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Summary Report: Peer Workshop on Adaptation to Climate Change Impacts

December 2008
Washington, DC

List of Attendees
1.0 Background and Introduction
2.0 Key Workshop Themes
3.0 Opening Presentations
4.0 Roundtable Discussion
5.0 Input To FHWA Climate Change Strategic Framework
Appendices

List of Attendees

Terry Arellano, Systems Planning Group Supervisor, North Carolina DOT
Janice Brown, Division Administrator, FHWA Texas Division
Cindy Burbank, PB Americas (observer)
James A. Cheatham, Director, Office of Planning, FHWA
Michael Culp, Environmental Protection Specialist, Office of Project Development and Environmental Review, FHWA
Shannon Eggleston, Program Director for Environment, AASHTO
Damon Fordham, Program Manager for Environment, AASHTO
Stephen Gaj, Leader, System Management & Monitoring Team, FHWA
King Gee, Associate Administrator, Office of Infrastructure FHWA
John Horsley, Executive Director, AASHTO
Rob Kafalenos, Air Quality Specialist, Office of Natural and Human Environment, FHWA
Eric Kalivoda, Deputy Assistant Secretary, Louisiana DOTD
Ken Kobetsky, Program Director for Engineering, AASHTO
Richard Land, Chief Engineer and Deputy Director for Project Delivery, California DOT
Rebecca Lupes, Environmental Protection Specialist, Office of Project Development and Environmental Review, FHWA
Cheryl Martin, Environmental Program Manager, FHWA Minnesota Division
Dave Miller, Division Administrator, FHWA Alaska Division
Kathleen Neill, Director, Office of Policy Planning, Florida DOT
Dianna Noble, Director, Environmental Affairs Division, Texas DOT
Frank Pafko, Director of Environmental Services, Minnesota DOT
Frank Richards, Deputy Commissioner, Alaska DOT&PF
Sheila Rimal Duwadi, FHWA Turner Fairbank Highway Research Center
Robert Ritter, Leader, Planning Capacity Building Team, FHWA
David Schwartz, Statewide Planning Engineer, Kansas DOT
Gloria M. Shepherd, Associate Administrator, Planning, Environment & Realty, FHWA
Greg Slater, Director, Office of Planning & Preliminary Engineering, Maryland State Highway Administration
Gerry Solomon, Director, Office of Real Estate Services, FHWA
Dan Stewart, Bureau of Design, Pennsylvania DOT
Ken Walus, State Structure and Bridge Engineer, Virginia DOT
Butch Wlaschin, Director, Office of Asset Management, FHWA
Peter Plumeau, Lead Facilitator, Resource Systems Group, Inc.
Stephen Lawe, Expert Advisor, Resource Systems Group, Inc.
Erica Campbell, Associate, Resource Systems Group, Inc.

1.0 Background and introduction

Global climate change will almost certainly result in myriad changes to our environment in coming years. The transportation system is potentially vulnerable to some of these changes, such as sea-level rise, extreme storm events, flooding and temperature extremes. This vulnerability highlights the need to think seriously about whether and how transportation facilities can be adapted to continue functioning effectively under various climate change scenarios.

"Climate change adaptation" is generally defined as:

"Actions by individuals or systems to avoid, withstand, or take advantage of current and projected climate changes and impacts. Adaptation decreases a system's vulnerability, or increases its resilience to impacts."¹

Recent research suggests that relatively little has occurred across the nation to proactively develop strategies and implement actions to adapt the transportation system to the various predicted impacts of climate change. Further, there is no "one size fits all" approach to adaptation since each region of the country (or state or locality) is likely to experience different levels and types of effects over time. There can be little doubt, however, that climate change will have impacts, both direct and indirect, on our transportation system. Indeed, some effects may already be being felt in some regions. Thus, there is a need to be proactive about maintaining the nation's mobility in a changing environment.

