biddingcontractors andtheirkeypersonnelwillbeprequalifiedtoensurethattheyhaveexperienceappropriatetothe proposedtunnelingmethods. Shannon&Wilsonalsoindicatedthatinstrumentationandsurveysystemssimilartothoseusedon MGLEEshouldbeincludedthroughouttheWestsideSubwayExtensionProject.Theprogramshould includeinstrumentationonburiedutilitiesandbuildings,andboreholeextensometerstoprovide informationonthesourceofgroundlossesimmediatelyabovetheadvancingTBM,withtheinformation sharedwithCityofBeverlyHillsstaffandbuildingowners.Oncemore,Metroagrees.Suchaprogram wascarriedoutonMGLEEandMetroiscurrentlyimprovingthisprogramtotakeintoaccountnew technology.ThesesystemsareoutlinedintheMetroTunnelAdvisoryPanel(TAP)report(TAP2010), CenturyCityAreaTunnelingSafetyandFaultInvestigationsReport(2011)andwillbecarriedoutby Metroanditstunnelcontractor.Inparticular,deepextensometers,TBMpressures,annulargrouting, WESTSIDE SUBWAY EXTENSION PROJECT
April 17, 2012 Page 1
Response to Shannon and Wilson Report 2.0 - Tunneling Safety
andexcavationvolumeswillbemonitoredparticularlyasstructuresareapproachedandpassedto confirmthatgroundcontroliswithinspecifiedlimits. OtherspecificreferencesthatillustratepointsofagreementwithMetrostunnelingapproachnotedin theShannon&Wilsoncomments,aswellasclarificationofMetrospositiononcertainissuesare providedinTable1. Table 1. Summary of Tunneling Comments and Metro Responses 1. Shannon&WilsonStatement constructionoftunnels,usingstateofthepractice closedfaceTunnelBoringMachines(TBMs)canresultin negligibletominorsettlements,andlittletonoimpacts fromgas,groundwater,andsoilvariabilityisagenerally realisticassessment.(Section7.3.1pg13) MetroResponse Agree:Accordingly,concernsaboutthe dangersofconstructionoroperationof tunnelsshouldberelieved. Metrounderstandshowthoseunfamiliar withtunnelswouldinitiallyexpress concerns.However,tunnelingissafe, especiallyatthedepthsthetunnelswould gobeneathBHHS.Nevertheless,Metrois committedtosatisfactorilyaddressingall publicconcerns
2.
WeagreethatclosedfaceTBMsprovidethebestmeans, Agree:Metroanditsconsultantshave confirmedthisconclusiononMGLEEandon methodsandopportunitiestoachievenegligibleground otherprojects. lossesandsmalltounmeasurablesettlementsOverall, ourexperiencewithclosedfaceTBMshasbeengood... (Section7.3.2pg13) InreferencetoclosedfaceTBMsintheUnitedStates inthelast15yearsmeasuredsettlementsare generallylessthan1inch,andareoftenlessthan0.25 inch,whichisaboutthelevelofaccuracyofmost standardsurfacesurveying.(Section7.3.2pg15) However,largegroundlossesandsurface settlementshaveoccurredonasmallpercentageof internationalprojects,andoverasmallpercentageof thelengthoftheseprojectsmorefrequently occurredwheretheTBMexitsandentersthestations orshafts,wheremixedfaceconditionsoccur (Section7.3.2pg13) Agree:Metrorequirementsaretolimit surfacesettlementstoalevelthatis achievableforthespecifiedgroundcontrol proceduresandfortheplannedtunnel depths. Agree:Selectedtunneldepthandsoil conditionsatCenturyCityareamenableto controlofTBMoperationandpreventionof largeamountsofgroundlossand settlement.Additionalgroundcontrol procedures,suchasgrouting,willbe specifiedandusedtostabilizethesoils, particularlyadjacenttotunnelstation connections,ifdeemednecessary.
3.
4.

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5.
Shannon&WilsonStatement BeneaththeBHHS,thetoporcrownsoftheproposed tunnelsare50to70feetbelowgroundsurface.This shouldprovideadequatedepthforfuturedevelopment ofparkinggarage/basementsdownaboutthreetofour levelsor30to50feetdeep.Normally,constructionis limitedtonocloserthanonetunneldiameterabovethe crownortothesidesofatunnel.However,closer excavationmaybepermittedbyMetrowithadequate designevaluation,lateralsupport,andprotectionofthe transittunnels.(Section7.3.6pg18) Constructionrelatedvibrationsarelikelytobetransitory, sincethetunnelheadingwillbeadvancingattheaverage rateofabout50to100feetperdaybeneathandbeyond anyonesingleproperty.(Section7.3.3pg15) Noiseandvibrationmeasurementswouldbemade underBHHSduringconstruction.However,thereisno indicationthatthesewouldbeusedasnottoexceed baselinesforconstruction.(Section7.3.3pg15)
MetroResponse Agree:TheTunnelingSafetyReportstates thatthedesignoffoundationsabovethe tunnelsfoundationscanbebuiltonslabs abovethetunnelsorwithfoundations betweenthetunnels.Costlybridging structureswithwidespansarenotrequired.
6.
Agree:Metrowillmonitorandcontrolnoise andvibrationduringtunneling,includingthe operationofconstructionoftrainsinthe tunnel. Disagree:Metrosstandardconstruction specificationsprovidenottoexceedlimits forconstructioninducednoiseand vibration.Contractorswillberequiredto maintainnoisewithinspecifiedlimits. NocomplaintsaboutnoisefromtheTBMs werereceivedduringtheMGLEEtunneling.
7.
8.
Thereshouldalsobecomments,andeventually specificationrequirementsonusingsounddampingnoise walls,lownoisefans,andminimizingtrucksenteringand leavingstagingareasduringhoursthatwoulddisruptlocal residents,businesses,andpublicfacilities(Section7.3.3 pg15) aMetrotestprogramshadindicatednoadversenoise orvibrationduetotransittunneloperationsalongboth theRedandGoldLines. The[Metro]Tunneling[Safety]Reportnotesthatnoise andvibrationtestshavealreadybeenperformedonthe BHHSandindicatethatconstructionandtrainoperation noisesandvibrationswillbebelowFTAlimits.(Section 7.3.3pg15)
Agree:Suchprocedureswillbe implementedatconstructionsitesand stationexcavations.(Thecommentsdonot applytotunneling.)
9.
Agree:Nonoisecomplaintswerereceived duringtunnelingofMGLEE,andnonhave beenreceivedfortheoperatingRedLineor MGLEE.

