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1 6. Transportation Systems

2 6.1. Introduction

3 Transportation systems are critical to our daily lives. People use various systems of transportation on a 

4 daily basis to travel to and from work, school, visits to family and friends, attend business meetings, and 

5 medical emergency sites. However, the transportation network meets much more than just an individual’s 

6 needs. Businesses use trucks, ships, trains, and airplanes to transport goods from their point of production

7 to their point of use or consumption. For example, food is often transported from the producer (e.g., a 

8 farm) to a processing and packing plant, then a regional or national distribution center, and finally to the 

9 local stores where it can be purchased by consumers. All of these steps in this example of product 

10 distribution rely heavily on the transportation system.

11 Traditionally, people think about the transportation system as using roads and bridges to move both goods 

and people. While roads and bridges are a critical part of the transportation network, communities112 also 

13 rely upon other systems of transportation, including:

14  Airports to transport people and goods long distances in a short period of time

15  Passenger and freight rail lines to transport people and goods regionally/nationally

16  Subway lines or light rail corridors in large urban centers (e.g., New York, DC, Chicago, Los 

17 Angeles) to transport people to/from work and entertainment/leisure activities

18  Harbors and ports to import/export goods from/to the globally and distribute them on inland 

19 waterways

20  Ferry terminals and waterways to transport the workforce to/from work (e.g., San Francisco, New 

21 York)

 Pipelines222 to transport natural gas and petroleum nationally and regionally to utilities and 

23 refineries 

24 The transportation system is a very complex system with multiple modes each with their own 

25 complexities that make coordinating activities to build resilience of the system and the communities they 

26 support very challenging. Examples of the complexity include:

27  Within a small geographical area (i.e., a community) there may be many stakeholders responsible 

28 for the design, operation, maintenance and funding of the road network including federal, state,

29 and local public agencies, as well as private operators of toll ways. 

30  The rail system includes private freight networks that are key to supporting economic activity and 

31 passenger rail services operating within cities and across states with multiple stakeholders.

32  Marine transportation includes domestic and international movement of passengers and goods 

33 across regions that may have their own standards and guidelines for design, operation and 

34 maintenance. In the case of passenger ferries, a lack of standardization limits the transferability of 

35 vessels to support recovery from hazard events.

36  The aviation system includes public and private airports of varying sizes that support air freight 

37 and commercial air passenger services.

38 Many people rely on multiple modes of transportation (i.e., intermodal transportation) every day.

39 Businesses use multiple systems of transportation to move goods efficiently and cost effectively. 

 

1

For the purposes of this framework, a community is defined as an area under the jurisdiction of a local governance 

structure, such as incorporated cities and counties. 

2

Pipelines are included in the transportation chapter because they are regulated by the Department of 

Transportation. Water pipelines are discussed in Chapter 9.
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40 Similarly, goods may be imported using ships; however, to get the goods from the ship to the next step in 

41 the supply chain requires trucks or rail. More discussion on intermodal transportation is in Section 6.1.2.

42 This chapter addresses disaster resilience of the transportation system. To address resilience of their 

43 infrastructure, communities need to first identify the regulatory bodies, parties responsible for the 

44 condition and maintenance of the infrastructure, and other key stakeholders. Communities should work 

45 with the stakeholders to determine the performance goals of the transportation infrastructure, evaluate the 

46 existing infrastructure, identify weak nodes and links in the network, and prioritize upgrades to improve 

47 resilience of individual network components and, consequently, the transportation network as a whole. 

48 This chapter provides an exemplary performance goal table. Communities can also use the performance 

49 goals table to identify the anticipated performance of existing infrastructure and their largest resilience 

50 gaps, and prioritize improvements.

51 6.1.1. Societal Needs and System Performance Goals

52 As discussed in Chapters 2 and 3, the social needs of the community drive the performance goals to be 

53 defined by each community, infrastructure owner, and its stakeholders. The social needs of the 

54 community include those of citizens, local businesses, supply chains of large national and multi-national 

55 businesses, industry, and government. Each community should define its own performance goals by the 

56 time needed for its critical infrastructure to be restored following a hazard event for three levels of hazard: 

57 routine, expected, and extreme, as defined in Chapter 3.

58 Transportation systems are a large part of our daily lives in the United States and are often taken for 

59 granted. While not all natural hazard events can be forecasted, the transportation system is even more 

60 important when a natural hazard event has advanced warning (i.e., hurricane) and after of a natural hazard 

61 event. When a hazard event is forecast, transportation systems permit:

62 1. Parents to convey their children home from school or daycare 

63 2. Residents in evacuation zones to travel to shelters or distant safe communities

64 3. State officials to close transportation systems that pose a danger to travelers during a hazard event

65 Following a hazard event, the community has short-term (0-3 days), intermediate (1-12 weeks), and long 

66 term (4-36+ months) recovery needs. Currently, communities think about recovery in terms of emergency 

67 response and management goals. For transportation these include:

68 1. Access for emergency responders (firefighters, paramedics, police) to reach people in need

69 2. Access for those that restore critical infrastructure (energy, communications, water/wastewater)

70 3. Access to facilities for shelter, medical care, banks/commerce, and food

71 4. Egress/evacuation from a community immediately after a hazard event, if needed

72 5. Ingress of goods and supplies immediately after event to provide aid

73 However, when addressing resilience, communities must also consider any inherent vulnerability in the 

74 transportation network that may seriously affect the ability of the community to achieve full recovery in 

75 the longer term and also consider improving the level of transportation network performance in the next 

76 hazard event. The intermediate and longer term needs of communities for the transportation infrastructure 

77 include:

78 1. Ability of public sector employees who run government, direct traffic, respond to emergencies, 

79 run transit systems, and teach/work in schools to get to their posts 

80 2. Ability for citizens to get to work, school, and sports/entertainment facilities

81 3. Ability to re-establish access to businesses (both small and large), banks, retail, manufacturing, 

82 etc., so they can serve their customers

83 4. Ability to re-establish access to key transportation facilities (airports, ports/harbors, railway 

84 stations), so goods can be transported and supply chain disruption is limited
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85 5. Need to restore, retrofit, and improve transportation infrastructure and rolling stock, so they will 

86 not be damaged or fail in the same way in a future event

87 6. Strengthen mass transportation, such as airports, passenger and freight rail, subways, light rail,

88 and ferry systems to relieve stress on the roads and bridges components of the transportation 

89 network

90 In the long term, communities should strive to go beyond simply recovering by prioritizing and making 

91 improvements to parts of the transportation network that failed in the disaster or were the source of stress 

92 on the network (e.g., failure of the subway system in New York City puts millions more people on the 

93 already-congested road network, or worse, at home).

94 6.1.2. Interdependencies

95 Chapter 4 details the interdependencies of all critical infrastructure systems in a community. As the built 

96 environment within communities grows more complex and different systems become (more) dependent 

97 on one another to provide services, addressing the issue of interdependencies becomes an increasingly 

98 critical aspect of resilience. 

99 Transportation systems play a critical role in supporting each other, as well as critical services and other 

100 infrastructure systems. Hospitals, fire stations, police, and other emergency response systems depend on 

101 transportation before, during, and after a hazard event. Evacuation depends on the capacity of roads,

102 waterways, airports, and rail, as well as the government’s ability to manage them. Relief efforts are 

103 hindered until damage to transportation systems is repaired.

104 Specific dependencies on the transportation system include:

105 1. Power Energy – A significant number of power plants rely on bulk shipments of coal or fuel via 

106 barge and freight rail for their operation. Gas fired plants rely on natural gas pipelines. Resource 

107 recovery plants rely on bulk shipments of refuse via truck. Interruption to barge, freight rail, and 

108 truck routes from a hazard event can affect power generation if fuel at these power plants is not 

109 stockpiled in advance. 

110 2. Communication and Information – As fiber networks are expanded, many are routed through 

111 leased conduits over bridges and through tunnels to cross waterways or other geographic features.

112 This makes them vulnerable to damage of those transportation assets in a hazard event from 

113 flooding, earthquakes, or storm surge, which can knock out portions of the fiber communications 

114 network. Postal services delivering letters, documents, and packages are also entirely reliant on 

115 the transportation network.

116 3. Buildings/Facilities – Large transportation terminals or stations, airline terminals, and port cargo 

117 facilities cease to function when transportation systems are shut down by a hazard event. Mixed 

118 use transportation facilities that are integrated with retail, businesses, and hotels are also impacted

119 when transportation stops.

120 4. Water/Wastewater – The pipelines used by these systems are considered part of the transportation 

121 system.

122 Specific interdependencies of transportations systems with the other infrastructure systems addressed in 

123 this framework include: 

124 1. Power/Energy – The transportation system depends on the power and energy grid. Gas stations 

125 need electricity for vehicle owners to access fuel. As seen in Hurricane Sandy, without power, gas 

126 stations, utilities, and other entities that fuel transportation vehicles could not operate, which

127 hindered both evacuation and recovery. Electric energy is also needed for traffic signals to 

128 function. As seen during the northeast blackout of 2003, New York City’s 11,600 traffic signals 

129 were inoperable due to the loss of power, resulting in mass gridlock (DeBlasio et al. 2004).

130 Airports, rail stations, moveable bridges, vehicular tunnels and ports rely on electric energy for 
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131 lighting, functionality of mechanical components (e.g., loading equipment at a port), fire/life 

132 safety and for functionality of the buildings themselves (see Chapter 5). Regional passenger rail, 

133 subways, and light rail rely on electric energy to function as well as for fire/life safety inside the 

134 tunnels. However, the energy industry also relies on transportation systems, so repair crews can 

135 reach areas where failures have occurred and bring services online quickly. The logistics of 

136 deploying repair crews after disasters often starts with filling in washouts and clearing debris and 

137 fallen trees from roads to provide access to utility repair crews.

138 Transportation systems also include natural gas and petroleum pipelines that feed the 

139 power/energy fuel storage, generation, and distribution systems. Pipelines also transport jet fuel 

140 to major airports. Most pipelines in the continental United States are buried beneath the ground 

141 and can rupture from earthquakes or wash out by flooding. 

142 2. Communication – The communications system relies on roads and bridges so repair crews can 

143 get into areas with failures of telephone and cable lines, cell towers, and fiber optic networks to 

144 repair services. Conversely, transportation systems depend on communications to relay 

145 information. Airports use communications for instrument-controlled aircraft operations to relay 

146 logistical and scheduling information to passengers (e.g., flight status times, gate changes, etc.) 

147 and to communicate with other air traffic via air traffic control. Light rail, train, and bus stations 

148 rely on communication systems to coordinate and schedule inbound/outbound times for users.

149 Highways depend on Intelligent Transportation Systems (ITS) to monitor traffic levels, direct 

150 traffic around areas of congestion, and respond to accidents and emergencies. ITS cameras, 

151 sensors, and variable message signs are supported on fiber networks, some owned and some 

152 leased by DOTs. Tolled highways and bridges rely on communication systems for electronic toll 

153 collection.

154 3. Building/Facilities – Buildings are rendered useless if people cannot reach them. Transportation 

155 systems allow people to travel to critical facilities, businesses, and to other homes/facilities to 

156 check on the safety of friends, family and vulnerable populations. When transportation systems

157 are not available to get citizens to buildings and facilities, such structures cannot also contribute 

158 to the recovery. 

159 4. Water and Wastewater – Water and wastewater lines are often buried beneath roads (i.e., below 

160 grade). Consequently, access to roads is needed to access points of failure. Moreover, leaks and 

161 failure of waterlines under roads can damage road foundations and sinkholes may form. 

162 Conversely, critical facilities in the transportation system (e.g., airports, bus, train, subway, and 

163 light rail stations) require water and wastewater for maintenance, sanitation, disposal, and 

164 emergency services (e.g., firefighting).

165 Intermodal Transportation. Due to the nature of our large, diverse transportation network and how it is 

166 used today, intermodal transportation is a key consideration for communities. Intermodal transportation 

167 varies by community, depending on the community’s size, needs, structure, and complexity. Individual 

168 citizens in some communities may function well using only the road network on a daily basis. However, 

169 the community needs access to the larger transportation network, and thus other methods of transportation 

170 are needed to get food and supplies to local retailers in these communities. 

171 In today’s global environment, goods are often imported via airplane, ship, truck, or train. If goods are 

172 imported by airplane or ship, they are then loaded onto either trains or trucks. Depending on the goods

173 being transported, the next stop in the supply chain may be a manufacturing or processing plant,

174 national/regional distribution center, or a warehouse. Retailers often use warehouses or regional 

175 distribution centers to manage their products and provide goods to local stores via truck in a short time

176 period. Therefore, coordination is needed between the different methods of transportation used by 

177 businesses to ensure that their products can be delivered to the customer. If one of the systems fails, there 

178 may not be a need for the others (e.g., if ships can’t import goods, there will not be any goods for the rail 

179 system to transfer to the next stop in the supply chain).
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180 People also use multiple methods of transportation on a daily basis, particularly in large urban centers, to 

181 get to/from work, school, entertainment facilities, homes, banks, etc. People who work in large cities 

182 often rely on mass rapid transit, such as bus transit for most of their commutes. However, to get to their 

183 bus stop or rail station, or final destination, individuals may rely on the roadway system, including buses, 

184 taxis, bicycles or walking.

185 Although several methods of transportation are available to citizens and businesses, hence, providing

186 redundancy to the overall network, failures in one of the systems can put significant stress on other 

187 transportation systems. For example, even partial loss of use of the subway system in Chicago, New

188 York, or DC would cause significant congestion and gridlock in the roadway network.

189 Freight transportation systems in the U.S. have less redundancy than systems that transport people. The 

190 freight rail lines currently have little redundancy with detours of hundreds of miles around certain critical 

191 routes that follow river beds and cross large rivers. With the reduced number of freight trains and the high 

192 costs for maintaining the right of way of freight tracks, railroads have abandoned redundant lines and 

193 many have been converted to recreational paths for pedestrians and cyclists.

194 Freight transportation by barge moves very large volumes at relatively low energy costs but has very 

195 limited system redundancy since it is dependent on navigable waterways. River flooding or a damaged or 

196 collapsed river crossing can lead to major delays of large volumes of freight.

197 Freight transported by truck has more redundancy than rail or barge freight; however, the national 

198 highway system has certain critical river crossings, which if damaged in a hazard event, can lead to long 

199 detours and heavily congested highway bottlenecks. 

200 6.2. Transportation Infrastructure

201 Transportation systems in the United States are extremely large and complex. This section is divided into 

202 five main categories: 

203  Section 6.2.1 – Roads, Bridges, Highways, and Road Tunnels

204  Section 6.2.2 – Rail 

205  Section 6.2.3 – Air

206  Section 6.2.4 – Ports, Harbors, and Waterways

207  Section 6.2.5 – Pipelines

208 These sections discuss the components of their network, potential vulnerabilities, and strategies used in 

209 the past to successfully mitigate failures. The first four sections deal with systems of the larger 

210 transportation network used to move both people and goods. The fifth section, Pipelines, discusses a 

211 system used to move resources alone (e.g., natural gas).

212 6.2.1. Roads, Bridges, Highways, and Road Tunnels

213 Roads and Highways. Roads and highways are vital to the nation’s transportation infrastructure. The 

214 nation’s four million miles of public roadways endured three trillion miles of vehicle travel in 2011

215 (ASCE 2013). The large network of roads and highways serves as the primary transportation 

216 infrastructure used by most people and businesses. Although other methods of transportation, such as 

217 subways and airplanes, which are discussed later in this chapter, are used to move mass amount of people 

218 and goods to specific hubs (i.e., nodes in the transportation network), roads and highways are used to get 

219 people and goods to their final destinations. A loss of a road, bridge, or tunnel can dramatically increase 

220 the time it takes for emergency responders to get to the disaster area or reduce the ability for citizens to 

221 evacuate immediately following a disaster.

222 When considering the road network, communities need to think about not only cars and trucks, but other 

223 methods of transportation, including buses, bicycles, and pedestrians. Locally, communities (particularly 
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224 large communities with a stressed road system) should develop a long-term transportation plan that 

225 encourages citizens to use other methods of transportation (e.g., bicycles and buses) in addition to 

226 personal vehicles. Bicycle lanes, for example, can be added by widening the road in a planned 

227 construction project by approximately 4 feet. It is noted; however, that the usefulness of making such 

228 changes will vary by community based on average commute time and accessibility to alternative methods 

229 of transportation. Regardless, the goal of a road system for a community should be to encourage and 

230 support as many methods of transportation as possible to make it more efficient, rather than relying on 

231 just cars and trucks. 

232 In addition to moving people and goods on roads and 

233 highways, essential utilities distribute services either 

234 along-side, above, or below the grade of roads. 

235 Therefore, when roads and highways fail, it not only 

236 disrupts the ability to move people and goods, it can 

237 leave the necessary utility services vulnerable to both 

238 initial and secondary hazards (e.g., uprooting of a 

239 tree or other debris falling on a power or 

240 communication line). For example, flooding can 

241 result in undercutting road beds. In Figure 6-1, a pipe 

242 (an example of interdependency) that lay directly 

243 underneath the road shoulder was vulnerable to 

244 damage as a result of road failure. 

245 Roads are also susceptible to damage from 

246 earthquakes. The force of earthquakes can cause 

247 roads to split, as seen after the Loma Prieta earthquake (FHWA 2010). Moreover, secondary effects of 

248 earthquakes, such as landslides and fires can also damage roadways. In fact, liquefaction is a major 

249 vulnerability for all transportation infrastructure (tunnels, bridges, railways, etc.), whereas roads are 

250 especially susceptible to landslides (Meyer et al. 2014).

251 Failure or loss of service of individual roads does not typically cause a major disruption for a community,

252 because redundancy is built into the road network. Major disruptions occur when a significant portion or 

253 critical component of the road/highway network fails, such that people and goods cannot get to their 

254 destination. Flash flooding in mountain communities where roads typically follow river beds with 

255 multiple bridge crossings have left entire communities cut off when roads and bridges collapsed from 

256 scour. For example, a dozen towns in Vermont were completely cut off from emergency aid in 2011 when 

257 Hurricane Irene dumped 11 inches of rain 

258 over a weekend that washed out roads and 

259 bridges. Similarly, in Boulder, Colorado 

260 search and rescue teams were prevented 

261 from reaching stranded communities after 6 

262 inches of rain fell over 12 hours in 

263 September 2013, cutting off mountain towns 

264 after recent wildfires depleted the terrain of 

265 vegetation. Large areas of the road/highway 

266 system can be impacted by debris from high 

267 wind events (hurricanes, extra-tropical 

268 storms, tornadoes), flooding, as was seen in 

269 Hurricane Sandy, earthquakes, and ice 

270 storms. In the short term, tree fall (see 

271 Figure 6-2) on roads slows-down emergency 

272 response and repair crews from getting to 

Figure 6-1: Road undercutting in the aftermath 

of Hurricane Irene (FEMA, Photo by Elissa 

Jun, 2011)

Figure 6-2: Local Road Blocked by Fallen Trees after 

Remnants of Extra-tropical Storm Struck Kentucky 

(Kentucky Public Service Commission 2009)
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273 locations where their assistance is needed. 

274 Ice storms, as previously discussed, can also cause road blocks by tree fall, as seen after the January 2009 

275 ice storm in Kentucky (Kentucky Public Service Commission 2009). However, ice itself can also shut 

276 down the road network because even relatively small amounts of ice make driving conditions dangerous, 

277 particularly in areas of the United States where communities are not well prepared for snow and ice 

278 storms due to their infrequent occurrence. In states that are well prepared for these events and experience 

279 them regularly, ice storms or large snowfall events do not typically cause significant disruptions to 

280 transportation.