To facilitate progress in addressing this issue, the Federal Highway Administration (FHWA), with the support of the American Association of State Highway and Transportation Officials (AASHTO), convened a peer exchange on current transportation system adaptation practices and strategic needs in Washington D.C. on December 11, 2008. This session included senior officials of state DOTs, FHWA headquarters and division offices and AASHTO, who spent the day discussing existing and potential strategies and approaches for adapting the nation's transportation system to the impacts of climate change. This report summarizes the results of this session, and is one of series of FHWA reports documenting the results of national peer exchanges on integrating climate change considerations into the transportation planning process.²

FHWA developed this report to summarize the peer exchange results for the use and benefit of DOTs and their stakeholders across the country. The report summarizes participant presentations and the key issues that emerged during the event. To help support state DOT and other transportation agency efforts to adapt to climate change impacts, this report identifies suggestions from the peer exchange participants for potential elements of guidance, research and policy at the national level.

2.0 Key Workshop Themes

While several DOTs (mainly those in states already experiencing climate change impacts) have ongoing infrastructure modernization and repair activities that will help certain facilities become more resilient in the face of climate change, few of the DOTs represented in the peer exchange are addressing transportation system adaptation to climate change as a distinct policy or program area.

DOTs and their partner agencies are evolving toward "risk management" approaches to asset management and investment programs. In a limited resource environment, a process that seeks to understand and manage the risks to the transportation system from climate change, rather than continuing with a "worst first" approach, is key to ensuring the most critical infrastructure continues to function adequately.

DOTs believe key technical assistance and research needs include identifying, inventorying and managing critical transportation infrastructure, risk management approaches and methodologies, and flexible design standards that can account for changing conditions. Dissemination of and access to best practices and related information on these and related topics would be of great value to states, MPOs and others. Any federal policies or guidance flowing from related research should ensure states and localities have enough flexibility to account for their unique situations.

Approaches and strategies for climate change adaptation should be developed through partnerships and cooperation, both within and across governmental levels. Of particular importance are approaches that integrate different disciplines within DOTs (e.g., design, engineering, planning, finance, etc.) into adaptation strategy development. Partners in these efforts also need to be proactive and agree on near-term actions and investments that have long-term (e.g., decades in the future) benefits for the system and society. Inter-agency and inter-governmental efforts may require an agency or level to be designated as implementation "lead," but this designation should be secondary to achieving a cooperative and collaborative decision-making process.

DOTs and other transportation agencies need access to robust, reliable and geographically-relevant data on climate change forecasts and impacts. These data are essential for adequate and cost-effective planning of adaptation investments and management of long-range risk to facilities and systems. These data are also important for assessments of Environmental Justice-related issues associated with adaptation strategies and for educating land use decision-makers on risks associated with planning and development decisions.

There remains a need for extensive education and outreach on climate change and its associated impacts directed at the public and policy-makers nationwide. It is difficult for a DOT to pursue a specific climate change adaptation initiative if decision-makers and their constituents do not have a common understanding of climate change impacts and implications for the transportation system, particularly when there are so many immediate priorities competing for limited funds.

3.0 Opening Presentations

3.1 Peter Plumeau, Facilitator, RSG, Inc.

While transportation agencies across the nation have been addressing climate change mitigation issues on various levels, the issue of transportation infrastructure adaptation to climate change impacts is relatively new. Adaptation adds an additional layer of complexity to the multi-faceted topic of climate change. The purpose of this peer exchange is to discuss options for approaching transportation system adaptation to likely and possible impacts of global climate change. The objectives for this workshop were to share information and experiences, to build peer networks, and to advise FHWA and AASHTO about the needs and issues of DOTs as they adapt to climate change impacts.

Mr. Plumeau presented a summary of the three climate change peer workshops held earlier in 2008. These workshops included DOT and MPO participants from across the country, representing a diverse range of climate change-related activities. While agencies at various levels are undertaking some actions to attempt to address climate change mitigation, most are anticipating a major federal policy change and therefore are in a "wait and see" mode. There was also a range of opinions about how useful current tools are to measure and plan for climate change. Little was reported during the course of these workshops on state or metropolitan-level efforts to adapt to climate change impacts.