10. Shannon&WilsonStatement ..MetroGoldlinespecificationsrequiredtheinstallation ofdoublegasketedsegmentallinerscoupledwithhigh ventilationratesforeitheran[EarthPressureBalance Machine]EPBMor[SlurryPressureBalanceMachine] SPBMalongwithcontinuousmonitoringforgas concentrations.Similarspecificationrequirementsshould beappliedtothe[WestSideExtension]WSEtoprovide sufficientredundancytopreventmethaneandhydrogen sulfidebuildupinthetunnelduringconstructionand operations.(Section7.3.4pg16)
MetroResponse Agree:Metrowillrequiredoublegasketed segmentallinersontheProject,useofeither EPBMorSPBMTBMs,androbustventilation requirements.
11.
Metrohas[extensivelytestedand]implementedtheuse Agree:Inaddition,thesystemisperforming ofdoublegasketed,boltedconcretesegmentsfortunnel well. lininginordertogreatlyreducethepotentialforgasand groundwaterenteringthetunnels.(Section7.3.4pg16) Lastly,thecontractorisrequired,inpotentiallygassyand Agree:Metroanditscontractorshave gassygroundtoinstallgasdetectionmonitoringsystems pioneeredandimprovedmethodstoensure tocontinuouslymonitorthetunnelatmosphereforgas. tunnelsafetythroughgasbearingsoils. (Section7.3.4pg17) BasedonreviewoftheTunnelReport,onlyboringC 119BinvolvedgastestingatthreeelevationsattheSanta MonicaStation;whereas,sixboringsweretestedforgas concentrationatmultipleelevationsattheConstellation Station.Additionalboringsshouldbedrilledandtested forgasconcentrations,alongwithgroundwaterlevels alongthefinaltunnelalignment. (Section7.3.4pg17) Agree:Duringfinaldesign,additionalborings willbedrilled(atallstationlocations)and willincludemonitoringofgasconcentrations andgroundwaterlevelsalongtheselected tunnelalignment.
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Response to Shannon and Wilson Report 3.0 - Faulting and Fault Investigations
3.0
FAULTING AND FAULT INVESTIGATIONS
Shannon&WilsonconcurswithMetroontwoimportantconclusions: Constructionofsubwaystationswithinactivefaultzonesisunprecedentedworldwide.Tunnels,on theotherhand,havebeendesignedandconstructedthroughactivefaultzonesatanangle. TheareainthegapbetweenthemainidentifiedtracesoftheSantaMonicafaultzoneandthe WestBeverlyHillsLineament(WBHL)alongSantaMonicaBoulevardmaycontainfaulttracesand maybesubjecttogrounddeformationsbecauseoftoocomplexfaultmovementsintheSanta Monicafaultzone.
ThisisconsistentwiththeresultsofMetrosinvestigationoffaultingalongSantaMonicaBoulevard showingthereisaparticularlycomplexintersectionofmultiplefaultsandfaultstrandsinthearea.This complexitymakesitdifficulttofindpositiveevidencefortheabsenceofactivefaultstrandsoverasite thatcanaccommodatethelengthofalong,linearMetrostationwithitsstationplatforms,access structures,crossover,andapproachtunnels. Thereisalsogeneralagreementthatcontinuoustrenchingofsufficientwidthanddepththrough undisturbed,Holoceneage,nativesedimentsalongSantaMonicaBoulevardbothnorthsouthand eastwestwouldbenecessarytoruleoutactivefaulting,bothduetotheSantaMonicafaultzoneand theWBHL.However,Metroquestionsthefeasibilityofachievingcontinuoustrenchingofsufficientsize intheseareas,whereactivefaultsareshownonstatemaps,giventheexistingconditionsinthisdensely developedarea.Holocene(youngerthan11,000years)sedimentshavebeenlargelyremovedbyutility constructioninthearea. InvestigationatConstellationStationLocation Shannon&WilsonNotesthatstudiesforthis(Constellation)stationarenotasthoroughasforthe SantaMonicaStationandrecommendsadditionalinvestigationsatConstellation.Metroagreesthat moreoftheeffortinthefaultinvestigationwasfocusedonSantaMonicaBoulevard,becausetherewas evidenceforthepresenceoftheSantaMonicaFaultbasedonregionalmappingandthe geomorphology.Further,theefforttoevaluateasecondalternativesiteonSantaMonicaBoulevard requiredsignificantadditionalinvestigations.WhereasfortheConstellationStationsite,thegeomorphic evidenceisthatthesiteisnotlocatedinanareaofactivefaulting.Moreover,Metrotriedveryhardto