NYS 2180 Overview The State's transportation infrastructure is essential to the way we live, encompassing a vast network on Interstates, state highways and local roads complemented by an extensive public transit system, bikeway networks and walking facilities. Our intemal systems link to gateways for passenger/freight rail, bridges and tunnels, airports, canals, ports, and dams. It is vital for the health of our economy, environment and well-being. The New York City metropolitan area is a region of national and global economic significance and is reliant upon an integrated network of mass transit - the most comprehensive and complex in the country. Investing in resilient transportation infrastructure and a diverse, redundant transportation system is essential for the State's functioning, economy, mobility and public safety at all times, and it becomes an essential life- sustaining network during unexpected events and shocks. infrastructure with an emphasis on critical brid infrastructure. Initiatives focus on protecting against all hazards includin 2. Strategically expand trains the system more flexible and adaptive during extreme events, and that are critical fo portation networks in 0rd The State's transportation infrastructure already provides a level of resilience during extreme natural events. Tropical Storm Sandy demonstrated of the New York City Metro region's infrastructure and protocols in place to protect it.' As a result of the timely and thorough preparations undertaken by the Metropolitan Transportation Authority (MTA), New York City, Port Authority of New York New Jersey (PANYNJ), the New York State Department of Transportation (NYSDOT) and other agencies to prepare and react, the storm resulted in fewer impacts and shorter disruptions to New York City's transportation system. However events like Tropical Storm Sandy, Tropical Storm Lee, Hurricane Irene and the 2010 snowstorm also highlighted key areas for transportation infrastructure improvement and actions that should be considered to assure resiliency during future events. In considering recommendations to assure resiliency, this Sub--committee focused on four key principles: (1) moving people safely and ensuring access and egress during crisis; (2) maintaining the integrity of the physical system and supply chain; (3) providing alternate routes, modes and transit options offering flexibility and options; and (4) ensuring efficient recovery to allow for optimal performance in times of need. ges, roads, tunnels, transit, aviation, water and transportation communication er to create redundancies making the State's long term growth. 3. Build smarter with enhanced transportation guidelines, standards, policies and procedures, This category relates to changes in the way we plan for, desi network in light of increased occurrences and types of extreme events. gn, build, maintain and pay for our transportation PAGE 72 HS - The transportation system preparation and response to Tropical Storm Sandy Recovery efforts began immediately. From October 29-October 30 NYSDOT deployed approximately 1,000 crew members and 800 pieces of equipment each day, with more than 2,200 maintenance staff were deployed for "boots on the ground" repair work, with 64% of staff and equipment coming from outside of th Figure 1-2: Hugh L. Carey Tunnel (New York State GovernmentFigure L3: Governor Cuomo Figure 1-1: Damage on the New York City Subway 's Rockaway Line (A train) (MTA inspecting the Wet! Trade Center site New York City Transit Leonard Wiggins) (New York State Government) PAGE 73 NYS 21530 70 . hv . Figure 1~5: The "bus bridge" provided impromptu BRT service between Brooklyn and Manhattan immediately after Tropical Storm Sandy (MTA) PAGE 74 1. Repair and strengthen existing transportation networks Stronger and more resilient transportation infrastructure will allow better performance during and after severe events. It will limit damages, and enhance the network's ability to rebound. A network in a state of good repair will be better equipped to handle every day wear--and--tear, thereby reducing maintenance and operation costs year-- to-year while also creating a more robust system for use during times of great need. Building resiliency into transportation infiastructure as it is repaired, rehabilitated or replaced is a cost-effective strategy to preserve critical linkages, protect and improve the viability of existing communities and businesses, produce jobs, and facilitate economic growth. A holistic approach is critical in considering appropriate investments for creating a truly resilient transportation system. First, physical mitigations used in public spaces e.g. transit stations, streets, sidewalks, parks, etc. must be connected and integrated with modes of transportation, while meeting community needs. Transportation infrastructure is interrelated and operates as a system, so system impacts need to be considered in analyzing mitigation plans since implementation of one solution may have unintended consequences. Protect transit system against severe flooding The regional public transit system is the backbone of our economy and it is essential for the movement of people to meet their daily needs and to accommodate evacuations or movements of people to areas of safety during crisis. Taking into account the impacts of recent flooding of the New York City Subway and PATH system during Tropical Storm Sandy, as well as flooding of commuter rail including the LIRR and Metro-North during Hurricane Irene, the State must adopt strategies that prevent the severe flooding of critical transit tunnels, terminals, depots, yards, and electrical/signal systems. Recognizing the system cannot be crisis proofed immediately and that any plan must take into account time, funding, and feasibility and balance this against risk and return expectations means the State and transit authorities need to develop a priority list of projects that will first secure a lifeline network of systems to protect to ensure a minimum level of performance during any event or crisis. PATH Rail Services with "Sandy inundation Area" overlay Ln-y' nuns-I-tudson vomit; at ca: mi GEM, FEM-A Ga Figure L6: New York City Transit Infrastructure at Risk of Flooding Protect underground transit systems To prevent severe flooding of our underground transit systems, including tunnels, stations and associated electronic systems (eg. signaling systems, communications systems and track switches), a variety of complementary investments are needed to barricade street stairs, ventilator openings, and elevator shafts. Elevation data and records of post- Tropical Storm Sandy flooding conditions should be examined to identify locations where these barricades are needed most. Specific following: investments may include the - Retrofitting of waterproof vertical roll down doors at the foot of subway stair entrances; installing mechanical below-grade vents closures to prevent water from entering through ventilation shafts; - Using inflatable plugs/bladders to keep flood waters out of tunnel entrances; - Sealing electrical equipment against water infiltration. These kinds of infrastructure improvements must be planned in conjunction with an integrated drainage and floodwater management strategy to avoid the redirection of floodwaters to other areas. The implementation strategy should encompass the entire transit system so as not to focus on particular areas at the expense of others possible vulnerabilities. PAGE 7'5 HYS COMMESEHON Protect aboveground transit systems For transit depots that house buses and trains located in low lying areas prone to flooding (Zones A, and C), an example of a short term recommendation is the installation of aluminum dam doors at all garage roll-up doors and possibly other critical entry points. Beyond this investment, more extensive flood mitigation measures would differ based on depot layout, physical boundaries, and geographical considerations. Some measures that may be considered include: - Relocation of equipment from the basement and floor to the roof, - Installation of new pennanent and high capacity pump equipment, - Reinforcement of weak water penetration points in the depot, such as window, cracks in walls, etc. Both Hurricane Irene and Tropical Storm Sandy demonstrated how commuter rail service on Long Island and low lying segments of the Metro-North system are vulnerable to extreme weather. Key