281 Bridges. Bridges are important components of the road/highway and railway networks, because they 

282 traverse significant geological features such as canyons, rivers, and bodies of water that interrupt the 

283 roadway path. Bridge structures are the most costly part of a roadway or railway system to build and 

284 maintain, so they are strategically placed and the temporary closure of one may lead to significant detour 

285 travel distances. The number of bridges, their length, and their location within a community depends on 

286 the local geography and social needs of the community. Bridges, like roads, are impacted by the 

287 harshness of their respective environmental conditions (e.g., freeze thaw cycles). Traditionally bridges 

288 include expansion joints, which allow rainwater, ice, snow, and other debris to get beneath the road 

289 surface. Though this is a maintenance issue, water and debris infiltration leads to corrosion and 

290 deterioration of both the superstructure (i.e., beams and deck) and substructure (e.g., piers, bearings, and 

291 abutments), which can impact bridge performance when a hazard event occurs. However, some short 

292 bridges (i.e., less than 300 feet) are now being designed using integral abutments so expansion joints are 

293 eliminated, reducing this deterioration in the future (Johnson 2012).

294 Scour (i.e., erosion of bank material around bridge 

295 foundations) is a leading cause of bridge failures 

296 (FHWA 2011). Scour is most often caused by 

297 flooding and wave action. Flooding and wave action 

298 from hurricane storm surge (or tsunamis) can also 

299 damage bridges in other ways. For example, during 

300 Hurricane Katrina, wave-induced forces pushed 

301 multiple spans of the I-10 twin bridges over Lake 

302 Pontchartrain off their bearings (Figure 6-3) (FHWA 

303 2010). Earthquakes in San Fernando Valley, Loma 

304 Prieta, and Northridge, CA showed that bridges can 

305 collapse due to failure of piers and decks (FHWA 

306 2010).

307 Longer bridges tend to have relatively lightweight 

308 superstructures (decks and girders), so they can span 

309 long distances. Historically, their relatively low natural frequencies made some of these bridges 

310 susceptible to high winds, because their low natural frequencies could be matched by the high winds. 

311 Thus resonance of the bridge could occur, producing large oscillations and failure in some cases. 

312 However, modern long span bridges are mostly subjected to aeroelastic wind tunnel testing to understand 

313 the dynamics of the structure and make changes in design (e.g., adding dampers or changing aerodynamic 

314 properties) to avoid failure during high wind events (FHWA 2011). Moreover, some older long span 

315 bridges were tested and retrofitted to ensure that they were not vulnerable to wind failures. 

316 Similar to roads, failure of an individual bridge causes a disruption to the local road network, but does not 

317 always cause a major disruption of an entire community’s road network. Because there are often 

318 alternative routes, the driver’s commute time might increase. Failure of a bridge puts additional stress on 

319 other parts of the road network locally, because the bridge is a choke point, which could cause people to 

320 avoid certain areas and thus businesses. Therefore, when communities consider the design and 

Figure 6-3: Bridge sections slid off their 

supports during Hurricane Katrina due to wave 

action (FEMA, 2005)
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321 functionality of their bridges, they should consider the purpose of the structure and redundancy of the 

322 surrounding road network. For example, if the bridge is the only way commuters and goods can access, 

323 via the road network, an area of the community that has many businesses and critical facilities, the bridge 

324 should be designed for the “extreme” event, as defined in Chapter 3. However, given that bridge failures 

325 are not common even in hazard events; most bridges should be designed and built for the “expected” 

326 event.

327 Road Tunnels. Road tunnels serve a similar purpose to bridges in the road network. They connect links of 

328 the road network by passing under water, through mountains, or under other roads/highways. In general, 

329 tunnels present more risk to life safety when failures occur than other transportation systems, which have 

330 easily accessible methods of egress. Fires in tunnels are the most deadly hazards because the enclosed 

331 space causes decreased oxygen levels, contains toxic gasses, and channels heat like a furnace (Meng and 

332 Qu 2010). Precipitation is another threat: flooding in surrounding areas can lead to dangerously high soil 

333 moisture levels that compromise structural integrity of tunnels through mountains (Meyer et al. 2014). 

334 Tunnels beneath rivers are not affected by moisture through the walls but by surrounding flooding 

335 through the tunnel portal. During long-term inundation inside a tunnel, corrosion is a major mode of 

336 damage, especially to any ventilation, electrical, or communications systems within in the tunnel 

337 structure. More resilient designs and different protection measures, such as inflatable tunnel plugs, may 

338 need to be employed to adequately mitigate the individual risk associated with tunnels (U.S. DHS 2013).

339 6.2.2. Rail 

340 Rail systems consist of mass transit systems, such as subways, that operate within large high-density 

341 cities, regional commuter rail systems, which connect suburban communities to the city core, intercity 

342 passenger rail systems, like Amtrak, and freight rail systems that transport cargo both regionally and 

343 across the nation. Also included are light rail systems that operate within cities and airports.

344 Rail systems, which typically carry bulk commodities and assist in commuter services, have seen a boom 

345 in recent years. Amtrak reported more than 31.2 million passengers in 2012, double the reported figure 

346 from 2000. Freight railroads transport almost half the nation’s intercity freight and approximately a third 

347 of its exports with both numbers projected to increase. Freight and passenger railroads increased investing 

348 in their infrastructure, even in the face of the recent recession, putting $75 billion back into the tracks 

349 since 2009. In 2010, freight railroads renewed enough miles of track to go from coast to coast. This 

350 aggressive investment policy gives the rail system the capacity to meet future needs and represents an 

351 opportune time to build resilience into the system (ASCE 2013).

352 Since rail systems tend to be less interconnected than roadway systems, more key points serve as 

353 bottlenecks to different areas that could be severely affected by a failure (Lazo 2013). One example is the 

354 failing Virginia Avenue tunnel in Washington D.C., through which 20 to 30 cargo trains travel each day. 

355 The tunnel, now 110 years old and facing structural issues that would cost $200 million to repair, has a 

356 single rail line, forcing many freight trains to wait while others pass through. Bottlenecks like this cost the 

357 U.S. about $200 billion annually, or 1.6% of GDP, and are projected to cost more without adding capacity 

358 along nationally significant corridors (ASCE 2013). Any disruption to these points in the system could 

359 cause significant economic disruptions, indicating a need to build in alternate routes that would increase

360 redundancy in the system.

361 Another example of the lack of redundancy of the national freight rail system was the replacement of the 

362 critical 120-year-old Burlington Bridge in Iowa. It was determined that the two-track bridge – which had 

363 loading restrictions – was one of the three most important freight rail bridges spanning the Upper

364 Mississippi River, based on train volume. The bridge is also part of Amtrak’s national intercity passenger 

365 rail network and a key route for major coal traffic that brings low sulfur coal to the east, enough to supply 

366 electricity to nine million households annually.
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367 Freight rail systems in the U.S. also play an important role in the intermodal transportation of 

368 containerized cargo and imported automobiles from ports on both coasts to points in the Midwest. 

369 Containers are double stacked on rail cars and transported to interior distribution hubs that then transfer

370 cargo to trucks and taken to their final destinations.

371 Railways do face similar natural hazards as roads 

372 (e.g., flood and earthquake). Moreover, the railway 

373 network has similar infrastructure, including bridges 

374 and tunnels. However, the railway network in not 

375 nearly as redundant as local road networks. Thus 

376 disruptions in the railway network can have a 

377 significant impact. During Hurricane Katrina, 

378 flooding caused railway tracks to be impassible and 

379 some railway bridges failed, as shown in Figure 6-4. 

380 Careful planning can ensure that tracks are placed 

381 along high elevations and away from potential 

382 natural hazards. Relocating transit lines to newer 

383 tracks that are placed with more consideration of

384 natural hazard risks reduces vulnerability, as does

385 keeping older tracks in good repair for redundancy. 

386 Since railways, like roadways, are replaced every 20 years on average, resilience can be built into the 

387 system (Field et al. 2012).

388 Rail systems have other vulnerabilities. Most regional and intercity passenger rail systems either rely on 

389 electrified overhead catenaries or on third-rail traction power. While overhead catenary systems are more 

390 vulnerable to damage in storms from winds, falling trees, and branches, both are vulnerable to flooding, 

391 ice storms, and blizzards. Passenger rail in rural areas is powered by diesel locomotives and is more 

392 resilient. Some railroads have invested in hybrid locomotives that can be powered by diesel or electricity 

393 and be redeployed to restore limited service to lines where there may be loss of electric power. Freight 

394 rail cargo is transported by diesel powered locomotives that are not dependent on the energy grid and are 

395 less affected by storms, ice and flooding. Freight trains are more dependent on moveable bridges, which 

396 require electric power and are used for freight rail lines, because fixed bridges require elevated 

397 approaches to achieve higher under clearances.

398 A focus on early warning systems prior to a 

399 hazard event, whether that system is 

400 implemented by the weather service or by the 

401 rail companies, is essential if trains are to be 

402 moved to safer locations to protect train cars 

403 from flooding, which damages electrical 

404 components. As with other forms of 

405 transportation, adding forms of damage 

406 assessment will enable better prioritization of 

407 resources and lead to faster recovery in a post408 disaster environment (The World Bank 2012). 

409 Subway Systems. Subway systems move mass 

410 amounts of people for work, school, 

411 entertainment events, or other leisure activities. 

412 Because subways are underground, flooding is 

413 especially problematic. During Hurricane Sandy, 

414 the New York City subway system experienced 

415 heavy flooding; some tunnels filled up entirely. 

Figure 6-4: A railroad bridge in New Orleans 

is washed out by flooding (Photo by Marvin 

Nauman)

RESILIENCE EXAMPLE: The New York City 

Transit (NYCT) subway system, despite being one of 

the oldest transportation infrastructures in the city, 

showcased adaptability in its response to the 9/11 

attacks. Decision making was dispersed throughout 

the system; station managers were used to closing 

down their stations and rerouting trains due to police 

action. As a result of empowered leadership 

throughout the system, critical decision making was 

fast and unhindered by a chain of command. Trains 

were rerouted around the disrupted area, and when 

the nature of the event became clear, the subway was 

able to bring more trains onto outgoing tracks for 

evacuation. During the recovery, the system once 

again adapted to provide a means of transporting 

emergency personnel and supplies into and around 

the city (PWC 2013). 
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416 The subway’s pumps were overwhelmed by the combined rainfall and storm surge. When power went 

417 out, the lack of redundancy in power supply stopped the pumps completely and left the subways unable to 

418 recover. The lack of protective measures leaves the system vulnerable to water and the lack of pump 

419 capacity, combined with a frail power supply, makes it unable to recover quickly. These problems 

420 severely inhibit the resilience of the subway system to the point that it will still take years for every 

421 station to reopen (City of New York 2013). Therefore, when attempting to achieve the performance goals 

422 set by the community’s stakeholders, it is imperative to involve representatives of the energy industry in 

423 decision making, because of subways’ strong dependence on the power supply

424 6.2.3. Air

425 The nation’s air infrastructure provides the fastest way for freight and people to travel long distances. The 

426 airport system moves $562 billion in cargo each year, in addition to providing 728 million passenger 

427 flights. Use of commercial planes increased by 33 million passengers from 2000 to 2011. By 2040, it is 

428 projected that cargo will triple and over a billion passenger flights will traverse the nation’s skies. Studies 

429 already show that negative impacts to this massive system cause significant damage. The estimated cost 

430 of congestion and delays was almost $22 billion in 2012 and is projected to rise to $63 billion by 2040, if 

431 national spending levels on air infrastructure are stagnant (ASCE 2013). Only with additional investment 

432 can the aviation infrastructure rise to meet the demands being placed upon it. 

433 Airports are a key component of supply chain for e-commerce activities. Internet purchases result in tons

434 of overnight air cargo transferred to trucks at airports and delivered to communities. There is a great 

435 interdependency between airports and roadway systems for timely delivery of high priority and perishable 

436 goods. Airport closures cause re-routing to other airports with longer truck travel times, delaying goods.

437 Large airports are communities in themselves; there are many people employed there, significant retail 

438 business and real-estate development, such as hotels. When an airport is closed, it does not just impact air 

439 travelers. People employed there are significantly affected and may be out of work until it reopens.

440 There are many dependencies between airports and other modes of transport. Passengers access airports 

441 via roadways or rail. Freight services and the provision of fuel to airports are reliant on roadways. In 

442 addition, when airports are disrupted, people and cargo are typically re-routed to road and rail networks. 

443 Military airbases support the use of aircraft for operations by branches of the armed forces. An airbase 

444 typically has facilities similar to those of a civilian airport, such as traffic control and firefighting. 

445 Airbases are widespread throughout the U.S. and its territories and they provide a variety of services for 

446 the military such as refueling, storage and maintenance, training centers, and mission launch points. As 

447 with civilian air infrastructure, military air infrastructure provides the fastest way to transport personnel, 

448 cargo, arms, supplies, and other physical assets. As such, airbases play a critical role in supporting 

449 national security. 

450 Disaster response is not a primary role of the armed forces; however, after major disasters, military 

451 airbases may double as launch points and staging areas for disaster recovery operations. As federal, state, 

452 and local agencies respond to disasters, the military is often called on for air support. Increased air 

453 transportation capabilities are particularly needed after hazard events that hinder ground transportation,

454 such as floods, earthquakes, and major snow storms, or after hazard events in areas with prohibitive 

455 terrain. Common disaster response-related uses for military aircraft, include evacuation, search and 

456 rescue, supply delivery, and personnel mobilization. Airbases are governed by the branch of the military 

457 they serve, though assets may be provided to civilian governments under civilian control after a disaster. 

458 Unfortunately, airports are more sensitive to disruptions than other forms of transportation infrastructure.

459 Seventy percent of airport delays are due to severe weather events, which are expected to become more 

460 frequent (ACRP 2012). This sensitivity is partly attributed to system complexity, which incorporates

461 more opportunities to fail and more risks than are immediately obvious (PWC 2013). Thus, completely 
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462 assessing all vulnerabilities in an airport is difficult. Nevertheless, valuable lessons can be learned from 

463 past disasters. 

464 Flooding, debris, snow, lightning strikes, wind, and ice can all force airport closure. In 2011, the area 

465 around the Dallas Fort Worth airport received 2.6 inches of snow before the Super Bowl. The airport was 

466 underprepared and suffered significant disruptions. Their equipment could only clear a runway one hour 

467 after de-icer was applied, leading to cancellation of over 300 flights. In response, the airport invested over 

468 $13 million in equipment to clear three runways of 2 inches of snow in 14 minutes. Although this is a 

469 great example of an aggressive response to creating a more resilient airport, it also showcases how easy it 

470 is for an unexpected weather event to cause disruptions (TRB 2014).

471 Runways are vulnerable to the same hazards as 

472 roads, although typically they have a lower degree of

473 tolerance regarding safe condition for use. Runways 

474 can be shut down by flooding (Figure 6-5), ice, and 

475 snow. Additionally, runways are exceptionally 

476 vulnerable to soil liquefaction during seismic events

477 (ACRP 2012). Apart from storm events, heat waves 

478 can cause the tarmac to buckle under the heavy 

479 loading caused by takeoff and landing.

480 The airport terminals are vulnerable to the same 

481 hazards as other buildings, as discussed in Chapter 5.

482 Energy, fuel, communications, water, and wastewater 

483 services are all critical to the safe operation of 

484 airports. Refer to Chapters 7, 8 and 9, respectively,

485 for discussion on the resiliency of these infrastructure 

486 systems.

487 Airports play an integral role in moving people and supplies before and after a hazard event. Any major 

488 disaster is likely to lead to increased traffic from evacuation. Additionally, if airports in an area close, 

489 other airports must deal with redirected flights and increased loads (ACRP 2012). After a disaster, federal 

490 and state aid is most quickly administered by air. These factors mean that airports are most needed when 

491 they are most vulnerable – directly before and after a hazard event. Therefore, increasing disaster 

492 resilience in airports is essential to increasing overall community resilience.

493 6.2.4. Ports, Harbors, and Waterways

494 Ports, harbors, and waterways are used largely for import/export of goods and materials. The U.S. Army 

495 Corps of Engineers estimates that over 95% of our trade, by volume, moves through our ports. In 2010, 

496 the ports helped export $460 billion worth of goods and import $940 billion. The U.S. has over 300 

497 commercial harbors that process over 2.3 billion tons of cargo per year and over 600 additional smaller 

498 harbors. Although most ports are in good condition, the terminals need further investment due to the 

499 scheduled 2015 Panama Canal expansion. Due to the increasing size of commercial ships, many ports 

500 with shallow waterways are already inaccessible. Once the canal expansion is complete, even more ports 

501 will be unable to take advantage of the commerce boom from servicing new, larger ships that will be 

502 double the size of large cargo ships in use today (NOAA 2014). The need for further investment, as with 

503 the other transportation systems, means that this is the perfect time to make sustainable, resilient 

504 improvements to this critical infrastructure (ASCE 2013).

505 Maritime infrastructure also allows for waterborne transportation of passengers and vehicles, which is 

506 another important component of domestic trade (MARAD 2015). Ferries provide a safe and reliable link 

507 across bodies of water for commuters in major metropolitan areas where tunnels and bridges are not 

508 available or are less reliable and more congested. Additionally, ferries can serve in emergency 

Figure 6-5: Flooding closed the Chester 

County Airport and moved planes (FEMA, 

Photo by Andrea Booher, 1993)
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509 evacuations of metropolitan areas when other transportation networks are inundated, gridlocked, or 

510 otherwise non-functional. According to the Bureau of Transportation Statistics, there were 23 ferry 

511 operators across 37 states and territories in 2009. It is estimated that U.S. ferries carried close to 103 

512 million passengers and over 37 million vehicles in 2009 (RITA 2015). In New York City, the Staten 

513 Island Ferry carries approximately 70,000 passengers on a typical weekday (NYC DOT 2015).

514 The very nature of water transportation systems demands that critical infrastructure be located in 

515 vulnerable areas. Although planning port placement will not generally avoid earthquakes, storms, 

516 landslides, and tsunamis, placing ports by shallow undersea slopes helps reduce the risk of storm surge 

517 damage. Strengthening the structures themselves and strengthening the ground adjacent to the water, 

518 where soil may be weak, can be beneficial. Early warning systems for ship owners and port authorities 

519 also give facilities and watercraft time to prepare or evacuate (The World Bank 2012). 

520 Hurricanes, storms, and other heavy precipitation 

521 events can lead to extreme flooding and 

522 overtopping via precipitation and storm surge. 

523 These damage structures, dislodge containers (see 

524 Figure 6-6), undermine foundations, and destroy 

525 buildings outright. When hazardous chemicals are 

526 transported, there is a risk of hazardous spills in 

527 addition to the risk of oil spills. Flooding can also 

528 deposit silt and debris, which may restrict or 

529 disable navigable channels. Overwhelmed or 

530 failed drainage systems can cause flooding in areas 

531 that would otherwise be unaffected by a storm 

532 surge or riverine flooding. This represents a 

533 vulnerability caused by existing infrastructure. 

534 High winds associated with these types of events 

535 can damage critical equipment, such as cranes and structures (URS 2012). Drought conditions 

536 contributing to reduced levels in waterways may affect the ability to move goods and people.

