Transport infrastructure is exposed to natural hazards all around the world. Here we present the first global estimates of multi-hazard exposure and risk to road and rail infrastructure. Results ...reveal that ~27% of all global road and railway assets are exposed to at least one hazard and ~7.5% of all assets are exposed to a 1/100 year flood event. Global Expected Annual Damages (EAD) due to direct damage to road and railway assets range from 3.1 to 22 billion US dollars, of which ~73% is caused by surface and river flooding. Global EAD are small relative to global GDP (~0.02%). However, in some countries EAD reach 0.5 to 1% of GDP annually, which is the same order of magnitude as national transport infrastructure budgets. A cost-benefit analysis suggests that increasing flood protection would have positive returns on ~60% of roads exposed to a 1/100 year flood event.
This paper presents a first estimate of the exposure of the world's large port cities (population exceeding one million inhabitants in 2005) to coastal flooding due to sea-level rise and storm surge ...now and in the 2070s, taking into account scenarios of socio-economic and climate changes. The analysis suggests that about 40 million people (0.6% of the global population or roughly 1 in 10 of the total port city population in the cities considered) are currently exposed to a 1 in 100 year coastal flood event. For assets, the total value exposed in 2005 across all cities considered is estimated to be US$3,000 billion; corresponding to around 5% of global GDP in 2005 (both measured in international USD) with USA, Japan and the Netherlands being the countries with the highest values. By the 2070s, total population exposed could grow more than threefold due to the combined effects of sea-level rise, subsidence, population growth and urbanisation with asset exposure increasing to more than ten times current levels or approximately 9% of projected global GDP in this period. On the global-scale, population growth, socio-economic growth and urbanization are the most important drivers of the overall increase in exposure particularly in developing countries, as low-lying areas are urbanized. Climate change and subsidence can significantly exacerbate this increase in exposure. Exposure is concentrated in a few cities: collectively Asia dominates population exposure now and in the future and also dominates asset exposure by the 2070s. Importantly, even if the environmental or socio-economic changes were smaller than assumed here the underlying trends would remain. This research shows the high potential benefits from risk-reduction planning and policies at the city scale to address the issues raised by the possible growth in exposure.
Target carbon's costs, policy designs, and developing countries
There have been dramatic advances in understanding the physical science of climate change, facilitated by substantial and reliable ...research support. The social value of these advances depends on understanding their implications for society, an arena where research support has been more modest and research progress slower. Some advances have been made in understanding and formalizing climate-economy linkages, but knowledge gaps remain e.g., as discussed in (
1
,
2
). We outline three areas where we believe research progress on climate economics is both sorely needed, in light of policy relevance, and possible within the next few years given appropriate funding: (i) refining the social cost of carbon (SCC), (ii) improving understanding of the consequences of particular policies, and (iii) better understanding of the economic impacts and policy choices in developing economies.
Many decisions concerning long-lived investments already need to take into account climate change. But doing so is not easy for at least two reasons. First, due to the rate of climate change, new ...infrastructure will have to be able to cope with a large range of changing climate conditions, which will make design more difficult and construction more expensive. Second, uncertainty in future climate makes it impossible to directly use the output of a single climate model as an input for infrastructure design, and there are good reasons to think that the needed climate information will not be available soon. Instead of optimizing based on the climate conditions projected by models, therefore, future infrastructure should be made more robust to possible changes in climate conditions. This aim implies that users of climate information must also change their practices and decision-making frameworks, for instance by adapting the uncertainty-management methods they currently apply to exchange rates or R&D outcomes. Five methods are examined: (i) selecting “no-regret” strategies that yield benefits even in absence of climate change; (ii) favouring reversible and flexible options; (iii) buying “safety margins” in new investments; (iv) promoting soft adaptation strategies, including long-term prospective; and (v) reducing decision time horizons. Moreover, it is essential to consider both negative and positive side-effects and externalities of adaptation measures. Adaptation–mitigation interactions also call for integrated design and assessment of adaptation and mitigation policies, which are often developed by distinct communities.
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