CRITERIA

STRUCTURAL

SEISMIC DESIGN
CONTENTS

1.

SCOPE

2.

DESIGN POLICY

3.

DESIGN CODES AND REFERENCE DOCUMENTS

4.

STRUCTURE TYPES

5.

DESIGN EARTHQUAKE GROUND MOTIONS

5.1
Structures other than Buildings
5.2
Buildings

6.

ANALYSIS AND DESIGN REQUIREMENTS

6.1
Bridges
6.2
Aerial Passenger Stations
6.3
At Grade Passenger Stations
6.4
Underground Passenger Stations
6.5
Buildings
6.6
Earth Retaining Structures
6.7
Cut-and-Cover Subway Line Structures
6.8
Bored Tunnel Linings
6.9
Equipment, Utilities and Related Supports and Anchorages

7.

SEISMIC INSTRUMENTATION
7.1
Seismic Triggers/Alarms for Elevators and Escalators
7.2
System Seismic Sensing Instrumentation/Alarms

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CRITERIA
STRUCTURAL
SEISMIC DESIGN

1.

SCOPE
All structures, equipment, utilities and related supports and anchorages shall be
designed to resist the ground motions and meet the acceptance criteria specified in
this document. All components in the District are intended to meet, as a minimum,
the provisions in applicable State and National codes, which are generally focused
toward life safety. Applicable State and National codes are used as much as possible,
however modifications for enhanced performance are made that reflect the
importance of the BART system and the importance of specific types of structures
and equipment for restoration and maintaining operability of the system following
future earthquakes. Different structures and equipment have different functions and
importance to system operation. Structures with greater importance will be designed
for higher reliability through use of higher ground motion levels and/or more
restrictive acceptance criteria.

2.

DESIGN POLICY
The goal of these criteria is to ensure safety, and to provide post-earthquake
performance consistent with the function and importance of the facility or equipment.
It is the goal of this policy to avoid prolonged interruption of BART operations due
to structural failure or damage, and to protect the massive capital investment
represented by BARTs permanent stationary facilities. The criteria reflect the lack
of redundancy and importance of operability of the BART system.

3.

DESIGN CODES AND REFERENCE DOCUMENTS

These Seismic Criteria make reference to, or incorporate (with or without
modification) the following principal design codes (Latest Edition):

CBC - The California Building Code

ACI - American Concrete Institute, Building Code Requirements for

Reinforced Concrete, ACI 318

AISC - American Institute of Steel Construction, Steel Construction Manual

ASCE 7 - American Society of Civil Engineers, Minimum Design Loads for

Buildings and Other Structures

AWS Structural Welding Code, Steel, ANSI/AWS D1.1, Structural Steel

Welding
Code,
Reinforcing
Steel,
ANSI/AWS
D1.4,
and
Bridge Welding Code ANSI/AASHTO/AWS D1.5

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4.

BART Track safety Standards

BART Earthquake Safety Program (ESP) Design Criteria, Volumes 1 & 2

CBDS California Department of Transportation ("Caltrans") Bridge

Design Specifications. The CBDS shall be understood to include the following
documents:

Bridge Memo to Designers Manual (MTD)

Bridge Design Practice Manual (BDP)

Bridge Design Aids Manual (BDA)

Bridge Design Details Manual (BDD)

Standard Plans

Seismic Design Memorandum

Seismic Design Criteria (SDC)

STRUCTURE TYPES
Seismic analysis and design requirements are given in Article 6. herein, which has
nine subdivisions. These subdivisions deal with the respective seismic design for the
following nine structure types:
1)

BART Aerial Guideway Structures, pedestrian and other bridges which cross
BART tracks are collectively referred to as "Bridges".

2)

Aerial Passenger Stations.

3)

At Grade Passenger Stations.

4)

Underground Passenger Stations.

5)

All other Above-Ground Structures, including parking garages, buildings,

sound walls and miscellaneous structures, collectively referred to as
"Buildings".

6)

Earth Retaining Structures, including U-walls and retaining walls.

7)

Cut-and-Cover Subway Line Structures.

8)

Bored Tunnel Linings.

9)

Equipment, Utilities and Related Supports and Anchorages.

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BART is referred to as a North/South railroad system. The Pittsburgh/Bay Point and

Richmond are designated North and Millbrae, Fremont and Livermore are designated
South. Passenger Station Type is defined by the elevation of the tracks entering the
station in the direction traveling north relative to the Millbrae, Fremont and
Livermore Passenger Stations . When the tracks are on aerial structures the passenger
station is designated as an Aerial Station; when the tracks are at grade, the passenger
station is designated as an At-Grade Station; when the tracks are in a cut-and-cover
structure or bored tunnel, the passenger station is designated as an Underground
Station.
5.