537 An interview with port managers after Hurricane Sandy revealed that storm surge was the biggest issue 

538 the ports faced. The storm surge, combined with debris, slammed facilities and equipment and made road 

539 and rail access impossible, even after the storm. Flooding was a major issue, because all administrative 

540 offices were located on the first floors of buildings, so the water shut down the port management. In 

541 addition, flooding damaged new technology. The port had recently installed electric motors to move 

542 cranes in an effort to be more environmentally friendly, but these were all rendered inoperable. The loss 

543 of electric power shut down night lighting, nuclear detection for incoming and outgoing cargo, and traffic 

544 signals around the port. When power did slowly return, the presence of generators, running a few critical 

545 systems, combined with the grid voltage and repeatedly tripped circuit breakers. In parking lots, 

546 approximately 16,000 cars belonging to cruise passengers were flooded because there was nowhere and 

547 no one to move them. Piers and wharves performed well, because they are designed to withstand a ship 

548 impact laterally and the weight of a shipping container vertically, which are both forces that far exceed 

549 loads imposed by the storm. Although there was no loss of life during the storm, this interview illustrated 

550 the sheer number of things that can go wrong during or after a hazard event. Details like moving offices to 

551 the second floor, raising crane motors up or constructing housing for them, and having a system for 

552 recovery coordination with key utilities are easily overlooked, yet can make a huge difference (Wakeman 

553 2013).

554 Drought can also stress shipping routes and maritime infrastructure. Inland waterways are particularly 

555 susceptible to drought; as water recedes during a drought, the navigable portion of a waterway may be 

556 restricted or completely cut off. Shriveling waterways create bottlenecks for shipping traffic, which 

557 creates congestion (U.S. FTA 2013). Even when drought-affected waterways remain navigable, reduced 

Figure 6-6: Shipping containers are displaced by 

high winds and storm surge.
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558 depth may require shipping vessels to reduce loads and speed, which hampers efficiency and increases 

559 shipping costs. Drought can also threaten commercial and municipal infrastructure that is specifically 

560 designed for fresh water. As freshwater discharge from a river’s mouth decreases, coastal salt water can 

561 encroach on upstream areas that are typically freshwater (NPR 2013).

562 A unique vulnerability of maritime infrastructure is associated with sea level rise (SLR). Globally, the sea 

563 level is expected to rise by 7 to 23 inches by 2099. When combined with high tides and storm surges, this 

564 is the most probable threat to port infrastructure. Resulting changes in sediment movement lead to 

565 siltation along channel entrances, affecting accessibility for some ships. The risk of corrosion increases as 

566 more surface area comes in contact with the water. Some susceptibility to scour and flooding is ever 

567 present and is exacerbated by SLR, though it is usually accounted for in port design. This climate change 

568 impact has the potential to exact disaster-like tolls from the maritime infrastructure (Wakeman 2013).

569 As with other transportation modes there are many interdependencies For example, road and rail 

570 infrastructure is used to transport goods and people to and from ports and harbors to their final 

571 destination. Ferries can also be used as a temporary replacement for bridge infrastructure that may fail as 

572 a result of a hazard event. However, the lack of standardization across the industry can limit the 

573 transferability of vessels and infrastructure to support efforts following a hazard event.

574 Inland navigable waterways are crucial to the health of the U.S. trade economy. Shallow draft navigation 

575 (e.g., barges) serves 87% of all major U.S. cities, which accounts for 79% of all domestic waterborne 

576 freight (MARAD 2015). In 2005, inland waterways handled over 624 million tons of freight valued over 

577 $70 billion (MARAD 2007). The U.S. Maritime Administration estimates that if inland waterways 

578 became unavailable for transport, truck traffic on rural highways would increase by approximately 33% 

579 (58 million truck trips annually) and rail transport, by tonnage, would increase by 25%. Increases of these

580 magnitudes would put tremendous stress on land-based infrastructure, resulting in increased maintenance 

581 costs, fuel consumption, congestion, and decreased safety. As waterways are maintained and improved, 

582 resilience to lasting drought conditions should be a chief consideration. 

583 Inland waterways in the U.S. are relied upon to move large volumes of bulk cargo through a system of 

584 rivers and lakes interconnected by locks. As shown in Figure 6-7, one barge which can carry 1,500 tons of 

585 cargo moves the equivalent tonnage of 15 jumbo freight rail hopper cars or 58 large semi-trucks. A large 

586 barge tow consisting of 15 barges can transport the equivalent of 870 large semi-trucks. When the inland 

587 waterways flood, or there is a bridge collapse blocking a key river on their route, there is tremendous 

588 delay to bulk cargo movement that cannot be made up by other modes of freight transportation (Iowa 

589 DOT).
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590 6.2.5. Pipelines

591 Pipelines are a key lifeline of the U.S. transportation and energy supply infrastructure, delivering natural 

592 gas, crude oil, refined products, such as gasoline and diesel, and natural gas liquids, such as ethane and 

593 propane. Because the engineering standards for pipeline safety and design are administered by the U.S. 

594 Department of Transportation’s Pipeline and Hazardous Materials Administration (PHMSA), pipelines 

595 needed to transport natural gas and liquid fuels are discussed here as part of the transportation system.

596 The regulation and enforcement of pipeline safety for all types of pipelines are the responsibility of the 

597 PHMSA. A combination of federal, state, and local agencies are responsible for siting pipelines and their

598 economic regulation (rates and tariffs).

599 Pipelines are generally grouped into three categories based on function: gathering (small pipelines in an 

600 oil or gas production area), transmission (larger, longer pipelines transporting products from supply areas 

601 to market areas), and distribution (pipelines delivering the product to residential, commercial or industrial 

602 end users). Including both onshore and offshore lines, there are approximately 300,000 miles of natural 

603 gas transmission pipelines, and 2.1 million miles of distribution pipelines in the U.S., delivering over 26 

604 billion cubic feet of natural gas. Over 190,000 miles of liquids pipeline delivered nearly 15 billion barrels 

605 of crude oil and petroleum products in 2013. Over the last 10 years, liquids pipeline mileage is up 25,727 

606 miles or 15.4%, with crude oil pipeline mileage growing 11,647 miles or 23.6% since 2004 (AOPL 2014).

Figure 6-7: Iowa DOT Comparison Chart.
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607 The vast majority of liquid and gas pipelines are located underground, on land, or offshore; however,

608 portions of the liquid pipeline network are located above ground along the Trans-Alaska Pipeline System,

609 for example, which transports crude oil (DOT 2014). 

610 Pipelines connect to compression/pumping stations, processing facilities, production platforms, wells, and 

611 storage facilities upstream and to end users, such as power plants and residential/commercial customers, 

612 downstream. Figure 6-8, showing the critical elements of the supply chain for oil, is equally illustrative of 

613 other types of pipeline systems and shows how these systems are inter-related with energy and other 

614 transportation systems. Short-term disruptions of the pipeline system by natural hazards complicate, 

615 hinder, and prolong disaster response and recovery. Long -term disruptions have a negative impact on the 

616 national economy, national security, and ecology.

617

618 Figure 6-8: Critical Elements of the Oil Supply Chain

619 Pipelines and their associated aboveground facilities are vulnerable to damage by flooding and storm 

620 surge, impact from flood or windborne debris, and movement of land both on and offshore (earthquakes, 

621 subsidence, mudslides). Impacts to, or movement of, a pipeline can cause the line to rupture and that may 

622 ignite or explode into the air, soil, or a body of water. Secondary effects of pipeline disruptions include

623 delays and fuel supply loss for the transportation system and natural gas to the energy infrastructure,

624 which affects 1) the movement of responders and goods into affected areas and around the country if 

625 disruptions are prolonged and 2) power distribution to residents, businesses, and industry, which delays 

626 recovery and causes additional distress and life safety threats to residents.

627 Hurricanes can cause offshore pipes to be displaced laterally or become exposed, which can cause leaks at 

628 clamps, welds, flanges, and fittings or be pulled apart, rupturing pipelines. Earthquakes damage pipes by 
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629 ground deformation – landslides, liquefaction and lateral movement of pipes – and by wave propagation 

630 or shaking (Ballantyne 2008, 3). These types of impacts result in pipe compression or wrinkling, cracking 

631 and separation at joints, welds, flanges, and fittings, and bending and shear (Ballantyne 2008, 3).

632 Hurricane Katrina caused extensive damage to offshore natural 

633 gas facilities that resulted in releases of gas from damaged or 

634 leaking pipelines in 72 locations (DNV 2007, 29). Damages to 

635 fuel refining and natural gas processing facilities caused by 

636 Hurricanes Katrina and Rita resulted in a loss of about 8% of the 

637 nation’s capability to refine andprocess fuels, which significantly 

638 reduced the domestic supply (DNV 2007, 28). In addition, the 

639 damages also caused the equivalent of nearly an 11% loss of an 

640 average day’s total gas consumption for the entire county (DNV 

641 2007, 28). By comparison, Hurricane Sandy damaged petroleum 

642 refineries, not pipelines. Because the refineries were offline, 

643 although petroleum could still be moved through the pipeline, the 

644 movement was significantly slowed throughout the entire pipeline 

645 to compensate the loss of the supporting facilities, which affected 

646 areas from the Gulf Coast up the East Coast to New Jersey and 

647 New York, creating a supply chain problem in New Jersey and 

648 New York. Yet, this delay lacked the long term effects that 

649 Hurricane Katrina caused in 2005 (EIA 2012, 1). The Northridge 

650 (1994), Washington State (1997), and the Napa, California (2014)

651 earthquakes damaged pipelines, which leaked natural gas that 

652 ignited, resulting in a fire (Northridge, Napa) and an explosion 

653 (Washington State) causing additional property damage 

654 (Ballantyne 2008, 1). Figure 6-10 shows an example of property 

655 damage caused by fire from broken gas lines.

656 The PHMSA identified five areas for local governments to 

657 develop mitigation strategies to improve protection of pipelines 

658 and increase the resiliency of the transmission system: 1) pipeline 

659 awareness (education and outreach), 2) pipeline mapping, 3) 

660 excavation damage prevention, 4) land use and development 

661 planning near transmission pipelines, and 5) emergency response 

662 to pipeline emergencies (DOT 2013, 3). Identifying pipeline 

663 locations and entering the information into the National Pipeline 

664 Mapping System is a first step toward resiliency. Knowing where 

665 pipelines are located and making that information available is important to comprehensive and hazard 

666 mitigation planning, and preparedness, response, and recovery activities. Redesign or realignment of 

667 pipes to avoid liquefaction zones, faults, areas of subsidence, and floodplains are only possible if the 

668 location of both the pipeline alignment and the hazards are known and mapped. Similarly, local 

669 government can create a buffer zone around pipelines to provide an extra margin of safety for nearby 

670 residents and businesses and to provide greater access for repair or emergency response equipment. In 

671 addition to non-structural mitigation, structural mitigation measures help to mitigate damages to pipes due 

672 to earthquakes. These measures include replacing older pipes with modern steel piping with electric arc 

673 welded joints, avoiding use of anchors to allow the pipe to move with the ground, installing a 

674 coating/covering over piping to minimize soil friction and allow easy pipe movement, installing an 

675 automated control system to allow quick shutdown of damaged pipeline systems, and constructing

676 parallel pipelines to build redundancy in the pipeline system (Ballantyne 2008, 6).

Figure 6-9: Natural gas crew 

shuts off gas after Hurricane 

Sandy (Photographer: Liz Roll, 

2012)

Figure 6-10: Fire damage from 

broken gas lines (Photographer: 

Christopher Mardorf, 2014)
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677 The American Lifelines Association (ALA 2005) identified the high-level performance measures and 

678 performance metrics for pipeline systems shown in Table 6-1.

679 Table 6-1: The American Lifelines Association High-Level Performance Measures and Performance 

680 Metrics for Pipeline Systems (ALA 2005). 

Desired Outcomes 

(Performance Targets)

System Performance Metrics

Capital 

Losses ($)

Revenue 

Losses ($)

Service Disruption (% 

Service Population)

Downtime 

(hours)

Casualties 

(Deaths, Injuries)

Lost 

Product

Protect public and utility personnel safety X X

Maintain system reliability X X

Prevent monetary loss X X X X X

Prevent environmental damage X

681 A qualitative ranking of hazards to typical pipeline system components and facilities from the ALA 

682 (2005) study is reproduced in Table 6-2.

683 Table 6-2: Qualitative Ranking of Hazards to Typical Pipeline System Components and Facilities 

684 (ALA 2005). 

Hazards

Degree of Vulnerability

Transmission PipelinesPump StationsCompressor StationsProcessing FacilitiesStorage TanksControl SystemsMaintenance Operations Buildings and EquipmentPressure Regulations / Metering StationsDistribution PipelinesService Lines or Connections

Natural Hazards

Earthquake Shaking L M M M H M H L L M

Earthquake Permanent Ground Deformations (fault rupture, 

liquefaction, landslide and settlement)

H - - - L - - L H (Buried) M

Ground Movements (landslide, frost heave, settlement) H - - - L - - L H (Buried) M

Flooding (riverine, storm surge, tsunami and seiche) L H H H M H H H L M

Wind (hurricane, tornado) L (Aerial) - - - - L L - - -

Icing L - - - - - - - L -

Collateral Hazard: Blast or Fire M H H H H M L L L M

Collateral Hazard: Dam Inundation L H H H M H H H L M

Collateral Hazard: Nearby Collapse - L L L - L L L M L

Human Threats

Physical Attack (biological, chemical, radiological and blast) M M M M - M M - M -

Cyber Attack - L L L - H L - L -

685 Note: Degrees of vulnerability: H = High, M = Moderate, L = Low. When a component or system is located within a building the 

686 vulnerability of both the building and component should be considered. For example, where there is a potential for building 

687 collapse or mandatory evacuation, the equipment housed within is at risk. The entries in Table 4-2 assume that the component is 

688 of recent vintage, i.e., post 1945.

689 It should be noted that over the last several years cyber security issues with pipeline systems have become 

690 an increased concern. Federal agencies, including the Department of Homeland Security, work with 

691 companies to improve security of computer-based pipeline control systems.
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692 6.3. Performance Goals

693 Performance goals in this framework are defined by how quickly the functionality of the infrastructure 

694 systems recover after a hazard event. Minimizing downtime can be achieved during design or by 

developing and implementing a well prepared recovery plan (ideally both). 

3

695

696 Performance goals for the transportation system should be established by a panel of key stakeholders 

697 within the community, including owners, engineers, planners, regulators, codes and standards 

698 representatives, and representatives of other infrastructure systems (e.g., power and water/wastewater).

699 Community stakeholders include representatives of the transportation system users, including commuters, 

700 school districts, emergency response services, local businesses, and other private and commercial 

701 property owners. Transportation stakeholders come from the state DOT, city DOT, township engineer, 

702 transit authorities, highway authorities, airport authorities, Amtrak, freight and short line railroads, 

703 independent taxi, bus, marine, airline and truck operators, USACE, FHWA, FAA, FRA, FTA, USCG, 

704 state, city and township code officials, AASHTO, AREMA, state, city and township OEMs, and others,

705 as applicable. Additional stakeholders from local critical facilities, businesses, and users of the 

706 transportation system should be included establishing performance goals. For transportation systems, in 

707 particular, it is imperative that other infrastructure industries are involved in establishing the performance 

708 goals, because several systems have strong interdependencies with transportation systems, as discussed in 

709 Section 6.1.2. For example, both overhead and underground distribution lines for the power transmission 

710 and communication systems are often within the right-of-way of roads and bridges, thus are subject to 

711 DOT requirements. Likewise, water, gas, wastewater utilities with buried lines beneath streets should also 

712 be involved. In the case of passenger and light rail, the method of transportation is heavily reliant on 

713 energy systems. Once a panel of stakeholders is established, they can work to establish the performance 

714 goals for transportation system of their community. Table 6-3 through Table 6-5 present examples of 

715 performance goals for the routine, expected, and extreme events (defined in Chapter 3) for the fictional 

716 community of Centerville, USA. These example performance goals are intended to be generic so that they 

717 can be used for a hurricane, earthquake, flood, etc. Although the loading on the infrastructure and failure 

718 modes will differ depending on the type of hazard event, the social needs that drive the establishment of 

719 performance goals remain the same. However, it is noted that the social needs, and thus performance 

720 goals will vary by community.

721 The matrices provide three functional categories that equate to general services that transportation 

722 provides: ingress, egress and community transportation. Ingress refers to transportation of goods, services 

723 and first responders into a community immediately after a disaster and in the period of rebuilding and 

724 recovery from the event. Egress refers to the need to evacuate the population before and immediately after 

725 a hazard event. The transportation network must be viable and sufficient to provide safe egress for all 

726 citizens of the affected community. Community transportation ensures that the community can withstand 

727 and come back, or be resilient, from the given disaster. It ensures that the transportation network is 

728 available to provide passage to the critical facilities directly after an event and is available to citizens 

729 when their businesses re-open several days or weeks after. A full discussion of the definitions of each 

730 level is provided in Chapter 3. 

731 Recovery times are broken down into three main phases: Short-term, Intermediate, and Long-term. The 

732 short term phase (0-3 days) includes the needs/goals to support immediate recovery of the community in 

733 the wake of a hazard event. The intermediate recovery phase (1-12 weeks) includes the needs/goals to 

734 support to support citizens and businesses returning to their daily functionality. The long term recovery 

735 phase (4-36+ months) performance goals support the need to rebuild, retrofit, and strengthen the 

736 transportation network to become more resilient for future hazard events.

 

3 A detailed discussion on performance goal metrics is provided in Chapter 3.
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737 Table 6-3 through Table 6-5 can be used as guides by communities/owners to evaluate the vulnerabilities

738 of their transportation infrastructure at the various hazard levels (routine, expected, and extreme). The 

739 tables should be used by communities/owners to establish performance goals based on local social needs. 

740 Tables similar to Table 6-3 through Table 6-5 can be developed for any community (rural or urban), and

741 any type of hazard event.

742 The performance goals in Table 6-3 through Table 6-5 were based on the performance seen in previous 

743 disaster events, such as Hurricanes Sandy and Katrina. Although these performance goals are provided as 

744 an example, it is up to the individual community to prepare their own set of performance goals for their 

745 given hazards and infrastructure.

746 The affected area of a given hazard event can also be specified, which often depends on the type of 

747 hazard. For example, earthquake and hurricanes typically have large affected areas, whereas tornadoes 

748 and tsunamis have relatively small affected areas. The affected area is important for the infrastructure 

749 owner to consider because it will impact how much of the infrastructure may be damaged which will 

750 impact the duration of the recovery process. 

751 The disruption level in the performance goals tables is based on the current state of the transportation 

752 infrastructure system as a whole, and should be specified as minor, moderate, or severe. 

753 In the individual rows of Table 6-3 through Table 6-5 an “X” shows how an infrastructure owner can 

754 indicate the anticipated performance and recovery of the infrastructure in their evaluation. As seen in

755 these tables, there are significant gaps between the desired level of performance and what is seen in 

756 reality. This difference is a resilience gap. Once a community completes this table based on their local 

757 social needs and current anticipated performance, they can prioritize which gaps to address first.

