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Filter "; Search ";. Judge Analytics. Party Analytics. Law Firm Analytics. Interested in this case? Request a Demo Track this case, and find millions of cases like it, let us show you how. Division Okaloosa County. Filed May 6, Last Updated: 1 week, 5 days ago. Filing Date Docket Text Entries matching. Show All. Weekdays Only. Include Older Results. Email Filings as Attachments.
Email Excel Report as Attachment. Alert Sharing:. Do One-Time Document Synch. Disable this alert. Alert Sharing. Shared with:. Need help? Lets schedule a quick demo. Name on Card. Billing Address. City, State ,. Card Number. CVC The three digits on the back of your card. Login or Join Email Password Forgot your password? Or sign-in with:. These impacts threaten the performance of the entire network, with critical ramifications for economic vitality and mobility, particularly for vulnerable populations and urban infrastructure.
Sea level rise is progressively making coastal roads and bridges more vulnerable and less functional. Many coastal cities across the United States have already experienced an increase in high tide flooding that reduces the functionality of low-elevation roadways, rail, and bridges, often causing costly congestion and damage to infrastructure. In some regions, the increasing frequency and intensity of heavy precipitation events reduce transportation system efficiency 3 and increase accident risk.
High temperatures can stress bridge integrity 4 , 5 and have caused more frequent and extended delays to passenger and freight rail systems and air traffic. Transportation is not only vulnerable to impacts of climate change but also contributes significantly to the causes of climate change. In , the transportation sector became the top contributor to U. This growth could make climate mitigation and adaptation progressively more challenging to implement and more important to achieve. However, transportation practitioners are increasingly invested in addressing climate risks, as evidenced in more numerous and diverse assessments of transportation sector vulnerabilities across the United States.
Culp, L. Cattaneo, P. Chinowsky, A. Choate, S. DesRoches, S. Douglass, and R. Miller, Transportation. Avery, D. Easterling, K. Kunkel, K. Lewis, T. Maycock, and B. Stewart eds. In the event of a disaster, roads, airports, and harbors may serve as key modes of evacuation and often become hubs for emergency personnel and relief supplies. Heavy precipitation, coastal flooding, heat, and changes in average precipitation and temperature impact individual assets across all modes. These impacts threaten the performance defined by national goals listed in 23 U. Fortunately, transportation professionals have made progress understanding and managing risks, though barriers persist.
Particularly as impacts compound, climate change threatens to increase the cost of maintaining infrastructure 12 approaching or beyond its design life—infrastructure that is chronically underfunded. The transportation network is also interdependent on other sectors, such as energy and telecommunications, which have their own climate-related vulnerabilities and existing costs. Transportation is vulnerable to the impacts of climate change, but it also contributes significantly to the causes of climate change. The transportation system is rapidly growing and evolving in response to market demand and innovation. This population growth and land-use change can make climate mitigation, environmental sustainability, and adaptation progressively more challenging to implement and more important to achieve.
The shifting future of transportation presents new, pressing complexities and challenges. Transportation innovations such as shared mobility for example, car sharing, carpooling, and ride-sourcing , transit-oriented development TOD, that is, efforts to create compact, pedestrian-oriented, mixed-use communities centered around train systems , autonomous and electrified vehicles, Next Generation air transportation technologies, megaships, and hull-cleaning robots are emerging, but their impact on and vulnerability to climate change are still largely uncertain.
For example, TOD, one of the older innovative transportation solutions, is very likely to reduce emissions and help build resilience. Precipitation changes are projected to vary across the country, with certainty about impacts much higher in some regions than others Ch. In the Midwest, which has experienced an increase in riverine flooding resulting in long-term interstate freeway closures, future flooding is the main concern for transportation infrastructure Ch. Similarly, flooding in the Northwest has repeatedly blocked railways, flooded interstates, and halted freight movement, impacting access to critical services Ch. Lack of precipitation is also a concern for the transportation network. In the past, high and low extremes in water levels in the Mississippi River and Great Lakes have limited boat traffic, affecting jobs and the ability of goods to get to domestic and international markets 37 , 38 , 39 and potentially increasing shipping costs in the future Ch.
In the Midwest, Northeast, Northern Great Plains, and Alaska, in particular, warming winters with fewer extremely cold days 41 and fewer snow and icing events 25 will likely extend the construction season, reduce winter road maintenance demand, and reduce vehicle accident risk. Warming winters will also change the timing and location of freeze and thaw events, potentially increasing pavement cracking and pothole conditions in northern states. Climate change is projected to increase the costs of maintaining, repairing, and replacing infrastructure, with regional differences proportional to the magnitude and severity of impacts.
