Observation One: Current efforts to protect transportation infrastructure from climate change are inadequate
Highways are k2 grain transportation- allow flexibility and increased profits
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- Highways are k2 food- refrigerated goods have to be transported by truck
- Solvency
- Incorporating climate considerations into transportation legislation solves in the short term.
FoodHighways are k2 grain transportation- allow flexibility and increased profitsFrittelli 2005 (John F. Specialist in Transportation, Resources, Science, and Industry Division “Grain Transport: Modal Trends and Infrastructure Implications” CRS Report for Congress, Library of Congress January 5, 2005 http://www.nationalaglawcenter.org/assets/crs/RL32720.pdf) Over the past two decades, the amount of grain transported has increased by nearly 70%. While all modes have participated in this growth, they have done so at different rates. Barge modal share has decreased slightly, rail share has decreased substantially, and trucking’s share has increased substantially. The doubling of domestic demand for grain and static export demand has favored truck transport because trucks generally have an advantage in moving grain over shorter distances. Barges and railroads favor hauling large volumes of grain long distances, which suits the export market. Farm and rail consolidation has also favored truck transport. Large farms may find it more economical to own their own fleet of trucks because trucking offers more flexibility as to when, where, and how much grain is delivered. By using trucks, farmers can better time their deliveries to grain elevators in order to receive the highest price. As a result of rail consolidation, many of the smaller country elevators and short line railroads are being bypassed in the grain delivery network, leaving grain farmers to rely more on trucks to deliver grain to the larger elevators. While the bulk method for shipping grain dominates, a new logistics pattern utilizing containers is also emerging. Highways are k2 food- refrigerated goods have to be transported by truckFrittelli 2005 (John F. Specialist in Transportation, Resources, Science, and Industry Division “Grain Transport: Modal Trends and Infrastructure Implications” CRS Report for Congress, Library of Congress January 5, 2005 http://www.nationalaglawcenter.org/assets/crs/RL32720.pdf) Refrigerated Products. As discussed above, higher levels of domestic grain processing and off-farm livestock production are responsible for increases in domestic grain transport. While the export of bulk grain has remained flat in recent years, bulk grains are also used as inputs in more highly processed farm products that are exported. For instance, part of the growth in domestic demand for feed grains is due to increased Asian demand for livestock and poultry products. 20 Frozen or chilled animal products are exported in refrigerated containers. Despite the long overland hauls to seaports, a large share of frozen and especially chilled meat product exports are moved by truck rather than railroad because of the product’s high value and high service requirements (in terms of transit time and temperature control). 21 To the extent this trend continues, one can view it as the replacement of bulk grain export movements by barge down the Mississippi River to Gulf ports with truck shipments of grain to domestic feed lots and a subsequent truck movement of containerized meat exports to West Coast ports. Per unit of weight, the containerized transport system is more expensive than the bulk system and therefore tends to attract higher value agricultural products. SolvencyInvestmentWe must incorporate climate risk analysis into all infrastructure investment plans.NTPP ‘9 (National Transportation Policy Project, Bipartisan coalition of transportation policy experts, business and civic leaders, and is chaired by four distinguished former elected officials who served at the federal, state, and local levels, Published December 15 2009, Bipartisan Policy Center, http://bipartisanpolicy.org/sites/default/files/Transportation%20Adaptation%20(3).pdf) Incorporate climate risk analysis into Federal ¶ Infrastructure Investment policies. Revise Federal ¶ Infrastructure Investment Executive Order(s) ¶ to explicitly incorporate climate-related risk ¶ analysis into infrastructure investment plans and ¶ decision-making. This could include developing ¶ inventories of transportation facilities vulnerable to climate change, and developing updated ¶ construction standards to address transportation ¶ and other infrastructure in vulnerable locations. cConduct a federal interagency assessment to develop and prioritize a climate adapta tion research, ¶ data, and policy agenda. This could be an important precursor to funding of a recommended ¶ interagency, interdisciplinary, long-term, ¶ national climate-adaptation research program in ¶ transportation and climate legislation this year. Incorporating climate considerations into transportation legislation solves in the short term.NTPP ‘9 (National Transportation Policy Project, Bipartisan coalition of transportation policy experts, business and civic leaders, and is chaired by four distinguished former elected officials who served at the federal, state, and local levels, Published December 15 2009, Bipartisan Policy Center, http://bipartisanpolicy.org/sites/default/files/Transportation%20Adaptation%20(3).pdf) Near-term planning actions focus on the immediate¶ steps needed to integrate climate change¶ into the transportation planning process: revising¶ planning process requirements, establishing¶ long-term scenario planning that looks beyond¶ the current federally-mandated planning horizon,¶ beginning the process of inventorying transportation¶ facilities at risk from climate change, and¶ integrating climate impact considerations into¶ emergency planning.¶ Revise planning process requirements in the next¶ surface transportation authorization bill to address¶ climate considerations. Legislative action or guidance¶ should address the incorporation of climate¶ change considerations — both emissions mitigation¶ and adaptation — in the planning process.¶ This may be accomplished by adding climate¶ change as a distinct planning factor, requiring¶ and supporting cross-agency consultation among¶ climate science agencies, transportation agencies,¶ resource agencies and local governments; and/¶ or specifying that climate measures be included¶ as part of a performance-based planning and¶ program approach. Lead agency: DOT Directory: file -> view view -> Western Europe after wwii view -> Author study: paul fleischman view -> Qpa1 7ela study Guide view -> Arctic Oil/Gas Neg view -> November 1970 Approximately 150,000-500,000 deaths Bhola Cyclone Bangladesh view -> Grade Level: 6 Unit of Study: Caribbean glce view -> Citation: Duffield, Katy view -> Table of Contents Lesson # view -> Chinese Wind Energy Disad Download 1.03 Mb. Share with your friends:
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