DESIGN EARTHQUAKE GROUND MOTIONS

5.1

Structures other than Buildings:

5.1.1 Acceleration Response Spectra:
When approved by BART Engineering, the designer may use the relevant Design
Response Spectra for the Design Basis Earthquake (DBE) developed as part of the
BART Earthquake Safety Program (ESP).
If the designer develops a site specific response spectra, the ground motion used in DBE
Response Spectrum Analyses shall be determined considering both the ground motions
from the site specific 10% in 50 years probabilistic analyses and the median plus one-half
standard deviation (0.5) deterministic ground motions from the Maximum Magnitude
San Francisco Bay Area Faults such as the San Andreas Fault moment magnitude 8.0 and
the Hayward Fault moment magnitude 7.25 events. The envelope of these ground
motions shall be used in the analyses and design of BART structures other than
buildings.
Two horizontal (one fault normal and one fault parallel) and one vertical
response spectra shall be developed. Typically, a structure damping ratio value of 5%
shall be used to develop the response spectra.

5.1.2

Time Histories

Where time history ground motions are required by this criteria the analyses shall be
performed using a minimum of three sets of spectrum compatible time histories.Each
set shall contain the horizontal fault-normal, fault-parallel and the vertical (when
required) time histories. The horizontal fault-normal and fault-parallel time histories
shall be transformed into time histories corresponding to the longitudinal and
transverse axis of the structures being analyzed when not doing so will result in
significant over or under prediction of forces and displacements.
The horizontal
time history free-field ground motions shall be compatible with the controlling
acceleration response spectra.

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5.1.3

Peer Review

The consultant shall retain the services of a seismologist approved by BART for peer
review of the process/methodology used for developing Design Response Spectra for
the DBE, Design Time Histories and other ground motion parameters.

5.2

Buildings
The Design Earthquake Ground Motions for buildings shall be developed in
accordance with CBC.

6.

ANALYSIS AND DESIGN REQUIREMENTS

6.1

Bridges
These provisions are applicable for the seismic design of bridges in which the
structural members resisting seismic loads are reinforced concrete. For new bridges
that cross BART tracks, the design intent is to limit strains, deflections and damage
under the design earthquake ground motions such that these bridges are capable of
being returned to operation within a reasonable amount of time with only minor
repairs or shoring.
6.1.1 Code Application. Design details for seismic design of bridges shall be in
accordance with the CBDS, ACI-318, and AISC, except where modified by these
criteria.
Reinforcing steel shall comply with ASTM A706.
6.1.2 Performance Requirements
A. Displacement Performance Requirements.
Different methods shall be used to evaluate displacement performance for
different structure types. Three types of structures have been defined as follows:
Type A - Simple Structures. These are structures that can be adequately modeled
as single-degree-of-freedom oscillators for horizontal motion, such as the typical
BART aerial guideway structures with single column piers or double-column
bents, where most of the structure mass is concentrated at a single level. For
these structures displacement demand and capacity shall be expressed in terms of
a generalized, controlling deflection of the structure at the top-of-the-deck
elevation.
Type B - Double Level Track Structures. These are structures which carry two
levels of train tracks, but which are essentially uncoupled in the two mutually
perpendicular horizontal directions of the framing system. For these structures,
displacement demand and capacity shall be expressed in terms of a generalized

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controlling deflection of the structure at the top-of-the-deck elevation of the lower

track level. Structural members above the lower track level shall remain elastic.
Type C - Complex Structures. These are structures that are strongly coupled in
the principal horizontal directions. Multiple span structures on curved alignment
shall be designed as complex structures. For these structures, displacement
demand and capacities shall be expressed in terms of material strains.
For Type A and B Structures only, the maximum displacement demand, D, as
defined in Article 6.1.2.1, shall be less than or equal to 2/3 the displacement
capacity, C, as defined in Article 6.1.2.2.
D < 0.67 *C

For Type C Structures, the maximum displacement demand, D, as defined in

Article 6.1.2.1, shall be less than or equal to 60% of the displacement capacity,
C, as defined in Article 6.1.2.2.
D < 0.60 *C

B. Strength Performance Requirements

All structure members and connections shall satisfy the strength requirements
under the Group D combination of loads, defined under BFS Design Criteria
Structural Aerial Structures. The earthquake load, EQ, appearing in the Group
D combination of loads shall be the internal forces occurring in the respective
member or connection when the displacement capacity is reached.