findasuitablesiteonSantaMonicaBoulevardwhichrequiredmoreinvestigation.Asdescribedbelow, MetroconsiderstheexplorationadequateforsitingtheConstellationstation. Shannon&Wilsonquestionedthatafaultstrandmaybelocatedascloseas100feetfromtheeastend ofthestation/crossover.Topographicinformationandconsiderablegeotechnicaldataincludinga100 footdeepbasementexcavationessentiallyexposingthesoilsforthesouthwallofthestation supplementdatafromthetwoboringscitedbyShannon&Wilsonasdescribedfurtherbelow FaultinvestigationstothelevelofdetailperformedfortheSantaMonicaBoulevardstationsitearenot doneroutinely.NootherstationsalongtheWestsideSubwayExtensionalignmenthavebeeneither investigatedforactivefaulting,orhasthislevelofstudybeendoneroutinelyforothertypesof structuresaroundSouthernCalifornia.Thisleveloffaultinvestigationisdoneonlywhenthereisearlier informationsuggestingthelikelypresenceofactivefaulting.Activefaultsdonotjustoccuranywhere. WESTSIDE SUBWAY EXTENSION PROJECT
Theyarelocalizedintodiscretezonesthatarereadilyidentifiablefromcharacteristicdeformation featuresprominentinthelandscape.Forexample,theescarpmentassociatedwiththeactivezoneof theSantaMonicafaultisclearlydefinedalongthenorthernedgeofSantaMonicaBoulevard.Likewise, theWBHLisaprominent,continuousfeatureofthelandscapethatwasidentifiedmorethan20years agoandisconsideredtobethenorthernmostcontinuationoftheNewportInglewoodfaultzone(NIFZ). BothfaultzonesareshownonfaultmapspreparedbytheStateofCaliforniaasbeingactive,asshown onFigureA1(CGS,2005),intheFigureAppendixofthisreport.Metroconcentrateditsdetailedfault investigationsontheseprominentfaultzones. InmarkedcontrasttotheSantaMonicaandWBHL/NIFZscarps,thesiteoftheConstellationStation exhibitsnotopographicevidenceforactivefaulting.Notonlyaretherenoscarpsdiscernibleondetailed predevelopmenttopographicmaps(theSantaMonicafaultandWBHLshowupprominentlyonthese maps),butnonearevisibleonveryearlyaerialphotos(e.g.,obliqueaerialphotostakenintheearly 1920s,aswellastheearliestverticalincidenceaerialphotographstakeninthelate1920s). Nevertheless,Metrodidundertakesignificantanalysisofthesubsurfacestructureoftheareaofthe proposedConstellationStationsite.Specifically,thisexplorationhasincludedexaminationofthe followingmultipledatasets:
Reviewofhistoricaldata,includinghistoricaerialphotographs,topographicmaps,andgeologic maps. ReviewofdatafrompreviousgeotechnicalinvestigationsinCenturyCity.Thisareahasbeen extensivelyinvestigatedanddevelopedforotherproperties,includingthosedirectlyadjacenttothe southoftheConstellationStationsite.Thedataincludedboringsandphotographsfromthedeep excavationforundergroundparkinggaragesmorethan50feetdeep. Newborings,conepenetrationtests(CPTs),andobservationwells(gasandwater)fortheMetro alignments.
Geologicmapsdatingbacktotheearly1900ssuchasHoots(1930)donotshowfaultsinthe ConstellationStationarea.Historicaerialphotographsandtopographicmapsincludingtopographic mapsandphotosdatingbacktothe1910sand1920ssuchasthe1922photographinFigureA2from theSpenceCollectionatUCLA(Spence,1922)shownogeomorphicevidenceoffaulting. Metrorevieweddatafrompreviousgeotechnicalinvestigationsandconstructionobservationsincluded boringlogsfromtheinvestigationsandphotographstakenduringexcavationsfordeepunderground parkinggarages.FigureA3showsthelocationsoftheextensivegeotechnicalexplorationsconductedin theConstellationStationareadatingbackto1959.Inadditiontotheboringsdrilledforthefoundation investigations,geotechnicalobservationswereperformedduringconstruction,andtheexcavations weredocumentedinphotographs.Mostofthebuildingsintheareahaveundergroundparkinggarages (FigureA4).FigureA4alsoshowsthelocationsoftheconstructionexcavationphotographsinFigure A5,6,and7.Thesephotosshowthe80to100footdeepundergroundparkingexcavationforthe buildingadjacenttoConstellationBoulevardtothesouth.FigureA5,lookingnorthwestalong ConstellationBoulevard,showswhatwillbethesouthernwalloftheConstellationStationexcavation. Basedontheconstructionphotostakenperiodicallyduringtheexcavationprocess(FigureA5,Figure A6andFigureA7),offsetsofhorizontallybeddedsedimentsarenotobservedacrosstheexcavation.

