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Disasters

Transport and climate change: Putting Argentina’s resilience to the test

Verónica Raffo's picture
Also available in: Spanish


Would you imagine having to evacuate your village by boat because the only road that takes you to your school and brings the goods is flooded?

In February 2018, the fiction became reality for some residents in the province of Salta, northern Argentina, after heavy rains caused the Bermejo and Pilcomayo river to overflow. The flooding resulted in one fatality, required the evacuation of hundreds of residents, and washed a segment of Provincial Route 54, leaving the village of Santa Victoria del Este completely stranded.

Similarly, a segment of National Route 5 in one of the main corridors of Mercosur has been impassable for more than a year because the level of the Picassa lagoon keeps rising due to extreme rainfall and lack of coordination among provinces on how to deal with excess water flows. The expansion of the lagoon is forcing 4,000 vehicles a day to make a 165-km detour, and adds one transit day for the 1,560 freight trains running every year between Buenos Aires and Mendoza. The flooding is dragging the economy behind and inflating already high logistics costs.

As a matter of fact, a recent World Bank study put the cost of damages and disruptions like these at an estimated 0.34% of GDP a year for riverine flooding, plus 0.32% of the GDP for urban flooding.

To address these risks, Argentina’s Ministry of Transport started a dialogue with the World Bank to explore ways of reducing the vulnerability of the network.

Addressing the risks from climate change in performance-based contracts

Chris Bennett's picture


Output and performance based road contracts (OPRC) is a contracting modality that is increasingly being used to help manage roads. Unlike traditional contracts, where the owners define what is to be done, and oftentimes how to do it, OPRC contracts define the outcome that the owners want to achieve, and the contractor is responsible to meet those outcomes. Performance is measured against a series of key performance indicators (KPIs) or service levels.
 
Critical to the success of any OPRC contract is the assignment of risk between parties. Climate change has major implications for OPRC contracts because it affects the risk exposure of both parties. With funding from the Public Private Infrastructure Advisory Facility (PPIAF), a new analysis considered how to incorporate climate change risks into OPRC contracts.
 
What’s Happening Right Now?
 
Without clear expectations around climate risk, neither the asset owner nor the companies bidding for performance contracts will adequately address the risks. Bidders cannot be held accountable for risks that are not specifically cited or linked with performance criteria.
 
At present, climate change risks are generally carried by the asset owner through the Force Majeure provisions of the contract, and treated as ‘unforeseen’ events, with repair costs reimbursed to the contractor. This impacts the overall cost of the OPRC, and where extreme weather events are becoming common-place, reduces the efficacy of OPRC as a contracting modality. The most pressing issues challenging stakeholders during each phase of development are summarized in this chart.

Thank goodness, we had an extra bridge in stock!

Malaika Becoulet's picture
Credit: Joshua Stevens/NASA Earth Observatory
On October 4, 2016, category 4 Hurricane Matthew struck the southern part of Haiti. Strong winds and rain triggered heavy flooding and landslides that resulted in 500 fatalities, along with widespread infrastructure damage and economic loss. The hurricane caused the collapse of the Ladigue Bridge, a vital asset connecting the southern peninsula of Haiti to the capital city and the rest of the country. The collapse left 1.4 million people completely isolated, making it extremely hard to deliver the aid and humanitarian assistance they needed. Overall damage and losses were equivalent to 32% of GDP, with transport accounting for almost a fifth of the total.
 
Haiti is among the countries that are most vulnerable to natural disasters including hurricanes, floods, and earthquakes—the result of a combination of factors that include high exposure to natural hazards, vulnerable infrastructure, environmental degradation, institutional fragility, and a lack of adequate investment in resilience. In Haiti, 80% of people and goods are transported by road. First aid and humanitarian resources, often concentrated in Port-au-Prince, need to transit through congested and sometimes inaccessible roads to reach affected areas. In that context, strengthening and building resilient infrastructure is key.
 