infrastructure like yards, signal system components and substations in low-lying areas near major bodies of water were shown to be particularly vulnerable to flooding/storm surges and associated corrosive damage from prolonged salt water exposure. These systems will require investments similar to those proposed above. Upgrade pumps in floodprone areas In addition to pursuing new flood mitigation measures, improvements to emergency pumping capacity at tunnels and other below>>grade facilities should be implemented. This is essential to limit water exposure to assets and to ensure a rapid restoration of service. A variety of improvements to pump infrastructure may be appropriate, depending on location and whether the infrastructure is classified as PAGE 76 Figure l~7: Harmon Yard - Hudson Line 8:45 am. An example of some of the challenging conditions Metro-North Railroad employees faced to restore service after Hurricane Sandy. (MTA Metro-North Railroad) Figure 1-8 Escalator under Water at the South Ferry Station. (MTA) critical to the ongoing operation of the transportation system. Improvements range from the installation of new discharge lines at points of critical water accumulation, the upsizing of critical fixed pumps, and installation of adequate back--up power sources to ensure that pumps may continue to operate even in the event of a localized power outage. The availability of high capacity mobile pumps is also important to be able to respond to unpredictable situations in a variety oflocations. The benefits of protecting our transit system against severe flooding are can be found on page XX. HIGHLIGHTED RECOMMENDATION 9 Protect Transit Infrastructure Against Severe Flooding While we will never be able to completely prevent the severe flooding of our underground transit systems, measures can be taken to protect infrastructure as much as possible. Examples of protection measures to prevent the severe flooding of underground tunnels and stations include: Retrofitting subway stair entrances with waterproof vertical roll down doors; - Installing mechanical below-grade vent closures to prevent water front entering through ventilation shafts; - Using inflatable plugs/bladders to keep flood waters out of tunnel entrances; water, can signals and protect these Flood waters, especially corrosive salt severely damage electrical systems such as communications. Examples of measures to elements include: - Below ground -- seal equipment against water infiltration; - Above ground - raise selected structures signal boxes) above flood plains and out of flood prone areas. The ability to pump water from tunnels, terminals and other transit infrastructure when they do flood is critical. Improvements needed include: - Installing new discharge lines at points of critical water accumulation; Upsizing critical fixed pumps; - Installing adequate back-up power sources to ensure that pumps may continue to operate even in the event of a localized power outage. For transit stations and depots in low lying areas prone to flooding, waterproof doors could be installed at critical entry points. Longer term measures may include the permanent relocation of depots out of flood prone areas and building or retrofitting certain facilities with components that can sustain exposure to water. Resilient Tunnel Project The Department of Homeland Security Science and Technology Directorate recently tested a new technology for preventing and containing flooding in transit tunnels. The project, known as the Flesitient Tunnel Project, consists of an inflatable cylinder that can inflate within minutes, acting as a plug to protect tunnels from flooding. The shape and material of the plug is flexible enough to account for the irregular cross-section of tunnels created by platforms, lights, tracks and other equipment. costly retrofits. When deflated, the plug can be stored in a small space in the tunnel, similar to an airbag ready for inflation. The plug is being developed by the Pacific Northwest National Laboratory. West Virginia University, and ILC Dover (maker of NASA space sults).' PAGE 77 2100 COMMISSION Protecting the New York City Subway from Flash Flooding (New York City, USA) Flooding has forced the MTA to shut down New York City's subway system a number of times in the past decade. in 2004, heavy rain caused the closure of the subway when more than two inches of rain fell in the space of an hour. in August pproximately 3.5 inches of water in NYC, overwhelming pumps and shutting down the subway during this event, as a resuit of a Task Force's recommendations, the MTA carried out $30 million worth of 2009 to prevent similar cases of flooding. Projects included installing vaiues to keep pumped-out water 2007, a flash flood dropped a morning rush hour, Following projects between 2007 an from re~entering the subway, While these measures were not adequate enough to (Sea! with the severe flooding as a result of Tropical Storm Sandy, they do provide a certain ievel of protection to less severe events. How does this recommendation make New York more resilient? integrated Despite preliminary preparations, MTA estimates total nearly $5 billion of damage to restore the system back to where it was the day before Tropical Storm Sandy. While further protection from flooding is needed, we will never be able to make underground transit systems fuily flood--proof. Other recommendations need to be pursued that provide recovery Coordinated Robust While quantify loss of productivity due to temporary and permanent damage to transit is difficult, when considering nearly half a million of the MTA's customers either have no service, reduced service, or have to take alternative routes, the impact is significant. in perspective, this is equivalent to the entire populations of the cities of Miami, Cleveland, Atlanta, or Pittsburgh having no transportation or having their commute become significantly longer." The MTA lost $268 million in business when riders could not use much of the bus, rail and subway system. This will be recouped through insurance and federal reimbursement. The Federal Cosbeffective associated with vulnerable populations not having accessto transit, limited mobility. As damaged systems are systematically replace, opportunity exists to upgrade technology to improve the overall functionality of the transit system. PAGE 78 Supporting American Companies with Buy America Provisions Buy America provisions are used by agencies or for certain programs to construct, alter, maintain or repair public buildings or public a waiver is granted, none of the funds appropriated or otherwise made available by the Act may be used for a project for the construction, alteration, maintenance, or repair of a public building or public work unless all the iron, steel, and manufactured goods used are produced in the United States.5 Not only are Buy America provisions sound national policy, but they help businesses in New York. For instance, manufacturers throughout the State like Bombardier in Plattsburgh, Alstom in Hornell and Kawasaki in Yonkers produce vital parts and equipment for transit agencies across the country. These businesses can support critical recovery efforts, while keeping jobs in New York and bolstering the State's economyfi invest in upgrades to bridges, turxne-ts, roads and raitroads for alt hazards The State's highways, bridges, tunnels and rail corridors have shown themselves to be largely structurally resilient and the agencies that own and maintain these facilities are continually refining the design process to incorporate new information to address the impacts of extreme natural events. Never<< the-less, given the age and utilization of the system and seasonal weather variations, the State should assess all of its infrastructure in light of anticipated extreme, including flooding, seismic impacts, fire, wind and extreme weather. Figure 1-9: New York State Railway at Risk of Flooding Bridge, tunnel and road elements are vital for the movement of people and goods and provide critical connections across state and international borders. Rail provides critical long~distance goods movement, and is essential in the transport of raw materials, supplies, finished products and waste. Key freight rail connections in the upstate region provide important links from the Port Authority of New York and New Iersey's facilities, and other marine port areas, to Canada