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Newborings,conepenetrationtests(CPTs),andobservationwellswereexcavatedinConstellation Boulevardalongthestationalignment,andnewborings,CPTs,andaseismicreflectionline(crossing perpendiculartoConstellationBoulevardalongAvenueoftheStars)wereperformedduringMetros recentWestsideinvestigation.ThesearealsoshownonFigureA3 Reviewofthehistoricaldataandexcavationsdescribedabove(togetherwiththenewdata)revealed absolutelynoevidenceoffaultingintheConstellationStationarea.ItcanbeseenthatMetrobasedthis conclusiononsubstantialevidencefrommultipledatasetsandnotjustondatafrom2borings.Metro concludesthatConstellationStationandtunnelalignmenttohavebeenexploredinsufficientdetailwith respecttofaultstorecommendthealignmentselection. NewportInglewoodFaultZoneandWestBeverlyHillsLineament AprominentfaultscarpalongthenorthernextentoftheNewportInglewoodFaultZonedefinesthe WestBeverlyHillsLineament.NorthofSantaMonicaBoulevard,theWestBeverlyHillsLineamentforms atearorconnectiononbetweentheSantaMonicafaultandtheHollywoodfault. Thekinematics(geometryofslip)oftheSantaMonicafaultsystemrequiresthatthenorthernNewport InglewoodFaultZoneextendallthewaynorthtothesurfacetraceoftheSantaMonicafault. Specifically,asnotedbyDolanetal.(2000),theSantaMonicafaultexhibitsamuchmorepronounced componentofreverseslipthandoesitseasternextension,whichisknownastheHollywoodfault.The Hollywoodfaultexhibitspredominantlyleftlateralstrikeslipmotion(northsidetothewest,referto FigureA8)(Dolanetal.,1997),whereastheSantaMonicafaultexhibitsacombinationofreverseand leftlateralmotion(northsideupandtothewest).GiventhattheSantaMonicaandHollywoodfaults havethesameapproximatelyeastweststrike,themorepronouncedreversecomponentofsliponthe SantaMonicafaultrequiresthatthisextracomponentofslipisaddedtothesystemalongtheWBHL byrightlateralstrikeslip.TheserelationshipsareshowninsimplifiedforminFigureA8.TheNewport Inglewoodfaultsystemisapredominantlyrightlateralfaultsystem.Thechangefromstrikesliponthe HollywoodfaulttoreversestrikeslipontheSantaMonicafaultoccursattheWBHL.Theinescapable conclusionisthattheactivenorthernNewportInglewoodfaultsystemmustextendnorthwardalong theWestBeverlyHillsLineamenttothesurfacetraceoftheSantaMonicafault. TrenchingtoPrecludeFaulting/GroundDeformation Shannon&WilsonquestionsthepresenceandactivityoftheWestBeverlyHillsLineamentbasedon trenchingperformedattheBHHScampus. Thedatafromthatinvestigationdescribed,inpart,bytheletterreportbyRoyJ.Shlemonand Associates,Inc.(AppendixB)arenotavailabletoMetrosocommentcannotbemadeonthem. However,theresultsofthatinvestigationwouldnotprecludethepresenceoffaultsoftheWBHLin SantaMonicaBoulevard.BasedonthecloselyspacedboringsandCPTs,theseismicreflectiondata,and thereviewofhistoricaltopographicmapsandaerialphotographsperformedinMetrosinvestigation, thereareunquestionablyfaultspresentinSantaMonicaBoulevard.Thesefaultsareclearlyseeninthe geophysicalsurveylineTransect4shownonFigureA9.Thedifficultyisdeterminingthelevelofactivity ofthefaulting. WhileitmaybepossibletofindHolocenesedimentsinatrenchintheoldrailroadrightofwayalong SantaMonicaBoulevard,atrenchthere(ifpermissioncouldbeobtainedfromtheownerofthat WESTSIDE SUBWAY EXTENSION PROJECT
property)wouldnotaddresstheareaattheintersectionofSantaMonicaBoulevardandSouthMoreno Drive,wheresignificantfaultoffsetwasobservedintheborings,CPTs,andgeophysicalsurveyline (secondfaultfromtheleftonFigureA10).Inadditiontothe10(ormore)northsouthtrendingutility linesintheintersection,thereisa20footwideboxculvertmorethan24feetdeepinSouthMoreno Driveattheintersection(FigureA11).Excavationoftrenchestoemplacethesesubsurfaceutilitieshas destroyedtheoriginallayeringnecessarytoidentifyfaults(orthelackthereof),andthereisno possibilitythatundisturbedHolocenesedimentsthatcouldbeusedtoevaluatetheactivityofthat faultingremainintheintersection. Toprecludethepotentialfornorthandnortheasttrendingfaultsandgrounddeformationassociated withtheSantaMonicafaultzoneandthecomplexitiesattheintersectionofthetwofaultzonesinthe gapareabetweenthefaultsonSantaMonicaBoulevard(andtoevaluatetheactivityoffeatures encountered),numerousverylongtrenchesinanorthwestsoutheastorientationthatprovide continuousexposureofHolocenesedimentswouldberequired.Thereareatleast17utilitylinesand trenchesalongthisportionofSantaMonicaBoulevardthatwouldhavetobecrossed(FigureA12), includingsewer,water,gas,electric,stormdrain,telephone,cable,andfiberopticcable.Thetrenches excavatedtoemplacetheseutilitylineswoulddisturband/orremovetheHolocenesedimentsatthese locations,whichisimportantbecauseunlesstrenchexposuresofundisturbed(byman)sedimentsare completelycontinuousacrosstheareaofinterest,theresultswillbeinconclusive.Evengapsasshortas afewfeetwouldmissfaultsandgrounddeformationfeatures.TrenchinginSantaMonicaBoulevard wouldalmostcertainlybeinconclusiveandthereforenotpossibletoprecludeactivefaultingandground deformation. GroundwaterBarrier ShannonandWilsonrecommendedthatadditionalboringswithwellsandpiezometersbeinstalledand amapofcontouredgroundwaterlevelsbedevelopedtohelpidentifythelocation,orientation,and causeofthe"groundwaterbarriertotheNorthwestoftheConstellationstation.BoringsalongSanta MonicaBoulevardhavedemonstratedthattheSantaMonicafaultzoneformsabarriertosouthward flowofgroundwatertothewestofAvenueoftheStars.Thebarrieriscreatedbypermeablesandbeds tothenorthbeingfaultedagainstrelativelyimpermeablesiltandclaybedstothesouth.Totheeastof AvenueoftheStars,theolderalluvialdepositsarethickerandmoresandandgravelbedsarepresent. Therewasnoobservedpatternofgroundwaterlevelsorapparentrelationshiptofaults. Conclusions MetroreconfirmstheconclusionsreachedinthethreeCenturyCityareareports(TunnelingSafety,Fault Investigation,andTAPReports)andtherecommendationthattheConstellationStationalignmentbe selectedfortheWestsideSubwayExtension.ActivefaultingispresentonSantaMonicaBoulevardinthe CenturyCity/BeverlyHillsarea,andnosubwaystationlocationonSantaMonicaBoulevardinCentury CitywillmeetMetroscriteria.TheConstellationStationsiteissuitableforaMetrostationandcanbe safelyconstructedandoperated.TunnelingcanalsobesafelyaccomplishedalongtheConstellation StationalignmentundertheBHHSandadjacentproperties. Table2summarizesMetrosresponsetotheissuesconcerningfaultandfaultinginvestigationsraisedin theShannon&Wilsonreport.

