HDOT Climate Resilience Action Plan | May 2021

Hauula Shoreline Repairs | 2020

This approach is different from what currently occurs and would require training and support to implement widely throughout HDOT. However, the elements that are embedded into the process are familiar to anyone that works in the transportation sector and are therefore considered to be not overly burdensome or costly to implement. The full and robust outputs of this process would ensure that all future projects are built with a consideration of a wide range of critical information that are important for effectively enhancing system resilience. A DATA-DRIVEN RESILIENCE PROGRAM Data collection efforts conducted at HDOT today support specific agency activities, some required by Federal regulation. These include condition inventory activities relating to asset management efforts, data on system usage to support traffic management activities, and data on asset condition to support funding needs estimates for future investment. As resilience has grown to be a significant concern nationally, there has been an accompanying interest in gathering or generating the data required for effective transportation decisions while recognizing that much of the data specific to this need does not currently exist and needs to be collected or generated. Many of the efforts relating to resilience assessment nationally have used available data. However, these measures have had limited effectiveness, are not well correlated to expected future environmental conditions, and can sometimes obfuscate the underlying concerns related to climate change. The basic question of resilience decision- making regarding data can be captured in a few primary concerns, as noted in Figure 9.

Data needs for these three elements include the following: Hazards: ⊲ What is the extent and timing of changes expected to occur? What levels may be achieved and how do they interact with HDOT assets? Damage: ⊲ How could the stressor levels identified cause damage to HDOT assets and increase maintenance/repair replacement costs? User Impacts: ⊲ What could be the impacts to users? How long would the asset be out of service to address repair or replacement needs? Are there alternative routes and does the system have the capacity to handle the additional traffic? Generating this hazard data at the level of specificity needed will require data-collection efforts to determine potential for impacts (e.g., future rainfall flooding that includes changing precipitation conditions). Potential damage assessments to assets will need data on pavement depth, bridge components or other elements, or a database of estimated hazard-damage functions for assets specific to the HDOT network. User impact assessments can be analyzed in several ways through traffic delay estimates or using tools such as a travel demand forecasting model. The benefits of a data-driven decision system is that it is directly relatable to practitioners working at HDOT, critical to resilience decision-making and, when combined with economic valuations, enable determinations of no-build or build valuations that can help to make the case for resilience investment in ways that are largely unimpeachable. Such information could be used to make the case for required funding, or as critical information required for FHWA Emergency Relief (ER) processes.

Howmight that damage impact the user (repair periods)?

For stressors, howmight they change over time – level and recurrence?

How can those stressors damage HDOT assets?

Figure 9 Concerns to be Addressed Through Data Assembly/Development

25 HAWAI I HIGHWAYS C L I MAT E ADAP TAT I ON ACT I ON P L AN