and adjoining states. The agencies and private railroad companies that own and maintain these infrastructure are continually refining the design process to incorporate new information to address the impacts of extreme natural events. Concurrent to this evaluation, strategic investments must be made to enhance the ?f Figure 1-10: New York State Interstate at Risk of Flooding PAGE 79 NW3: EUR30 COMMISSION These investments could include: - Installing flood gates (like those at the Midtown Tunnel in Norfolk, VA) to protect critical tunnels in the Lifeline Network. - Installing appropriate countermeasures to mitigate scour (the removal of sand and rocks from the base of roads and bridges, usually by rapidly moving water) risk for railroads, roads, bridges and culverts. Measures may include, strategically placed riprap to absorb, defiect or redirect the energy of water How to a more desirable location. - Performing regular, rigorous and routine maintenance on railroads, roads, bridges and culverts including joint and drainage cleaning; debris removal and crack sealing so the facility can function as designed. - Replacing metal pipe culverts with concrete box culverts and/or bridges in flood-prone areas. Figure l-l I: New York State Bridges at Risk of Critical Scour - Detour - Retrofitting transportation bridges Upper New York city Tunnets and Bridges (including subway and rail elevated and viaduct structures) to withstand seismic activity, as well as wind events and fire, where appropriate. - Stabilizing slide prone areas, slopes and embankments; repair or replace earth slopes and rock walls in a systematic way. - Raising railway and roadway grades and/or construct floodwater control structures/systems to protect roadways and embankments from immersion and at scour, where appropriate. "wen ., Installing generators/battery' back--ups at key locations and constder other measures for protecting and restoring signs, signals and communication. As with mass transit operations, maintaining power to electronic systems is critical, especially during the response and recovery from an extreme natural event. Information and communications technologies are valuable for providing information, monitoring the ongoing function of the Figure l~l2: New York City Tunnels and Bridges PAGE 80 - A regional approach to freight mobility (New York and New Jersey, USA) Each year, gateway facilities in the New York Metropolitan area namely. ports and airports move billions of dollars' worth of goods to, from and through our region. Ports move 3.4 million cargo containers annually, and the area's five airports handle more around the country." To plan for more efficient and resilient freight movements, the Port Authority, NYSDOT, and NJDOT are nearing completion of a comprehensive Goods Movement Plan for the bi-state metropolitan area and its connections to upstate and other inland markets. The ptan includes 'a systems-level assessment of supply chain needs and current deficiencies, as well as a shared vision for creating a modern rnulti--modal freight transportation system to serve cargo gateways, commercial centers, and consumer markets, The plan takes a phased approach 'with "early-action" operational and regulatory initiatives extending through major infrastructure investments over a 20-year span. Capital investment are both corridor-based interstate-95) and functional innovative technologies), advancing a unified, regional approach to improve freight reliability and attract both federal aid and private investment. roadway and railway systems and ensuring future resiliency. Information can be used to manage demand during and after incidents and emergencies and provide information on alternatives to driving. Upgrades to information and communications technologies are required to ensure that appropriate operations are maintained in times of severe weather events. An example of this type of operational improvement would be continuing to develop and invest in intelligent transportation system (ITS) infrastructure which facilitates real- timc critical communications with the travelling public and the States regional transportation partners. Figure l<> nutni em it: run! AA: U1 mi 'ilmk rm-2: um: ttrt-ugh Nu} trumum mi it ii-sun W) <> based signal system, reducing the impact on service due to a catastrophic disruption. In addition, if the system is damaged by flood or other events, since CBTC relies on modern microprocessors and other standard electronic systems, repiacement parts are more readily available than l950s<> of--way and foster long--terrn, sustainable growth along the corridors through which it operates. Developing a regional BRT system could expand on the existing SBS Phase I and analysis of possible Phase II corridors. More detail on the complex task of planning a regional BRT network can be found in the recommendation call-out on page XX. Figure l~20: New York City SBS PAGE 86 HIGHLIGHTED RECOMMENDATION 9 Build a Bus Rapid Transit Network in New York City A true BRT network would enhance the resilience and by the end of 2013, recommendations for a world class redundancy of the overall transit system in New York City by BRT Network. The task force should review demographic expanding and supplementing surface transit options. While the data and current travel patterns, identify underserved following recommendations focus on the New York City metro neighborhoods, current difiicult transit trips (slow or region, similar BRT projects could be implemented in other requiring multiple transfers), crowded subway routes and metro areas around New York State. The recommendations are: expected growth areas. It should prioritize corridors for implementation that optimize - in addition to economic C0mmlt to addififinal BRT t3Ch11010Bi?3 developrnent~--system redundancy and extension of service throughout the iength of existing and 333 routes>> into communities that currently lack reliable transit, with including real-time bus arrival information, dedicated and/ particular ammo-on to and romeo It or Sepamted 131195: transit PFl01'ilY Signaling: should also plan for incorporation of pedestrian and bicycle pre--board ticketing, and limited stops, to ensure on-time immovomomo along proposed rooms ways of improving Perfomance and 3 quality experience? service through means such as enforcement through bus . Establish a public/private Task Force to devemp, lane enforcement cameras and ticketing for violations. Transitway (Ottawa, Canada) the busway ROW, with right--side boarding/alighting and pre-boarding fare payment. Low~floor, articulated buses have improved boarding and alighting time as welt as accessibility for all abilities. PAGE 87 VIA Haaithtina (Ciavsiand, l.i$A} The possibis acoaarrtic and iob-crsaiion- idansiits- of 88'? systarns for Mass 'fork can be sass in the positive attracts that the City of RTA has had aiong the Euciid Avaraua corridor, "fits City" and iocai transit agency axaaiinaci saysral aitsrriativa transportation soiutioris to improve accs-as is its two iargast amployntaat with input from the puoiic, was cigar raii, as it was astirnaiaci to as hait tiia cost of iha cheapest raii aitarnativa iivitiis stiil marry of the transit asaaiits. The RTA was opened in adds and consists at a $2 raiia BET corridor that connacts downtown Ciayaiand, tinivarsity Circia, and East Ciairaian-d, passing ssirarai areas which wars prsyiousiy undarsarvad by transit: The projects cost of $1 58% rniiliorz was funded by savarai institutions including the Fifi, Qiata of Cihio, City of Clistralanci, and tits Graaiar tiiaarsiand Rsgioriai Transit Authority, among others. Within a year oi sanrica, ridership iiad sxpandad ai?% compared to the former locai trarzsit sarsics aiong that corridor. it is aiso estimated that $4.3 tiitiion i"ias'aireaciy bash generated aiong the route. including rehabilitation of oid into housing and rataii cantata: new construction for business startups, and maior expansions of Robust . .- Dedicated BRT iariesicould reduce corridor transportation" energy consumption arid related urzivarsitias, museums and hospitals. The corridor now iaads the stats in job craation and rassarcht How does this recommendation make New York new resilient? integrated Transit ridership in New York City has increased almost 60% sirice 1990, but increasing congestion has reduced average bus speeds by 11%, among the slowest in the country. 