6.1.2.1

Displacement Demand (D)

Different methods shall be used to determine displacement demand for different

structure types. The BART train load (LL) need not be considered as contributing to
the dynamic mass in determining D.
Type A - Simple Structures. The displacement demand, D, may be determined using
the corresponding linear elastic response spectrum analysis, in accordance with
Article 6.1.2.1.A. The displacement demand D shall be that value obtained from the
response spectrum analysis multiplied by an adjustment factor C as follows:

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for T/Ts 1 :

C = [0.8/(T/Ts)] + 0.2

for T/Ts > 1 :

C=1

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Where T is the fundamental natural period of vibration of the structure

including the foundation flexibility, and Ts corresponds to the peak of the input
energy spectrum, which may be taken as the intersection of the nearly constant
velocity and nearly constant acceleration ranges of the elastic response spectrum.
Type B - Double Level Track Structures. For structures of this type, the displacement
demand, D, shall be determined by nonlinear time history analysis as described
below.
Type C - Complex Structures. The displacement demand for these structures shall be
determined through use of three dimensional nonlinear time history analyses as
described below.
A. Linear Elastic Response Spectrum Analysis.
When allowed by these criteria to use Response Spectrum Analysis for the
calculation of displacement demand, D, the following requirements shall
apply:
1. Response Spectrum Analyses modeling shall be based on effective section
properties, accounting for cracking. Structural elements shall be assumed
to remain elastic throughout the analyses.
2. A sufficient number of modes shall be included to account for at least 90
percent of the total mass in the horizontal directions; the modal response
contributions shall be combined with the Complete Quadratic
Combination (CQC) method.
3. Seismic loading in the vertical direction does not need to be considered in
combination with horizontal loading for design/analysis of foundations or
piles. Vertical seismic loading may be neglected except as required in
Section 7.2.2 of the SDC.
4. To account for effects of earthquake loading in three mutually orthogonal
directions, the maximum response for shear, moment or displacement for
each component shall be obtained by combining the response spectrum
analyses using the SRSS method. The three directions of earthquake input
are the longitudinal (L), transverse (T) and vertical (V) directions. The
maximum earthquake response (E) of a particular scalar quantity shall be
calculated from:
E = ( EL2 + ET2 + EV2 )1/2
where EL, ET and EV are the responses due to longitudinal,
transverse and vertical direction earthquake quantities,
respectively.

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5. The designer has the option of using the "100/40/40" vector rule in lieu of
the SRSS combination. According to this rule, the maximum of the
following combinations shall control:
(1) E = 1.0EL +0.4ET +0.4EV
(2) E = 0.4EL +1.0ET +0.4EV
(3) E = 0.4EL +0.4ET +1.0EV
where, EL, ET and EV are as defined above.
6. Appropriate linear stiffnesses shall be assumed for abutments and
expansion hinges. Analyses shall be performed for compression models
(abutments active, gaps between frames closed) and for tension models
(abutments inactive, gaps between frames open), to obtain a maximum
response envelope. Abutment stiffness shall be determined in accordance
to Section 7.8 of the SDC.
7. Additional modeling and analysis considerations are given in Article
6.1.2.3.

B. Nonlinear Time History Analysis

When required by these criteria to use nonlinear time history analysis for the
calculation of displacement demand, D, the following requirements shall
apply:
1. Dead and live loads shall be applied as an initial condition.
2. Nonlinear time history analyses shall be performed three times for each
structure, each time using a different set of time history ground motions,
as discussed in Article 5.1.2 herein. The design shall be based on
envelopes of the three sets of results obtained from these analyses.
3. Initially modeling for analysis shall be based on effective section
properties, accounting for cracking.
4. After completion of each time history analysis, it shall be verified that
those structure members, which were assumed to remain elastic, and
which were modeled using elastic material properties, do in fact remain
elastic.
5. Additional modeling and analysis considerations are given in Article
6.1.2.3.

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6.1.2.2.

Displacement Capacity (C)

The displacement capacity, C, shall be determined by nonlinear static pushover

analysis as described below. The displacement capacity of a structure shall be
defined as the generalized, controlling structure displacement that occurs when any
primary member of the structure reaches its ultimate capacity in the pushover
analysis. Member ultimate capacity occurs when either the concrete or steel first
reaches the ultimate strain limits specified below.
The displacement capacity, C, shall include all displacements attributed to
flexibility in the foundations, bent caps, and other elastic and inelastic member
responses in the system.

A. Ultimate Strain Limits

Ultimate tensile strain limits for ASTM A706 Grade 60 reinforcement (su):
su = 0.09 #10 bars and smaller
su = 0.06 #11 bars and larger
For confined concrete, the ultimate compressive strain limit (cu) shall be
defined as the value defined per Section 3.2 of CBDS Seismic Design
Criteria.
For unconfined concrete, the ultimate compressive strain limit (sp) shall be
the value defined per Section 3.2 of CBDS Seismic Design Criteria.

B. Nonlinear Static Pushover Analysis. Nonlinear static pushover analysis is

used to determine displacement capacity, C,The following procedures shall
be followed:
1. Dead loads and live loads shall be applied first.
2. The applied lateral loads shall be proportional to the first mode inertial
loads; the displacement shall be increased by increasing the applied lateral
loads until the material strain reaches the specified ultimate strain limits in
Section 6.1.2.2 herein.
3. Double level track structures shall be designed in accordance with the
weak first story concept where no yielding is allowed in the second story
structure, i.e., the portion of the structure above the lower track shall
remain elastic throughout the push-over analysis.