3.2 Gloria Shepherd, Associate Administrator for Planning, Environment & Realty, FHWA

Ms. Shepherd discussed the challenges that transportation agencies face in addressing climate change issues. FHWA is taking a lead on climate change activities by dedicating staff in a new unit focused on tackling climate change from a program perspective. Yet FHWA also realizes the importance of addressing the adaption of existing and proposed facilities to climate change impacts. Ms. Shepherd posed the question: are we in the best position to prepare and react to impacts of weather and climatic events?

FHWA is working with the National Oceanic and Atmospheric Administration (NOAA) to better understand the frequency of severe weather events. FHWA is also working with 15 other federal agencies, including the Environmental Protection Agency and Department of Housing and Urban Development, on aligning federal policies that affect land use to reduce growth in vehicle miles travelled. While technology and science are crucial to mitigating climate change impacts, transportation agencies have the imposing burden of working to change travel behavior.

FHWA is also working to anticipate and prepare for potential policy changes that may accompany the transition to the Obama Administration. Ms. Shepherd concluded by saying that FHWA looked forward to hearing from today's peer exchange participants and thanked them for attending.

3.3 King Gee, Associate Administrator for Infrastructure, FHWA

Mr. Gee began by stating that he was pleased to have participants from both planning and infrastructure areas of DOTs participating in the peer exchange. Climate change is not a question of "if" major climate change impacts will occur but a question of "when" and agencies need to begin preparing and planning for these changes. Climate impacts are evident in coastal areas but also in other regions of the country, such as the Midwest where "100 year floods" have been occurring on a much more frequent basis. Standards and specifications need to be dealt with now to improve the resiliency of the nation's infrastructure. Mr. Gee stated that transportation agencies need to start thinking about how to connect with other agencies to create a multi-sector, coordinated regional perspective on climate change issues.

3.4 John Horsley, Executive Director, AASHTO

Adaptation of transportation to climate change impacts is a new area of focus at AASHTO. Internationally, more action has been taken to mitigate and adapt to climate change. For example, in England, the Conservative Party is more aggressive than the most progressive of U.S. political proposals on climate change issues. Now the United States is recognizing the severity of climate change as extreme weather events are sweeping the country—thawing permafrost in Alaska, wildfires in California, intense hurricanes in Louisiana and massive flooding in Iowa.

The AASHTO Subcommittee on Design has been working to integrate climate change considerations into guidelines and specifications. It is important on the engineering side to realize that facility planning needs to be designed correctly today for conditions that will change tomorrow.

Mr. Horsley stated that he would like AASHTO to be involved in national policy decisions around climate change issues. Having a strong state transportation agency perspective in national climate change and energy policy will be an important addition to the discussion.

3.5 James Cheatham, Director of Planning, FHWA

In September 2008, FHWA conducted a survey of state DOTs on climate change adaptation issues. Mr. Cheatham delivered a summary of these survey findings and discussed what FHWA has been doing to help state transportation agencies adapt the transportation system to climate change impacts.

While about half of the states reported that no adaptation activities are taking place, several states reported they have been involved in policy level, strategic planning, research, and implementation activities to adapt to climate change impacts. Examples of policy-level activities include Florida, which is considering several adaptation policy options such as infrastructure changes. Strategic planning examples include California's development of a "Vulnerability Inventory" as part of the State Climate Action Charter and Oregon's asset inventorying activities to support future vulnerability efforts. A few states have been conducting adaptation research, including Rhode Island's use of computer-generated image maps of sea level rise in downtown areas and major roadways. At the implementation level, Louisiana DOTD is mapping critical infrastructure (levees, highways, ports, railroad, and airports) and the Louisiana State University Center for Geoinformatics is inventorying the elevation of evacuation routes. In Texas, the DOT is using low-mix asphalt to reduce asphalt surface temperatures.