0 "i'ha'rnaiority of the transit systern's infrastructarolwas built prior to institution of seismic and flood design standards. 97% of NYCT's line structure (in route-miles), was built more than 30 years ago, and 89% was built more than years ago?' 0 Given fiscal constraints, low-cost, solutions are needed to provide reliable transit service, and BRT can leverage sxistirig roadway and -bridge infrastructure with new transit technology to extend and improve services at relatively low cost. 0 SBS has produced increases in ridership of up to 10% and decreases in travel time of up to 20%, so is an effective use of transit funds." - - 0 and NYCDOT have implemented $83 alongfour lines, and initiated Phase identifying . corridors that should be prioritized for further development. cog,-dgnaged o" During Tropical Storm Sandy, -the buses wore the "first to come back, with limited has service' residents to quickly get back to work}? I - . . The"'bus provided impromptu BRT service between Brooklyn _and .fal'tor Tropical _St_orm_ Sandy, when most subway tunnais were still iloodaci. - - .883' can help to_ l:iet't'arjser've' neighborhoods and job the reach of the-subway 'network, as wail as improve trip times on heavily travelled bus routes. poilution amissio-ns by 29% in the shortenzn and over the tang .r.un, compared-with genera? -parpose -lanes?' BRT systems use existing or loss costiy and can reduce fleet requirements with better vehicle utilizationfia Cost-effective will vastly improve regional mobility and access to jobs and rataii by targeting: neighborhoods and gob centers underss-rved by transit; higi'i--damand transit routes that are currently vary slow or raqtzira seararai transfers; overcrowded subway routes, and; kraows future economic grows: areas. By inciuding streetscaps improvements such as bicycia tree planting, sidewalk and crosswaik repairs, can also create a more attractive discs for businesses and residents, serving as a generator for economic growth alongthe corridolc 0 can greatly increase corridor transit ridership. On Pittsburgifs West Busway, 113 of riders had previously used their car, and San Fables Rapid Bus accounted for a 43% increase in corridor Pfififi 88 Expand rait access to/from Manhattan For the first time in their l00--year history, two Hudson River tunnels and two East River tunnels that together serve more than l,000 daily trains into Manhattan were flooded with seawater as a result of the storm surge from Tropical Storm Sandy. These closures, in conjunction with those of subway and auto tunnels, cut Manhattan from the larger region and severely impacted the regional and national economy. Expanding rail access to and from Manhattan would ofifer increased redundancy as well as broad regional benefits. Overall regional connectivity would be improved by providing additional options to Manhattan. Two project options, if realized, would expand rail access and connectivity and provide a new layer of redundancy to the regional transportation network: The Gateway Project, two new, dedicated multi-user rail tunnels under the Hudson River; and Metro-North Penn Station Access (PSA), which would connecting two existing rail lines -- the Hudson and New Haven lines with Penn Station on Manhattan's west side. More detail on these potential projects can be found on pages XX and XX. Encourage atternativa modes of transportation The events of Tropical Storm Sandy highlighted the importance of planning for and encouraging the use of alternative modes of transportation, both to support the system during times of stress, and to supplement high--use transportation modes such as mass transit and private vehicles. As described earlier, the MTA and City Department of Transportation responded to complete loss of flooded tunnels by improvising a bus bridge." Exclusive busways and priority bus lanes assisted with the priority of traffic. Emergency ferry services proved to be a key provider of transportation post-Tropical Storm Sandy, particularly in the hard hit areas of Staten - Island and the Rockaways. Nomcmergency ferries also saw heavy usage. Some services saw average weekday ridership increase by over 335% and ferry facilities such as the Port Authority's World Financial Center Feny Terminal saw an increase in usage of over 310%." Similarly, reports were that the number of bike commuters in New York City tripled. Lessons leamed from these impromptu solutions can be utilized to facilitate improved flow of traffic in future periods of stress, notably, transit and highway should jointly establish plans to prioritize bus service in the event of emergencies and institutionalize these types of solutions and real time planning efforts when needed. Alternative, active modes of travel, dedicated use of lanes and the ferry system can provide an important layer of redundancy providing mobility when roads are compromised, cars are damaged and fuel is scarce. This is especially critical in places that are heavily reliant on private automobiics and lack other, viable modes of transportation. The state should: PAGE 89 NYSE 2105} 1 Study the impromptu solutions to Tropical Storm Sandy to determine whether permanent improvements and changes should be implemented reverse of exclusive bus lanes at important bridge and tunnel connections to/from Manhattan and Brooklyn/New Jersey; improved enforcement of high occupancy vehicle (HOV) lanes; how taxis and other special vehicles (such as Access-A-Ride vehicles) can be utilized to greater potential during times of need), Institutionalize a protocol and system between public agencies in New York and New Jersey for cross--honoring tickets and expanding ferry services on demand to support during times of need; ensure that funding is available to private ferry operators if they are requested to respond in an emergency; Fully deploy federal Transportation Alternatives funding (a new program under the federal surface transportation bill, MAP-21, enacted in July) to pedestrian and bicycle facilities and infrastructure that encourage system redundancy. PAGE 90 HIC-I-HLIGHTED RECOMMENDATION 9 Create a New Trans-Hudson Connection with The Gateway Project The Gateway Project involves the construction of two new lines. Commuter, regional and High Speed Rail could all travel tunnels under the Hudson River along with related track, bridge within the tunnels. The tunnels would be built to standards that and station improvements. The result doubles capacity for rail ensure resiliency during and after a future seismic or fire event, passengers between New Jersey and New York and would as well as protection against flooding to ensure fimctionality expand the Penn Station complex to the south, alleviating during and after storm events. Once built, they could also be crowding and creating a modern transportation gateway for used to accommodate existing trans-Hudson rail traffic while daily commuters and visitors. the existing centuiy--old rail tunnels are upgraded to existing standards. The Gateway Project is a prerequisite to bringing High Speed Rail to New York, an essential element of increasing the In April 2012, the Senate Appropriations Committee approved redundancy of our intercity transportation network. It would $20 million for Amtrak to continue preliminary design and allow greater flexibility in programming track space within engineering work on the Gateway's tunnels." In theory, the Penn Station, creating an opportunity to connect Metro- project could begin construction by the end of 2013 with North trains. It would also expand important new linkages to enough federal funding and all relevant players on board." Newark, New Jersey, Newark-Liberty International Airport, On that timetable, the tunnels could open to revenue service and beyond via the existing Northeast Corridor and PATH in 2025. London Crossraii (London, United Kingdom} London has approached Crossrail, a major new rail tunnel project through Greater London, in an innovative and forward~thinking manner, by planning system components in response to anticipated impacts from climate change. Addressing and mitigating such as raising entry or egress levels, raising track levels, or extending portal walls were preferred, but other "active" measures, such as watertight doors or temporary floodgates, were proposed as necessary. 