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4. After completion of the pushover analysis, it shall be verified that those

structure members, which were assumed to remain elastic, and which were
modeled using elastic material properties, do in fact remain elastic.
5. Additional modeling and analysis considerations are shown below under
Article 6.1.2.3.
6.1.2.3

Other Considerations for Modeling and Analysis.

A. Foundation Flexibility: Soil- structure interaction effects shall be considered.

The foundation model shall include consideration of the stiffness of piles and
footings, with appropriate representation of the effects of soil-structure
interaction. The seismic input for the analysis shall be compatible with the
soil/foundation/structure model selected.
B. Boundary Conditions: In cases where the structural analysis model includes
only a portion of the whole structure, the model shall also contain appropriate
elements at the boundary, included to capture mass and stiffness effects of the
portions of the structure left out of the model.
C. Displacement amplification and column strength reduction due to P- effects
shall be applied.
D. Control of yielding: No plastic hinging shall occur in beam members that are
in the gravity load path of the BART trainloads. These beam members and
other force-protected members shall satisfy strength requirements under the
Group D combination of loads.
E. Yielding in foundation structural elements, such as footings (pile caps), piles
and drilled shafts shall not be permitted. Foundation elements shall be
detailed with sufficient strength to force plastic hinging in the columns under
all design conditions including pushover analysis.
F. Foundation rocking of footings is not allowed.
G. Pressures under spread footings shall not exceed the recommended values
provided in the Geotechnical Report.
H. Continuous force transfer through the column/superstructure and
column/footing joints shall be ensured. These joint forces require that the
joint be sufficiently reinforced and of adequate size to ensure essentially
elastic behavior in the joint regions and that brittle failures are precluded
under the effects of the design ground motions.

6.2

Aerial Passenger Stations

6.2.1

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The seismic performance requirements for substructure units of aerial stations that are
similar to bridge structures shall follow the provisions for bridges given in Article
6.1. The difference in longitudinal stiffness between adjacent aerial structures and
the aerial station shall be considered in design.
The performance requirements for other portions of the station, such as independent
stair towers or ground-supported enclosures below the aerial bents, shall follow the
provisions of Article 6.3.

6.3

At Grade Passenger Stations

For at grade passenger stations, the performance goal is to limit structural damage
under design ground motions to a level that would not preclude returning the stations
to operation within a reasonable amount of time with only minor repairs or shoring.
The structure shall be designed such that it retains the capacity to safely
accommodate design loads including dead, live loads (train and passenger loads)
following the design earthquake ground motions.
6.3.1 Code Application. Seismic design of At Grade Passenger Stations shall be
governed by the provisions of the CBC, except as noted in this section.
6.3.2 Design Earthquake Ground Motions. Design accelerations for structures
shall be determinedin accordance with CBC except that the design spectral
accelerations shall be that value obtained from the response spectrum analysis
multiplied by an adjustment factor C as follows:
for T/Ts 1 :

C = [0.8/(T/Ts)] + 0.2

for T/Ts > 1 :

C=1

Where T is the fundamental natural period of vibration of the structure

including the
foundation flexibility, and Ts corresponds to the peak of the input energy spectrum,
which may be taken as the intersection of the nearly constant velocity and nearly
constant acceleration ranges of the elastic response spectrum.
6.3.3 Importance Factor. The importance factor "I", as defined and used in the
CBC, shall be 1.5.

6.4

Underground Passenger Stations

This section applies to buried structures constructed similarly to cut-and-cover
subway structures, but having additional features such as multiple levels, interior
column and beam framing, stairways and other passenger facilities.

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6.4.1 Code Application. Design details for the seismic design of reinforced
concrete underground passenger stations shall be in accordance with the provisions of
ACI-318, AISC and AWS, and shall also comply with the following requirements:
A. Reinforcing steel shall comply with ASTM A706.
B. The reinforcement shall be placed in two curtains, one at each surface.
C. The minimum thickness of exterior walls and top and bottom slabs of box
structures shall be 24 inches. These components shall also be of sufficient
thickness to resist shear due to static loads only without shear reinforcement.
To ensure ductility capacity of these walls, #4 bar crossties shall be provided
within a distance of twice the wall thickness from each interior corner. The
crosstie spacing shall be 6" maximum vertically, and 12" maximum in
longitudinal direction.