The transportation chapter of the Third National Climate Assessment highlighted Arctic warming, ports, weather-related disruptions, and adaptation strategies. The three Key Messages discuss the physical impacts of specific climate hazards on the transportation system, economic implications of interrupted transportation, and the efforts transportation engineers, planners, and researchers are taking to understand and address current and future vulnerabilities.
Transportation at Risk A reliable, safe, and efficient U. Sea level rise SLR is progressively making coastal roads and bridges more vulnerable and less reliable. The more than 60, miles of U. Global average sea levels are expected to continue to rise by at least several inches over the next 15 years and by 1—4 feet by This 1-tofoot range includes the likely projected ranges under all the RCP scenarios. Many coastal cities across the United States have experienced an increase in high tide flooding Ch. East Coast alone, more than 7, miles of roadway are located in high tide flooding zones.
In most parts of the United States, heavy precipitation is increasing in frequency and intensity, and more severe precipitation events are anticipated in the future. Nationally, projected future increases in inland precipitation over this century will threaten approximately 2, to 4, bridges by , and 5, to 6, bridges by , respectively, for the lower and higher scenarios RCP4. Transportation systems that are most vulnerable to the recent observed and projected increases in precipitation intensity 25 are those where drainage is already at capacity, where projected heavy rainfall events will occur over prolonged periods, and where changing winter precipitation increases transportation hazards from landslides and washouts. The frequency of summer heat waves has increased since the s, and average annual temperatures have increased over the past three decades; these temperature changes are projected to continue to increase in the future.
Through the urban heat island effect, heat events may become hotter and longer in cities than in the surrounding rural and suburban areas Ch. High temperatures can stress bridge integrity. Heat also compromises worker and public safety. Temperature extremes cause vehicles to overheat and tires to shred, while buckled roadway joints can send vehicles airborne. Heat waves and drought require state DOTs to allocate resources to repair damaged pavement.
For example, Virginia DOT has dedicated crews who quickly repair roads during extreme heat events. It is possible that projected warmer conditions could have some positive effects. Milder winters will lengthen the shipping season in northern inland ports, including the Great Lakes and the Saint Lawrence Seaway. The Alaska Department of Transportation and Public Facilities is anticipating significant challenges due to the effects of warming temperatures on roadways, and it may see increased costs in anti-icing measures in areas that previously rarely had mid-winter thawing and freezing rain.
Impacts to Urban and Rural Transportation Extreme events that increasingly impact the transportation network are inducing societal and economic consequences, some of which disproportionately affect vulnerable populations. The urban transportation network can be highly complex and in high demand, with populations relying on many modes of transportation across air, water, and land. The urban setting tends to amplify climate change impacts, such as flooding, on the performance of the transportation network. Combined sewer and storm sewer systems used in many cities are often not designed to withstand the capacity demand currently experienced during heavy rainfall events or rising high tides Ch.
This situation is becoming increasingly problematic with more frequent localized flooding, leading to more frequent travel disruptions for commuters, travelers, and freight. Interdependencies among transportation and other critical infrastructure sectors such as energy introduce the risk of significant cascading impacts on the operational capacity of the transportation urban network Ch.
In an urban environment, there is a greater chance of transportation network redundancy during an extreme weather event. For example, in the New York City metro area after Superstorm Sandy, additional bus service was able to partially compensate for flooded subway and commuter tunnels. Disruptions to the transportation network during extreme weather events can disproportionately affect low-income people, older adults, people with limited English proficiency, and other vulnerable urban populations. These populations have fewer mobility options, reduced access to healthcare, and reduced economic ability to purchase goods and services to prepare for and recover from events. With growing suburban populations, there is increasing dependence on a variety of transportation systems.
For example, in Boston, almost , people take commuter rail daily. Evidence of this is seen from the transportation interruptions resulting from storms such as Hurricane Irene, which impacted Philadelphia and New York City, and Superstorm Sandy, which impacted the Northeast Corridor. The rural transportation network may lack redundancy, which increases the social and economic dependence on each road and affects agriculture, manufacturing, tourism, and more.
Flood events are prolific and exemplify the dependency that rural areas have on their transportation networks. This dependence is illustrated by the flooding in Boulder, Colorado, where a year flood event an event having about a 0. Relative to urban areas, rural areas have fewer options for funding the maintenance and rebuilding of roads. Many federal, state, and municipal agencies have developed frameworks and tools to assess climate change transportation resilience, in some cases in response to legislative and policy actions.