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Table 2, Summary of Fault Investigation Comments and Responses Shannon&WilsonStatement MetroResponse
1 studiesforthis[Constellation}stationare Agree:MetroexpendedsignificanteffortalongSanta MonicaBoulevardtofindasuitablelocationforastation. notasthoroughasfortheSantaMonica FewerboringsweredrilledatConstellationBoulevard Station.(ExecutiveSummarypg1) becausetherewasnofaultidentifiedatthissiteongeologic maps.However,boringsfromextensivepriorsubsurface investigations,aswellasotherdata(maps,photos,etc) wereusedtosupportMetrosfindingsattheConstellation Stationsite. 2 werecommendthatcomparable geologicalandgeotechnicalexplorations becarriedoutfortheConstellation Station.(ExecutiveSummarypg1) 3 Relocatingthestationfurthersouthor eastalongSantaMonicaBoulevard, includingthegaphasriskssimilartothe currentproposedSantaMonicaStation owingtohighprobabilityofground deformationstemmingfromearthquakes originatingfromtheSMFZorby previouslyunmappedfaultsplays. (ExecutiveSummarypg1) 4 Werecommendedfaulttrenchingoccur atthestationlocation.(Executive Summarypg1) Disagree:Abundantexistinginformationisavailableinthe vicinityofConstellationStation(FigureA3)fromprevious investigations.Theseotherstudiesshownoevidenceof faultingatthesite. Agree:Thereisconsiderableuncertaintyintherelationships betweentheSantaMonicafault,Hollywoodfaultandthe WBHL,butsincetheSantaMonicafaultzoneandthe Hollywoodfaultzoneareactive,theconnectingWBHLfault mustalsobeactive.Thetopographyconfirmsthese relationships.
Disagree:Trenching,especiallyinthisurbanareawithlarge stormdrainsandutilities,cannotconclusivelyresolve whetherthereisanyzonethatisnotinanactivezoneof deformation.Eveniffaultsarenotidentifiedinthe trenches,therewouldstillbeuncertaintybecauseofthe kinematicrelationshipsofthefaults.Therefore,trenching willcreatemorequestionsnotanswers. Disagree:theSantaMonicafaultzoneformsabarrierto southwardflowofgroundwatertothewestofAvenueof theStarscausedbypermeablesandbedstothenorthbeing faultedagainstrelativelyimpermeablesiltandclaybedsto thesouth.TotheeastofAvenueoftheStars,theolder alluvialdepositsarethickerandmoresandandgravelbeds arepresent.Basedonwaterlevelsinextensiveprior geotechnicalborings,therewasnoobservedpatternof groundwaterlevelsorapparentrelationshiptofaults.
5 recommendthatadditionalborings withwellsandpiezometersbeinstalled andamapofcontouredgroundwater levelsbedevelopedtohelpidentifythe location,orientation,andcauseofthe groundwaterbarrier.(Section7.3.5pg 18)