'As a tidal river, the Thames, like the Hudson River, is particularly vulnerable to the future impacts of sea level rise. PAGE 91 NYS 21 GO Durchmesserlinie Rail Tunnel (Zurich, Switzerland) The Durchmesserlinie (DML) is a major rail infrastructure project that will add capacity, relieve congestion and build in redundancy to the city's currentiy congested rail network. The 5-mile line will include two singletracic viaciucts; a fountracit underground station with two platforms; a double-track tunnel between Zurich main station and Oerlikon (with a parallel escape and rescue tunnel), and widening of the cutting between the tunnel portal and Oerlikon station to accommodate two additional tracks and station expansion. Construction began in September 2007 and is expected to open to S-Bahn traffic in 2013, and to intercity trains in 2015. The total estimated cost of the project is approximately $2.1 billion, half of which can be attributed to the new station and tunnel." How does this recommendation make New York more Integrated 0 The introduction of two, new trans-Hudson rait tunnels would allow for a complete rehabilitation of the existing 100-year-old tunnels to bring them to a state-of--good--repair. The existing tunnels do not provide sufficient capacity to handle train traffic during the loss of atunnel due to breakdowns. - Added service to Penn Station would require not only an expansion of the existing complex but an upgrade of the existing facilities. 0 The project would expand rail capacity from two to four tracks between New York and New Jersey, build new tracks and platforms at Penn Station and improve electrical connections between the two states." Coordinated - The existing trans--Hudson tunnels are at capacity, limiting the number of people who can access 0 The existing tunnels are shared by Amtrak and NJ Transit trains. New tunnels would provide improved and more frequent service for all riders to, from and through New York City. Robust - The Gateway Project will help to' reduce regional congestion by significantly increasing the number of train trips per hour to/from Penn Station. The existing tunnels currently handle 62 trains per hour. will see increased service levels - Amtrak,' and NJ Transit lines will all have additional trains accessing Penn Station, and, with capacity upgrades, Metro--North trains will be able to access Penn Station for the first time. - New tunneis will provide system redundancy for both Amtrak and commuter trains along the Northeast Corridor (NEG). Cost-effective - The project is estimated at $15 billion", but the benefits to the region in terms of access to jobs opening the option of bringing Metro North trains into and through Penn Station." - This project underpins the revitalization on Manhattan's West Side currentty underway and would create jobs, in engineering, construction, and related trades, during themost active construction PAGE 92 HIGHEJGHTED RECOMMENDATION 9 Expand Rail Access tolfrom Manhattan with Metro--North Penn Station Access Currently the Metro--North Hudson and New Haven lines terminate at Grand Center Terminal. This project includes the extension of these lines from Grand Central to Penn Station through the utilization of existing Arntrak's existing Empire and Hell Gate lines through the Bronx, Queens and the east side of Manhattan (see map). Metro--North access to Penn Station, via the New Haven line, which currently runs from New Haven, along the Connecticut Interstate-95 corridor, to Grand Central Terminal in Manhattan, would require using existing Amtrak rights--of-way through the Bronx, Queens and the east side of Manhattan. This project would create system redundancies before, during and after events by avoiding two single points of failure: Mott Haven Junction and the Harlem River Lift Bridge. The project would establish a new link in the East Bronx that bypasses both the Mott Haven Junction in the Central Bronx and the Harlem River Lift Bridge. Since the Mott Haven merge and the Harlem River Lift Bridge is currently used by the entire MNR network, they represent two single points of failure that would cripple MNR if they were to be temporarily unusable. In fact, the Harlem River Lift Bridge was almost lost in a fire two years ago that would have effectively shut down the railroad. This project provides redundancy to these points of failure as well as for flood prone Hudson line service. It would also involve the addition of four new Bronx stations (Co--op City, Morris Park, Parkchester and Hunts Point), which will provide extended transit service to residents of the Bronx, some of whom are currently not served by commuter rail. MBTA Providence/Stoughton Line Extension (Massachusetts/Rhode Island, United States) in October 20t0, the Massachusetts Bay Commuter Railroad Company the Massachusetts Bay Transportation Authority's (MBTA) commuter rail operator, introduced new commuter rail service along the Providence branch of the Providence/Stoughton Line. The service expanded regional connectivity for commuters between metropolitan Boston and Providence. Key to strategy has been to expand service with minimal system expansion. in this vein, the agency leveraged existing track along the Northeast Corridor between Providence and Boston; the track in Fihode island is owned by Amtrak, while the track from the Fihode Island border to Boston is owned by the MBTA. MBCR further enhanced service through the purchase and introduction of bi~level coaches and an upgraded maintenance regime. The new service was made possible through a 1988 partnership agreement between the MBTA and The Rhode Island Department of Transportation (FNDOT). The agreement benefited both agencies. A regional transportation link was provided in Rhode island, while the MBTA was able to conduct needed capital improvements along the Providence' Stoughton Line. Today, the Providence branch runs 15 round trips per day, provides weekend service, and serves approximately 2,000 riders per day from Providence. Sources: {Massachusetts Bay Transportation Authority, 2010), (Massachusetts Bay Commuter Railroad Company, 2011) -- 1 co PAGE 93 2100 How does this recommendation make New York more resilient? Integrated I This project represents a cost--effective means of providing enhanced regional rail connectivity by upgrading and utilizing existing infrastructure. This will minimize the adverse social, economic and environmental effects that can be associated with "new build" infrastructure investments. Added service to Penn Station would require not only an expansion of the existing complex but an upgrade of the existing facilities. Coordinated communities in the Bronx and more convenient and timely access to those who live, work or travel to and from Manhattan's west side. The proiect would provide enhanced access to jobs by improving access to Manhattan's west side and other regional destinations from the Bronx, the lower Hudson Valley and Connecticut." Robust Penn Station access will help to reduce congestion in the New York metropolitan area by providing additional transportation options and increased flexibility, connectivity and redundancy. Metro--North is currently performing an Environmental Assessment (EA) in conformance with the National Environmental Protection Act (NEPA) process to further study the potential station locations and the overall effects of the new service. It is expected that the EA will be completed in 2013.33 in a parallel effort, the MTA, Metro-North's parent agency, is co-sponsoring a study of future rail operations at Penn Station with its operating agencies (Metro--North and LIRR), Amtrak and New Jersey Transit. The results of that study will provide input to the Penn Station access environmental review." Cost-effective introducing additional revenue service to the Metro--North portfolio that does not require the construction of major pieces of infrastructure (except for new stations) can have a positive effect on the agency's bottom line.