There has been an emergence of climate resilience design guidelines for new transportation infrastructure, as well as considerations of climate change in infrastructure regulations and permitting. For example, the City of New York and the Port Authority of New York and New Jersey have issued guidance that instructs project teams on how to incorporate future climate data into capital expenditures. Municipalities in states such as Wisconsin, North Carolina, Mississippi, and Tennessee are including considerations for climate vulnerability and adaptation in long-range planning. Challenges remain in the development of resilience plans. In the urban environment, issues such as predicting the potential costs of repair and identifying the rippling disruptions are required to inform the investment decision of implementing mitigation strategies.
As illustrated by vulnerable areas such as the Gulf Coast, increasing storm intensity suggests the need for investments in both improved emergency management planning techniques and increased transportation redundancy. Similarly, in rural mountain areas, where increased precipitation can lead to landslides, the cost of preventive actions may be difficult to justify given the uncertainty of occurrence.
Vulnerability Assessments Engineers, planners, and researchers in the transportation field are showing increasing interest and sophistication in understanding the risks that climate hazards pose to transportation assets and services. Transportation practitioners are increasingly invested in addressing climate risks, as evidenced in more numerous and diverse assessments of transportation sector vulnerabilities across the United States. These assessments address the direct and indirect reactions to extreme events, funding opportunities and technical assistance and expertise, and the improved availability of climate model outputs.
Federal agencies and others have made funding and tools available to evaluate asset-specific and system-wide vulnerabilities in the transportation sector. A review of more than 60 vulnerability assessments published between and was conducted for this chapter. Results of this review are summarized below and depicted in Figure Click on the dots for more information. View static image. Transportation vulnerabilities to climate change can be very different from one location to another. Examining the commonality and differences among place-based vulnerability assessments provides insights into what communities feel are their greatest vulnerabilities. While early climate risk assessment relied on readily available indicators such as location, elevation, and condition to screen assets for exposure to climate risks, asset owners and operators have increasingly conducted more focused studies of particular assets that consider multiple climate hazards and scenarios in the context of asset-specific information, such as design lifetime.
Of the 60 studies included in the online version of Figure Most assessments used geospatial data to identify vulnerabilities; more sophisticated assessments utilized models as well for example, Transportation Engineering Approaches to Climate Resiliency, GC2, and the Massachusetts Department of Transportation. Most studies focus on multiple climate stressors, including both chronic issues such as sea level rise and extreme events such as flooding, storm surge, and extreme heat. Sea level rise and flooding are the most commonly assessed individual stressors.
Although combined risks are rarely assessed, sea level rise and storm surge are sometimes considered together. The majority of assessments only consider asset-specific vulnerabilities and not transportation system-wide vulnerabilities or vulnerabilities influencing or arising from interdependencies with other sectors such as water or energy. The few studies that quantify the costs and benefits from adaptation primarily focus on single assets, rather than the system, and do not quantify both the direct and indirect such as labor costs economic costs of transportation system disruptions. The U. Proactive implementation of resilience measures is still limited.
Building the business case for adaptation and aligning the required long-term investments with existing time frames for decision-making is difficult. However, in the wake of extreme events, some transportation agencies implemented resilience measures to withstand similar events in the future. We sought an author team that could bring diverse experiences and perspectives to the chapter, including some who have participated in prior national-level assessments within the sector. All are experts in the field of climate adaptation and transportation infrastructure. The team represents geographic expertise in the Northeast, Mid-Atlantic, South, Central, and Western regions, including urban and rural as well as coastal and inland perspectives.
Team members come from the public federal and city government and academia and private sectors consulting and engineering , with practitioner and research backgrounds. The chapter was developed through technical discussions of relevant evidence and expert deliberation by the report authors at several workshops and teleconferences and via email exchanges. The authors considered inputs and comments submitted by the public, the National Academies of Sciences, Engineering, and Medicine, and federal agencies.
For additional information on the overall report process, see Appendix 1: Process. The author team also engaged in targeted consultations with transportation experts during multiple listening sessions. Because the impacts of climate change on transportation assets for the United States and globally have been widely examined elsewhere, including in the Third National Climate Assessment NCA3 , this chapter addresses previously identified climate change impacts on transportation assets that persist nationally, with a focus on recent literature that describes newly identified impacts and advances in understanding. Asset vulnerability and impacts are of national importance because there are societal and economic consequences that transcend regional or subregional boundaries when a transportation network fails to perform as designed; a chapter focus is the emerging understanding of those impacts.
