Lifelines (e.g., communication, electric power, liquid fuels,
natural gas, transportation, water and sewer systems, etc.) are
presently being sited in "utility or transportation corridors" to
reduce their right-of-way environmental, aesthetic, and cost
impacts on the community and on land use. The individual lifelines
are usually constructed or modified at different time periods,
resulting in their being built to different standards and in
different siting criteria being applied to different segments of an
individual lifeline or to different lifelines that provide similar
functions. Presently, the siting review usually does not consider
the impact of the proximity or collocation of one lifeline upon the
risk to or vulnerability of other lifelines from natural or manmade
hazards or disasters, either because the other lifelines have not
yet been installed or because such a consideration has not been
identified as a factor in the siting evaluation. In August 1988, a
train derailment in northern California also damaged a petroleum
pipeline which was buried along the railroad right-of-way. The
result was a spill of the pipeline fluids in addition to the
derailment (but no significant loss of property and no injuries to
or casualties). When another derailment in San Bernardino occurred
in May l989, which resulted in severe property damage and the loss
of life, the Office of the Fire Marshall also responded to see if
the derailment had impacted a petroleum products pipeline that was
buried along the railroad right-of-way. It was decided that the
pipeline was not damaged, and the fire and safety personnel turned
over the site to the railroad to allow them to clean up the site.
About a week later the pipeline ruptured and the resulting fire
caused considerable property damage and loss of life. The
subsequent investigations concluded that the pipeline may have been
damaged during the derailment, but that the most probable cause of
its damage was the derailment clean up operations. In a similar
sense, communication lines along a highway bridge would be
vulnerable to failure if the bridge were to displace or fail during
a disaster event. In fact, frequently highway bridges and
overpasses are used to route other lifelines, such as
communications and pipelines, over causeways and water bodies. Such
lifelines can be damaged by failure of the superstructure, bridge
foundation movement, or ground deformation along the approaches to
the bridge. Settlement and lateral displacement adjacent to
abutments have been especially troublesome because such movements
tend to impose deformations on the lifelines where they are locally
constrained at the attachment or penetration of the abutment. There
are many such examples of lifeline interdependency that occurred
during the 1989 Loma Prieta earthquake. In response to these types
of situations, FEMA is focusing attention on the use of such
corridors, and they initiated this study to examine the impacts of
siting multiple lifeline systems in confined and at-risk areas. The
overall FEMA project goals are to develop, for multiple lifeline
systems in confined and at-risk areas, a managerial tool that can
be used to increase the understanding of the lifeline systems'
vulnerabilities and to help identify potential mitigation
approaches that could be used to reduce those vulnerabilities. The
goals also are to identify methods to enhance the transfer of the
resulting information to lifeline system providers, designers,
builders, managers, operators, users, and regulators. To provide a
specific example of how the managerial tool can be used, it was
decided that the methods should be applied to the lifelines in the
Cajon Pass, California, for an assumed earthquake event at the
Pass. The purpose of this report is to provide an inventory of the
major lifeline systems in the Cajon Pass and the earthquake and
geologic analysis tools available to identify and define the level
of seismic risk to those lifelines.
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