758 Example performance goals for pipelines during the expected event in Centerville, USA are presented in 

759 Table 6-6. These example performance goals are similarly based on the performance seen in previous 

760 hazard events. The portions of the pipeline system most likely to have community impacts are liquid fuels 

761 and natural gas distribution systems, rather than production or transmission. This is because the 

762 interconnectivity of the pipeline grid is generally sufficient to adjust to localized incidents. Further, 

763 because natural gas and oil serve similar functions as electricity in the residential and commercial 

764 markets, the functional categories listed in Table 6-6 are essentially the same as the corresponding 

765 performance goal tables for electric transmission and distribution in Chapter 7. Much of the current 

766 infrastructure and response efforts managed by larger utilities may meet the 90% restored metric 

767 identified and therefore the blue shaded box is marked with 90% are to show that they are “overlapping.”

768 To establish performance goals for transportation systems, it is necessary to first prioritize the 

769 transportation systems and components that are most critical to community response and recovery. Next,

770 set the highest performance goals for those systems. Corresponding performance goals of a lesser degree 

771 will then be set for systems and components that play a lesser role. This will insure that efforts to improve 

772 resiliency will be focused first on actions that can bring the most benefit to the community. The priority 

773 for each transportation system to support ingress, egress, and community transportation is based on the 

774 degree the system contributes to the performance of that role for the community. The ability of each 

775 system to effectively serve these functions is a balance of the volume of people or goods that the system 

776 has the capacity to move and the interface of the system with the local community it serves. For example,

777 highways are designed as networks for evacuation/egress. Local streets feed state county routes, which 

778 feed state highways, which feed interstate highways. The capacity of each branch is commensurate with 

779 the demand. If a local street is blocked, a detour to another street can be found and the impact on traffic 

780 congestion is small. If a major interstate highway is blocked, the consequences are significant since traffic 

781 jams will create gridlock, because the detour routes require large traffic volumes to take local routes that 

782 cannot handle them.
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783 In turn, design standards for highways are the highest for interstate highways, because they are the most 

784 critical for the movement of people and goods. They are graded to be above flood plains, trees are cut 

785 back from the shoulders, rock slopes are well back of shoulders, and they are well maintained. State 

786 highways are next in the level of performance standards and numbered county routes follow.

787 Highway bridges and road tunnels are part of the highway infrastructure and cannot be prioritized 

788 separately from the highway they connect. Bridges on interstate highways are more important than 

789 bridges on state highways and county routes when it comes to egress and ingress. Similarly, bridges or 

790 tunnels that are part of a subway or rail system that relies on them cannot be prioritized separately.

791 1. Designated evacuation routes and emergency access routes should have highest priority. They 

792 were designated such, because they can function as a network collecting vehicles from local 

793 streets, to county routes, state highways, and interstate highways, moving travelers to higher 

794 ground or away from other hazards such as a nuclear power plant alert. Highways may have 

795 intelligent transportation systems (ITS) to alert travelers of travel times, detours, and potential 

796 traffic congestion that can be avoided. Evacuation plans may reverse the direction of highways,

797 so that all travel lanes are outbound, away from the hazard. ITS devices like cameras, sensors and 

798 variable message signs let traffic command centers communicate with travelers in vehicles to 

799 direct them.

800 2. Interstate Highways are next, since they are constructed to higher standards. They also carry the 

801 highest volume of vehicles, which makes them critical in evacuations.

802 3. State Highways are next for similar reasons to the above.

803 4. Numbered County Routes should be next (they are numbered parts of complete systems).

804 5. Pipelines serving power and energy systems in the community are next. In the short-term phase,

805 ruptured natural gas, fuel, water, and wastewater lines need to be repaired to support recovery.

806 6. Buses use all the highway routes described above. Bus fleets should be protected, fueled, and 

807 strategically located and staged to support egress. They can move the greatest volumes of people, 

808 especially those in communities who do not own vehicles or have people they can rely on for a 

809 ride. In the short-term phase, they can also move the largest volume of relief and recovery 

810 workers to a disaster area. In evacuation planning it is preferable to have people who do not have 

811 access to automobiles to use buses instead of taxis or livery vehicles, since it results in less 

812 highway congestion.

813 7. In large cities subway mass transit systems are generally designed to collect commuters traveling 

814 to the city center from their local community via walking, bicycle, bus, regional rail, park and 

815 ride lots, and livery vehicles. The subway lines also connect at transfer stations, which serve as 

816 hubs to allow commuters to get to the specific destination station closest to where they work. At 

817 the end of the business day they perform these functions in reverse. Subway systems are capable 

818 of moving large volumes of people for egress purposes away from a hazard in the city center. 

819 When used for ingress purposes, the subway routes will likely allow passengers to use the transfer 

820 stations to get to a point close to their destination if their normal destination station is closed due 

821 to a disaster. Subways may not be useful for egress or ingress for disasters other than those 

822 described here. For this reason they are placed after buses in priority order.

823 8. Large ferry vessels are capable of moving significant volumes of people across bodies of water 

824 that otherwise would require long travel distances by other modes of transportation. Examples are 

825 the ferry system in San Francisco and the Staten Island Ferry in New York City. They can 

826 perform this function well on an emergency basis for egress or ingress. Their operation; however,

827 is limited in storm conditions when they are required to shut down. Large ferry systems have 

828 robust ferry terminal docking systems that are less likely to suffer damage during an expected 

829 storm event; however, for more extreme storm events they may suffer significant damage. 
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830 9. Light rail transit systems are often found to be a link between communities, the town center, and 

831 other modes of transportation, such as airports or passenger rail stations. They transport much 

832 lower volumes of passengers at lower speeds than mass transit systems, but provide more 

833 frequent service with shorter headways between trains. In general, light rail systems are not as 

834 resilient as other rail systems; they do not operate in high winds and have problems with icing,

835 since they are either powered by overhead electric catenaries or have electric bus bars similar to,

836 but less robust than, third rails.

837 10. Regional rail is generally designed to collect commuters traveling to the city center from local 

838 suburban communities via local stations or distribute them in the reverse direction. Travel to 

839 stations is by automobile, taxi, livery car, walking, or bicycle. Some stations are hubs with larger 

840 park and ride lots or garages. Regional rail usually feeds a multimodal train terminal station in the 

841 city or town center where passengers extend their trip to their ultimate destination by intercity 

842 rail, subway, bus transit systems, or taxis. Examples of regional rail are Penn Station in New 

843 York City and Union Station in Washington, DC. Regional rail can serve for egress or ingress; 

844 however, travelers evacuating from the suburbs need to be wary that the other transportation 

845 systems they will rely on for connections are functioning.

846 11. National or international airports can be used for egress of travelers who need to return to their 

847 home airport, or community residents evacuating to other cities. In the ingress mode, it can 

848 receive large volumes of emergency aid as air cargo and bring recovery workers from large 

849 distances unaffected by the hazard event. Airports are generally well connected to the regional 

850 highway network, which is likely to be the first local transportation system that is functioning 

851 after a hazard event. They may also be connected to regional rail, subway systems, or light rail 

852 systems.

853 12. Intercity rail, such as Amtrak, can be used for egress of travelers who need to return to their 

854 community, or residents evacuating to other communities. In the ingress mode, it can bring 

855 recovery workers from distant cities unaffected by the hazard event. Intercity rail stations are 

856 generally in the town center or city center and are well connected to the regional rail or local 

857 subway or bus transit system with taxi and rental car service.

858 13. Regional airports can function similar to national or international airports to serve communities 

859 that are outside of large cities. The highway networks that support these airports should be sized 

860 according to the lower volumes of cargo and passengers they transport.

861 14. Marine ports are comprised of docks, waterways, locks, and supporting upland facilities, which 

862 include cargo storage and distribution centers, cargo and container cranes, intermodal freight rail 

863 yards, and truck transfer and inspection facilities. Egress at these facilities involves scheduling 

864 large container ships and cargo vessels to divert to other ports, and diverting rail and truck 

865 exports to other ports. Ingress for recovery supplies and bulk and container cargo can only take 

866 place after restoration of the docks, waterways, locks, supporting upland facilities, and the 

867 connecting highways and rail yards.

868 15. Freight rail lines connect to major distribution centers in inland cities and to major port facilities 

869 on the coasts. Use for egress would include removal of debris and refuse. Use for ingress would 

870 include recovery supplies, bulk cargo, and heavy equipment.

871 16. Ferry terminals for smaller vessels carrying lower volumes of travelers do not have a big impact 

872 on egress, except where they may serve waterfront communities that are otherwise isolated 

873 (island communities). In addition, during the recovery phases, temporary ferry operations can be 

874 quickly established to serve communities cut off by bodies of water after the wash out of roads 

875 and bridges.
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876 Table 6-3: Example Transportation Performance Goals for Routine Event in Centerville, USA

Disturbance Restoration times

(1) Hazard Any (2) 30% Restored

Affected Area for Routine Event Localized 60% Restored

Disruption Level Minor 90% Restored

(3) X Current

877

Functional Category: Cluster

(4) 

Support 

Needed

(5) 

Target 

Goal

Overall Recovery Time for Hazard and Level Listed

Routine Hazard Level

Phase 1 – ShortTermPhase 2 --

Intermediate

Phase 3 – LongTerm

Days Wks Mos

0 1 1-3 1-4 4-8 8-12 4 4-24 24+

Ingress (goods, services, disaster relief) A

Local Roads, Bridges and Tunnels 90% X

State Highways, Bridges and Tunnels 90% X

National Highways, Bridges and 

Tunnels 90% X

Regional Airport 60% 90% X

National/International Airport 60% 90% X

Military Airports 60% 90% X

Marine Port 60% 90% X

Ferry Terminal 60% 90% X

Subway Station 60% 90% X

Rail Station, Local 60% 90% X

Rail Station, Regional 30% 60% 90% X

Rail Station, National 30% 60% 90% X

Egress (emergency egress, evacuation, etc) 1

Local Roads, Bridges and Tunnels 90% X

State Highways, Bridges and Tunnels 90% X

National Highways, Bridges and 

Tunnels 90% X

Regional Airport 60% 90% X

National/Int'l Airport 30% 60% 90% X

Military Airports 60% 90% X

Subway Station 60% 90% X

Ferry Terminal 60% 90% X

Rail Station, Local 90% X

Rail Station, Regional 60% 90% X

Rail Station, National 30% 60% 90% X

Community resilience

Critical Facilities A

Hospitals 90% X

Police and Fire Stations 90% X

Emergency Operational Centers 90% X

Emergency Housing B

Residences 90% X

Emergency Responder Housing 90% X

Public Shelters 90% X

Housing/Neighborhoods B

Essential City Service Facilities 60% 90% X

Schools 60% 90% X

Medical Provider Offices 60% 90% X

Retail 60% 90% X

Community Recovery C

Residences 60% 90% X

Neighborhood retail 60% 90% X

Offices and work places 60% 90% X

Non-emergency City Services 60% 90% X

All businesses 30% 60% 90% X

878 Footnotes:

1 Specify hazard being considered
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Specify level – Routine, Expected, Extreme

Specify the size of the area affected – localized, community, regional

Specify severity of disruption – minor, moderate, severe

2 30% 60% 90%

3 X Estimated restoration time for current conditions based on design standards and current inventory

Relates to each cluster or category and represents the level of restoration of service to that cluster or category

Listing for each category should represent the full range for the related clusters

Category recovery times will be shown on the Summary Matrix

"X" represents the recovery time anticipated to achieve a 90% recovery level for the current conditions

4 Indicate levels of support anticipated by plan

R Regional

S State

MS Multi-state

C Civil Corporate Citizenship 

5 Indicate minimum performance category for all new construction. 

See Section 3.2.6

879
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880 Table 6-4: Example Transportation Performance Goals for Expected Event in Centerville, USA

Disturbance Restoration times

(1) Hazard Any (2) 30% Restored

Affected Area for Expected Event Community 60% Restored

Disruption Level Moderate 90% Restored

(3) X Current

881

Functional Category: Cluster

(4) 

Support 

Needed

(5) 

Target

Goal

Overall Recovery Time for Hazard and Level Listed

Expected Hazard Level

Phase 1 – Short-Term Phase 2 -- Intermediate Phase 3 – Long-Term

Days Wks Mos

0 1 1-3 1-4 4-8 8-12 4 4-24 24+

Ingress (goods, services, disaster relief) A

Local Roads, Bridges and Tunnels 60% 90% X

State Highways, Bridges and Tunnels 60% 90% X

National Highways, Bridges and 

Tunnels 90% X

Regional Airport 30% 60% 90% X

National/International Airport 30% 60% 90% X

Military Airports 30% 60% 90% X

Marine Port 30% 60% 90% X

Ferry Terminal 30% 60% 90% X

Subway Station 30% 60% 90% X

Rail Station, Local 30% 60% 90% X

Rail Station, Regional 30% 60% 90% X

Rail Station, National 30% 60% 90% X

Egress (emergency egress, evacuation, etc) 1

Local Roads, Bridges and Tunnels 60% 90% X

State Highways, Bridges and Tunnels 60% 90% X

National Highways, Bridges and 

Tunnels 90% X

Regional Airport 30% 60% 90% X

National/Int'l Airport 30% 60% 90% X

Military Airports 30% 60% 90% X

Subway Station 30% 60% 90% X

Ferry Terminal 60% 90% X

Rail Station, Local 30% 60% 90% X

Rail Station, Regional 30% 60% 90% X

Rail Station, National 30% 60% 90% X

Community resilience

Critical Facilities A

Hospitals 60% 90% X

Police and Fire Stations 60% 90% X

Emergency Operational Centers 60% 90% X

Emergency Housing B

Residences 30% 60% 90% X

Emergency Responder Housing 30% 60% 90% X

Public Shelters 90% X

Housing/Neighborhoods B

Essential City Service Facilities 30% 60% 90% X

Schools 30% 60% 90% X

Medical Provider Offices 30% 60% 90% X

Retail 30% 60% 90% X

Community Recovery C

Residences 30% 60% 90% X

Neighborhood retail 30% 60% 90% X

Offices and work places 30% 60% 90% X

Non-emergency City Services 30% 60% 90% X

All businesses 30% 60% 90% X

882 Footnotes: See Table 6-3, page 22.
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883 Table 6-5: Example Transportation Performance Goals for Extreme Event in Centerville, USA

Disturbance Restoration times

(1) Hazard Any (2) 30% Restored

Affected Area for Extreme Event Regional 60% Restored

Disruption Level Severe 90% Restored

(3) X Current

884

Functional Category: Cluster

(4) 

Support 

Needed

(5) 

Target 

Goal

Overall Recovery Time for Hazard and Level Listed

Extreme Hazard Level

Phase 1 – ShortTermPhase 2 --

Intermediate

Phase 3 – LongTerm

Days Wks Mos

0 1 1-3 1-4 4-8 8-12 4 4-36 36+

Ingress (goods, services, disaster relief) A

Local Roads, Bridges and Tunnels 30% 60% 90% X

State Highways, Bridges and Tunnels 30% 60% 90% X

National Highways, Bridges and 

Tunnels 30% 60% 90% X

Regional Airport 30% 60% 90% X

National/International Airport 30% 60% 90% X

Military Airports 30% 60% 90% X

Marine Port 30% 60% 90% X

Ferry Terminal 30% 60% 90% X

Subway Station 30% 60% 90% X

Rail Station, Local 30% 60% 90% X

Rail Station, Regional 30% 60% 90% X

Rail Station, National 30% 60% 90% X

Egress (emergency egress, evacuation, etc) 1

Local Roads, Bridges and Tunnels 30% 60% 90% X

State Highways, Bridges and Tunnels 30% 60% 90% X

National Highways, Bridges and 

Tunnels 30% 60% 90% X

Regional Airport 30% 60% 90% X

National/Int'l Airport 30% 60% 90% X

Military Airports 30% 60% 90% X

Subway Station 30% 60% 90% X

Ferry Terminal 30% 60% 90% X

Rail Station, Local 30% 60% 90% X

Rail Station, Regional 30% 60% 90% X

Rail Station, National 30% 60% 90% X

Community resilience

Critical Facilities A

Hospitals 30% 60% 90% X

Police and Fire Stations 30% 60% 90% X

Emergency Operational Centers 30% 60% 90% X

Emergency Housing B

Residences 30% 60% 90% X

Emergency Responder Housing 30% 60% 90% X

Public Shelters 30% 60% 90% X

Housing/Neighborhoods B

Essential City Service Facilities 30% 60% 90% X

Schools 30% 60% 90% X

Medical Provider Offices 30% 60% 90% X

Retail 30% 60% 90% X

Community Recovery C

Residences 30% 60% 90% X

Neighborhood retail 30% 60% 90% X

Offices and work places 30% 60% 90% X

Non-emergency City Services 30% 60% 90% X

All businesses 30% 60% 90% X

885 Footnotes: See Table 6-3, page 22.
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886 Table 6-6. Example Pipeline Performance Goals for Expected Event in Centerville, USA

Disturbance Restoration times

(1) Hazard Any (2) 30% Restored

Affected Area for Expected Event Community 60% Restored

Disruption Level Moderate 90% Restored

(3) X

Current (note: 90% used if 

desired equal to anticipated)

887

Functional Category: 

Cluster

(4) 

Support 

Needed

(5) 

Target 

Goal

Overall Recovery Time for Hazard and Level Listed

Phase 1 --

Response

Phase 2 --

Workforce

Phase 3 --

Community

Days 

0

Days

1

Days

1-3

Wks

1-4

Wks

4-8

Wks

8-12

Mos

4

Mos

4-36

Mos

36+

Pipelines

Distribution

Critical Response Facilities and Support Systems

Hospitals, Police and Fire Stations 30% 60% 90%

Emergency Operations Centers 30% 60% 90%

Disaster debris/recycling centers 30% 60% 90%

Related lifeline systems 30% 60% 90%

Emergency Housing and Support Systems

Public Shelters (General Population, Animal, etc.) 30% 60% 90%

Food distribution centers 30% 60% 90%

Nursing homes, transitional housing 30% 60% 90%

Emergency shelter for response/recovery workforce 30% 60% 90%

Related lifeline systems 30% 60% 90%

Housing and Neighborhood infrastructure

Essential city services facilities 30% 60% 90%

Schools 30% 60% 90%

Medical provider offices 30% 60% 90%

Houses of worship/meditation/ exercise

Buildings/space for social services (e.g., child services) and 

prosecution activities

Food distribution from local grocery stores (location known by 

community)

30% 60% 90% X

Community Recovery Infrastructure 

Residential housing restoration 30% 60% 90%

Commercial and industrial businesses 30% 60% 90%

Non-emergency city services 30% 60% 90%

Community Recovery Infrastructure 

Residential housing restoration 30% 60% 90%

Commercial and industrial businesses 30% 60% 90%

Non-emergency city services 30% 60% 90%

Related lifeline systems 30% 60% 90%

888 Footnotes: See Table 6-3, page 22.
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889 6.4. Regulatory Environment

890 There are multiple regulatory bodies at the various levels of government (federal, state, and local) that

891 have authority over the transportation system. The transportation system is not regulated by a single

892 regulatory body, even within a single transportation mode. This section discusses regulatory bodies of 

893 communications infrastructure at the federal, state, and local levels.

894 6.4.1. Federal

895 Federal regulatory agencies oversee the transportation network and methods of transportation used within 

896 those networks. These agencies have promulgated policies and regulations that maintain the safety and 

897 security of infrastructure and operations. As the transportation industry features a diverse range of 

898 methods and operating environments, is overseen by a myriad of regulatory agencies, and funded by 

899 disparate streams that are subject to variability in direction of different political administrations, efforts to 

900 assess and address resilience across the transportation industry varies in scope. Some of the key 

901 regulatory agencies are discussed in the following sections.

902 Table 6-7 presents a summary of the methods of transportation used and the oversight authorities 

903 involved in their regulation.