- The Bronx represents one of the fastest growing Metro--Norlh markets; total weekday boardings of approximately 13,200 are three times 1985 Specific funding sources for PSA (track upgrades, if needed, and station construction) need to be identified. PAGE 94 3. Build smarter with enhan policies and procedures A combination of changes to transportation planning processes and new tools may better address the range of potential climate futures and resulting implications. Improvements may assist in accessing and incorporating climate data and projections into existing scenario planning and decision--making processes, assessing risk, prioritizing investments, and assessing the range of potential options to build resilience. Building smarter is less about developing newer ways of planning for and managing our State's transportation infrastructure, but more about considering ways that we can incorporate new thinking into existing planning processes. Existing risk assessment inventories can be adjusted to account for all--hazard vulnerabilities. Design guidelines and standards can be amended so that new and upgraded infrastructure can withstand future threats. The framework governing the design and operation of infrastructure can be expanded to include the impacts of climate change. Perhaps most importantly, within and across agencies and organizations that manage infrastructure, adaptation strategies can draw from a broad range of responses, including adjustments in operations and management, capital investments in infrastructure, and development of policies that promote flexibility." Prioritize a transportation lifeline network New York should identify a transportation lifeline network. In other words, it should identify the transportation infrastructure in New York State that is considered critical to State and regional mobility during and after events. The purpose of the lifeline network would be to maintain regional mobility and enhance the ability of transportation agencies to quickly recover operations and/or revenue service following events. At the very least, the network would allow basic transportation services, such as the movement of good, commodities and emergency or relief services. It would also allow evacuations, should they be needed." The demands of the lifeline network are such that its individual components tunnels, bridges, highways, rail facilities, airports, etc. -- must be physically able to withstand the impacts of severe events. If specific facilities currently lack adequate hardening but are deemed important enough to be included in the network, then retrofitting should be prioritized to enable an upgrade to lifeline status. In a New York State lifeline network, infrastructure elements -- be they roads, bridges, tunnels, railways, ports or airports -- could be classified in one of two ways. Lifeline Facility Class I (LFCI), "Primary" -- These are facilities that are designed, built/renovated, maintained, and operated to withstand multiple types of events (seismic, wind, flooding, etc.). Their operation must be relied on for the safe movement of people and goods immediately before and after events. If closed for the duration of an event, they must reopen as quickly as conditions permit. A specific timeframe for reopening following an event may be applied -- l2 hours -- with the understanding that it may be difficult to determine when, exactly, an event is "over." LF C2, "Secondary"--These are facilities that may not be hardened to the extent that Primary facilities are, however, they should still be able to withstand all but the worst types of conditions. They should be able to fail safely when events do overwhelm their ability to remain functional, and they should be brought back online as quickly as conditions permit. Secondary facilities provide redundancy to the Primary facilities and support local and regional movements of people and freight. By categorizing transportation infrastructure this way, lifeline components can be communicated in advance of events to various user groups, such as the general -- ced guidelines, standards, public, agencies, utilities, and emergency service providers, so that they know which transportation facilities to rely on. Categorization will also help transportation agencies make strategic infrastructure investments needed to ensure that facilities, whether existing or new, are designed to a certain level of performance. The development of a State-wide transportation lifeline network would require a comprehensive risk assessment based on established criteria (some are suggested below), regional coordination among various agencies and operators, and a qualitative consideration of important economic, social and environmental impacts. This will require outreach to local communities and consideration of environmental justice needs. In determining the lifeline network, criteria may include, but are not limited to, the following: - The facility provides a vital link for the movement of people from one core area to another (city to city, central business district (CBD) to an airport, etc.) - The facility provides regional movements along a key corridor. The facility acts as a critical link for the movement of essential goods, first responders, and operational equipment. - The facility carries transportation modes. multiple The facility has been designed to withstand extreme conditions. - The facility is part of an established evacuation route. - The facility is part of an established first responder network. Long Island is a prime example of a place that would benefit from a lifeline network. Many Long Island communities, including and especially Long Beach and Massapequa, were heavily damaged during Tropical Storm Sandy, and Island- widc repair costs may total $520 million PAGE 95 21 dollars." Key facilities, such as the Cross Island Parkway, Long Island Expressway, Grand Central Parkway, and the RFK Triborough, Bronx-Whitestone and Throgs Neck Bridges, included in a lifeline network would ensure that Long Islanders could safely navigate and evacuate the Island if necessary. It would also ensure that important goods and materials could be transported on-Island to aid recovery efforts. However, specific vulnerabilities associated with such infrastructure risk their viability and reliability as key linkages during and after extreme events. For instance, both the Cross Island and Grand Central run along waterfront that is extremely susceptible to storm surge and flooding; the Grand Central had to be closed in late July 2012 due to a torrential downpour." Therefore, in developing the lifeline network, it is critical to evaluate vulnerabilities inherent to proposed network facilities and determine what, if any, passive and active upgrades could be made to ensure operations during and after extreme events. PAGE 96 Regional Transportation Emergency Management Plan (RTEMP) (San Francisco Bay Area, United States) The San Francisco Bay Area Regional Transportation Emergency Management Plan (RTEM P) provides guidance for the coordination of emergency response capabilities interagency coordination and decision-making mechanisms between state and regional emergency management agencies and muiti-jurisdictional transportation materials applicable to specific emergency London Road Resilience Network (London, United Kingdom) uccessful precedent to New York Stations Transportation Lifeline Network could he London Road Resilience Network, which describes the minimum roads bus and railway stations; bus garages and depots; and salt storage depots. Undertake a comprehensive risk assessmentlinventory To understand what needs to be upgraded or replaced, transportation agencies, in conjunction with owners and operators of infrastructure should undertake a comprehensive inventory and risk assessment of transportation infrastructure assets to identify which assets, e.g. transit, aviation, port, dam and highway, are vulnerable on an all-hazards basis. This risk register can then help shape investments and infrastructure upgrades based on how centrality of the system or facility and the level of risk that system is facing. While many agencies and operators currently conduct risk assessments to identify areas where upgrades to infrastructure are required, a focus on climate change vulnerabilities will ensure that upgrades are being made with a view to instilling resiliency. For example, while NYSDOT has identified an inventory of infrastructure at risk to climate change hazards, it is not a full inventory of such assets. In order to make reasonable decisions based on projected climate risks including sea level rise and storm surge, NYSDOT will develop a digital data base of all NYSDOT "as built" structural and road bed elevations in coastal areas." The inventory and risk assessment of transportation infrastructure assets, along with other factors such as cost, redundancy value and likelihood of hazards should be a priority consideration in