Major Corridors Research Articles

Effect of Thompson River elevation on velocity and instability of Ripley Slide

Fourteen large landslides have occurred within a 10 km stretch of the Thompson River Valley south of Ashcroft, British Columbia. The slides have had movements ranging from rapid (metres per hour) to very slow, and the largest slides have volumes approaching 15.0 × 106 m3. Investigations of these slides have been conducted since the early failures of the slopes were noted in the 1860s, and have continued with the periodic reactivations and slope movements since then. This paper focuses on the Ripley Slide, which is one of the slides within the Thompson River Valley. This slide is a very slow-moving landslide, which has recently been reactivated. This landslide is crossed by a major transportation corridor and has therefore been the subject of ongoing geotechnical investigation and instrumentation. The results of this investigation are interpreted in light of the wealth of accumulated knowledge from more than a century of geotechnical investigation within this valley. The data collected from the landslide show that, like other slow-moving landslides in this valley, the seasonal fluctuations of the Thompson River elevation strongly influence the instability and the rate of slope movement. Continuous global positioning system monitoring of the movement of the landslide combined with measurement of the pore pressures within the sliding mass and elevation of the river have allowed for an empirical correlation between the limit equilibrium method modelled factor of safety and the velocity of the landslide.

Real-time queue estimation model development for uninterrupted freeway flow based on shockwave analysis

In this study, the authors developed a time-space discrete macroscopic model based on the shockwave theory for real-time queue estimation in uninterrupted freeway flow, using fixed-location loop detector data. After investigating the queue characteristics both at an active bottleneck and within a variable speed limit control case, the proposed model was applied to these two cases on Whitemud Drive, a major freeway corridor in Edmonton, Alberta, Canada. Modified Highway Capacity Manual–based methods were used to determine queue density in uninterrupted freeway flow. The effect of time interval size on queue estimation was studied, as loop detector data acquisition frequencies may differ. It was found that the proposed model accurately estimates real-time queue length independent of the time interval. Multiple single queues were implemented in a calibrated VISSIM 5.3 micro-simulation model to perform the validation task. The study is a helpful foundation for future active traffic management strategy development and improvement.

Coordination of urban infrastructure reconstruction projects

The large number of urban infrastructure renewal activities occurring in cities throughout the world leads to social, economic and environmental impacts on the communities in its vicinity. As such, a coordinated effort is required to streamline these activities. This paper presents a framework to enable temporal (time-based) coordination of water, sewer and road intervention activities. Intervention activities include routine maintenance, renewal and replacement of physical assets. The coordination framework considers (1) life-cycle costs, (2) infrastructure level-of-service and (3) risk exposure to system operators. The model enables infrastructure asset managers to trade-off options of delaying versus bringing forward intervention activities of one system in order to be executed in conjunction with another co-located system in the right-of-way. The framework relies on a combination of meta-heuristics and goal-based optimisation. In order to demonstrate the applicability of the framework, a case study for a major infrastructure corridor in Cairo, Egypt, is taken as an example. Results show that the framework can be scaled up to include other infrastructure systems located in the right-of-way like electricity, gas and telecom, provided that information can be shared among these entities

Mapping migratory flyways in Asia using dynamic Brownian bridge movement models.

BackgroundIdentifying movement routes and stopover sites is necessary for developing effective management and conservation strategies for migratory animals. In the case of migratory birds, a collection of migration routes, known as a flyway, is often hundreds to thousands of kilometers long and can extend across political boundaries. Flyways encompass the entire geographic range between the breeding and non-breeding areas of a population, species, or a group of species, and they provide spatial frameworks for management and conservation across international borders. Existing flyway maps are largely qualitative accounts based on band returns and survey data rather than observed movement routes. In this study, we use satellite and GPS telemetry data and dynamic Brownian bridge movement models to build upon existing maps and describe waterfowl space use probabilistically in the Central Asian and East Asian-Australasian Flyways.ResultsOur approach provided new information on migratory routes that was not easily attainable with existing methods to describe flyways. Utilization distributions from dynamic Brownian bridge movement models identified key staging and stopover sites, migration corridors and general flyway outlines in the Central Asian and East Asian-Australasian Flyways. A map of space use from ruddy shelducks depicted two separate movement corridors within the Central Asian Flyway, likely representing two distinct populations that show relatively strong connectivity between breeding and wintering areas. Bar-headed geese marked at seven locations in the Central Asian Flyway showed heaviest use at several stopover sites in the same general region of high-elevation lakes along the eastern Qinghai-Tibetan Plateau. Our analysis of data from multiple Anatidae species marked at sites throughout Asia highlighted major movement corridors across species and confirmed that the Central Asian and East Asian-Australasian Flyways were spatially distinct.ConclusionsThe dynamic Brownian bridge movement model improves our understanding of flyways by estimating relative use of regions in the flyway while providing detailed, quantitative information on migration timing and population connectivity including uncertainty between locations. This model effectively quantifies the relative importance of different migration corridors and stopover sites and may help prioritize specific areas in flyways for conservation of waterbird populations.Electronic supplementary materialThe online version of this article (doi:10.1186/s40462-015-0029-6) contains supplementary material, which is available to authorized users.