Further, place-based, societally relevant understanding of transportation system resilience has been strongly informed by numerous recent local and state assessments that capture regionally relevant climate impacts on transportation and collectively inform national level risks and resilience. Global mean sea level has risen since and is expected to continue to rise. Peer-reviewed literature on climate impacts to some assets is limited. Most literature addresses local- or regional-scale issues. Uncertainty in the ranges of climate change projection leads to challenges to quantifying impacts on transportation assets, which have long lifetimes.
Impacts to transportation infrastructure from climate change will depend on many factors, including population growth, economic demands, policy decisions, and technological changes. How these factors, with their potential compounding effects, as well as the impacts of disruptive or transformative technologies such as automated vehicles or autonomous aerial vehicles , will contribute to transportation performance in the future is poorly understood.
The relationship among increases in large precipitation events and flood-induced infrastructure damage is uncertain because multiple factors including land use, topography, and even flood control impact flooding. Archfield et al. There is very high confidence that sea level rise and increases in flooding during coastal storms and astronomical high tides will lead to damage and service reductions with coastal bridges, roads, rails, and ports. There is high confidence that heavy precipitation events have increased in intensity and frequency since with the largest increase seen in the Northeast ; this trend is projected to continue. There is medium confidence that flood-induced damages to roads and bridges will increase.
Rising temperatures and extreme heat high confidence will damage pavement and increase railway and air transit delays. However, the actual magnitude of those impacts will depend on technological advancements and policy decisions about design and operations. Extreme events that increasingly impact the transportation network are inducing societal and economic consequences, some of which disproportionately affect vulnerable populations high confidence. In the absence of intervention, future changes in climate will lead to increasing transportation challenges, particularly because of system complexity, aging infrastructure, and dependency across sectors high confidence.
The Key Message is largely supported by observation and empirical evidence that is well documented in the gray non-peer-reviewed literature and recent government reports. Because this is an important emerging area of research, the peer-reviewed scientific literature is sparse. Hence, much of the supporting materials for this Key Message are descriptions of impacts of recent events provided by news organizations and government summaries. Many urban locations have experienced disruptive extreme events that have impacted the transportation network and led to societal and economic consequences. The hurricanes impacting the southern Atlantic and Gulf Coasts and Puerto Rico created rising freight costs because freight carriers had to deal with poor traveling conditions, an unreliable fuel stock, and limited exports for the return trip.
National- and local-level decision-makers are considering strategies during storm recovery and its aftermath to identify and support vulnerable populations to ensure transportation and access to schools, work, and community services for example, the Baton Rouge flood event. Similar to the urban and suburban scenarios, rural areas across the country have also experienced disruptions and impacts from climate events. Hurricane Irene resulted in the damage or destruction of roads throughout New England, resulting in small towns being isolated throughout the region. Although flooding events and hurricanes receive significant attention, other weather-based events cause equal or greater impacts to rural areas.
Landslide events have isolated rural communities by reducing them to single-road access. The impacts of these wildfire events include damage to infrastructure both within rural communities and to access points to the communities. As documented, rural communities incur impacts from climate events that are similar to those experienced in urban and suburban communities. However, rural and isolated areas experience the additional concerns of recovering from extreme events with fewer resources and less capacity. Realized societal and economic impacts from transportation disruptions vary by extreme event, depending on the intensity and duration of the storm; pre-storm conditions, including cumulative events; planning mechanisms such as zoning practices ; and so on.
In addition, a combination of weather stressors, such as heavy precipitation with notable storm surge, can amplify effects on different assets, compounding the societal and economic consequences. These amplifications are poorly understood but directly affect transportation users. Interdependencies among transportation and other lifeline sectors can also have significant impacts on the degree of consequences experienced. These impacts are also poorly understood.
There is medium to high confidence that the urban setting can amplify heat. There is high confidence that impacts to the transportation network from extreme events are inducing societal and economic consequences, some of which disproportionately affect vulnerable populations medium confidence. In the absence of intervention, projected changes in climate will likely lead to increasing transportation challenges as a result of system complexity, aging infrastructure with hundreds of billions of dollars in rehabilitation backlogs, 13 and dependency across sectors.
Engineers, planners, and researchers in the transportation field are showing increasing interest and sophistication in understanding the risks that climate hazards pose to transportation assets and services very high confidence. Transportation practitioner efforts demonstrate the connection between advanced assessment and the implementation of adaptive measures, though many communities still face challenges and barriers to action high confidence. Chapter authors reviewed more than 60 recently published vulnerability assessments details and links available through the online version of Figure The research approach involved internet searches, consultations with experts, and leveraging existing syntheses and compilations of transportation-related vulnerability assessments.