FHWA has near-, mid-, and long-term adaptation activities in the areas of outreach/education, research, technical assistance, and reauthorization. Over the next few months, FHWA will conduct and document workshops on adaptation with AASHTO and State DOTs and will meet with other agencies to develop preliminary strategies. In 2009, FHWA activities include the formation of an FHWA adaptation working group, the promotion of proactive state efforts, and development of reauthorization proposals. FHWA will also work with NOAA and others to incorporate climate effects into forecasts, and will develop an interim framework for conducting inventories of transportation assets vulnerable to climate change impacts.

Over the next few years, FHWA will conduct Phase II of the Gulf Coast Study on climate change impacts. FHWA will also work with the EPA and other federal agencies to develop improved tools for measuring and forecasting greenhouse gas (GHG) emissions from transportation sources. Challenges for FHWA over the next few years will be gathering substantial and diverse stakeholder input for reauthorization proposals, identifying the actions needed to reduce GHG emissions, and reducing VMT in ways that may require fundamental societal behavior changes.

4.0 Roundtable Discussion

4.1 Alaska DOT&PF

The Alaska Department of Transportation and Public Facilities (DOT&PF) is a multi-modal agency with ownership of public roads and bridges as well as 257 rural airports, 28 harbors, and 720 buildings. In 2007, the state established the Alaska Climate Change Sub-Cabinet to focus on adaptation, mitigation and research needs. In addition, the Governor appointed an Adaptation Advisory Group, which includes a Public Infrastructure Technical Working Group.

Documented climate change impacts in Alaska include melting permafrost, increased storm frequency and intensity, coastal erosion due to lack of sea-ice, river erosion, sea level rise, increasing temperatures and loss of the subsistence way of life for native populations. There has been increased erosion on the coast line and along rivers due to higher amounts of precipitation. The infrastructure in many of Alaska's regions is underlain by ice-rich permafrost, an active layer that is permanently frozen. Increasingly, the soil layers are experiencing melting cycles causing severe structural damage to infrastructure. The DOT&PF spends about $10 million per year to mitigate melting permafrost yet this is only a fraction of the need and costs are expected to increase as warming trends continue. Storm frequency is another phenomenon in Alaska that is causing avalanches, floods, erosion, and debris flows which all significantly increase maintenance and operations costs. The loss of shore-fast sea ice is also causing coastal erosion that poses serious threats to infrastructure and is causing entire communities to be displaced.

Alaska is adapting to these extreme impacts with shoreline protection programs, planned evacuation routes, relocation of infrastructure and communities at risk, drainage improvements, and permafrost protection. Mr. Richards said there is a need to increase the collection and density of data including stream flow, precipitation, and hydraulic data and to investigate alternative design, construction, and maintenance techniques to address the changing environment. The Alaska DOT&PF will also need to continue to collaborate with others to address future impacts of climate change.

4.2 Richard Land, California DOT (Caltrans)

California has established precedents for national action on climate change issues, although these have been predominantly efforts to mitigate greenhouse gas emissions. There has been a variety of state legislation as well as Caltrans and MPO efforts to work with partners to develop mitigation strategies. The state is in the initial steps of examining the issue of adaptation to the impacts of climate change. In November 2008, the Governor directed state agencies to plan for sea level rise as well as increased temperatures, shifting precipitation, and extreme weather events. The final goal is a statewide strategy to adapt to climate change impacts.

While there is concern over sea level rise, there are large discrepancies between the predictions of how much and how fast the rise will occur. Part of the Governor's November 2008 Executive Order requested that the National Academy of Sciences establish an expert panel to help California assess the state's vulnerability to sea level rise and help state agencies develop different climate change impact scenarios that may affect the state. As part of this effort, by June 2009, Caltrans will create a statewide information strategy to support assessment of infrastructure vulnerability. Caltrans will develop maps showing the transportation system's vulnerability to the different climate change scenarios as part of this effort.