Empirical analysis of Road Safety policy adherence in Nigeria: Seat belt use

This research assesses the rate at which road users adhere seat belt use while driving on Nigerian roads, a policy of the Federal Road Safety Corps. Accidents are undesirable. Knowledge of the level of adherence to this FRSC Policy meant to make the road safer is vital. The study span the whole of Nigeria (except the Northeastern Nigeria due to security challenges) using major corridors (highways) that link the six geo-political zones with special interest given to some cities or town along these corridors. Traffic study was done along these corridors from 7am-5pm and the result showed that the use of seatbelts recorded an average of 58 percent level of compliance for car traffic and 60 percent for BATs traffic. It was also noted that the level of compliance dropped during the weekend and FRSC patrols were more on some routes than others which could be a part reason for variation in compliance levels

Development of Electric Vehicle Charging Corridor for South Carolina

ABSTRACT We apply a flow-based location model, called Multipath Refueling Location Model (MPRLM), to develop an electric vehicle (EV) public charging infrastructure network for enabling long-haul inter-city EV trips. The model considers multiple deviation paths between every origin-destination (O-D) pairs and relaxes the commonly adopted assumption that travelers only take a shortest path between O-D pairs. This model is a mixed-integer linear program, which is intrinsically difficult to solve. With greedy-adding based heuristics, the MPRLM is applied to optimally deploy EV fast charging stations along major highway corridors in South Carolina. Compared to engineering methods, the optimization model reduces the capital cost of establishing a fast charging network by two thirds. We also explore the interplay between the spatial distributions of cities, vehicle range, and routing deviation tolerance as well as their impacts on the locational strategies.

The impact of random mid-block pedestrian crossing on urban arterial operational characteristics in developing countries

Highway Capacity Manual, 2010 (HCM) has developed an integrated multimodal approach to evaluate the quality of service along urban streets. This approach emphasises four different transportation modes, automobile, pedestrian, transit and bicycle. Although HCM procedures are widely used for capacity and level of service analysis, there are several factors that are not comprehensively addressed, such as the effect of pedestrians' mid-block crossing. In this paper, a multimodal microscopic simulation approach is used to address the significance of random mid-block crossing on the operational characteristics of urban arterials in developing countries. The a major urban arterial corridor that experiences high pedestrians volume and vehicular traffic is studied. VISSIM microscopic simulation environment is calibrated based on traffic and speed studies, and three different pedestrians' crossing cases are evaluated. Simulation results have shown that the scenario when pedestrians are randomly crossing the study corridor is associated with lower operational traffic conditions.

Black Sea Area at the Crossroad of the Biggest Global Energy Players’ Interests. The Impact on Romania

By its geographical position in the neighbourhood of large proved reserves of natural gas and crude oil, the Black Sea region has a triple geostrategic and geo-economic dimension, as direct source of energy, major transport corridor for Eurasian energy resources to EU consumers, on the emerging Caspian Sea - Black Sea- Mediterranean Sea axis, and major factor of energy security for the EU and Romania. From this triple perspective it is necessary to assess whether a coordinated approach of the Black Sea region will be able to improve and sustain the European energy security and first of all Romania's national energy security, by applying strategies for diversifying supply sources, by stimulating competition on the supply side, through the efficient turning to account of its own resources and by connecting to the infrastructure projects allowing diversification of transport routes and access to new sources of energy, including return flows from West Europe. Although by the cancellation of Nabucco project, Romania has been deprived of an important infrastructure project it has, at least theoretically, other sources and opportunities to enhance energy security, thanks to discoveries in the Black Sea offshore area, to potential shale gas and renewable energy resources and last but not least by its nuclear energy capacity and potential. The year 2020 is looming as a common deadline for Europe in achieving several strategic objectives (the possibility of starting shale gas production in some European countries, the completion of major transport gas corridors gas, early operations of natural gas development in Black Sea waters etc) each of them marked by a substantial dose of uncertainty. But the current year could bring, in many respects, an economic, political and strategic clarification for Romania, given that the industry is renegotiating the fiscal regime for oil and gas extraction. The new tax system must be designed in a manner that stimulates equally the interests of foreign investors-because of large necessary investment funds, difficult geological conditions, lack of technological know-how and of capacity to access funding mechanisms and global portfolios by Romania- while ensuring a resource recovery to the benefit of the society.