904 Table 6-7: Transportation Infrastructure Code and Standards Governing Agencies Industry Infrastructure

Type Method of Transportation

PublicPrivate

Oversight Authority

DHSFEMANTSBUSDOTFRAFTATSAFMCSAFHW

A

USCGEPAFAA1+ state agencies

Surface Transport

Rail

Passenger Inter-City Rail (Amtrak) X X X X X X X X

Commuter Rail X X X X X X X X X X

Subway X X X X X X X X

Light Rail X X X X X X X X

Inclined Plane X X X X X X X X

Trolley/Cable Car X X X X X X X X

Freight Class 1 Freight Carriers X X X X X X X X

Roads, Bridges and 

Tunnels

Passenger Inter-City Motor coach X X X X X X X X X X

Intra-City Bus/Motor coach X X X X X X X X X X X

Paratransit/Jitneys X X X X X X X X X X X

Taxis X X X X X X X X X X

Personal Cars X X X

Freight Commercial Trucking X X X X X X X X X

Maritime

Passenger Ocean Lines X X X X X X X

Ferries X X X X X X X X X X X

Commercial Boats X X X X X X X

Personal Boats X X X X X X X

Freight Freighters X X X X X X X X X

Barges X X X X X X X X X

Air

Air

Passenger Commercial Airplanes X X X X X X X

Blimps X X X X X X X

Drones X X X X X X X X

Freight Commercial Air Freight X X X X X X X
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905 6.4.1.1. U.S. Department of Transportation

906 The United States Department of Transportation (DOT) is a federal agency concerned with transportation.

907 It was created in 1966 and governed by the U.S. Secretary of Transportation. Its mission is to "Serve the 

908 United States by ensuring a fast, safe, efficient, accessible, and convenient transportation system that 

909 meets our vital national interests and enhances the quality of life of the American people, today and into 

910 the future." The following agencies are housed within the DOT:

911  National Highway Traffic Safety Administration

912  Federal Aviation Administration

913  Office of Inspector General

914  Federal Highway Administration

915  Pipeline and Hazardous Materials Safety Administration

916  Federal Motor Carrier Safety Administration

917  Federal Railroad Administration

918  Saint Lawrence Seaway Development Corporation

919  Federal Transit Administration

920  Surface Transportation Board

921  Maritime Administration

922 6.4.1.2. Federal Highway Administration

923 The Federal Highway Administration (FHWA) is an agency within the U.S. Department of 

924 Transportation. The FHWA supports state and local governments in the design, construction, and 

925 maintenance of the roadway system. The FHWA provides funding to state and local DOTs to ensure that 

926 roadways remain safe and operable. It also conducts research and advances the technology of the 

927 transportation system including bridges, pavements, and materials through facilities such as the Turner 

928 Fairbanks Highway Research Center in McLean, Virginia.

929 The FHWA partners with state and local DOTs by funding pilot projects in an attempt to relieve 

930 congestion in the existing transportation network and improve commuter time for both citizens and 

931 business (FHWA 2009). One pilot program is the Freight Intermodal Distribution Pilot Grant Program, 

932 which funded six programs around the country to make improvements to their infrastructure, so that 

933 intermodal transportation of people and goods becomes more efficient (FHWA 2009). One of these six 

934 programs improves the transfer area of the Fairbanks, AK Freight Yard, so trucks can make pick935 ups/drop-offs in a shorter period (FHWA 2009). The current pick-up/drop-off location does not provide

936 enough room for the trucks to get to the trains, thus creating bottlenecks even without a hazard event 

937 occuring.

938 The FHWA also attempted to relieve congestion in road networks by funding pilot programs in four cities 

939 that encourage non-motorized methods of transportation in the road network (i.e., walking and bicycles). 

940 These programs provide infrastructure for other forms of transportation in the road network and 

941 encourage people to use the infrastructure, so the road network is more diverse (FHWA 2012). Increasing 

942 the diversity of how the road network is used relieves congestion, which is especially helpful after a 

943 hazard event.

944 6.4.1.3. Federal Transit Administration

945 The Federal Transit Administration (FTA) is an agency within the U.S. Department of Transportation, 

946 which provides financial and technical support to local public transit systems (i.e., buses, subways, light 

947 rail, commuter rail, monorail, passenger ferryboats, trolleys, inclined railways, and people movers). FTA 

948 programs assist state, regional, and local transit operators in developing and maintaining transit systems.
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949 In 1990, the FTA promulgated 49 CFR Part 659, Fixed Guide way Rail State Safety Oversight, which 

950 mandated that rail transit agencies that do not run on the national railroad network develop a system 

951 safety management organization guided and documented in a System Safety Program Plan (SSPP), which 

952 covered revenue service operations. It later released 49 CFR Part 633 to cover system safety issues in 

953 design and construction of major capital projects. Later, after 9/11, the FTA developed requirements to 

954 cover security issues. However, these regulations did not cover the preponderance of transit systems that 

955 offered transit bus and paratransit operations. Nor did these, in general, cover capital projects of under 

956 $100M in value. Some of these capital design requirements do impact ferry grantees that operate under 

957 the USCG if the operation uses FTA grant funding. These programs potentially cover climate change 

issues, since transit systems are required to perform design and operational risk assessments at this time.

4

958

959 However, the FTA does not have a systematic regulatory program to address climate change or resilience. 

960 Instead, the FTA has developed guidance and a pilot program for agencies to investigate the issues.

961 6.4.1.4. Federal Railroad Administration (FRA)

962 The Federal Railroad Administration (FRA) is an agency within the U.S. Department of Transportation 

963 responsible for heavy rail freight systems, commuter and inter-city passenger rail systems. The primary 

964 FRA programs organize around safety, rail network development, research and development, regulations, 

965 and grants and loans. 

966 FRA’s core mission is railroad safety, and their programs reflect this focus. The safety programs address 

967 hazardous materials, motive power and equipment, operating practices, signal and train control, and track.

968 FRA’s Track Division provides evaluation, direction, and technical advice for rail safety enforcement 

969 programs for FRA and State safety programs. The Track Division participates in accident investigations 

970 and directly investigates reports concerning track conditions. Most relevant to resiliency, the Track 

971 Division actively participates in development of industry and consensual standards useful for 

972 enhancement of railroad safety. Industry design standards relevant to resiliency are developed primarily 

973 by the American Railway Engineering and Maintenance-of-Way Association (AREMA). Additionally, 

974 for policy matters and operations-related standards, the leading organization is the Association of 

975 American Railroads (AAR).

976 FRA’s R&D mission is to ensure the safe, efficient and reliable movement of people and goods by rail 

977 through basic and applied research, and development of innovations and solutions. Safety is the DOT’s 

978 primary strategic goal and the principal driver of FRA’s R&D program. FRA’s R&D program also 

979 contributes to other DOT strategic goals because safety-focused projects typically yield solutions towards 

980 the state of good repair, economic competitiveness, and environmental sustainability goals.

981 FRA’s R&D program is founded on an understanding of safety risks in the industry. Hazard identification 

982 and risk analysis allows FRA to identify opportunities to reduce the likelihood of accidents and incidents, 

983 and to limit the consequences of hazardous events should they occur. Key strategies include stakeholder 

984 engagement and partnerships with other researchers, such as the AAR, prioritization of projects and 

985 conducting research through cost-effective procurement.

986 For roadway systems, federal regulation often leaves room for interpretation, while states often issue 

987 more specific guides and manuals building on federal regulation. For example, in each subsection of the 

988 FHWA’s Manual on Uniform Traffic Control Devices (MUTCD) there is a “Standard” section followed 

989 by multiple “Guidance” sections, providing further details that are recommended, but not required,

990 depending on specific conditions. States are allowed, and even encouraged, to make modifications to the 

991 MUTCD that fit specific state needs. California found so many such modifications that it issues its own 

992 California MUTCD that supersedes the federal version. 

 

4 The latter is not a mandated and necessarily enforced by a standardized framework but the former is more so.
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993 6.4.1.5. Federal Aviation Administration (FAA)

994 The Federal Aviation Administration (FAA) is an agency of the U.S. Department of Transportation that 

995 oversees all civil aviation in the country. The major roles of the FAA include regulating U.S. commercial 

996 airspace, regulating flight inspection standards, and promoting air safety. The Transportation Security 

997 Administration (TSA) also has an active role in the security of air freight and commercial air passenger 

998 service.

999 The FAA supports public and private airports within the National Plan of Integrated Airport Systems 

1000 (NPIAS) in the design, construction, and maintenance of the airport system with grants through the 

1001 Airport Improvement Program (AIP). The FAA has undertaken a study to review facility, service, and 

1002 equipment profile (FSEP) data and its vulnerability to various climate responses, such as storm surge.

1003 This data will result in publicly available climate models that will be accessible by airport operators and 

1004 managers.

1005 6.4.1.6. Federal Emergency Management Agency (FEMA) 

1006 FEMA is an agency of the United States Department of Homeland Security with a primary purpose to 

1007 coordinate the response to a disaster that has occurred in the United States and that overwhelms the 

1008 resources of local and state authorities. FEMA supports the recovery of infrastructure systems after a 

1009 disaster event, including the transportation system, and the specific authorities and programs within the 

1010 jurisdiction of participating departments and agencies.

1011 As one of their mission is to recover from all hazards and provide funding for recovery and hazard 

1012 mitigation, FEMA identifies transportation modes and capabilities for all populations, including 

1013 individuals located in hospitals and nursing homes and individuals with disabilities and others with access 

1014 and functional needs.

1015 6.4.1.7. U.S. Coast Guard (USCG)

1016 The USCG covers the safety and security of the national waterways, overseeing commercial freight and 

1017 passenger service, as well as public transportation (e.g., municipal ferry service, boaters, and kayakers).

1018 The USGS works to prevent import of illegal or unwanted goods that may harm communities and 

1019 provides escorts of exported cargo for national security (e.g., military cargo).

1020 6.4.1.8. Transportation Security Administration (TSA)

1021 The Transportation Security Administration (TSA), an agency within the U.S. Department of Homeland 

1022 Security (DHS), is responsible for prevention of the intentional destruction or disablement of 

1023 transportation systems in all modes of transport. Formed after the events of 9/11, TSA immediately 

1024 imposed security oversight and regulation in the aviation community and subsequently established 

1025 divisions in all other modes, including highway, mass transit, passenger and freight rail, pipeline and 

1026 maritime where it shares oversight with the U.S. Coast Guard. TSA established direct interaction and 

1027 partnerships with private and public transportation operators to review and assess modal security 

1028 preparedness, training and enhancement through both regulatory and voluntary steps. TSA has focused its 

1029 attentions on prevention of intentional disruption and improved resilience in all modal systems.

1030 6.4.1.9. United States Corps of Engineers (USACE)

1031 The USACE provides support in the emergency operation and restoration of inland waterways, ports, and 

1032 harbors under the supervision of DOD/USACE, including dredging operations and assists in restoring the 

1033 transportation infrastructure.

1034 The USACE is a U.S. federal agency under the Department of Defense, with environmental sustainability 

1035 as a guiding principle. By building and maintaining America’s infrastructure and by devising hurricane 

1036 and storm damage reduction infrastructure, the USACE is reducing risks from hazard events.
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1037 The USACE regulates water under “Section 404 clean Water Act” and “Section 10 Rivers and Harbors” 

1038 permits. As the lead federal regulatory agency, USACE assesses potential impacts to marine navigation in 

1039 the federal-maintained channels in the USA.

1040 USACE is addressing climate issues identified in the National Ocean Policy Implementation Plan 

1041 (NOPIP) and taking actions. The USACE climate programs incorporate collaborative efforts to develop 

1042 and disseminate methods, best practices, and standards for assessing coastal resilience in a changing 

1043 climate. In response to Executive Orders 13514 and 13653, the USACE released its Climate Change 

1044 Adaptation Plan and annual Strategic Sustainability Plan.

1045 As it relates to the maritime industry, the USACE is working on the following actions in response to 

1046 climate change related issues: [3]

1047  Develop an interagency plan for topographic and shallow bathymetric mapping to ensure 

1048 comprehensive and accurate elevation information for coastlines that will eventually include 

1049 acoustic bathymetry mapping. 

1050  Provide and integrate county-level coastal and ocean job trends data via NOAA’s Digital Coast to 

1051 enable decision-makers and planners to better assess the economic impacts of climate change and 

1052 ocean acidification.

1053  Support NOAA’s Economics: National Ocean Watch (ENOW) will provide data on six economic 

1054 sectors that directly depend on the resources of the oceans and Great Lakes: Living Resources 

1055 (includes commercial fishing), Tourism and Recreation, Marine Transportation, Ship and Boat 

1056 Building, Marine Construction (includes harbor dredging and beach nourishment), and Offshore 

1057 Minerals (exploration and production, sand, gravel, oil, gas).

1058  Provide coastal inundation and sea-level change decision-support tools to local, state, tribal, and 

1059 federal managers.

1060  Build on the USACE-developed sea level change calculator used in the interagency Sea Level 

1061 Rise Tool for Sandy Recovery in the North Atlantic Coast. The USACE, NOAA, and FEMA are 

1062 working on two pilot programs to test the application of this tool in the gulf coast and west coast. 

1063 USACE, NOAA, and the Department of the Interior are working on a Sea Level Rise and Coastal 

1064 Flooding Impacts Viewer and associated datasets including Digital Elevation Models. Being able 

1065 to visualize potential impacts from sea level rise and coastal flooding is a powerful teaching and 

1066 planning tool, and the Sea Level Rise Viewer, map services, and data brings this capability to 

1067 coastal communities.

1068 6.4.1.10. United States Environmental Protection Agency (EPA)

1069 The EPA is an agency of the U.S. federal government created to protect human health and the 

1070 environment by writing and enforcing regulations based on laws passed by Congress. 

1071 The Clean Water Act (CWA) establishes the basic structure for regulating discharges of pollutants into 

1072 the waters of the United States and regulating quality standards for surface waters. EPA's National 

1073 Pollutant Discharge Elimination System (NPDES) permit program controls discharges. These regulations 

1074 are important from the perspective that most marine infrastructure design and construction process are 

1075 required to comply.

1076 The EPA’s Program and Regional Offices produced a final Climate Change Adaptation Plan and the 

1077 Climate Change Adaptation Implementation Plans. These plans describe how the agency will integrate 

1078 considerations of climate change into its programs, policies, rules, and operations to ensure they are 

1079 effective, even as the climate changes. On June 30, 2014, the EPA issued a new policy statement on 

1080 climate change adaptation. This statement updates the initial policy statement issued in June of 2011.

1081 Climate Ready Estuaries is a partnership between EPA and the National Estuary Program to assess 
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1082 climate change vulnerabilities in coastal areas, develop and implement adaptation strategies, engage and 

1083 educate stakeholders, and share the lessons learned with other coastal managers. [4, 5]

1084 6.4.1.11. Council on Environmental Quality (CEQ)

1085 CEQ was established within the Executive Office of the President by Congress as part of the National 

1086 Environmental Policy Act of 1969 (NEPA) and additional responsibilities were provided by the 

1087 Environmental Quality Improvement Act of 1970. NEPA assigns CEQ the task of ensuring that federal

1088 agencies meet their obligations under the Act. The challenge of harmonizing our economic, 

1089 environmental and social aspirations puts NEPA and CEQ at the forefront of our nation's efforts to protect 

1090 the environment. NEPA advanced an interdisciplinary approach to federal project planning and decision1091 making through environmental impact assessment. This approach requires federal officials to consider 

1092 environmental values alongside the technical and economic considerations that are inherent factors in 

1093 federal decision-making. They also require agencies to create their own NEPA implementing procedures.

1094 These procedures must meet the CEQ standard, while reflecting each agency's unique mandate and 

1095 mission. Consequently, NEPA procedures vary from agency to agency. Further procedural differences 

1096 may derive from other statutory requirements and the extent to which federal agencies use NEPA 

1097 analyses to satisfy other review requirements. These include environmental requirements under statutes 

1098 like the Endangered Species Act and Coastal Zone Management Act, Executive Orders on Environmental 

1099 Justice, and other federal, state, tribal, and local laws and regulations.

1100 6.4.1.12. National Ocean and Atmospheric Administration

1101 Coastal Zone Management Act (CZMA) of 1972, administered by NOAA, provides for the management 

1102 of the nation’s coastal resources, including the Great Lakes. The National Coastal Zone Management 

1103 Program works with coastal states and territories to address some of today’s most pressing coastal issues, 

1104 including climate change, ocean planning, and planning for energy facilities and development. 

1105 The federal consistency component ensures that federal actions with reasonably foreseeable effects on 

1106 coastal uses and resources must be consistent with the enforceable policies of a state’s approved coastal 

1107 management program. This also applies to federally authorized and funded non-federal actions.

1108 6.4.1.13. Pipeline and Hazardous Materials Administration (PHMSA)

1109 PHMSA is one of ten operating administrations within the U.S. Department of Transportation. PHMSA 

1110 leads two national safety programs related to transportation. It is responsible for identifying and 

1111 evaluating safety risks, developing and enforcing standards for transporting hazardous materials and for 

1112 the design, construction, operations, and maintenance of pipelines carrying natural gas or hazardous

1113 liquids. PHMSA is also responsible for educating shippers, carriers, state partners and the public, as well 

1114 as investigating hazmat and pipeline incidents and failures, reviewing oil spill response plans, conducting

1115 research, and providing grants to support state pipeline safety programs and improve emergency response 

1116 to incidents. PHMSA also works with the Federal Aviation Administration (FAA), Federal Railroad 

1117 Administration (FRA), Federal Motor Carrier Safety Administration (FMCSA), and U.S. Coast Guard to 

1118 help them administer their hazardous materials safety programs effectively.

1119 6.4.1.14. Federal Energy Regulatory Commission (FERC)

1120 FERC is an independent regulatory agency for transmission and wholesale of electricity and natural gas in 

1121 interstate commerce and regulates the transportation of oil by pipeline in interstate commerce. FERC also 

1122 reviews proposals to build interstate natural gas pipelines, natural gas storage projects, and liquefied

1123 natural gas (LNG) terminals. FERC also licenses nonfederal hydropower projects and is responsible for 

1124 protecting the reliability and cyber security of the bulk power system through the establishment and 

1125 enforcement of mandatory standards.

1126 FERC has comprehensive regulations implementing the National Environmental Policy Act (NEPA) that 

1127 apply to interstate natural gas pipelines, natural gas storage facilities, and liquefied natural gas facilities.

1128 In evaluating applications for new facilities or modifications of existing facilities, FERC will issue an 
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1129 environmental assessment (EA) or environmental impact statement (EIS). If FERC approves the project 

1130 and the routing, pipeline companies must comply with all environmental conditions that are attached to 

1131 FERC orders.

1132 6.4.2. Regional, State, and Local

1133 Metropolitan Planning Organizations (MPO) were encouraged to review the safety and security of the 

1134 regional transportation network, since the enactment of SAFETEA-LU in 2005. FHWA funded and 

1135 encouraged MPOs across the U.S. to look into ways they can foster considerations of safety and security 

1136 planning, including resilience efforts in the long-term capital plans that MPOs develop and fund. 

1137 For airports, FAA can accept state standards for construction materials and methods. Under certain 

conditions51138 , the use of state dimensional standards that differ from the standards in FAA Advisory 

1139 Circulars are not acceptable for federally obligated or certificated airports.

1140 Many communities have zoning ordinances, building codes, and fire regulations that may place additional 

1141 requirements on airport development and operations. For example, if a new hangar or other structure is to 

1142 be built at an existing airport, approval and/or permits must be received from the local building 

1143 department or planning authority (e.g., Borough of Lincoln Park, New Jersey has strict storm water

1144 management requirements due to high flood hazard potential).