The authors cast a broad net to ensure that as many assessments as possible were captured in the review. The studies were screened for a variety of metrics for example, method of assessment, hazard type, asset category, vulnerability assessment type, economic analysis, and adaptation actions , and findings were used to inform the conclusions reached in this section. Most of the literature and the practitioner studies cited for Key Message 3 were gray literature, which is not peer-reviewed but serves the purpose of documenting the state of the practice.
This section was not an assessment of the science that is, the validity of individual study results was not assessed but surveyed how transportation practitioners are assessing and managing climate impacts. The conclusions are not predicated on selection of or relative benefits of specific modeling or technological advances. The authors of this section did not survey authors of individual vulnerability studies to determine their situation-specific motivations. There is high confidence regarding the efforts of state and local transportation agencies to understand climate impacts through assessments like those referenced in Figure There is medium confidence in the reasons for delay in implementing resilience measures and the motivations for vulnerability assessments.
There is no consensus on how emerging transportation technologies will develop in the coming years and how this change will affect climate mitigation, adaptation, and resilience. National Topics cont. Read More. Key Message 2 Impacts to Urban and Rural Transportation Extreme events that increasingly impact the transportation network are inducing societal and economic consequences, some of which disproportionately affect vulnerable populations. Key Message 3 Vulnerability Assessments Engineers, planners, and researchers in the transportation field are showing increasing interest and sophistication in understanding the risks that climate hazards pose to transportation assets and services.
Key Message 1. Heavy precipitation, coastal flooding, heat, and changes in average precipitation and temperature affect assets such as roads and bridges across all modes of transportation. The figure shows major climate-related hazards and the transportation assets impacted. Photos illustrate national performance goals listed in 23 U. From Figure Recommended Citation. Related Links. Figure Coastal Risks Sea level rise SLR is progressively making coastal roads and bridges more vulnerable and less reliable. One vehicle-hour of delay is equivalent to one vehicle delayed for one hour. Source: Jacobs et al. Urban Transportation Network The urban transportation network can be highly complex and in high demand, with populations relying on many modes of transportation across air, water, and land.
Rural Transportation Network The rural transportation network may lack redundancy, which increases the social and economic dependence on each road and affects agriculture, manufacturing, tourism, and more. Motivation for Vulnerability Assessments Transportation practitioners are increasingly invested in addressing climate risks, as evidenced in more numerous and diverse assessments of transportation sector vulnerabilities across the United States. Cumulatively, these vulnerability assessments elucidate national-scale vulnerabilities and progress. Data for the U. Caribbean region were not available. Source: ICF and U. Department of Transportation. Vulnerability Assessments Synopsis Transportation vulnerabilities to climate change can be very different from one location to another.
Process Description We sought an author team that could bring diverse experiences and perspectives to the chapter, including some who have participated in prior national-level assessments within the sector. Description of evidence base Global mean sea level has risen since and is expected to continue to rise. Major uncertainties Peer-reviewed literature on climate impacts to some assets is limited. Description of confidence and likelihood There is very high confidence that sea level rise and increases in flooding during coastal storms and astronomical high tides will lead to damage and service reductions with coastal bridges, roads, rails, and ports.
Key Message 2: Impacts to Urban and Rural Transportation Extreme events that increasingly impact the transportation network are inducing societal and economic consequences, some of which disproportionately affect vulnerable populations high confidence. Description of evidence base The Key Message is largely supported by observation and empirical evidence that is well documented in the gray non-peer-reviewed literature and recent government reports.
Major uncertainties Realized societal and economic impacts from transportation disruptions vary by extreme event, depending on the intensity and duration of the storm; pre-storm conditions, including cumulative events; planning mechanisms such as zoning practices ; and so on. Description of confidence and likelihood There is medium to high confidence that the urban setting can amplify heat. Key Message 3: Vulnerability Assessments Engineers, planners, and researchers in the transportation field are showing increasing interest and sophistication in understanding the risks that climate hazards pose to transportation assets and services very high confidence.
Description of evidence base Chapter authors reviewed more than 60 recently published vulnerability assessments details and links available through the online version of Figure Major uncertainties Most of the literature and the practitioner studies cited for Key Message 3 were gray literature, which is not peer-reviewed but serves the purpose of documenting the state of the practice. Description of confidence and likelihood There is high confidence regarding the efforts of state and local transportation agencies to understand climate impacts through assessments like those referenced in Figure Rizzo, D.
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