Can Good Walkability Expand the Size of Transit-Oriented Developments?

This pilot study challenged two pieces of conventional wisdom related to transit-oriented development: ( a) the popular but unproven principle of a 0.5-mi radius threshold and ( b) its concentric circular shape. On the basis of a detailed literature review, the current research traced the origins of the ideas of a 0.5-mi radius and a 0.25-mi radius and explored the concept of acceptable access distance as an alternative to the current rule-of-thumb threshold distance. An acceptable walking distance was hypothesized to be positively influenced by microlevel walkability. A case study was undertaken to test the impact of microlevel walkability on the acceptable walking distance to a station. On the basis of a station user survey and walkability audit administered in the station area of Mountain View, California, a regression analysis was performed to estimate a transit user acceptable access walking distance. A second analysis was conducted to test the existence of a critical walkability zone in which microlevel walkability was more influential within the zone than outside it. Two access mode choice logit models were built with different sets of travelers selected on the basis of their home origins, and the explanatory powers of the two models were compared. On the basis of these two analyses, the major findings were the following: the acceptable walking distance to a station could be extended through improvements in the microlevel walkability along the major pedestrian corridors that led to the station and a donut-shaped critical walkability zone might exist.

AFFINITY PROPAGATION CLUSTERING IN DEFINING LEVEL OF SERVICE CRITERIA OF URBAN STREETS

Defining Level Of Service (LOS) criteria is very important as this is the first step of LOS analysis but this is not well defined in Indian context. The analysis followed in India is basically adaptation of Highway Capacity Manual (HCM 2000) methodology which is more suitable for developed countries having homogenous traffic pattern. An attempt has been made in this study to define LOS criteria of urban streets for developing countries having heterogeneous traffic flow condition. Defining LOS is basically a classification problem and to solve it Affinity Propagation (AP), a very recently developed cluster algorithm is used. Inventory details and the required speed data are collected from five major street corridors of Greater Mumbai Region in India through the application of Trimble GeoXT Global Positioning System (GPS) receiver. Six validation parameters are used on Free Flow Speed (FFS) data to find the optimal number of clusters, which is required for the classification of street segments into number of classes. After that speed data collected during both peak and off-peak hours are averaged over street segments and clustered into six groups to get the speed ranges of different LOS categories. Using validation parameters, considering the physical and surrounding environmental characteristics it is found that street segments can be classified into four classes in Indian context as mentioned in Highway Capacity Manual 2000. However, the FFS range for urban street class IV (urban design category) is significantly lower because of varying road geometric characteristics. The speed ranges of LOS categories under urban street classes are proportionately lower to that values mentioned in HCM 2000 because of highly heterogeneous traffic flow on urban Indian roads. The travel speed data collection procedure using GPS is simple and accurate. In addition, AP clustering is highly efficient in terms of time saving and provides a very accurate solution to classification problems. Hence, both GPS and AP techniques can be applied in other countries to define the speed ranges of LOS categories considering the local conditions.

Quantifying the benefits of adaptive split feature on the operation of coordinated actuated traffic signal system

Coordinated actuated traffic signal systems have been widely deployed in urban and suburban areas as they provide progression along the major corridors. However, it has been often observed that uncoordinated cross street movements experience higher delay under the coordinated actuated signal systems due to their inability to adjust maximum green times (or force-off points). A few studies mentioned the use of adaptive maximum or split to dynamically adjust maximum green on uncoordinated movements. However, no field implementation results were reported. The purpose of this study was to quantify the impacts of implementing an adaptive split feature on the operation of coordinated actuated traffic signal system through simulation, and then to validate such impacts through a field before-and-after study. The travel time on the coordinated arterials and the stopped delay on key approaches were selected as Measures of Effectiveness (MOEs) to assess the performance of adaptive split feature at the coordinated actuated signalized intersections. The field before-and-after study showed that adaptive split feature resulted in 18 to 38% reduction of stopped delay on cross street uncoordinated movements which is very similar as that estimated by simulation model. In addition, the travel time comparison of before-and-after study also showed that adaptive split feature would not have negative impact on the performance the coordinated approaches.