6.4.2 Seismic Design. Transverse seismic effects(deformations) on underground

structures shall be considered. . All exterior and interior elements of the structure
shall be designed and detailed to withstand the imposed deformations without losing
the capacity to carry applied loads. In the transverse direction, Soil Structure
Interaction (SSI) analyses shall be used to determine racking displacements. Interior
columns and longitudinal interior walls shall be designed and detailed to
accommodate transverse racking displacements. Interior columns and transverse
walls shall also be designed to resist dynamic forces in the longitudinal axis of the
station.
Design and detailing of stairwells, elevators and end walls shall include the use of
expansion joints to allow deferential movement.
The free-field ground motions and strain-compatible soil properties to be used in the
SSI analyses may be determined using a computer program such as SHAKE. Those
ground motions shall be from bedrock or a firm soil layer surface, or if bedrock or
firm soil is too deep, from the ground surface.
When the structure is not as stiff as the soil it replaces (most often the case), the
structural displacement will be much larger than the free-field displacement (up to 3
times the displacement for deep structures and possibly larger for shallow structures).
The largest displacement obtained from three time histories that have been
transformed to the transverse direction of the structure shall be used.
In lieu of SHAKE and SSI analyses, the designer may propose a method to
conservatively estimate free-field displacements, use a conservative multiplier for
structural displacements, and then show structural adequacy for this displacement.
The method shall be reviewed and approved by the District.
Vertical accelerations based on ground level response spectra will be conservative for
buried structures. Vertical seismic loads should be based on soil structure interaction
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models when use of ground level response spectra leads to overly conservative
designs.
When design ground motions specified at the bedrock or at a firm soil layer at depth
are used as the input motions for design of a partially or fully embedded structure,
such motions shall be propagated upward through the free-field soil column at the site
using an appropriate convolution site response analysis procedure.
When design ground motions specified at the ground surface at a site are used as the
input motions for design of a partially or fully embedded structure, such motions shall
be propagated downward through the free-field soil column at the site using an
appropriate deconvolution site response analysis procedure. The convolution or
deconvolution site response analysis shall be performed using a site-specific soil
column with appropriately defined soil profile and dynamic soil properties. The
analyses, both horizontal and vertical, shall generate free-field soil response motions
over the depth of the buried portion of the embedded structure that are needed for
seismic design of the structure.
An equivalent linearized one-dimensional site (convolution or deconvolution)
response analysis procedure as implemented in the computer program SHAKE may
be used. Such analyses shall follow the guidelines given by the District. When
performing a vertical site response analysis using a computer program such as
SHAKE, the constrained elastic moduli (or compression wave velocities) of soils
instead of the shear moduli (or shear wave velocities) shall be used and the analysis
shall be conducted without strain-compatibility iterations.
Furthermore, in
performing the analysis, the fully saturated soils below the ground water table at the
site shall have a compression wave velocity not less than the compression wave
velocity of water.
In the soil structure analysis, the gross moment of inertia (Ig) shall be used for slabs
and half of the gross moment of inertia (0.5 Ig) shall be used for walls.
6.4.3 Combination of Loads and Load Factors. The seismic loads shall be
included in the following combination of loads, with a load factor of 1.0 as shown:
U = 1.0 (D + L + H + (EQ/1.5)), where
D = Dead loads
L = Live loads
H = Loads due to weight of overburden materials
EQ = EQ1, or EQ2, or EQ3 Earthquake loads
EQT = Earthquake loads in transverse direction
EQV = Earthquake loads in the vertical direction
EQL = Earthquake loads in the longitudinal direction
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The following three seismic load cases shall be applied:

EQ1 = EQT + 0.4EQV + 0.4EQL
EQ2 = 0.4EQT + EQV + 0.4EQL
EQ3 = 0.4EQT + 0.4EQV + EQL
6.4.4 Ultimate Strain Limits. Strains in exterior walls shall be same as those in
Article 6.1.2 .2.A.
6.4.5 Interface Joints. Where passenger stations connect to cut-and-cover subway
line sections or bored tunnel sections, accommodations for relative movements in the
longitudinal, transverse and vertical directions shall be provided. Relative seismic
joint movements shall be determined by numerical modeling or other suitable
analytical methods with appropriate consideration of the effects of soil-structure
interaction. The designer shall also consider other loads, such as settlement, that may
influence joint movements. A minimum safety factor of 2.0 shall be applied to the
calculated demands to determine the necessary joint movement capacity.

6.5

Buildings
For BART buildings including parking garages, sound walls and miscellaneous
structures the performance goal is to limit structural damage under design ground
motions to a level that would not preclude returning the structures to operation within
a reasonable amount of time with only minor repairs or shoring. The structure shall
be designed such that it retains the capacity to safely accommodate design loads
including dead and live loads following the design earthquake ground motions.
6.5.1 Code Application. Seismic design of buildings shall be governed by the
provisions of the CBC as modified in these criteria.
6.5.2 Ground Motions. The design ground motions and forces shall be as
specified in the CBC except that the design spectral accelerations shall be that value
obtained from the response spectrum analysis multiplied by an adjustment factor C as
follows:
for T/Ts 1 :

C = [0.8/(T/Ts)] + 0.2

for T/Ts > 1 :

C=1

where T is the fundamental natural period of vibration of the structure

including the foundation flexibility, and Ts corresponds to the peak of the
input energy spectrum, which may be taken as the intersection of the
nearly constant velocity and nearly constant acceleration ranges of the
elastic response spectrum.