Shannon&WilsonStatement MetroResponse
6 WithrespecttotheAlquistPriolo(AP)Act Agree:Designforfaultdisplacementwouldbeimpractical (Section8.3),andStationssubjecttofault withoutprecedence,andwouldnotmeetMetrosLife displacement:Wedidnotfind SafetyStandards.. referencestostationsknowinglyplaced acrossanactivefaulttrace.(Section8.3.2 pg21)

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Response to Shannon and Wilson Report 4.0 - Alternative Station Designs
4.0
ALTERNATIVE STATION DESIGNS
Shannon&Wilsondescribedwhattheybelievedweresomealternativestationconfigurationsthat shouldbeinvestigated:movingthestationonSantaMonicaBoulevardfarthertotheeast;theother,to consideratgrade(surface)options.Metrohaslookedattheseaswellasanaerialstationconcept. MoveUndergroundStationEast Thefirstalternative,movingtheundergroundstationtotheeast,isshowninFigureA13.Thestation hasbeenmovednortheasttojustcleartheBenedictCanyonboxculvertinanattempttoclearthefault zone(refertoFigureA14forthestationagainstthefaultzonelocations),butportionsofthestation platformwouldremaininthefaultzone.Thereisjustenoughroomatthatlocationtofitthestationbox andcrossoverandstillhaveroomforareasonablecurveontoWilshireBlvd.Thewestendofthestation structuredoesnotclearthefaultzone,butthisisasfareastasthestationboxcanpracticallybemoved. Asidefrombeinginthefaultzone,thisdoesnotappeartobeapracticalsolutionfromaplanning perspectivebecauseitmovesthestationentrancefartherawayfromthemajorpedestrianactivity center.Theentranceisnowmorethan700feetfromCenturyParkEast. AtGradeStation Thesecondconcept,PuttingthestationatgradewasstudiedearlierbyMetrobutwasdiscountedas impracticalbecauseoftheimpactonthetrafficcirculationonSantaMonicaBoulevard.Inthisoption, thestationplatformwouldremaininanactivefaultzone.Thelongapproachstructureswouldalsoneed tobedesignedforfaultruptureforarelativelylongdistance(parallelto)theSantaMonicafaultzone. Theconceptforthisalternativehasbeentousetheabandonedrailroadrightofwaytoconstructa trenchsothetraincouldtransitionfromasubwayonWilshireBoulevardtoanatgradealignmentinthe centermedian/buslaneofSantaMonicaBoulevard.Tomaximizetheuseofthisformerrailroadrightof way,FigureA15showstheeastportaloftheproposedatgradesectionbeginningattheintersectionof WilshireandSantaMonicaBoulevards.Thetransitiontrenchfrombelowgroundtoatgradewould extendforabout900feetandthetrackswouldreachthesurfaceapproximately200feetwestof CharlevilleBoulevard.Thetrainwouldthenruninanatgradeconfigurationwithacrossovertrackand atgradestationateitherCenturyParkEastorAvenueoftheStars. OntheWestsideofthestation,anothertransitiontrenchfromatgradetobelowgroundwouldbe requiredwhichwouldextendforanother800feet.IftheatgradestationwerelocatedatCenturyPark East,thetotallengthofthecombinationopentrenchandabovegroundsectionwouldbeover3,200 feetinlength.IftheatgradestationwerelocatedbetweenAvenueoftheStarsandCenturyParkEast, thetotallengthofthecombinationopentrenchandabovegroundsectionwouldbeofsimilaroverall lengthandwouldextendapproximately800feetwestofAvenueoftheStars.FigureA16showsthe stationlocatedatCenturyParkEastagainsttheFaultZones.AccesstothestationplatformfromCentury CitywouldneedtobegradeseparatedoverthetracksandSantaMonicaBoulevard(FigureA17). AmajorissuewiththeatgradealignmentisSantaMonicaBoulevardisthatitistoolongtofitwithin theabandonedrailroadrightofway.Therightofwayisapproximately1,700feetinlength,butthe lengthrequiredforthetwotransitiontrenchsectionsandtheatgradesectionisover3,200feet. Thereforealargeportionoftheabovegroundalignmentwouldneedtobelocatedinthecenterof SantaMonicaBoulevardandwouldcausesevereimpactstoexistingtrafficmovementsonthatstreet. WESTSIDE SUBWAY EXTENSION PROJECT
TheMetroPurpleLineheavyrailsystemisdesignedfortrainstooperateatservicefrequenciesofevery fourminutes,meaningthattrainsattheintersectionsalongSantaMonicaBoulevardwouldpassinthe eastbounddirectioneveryfourminutesandalsointhewestbounddirectioneveryfourminutes resultinginacombinedfrequencyofonetrainpassingthrougheachintersectioneverytwominutes. Thespeedlimitleavingthestationis70mph.Fromatrafficperspective,thedesignheadwayswithat gradecrossingscreateasituationwherecrossingprotectiongateswouldberequired.Becauseofthe frequencyofthetrainservice,thesegateswillbedownlongerthanupresultinginasevereimpacton travelinandoutofCenturyCityaswellastravelonSantaMonicaBoulevardeastofCenturyCity. IntersectionsimpactedwouldincludeMorenoDrive,CenturyParkEast,AvenueoftheStarsandthe transitionroadwaysbetweenBigSantaMonicaBoulevardandLittleSantaMonicaBoulevardnearthe BeverlyHillsCityLimit.Thus,itwouldalmostcertainlybenecessarytofenceofftheatgradesectionand closetheseportionsofSantaMonicaBoulevardthatwouldthencrosstheShannon&Wilsonproposed layout,effectivelyprecludingaccesstowestboundSantaMonicaBoulevardfromtheseintersections. Fromasafetyperspective,heavyrailsystemslikethisone,haveanexclusiverightofwaytokeeptrains fromhittingcarsorpeopleonthetracks,andtoprotectpeoplefromtheelectricalhazardofthethird rail.TheShannon&Wilsonreportnotesthatthereareexamplesofatgradestreetcrossingson commuterrailsystemsonLongIslandandinTokyo.WhereastheLongIslandRailRoadhascommuter trainsatlongheadwayscrossingsomestreetsatgrade,thefrequentheadwaysfortheWestside SubwayExtensionwouldrequiregradeseparatedcrossingsandfencingalongtherightofwayto protectthepublic.Forthesereasons,theconceptofanatgradesectionofthetransitsysteminthis congestedurbanareaisdangeroustoboththetrainsandthepublicandwouldhavesignificanttraffic impacts.Thisproposedconceptshouldnotbeconsidered. Shannon&WilsonalsosuggestedthatthestationcouldbelocatedontheedgeofSantaMonica Boulevard,ratherthanwithinthecurrentcenteroftheROW.Ifsuchanalignmentwerelocatedalong thenorthernedgeoftherightofway,thecurrenttrafficlanescouldberelocatedtothesouthsothat therewouldbenolocationswheretheatgradetrainswouldoperatethroughtrafficintersections.Such analignmentwouldworkquitewellalongtheedgeoftheLosAngelesCountryClubwherenoaccessto thenorthiscurrentlyprovided,however,suchanalignmentintheBeverlyHillsorComstockHills portionsofSantaMonicaBoulevardwouldseverallaccesstothepropertiesalongthenorthernedgeof thestreet.AccesswouldbeblockedtotheBeverlyHiltonHotel,theRobinsonsMaysiteandportionsof SantaMonicaBoulevardwestoftheLosAngelesCountryClub.Foranatgradestation,thiswould requirethereconfigurationofSantaMonicaBoulevardwhichisdividedintonorthandsouthbythe centermedianROW.Thiswoulddisruptthevehiculartrafficflowbecausethetrafficlaneswouldnotbe configuredtomatchthelanesontheeastsideofWilshireBoulevard. Forthereasonsabove,theconceptofanatgradesectionofthetransitsystemalongthenorthernedge ofSantaMonicaBoulevardinthisseismicallyactive,congestedurbanareawouldhavesignificant impactstopropertieslocatedalongthenorthernedgeofSantaMonicaBoulevard.Thisproposed conceptshouldnotbeconsidered. AerialStation Withtheaerialstationconcept,thestructurewouldhavethesameseismicdesignconcernsasan undergroundstationinanactivefaultzone.Transitstationsoranystructuredesignedforhuman