Uncovering regional characteristics from mobile phone data: A network science approach

AbstractWe introduce network science methods to uncover inherent characteristics of functional regions. An aggregate spatial interaction network is constructed based on a large mobile phone data set including 431 million mobile calls made by 10 million anonymous customers over one month and the geographic locations of the mobile base towers involved in each call. We use Thiessen polygons (termed ‘cells’) as the unit of analysis to approximate the service area of each mobile base tower. Major findings encompass the following three aspects. First, cells with high betweenness centrality are linearly distributed in space, which closely aligns with major transportation corridors. We find that this pattern can be explained by analysing the characteristics of calling activities on transportation networks. Second, we detect a two‐level hierarchy of communities that correspond well to county and prefecture‐level administrative unit boundaries. Lastly, almost every community identified at the two hierarchical levels contains a cell with high betweenness. These cells are located near the political and economic centres and play the role of hubs in the regional socio‐economic system. This research demonstrates that networks built from mobile phone data provide new understandings of spatial interactions and regional structures.

Assessment of rock slope stability and structurally controlled failures along Samma escarpment road, Asir Region (Saudi Arabia)

Samma escarpment road is located in Asir Region, Saudi Arabia. It is located NW of Abha city. This escarpment road represents a major corridor in the area which connects different cities and touristic resorts in the region. It is descended from Sudah plateau at about 2700 m above sea level (asl) toward Wadi al Aws at about 1500 m asl. The total length of the road section is about 8 km which is passing through a highly mountainous area characterized by a complex geological and structural elements. This road has been exposed to frequent slope failures from time to time due to various factors such as intense rain storms, different geological and structural elements (weak rocks, shear zones, and faults), road characteristics (different horizontal/vertical curvatures and narrow road section), and human activities (uncontrolled rock cuts). Many sliding events have been documented along this escarpment road, particularly during and following rainstorms. The purpose of this paper is to evaluate the geology and structures by applying the rock mass rating (RMR) and slope stability (structurally controlled failures) along the Samma escarpment road. The stability analysis was performed using two Dips and RockPack III programs with the help of RocLab software. The Summa escarpment rock cuts were classified into 51 stations which were investigated in detail. Results indicated that most rock stations are poor quality, and 31, 32, and 41 stations are stable, 4, 6, and 7 stations are marginally stable, and 16, 13, and 3 stations are potentially unstable due to planar, wedge, and toppling failures, respectively. Finally, different recommendations and remediation methods were suggested as mitigation measures.

Satsurblia: new insights of human response and survival across the Last Glacial Maximum in the southern Caucasus.

The region of western Georgia (Imereti) has been a major geographic corridor for human migrations during the Middle and Upper Palaeolithic (MP/UP). Knowledge of the MP and UP in this region, however, stems mostly from a small number of recent excavations at the sites of Ortvale Klde, Dzudzuana, Bondi, and Kotias Klde. These provide an absolute chronology for the Late MP and MP–UP transition, but only a partial perspective on the nature and timing of UP occupations, and limited data on how human groups in this region responded to the harsh climatic oscillations between 37,000–11,500 years before present. Here we report new UP archaeological sequences from fieldwork in Satsurblia cavein the same region. A series of living surfaces with combustion features, faunal remains, stone and bone tools, and ornaments provide new information about human occupations in this region (a) prior to the Last Glacial Maximum (LGM) at 25.5–24.4 ka cal. BP and (b) after the LGM at 17.9–16.2 ka cal. BP. The latter provides new evidence in the southern Caucasus for human occupation immediately after the LGM. The results of the campaigns in Satsurblia and Dzudzuana suggest that at present the most plausible scenario is one of a hiatus in the occupation of this region during the LGM (between 24.4–17.9 ka cal. BP). Analysis of the living surfaces at Satsurblia offers information about human activities such as the production and utilisation of lithics and bone tools, butchering, cooking and consumption of meat and wild cereals, the utilisation of fibers, and the use of certain woods. Microfaunal and palynological analyses point to fluctuations in the climate with consequent shifts in vegetation and the faunal spectrum not only before and after the LGM, but also during the two millennia following the end of the LGM.