Caltrans currently has a Climate Change Action Program that is examining planning and development strategies for addressing adaptation needs. Some of the strategies being considered are using ITS to adapt to weather impacts, infrastructure design changes, and researching the rate of anticipated impacts. Regional equity and environmental justice are also a major piece of both mitigation and adaptation strategies. Caltrans is working to integrate adaptation strategies into complex transportation programming cycles, which require changes to agency planning and operation procedures.

4.3 Kathleen Neill, Florida DOT

Florida's climate change efforts have focused mainly on mitigation strategies. The state has established an Energy and Climate Change Action Team and there have been regional visioning sessions throughout the state. The DOT is also working with regional councils and MPOs on climate change issues.

Florida is seeking to protect coastal communities, environments, and infrastructure from the potential consequences of climate change. FDOT has already had to deal with many weather-related impacts to infrastructure including scour, storm surges, hurricane damage and design standards. The differences now are (A) the DOT is taking a longer term look at the adaptation issue in partnership with other agencies and (B) responding to extreme weather events is now considered an "adaptation activity."

4.4 David Schwartz, Kansas DOT

Kansas DOT is conducting no specific adaptation activities currently. While there are not the coastal concerns that some states have, Kansas does experience tornados, major floods and severe storms. KDOT responds to extreme weather events by providing communication services to communities when there are large power outages. KDOT has mobile units that respond to various events during storms.

Kansas DOT employs hydraulics experts who monitor severe events. This team is examining whether extreme weather events are becoming more frequent. KDOT is also examining infrastructure adaptations such as polymer stiffeners to allow asphalt to self-adjust on hot days.

4.5 Eric Kalivoda, Louisiana DOTD

While Louisiana has been pursuing climate change adaptation strategies in recent years, the state has not framed these activities in this way. The DOTD has undertaken short-term mitigation strategies such as ride sharing programs. More long-term strategies, such as conversion of fleets to alternative fuels, are also underway. Hurricanes and flooding have been an issue for decades, forcing state agencies to address severe weather impacts on state infrastructure, populations, and the environment.

Potential climate change impacts on Louisiana include coastal erosion, compressed land, blocked tributaries, infrastructure damage due to severe storms and flooding. The DOTD has been armoring roadways to withstand hurricanes and severe storm impacts and measuring the elevation on major highway systems.

There is debate within the state about how many public resources should be dedicated to communities that lie in well-documented high-risk areas. This issue is tied directly to how land use decisions are made in Louisiana. Some in the state believe that continuing to underwrite community development in areas that are likely to experience a disproportionately great share of climate change impacts, such as storm surge, is a questionable way to manage limited public resources. Local governments need to be guided toward better land use planning for climate change adaptation strategies to succeed.

Another issue is balancing the urgency of planning for adaptation with the thoughtfulness of that planning; Mr. Kalivoda commented that adaptation planning needs to be deliberative and decisions should not be rushed. There is also a financial reality for many states to fully adapt infrastructure to the potential impacts of climate change. In Louisiana, the Coastal Restoration Authority is designing a levy system. The ability of this system to protect areas in a severe storm will be a clear indicator of the adequacy of current levy designs and engineering.

4.6 Greg Slater, Maryland State Highway Administration (SHA)

The Maryland SHA has undertaken several climate change mitigation activities and is working to reduce the transportation system's contribution to GHG emissions. The SHA has focused on non-motorized transportation safety and on mitigation policy. The state has also developed policy to preserve land and is considering pay-as-you-go insurance to help reduce VMT. The SHA is also moving its facilities toward carbon neutrality and will soon have a District Transportation Shop that operates on wind power.

Because Maryland straddles the Chesapeake Bay, the state is potentially at risk for significant impacts from climate change; severe storms can cause major damage and the coastline would be significantly affected by sea level rise. Baltimore is on a Bay tributary and is also affected by large storms. Regional (inter-state) planning efforts are needed to adapt bridges and harbors; there have been some reactive measures to adapt but very little planning by metropolitan areas and regions.