Since 2008, the World Bank has supported the reconstruction of 15 major bridges and stabilized 300 kilometers of roads to enhance the resilience of Haiti’s transport network. One of the most significant innovations that came out of this effort was the adoption of standardized emergency bridges that can be assembled within 2- 3 months from pre-designed and interchangeable components.

Sustainable Mobility for All: Bringing the vision to life

Nancy Vandycke's picture
Photo: Imedagoze/Flickr

Making sustainable transport a reality requires a coordinated strategy that reflects the contributions and various interests of stakeholders around the world.
 
The Sustainable Mobility for All partnership has a critical part to play in kickstarting this process. The initiative is working to raise the profile of sustainable mobility in the global development agenda and unite the international community around a vision of transport that is equitable, efficient, safe, and green.
 
The issue of mobility and sustainability resonates well with countries’ concerns. The recent UN Resolution focusing on the role of transport and transit corridors in sustainable development demonstrates the continuing importance attached to the issue of transport and mobility by national governments around the world.

Maximizing finance for safe and resilient roads

Daniel Pulido's picture


Around the world, roads remain the dominant mode of transport and are among the most heavily-used types of infrastructure, accounting for about 80% of the distance travelled for individuals and 50% for goods.

Despite this intensive use, the funding available for road maintenance has been inadequate, leaving roads in many countries unsafe and unfit for purpose.

To make matters worse, roads are also very vulnerable to climate and disaster risk: when El Niño hit Peru in 2017, the related flooding damaged about 18% of the Peruvian road network in just one month.

It is no surprise then that roads are the sector that will require the most financing. In fact, the G20 estimates that roads account for more than half of the $15 trillion investment gap in infrastructure through 2040.

Transforming Transportation 2018: To Craft a Digital Future for All, We Need Transport for All

Jose Luis Irigoyen's picture



Exponential progress in how we collect, process and use data is fundamentally changing our societies and economies. But the new digital economy depends fundamentally on a very physical enabler. Amazon and Alibaba would not exist without efficient ways to deliver products worldwide, be it by road or ship or drone. The job you applied for through Skype may require travel to London or Dubai, where you’ll expect to get around easily.

In fact, as the backbone of globalization, digitization is increasing the need to move people and goods around the planet. Mounting pressure on transportation as economies grow is leading to unsustainable environmental and safety trends. Transport needs are increasingly being met at the cost of future generations.

Can the digital revolution, which depends so much on efficient global and local mobility, also help us rethink transportation itself? To be a part of the solution to issues such as climate change, poverty, health, public safety, and the empowerment of women, the answer must be yes. Transport must go beyond being an enabler of the digital economy to itself harnessing the power of technology.

Africa is paving the way to a climate-resilient future

Tara Shirvani's picture


Since the presentation of the World Bank’s first Africa Climate Business Plan at the COP 21 in Paris in 2015 and the Transport Chapter in Marrakech in 2016, a lot of progress has been made on integrating climate adaptation and mitigation into our transport projects.

The World Bank initially committed about $3.2 billion toward mainstreaming climate action into transport programs in Sub-Saharan Africa in the form of infrastructure investments and technical assistance. Following the Paris Agreement, and building on African countries’ Nationally Determined Contributions (NDCs), the size of this portfolio grew to $5 billion for 2016 to 2020.  In 2017, the institution added another $1.9 billion to that amount, bringing the total to $6.9 billion in projects with climate co-benefits— more than twice the size of the original portfolio. These investments will help improve the resilience of transport infrastructure to climate change and improve the carbon footprint of transport systems.
 