determining investments towards the repair, rehabilitation or replacement of infrastructure for the entire transportation network, inclusive of all modes. Update design guideiines New York State should review governing design guidelines that ensure resilient transportation infrastructure. Resilient infrastructure is better equipped to withstand physical, environmental and property damage and can limit the number of human casualties during and after a severe natural event. Facilities that are built to resilient standards are physically more robust, and therefore better positioned to recover from events. However, the potential impacts of climate change and associated extreme events on transportation infrastructure are not firlly understood by the engineering community. Infrastructure standards generally exist for conventional events, such as fire; AASHTO and ASCE have even begun to develop design guidelines for terror attacks. However, standards such as AASHTO Load and Resistance Factor Design (LRFD) specifications for bridges largely lack in physically addressing the impacts of extreme natural events. A 2007 reports" suggested that this lack of standards may be due to the perceived infrequency of such events by engineering and architectural professionals and code officials. The lead organizations in establishing a better understanding of severe events should include those at the forefront of engineering practice AASHTO, ASCE and FHWA -- and those responsible for more basic research, for example, the National Science Foundation." Technology in the form of infrared cameras, thermocouples, weather monitors, and other "smart" instrumentation can be used to better understand the impacts of severe events by assessing the structural integrity and behavior of specific transportation facilities during severe events and inform design guidelines going forward." New, resilient guidelines should: Be clear and consistent across agencies and regions; Incorporate State endorsed climate predictions; Be risk-oriented, based on probabilistic climate change projections; lnclude requirements for costing; and life~cycle RECOMMENDATIONS - Be agreed upon by all agencies for use in the development and design of capital projects. Following events, reimbursements could be used to reconstruct infrastructure design guidelines that respond to the anticipated future impacts of major natural events. The Georgetown Climate Center summarized the relationship between design guidelines and federal reimbursements for the NYS 2100 Commission: The Stafford Act provides funding to repair, restore, reconstruct, or replace public facilities destroyed in a major disaster. In general, state and local governments can only recoup eligible costs, based upon the structure's pre-disaster design. This may limit the ability of the state to recoup extra costs needed to improve the asset or facility so that it is more The statute also allows for the "modification" of the estimate of eligible costs where the costs to reconstruct the asset exceed the estimated cost. However, it is states can justify a cost modification based upon improvements in New York could encouraging FEMA to approve modifications [that] increase the resilience of an develop clear guidelines for seeking a modification for these purposes." Key to the development of any resilient infrastructure guidelines is input from the design and engineering community. These practitioners must play a larger role as relevant stakeholders in developing new design philosophies and guidelines that will strengthen and protect transportation assets and ensure the long-term viability of the State's transportation network in both emergency and everyday conditions. This effort should be led by the State 's PAGE 97 NYS 2100 Improve long term pianning and funding allocation Planning is a major part of a transportation systems capital improvement, prioritization, financing, and operations and maintenance. A recent study" found that nationally, improvements in planning policy are needed in accessing and incorporating climate data and projections into existing scenario planning and decision-making processes, assessing risk, prioritizing investments, and assessing the range of potential options to build resilience. While timeframes used for long term transportation planning is around 20 to 30 years are realistic for investment planning, they are short compared to the multi-decadal period over which climate changes occur. States are required to develop transportation plans in order to be eligible for federal highway and transit funding, and it is through these plans that state transportation agencies identify which transportation projects they will undertake using federal funds. The current planning process however, does not require consideration beyond a 20-year planning horizon." By incorporating longer~term climate change effects into visioning and scenario planning processes that inform their long- range plans, transportation agencies and planning organizations may be better placed to address the range of potential climate futures and resulting implications. One way to improve long term planning would be to ensure that resiliency to climate change impacts and extreme weather is considered in all capital funding programs administered by New York State. This process will help the state direct a diminishing pot of federal transportation funding to projects that minimize the long- term vulnerabilities of the system. The planning process should guide decisions about rebuilding efforts, future investment plans, and the level to which the State hardens and upgrades infrastructure. The plans should also be linked to the Transportation Lifeline Network to ensure that transportation infrastructure identified as most resilient are made a priority in the planning, implementation and funding of transportation investments. improve inter>>-agency and inter-state planning coordination Ensuring resilience within the State's transportation system requires knowledge that crosses disciplines and policies that cross agency jurisdictions. Responsibility for the State's transportation infrastructure is shared, with no one institution in charge. Some institutions report to the Govemor, others to the Mayor of their city and even some to the President. In addition, some parts of the transportation system are operated privately. Since transportation is a networked system delays, failures, or catastrophic failures in one system can affect other systems. The ability to respond to climate related changes depends on the regilatory context, organizational capacity, and decision- making authority of the organizations involved. Institutions and regulations can both facilitate and constrain decision~ making. Learning can help institutions adjust to new conditions, especially when the environment changes fundamentally or rapidly." New York, New Jersey and Connecticut benefit from one of the world's largest metropolitan economies, and rely upon shared transportation infrastructure. Tropical Storm Sandy highlighted how integrated and fragile this economy is. While a Tri-state Task Force could assist in improving coordination of this important region, the three states can build on initial efforts to expand coordination among the existing, federally mandated Metropolitan Planning Organizations (MPOs) that play an integral role in transportation investment coordination within their respective jurisdictions. The New York Metropolitan Transportation Council has this role as the MP0 for NYC, Long Island, the and lower Hudson Valley. is an association of governments, and transportation providers. the MP0 for northern and central New Jersey, and nearby Connecticut MPOs have signed a memorandum of agreement which has committed them to pursue increased coordination. This can provide a ready foundation for creation of tri-state interagency working group that can add a stronger focus on adaptation issues for the transportation sector. The creation of regional and multistate organizational arrangements to address climate change could yield enormous payoffs in the ability to respond to climate change and also to other disasters. The PAGE 98 I - if" 9.9 - 3 transportation sector has some models for cross~jin'isdictional arrangements, such as regional authorities for specific facilities (eg, the Alameda Corridor in California). Regional and rnultistatc emergency response