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6.5.3. Importance Factor. The importance factor "I", as defined and used in the
CBC, shall have the following values:

I = 1.50: For structures whose integrity is essential to the normal operation

of BART trains. These buildings will be called Essential Buildings. Essential
buildings are those that would cause a prolonged interruption to BART train
service if they were to fail.

I = 1.25: For all other structures, including parking structures.

buildings will be called Non-essential or Ordinary Buildings.

These

6.5.4 Peer Review. An outside reviewer, approved by BART, shall be retained by

the consultant/contractor to perform limited peer review of BART Essential
Buildings. The reviewer shall be a licensed Structural Engineer with extensive
building design and analysis experience. The reviewers duties are to ensure that the
proposed lateral load resisting systems provide the appropriate ductility and load
paths to meet BARTs performance goals. The reviewer shall be involved in the
conceptual through preliminary design stages. The responsibility for structural
design will remain with the Engineer of Record.
6.5.5 Parking Structures. The provisions of this section apply to multi-level, castin-place reinforced concrete structures.. Seismic analysis of parking structures shall
account for the behavior of ramps on lateral structural response. Forces transferred
between diaphragm levels by ramps shall be included in the design of these elements
unless specific provisions are made to isolate ramps from participation in the lateral
force resisting system.
Seismic design of parking structures shall comply with the provisions of CBC Section
1613.1 and ASCE -7, Chapter 12 Building Structures, except as modified herein.
6.5.6 Sound Walls. Seismic design for sound walls shall comply with the
provisions of CBC Section 1613.1 and ASCE 7, Chapter 15 except as modified
herein. The following values shall be used for parameter I:

I = 1.5 for sound walls located at a distance less than 1.5h from the nearest
BART track centerline,

I = 1.25 for sound walls located at a distance equal to or greater than 1.5h
from the nearest BART track centerline,

In the above:
h = height of the sound wall above grade.

6.6

Earth Retaining Structures

6.6.1 Code Application. Seismic design for reinforced concrete earth retaining
structures shall comply with the provisions of ACI-318 except as modified below.

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6.6.2 Soil Types. Soil parameters shall be determined through site-specific

geotechnical evaluations. A project specific Geotechnical Report shall be developed
that includes soil parameters, and static and seismic earth pressures. For structures
retaining drained cohesionless (granular) soils, lateral seismic earth pressure shall be
determined in accordance with Articles 6.6.3 and 6.6.4.
6.6.3

Seismic Loading on Yielding Walls.

See Facilities Design, Criteria,
STRUCTURAL, Earth Retaining Structures for the definition of yielding walls.
The seismic earth pressures on the yielding walls shall be calculated using
Mononobe-Okabe analysis assuming horizontal ground acceleration equal to one half
of the peak ground acceleration. Vertical accelerations can be ignored in determining
the seismic soil pressures. The resultant force shall be assumed to act at a distance
0.6h (h = height of wall) above the base of the wall.
For wall heights 6 feet or less, the inertial force from the self-weight of the wall can
be ignored, due to the conservative assumptions inherent in these design methods.
6.6.4 Seismic Loading on Rigid Walls.
See Facilities Design, Criteria,
STRUCTURAL, Earth Retaining Structures for the definition of rigid walls. The
total lateral soil pressure for rigid (non-yielding) walls subject to seismic loading
shall be 1.75 times the pressure determined for yielding walls.
6.6.5 U-Walls. U-walls shall be classified as either yielding or rigid walls in
accordance with the deformability and rigidity criteria given in Facility Design,
Criteria, STRUCTURAL, Earth Retaining Structures and subsequently shall be
designed in accordance with Article 6.6.3 or 6.6.4, as applicable.
6.6.6
Spread Footings. Under seismic loading, the ultimate soil bearing pressure
specified in the geotechnical report shall be used to evaluate footing capacity. The
footing strength in flexure and shear shall be adequate to resist ultimate bearing
pressures.
6.6.7 Pile Foundations. Piles may be considered to resist intermittent uplift loads.
Ultimate uplift capacity of piles shall be based solely on the ultimate skin friction
capacity and shall be specified in the geotechnical report. The connection between the
pile and the pile cap shall be detailed to transmit the ultimate uplift capacity.
6.6.8 Overall Stability. The stability against overturning of an earth retaining
structure under seismic loads shall have a factor of safety of at least 1.1. The stability
of the earth retaining structure against sliding under seismic loads need not be
considered; however, the magnitude of sliding displacement of the earth retaining
structure under the design earthquake ground motion shall be evaluated to ensure that
such displacements will not adversely impact the operational requirements of the
structure (such as infringement on the train dynamic envelope).
6.6.9 Combination of Loads and Load Factor. The seismic loads shall be
included in the following combination of loads, with a load factor of 1.0 as shown:
U = 1.0 (D + L + H + EQ), where

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D = Dead loads
L = Live loads
H = Loads due to surcharge or overburden materials. At a minimum, a
two-foot level surcharge (240 psf) shall be assumed in the design.
EQ = Earthquake loads (as defined above in Articles 6.6.3 and 6.6.4).