Climate change has already started to affect African countries’ efforts to provide better transport services to their citizens.  African transport systems are vulnerable to multiple types of climate impact: sea level rise and storm surge, higher frequency and intensity of extreme wind and storm events, increased precipitation intensity, extreme heat and fire hazard, overall warming, and change in average precipitation patterns. The increased frequency and intensity of extreme climate event challenges the year-round availability of critical transport services: roads are damaged more often or are more costly to maintain; expensive infrastructure assets such as ports, railways or airports can be damaged by storms and storm surges, resulting in a short  life cycle and capacity than they were originally designed for. Critical infrastructure such as bridges continue to be built based on data and disaster risk patterns from decades ago, ignoring the current trend of increased climate risk. For Sub-Saharan Africa alone, it is estimated that climate change will threaten to increase road maintenance costs by 270% if no action is taken.

Resilient transport investments: a climate imperative for Small Island Developing Countries

Franz Drees-Gross's picture
This blog post was co-authored by Franz Drees-Gross, Director, Transport and ICT Global Practice, and Ede Ijjasz-Vasquez, Senior Director, Social, Urban, Rural and Resilience Global Practice.



Transport in its many forms – from tuk-tuks in Thailand to futuristic self-driving electric cars – is ubiquitous in the lives of everyone on the planet. For that reason, it is often taken for granted – unless we are caught in congestion, or more dramatically, if the water truck fails to arrive at a drought-stricken community in Africa.

It is easy to forget that transport is a crucial part of the global economy. Overall, countries invest between $1.4 to $2.1 trillion per year in transport infrastructure to meet the world’s demand for mobility and connectivity. Efficient transport systems move goods and services, connect people to economic opportunities, and enable access to essential services like healthcare and education. Transport is a fundamental enabler to achieving almost all the Sustainable Development Goals (SDGs), and is crucial to meet the objectives under the Paris agreement of limiting global warming to less than 2°C by 2100, and make best efforts to limit warming to 1.5°C.

But all of this depends on well-functioning transport systems. With the effects of climate change, in many countries this assumption is becoming less of a given. The impact of extreme natural events on transport—itself a major contributor to greenhouse gas emissions—often serve as an abrupt reminder of how central it is, both for urgent response needs such as evacuating people and getting emergency services where they are needed, but also for longer term economic recovery, often impaired by destroyed infrastructure and lost livelihoods. A country that loses its transport infrastructure cannot respond effectively to climate change impacts.

How to protect metro systems against natural hazards? Countries look to Japan for answers

Sofía Guerrero Gámez's picture
Also available in: 日本語
Photo: Evan Blaser/Flickr
The concentration of population in cities and their exposure to seismic hazards constitute one of the greatest disaster risks facing Peru and Ecuador. In 2007, a magnitude 8.0 earthquake along the southern coast of Peru claimed the lives of 520 people and destroyed countless buildings. The most recent earthquake in Ecuador, in 2016, left more than 200 dead and many others injured.
 
Of course, these risks are not exclusive to Latin America. Considered one of the most earthquake-prone countries in the world, Japan has developed unparalleled experience in seismic resilience. The transport sector has been an integral part of the way the country manages earthquake risk— which makes perfect sense when you consider the potential consequences of a seismic event on transport infrastructure, operations, and passenger safety.

地下鉄システムを自然災害から守るには:日本に答えを求める海外の国々

Sofía Guerrero Gámez's picture
Also available in: English
写真: Evan Blaser/Flickr
ペルーとエクアドルが抱える災害リスクの中でも特に大きな問題は、都市への人口集中と地震災害に対する脆弱性です。2007年、ペルー南部の沖合でマグニチュード8.0の地震が発生し、520人の命を奪い、数え切れないほどの建物が損壊しました。2016年にエクアドルで起きた最近の地震の犠牲者数は200人を超え、さらに多くの人が負傷しました。

もちろん、こうしたリスクは中南米の国だけに存在するわけではありません。世界有数の地震多発国である日本は、耐震性に関して他に例を見ない経験を培ってきました。国による地震リスクの管理体制の要となってきたのは交通セクターです。地震が交通インフラとその運営、乗客の安全に与えるであろう影響の大きさを考えれば、それも当然のことと言えるでしょう。

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