1145 State regulatory agencies oversee the ports, harbors, and waterways industry/infrastructure for methods of 

1146 design and construction. Using New York as an example, the New York Department of State (NYSDOS) 

1147 [6] regulates water under “Coastal Consistency Concurrence” permit. Coastal Zone Management Federal 

1148 Consistency is a process that requires federal agencies to follow State coastal management policies when 

1149 conducting a project or issuing a permit that could affect coastal resources. It also enables increased 

1150 coordination between government agencies. The Department of State provides both technical assistance 

1151 and grant funding to waterfront communities to facilitate disaster resilience.

1152 6.5. Standards and Codes

1153 Codes and standards are used by the transportation industry to establish the minimum acceptable criteria 

1154 for design and construction. To maintain adequate robustness, each state and locality must adopt 

1155 appropriate codes and standards as a minimum requirement. Although adoption of codes is important, 

1156 enforcement is a key factor in ensuring compliance of the built environment with codes and standards. 

Roads, Bridges, Highways and Road Tunnels. Moving Ahead for Progress in the 21st 1157 Century (MAP-21) 

1158 is a bill signed into law by FHWA in July, 2012. MAP-21 makes funds available for studies of climate 

1159 change vulnerability, to improve the dissemination of research products, and to accelerate deployment of 

1160 new technologies and ensure existing programs are kept intact. Authorization is given to create programs 

1161 granting financial awards for transportation research. MAP-21 requires the USDOT to create a bureau of 

1162 transportation statistics that will oversee a national transportation library, an advisory council on statistics, 

1163 and a national electronic atlas database. Although climate change statistics are not specified, this act at the 

1164 very least, gives the option for a centralized data center useful for transportation agencies gaining access 

1165 to climate information and using this information for the development of codes and standards.

1166 AASHTO is a standards-setting body that publishes specifications, test protocols, and guidelines used in 

1167 highway and bridge design and construction throughout the United States. AASHTO specifications for 

1168 design of bridges consider waterfront effects, since bridges often span waterways. Hence, the provisions 

1169 of these specifications are often used in the design of similar waterfront structures. 

 

5 Applies to airports with 10,000 passengers or less boarding per year and runways 5,000 feet or shorter, serving 

aircraft of 60,000 pounds gross weight and under, and standards not related to the safety of airport approaches or 

airport geometric standards. Reference AC 150/5100-13, Development of State Standards for Nonprimary Airports. 
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1170 Rail. The American Railway Engineering and Maintenance-of-Way Association (AREMA) authors a 

1171 Manual for Railway Engineering (MRE) and a Communications and Signals Manual, among other 

1172 guides. The MRE is updated annually with new design standards for fixed railway. Chapter 13 covers 

1173 environmental aspects including water, air quality, and waste management and sites environmental acts 

1174 pertaining to regulations. For example, Section 404 of the Clean Water Act discusses the regulatory limit 

1175 for tidal waters and states that a project including placement of fill material within a body of water 

1176 between ordinary high water marks requires a Section 404 permit from the USACE (see 6.4.1.6).

1177 Additionally, Section 401 of the CWA pertains to water quality certifications and provides a statutory 

1178 basis for federally-designated states to regulate their state’s water quality. This flexibility of state-issued 

1179 certification allows for a more tailored response to disaster resilience needs. For example, Section 401 

1180 regulatory limit for tidal waters extends to the mean high water limit, which is influenced by changing sea 

1181 levels. 

1182 The American Society of Civil Engineers, ASCE, is a professional body representing members of the 

1183 civil engineering profession worldwide. The following standards, published by ASCE are of interest to

1184 facilities with a risk of natural hazards. These standards do not include specific reference to 

1185 adaptation/resilience policies.

1186  ASCE 24 Flood Resistant Design and Construction: This standard is also referenced by the 

1187 International Building Code, with any building or structure proposed to be located in a flood 

1188 hazard area is to be designed in accordance with ASCE 24. Also, the International Residential 

1189 Code (IRC) allows homes in coastal high hazard areas to be designed in accordance with ASCE 

1190 24, as an alternative to the prescriptive requirements therein. [12]

1191  ASCE 7 Minimum Design Loads for Buildings and Other Structures: This standard is referenced 

1192 by the International Building Code (IBC). It includes the consideration and calculation of flood 

1193 loads.[13]

1194  ASCE 61 Seismic Design Standard for Piers and Wharves: This defines a displacement-based 

1195 design method to establish guidelines for piers and wharves to withstand the effects of 

1196 earthquakes.[14]

1197 The American Concrete Institute, ACI, is a leading authority and resource for the development and 

1198 distribution of consensus-based standards for individuals and organizations involved in concrete design, 

1199 construction, and materials. The ACI codes typically used where the flood risk is greatest are:

1200  ACI 318 Building Code Requirements for Structural Concrete and Commentary: This covers the 

1201 materials, design, and construction of structural concrete used in buildings and where applicable 

1202 in non-building structures. The code also covers the strength evaluation of existing concrete 

1203 structures.

1204  ACI 350 Code Requirements for Environmental Engineering Concrete Structures: This code 

1205 provides design requirements more stringent than ACI 318 for concrete structures intended to 

1206 contain highly corrosive liquids used for environmental engineering. Waterfront structures 

1207 exposed to aggressive saltwater environments are often designed to meet these more exacting 

1208 standards. 

1209  ACI 357.3R Guide for Design and Construction of Waterfront and Coastal Concrete Marine 

1210 Structures: This is a relatively new guide, covering durability and serviceability of concrete 

1211 waterfront structures, as well as analysis techniques and design methodologies unique to them.

1212 The American Institute of Steel Construction’s (AISC) mission is to provide specification and code 

1213 development, research, education, technical assistance, quality certification, standardization, and market 

1214 development for steel construction. Most building codes reference American National Standards Institute 

1215 (ANSI)/AISC standard 360, Specification for Structural Steel Buildings.
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1216 Air. The FAA regulates commercial service airports under 14 CFR Part 139, Certification of Airports. 

1217 This regulation prescribes rules governing the certification and operation of airports in any state of the 

1218 United States, the District of Columbia, or any territory or possession of the United States that serve 

1219 scheduled or unscheduled passenger service. Advisory Circulars (ACs) contain methods and procedures 

1220 that certificate holders use to comply with the requirements of Part 139. 

1221 FAA’s AC 150/5200-31C, Airport Emergency Plan, provides guidance to the airport operator in the 

1222 development and implementation of an Airport Emergency Plan (AEP) that should address essential 

1223 actions in the event of possible emergencies, including natural disasters. The guidance includes 

1224 mitigation, such as zoning and earthquake-resistant construction, as an important phase of comprehensive 

1225 emergency management. 

1226 Ports, Harbors, and Waterways. Codes and standards are used by the ports, harbors and waterways to 

1227 establish minimum acceptable criteria for design and construction. To mandate adequate robustness, each 

1228 jurisdiction adopts appropriate codes and standards to set these minimum requirements. Climate change 

1229 adaptation would be in the form of local regulations, independent of the codes and standards selected.

1230 These regulations would be similar for a project, such as a pier or bulkhead, whether it is proposed as part 

1231 of development of upland property or to protect upland property from sea level rise for an extended 

1232 period. Therefore, the application of regulations to maritime infrastructure would be similar to those 

1233 developments mentioned above. In the purpose and need statement for a proposed project, the basis of 

1234 design should state the standards and codes used, and the regulations and guidelines followed; that part of 

1235 the justification for the project includes risk for natural hazard, if appropriate.

1236 The World Association for Waterborne Transport Infrastructure, PIANC, provides expert guidance, 

1237 recommendations and technical advice for design, development, and maintenance of ports, waterways and 

1238 coastal areas. Two guidelines of frequent interest in port design are:

1239  Seismic Guidelines for Port Construction

1240  Guidelines for the Design of Fender Systems

1241 The following organizations provide codes, standards, and guidelines commonly used in maritime 

1242 infrastructure design and construction:

1243  American Association of State Highway Officials (AASHTO)

1244  Permanent International Association of Navigation Congress PIANC 2002

1245  American Society of Civil Engineers (ASCE)

1246  American Concrete Institute (ACI)

1247  USA Department of Defense (DoD)

1248  U.S. Army Corps of Engineers (USACE)

1249  American Institute of Steel Construction (AISC)

1250  British Standards Institution (BSI)

1251  Overseas Coastal Area Development Institute of Japan (OCDI).

1252 The DoD initiated the Unified Facilities Criteria (UFC) program to unify all technical criteria and 

1253 standards pertaining to planning, design, and construction, which was previously issued by individual 

1254 Defense agencies. The following UFC documents are often used for waterfront design – none specifically 

1255 refer to adaptation/resilience policies.

1256  UFC 4-150-06 Military Harbors and Coastal Facilities 

1257  UFC 4-151-10 General Criteria for Waterfront Construction

1258  UFC 4-150-01 Design: Piers and Wharves

1259  UFC 4-152-07N Design: Small Craft Berthing Facilities
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1260  UFC 4-159-03 Design: Mooring

1261 The USACE published an extensive library of Engineering Manuals covering the design of a variety of 

1262 major civil works. The manuals typically used for waterfront design include the following – none of 

1263 which specifically incorporate adaptation policies regarding resilience. [18]

1264  EM 1110-2-2502 Retaining and Flood Walls

1265  EM 1110-2-2602 Planning and Design of Navigation Locks

1266  EM 1110-2-2504 Design of Sheet Pile Walls 

1267  EM 1110-2-2503 Design of Sheet Pile Cellular Structural Cofferdams and Retaining Structures

1268  EM-1110-2-1614 Design of Coastal Revetments Seawalls and Bulkheads

1269  EM-1110-2-1100 Coastal Engineering Manual

1270 The standards from this institution used for waterfront construction are contained in the following parts of 

1271 BSI 6349, Maritime Structures.

1272  Part 1: General Criteria

1273  Part 1-4: Materials

1274  Part 2: Design of Quay Walls, Jetties and Dolphins

1275  Part 3: Design of Shipyards and Sea Locks

1276  Part 4: Code of Practice for Design of Fendering and Mooring Systems

1277  Part 8: Design of RO/RO Ramps, Linkspans and Walkways

1278 Pipelines. The nation’s pipeline safety programs are overseen by Congress and administered by PHMSA. 

1279 However, PHMSA delegates the majority of these responsibilities for intrastate (generally the gathering 

1280 and distribution pipelines) lines to the states. PHMSA retains the role as primary safety inspector for 

1281 interstate pipelines (generally, the transmission pipelines), except in 11 states (Arizona, California, 

1282 Connecticut, Iowa, Michigan, Minnesota, New York, Ohio, Washington, Virginia and West Virginia). 

1283 State pipeline safety personnel represent more than 75% of the state/federal inspection workforce, 

1284 although state employees account for less than 40% of the federal pipeline safety budget. This means that 

1285 the bulk of the safety and inspection responsibility lies at the state level. Under existing law, states opt 

1286 into this relationship with PHMSA. If a state decides not to participate, PHMSA does the safety 

1287 inspection on its own. At present, this applies only to Alaska and Hawaii.

1288 All state programs must certify to DOT that they will adopt regulations that are as stringent as the Federal 

1289 Pipeline Safety Regulations. States are allowed to adopt pipeline safety regulations that are stricter than 

1290 federal government regulations and the overwhelming majority of states do have more stringent 

1291 requirements. State regulations were developed over the years based on specific results of state

1292 inspections, changing public priorities, and increased safety expectations of the local public. A 2013 

1293 report issued by the National Association of Pipeline Safety Representatives (NAPSR), with assistance 

1294 and support from the National Association of Regulatory Utility Commissioners (NARUC), found that 

1295 most states have adopted pipeline safety regulations more stringent than the federal regulations. The 

1296 report also contains a compendium of state regulations and identifies those that exceed federal 

1297 requirements. (NASPSR, 2013). 

1298 PHMSA has separate safety and design standards for natural gas and liquids pipelines (49 CFR Part 192 

1299 for natural gas and 49 CFR Part 195 for liquids). The regulations also provide guidance for proper 

1300 management and operation of these pipelines. PHMSA employees also participate in more than 25 

1301 national voluntary consensus standards-setting organizations that address pipeline design, construction, 

1302 maintenance, inspection, and repair. PHMSA then reviews and approves standards for incorporation by 

1303 reference into its regulations. PHMSA currently incorporates by reference all or parts of more than 60 

1304 voluntary standards and specifications developed and published by technical organizations, including 
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1305 consensus engineering standards from the American Society of Mechanical Engineers (ASME), the 

1306 American Petroleum Institute (API), the American Gas Association, the National Fire Protection 

1307 Association, and the American Society for Testing and Materials. For example, ASME Standard B31.8S 

1308 establishes risk assessment practices for identifying pipelines (primarily older pipelines) that could 

1309 possibly be susceptible to material and construction-related integrity concerns. In addition, many agencies

1310 – federal, state and local – share responsibility for developing and enforcing other codes and standards 

1311 applicable to pipeline infrastructure, such as erosion control requirements, noise ordinances, and building 

1312 codes.

1313 6.5.1. New Construction

1314 Current federal and state project development guidelines require an environmental study at the early 

1315 stages of transportation projects to identify potential environmental impacts and identify state and federal 

1316 permitting requirements. The study must provide a sufficient level of understanding of the projected 

1317 alignment of the facility to enable engineers and planners to identify likely impacts. If federal funding is 

1318 to be used for the project, it will be subject to environmental review under the National Environmental 

1319 Policy Act (NEPA). Projects go through a scoping process to establish general parameters of the work 

1320 and the potential for impact. The scoping process leads to a Class of Action determination establishing 

1321 whether the project is Categorically Exempt from NEPA review, or will need either an Environmental 

1322 Assessment (EA) or the highest level of review, which is an Environmental Impact Statement (EIS).

1323 Roads, Bridges, Highways and Road Tunnels. The interstate roads, bridges, highways, road tunnels 

1324 system, and virtually all other state and local roadways and bridges in the United States are owned and 

1325 operated by the public sector. Toll roads are typically owned and operated by public/private partnerships, 

1326 but are subject to the same federal and state design standards issued primarily by FHWA and state 

1327 Departments of Transportation. The state DOTs establish standards within the framework of the 

1328 American Association of State Highway and Transportation Officials (AASHTO). AASHTO’s most 

1329 recent bridge design manual, the Load Factor and Resistance Design (LFRD) Bridge Design 

1330 Specifications, incorporates a risk factor into load bearing calculations. This includes effects due to 

1331 deflection, cracking, fatigue, flexure, shear, torsion, buckling, settlement, bearing, and sliding. Effects of 

1332 climate change are able to influence the uncertainty variables in the load equation (Myers).

1333 After Hurricane Katrina, FHWA began recommending a design standard for major interstate structures to 

1334 consider a combination of wave and surge effects, as well as the likelihood of pressure scour during an 

1335 overtopping event. Additionally, FHWA recommended that a flood frequency surge and wave action 

1336 (500-year storm) be considered. (Myers). Some of the codes, standards, and guidelines for surface 

1337 transportation are shown in Table 6-8.

1338
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1339 Table 6-8: Surface Transport Codes, Standards, or Guidelines

Component Organization Codes, Standards or Guideline

General AASHTO Roadside Design Guide, 4th Edition, 2011

A Policy on Geometric Design of Highways and Streets, 6th Edition, 

2011

General AASHTO LRFD Bridge Design Specifications, 7th Edition, 2014

AASHTO Highway Drainage Guidelines, 2007

FHWA Guide for Design of Pavement Structures, 4th Edition, 1998

Design Standards Interstate System

Highways in the Coastal Environment, 2nd Edition, June 2008

A Policy on Design Standards – Interstate Systems, January 2005

Specific to Severe

Weather/Hazards

AASHTO Guide Specifications for Bridges Vulnerable to Coastal Storms 

(2008)

Transportation Asset Management Guide, January 2011

Integrating Extreme Weather Risk into Transportation Asset 

Management

NCHRP Climate Change, Extreme Weather Events, and the Highway System

FHWA Impacts of Climate Change and Variability on Transportation 

Systems and Infrastructure, The Gulf Coast Study, Phase 2, Task 3.2 

(Aug 2014)

United States DOT 2014 DOT Climate Adaptation Plan

U.S. Global Change Research Program National Climate Assessment

1340 Rail. The rail network in the United States is primarily owned and operated by the private sector. The few 

1341 exceptions are in densely developed urban corridors where Amtrak and public transit agencies operate 

1342 over the privately owned freight lines under trackage rights. In some areas, such as the Northeast Corridor 

1343 and cities with commuter rail service the tracks and other infrastructure may be owned and maintained by 

1344 Amtrak, the regional transit authority, or its contract operator. In the railroad industry, AREMA 

1345 establishes and updates design standards for track, structures, and facilities. Operating standards in the rail 

1346 industry pertaining to safety are under the jurisdiction of FRA. Additionally, the industry trade 

1347 organization AAR has a role in the development of operating standards and policies pertaining to railroad 

1348 operations. Some of the codes, standards, and guidelines for rail are shown in Table 6-9.

1349 Table 6-9: Rail Surface Transport Codes, Standards, or Guidelines

Component Organization Codes, Standards or Guideline

General AREMA Manual for Railway Engineering, 2014

Communications and Signal Manual, 2014

Portfolio of Track Work Plans

General AREMA Practical Guide to Railway Engineering

Bridge Inspection Handbook

Design of Modern Steel Railway Bridges

AAR Guide for Design of Pavement Structures

General AAR Design Standards Interstate System

A Policy on Design Standards – Interstate Systems

Specific to Climate 

Change

AREMA None identified

AAR None identified

United States DOT 2014 DOT Climate Adaptation Plan

U.S. Global Change Research Program National Climate Assessment

1350 Ports. As stated elsewhere in this document, new maritime construction needs to follow the local codes 

1351 and standards for design and construction. Climate change impacts are usually incorporated by local 

1352 authorities by utilizing the guidance documents issued by various local and federal authorities (such as 

1353 USACE, IPCC). For example, the City of New York adopted specific guidelines in regards to climate 

1354 change through an authorized panel, New York Panel on Climate Change (NPCC). 
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1355 The following return periods from current industry standards can serve as a starting point to guide an 

1356 agency towards a comfortable level of risk for current and projected scenarios. A return period or 

1357 recurrence interval is an estimate of the likelihood of an event, such as a flood, to occur.

1358  Wind on facilities (ASCE-7): Varies depending on occupancy category – up to 1700 year return

1359  Coastal Flooding (USACE): 50 year return

1360  Inland Flooding (AASHTO): 100 year return plus a percentage depending on agency

1361  Inland Flooding for other facilities (ASCE-7): 100-year return

1362 Pipelines. New pipelines are subject to current federal and state design and safety guidelines. Liquids 

1363 pipelines and intrastate natural gas pipelines are regulated at the state level; therefore, regulations and risk 

1364 evaluations for assessment of hazards will vary depending on location.

1365 The failure modes discussed in this chapter may represent key vulnerabilities in the codes that are 

1366 exposed during hazard events. Table 6-10 presents a summary of the methods of transportation used, 

1367 whether they are used for public or private transportation, and the oversight authorities involved in their 

1368 regulation.