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occupancyshouldnotbeplacedonanactivefault.Designforlifesafetywouldbeunprecedented. Otherissueswiththisconfigurationaredescribedbelow. PuttingtheStationinanaerialconfigurationwassuggestedasanoptiontoremovesomeofthetraffic impactsassociatedwiththeatgradealternative,butthiswouldintroduceotherissues.Theconceptfor thisalternativeshowninFigureA18,showstheeastportaloftheproposedatgradesectionatthe intersectionofWilshireandSantaMonicaBoulevard.Thetransitiontrenchfrombelowgroundtoaerial wouldextendabout800feetwestofWilshireBoulevard.Thetrainwouldthentransitionfromatgrade toaerialonanaerialstructurethatwouldbeconstructedinthecentermedianofSantaMonica Boulevard.Thetrainswouldruninanaerialconfigurationwithacrossovertrackandanaerialstation betweenCenturyParkEastandAvenueoftheStars.OntheWestsideofthestation,thestructure woulddescendtogradeandthenenteranothertransitiontrenchfromatgradetobelowgroundwhich wouldextendforanother2,100feet.Thecombinationopentrenchandabovegroundsectionwouldbe about5,800feetinlength,extendingfromWilshireBoulevardtobeyondBeverlyGlenn.Accesstothe stationplatformfromCenturyCitywouldneedtobegradeseparatedoverthetracksandSantaMonica BoulevardasshowninFigureA19. ThereareotherissuesassociatedwiththeconceptofanaerialalignmentfortheSantaMonica BoulevardStation.First,usingthemaximumgradeof4percent,theportalstructuredistancebetween thetrackportalandthelevelaerialstructureisapproximately1,500feetInthisportionofthe alignmentthetrackwouldneedtobefencedanditwouldbeimpossibleforcarstocrossoverorunder thetrack.Atthewestendoftheportalstructure,thissamelengthwouldseverelyimpactonaccessinto CenturyCitybetweenAvenueoftheStarsandwillblocktrafficbeyondBeverlyGlenn.Theportal structureanditsretainingwallswillalsobeinthefaultzones. AsmentionedaboveaccommodatingpedestrianmovementfromtheaerialstationacrossSantaMonica Boulevard.TogetthelargenumberofridersfromtheCenturyCityStationacrossSantaMonica Boulevard,theaerialstructureneedstobehightoallowagradeseparatedwalkway.Thiswouldmean thatthetrackisover55ftabovetheroadway,andcreatesastructureforthestationthatisquitehighin thisseismiczone(FigureA19).Thedistancefromendtoendoftheaerialstructureandtheportal structuresisnowalmost900feetlongerthantheatgradeconcept.Thisbeginstoimpactthe alignmentofthetunnelthattraversesacrosstoWilshireBoulevardandUCLAStation. Forthereasonsabove,theconceptofanaerialsectionofthetransitsysteminthisseismicallyactive congestedurbanareaisdangeroustoboththetrainsandthepublicandwillhavesignificanttraffic impacts.Thisproposedconceptshouldnotbeconsideredfurther. SummaryofAlternativeStationDesigns
Movingsubwaystationeast:StationremainingonSantaMonicaBoulevard,theentrancewouldbe over700feeteastofCenturyParkEast,nolongerinCenturyCity.Inaddition,thewestendofthe stationwouldstillbeintheactivefaultzone. AtGradeoptions:Theseoptionswouldplacethestationatgrade,howevertheplatformswouldstill beinthefaultzones.TrafficwouldbeblockedacrossSantaMonicaBoulevardfromWilshire BoulevardtoeastofAvenueoftheStars.

Aerialoption:Thiswouldrequireastructureover1mileinlengthfromWilshireBoulevardto beyondBeverlyGlenn.Aerialstationsacrossfaultzonesareunacceptable.Trafficmanagement issuesalsoappearunacceptable.

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Response to Shannon and Wilson Report 5.0 - References
5.0
REFERENCES
Bryant,W.A,FaultActivityMapofCalifornia,(2005),CaliforniaGeologicalSurveywebsite Dolan,J.F.andPratt,T.L.,1997,HighResolutionSeismicReflectionprofilingOftheSantaMonicaFault Zone,WestLosAngeles,California,GeophysicalResearchLetters,Vol.24,No.16,pp.20512054 Dolan,J.F.,Sieh,K.,andRockwell,T.K.,2000,LateQuaternaryActivityandSeismicPotentialofthe SantaMonicaFaultSystem,LosAngeles,California,GeologicalSocietyofAmericaBulletin,Vol.112, No.10. Hoots,W.H.,1931,GeologyoftheEasternPartoftheSantaMonicaMountains,LosAngelesCounty, California:U.S.GeologicalSurveyProfessionalpaper165C,52p MetroTunnelAdvisoryPanel(TAP),CenturyCityAreaTunnelingSafetyandFaultInvestigationsReport, October2011 Metro,ResponsetoHazardAssessmentStudybyExponent,WestsideSubwayExtensionProject,April 2012. ParsonsBrinckerhoff,CenturyCityAreaFaultInvestigationReport,October2011 ParsonsBrinckerhoff,CenturyCityAreaTunnelingSafetyReport,October2011 Shannon&Wilson,PreliminaryReviewCommentsofCenturyCityAreaFaultInvestigationReport, WestsideSubwayExtensionProjectCenturyCityandBeverlyHills,CA SpenceAerialPhotos,1922,UCLAPhotoCollection

Response to Shannon and Wilson Report Appendix A - Figures
APPENDIX A

FIGURES
List of Figures
FigureA1:CaliforniaGeologicSurveyActiveFaultMap.........................................................................A3 FigureA2:HistoricAerialPhotoCenturyCityArea.................................................................................A5 FigureA3:PastandCurrentBoringLocations,CenturyCityArea...........................................................A7 FigureA4:DeepBasements&UndergroundParking.............................................................................A9 FigureA5:ConstructionofDeepExcavation,CenturyCityLookingNorth............................................A11 FigureA6:DeepExcavation,CenturyCity,ConstellationBoulevardLookingEast ...............................A13 . FigureA7:DeepExcavation,ConstellationBoulevard,LookingSouth..................................................A15 FigureA8:FaultSystemandTearFaultSchematic................................................................................A17 FigureA9:Transect4,CenturyCityFaultInvestigation.........................................................................A19 FigureA10:Transect2,CenturyCityFaultInvestigation......................................................................A21 FigureA11:UndergroundUtilityLocationPlan,SantaMonica&SouthMorenoDrive.......................A23 FigureA12:SubwayStationEastofMorenoDriveonSantaMonicaBoulevard..................................A25 FigureA13:SubwayStationEastofMorenoDrive................................................................................A27 FigureA14:FaultZones,CenturyCity,SantaMonicaBoulevardUndergroundStation(StationEastof MorenoDrive) ..............................................................................................................A29 . FigureA15:PlanofAtGradeStationConcept......................................................................................A31 FigureA16:FaultZones,CenturyCity,SantaMonicaBoulevardAtGradeStation..............................A33 FigureA17:AtGradePlatform,TypicalCrossSectionatPlatform........................................................A35 FigureA18:PlanofAerialStationConcept...........................................................................................A37 FigureA19:FaultZones,AerialStationConcept..................................................................................A39 FigureA20:CrossSection,AerialStationandPedestrianOverpassConcept......................................A41

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Response to Shannon and Wilson Report 5.0 - References

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Figure A-1: California Geologic Survey Active Fault Map

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Response to Shannon and Wilson Report Appendix A- Figures
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Figure A-2: Historic Aerial Photo Century City Area


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Figure A-3: Past and Current Boring Locations, Century City Area


