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Federal funding programs that may ... increase the vulnerability of natural or built systems, economic sectors, natural resources, or communities to climate change related risks" and to "integrate consideration of climate change into agency operations and overall mission objectives " E.O. 13653, Sections 2 and 5, 78 Fed. Reg. 66819, 66821 (11/6/2013). USDOT complied with these directives by first issuing a Policy Statement in 2011, requiring integration of climate change adaptation strategies "into [its] core policies, planning, practices and programs." USDOT, "Police Statement on Climate Change Adaptation" at 2 (6/2011). This policy also requires USDOT to use "best -available science" and apply "risk management methods and tools" in assessing and planning for climate change. Id. USDOT then issued a Climate Adaptation Plan which characterized the problem unique to transportation as follows: Transportation infrastructure is inherently long-lived. Bridges, tunnels, ports and runways may remain in service for decades, while rights-of-way and specific facilities continue to be used for transportation purposes for much longer. In addition to normal deterioration, transportation infrastructure is subject to a range of environmental risks over long time spans, including wildfire, flood, landslide, geologic subsidence, rock falls, snow, ice, extreme temperatures, earthquakes, storms, hurricanes and tornados. Infrastructure designers and operators must decide the magnitude of environmental stress that any particular project will be able to withstand over its lifetime. USDOT, "Climate Adaptation Plan. Ensuring Transportation Infrastructure and System Resilience" at 3 (5/2013). To deal with this problem, USDOT found that "newly constructed infrastructure should be designed and built in recognition of the best current understanding of future environmental risks. In order for this to happen, understanding of projected climate changes would need to be incorporated into infrastructure planning and design processes, across the many public and private builders and operators of transportation infrastructure." Id. at 6. More particularly, the agency committed to "take actions to ensure that Federal transportation investment decisions address potential climate impacts in statewide and metropolitan transportation planning and project development processes as appropriate in order to protect federal investments," id. at 5, and indicates that "FRA will consider potential climate impacts and adaptation during rail planning and corridor program development." Id. at 15. The short shrift paid by the DEIS to the climate change -related implications of siting a federally funded high speed rail corridor in the coastal zone and flood plains of Florida falls far short of the careful planning envisioned by the President, and the commitments made by USDOT. It also does not conform to the requirement under NEPA that agencies consider thoroughly the "reasonably foreseeable" short- and long-term environmental impacts of their actions. In the event these JO i - Page 12 1824679 November 14, 2014