Much More than Money: Remittances and Human Development

In Migrant Remittances and Development in the Global Economy, Manuel Orozco analyzes “the ways that migrant remittances operate worldwide and the implication of these inflows for developing countries” (p. 1). He defines development broadly defining it as “a condition that enables individuals and society to enjoy a healthy quality of life, be free, have opportunities for upward mobility, and improve their material circumstances” (p. 5). Orozco aptly argues that the regulations that shape marketplaces and financial service access in both the host and home states also shape remittances' impact on development. Orozco supports his claim using comparative analyses of four major remittance corridors: the United States to Latin America and the Caribbean; Japan to Southeast Asia; Russia to Central Asia and the Caucasus; and Europe to Western Africa. Remittances and Development is empirically and theoretically strong in the sense that it employs a variety of original studies to identify and describe how remittances have a positive impact on human lives. Its description of remittance trends and the myriad of regulations that shape them is a particular strength. Orozco also covers an impressive range of subjects regulations and remittance trends, including the role of microfinance institutions, migrant philanthropy through transnational organizations, and nostalgic trade. However, this wide scope limits the depth of discussion and, ultimately, the book's substantive contributions.

A Bilevel Traffic Data Extraction Procedure via Cellular Phone Network for Intercity Travel

The absence of traffic surveillance infrastructure, in many developing countries, hinders any efforts for dealing with the daily witnessed traffic chaos. The use of the cellular phone (CP) network data for traffic data collection is a promising option for large-scale coverage, given a high CP penetration rate. This article presents a bilevel procedure for the extraction of classified vehicular traffic counts for different vehicle types, in a given roadway segment, for intercity travel. The bilevel procedure operates in an offline setting, independent from any secondary traffic surveillance system. At the first level, cellular phones on board the same vehicle are clustered using a “data swarm clustering” algorithm. At the second level, a genetic fuzzy classifier (GFC) is used for vehicles classification. The development and testing of the proposed procedure was conducted using a traffic/CP simulation platform. At the development phase, the swarm-based clustering algorithm achieved 93% clustering accuracy (vehicle count accuracy). At the second level, the fuzzy classifier successfully classified around 85% of the vehicles. The procedure was further evaluated using a microsimulation model of a major travel corridor in the Greater Cairo Region, Egypt. Superior performance was achieved, at the clustering level, with an accuracy of 97.6%. The revealed accuracy demonstrates the efficiency of the developed procedure for extracting unclassified vehicular counts from CP data. At the classification level, accuracy was reduced to 70.6 ± 11.5%. Achieved classification results are promising from a conceptual perspective. Nevertheless, further investigation is crucial for enhanced classification performance and robustness.

The Panama Canal and the transoceanic dispersal of marine invertebrates: Evaluation of the introduced amphipod Paracaprella pusilla Mayer, 1890 in the Pacific Ocean

Although the Panama Canal is one of the major corridors for shipping and potential dispersal of marine invaders in the tropics, little is known about the effect that the Canal has had on the distribution of marine biota. In this study, we (a) document the existence of established populations of the Western Atlantic caprellid amphipod Paracaprella pusilla, Mayer, 1890 for the first time at the Pacific entrance to the Canal, (b) review its distribution in the Pacific Ocean, and (c) evaluate possible mechanisms of introduction. The confirmed distribution of P. pusilla in the Pacific Ocean is limited to Australia, Hawaii, and Panama, despite earlier published reports from Chile and China. Laboratory experiments demonstrated intolerance of P. pusilla to freshwater, causing 100% mortality, and suggest invasion of the Pacific coast of Panama occurred through the Canal via ships' ballast water or by secondary spread via ships (ballast water or hull fouling) from another Pacific region.