1369 Table 6-10: Transportation Infrastructure Code and Standards Governing Agencies Industry Infrastructure

Type Method of Transportation

PublicPrivate

Oversight Authority

DHSFEMANTSBUSDOTFRAFTATSAFMCSAFHWAUSCGEPAFAA1+ state agencies

Surface Transport

Rail

Passenger Inter-City Rail (Amtrak) X X X X X X X X

Commuter Rail X X X X X X X X X X

Subway X X X X X X X X

Light Rail X X X X X X X X

Inclined Plane X X X X X X X X

Trolley/Cable Car X X X X X X X X

Freight Class 1 Freight Carriers X X X X X X X X

Roads, Bridges and 

Tunnels

Passenger Inter-City Motor coach X X X X X X X X X X

Intra-City Bus/Motor coach X X X X X X X X X X X

Paratransit/Jitneys X X X X X X X X X X X

Taxis X X X X X X X X X X

Personal Cars X X X

Freight Commercial Trucking X X X X X X X X X

Maritime

Passenger Ocean Lines X X X X X X X

Ferries X X X X X X X X X X X

Commercial Boats X X X X X X X

Personal Boats X X X X X X X

Freight Freighters X X X X X X X X X

Barges X X X X X X X X X

Air

Air

Passenger Commercial Airplanes X X X X X X X

Blimps X X X X X X X

Drones X X X X X X X X

Freight Commercial Air Freight X X X X X X X

1370 6.5.1.1. Implied or stated Performance Levels for Expected Hazard Levels

1371 When defining standards for hazards for roads, bridges, highways, and road tunnels, federal regulations 

1372 tend to use general language for performance levels. For example, when describing Drainage Channels, 
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1373 the AASHTO Roadside Design Guide states that “channels should be designed to carry the design runoff 

1374 and to accommodate excessive storm water with minimal highway flooding or damage.” No specific 

1375 levels are mentioned, leaving specific implementation up to state regulations and engineering judgment. 

1376 Although federal documentation does not give specifics on hazard mitigation levels for the entire country, 

1377 it often gives guidance on how more locally-based regulation should be formed. For example, in 

1378 Highways in the Coastal Environment, the FHWA gives three approaches for determining site-specific 

1379 design water levels. These consist of 1) use of available analyses, 2) historical analysis, and 3) numerical 

1380 simulations with historic inputs. These are only general guidelines, but they apply to all regions of the 

1381 country and ensure the process is data driven. 

1382 AREMA provides more specific regulations than AASHTO in regards to hazard levels, but still leaves 

1383 room for site-specific engineering. To continue the draining example, the Manual for Railway 

1384 Engineering states that, “typically, the 100-year base flood elevation is the most commonly regulated 

1385 storm water elevation associated with rivers, streams and concentrated flow areas.” It goes on to describe 

1386 how, “any change to the flood plain will generally result in extensive studies and computer modeling to 

1387 be submitted for approval.” Again, these regulations are not specific numeric regulations, but a guidance 

1388 that ensures proper steps are taken by the appropriate agency to mitigate risk. 

1389 The National Cooperative Highway Research Program conducted a study on climate change adaptation 

1390 strategies in 2013 that provided some specific examples of dealing with increasing severity of weather 

1391 events. For example, precipitation events may consider estimating second -order recurrence intervals (if 

1392 two 100-year storms happened in two consecutive years) and updating variables accordingly in the 

1393 Clausius-Clapeyron relationship for relative precipitation increases (NCHRP 2013). 

1394 The Advisory Circulars (AC) define design criteria for most details of an airport’s facilities –

1395 runway/taxiways, terminal buildings, lighting, and navigational aids. These documents define standard 

1396 criteria for construction, but do not specifically address climate extreme weather events beyond 

1397 potentially constructing drainage for a 50-year storm. The following is a subset of the available Acs.

1398  AC 150/5300-13A, Airport Design (9/28/12)

1399  AC 150/5370-10G, Standards for Specifying Construction of Airports (7/21/14)

1400  AC 150/5340/30H, Design and Installation Details for Airport Visual Aids (7/21/14)

1401  AC 150/5320-5D, Airport Drainage Design (8/15/13)

1402  AC 150/5345-53D, Airport Lighting Equipment Certification Program (9/26/12)

1403  AC 150/5345-28G, Precision Approach Path Indicator (PAPI) Systems (9/29/11)

1404  AC 150/5320-6E, Airport Pavement Design and Evaluation (9/30/09)

1405  AC 150/5200-30C, Airport Winter Safety and Operations (12/9/08)

1406  AC 150/5345-46D, Specification for Runway and Taxiway Light Fixtures (5/19/09)

1407  AC 150/5360-13, Planning and Design Guidelines for Airport Terminals and Facilities (4/22/88)

1408 Performance levels addressed include a recommended 5-year storm event be used with no encroachment 

1409 of runoff on taxiway and runway pavements when designing storm water drainage (including paved 

1410 shoulders). Airport pavements should provide a skid-resistant surface that will provide good traction 

1411 during any weather conditions (with provisions for frost and permafrost). And, airport terminal buildings 

1412 should be structurally designed to appropriate seismic standards (Executive Order 12699, Seismic Safety 

1413 of Federally Assisted or Regulated New Building Construction, January 5, 1990).

1414 State and local legislative bodies are not obligated to adopt model building codes and may write their own 

1415 code or portions of a code. A model code does not have legal standing until it is adopted as law by a 

1416 legislative body (state legislature, county board, city council, etc.). When adopted as law, owners of 

1417 property within the boundaries of the adopting jurisdiction are required to comply with the referred codes. 
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1418 Because codes are updated regularly, existing structures are traditionally only required to meet the code 

1419 that was enforced when the property was built unless the building undergoes reconstruction, 

1420 rehabilitation, alteration, or if the occupancy of the existing building changes. In that case, provisions are 

1421 included in the code to require partial to full compliance depending on the extent of construction. [ASCE

1422 Policy Statement 525 – Model Building Codes]. For example, New York City Building code describes the 

1423 requirement for flood-resistant construction, referencing FEMA flood maps and ASCE 24 for “dry flood1424 proofing.” The Design Flood Elevation for certain structures, such as terminals, air traffic control towers, 

1425 and electrical substations, is the 100-year floodplain plus one-foot. 

1426 Except for wind and seismic loading, rail codes do not provide specifics regarding natural hazards (e.g.,

1427 the codes may stipulate various flood levels for which a structure may need to be designed, but they will 

1428 not specifically set what that level is). Rather, they set event-based criteria, e.g., 50 or 100-year event.

1429 Similarly for wave loads, various codes (e.g., USACE Coastal Engineering Manual) may advise that 

1430 waves should be considered, but it’s usually up to the design professional to determine what wave 

1431 characteristics should be considered.

1432 Each agency’s tolerance for risk (note that risk tolerance could include interests beyond an agency’s 

1433 immediate jurisdiction particularly if other utilities within the asset right of way, such as water, sewer, or 

1434 electrical may be impacted). An agency with a higher risk tolerance would plan for less extreme changes.

1435 An agency with a lower risk tolerance could be expected to plan for more extreme change.

1436 Interstate natural gas infrastructure is regulated by FERC, which is responsible for compliance with 

1437 NEPA. The NEPA document will address potential impacts of climate change: impacts resulting from the 

1438 project and impacts on the project. As stated previously, impacts on pipelines are generally limited 

1439 because they are buried, but aboveground facilities such as compressor stations could be affected by 

1440 storm-related incidents. Input from state and local governments is a key component of the review process 

1441 at FERC. Local knowledge of environmental conditions and concerns about inter-relationships with other 

1442 critical infrastructure should be identified to FERC at the earliest point in any project review. For 

1443 example, there may be resiliency and reliability concerns if a new pipeline’s proposed route would be 

1444 adjacent to a critical electric transmission line.

1445 6.5.1.2. Recovery Levels

1446 For roadway and rail transportation, no specific requirements were identified in codes or standards. 

1447 However, at state and local levels there may be operational goals or performance standards. For example, 

1448 a state may issue a severe weather warning, mandating that all drivers remain home until authorities deem 

1449 roads are safe enough to be traveled. Similarly for rail, administrative and inspection personnel decide 

1450 when a system is safe to operate.

1451 There is minimal description of required recovery levels for extreme events for airports. Language for 

1452 storm water drainage requires surface runoff from the selected design storm be disposed of without 

1453 damage to facilities, undue saturation of the subsoil, or significant interruption of normal traffic. “The 

1454 drainage system will have the maximum reliability of operation practicable under all conditions, with due 

1455 consideration given to abnormal requirements, such as debris and annual periods of snowmelt and ice jam 

1456 breakup.”

1457 Marine infrastructure is critical to the transportation industry (commercial, public, and private) and the 

1458 full recovery will be necessary for proper functionality. However, no specific guidance or performance 

1459 levels were identified. 

1460 6.5.2. Existing Construction

1461 The design of transportation systems has been refined over time; however, incorporating resiliency into 

1462 the design is a relatively new concept. For existing transportation systems, they are bound by the codes 

1463 and standards for which they were initially designed. Typically, transportation infrastructure is not 
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1464 required to meet the new codes as they develop. As the codes and standards incorporate resiliency, a

1465 significant portion of transportation system will not be covered under these new more restrictive codes 

1466 and standards.

1467 For rail and roadways, documented codes or standards have not been identified specifically for existing 

1468 construction.

1469 Airport codes and standards do not address retrofitting existing construction to adjust for climate change 

1470 or extreme weather events. Several advisory circulars outline procedures for maintaining existing 

1471 facilities only.

1472  AC 150/5380-6C, Guidelines and Procedures for Maintenance of Airport Pavements (10/10/14)

1473  AC 150/5380-7B, Airport Pavement Management Program (PMP) (10/10/14)

1474  AC 150/5340-26C, Maintenance of Airport Visual Aid Facilities (6/20/14)

1475  AC 150/5200-33, Hazardous Wildlife Attractants on or Near Airports 

1476 In relation to Prevailing Design Standards for the maritime industry, only sections of the local or national 

1477 codes and standards that govern design of the component would be required. Information collected will 

1478 allow for the assessment of the existing asset to determine if it adheres to current design standards. This 

1479 will assist in determining vulnerabilities and the selection and prioritization of adaptation strategies for 

1480 the marine infrastructure in question.

1481 Reviewing existing design codes and standards will guide the engineer to determine the design parameters 

1482 required to perform a check of the condition of the marine infrastructure. Using the selected code or 

1483 design standards and the parameter values to perform an engineering calculation to determine if the asset 

1484 satisfies the requirements. The degree to which the component is affected by the stressor will serve to 

1485 assist in determining appropriate adaptation strategies. 

1486 Figure 6-11 illustrates a comparison of transportation timeframes against the climate impacts. According 

1487 to Moritz (2012), infrastructure planned and built with past climate and weather in mind may not be 

1488 adequate for future resilience and operation. Hence, there is a strong need to re-consider or adopt the 

1489 long-range transportation planning process.

1490

1491 Figure 6-11: Procedures to Evaluate Sea Level Change Impacts, Responses, and Adaptation Corps of 

1492 Engineers’ Approach, Naval Facilities Engineering Command Port Hueneme, CA 24 October 2012
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1493 6.5.2.1. Implied or stated Performance Levels for Expected Hazard Levels

1494 The performance levels for new/future and existing transportation infrastructure are anticipated to be the 

1495 same. Therefore, the reader is referred to the previous discussion in Section 6.5.1.1. 

1496 6.5.2.2. Recovery Levels

1497 Since the performance levels anticipated for new/future and existing construction are the same, the 

1498 recovery levels are also anticipated to be similar. The reader is referred to the previous discussion in 

1499 Section 6.5.1.2. 

1500 6.6. Strategies for Implementing Community Resilience Plans

1501 6.6.1. Available Guidance

1502 Section 6.2 describes the various components of the transportation systems and case studies of where 

1503 these systems may have failed in the past. The performance of the transportation system is highly 

1504 dependent on the age of the system, the type of natural hazard, the standard to which it was designed, and 

1505 the basic decisions made immediately before and after the hazard event. Current engineering standards 

1506 and guidelines provide tools to assess the performance of bridges and roadways, such as the (AASHTO) 

1507 Manual for Bridge Evaluation. Similar standards exist for other transportation nodes, such as airports, 

1508 rail, subways, etc.

1509 AASHTO’s Transportation Asset Management Guide applies to both roads and rail, as it encourages 

1510 agencies to include operations and maintenance into state and local resource management programs. This 

1511 includes considering life-cycle planning, including frequency of maintenance and repair based on weather 

1512 conditions. The guide asks, “What allowance should be made for climate change when designing a new 

1513 asset or facility with a long life? For example, should expanded storm water drainage capacity be 

1514 provided, should route planning decisions consider the risks of sea level changes in coastal areas?” The 

1515 guide goes on to recommend processes and tools for life cycle management, incorporating effects due to 

1516 climate change. In addition to processes, it is necessary to continue to monitor the assets to continually 

1517 improve the model’s forecasting. 

1518 ISO 31000:2009, Risk management – Principles and guidelines, provides principles, a framework, and a 

1519 process for managing risk. It can be used by any organization regardless of its size, activity, or sector. 

1520 Using ISO 31000 can help organizations increase the likelihood of achieving objectives, improve the 

1521 identification of opportunities and threats, and effectively allocate and use resources for risk treatment. 

1522 ISO 31000 cannot be used for certification purposes, but does provide guidance for internal or external 

1523 audit programs. Organizations using it can compare their risk management practices with an 

1524 internationally-recognized benchmark, providing sound principles for effective management and 

1525 corporate governance. The guidelines for establishment of sound risk assessment programs can be applied 

1526 to the development of resilience assessment and mitigation 

1527 (http://www.iso.org/iso/home/standards/iso31000.htm).

1528 FAA issued a memorandum titled “Considering Greenhouse Gases and Climate Under the National 

1529 Environmental Policy Act (NEPA): Interim Guidance” (January 12, 2012). The memo indicates that an 

1530 estimate of GHG emissions can serve as a “reasonable proxy for assessing potential climate change 

1531 impacts” and provide information for decision-making. The amount of carbon dioxide and/or fuel burn 

1532 from aircraft operations should be calculated for FAA NEPA evaluations. Consideration should be given 

1533 to reducing GHG emissions as a part of the project; however, reduction is not mandated. The memo does 

not reference assessing vulnerability to extreme weather as a result of climate change.61534 FAA’s AC 

 

6 CEQ recently issued the “Draft Guidance on Consideration of Greenhouse Gas Emissions and the Effects of 

Climate Change” (December 2014), which suggests agencies focus quantitative greenhouse gas analysis on the 

projects and actions with 25,000 metric tons of CO2-equivalent emissions on an annual basis or more, and counsels 
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1535 150/5200-31C, Airport Emergency Plan, provides guidance on conducting a hazard/risk analysis to help 

1536 determine what hazards exist and how to address them. In addition, the scope of work for FAA’s Airport 

1537 Sustainable Master Plan Pilot Program included a baseline inventory or assessment of each defined 

1538 sustainability category (which will vary by airport), establishment of measurable goals, and development 

1539 of specific sustainability initiatives to help the airport achieve each goal.

1540 Several of the larger airport authorities, such as Port Authority of New York and New Jersey (PANYNJ), 

1541 Los Angeles World Airports (LAWA) and Philadelphia International Airport, have established 

1542 assessment methodologies, either alone or as part of larger citywide or regional efforts. PANYNJ became 

1543 involved in a climate change assessment led by New York City’s Long-Term Planning and Sustainability 

1544 Office, which was conducted between August 2008 and March 2010. The team was called the Climate 

1545 Change Adaptation Task Force, and its work was part of a comprehensive sustainability plan for New 

1546 York City called PlanNYC. The assessment process comprised six major tasks: defining the climate 

1547 change variables and projections, developing asset inventories, assessing vulnerabilities, analyzing risks, 

1548 prioritizing the assets, and developing adaptation strategies.

1549 The Greater Toronto Airports Authority (GTAA) uses the PIEVC (Public Infrastructure Engineering 

1550 Vulnerability Committee) Protocol from Engineers Canada to assess risk and identify preliminary needs 

1551 (such as storm water facilities). 

1552 The ASCE and Coasts, Oceans Ports and Rivers Institute (COPRI) established special committees on 

1553 climate change to identify, gather, and organize information on potential infrastructure impacts due to 

1554 climate change; to develop partnerships and collaborations of relevant and interested committees and 

1555 organizations for responsible understanding and planning of potential climate change impacts; to develop 

1556 strategies and recommendations addressing climate change impacts [22]. The Sea Level Change 

1557 Committee provides a more systematic approach to estimating and including sea level change in 

1558 marine/coastal projects. [23]

1559 6.6.2. Strategies for New/Future Construction

1560 The Canadian Council of Professional Engineers developed a risk based vulnerability assessment 

1561 framework to evaluate climate change risks in building, roadway asset, stormwater–wastewater systems, 

1562 and water resource management infrastructures. The protocol involves project definition, data gathering 

1563 and sufficiency, risk assessment, engineering analysis, and recommendations. It covers the categories of 

1564 buildings, roads and associated structures, stormwater/wastewater, and water resource systems (PIEVC 

1565 2009).

1566 In the United Kingdom, the Highway Agency has a Climate Change Adaptation Strategy and framework 

1567 that addresses specific climate risks for highway infrastructure and agency practices (UK, 2009). 

1568 Transport Asset Management Plans (TMAPs) are mandatory in the UK, and some incorporate specific 

1569 sections on climate change (Myers). 

1570 Transit New Zealand has incorporated climate change into its asset management inventory. Standards for 

1571 assets have the ability to change with newly developed climate change predictions. An economic analysis 

1572 shows that existing assets with a lifespan of 25 years or less did not require changes in design or 

1573 maintenance, but new construction can be modified as needed. Additionally, Transit NZ modified its 

1574 bridge manual, including a new design factor for climate change (Myers).

1575 Rail. The FTA advocates for designs including larger drainage capacity, stronger structures to withstand 

1576 winds, and materials suited for higher temperatures. For subway systems, flooding is a primary climate 

1577 change affected concern. Potential strategies include requiring flood gates, high elevation entrances, and 

 

agencies to use the information developed during the NEPA review to consider alternatives that are more resilient to 

the effects of a changing climate.
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1578 closable ventilation gates (requiring new fan-driven ventilation). A FEMA-commissioned study 

1579 determined that that flood protection savings are, on average, four times greater than prevention costs. 

1580 Localized flooding for transit and other transportation facilities can be prevented by establishing proper 

1581 stormwater management. Best practices include rain gardens, stormwater ponds, increased vegetation, 

1582 green roofs, rain barrels, and pervious pavements. These allow stormwater to be absorbed through natural 

1583 processes, reducing, or preventing flooding altogether (FTA 2011). 

1584 Port Authority of NY and NJ, PANYNJ, has an organization-wide “Sustainable Infrastructure 

1585 Guidelines” that is implemented for projects including terminal building construction, building 

1586 demolition, electronics systems, communications systems, airfield construction or rehabilitation, and 

1587 landscaping. The guidelines require the protection of the ecological health of wetlands, floodplains, and 

1588 riparian buffers, protection and maintenance of absorbent landscapes, mitigation of the heat island effect, 

1589 and implementation of stormwater best management practice strategies, implementation of sustainable 

1590 landscape maintenance. LAWA’s Sustainable Airport Planning, Design, and Construction Guidelines are 

1591 similar, identifying many technical approaches to climate change adaptation planning such as increasing 

1592 the capacity of stormwater conveyance and storage (e.g., design for 100-year and 500-year storms) and 

1593 utilizing heat-resistant paving materials. 