Mr. Slater stated that proper maintenance is the key to being able to adapt to climate change impacts. SHA has an asset management focus and is moving toward adjusting engineering standards to enable more expeditious adaptation to changing conditions. Maryland is also considering evacuation routes on low-lying roadways and using GIS tools to help inventory assets.

4.7 Frank Pafko, Minnesota DOT

Minnesota has also focused its efforts on GHG reduction strategies and has adopted the same stringent emission standards as California. Some of the state's efforts include partnerships with energy companies for biomass energy production and using alternative fuels.

While sea level rise is not an issue in Minnesota, heavy precipitation events are. With support from FHWA and the National Oceanic and Atmospheric Administration (NOAA), a rainfall study has been conducted in the state. Some of the findings from this study indicate that there are microclimates within the state and certain parts of Minnesota experience a disproportionate share of extreme precipitation events than others. The results of the rainfall study will have implications for infrastructure standards and will facilitate adapting to climate change impacts within the state.

4.8 Terry Arellano, North Carolina DOT

Agencies within North Carolina have been collaborating about climate change, with a main focus on mitigation efforts. The NCDOT is currently incorporating climate change issues into agency activity, and it is probable that the planning unit will house the climate change programs.

The coast of North Carolina is sensitive to increased storm intensity and frequency as well as potential sea level rise. The state is currently determining how to plan for sea level rise and how this may affect coastal communities and commerce. There have been evaluations of climate change impacts such as coastal erosion, sea level rise and storm surge on transportation projects on the Outer Banks. One challenge is that there is a debate about how to adapt infrastructure in these coastal areas.

4.9 Dan Stewart, Pennsylvania DOT

Pennsylvania's focus related to climate change has primarily been on mitigation activities and carbon reduction strategies. The state Department of Environmental Protection is convening and managing an inter-agency Climate Change Advisory Committee. PennDOT is deciding which internal unit will house climate change planning. There have also been regional climate change efforts in the Philadelphia region; for example, the Delaware Valley Regional Planning Commission (the MPO) undertook a five-year study on GHG reductions and mass transit.

Regarding climate change adaptation, the growing intensity in storms, floods, and ice throughout the state have caused infrastructure damage. For example, storms with freezing rain have required closing of key Interstate highways periodically. These storms have led the state to re-address its strategies and techniques for ensuring mobility in emergency situations.

While PennDOT has undertaken a variety of infrastructure updates/modernization efforts that should enhance the system's long-term resiliency; these have not been conducted specifically in the context of "climate change adaptation." For example, PennDOT has produced updated design manuals for drainage. In addition, PennDOT has an aggressive program underway to access bridge structural deficiencies.

Other climate change impacts in the state are pavement freeze/thaw cycles that cause pavement buckling and rising ocean levels that could cause river flooding along the Delaware Bay coastline. PennDOT is using warm-mix asphalt on about 20% of pavement to improve the ability to adjust to increasing temperatures. PennDOT acknowledges that it needs a statewide inventory of critical infrastructure and is looking to FHWA and AASHTO to provide guidance.

4.10 Dianna Noble, Texas DOT

In Texas, climate change issues tend to be framed in the context of energy or weather impacts. The DOT has managed to address climate change issues and find consensus on priorities despite the fact that politically it cannot be named as such. Ms. Noble stated that it has not mattered that the state does not call it climate change and feels that there has been progress in climate change mitigation and adaptation in the state.

Texas has experienced flooding and extreme heat/cold weather patterns. Engineers within the DOT have responded to these problems. TxDOT developed the Texas state government's first clean air plan. The desire to achieve energy independence has been the primary driver of TxDOT's environmental planning efforts. Because TxDOT's Office of Environmental Affairs handles air quality issues, it is also simultaneously addressing a variety of GHG/climate change issues.