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Figure A-4: Deep Basements & Underground Parking


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Figure A-5: Construction of Deep Excavation, Century City Looking North


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Figure A-6: Deep Excavation, Century City, Constellation Boulevard Looking East


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Figure A-7: Deep Excavation, Constellation Boulevard, Looking South


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Figure A-8: Fault System and Tear Fault Schematic


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Figure A-9: Transect 4, Century City Fault Investigation


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Figure A-10: Transect 2, Century City Fault Investigation


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Figure A-11: Underground Utility Location Plan, Santa Monica & South Moreno Drive
Schematic Cross Section


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Figure A-12: Subway Station East of Moreno Drive on Santa Monica Boulevard


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Figure A-13: Subway Station East of Moreno Drive


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Figure A-14: Fault Zones, Century City, Santa Monica Boulevard Underground Station (Station East of Moreno Drive)


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Figure A-15: Plan of At-Grade Station Concept


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Figure A-16: Fault Zones, Century City, Santa Monica Boulevard At-Grade Station


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Figure A-17: At Grade Platform, Typical Cross Section at Platform


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Figure A-18: Plan of Aerial Station Concept


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Figure A-19: Fault Zones, Aerial Station Concept


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Figure A-20: Cross Section, Aerial Station and Pedestrian Overpass Concept


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WESTSIDE SUBWAY EXTENSION PROJECT

Response to Shannon and Wilson Report 1.0 - Introduction

SafetyoftunnelingbeneathBeverlyHillsHighSchoolandotherproperties FaultingandfaultinvestigationsintheBeverlyHillsandCenturyCityarea FeasibilityofanatgradestationonSantaMonicaBoulevard

Response to Shannon and Wilson Report 2.0 - Tunneling Safety

WESTSIDE SUBWAY EXTENSION PROJECT

April 17, 2012

Response to Shannon and Wilson Report 2.0 - Tunneling Safety

MetroResponse Agree:TheTunnelingSafetyReportstates thatthedesignoffoundationsabovethe tunnelsfoundationscanbebuiltonslabs abovethetunnelsorwithfoundations betweenthetunnels.Costlybridging structureswithwidespansarenotrequired.

Agree:Suchprocedureswillbe implementedatconstructionsitesand stationexcavations.(Thecommentsdonot applytotunneling.)

Agree:Nonoisecomplaintswerereceived duringtunnelingofMGLEE,andnonhave beenreceivedfortheoperatingRedLineor MGLEE.

WESTSIDE SUBWAY EXTENSION PROJECT

Response to Shannon and Wilson Report 2.0 - Tunneling Safety

MetroResponse Agree:Metrowillrequiredoublegasketed segmentallinersontheProject,useofeither EPBMorSPBMTBMs,androbustventilation requirements.

WESTSIDE SUBWAY EXTENSION PROJECT

April 17, 2012

FAULTING AND FAULT INVESTIGATIONS

WESTSIDE SUBWAY EXTENSION PROJECT

April 17, 2012

WESTSIDE SUBWAY EXTENSION PROJECT

April 17, 2012

Table 2, Summary of Fault Investigation Comments and Responses Shannon&WilsonStatement MetroResponse

5 recommendthatadditionalborings withwellsandpiezometersbeinstalled andamapofcontouredgroundwater levelsbedevelopedtohelpidentifythe location,orientation,andcauseofthe groundwaterbarrier.(Section7.3.5pg 18)

WESTSIDE SUBWAY EXTENSION PROJECT

6 WithrespecttotheAlquistPriolo(AP)Act Agree:Designforfaultdisplacementwouldbeimpractical (Section8.3),andStationssubjecttofault withoutprecedence,andwouldnotmeetMetrosLife displacement:Wedidnotfind SafetyStandards.. referencestostationsknowinglyplaced acrossanactivefaulttrace.(Section8.3.2 pg21)

WESTSIDE SUBWAY EXTENSION PROJECT

April 17, 2012

Response to Shannon and Wilson Report 4.0 - Alternative Station Designs

ALTERNATIVE STATION DESIGNS

Response to Shannon and Wilson Report 4.0 - Alternative Station Designs

WESTSIDE SUBWAY EXTENSION PROJECT

April 17, 2012

Response to Shannon and Wilson Report 4.0 - Alternative Station Designs

WESTSIDE SUBWAY EXTENSION PROJECT

Response to Shannon and Wilson Report 4.0 - Alternative Station Designs

Aerialoption:Thiswouldrequireastructureover1mileinlengthfromWilshireBoulevardto beyondBeverlyGlenn.Aerialstationsacrossfaultzonesareunacceptable.Trafficmanagement issuesalsoappearunacceptable.

WESTSIDE SUBWAY EXTENSION PROJECT

April 17, 2012

Response to Shannon and Wilson Report 5.0 - References

WESTSIDE SUBWAY EXTENSION PROJECT

Response to Shannon and Wilson Report Appendix A - Figures

WESTSIDE SUBWAY EXTENSION PROJECT

Response to Shannon and Wilson Report 5.0 - References

WESTSIDE SUBWAY EXTENSION PROJECT

April 17, 2012

Response to Shannon and Wilson Report Appendix A - Figures

Figure A-1: California Geologic Survey Active Fault Map

WESTSIDE SUBWAY EXTENSION PROJECT

Response to Shannon and Wilson Report Appendix A- Figures

WESTSIDE SUBWAY EXTENSION PROJECT

April 17, 2012

Response to Shannon and Wilson Report Appendix A - Figures

Figure A-2: Historic Aerial Photo Century City Area

WESTSIDE SUBWAY EXTENSION PROJECT

Response to Shannon and Wilson Report Appendix A- Figures

WESTSIDE SUBWAY EXTENSION PROJECT

April 17, 2012

Response to Shannon and Wilson Report Appendix A - Figures

WESTSIDE SUBWAY EXTENSION PROJECT

Response to Shannon and Wilson Report Appendix A- Figures

WESTSIDE SUBWAY EXTENSION PROJECT

April 17, 2012

Response to Shannon and Wilson Report Appendix A - Figures