WSDOT - Climate Impact Vulnerability Assessment - Rail

The Washington State Department of Transportation (WSDOT) developed this data set in fulfillment of a grant from the Federal Highway Administration (FHWA) to test a conceptual climate risk assessment model developed for transportation infrastructure. WSDOT applied the model using scenario planning in a series of statewide workshops, using local experts, to create qualitative assessment of climate vulnerability on its assets in each region and mode across Washington. For the purposes of this statewide effort, managed assets were defined as sections of highway or railroad, and whole facilities (Ferry Terminal or Airport). Fourteen workshops engaged experts across all WSDOT regions, state ferries, rail, and aviation. The outcome of each workshop was a subjective evaluation of asset vulnerability agreed upon by participants. This feature class contains the results for railroads. This study assumed 100% probability of climate change impacts previously identified in the University of Washington Climate Impacts Group's 2009 assessment. Types of impacts discussed in the workshops with local experts included: temperature changes, increase in extreme weather events, precipitation changes, sea level rise, fire risk, and high winds. The scientific community's understanding of climate impacts continues to evolve as the models and collective understanding of feedback systems improve. We do not have perfect information about exactly how, when, where, and to what magnitude climate changes will unfold in Washington State. After reviewing the extreme weather events and other impacts projected for their area, workshop participants defined sections of highway, rail, or specific facilities with consideration of the local geology, natural and constructed drainage and hydrology, elevation, slope, land use and operational maintenance issues. Once defined, each corridor or facility was then ranked for two variables: asset criticality and potential impact. Asset criticality (which was defined by the workshop participants) should not be confused with other measures such as highway functional class. 1) How critical is that site or corridor to overall transportation operations and public safety? The following scale guided the qualitative assessment of criticality: a. 1-3 = Low - facility/corridor with low daily traffic, available alternate routes, not part of the National Highway System b. 4-6 = Medium - facility/corridor has low to medium daily traffic, serves as an alternate route of other state corridors or facilities c. 7-10 = High - facility/corridor is an Interstate or other major highway, is considered a lifeline route or is the sole access to a population center or critical facility. 2) How might potential climate changes impact site or corridor operations? The following scale guided the assessment of climate impacts: a. 1-3 = Low - Reduced Capacity: facility/corridor partially open to use and full operations can be restored within 10 days b. 4-6 = Medium - Temporary Operational Failure: Facility/corridor closed for hours or days. Reopening or repair could be completed within 60 days. c. 7-10 = High - Complete Failure: facility/corridor likely to require major repair or rebuild with closures lasting more than 60 days These qualitative rankings for impacts and asset criticality and some general descriptions were captured in spreadsheets that were later used to create GIS layers. This data is intended for use in statewide or regional planning and to assist in adapting maintenance and engineering policies and practices to protect our transportation infrastructure over the coming decades. The rankings here were based on our knowledge and understanding at the time of the study, and should only be taken as a best professional estimate for considering potential conditions that might put people or infrastructure at risk. Current information about projected climate changes and asset use and condition should always be taken into account, especially as time progresses.华盛顿州运输部（Washington State Department of Transportation, WSDOT）为落实联邦公路管理局（Federal Highway Administration, FHWA）的资助项目，开发了本数据集，用于测试一款专为交通基础设施研发的概念性气候风险评估模型。WSDOT在一系列全州范围的研讨会上，结合情景规划方法并邀请本地专家参与，将该模型落地应用，以此对华盛顿州各区域、各运输模式下的资产气候脆弱性开展定性评估。 本次全州范围内的工作将管养资产定义为公路或铁路路段，以及完整设施（渡轮码头或机场）。共计14场研讨会邀请了覆盖WSDOT所有辖区、州渡轮系统、铁路及航空领域的专家参与。每场研讨会的最终成果均为参会人员共同达成的资产脆弱性主观评价结果。本要素类（Feature Class）数据收录了铁路相关的评估结果。 本研究假定华盛顿大学气候影响组2009年评估中已识别的气候变化影响发生概率为100%。研讨会中与本地专家探讨的影响类型包括：气温变化、极端天气事件频次增加、降水格局变化、海平面上升、火灾风险及强风灾害。随着气候模型及学界对反馈系统的认知不断深化，科学界对气候影响的理解也在持续演进。目前我们仍无法精准掌握华盛顿州气候变化的发生方式、时间、地点及影响规模等完整信息。 参会专家在梳理针对其管辖区域预测的极端天气事件及其他影响后，结合当地地质条件、自然与人工排水系统、水文状况、海拔、坡度、土地利用及运维管理问题，划定了公路、铁路路段或特定设施的范围。划定范围后，需针对两项变量对各走廊或设施开展评级：资产关键性与潜在影响程度。资产关键性（由研讨会参会人员定义）不应与公路功能等级等其他评估指标混淆。 1）该路段或走廊对整体交通运营及公共安全的关键性如何？ 以下评级标准用于定性评估关键性： a. 1-3分（低）：日交通量较低，存在可用替代路线，且不属于国家公路系统的设施或走廊； b. 4-6分（中）：日交通量为低至中等水平，可作为其他州级走廊或设施的替代路线； c. 7-10分（高）：该设施或走廊为州际公路或其他主要干线，属于生命线路线，或是人口聚居区或关键设施的唯一通行路径。 2）潜在气候变化将如何影响该路段或走廊的运营？ 以下评级标准用于评估气候影响： a. 1-3分（低）：运力下降：设施或走廊部分开放，可在10日内恢复全面运营； b. 4-6分（中）：临时运营中断：设施或走廊关闭数小时至数日，可在60日内完成重新开放或修复工作； c. 7-10分（高）：全面停运：设施或走廊大概率需要大规模维修或重建，关闭时长将超过60日。 上述针对影响程度与资产关键性的定性评级，以及部分通用描述均被录入电子表格，后续用于生成地理信息系统（Geographic Information System, GIS）图层。 本数据集旨在服务于全州或区域规划工作，助力调整运维与工程政策及实践，以在未来数十年内保护交通基础设施。本次评级基于研究开展时的认知与理解，仅可作为专业最优估算值，用于评估可能对人员或基础设施构成风险的潜在情形。随着时间推移，需始终结合预测气候变化、资产使用与现状的最新信息开展分析。