Discovering temporal and spatial patterns and characteristics of pavement distress condition data on major corridors in New Mexico

Roadway networks, as part of transportation infrastructure, play an indispensable role in regional economies and community development. The high-quality pavement serviceability of these networks is essential to ensure safe, cost-effective daily traffic operations. In-depth analyses of network-wide pavement surface condition data are necessary inputs for optimal pavement design and maintenance, traffic safety enhancement, and sustainable traffic infrastructure system development. This study aims to investigate various pavement distress condition performance measurements and their correlations to better understand temporal–spatial characteristics of roadway distress based on pavement distress condition data collected in New Mexico from 2006 to 2009. Eight major corridors across various urban and rural areas were selected for analyzing pavement surface-distress conditions and discovering their intrinsic characteristics and patterns across both temporal and spatial domains. The results show that there are not strong correlations among different distress measurements, implying the rationality of the current pavement performance measurement protocol used by the state transportation agencies. Regression models were established and GIS-based spatial analyses were performed to extract temporal and spatial patterns of Distress Rate (DR) data. The model results illustrate significant correlations of the DR data on the same route between two consecutive years, which can be partially characterized by a Markov process. GIS-based spatial investigations also show unique features of pavement condition deterioration attributed to diverse geometric characteristics and traffic conditions, such as vehicle compositions and volumes and urban and rural areas. The research findings are helpful to understand the characteristics of pavement distress conditions more clearly and to optimize traffic infrastructure design and maintenance.

Un exemple de gestion des géo-ressources au Paléolithique supérieur en moyenne montagne : le Badegoulien de la grotte du Rond-du-Barry (Sinzelles, Polignac, Haute-Loire)

Rond-du-Barry cave is situated in the centre of the Cenozoïc sedimentary basin of Puy-en-Velay in a mountainous environment. It contains Middle Palaeolithic, Badegoulian, Magdalenian and more recent occupation levels. Lying between two major river corridors (the Loire to the west and the Allier to the east), this site provides a special opportunity for defining exploitation and management modalities linked to the territory occupied by the prehistoric humans who inhabited the cave and the role played by the landscape's structural elements in human behavior at the end of the Upper Pleistocene. Lithic raw material analysis of the archaeological assemblages allowed us to define the dispersal of raw materials used in the site. Such dispersal has for some time been considered to provide a reliable reflection of actual movements of human groups. Our study, based on a modified methodology incorporating the concept of a chaine évolutive for flint, focused on the lithic artifacts from Rond-du-Barry unit F2, which are attributed to the Badegoulian. The results of our study differ from those of previous studies in terms of the diversity of the raw material being used and the frequency of occurrence for each type. Our conclusion is that Badegoulian humans were not physically constrained by a familiar territory, but traveled and/or traded widely in their quest for suitable raw materials. The diversity in the lithic raw materials, gathered locally and semi-locally from different primary and secondary outcrops demonstrates this territorial range. Importation of siliceous raw material originating from the meridional edge of the Paris basin (Berry, Touraine) suggests a planned resource-use strategy for obtaining large pieces of flint, which are rare in the regional outcrops. However, unraveling the resource use strategies to this degree of intention lies beyond what can be revealed by the lithic material alone.

Assessing the vulnerability of coastal infrastructure to sea level rise using multi-criteria analysis in Scarborough, Maine (USA)

Sea level rise and climate change will have widespread impacts on coastal towns and cities, many of which have seen dramatic increases in development over recent decades. In addition to potential private property damage, the critical public infrastructure that supports these regions will become increasingly vulnerable to coastal flooding. This paper describes a straightforward, structured methodology for identifying and prioritizing critical infrastructure vulnerabilities in the coastal community of Scarborough, Maine, USA. The study uses GIS mapping and analysis techniques to identify infrastructure vulnerabilities in a coastal town under three different potential future flooding scenarios. A simple multi-criteria analysis matrix is used to explore the often hard to quantify, multifaceted consequences of infrastructure loss. Numerical scores are attributed to represent the economic, social, health and safety and environmental impacts of coastal flooding, allowing vulnerable locations to be ranked in order of overall importance. The results are summarized in a series of tables, maps and data sheets that convey data in readily accessible formats. High traffic roads, including evacuation routes, and major utility corridors are identified as the most critical vulnerable infrastructure assets in the town. Targeted improvements are recommended in these critical areas to improve system and community resilience to climate change and sea level rise. Our approach makes use of standard techniques, requires limited data and is therefore readily transferable for use in infrastructure planning in other similar communities. The methodology encourages public engagement and education, and the results can be used by the local authorities to pursue external funding opportunities to support investment in proactive infrastructure adaptation. The identification of key system weaknesses will allow future infrastructure investment to be targeted to the most critical areas, and assist in improving emergency response plans.