Along the beach in Mondouku, Côte d'Ivoire, a group of fishermen have just returned with their catch. Many of them come from neighboring Ghana, and they tell us that they come to the Ivorian part of the coast because there are more fish here. Still, they explain that the fish are smaller in size and number compared to previous years. The beach they are sitting on is lined with small hotels and cabanas destroyed in a storm surges over the past few years. A bit further down the coast, near the Vridi Canal, we speak with Conde Abdoulaye, who runs the lobster restaurant that his father ran before him. Even at low tide, the water laps against the steps of the restaurant and a retaining wall which he has rebuilt numerous times. He says he knows it is inevitable that at some point the sea will swallow his restaurant, and he will have to leave. He blames the canal for most of the beach erosion, but also acknowledges that changing weather patterns and increasing storms have contributed to the damage.
disaster risk management
Let’s say that, on a typical Wednesday, the team needs to attend a meeting in São Paulo. To ensure we can make it on time, we plan our day carefully, book our flights and define the right time to leave the office in Brasilia. With a plan in place, we leave the office at 10:00 am and head to Brasilia Airport. The first leg of the trip takes 35 minutes and we manage to arrive early for our 11:00 am flight, which, unfortunately, is delayed by 20 minutes. We land in São Paulo, quickly get out of the terminal, and manage to hop on a taxi at 1:20pm… not bad! We are now on the last leg of our journey, a mere 14-kilometer drive between Congonhas Airport and the meeting place, which is supposed to take only 20 minutes. However, there is a short thunderstorm that floods the city and closes off key streets. This single event leads to complete traffic chaos along the way, and our planned 20-minute transfer from the airport turns into a 1-hour-and-15-minute ordeal. These traffic disruptions have a serious impact on our meeting as well, as some Department of Transport staff cannot join and some items of the agenda cannot be discussed.
This incident may seem anecdotal, but it is a good illustration of our extreme dependency on transport systems and the weaknesses associated with it. Because transport is so critical to our social and economic lives, it is extremely important to understand, anticipate, and minimize the different types of risks that may impact transport systems.
Intense drought can devastate a country. . Dealing with both at the same time? That’s just another day for too many countries around the world that struggle to accurately predict weather- and climate-related disasters while simultaneously dealing with their effects.
Today, World Meteorological Day recognizes the benefits of accurate forecasting and improved delivery of hydromet services for the safety of lives and economies. Hydrological and meteorological (or “hydromet”) hazards – weather, water, and climate extremes – are responsible for 90 percent of total disaster losses worldwide. Getting accurate, timely predictions of these hazards into the hands of decision-makers and the public can save lives, while generating at least three dollars’ worth of socio-economic benefits for every one dollar invested in weather and climate services – a win-win. But less than 15 years ago, even the small amount of hydromet investment that existed was fragmented, with little hope of producing sustainable results.
At each end of a bridges is a structure which supports the weight of the deck. These are known as abutments, and they are often the first part of the bridge to fail. Blockage of the main channel by debris can cause water to look for the path of least resistance around the sides of the bridges, thus placing the abutments at risk.
Traditional bridge construction requires the installation of piles for the foundations of abutments—a lengthy and expensive process that involves specialist materials, skills and equipment.
But there is another promising solution: Geosynthetic Reinforced Soil (GRS) abutments. These allow for rapid and resilient construction of bridge abutments using locally available materials, without specialized equipment. With GRS, bridges can be constructed in as little as five days (Von Handorf, 2013) and at a cost 30-50% lower than traditional approaches (Tonkin and Taylor, 2016) .
GRS abutments are based on ‘geogrids,’ a high density mesh made out of polyethylene (plastic). Layers of soil and geogrid are combined to create a solid foundation for the bridge deck. Construction can be completed with basic earthmoving and compaction equipment, and a range of local fill materials can be used with guidance from geotechnical specialists.
In a rapidly urbanizing world, our incautious thirst for plastics and non-degradable products continues to adversely affect local environments and air quality, and contributes to climate change. The need to rethink how to collect and dispose of solid waste is urgent. Whilst many countries and cities have put forth encouraging efforts to recycle and reduce waste, the levels of consumption and the production of waste continue to increase.
Already , frequently surpassing destruction to housing and agriculture in value terms. For example, a fiscal disaster risk assessment in Sri Lanka highlighted that over 1/3 of all damages and losses over the past 15 years were to the transport network. Damage is sustained not only by road surfaces or structures, but also by bridges, culverts, and other drainage works, while losses occur when breaks in transport links lead to reduced economic activity.
Along with additional stress from swelling urban populations worldwide, rising sea levels, changes in temperatures and rain patterns, and increasing severity and frequency of floods and storm events are the key climate change factors that make conditions more volatile. Ultimately it is these scenarios and their potential outcomes that threaten the longevity and functionality of much existing transport infrastructure. Indeed, .
Compounding the challenge of addressing these conditions is the difficulty that exists in precisely forecasting the magnitude, and in some cases the direction, of changing climactic parameters for any particular location. Meanwhile, the risk of wasting scarce resources by ‘over designing’ is as real as the dangers of climate damage to under designed infrastructure.
To identify the optimal response of our client governments to this threat and to ensure that all transport infrastructure supported by the Bank is disaster and climate resilient, – a partnership of complementary expertise to identify practical cost-effective approaches to an evolving challenge. We have come together to better define where roads and other transport assets should be built, how they should be maintained, and how they can be repaired quickly after a disaster to enable swift recovery.
While the need for housing is widespread, individually people have different needs—depending on whether they are single, married, senior citizens, families with children, or members with disabilities. Despite the best of intentions of policymakers, "a roof overhead" remains an elusive goal for a large majority of the world’s people. Most households cannot afford even the cheapest house that fits their needs and qualifies as “decent,” and no government alone can close this gap with subsidies. Nor are we on track to build the 300 million new houses needed to close the housing gap by 2030.
Admittedly, the region does not face the same daunting disaster risks as some other parts of the world – especially in South Asia, East Asia and Latin America – but nevertheless, it is far from immune to the effects of natural hazards – as the past clearly reminds us.
Volcanic eruptions capture the imagination with their awe-inspiring power, but why don’t they capture the attention of decision makers and development professionals working to build resilient communities? People visit Pompeii in the shadow of Mt. Vesuvius, and see the once thriving community destroyed within minutes from a major past eruption, but it does not resonate with their day-to-day lives. We see spectacular footage of erupting volcanoes in the media, but we rarely think about what it means for communities who live within the reach of the multiple volcanic hazards that can occur during eruptions.
This wasn’t always the case. For 11 years from 1980, volcanic eruptions were at the forefront of the minds of those working in disaster risk management. At the opening of the decade, Mt. St. Helens violently erupted, claiming the lives of 57 and causing over USD1 billion in damage in the USA. Two years later, El Chichon erupted in Mexico killing at least 2,000. In 1985, a very minor eruption of Nevada del Ruiz volcano triggered a massive deadly mudflow (lahar) that killed 23,000 people in the town of Armero, Colombia. A year later, 1,700 people were killed in their sleep by volcanic gases from Lake Nyos volcano in Cameroon.
Worldwide, natural disasters claimed 1.3 million lives between 1992 and 2012, with earthquakes accounting for 60%of disaster deaths in low- and middle-income countries, where the preponderance of sub-standard housing increases the risks. .
The good news is that most of those deaths and property losses can be prevented. In 2003, for example, within three days of each other, earthquakes of similar magnitude struck Paso Robles, California and Bam, Iran. The death toll in Bam was 40,000—nearly half the city’s population. Two people died in Paso Robles.
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