Transport Infrastructure. The impact of climate change on the transport sector is mainly determined by changes in extreme weather and flood events. On a European scale, climate change seems to have net positive impact on road maintenance costs, because an increase in heat stress costs is outweighed by a decrease in winter maintenance cost. Extreme heat events have large adverse impacts on the rail and inland shipping sector. Extreme weather and natural disasters will typically impact multi modes at the same time. Damage may reinforce when different modes depend on the same critical network infrastructures (e.g. ports) or have strong supply chain dependencies. On the other hand, a change in modal split may have a damping effect on overall costs. (EU WEATHER and EWENT projects) A potential tipping point on European scale is coastal flooding of a critical infrastructure, such as the Rotterdam harbour, causing an international economic shock (Koks et al., 2016). Actual flood events of this magnitude occurred in Fukushima (2011) and New Orleans (2005). Climate change may cause significant changes in passenger (tourism) and freight (agricultural) transport patterns in Europe. On a national scale, widescale failure of dikes may cause large riverine flooding. Increased pluvial flooding due to increased extreme precipitation events may lead to unacceptable damages to highway networks linking key economic areas. In less developed countries, heavy rainfall may cause large wash-away of rural roads. On a local scale, coastal erosion may threat parts of the railway and road infrastructure (Xxxxxx et al., 2015). Extreme precipitation may lead to severe network disruption on the urban scale and significantly hinder emergency response (Xxxxxx et al., 2016). Warming conditions in the Alpine regions may alter the risk of landslides and avalanches (Huggel et al., 2012) that may have profound consequences on road and rail infrastructure in mountain areas. Coastal erosion and built environment In several parts of Europe, coastal erosion is a problem for the built environment. On a European scale, large-scale retreat from coastal zones as a result of large sea level rise can be considered a socio-economic tipping point. More likely however are the local examples: threatening of coastal resorts in the UK (Xxxxx, 2014); collapse of Soviet-era coastal defense in Ukraine leaving the coast unfit for tourism (Pranzini et al., 2015); widespread erosion along the Alexandroupolis coastline in North-Eastern Greec...
Transport Infrastructure. In the event that the Transport Infrastructure Linkages as identified and agreed upon in the Approved DPR of Phase I have not been obtained by the licensee by the Effective Date for reasons beyond its control and provided such lack of infrastructure materially affects the performance of the port, without prejudice to the provisions of Clause 8, the Scheduled Consideration Period shall stand extended by such time till the Transport Infrastructure Linka ges are obtained by the Licensee. Provided always that the extension shall not exceed a maximum of 2 years.
Transport Infrastructure. Development Component
Transport Infrastructure. Outcome 5 : Sustainable Highways Interventions Delivering sustainable highway interventions to support development and overcome transport constraints on economic growth, including projected increases in congestion, poor accessibility to key development areas and deteriorating journey time reliability Enabling Measure 8: Relaxation of DfT PSA targets for the strategic highway network in South Hampshire to allow primacy within HA consideration to be given to delivering the sub-regional strategy. Sustainability and Social Infrastructure Outcome 6 : Non-Transport Infrastructure Delivering adequate and timely non-transport related infrastructure to support the development of resilient and sustainable communities in the sub-region. Enabling Measure 9: Flexibility to ensure developer funding contributions can be deployed at a sub-regional level to support the development of sustainable communities across PUSH. Enabling Measure 10: With partners, encourage regulators to review objectives/criteria applied to utilities pricing regime to secure investment related to growth. Housing and Planning Outcome 7 : Delivering housing to support economic growth Increasing Supply Of Housing to deliver a balanced housing market including family and affordable home Enabling Measure 11: Alignment of funds and investment provided by English Partnerships and the Housing Corporation /HACA with resources set aside and identified in the Regional Housing Strategy Enabling Measure 12: modification and clarification of the interpretation of Planning Policy Statement 25 (Development and Flood Risk) to rationalise the application of sequential testing in regeneration areas that are already defended. The added value of the South Hampshire Agreement
Transport Infrastructure. There is a growing concern about the inadequacy of the traditional approach to transport infrastructures. And there is an increasing recognition that the scope of project evaluation should be extended to account for uncertainty, irreversibility, and path dependency―in particular in response to the challenges of sustainable development. While transport is a key to economic development, it also contributes a range of societal and environmental costs. Urban and regional transport infrastructures may have many rebound effects that are long lasting and reinforce ‘lock-in’ effects. A move to another equilibrium that is potentially more efficient than the present might require substantial effort. For example, private motor vehicle transport and public transport are, to a degree, substitutable. Each mode is self- reinforcing, meaning that the more it is used, the more funds become available for investment and improvements in that mode. As a result of the improvements, the mode attracts even further users. Then one mode may achieve dominance at the expense of the other. Reversing the situation may require substantial capital investment and/or targeted subsidies.13 13 This example is provided by Xxxxxx (1990) Another important setting that reinforces path dependency of the road system is caused by the extent of the development of the road network compared with rail network, especially in urban environments. This situation favours the extension of the road network compared with the rail network. The extension of the road network in this setting most often seems marginal, with low uncertainty associated with cost, demand or discount rate and often the projects can be completed within relatively short time. Thus the extension of road network almost always compares favourably with rail and even passes some of the additional hurdles imposed by the requirements of real options frameworks. Extensive subsidies to the alternative mode might be desirable in the long run. The uncertainties and risks associated with an infrastructure investment problem are numerous, characterised by multiple interactions and broad consequences for the regions, environments and societies they are intended to serve. Often, the costs and benefits of transport projects are not distributed equitably, including those related to environmental impact. Evidence not only casts doubt on the ability to deliver transport infrastructure on time and within budget (Flyvbjerg et al 2003), but also their proje...