6.7

Cut-and-Cover Subway Line Structures

6.7.1 Design requirements and procedures.
Cut-and-cover subway line
structures shall be designed according to the provisions of Underground Passenger
Stations, Article 6.4 herein. In addition, for cut-and-cover and bored tunnel subway
structures longer than 1500 feet, deformations/stresses due to horizontally traveling
seismic waves shall be considered in seismic design and/or detailing.
6.7.2 Seismic Stresses/Deformations and Joint Movement of Long Continuous
Underground Structures Due to Horizontally Travelling Waves
Stresses and/or joint movements can be significant in long underground structures.
For cut-and-cover structures and bored tunnels less than 1500 feet long, or bored
tunnels consisting of short longitudinal sections with relatively flexible connections,
like BARTs existing steel panelized bored tunnels, the stresses that can be built-up
and movement at joints are small and can be neglected. For other cut-and-cover
structures and bored tunnel configurations, stresses and joint displacements shall be
assessed.
An upper bound assumption for stresses is to assume that the structure will move with
the soil (structural stiffness is relatively small compared to that of the soil) and the
friction between the structure and soil is high. In this case, the structure will deform
with the free-field soil medium in which the structure is embedded. The upper bound
assumption for strain in the axial direction of the structure (amax) may be estimated
by dividing the maximum free-field soil particle velocity in the axial direction, va max,
by the apparent horizontal traveling wave velocity, C, i.e.,
amax = (va max)/C
The maximum bending curvature of the structure, bmax, may be estimated by dividing
the maximum free-field soil particle acceleration in the transverse direction of the
structure, ab max, by C 2, i.e.,
bmax = (ab max)/C 2
High unacceptable strains and stresses can be mitigated through providing joints
along the length of the cut-and-cover structure or bored tunnel.

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Joints shall be designed to accommodate movement between the structures joined.

Joint movement shall be determined by considering friction between the structure and
surrounding soil, soil structure interaction, and spatial variation of ground motions.
Spatial variations should be included in the form of seismic input time histories to the
structures at sufficiently close spacing along the structural alignment with timephasing of the time-histories consistent with an apparent horizontal wave-propagation
(or wave-passage) speed of 2.5 km/sec.
6.7.3

6.8

Interface Joints. Refer to Article 6.4.5 herein.

Bored Tunnel Linings

6.8.1 Design Method and Code Application. Design details for the reinforced
concrete tunnel linings shall be in accordance with the provisions of the ACI (see
Article 3), and structural steel design shall be in accordance with the provisions of the
AISC (see Article 3); however, the following requirements shall have precedence:
A. Structural steel for tunnel linings shall comply with ASTM A36.
B. Connection bolts of concrete or steel lining segments shall be heavy hex
structural bolts with heavy hex nuts and shall comply with ASTM A325.
Connection details shall be designed so as to provide access to the bolts
for in-situ inspection and replacement, except for bolts covered by invert
concrete. Connection inspection shall be carried out after a major seismic
event.
C. Reinforcing steel shall comply with ASTM A706.
D. The reinforcement ratio for concrete linings shall not be less than 0.004 in
either direction (longitudinal and circumferential). The reinforcing bar
spacing shall not exceed 12 inches, nor a distance equal to 1.5 times the
wall thickness. The reinforcement shall be continuous and evenly
distributed around the section, and shall be placed in two curtains, one at
each surface. These requirements are to ensure against excessive cracking
and leakage into the bored tunnel. These requirements may be modified if
it can be demonstrated to the satisfaction of the District that there is
adequate control of cracking and leakage.
E. For segmental tunnel concrete or steel lining construction, the capacity of
the connection between adjacent rings in the longitudinal direction shall
be equivalent to, or greater than the following minimum requirement:
One one-inch-diameter bolt per 7.5 degrees of arc. Bolts connecting the
segments in a single ring shall be designed as moment-resisting joints, in
accordance with Article 6.8.4.
6.8.2 Seismic Loads. The effects of ovaling (racking) and vertical seismic shall be
determined according to Article 6.4.2. Design of bored tunnels shall take into

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consideration deformations incurred during construction as well as those from dead,

live and seismic loads. The analysis should take into consideration that the maximum
stress/strain in the bored tunnel from seismic and non-seismic ovaling will occur at
different locations.
6.8.3 Effects of Seismic Traveling Waves. Stresses due to seismic traveling
waves along the longitudinal axis of long tunnels need to be mitigated. For steel
tunnel segments, joints generally offer enough flexibility such that longitudinal
stresses are small and can be neglected.
Stresses in both cast-in-place and precast segmental concrete tunnels can be mitigated
through installation of flexible joints between segments of the tunnel. If sufficient
joints are not provided, the concrete tunnel shall be designed to accommodate these
stresses.
The impact of traveling waves shall be assessed as per Article 6.7.2.
6.8.4 Special Requirements.
A. The radial joints of segmental tunnel linings shall be designed as momentresisting joints. No yielding is allowed in the joints, either in the bolts or
in the end plates of the steel lining.
B. The tunnel lining design as a structural system shall be adequate to resist
flexure, shear and buckling, including buckling of the reinforcement in
compression.
6.8.5

6.9

Interface Joints. Refer to Section 6.4.5 herein.