1594 New buildings, particularly those adjacent to coastal resources or within a floodplain, should implement 

1595 flood hazard mitigation as part of the design. PANYNJ sets forth an elevation of 18 inches higher than the 

1596 current code requirements, based on an anticipated increase of the mean sea level, for the lowest floor of 

1597 buildings to be considered for all project elements. If that is not feasible, then the standard should at least 

1598 be met for all critical project elements (electrical equipment, communications, etc.).

1599 San Diego International Airport has incorporated low impact development strategies (e.g., pervious 

1600 pavement, infiltration storage chambers, bio-retention swales, modular wetlands, riprap energy dissipater) 

1601 into their north side improvements in order to reduce flooding risks. 

1602 The American Society of Civil Engineers (ASCE) issued a series of policy statements (a list is provided at 

1603 the end of this document for those relevant to this study) defining the Societies role in the industry by 

1604 supporting the sustainable and resilient reconstruction of affected areas devastated by accidental, 

1605 intentional and/or natural disaster events. Collaboration with ASCE and its technical Institutes would 

1606 promote development of national codes and standards for the changing world.

1607 ASCE specifically supports the following activities:

1608  Redesign and reconstruction of disaster protection systems for affected communities at a level 

1609 appropriate for protection of the population, critical infrastructure and the environment; and

1610  Reconstruction that incorporates appropriate studies, urban design, application of technology, 

1611 land use, zoning, and utilization of natural systems to recreate communities that are resilient, 

1612 sustainable, more livable and less vulnerable to accidental, intentional and/or natural disaster 

1613 events.

1614 The challenges include evaluation of the prior conditions and effects caused by the hazard(s) to determine 

1615 if reconstruction of the affected infrastructure is viable, feasible and beneficial to facilitate the task of 

1616 protecting life, property, and national critical infrastructure.

1617 To better protect American lives, property, and infrastructure, the affected areas cannot always be rebuilt 

1618 to match prior conditions. Reconstruction and recovery includes consideration of the existing conditions,

1619 which may have facilitated the destruction. It also includes consideration of the principles of 

1620 sustainability and resilience.

1621 There are many federal, state and local agencies that have been working on strategies for the maritime

1622 industry, including USDOT (FHWA) USACE and ASCE. Additional research including a more detailed 
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1623 review of the TRB 2013 report, Assessment Of The Body Of Knowledge On Incorporating Climate 

1624 Change Adaptation Measures Into Transportation Projects.

1625 From a European perspective, resilience or adaptation means anticipating the adverse effects of climate 

1626 change and taking appropriate action to prevent or minimize the damage they can cause, or taking 

1627 advantage of opportunities that may arise (EU Adaptation Policy).

1628 Adaptation strategies are needed at all levels of administration: at the local, regional, national, EU and 

1629 also the international level. Due to the varying severity and nature of climate impacts between regions in 

1630 U.S. and Europe, most climate adaptation initiatives will be taken at the regional or local levels. The 

1631 ability to cope and adapt also differs across populations, economic sectors and regions within Europe.

1632 6.6.3. Strategies for Existing Construction

1633 The Transportation Research Board, TRB, reviewed operation and maintenance practice to mitigate the 

1634 effects of future climate change conditions. They cite the example of an airport operator purchasing 

1635 additional snow removal equipment to minimize operational out-of-service time. Agencies should be 

1636 prepared for increased extreme weather incidents of all types and obtain the necessary equipment to 

1637 minimize the operational disruption time (TRB, 2013).

1638 PANYNJ’s climate change assessment found that capital investments could take the form of permanent 

1639 improvements that could include installing new flood barriers, elevating certain elements of critical 

1640 infrastructure so that they would be above the projected flood elevations, moving entire facilities to higher 

1641 ground, and designing new assets for quick restoration after an extreme event. Regulatory strategies could 

1642 include modifying city building codes and design standards.

1643 Key West International Airport in Florida is already vulnerable to hurricanes and sea level rise. They have 

1644 been retrofitting existing infrastructure, such as installing flapper valves inside drainage structures to 

1645 avoid standing water on runways and taxiways. In addition, they have had to adapt their wildlife hazard 

1646 mitigation strategies to handle new animals that are encroaching on the airport as a result of changing 

1647 habitat. Additional strategies are outlined in the “Monroe County Climate Action Plan” (March 2013). 

1648 Climate adaptation strategies in the maritime industry must be applied to existing buildings as well as 

1649 new building projects. Borrowing from the ICLEI process, the steps below describe how a project team 

1650 can integrate adaptation strategies to existing buildings and sites. [24]

1651 1. Understand regional impacts: Identify climate impacts for the facility’s region. 

1652 2. Evaluate current operation and maintenance targets: Understand how the maintenance and 

1653 operations perform under current peak climate conditions. 

1654 3. Conduct a scenario analysis: Analyze how the facility will respond to projected climate impacts, 

1655 modeling different system options under a variety of climatic conditions. Implement adaptation 

1656 strategies: Install adaptation strategies that provide passive or efficient responses to more extreme 

1657 climate events in order to maintain occupant comfort while preventing increased energy use.

1658 Similar to the process above, USACE employs a 3 tier process for screening out the projects (Moritz, 

1659 2012). Tier 1 Establish Strategic Decision Context, Tier 2 involves Project Area Vulnerability and Tier 3 

1660 for Alternative Development, Evaluation, and Adaptability. Future storm tides will reach higher

1661 elevations than past storms and will do so more frequently impacting both flooding and structural loading.

1662  As part of the Tier 2 process, structural loading and processes needs to be evaluated from 

1663 technical perfective:

1664  Natural variability of loading factors

1665  Tidal and wave height range

1666  Local sea level change rate
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1667  Extreme lows and highs

1668  Frequency of events

1669  Key project processes

1670  Short and Long-term erosion/recession

1671  Rate of change of exposure

1672  Cumulative impacts with other climate or natural Drivers

1673  Example of Inventory & Forecast Qualitative Matrix (describes study area’s and parallel system’s 

1674 susceptibility to sea level change (Moritz, 2012)

1675 Table 6-11: Risks from Sea Level Rise

Critical Resources in Study 

Area

Density of Resource 

(3=high, 2=medium, 

1=low, X=none)

Relevance

Risk from Sea Level Rise 

(3=high,2=medium, l=low, 

X=none present)

Length and type of primary

federal navigation

3 The length and type of navigation structure will 

determine stability and maintenance 

impacts.(age, last maintained)

3

Length and type of secondary 

federal navigation structures 

(groins, spur jetties,dikes,

etc.)

2 The length and type of navigation structure will 

determine stability and maintenance 

impacts.(age, last maintained)

2

Length and type of federal 

shoreline protection structures

1 The length and type of shoreline protection 

structure will determine stability and 

maintenance impacts. (age, last maintained)

2

Channel length and authorized 

depth, mooring areas and 

basins

3 SLR may impact this favorably; SLF may require 

adjustments to authorized lengths and depths.

Harbor and entrance resonance and performance 

issues may arise. (length, area)

1

Dredged material management 

sites

1 DMMP sites may become more or less dispersive 

and/or have changes in capacity. (number, area)

1

Port facilities- bulkheads, 

wharves, docks, piers

3 Performance of existing federal structures under 

modified ocean conditions will result in 

increased magnitude and frequency of impacts. 

(length, type, seasons of use)

3

Commercial Infrastructure 3 Performance of existing federal structures under 

modified ocean conditions will result in 

increased magnitude and frequency of impacts. 

(type, value)

2

Transportation infrastructure 2 Impacts to transportation infrastructure (roads,

rail, etc.) can impact benefits realized. (length, 

type)

2

Utilities, drainage systems, 

communication

2 Connectivity and support systems may be 

affected resulting in decreased project 

benefits.(length, type)

2

Environmental and habitat 

areas

1 Assessment of any environmental systems in 

project area. (type, sensitivity)

1

1676 The FTA identifies four categories pertaining to adaptation strategies. They are broad enough that they 

1677 apply to a range of transportation facilities (FTA 2011):

1678  Maintain and manage – adjust budgets for increased maintenance cost and improve severe event 

1679 response times. Utilize technologies that detect changes such as pressure and temperature in 

1680 materials as a precaution against structure damage or rising water levels.

1681  Strengthen and protect – existing infrastructure should be retrofitted to withstand future climate 

1682 conditions. Ensure facilities can stand up against high winds and extreme temperatures, and 

1683 assure flood prevention and adequate drainage. 

1684  Enhance redundancy – identify system alternatives in the event of service interruption and 

1685 develop a regional mobility perspective that includes all transportation modes. 
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1686  Retreat – Abandon at risk infrastructure located in vulnerable or indefensible areas. Potentially 

1687 relocate in a less vulnerable location.

1688 In regards to subways, many strategies have been implemented to combat heavier rains that would 

1689 otherwise result in flooding. Many cities have increased the number of pumps or pump capacity. New 

1690 York City has implemented raised ventilation grates to prevent runoff into subway lines. Tokyo 

1691 ventilation shafts are designed to close when a heavy rain warning is issued, and can be closed by remote 

1692 control or automatically in response to a flood sensor. The Port Authority of New York and New Jersey 

1693 raised the floodgates at the top of stairs leading to station platforms to account for sea level rise and 

1694 sealed all gates below the 100-year floodplain. 

1695 For open railway, track buckling results from increased temperatures and are costly to the railroad 

1696 industry as well as an important derailment safety hazard. Slow orders (mandated speed reductions) are 

1697 typically issued on sections of track in areas where an elevated rail temperature is expected and risk of 

1698 track buckling is increased. Replacement track has a higher lateral resistance to combat buckling forces. 

1699 FRA has created a model for predicting rail temperatures, allowing proper replacement before an incident 

1700 occurs (FRA 2014).

1701 Increased temperatures also have an effect on electrical equipment, worker exhaustion, and passenger 

1702 comfort. Increased ventilation and cooling rooms may be required to maintain adequate temperatures for 

1703 electronics and computers. Workers may need better air conditioning or shorter shifts to combat heat 

1704 exhaustion. Transit stops and other shelter facilities should be designed with proper shading and 

1705 ventilation. Heat resistant materials and reflective paints should also be considered (FTA 2011).

1706 6.7. References

1707 Airport Cooperative Research Program (ACRP 2012). ACRP Synthesis 33: Airport Climate Adaptation 

1708 and Resilience – A Synthesis of Airport Practice. Transportation Research Board, Washington, 

1709 DC, 2012.

1710 American Society of Civil Engineers (2013). 2013 Report Card for America's Infrastructure. ASCE, 

1711 2013.

1712 Ballantyne, David. The ShakeOut Scenario, Supplemental Study: Oil and Gas Pipelines. Report prepared 

1713 for the U.S. Geological Survey and California Geological Survey. USGS Circular 1324; 

1714 California Geological Survey Special Report 207, version 1.0. May 2008. 

1715 http://pubs.usgs.gov/circ/1324/c1324.pdf Accessed October 1, 2014.

1716 The City of New York (2013). A Stronger, More Resilient New York. The City of New York, New York, 

1717 2013.

1718 C. B. Field, V. Barros, T. F. Stocker, D. Qin, D. J. Dokken, K. L. Ebi, M. D. Mastrandrea, K. J. Mach, G. 

1719 -K. Plattner, S. K. Allen, M. Tignor and P. M. Midgley, "Managing The Risks of Extreme Events 

1720 and Disasters to Advance Climate Change Adaptation: A Special Report of Working Groups I 

1721 and II of the Intergonvernmental Panel on Climate Change," Cambridge University Press, New 

1722 York, 2012.

1723 DeBlasio et al. 2004. Learning from the 2003 Blackout. <

1724 https://www.fhwa.dot.gov/publications/publicroads/04sep/04.cfm> Viewed October 14, 2014. 

1725 U.S. Department of Transportation Federal Highway Administration.

1726 Det Norske Veritas (DNV). Pipeline Damage Assessment from Hurricane Katrina and Rita in the Gulf of 

1727 Mexico. Report No. 448 14182, Revision No. 1. Report prepared for the Minerals Management 

1728 Service. January 22, 2007. 

1729 http://www.google.com/url?sa=t&rct=j&q=&esrc=s&frm=1&source=web&cd=12&ved=0CF4Q

1730 FjAL&url=http%3A%2F%2Fwww.bsee.gov%2FResearch-and-Training%2FTechnology-
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1731 Assessment-and-Research%2Ftarprojects%2F500-

1732 599%2F581AA%2F&ei=a0wsVJyHO7LgsAS9_YKACA&usg=AFQjCNHe2jy30TYdlzPigLyRf

1733 qKfrABs5Q

1734 ITS International (ITS 2012). Success of Kuala Lumpur's dual purpose tunnel. ITS International, 2012.

1735 Johnson, Karl (2012). Abutments. MnDOT Bridge Office LRFD Workshop.

1736 Kentucky Public Service Commission (2009). The Kentucky Public Service Commission Report on the 

1737 September 2008 Wind Storm and the January 2009 Ice Storm. 

1738 L. Lazo (2013). Upgrading D.C.’s Virginia Avenue tunnel is key to growing East Coast rail freight, 

1739 officials say. The Washington Post, p. 1, 16 Februrary 2013.

1740 MARAD 2007: http://www.marad.dot.gov/documents/Phase_II_Report_Final_121907.pdf

1741 MARAD 2015: 

1742 http://www.marad.dot.gov/about_us_landing_page/gateway_offices/upper_mississippi_gateway/upper_m

1743 ississippi_gateway.htm

1744 Q. Meng and X. Qu (2010). Quantitative Risk Assessment Model for Fire in Road Tunnels. University of 

1745 Singapore, Singapore, 2010.

1746 M. Meyer, M. Flood, J. Keller, J. Lennon, G. McVoy, C. Dorney, K. Leonard, R. Hyman and J. Smith, 

1747 "Strategic Issues Facing Transportation Volume 2 - Climate Change, Extreme Weather Events, 

1748 and the Highway System: A Practitioner's Guide and Research Report," Transportation Research 

1749 Board, Washington, DC, 2014.

1750 NOAA Coastal Services Center (NOAA 2014). Port Tomorrow: Resilience Planning Tool. NOAA, 2014. 

1751 [Online]. Available: http://www.csc.noaa.gov/port/. [Accessed 15 June 2014].

1752 NPR 2013: http://www.npr.org/2013/01/30/170286658/drought-causes-ripple-effect-along-mighty1753 mississippi-river

1754 NYC DOT 2015: http://www.nyc.gov/html/dot/html/ferrybus/staten-island-ferry.shtml

1755 PWC (2013). Rebuilding for resilience: Fortifying insfrastructure to withstand disaster.

1756 RITA 2009 (USDOT Bureau of Transportation Statistics): 

1757 http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/subject_areas/ncfo/highlights

1758 Note: updated statistics report for 2014 will be published Spring 2015, may be worth updating 

1759 quoted stats if possible.

1760 Transportation Research Board (TRB 2014). Critical Issues in Aviation and the Environment. 

1761 Transportation Research Board, Washington, DC, 2014.

1762 URS Corporation (URS 2012). Port of Houston Authority Bayport Climate Change Study. 2012.

1763 US DHS (2013). 35,000 Gallons of Prevention: Containing a Tunnel Flood with an Inflatable Stopper. 

1764 U.S. Department of Homeland Security, 2013.

1765 U.S. Department of Transportation (DOT). Pipeline Safety Awareness Facts & Stats, 

1766 https://opsweb.phmsa.dot.gov/pipelineforum/facts-and-stats/pipeline-101/ Accessed October 1, 

1767 2014.

1768 U.S. Department of Transportation Federal Highway Administration (FHWA 2009). Freight Intermodal 

1769 Distribution Pilot Program Report to Congress Project Information and Program 

1770 Recommendations. April 2009.
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Transportation Systems, References

Chapter 6, Page 50 of 50

1771 U.S. Department of Transportation Federal Highway Administration (FHWA 2010). Hazard Mitigation 

1772 R&D Series: Article 1: Taking a Key Role in Reducing Disaster Risks. 

1773 https://www.fhwa.dot.gov/publications/publicroads/10mayjun/04.cfm. Viewed October 16, 2014.

1774 U.S. Department of Transportation (2012). Climate Adaption Plan: Ensuring Transportation 

1775 Infrastructure and System Resilience. 

1776 U.S. Department of Transportation Federal Highway Administration (FHWA 2014). <

1777 https://www.fhwa.dot.gov/environment/climate_change/adaptation/ongoing_and_current_researc

1778 h/vulnerability_assessment_pilots/2013-2014_pilots/index.cfm>. Viewed October 19, 2014.

1779 U.S. Department of Transportation (DOT) and Pipelines and Informed Planning Alliance. Pipelines and 

1780 Hazard Mitigation for Emergency Managers. Draft, February 8, 2013. 

1781 http://primis.phmsa.dot.gov/comm/publications/PIPA/PIPA-Report-Final1782 20101117.pdf#pagemode=bookmarks Accessed October 1, 2014.

1783 U.S. Energy Information Administration (EIA). New York/New Jersey Intra Harbor Petroleum Supplies 

1784 Following Hurricane Sandy: Summary of Impacts Through November 13, 2012. U.S. Department of 

1785 Energy, Washington, D.C. November 2012. 

1786 http://www.eia.gov/special/disruptions/hurricane/sandy/pdf/petroleum_terminal_survey.pdf

1787 Accessed October 1, 2014.

1788 U.S. Energy Information Administration (EIA). About U.S. Natural Gas Pipelines, based on data through 

1789 2007/2008 with selected updates.

1790 http://www.eia.gov/pub/oil_gas/natural_gas/analysis_publications/ngpipeline/index.html

1791 Accessed October 1, 2014.

1792 U.S. Federal Energy Regulatory Commission (FERC). Presentation to the Association of Oil Pipe Lines. 

1793 Washington, D.C. April 2004. http://www.ferc.gov/industries/oil/gen-info.asp Accessed October 

1794 1, 2014.Accessed October 1, 2014.

1795 USFTA 2013: 2013 Status Report of the Nation’s Highways, Bridges, and Transit: Conditions and 

1796 Performance. Report to Congress. 

1797 T. H. Wakeman (2013). Final Report: Lessons from Hurricane Sandy for Port Resilience. The City 

1798 College of New York, New York, 2013.

1799 The World Bank (2012). Building Urban Resilience: Principles, Tools and Practice. The World Bank, 

1800 Washington, DC, 2012.

1801 Note to reviewers. Numbered references will be cleaned up and clearly provided for the next draft.

1802 Photograph Credits

1803 Liz Roll, November 1, 2012. Long Beach Island, NJ. http://www.fema.gov/media1804 library/assets/images/65917 Accessed October 1, 2014.

1805 Christopher Mardorf, August 30, 2014. Napa, CA. http://www.fema.gov/media-library1806 data/1409613757983-e7cfcdc60d36a0bc2aabef089f34d080/Napa_CA_Earthquake_V0A6397.jpg

1807 Accessed October 1, 2014.

1808 U.S. Department of Transportation Federal Highway Administration (2012). Report to the U.S. Congress 

1809 on the outcomes of Nonmotorized Transportation Pilot Program SAFETE-LU Section 1807. April 

1810 2012.

1811 U.S. Department of Transportation Federal Highway Administration (2011). Framework for Improving 

1812 Resilience of Bridge Design. January 2011.

1813