operations that include transportation are beginning to emerge in the wake of other disasters, and could serve as the nucleus for innltistate regional agreements to address other issues, such as the impacts of climate change. State-rnanciated regional coordination for addressing air quality issues provide another Inteiwstate and intenagency coordination across public and private sector institutions should consider the fol lowing opportunities: Develop ways of sharing best practices across the tri--state area for climate change aclaptationt A repository for local and state research and best :7 i iststeifetiiseitsrni rot i 'vol seiner i I II I II - _rjo_' prevent' toss" or jtifeg $ome'3_ri_amagje_' is I ask aai?ilaa' 31:? second ineneciien; i -3 era; raai . an practice solutions could be catalogued and disseminated to all agencies and jurisdictions." Create a tri~state decision framework to address impacts of climate change on transportation infrastructure. State and local governments and private infrastructure providers could adopt an approach similar to California's seismic retrofit program for bridges (see call--out box below) for identifying and screening critical infrastructure relative to projected climate changes. Key to adopting such an approach is establishing a performance standard for a particular facility that reflects a tolerable level of risk, along with a screening process that takes into consideration such factors as the degree of risk, the vulnerability of the facility, and how essential the facility is to the asaia .9 it system so priorities for rehahilitation or retrofit can be determined. Decision support tools, such as risk assessment tools and adaptive management approaches, will facilitate the planning process." Continue to foster partnerships that could involve closer collaboration between transportation agencies and other entities including emergency responders. Transportation agencies and service providers should work closely with weather forecasters and emergency response planners to convey their own lead--time requirements so they can provide the personnel and equipment necessary for evacuation and protect their own assets. Other relevant partnerships could involve local collaboration between university climate scientists and regional maanaaesistans. - - "number. in 5 7 it Mable aa 4 is onieach criterion >wfas..rnoltinli_ed_ a" - .. - 4 inrites aiseieaslarsi _1'h_ait' some cc; - -"eras-_ toe-ai roadway' I that iieafs?re?titeer i ;-fig PAGE 99 . 21555) Transportation Management Centers (USA) improving the efficiency of the existing highway network involves the appiication of technologies, such as intelligent transportation systems (ITS), and control strategies, such as ramp metering, transit signal priority, dynamic message signs, and incident Real-time multi-modal coordination across agencies was a significant challenge and also a success of the response to Tropical Storm Sandy.' TMCs offer a buiiding block for integrating these activities in advance of future emergencies and incidents, as well as during response and recovery. - Establishing contacts between federal and toll authority officials to enable the effective movement through toll plazas of emergency vehicles coming from out of the region. USDOT (FHWA's Office of Operations) has stated that TRANSCOM is a national model "which has adhered to the principles of regional operations collaboration and coordination since it began, and continues to evolve to improve one of the most complicated PAGE 100 transportation planners, and greater interaction between transportation planners and those who control land use. lncentivize regional coordination by providing incentives for the planning and development of regional transportation services which connect multiple jurisdictions and systems. Improve coordination with public and private transit agencies including Metro-North, Amtrak, NIT, NYCT, long-haul bus services, Connecticut Transit and all other local transit districts." Recent federal awards of Sustainable Development Program grants Choice Neighborhoods) to consortia in downstate southwestern Connecticut and in New Jersey have spurred planning efforts along these lines that also enhance the competitive position of both areas in seeking various discretionary federal grants. Seek expedited environmental review and permitting on major mitigation/repair investments All major federal actions, including projects financed and/or permitted by federal agencies, must comply with the National Environmental Policy Act (NEPA) and environmental review requirernents." Similarly, state agencies are typically bound by the State Environmental Quality Review Act (SEQRA), which has similar requirements. While some emergency relief projects are categorically excluded from federal and/or state environmental review requirements (and can proceed quickly and with less expense), this exclusion does not always apply if a project is rebuilt to extend beyond the pre-disaster footprint of the asset. Further, this exclusion does not automatically apply for projects aimed at improving or enhancing future resilience. This is of particular importance given the improving Performance of Federal Permitting and Review of Infrastructure Projects Recognizing the need to improve efficiency and effectiveness of the federal permitting process, the Obama Administration has taken a number of steps' to Projects. Citing the need to have a "fast, reliable, resilient. and environmentally sound means of moving people, goods ener and infonnation" as the basis for maintaining a competitive edge and an enduring economy, the Order calls for federal agencies to move infrastructure permitting "with maximum efficiency and schedules for completion of reviews, clear goals, and tracking of progress against them. Three more projects with direct benefit for New York State are now moving through this expedited process, and status and results can be easily seen on the Federal time delays that are often associated with permits and other approvals that are part of this process. While it is important to recognize the importance of federal and state oversight, as well as the stakeholder inputs that are received during these reviews, opportunity exists to change processes and procedures so that projects can advance as quickly as possible in order to enhance resiliency within a reasonable time frame. Indeed, the Obama Administration has recently instituted a process aimed at streamlining projects of national or regional significance (see box). The same could be done for rebuilding of vital infrastructure and for some major mitigation projects related to critical transportation facilities. The State could also work with FEMA and to consider different mechanisms to ease the administrative burden with regard to environmental review requirements when rebuilding public assets after a disaster declaration. Recently, the FHWA solicited comments on amending the agency's categorical exclusion for emergency repairs, specifically on whether FHWA should extend the categorical exclusion to include "construction of engineering and design changes to a damaged facility to deal with future extreme weather events and sea level Other potential changes to the process may include: - Expanding the categorical exclusion list to include more transit projects and the rehabilitation of transit stations and other facilities that do not require additional Categorical exclusions (C Es) are projects that, based on past experience, do not individually or cumulatively have significant environmental impacts. These projects require neither an environmental assessment nor an environmental impact statement and can move ahead more quickly. Emergency exemptions should be clearly defined in applicable federal and state regulations. Where such definitions do not exist currently. PAGE 101 2100 they should be developed; where they do exist, they should be reviewed for clarity and consistency across all regulations and related agencies. - Develop single regulatory process for multi--modal projects. A single process for the Federal Transit Administration (PTA) and Federal Highway Administration (FHWA) to follow for multi--modal projects will allow for faster implementation of projects that provide connections between modes and highway projects that include a transit component. Better connections between modes will encourage transit use." PAGE 102