Equipment , Utilities and Related Supports and Anchorages

6.9.1 Equipment, Utilities and Related Supports and Anchorages on New
Facilities
This section shall be used for design of equipment, utilities and related supports and
anchorages on new facilities.
A. Seismic design shall comply with the provisions of CBC Section 1613.1 and
ASCE 7, Chapter 13 except as modified herein.
B. Essential equipment, utilities and related supports and anchorages shall be
designed using and Importance Factor, Ip = 1.5. Essential equipment and utilities
are defined as those required for safety (including escalators, fire protection, vent
fans, emergency power/lighting, sump discharge piping system) and/or the
operation of trains (including UPS, batteries, inverters, power and control
equipment, fare collection equipment, train control/communication/traction
power, auxiliary power).

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C. Non-essential equipment, utilities and related supports and anchorages shall be

designed using an Importance Factor, Ip = 1.0. Non- Essential equipment and
utilities are defined as those for station ventilation, cathodic protection, elevators,
tools and maintenance equipment, house keeping, storage equipment and all other
utilities and equipment not defined in 6.9.1.B.
6.9.2 Equipment, Utilities and Related Supports and Anchorages on Existing
Facilities
This section shall be used for design of equipment, utilities and related supports and
anchorages on existing facilities.
A. Seismic design shall comply with the CBC Section 1613.1 and ASCE 7, Chapter
13 except as modified herein.
B. Seismic design shall consider the relative motions between the points of
attachment to the structures. Consult BART Chief Engineer for expected relative
movements.
6.9.2.1 San Francisco and Oakland Transition Structures
A. Oakland Transition Structure Joints. Seismic design of supports and
anchorages for equipment and utilities shall consider the relative motion
between the points of attachment to the structures, as shown in Table 6.9.2.1.
B. San Francisco Transition Structure Joints. Seismic design of supports and
anchorages for equipment and utilities shall consider the relative motion
between the points of attachment to the structure, as shown in Table 6.9.1.2.
Table 6.91.2 - Design Displacements for Utilities Crossing Transition Structure
Joints as shown, are equal to the expected maximum demand + 1-inch.
Location

Longitudinal
Compression
(Push)
Inches

Longitudinal
Tension
(Pull)
Inches

Transverse
(Either
direction)
Inches

Vertical
(Either
direction)
Inches

SF West Joint

SF East Joint

Oak West Joint

Oak East Joint

6.9.3 Supports and Anchorages for Architectural Components. Seismic design

of supports and anchorages for architectural components shall comply with the
provisions of CBC Section 1613.1 and ASCE 7, Chapter 13.

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7.

SEISMIC INSTRUMENTATION

7.1

Seismic Triggers/Alarms for Elevators and Escalators

Seismic triggers/alarms shall be installed for specific new elevators and escalators in
buildings, parking structures, passenger stations, and other facilities to automatically
trigger shut-down when a specified level of acceleration is reached. See section on
communications and seismic sensor of the BART Facilities Standards, Facility
Design, Criteria, Architecture, Passenger Stations.

7.2

System Seismic Sensing Instrumentation/Alarms

7.2.1 Location of alarms. Seismic sensing instruments/alarms shall be placed in
specific passenger stations for the purpose of assisting in making immediate postearthquake decisions on operation of trains. Not all stations will require seismic
sensing instruments/alarms. When required at a passenger station, only one seismic
sensing instrument/alarm per station shall be installed. See project specific
documents for seismic sensing instrument/alarm locations.
7.2.2 Seismic Sensing Instrument/alarm requirements.
shall meet the following minimum functional requirements.

The instrument/alarm

The instrument shall be capable of measuring horizontal ground accelerations in two

perpendicular directions. An alarm shall be triggered when acceleration in either
horizontal direction exceeds 0.1g.
The instrument/alarm shall be capable and wired to perform the following function
when triggered at 0.1g:

Providing an indication in the Station Agent Booth.

Sounding an audible gong six times over the station public address system.

Providing an audible gong at the power support desk in the Operations

Control Center, and an indication on the CRT that shows where the alarm
was triggered.

The instrument/alarm shall have no effect on the Train Control System at this
time. Provisions for future vital link to the Train Control System shall be
provided.

Wiring diagrams shall be provided in project specific documents by BART.

END

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