Ms. Noble said that a lack of defined roles for the various public agencies involved in climate change issues is an obstacle to progress. For example, TxDOT believes it is doing its part to help the state adapt to climate change impacts through various means, including energy efficiency improvements, asphalt redesign and hydrology updates. However, how TxDOT's activities fit into a larger state - or national - approach to climate change adaptation remains unclear.

4.11 Ken Walus, Virginia DOT

Virginia has a long coastline encompassing considerable transportation infrastructure vulnerable to rising sea levels. The state has also experienced significant changes in weather patterns. Like most states, Virginia has primarily focused to date on mitigation of GHG emissions. However, VDOT has recently begun to deal with the need to plan for climate change impacts.

While VDOT is redesigning certain transportation facilities to survive and operate in extreme weather events, these activities have not necessarily been undertaken in the specific context of climate change adaptation. For example, VDOT has revised and redesigned hurricane evacuation routes to account for changing patterns of storm surges. Further, VDOT is retrofitting roadways and bridges to mitigate structural vulnerability to extreme weather and, for the most critical bridges, identifying the extent of scour problems. One notable issue in Virginia is the prevalence of major water crossings via movable bridge decks operated by on-site electrical generators; in many cases, these generators would be submerged in a severe storm with extreme rainfall or tidal surge.

5.0 Input to Fhwa Climate Change Strategic Framework

The discussion during the peer exchange, as well as the recent FHWA surveys of states, suggest that few DOTs are pursuing climate change adaptation as a distinct policy or program area (activity is mainly in those states already experiencing climate change impacts). Participants in this peer exchange generally voiced a desire to expand existing efforts and/or undertake new efforts, while at the same time being conscious of current budget constraints. There was a consensus that the federal government needs to put forward policies, resources and assistance if these efforts are to be cost-effective and acceptable to decision-makers and the public. For example, DOTs and others desire technical assistance and guidance on approaches, information on best practices across the nation, data on climate change scenarios and impacts, and a policy "roadmap" at the national level so different states or regions are not inadvertently working at odds with each other.

Overall, peer exchange participants concurred that additional federal resources - both technical and financial - are needed to help DOTs pursue effective adaptation initiatives. Participants also suggested a variety of more specific needs, which may be grouped under the headings of Policy and Guidance, Information Sharing and Dissemination, Technical Assistance, and Research.

5.1 Policy and Guidance Needs

National transportation policy that provides clear connections to national energy policy and articulates USDOT role in climate change adaptation, particularly regarding reconciling different state-level perspectives on climate change
Definition(s) of "critical infrastructure" and "strategic investments"
Prioritization frameworks for climate change adaptation needs in context of overall transportation investment, and between adaptation and mitigation-related investment
Definition of "strategic disinvestment" and guidance on its application in context of climate change adaptation and diminishing revenues
Development of a collaborative and flexible approach to the federal permitting process that is aligned with DOTs regarding data, methods and process
Facilitation of cross-disciplinary collaboration (e.g., Design and Planning) within DOTs and between agencies and governmental levels

5.2 Information-sharing and Dissemination Needs

Establishment of a readily-accessible information clearinghouse on climate change mitigation and adaptation in transportation
Development of "manuals" on climate change adaptation for use in different situations and environments
Active dissemination of information on research results, best practices, etc. through additional peer exchanges, the Internet and documents/reports

5.3 Technical Assistance Needs

Guidance/technical assistance on vulnerable infrastructure inventorying, including data collection methods and management
Development of flexible design guidelines appropriate for a climate change adaptation working environment
Assistance and guidance on risk management approaches and methodologies
Guidance on developing cost estimates for adaptation initiatives and programs

5.4 Research Needs

Methods for translating global climate change trends research into local (or at least regional) forecasts that support development of appropriate adaptation strategies
Cost-effective approaches to identifying, managing and bolstering critical infrastructure
Improved forecasting models that specifically account for climate change scenarios and different geographies
Development of transportation system performance measures that provide information relevant to prioritization and decision-making on adaptation approaches and projects

Appendices