@inproceedings{LopezTarazonBronstertThiekenetal.2017,
  author    = {L{\´o}pez-Taraz{\´o}n, Jos{\´e} Andr{\´e}s and Bronstert, Axel and Thieken, Annegret and Petrow, Theresia},
  title     = {International symposium on the effects of global change on floods, fluvial geomorphology and related hazards in mountainous rivers},
  series = {Book of Abstracts},
  booktitle = {Book of Abstracts},
  editor    = {L{\´o}pez-Taraz{\´o}n, Jos{\´e} Andr{\´e}s and Bronstert, Axel and Thieken, Annegret and Petrow, Theresia},
  organization    = {Universit{\"a}t Potsdam},
  url       = {http://nbn-resolving.de/urn:nbn:de:kobv:517-opus4-396922},
  pages     = {104},
  year      = {2017},
  abstract  = {Both Alpine and Mediterranean areas are considered sensitive to so-called global change, considered as the combination of climate and land use changes. All panels on climate evolution predict future scenarios of increasing frequency and magnitude of floods which are likely to lead to huge geomorphic adjustments of river channels so major metamorphosis of fluvial systems is expected as a result of global change. Such pressures are likely to give rise to major ecological and economic changes and challenges that governments need to address as a matter of priority. Changes in river flow regimes associated with global change are therefore ushering in a new era, where there is a critical need to evaluate hydro-geomorphological hazards from headwaters to lowland areas (flooding can be not just a problem related to being under the water). A key question is how our understanding of these hazards associated with global change can be improved; improvement has to come from integrated research which includes the climatological and physical conditions that could influence the hydrology and sediment generation and hence the conveyance of water and sediments (including the river's capacity, i.e. amount of sediment, and competence, i.e. channel deformation) and the vulnerabilities and economic repercussions of changing hydrological hazards (including the evaluation of the hydro-geomorphological risks too). Within this framework, the purpose of this international symposium is to bring together researchers from several disciplines as hydrology, fluvial geomorphology, hydraulic engineering, environmental science, geography, economy (and any other related discipline) to discuss the effects of global change over the river system in relation with floods. The symposium is organized by means of invited talks given by prominent experts, oral lectures, poster sessions and discussion sessions for each individual topic; it will try to improve our understanding of how rivers are likely to evolve as a result of global change and hence address the associated hazards of that fluvial environmental change concerning flooding. Four main topics are going to be addressed: - Modelling global change (i.e. climate and land-use) at relevant spatial (regional, local) and temporal (from the long-term to the single-event) scales. - Measuring and modelling river floods from the hydrological, sediment transport (both suspended and bedload) and channel morphology points of view at different spatial (from the catchment to the reach) and temporal (from the long-term to the single-event) scales. - Evaluation and assessment of current and future river flooding hazards and risks in a global change perspective. - Catchment management to face river floods in a changing world. We are very pleased to welcome you to Potsdam. We hope you will enjoy your participation at the International Symposium on the Effects of Global Change on Floods, Fluvial Geomorphology and Related Hazards in Mountainous Rivers and have an exciting and profitable experience. Finally, we would like to thank all speakers, participants, supporters, and sponsors for their contributions that for sure will make of this event a very remarkable and fruitful meeting. We acknowledge the valuable support of the European Commission (Marie Curie Intra-European Fellowship, Project ''Floodhazards'', PIEF-GA-2013-622468, Seventh EU Framework Programme) and the Deutschen Forschungsgemeinschaft (Research Training Group "Natural Hazards and Risks in a Changing World" (NatRiskChange; GRK 2043/1) as the symposium would not have been possible without their help. Without your cooperation, this symposium would not be either possible or successful.},
  language  = {en}
}
@misc{PurintonBookhagen2017,
  author    = {Purinton, Benjamin and Bookhagen, Bodo},
  title     = {Validation of digital elevation models (DEMs) and comparison of geomorphic metrics on the southern Central Andean Plateau},
  url       = {http://nbn-resolving.de/urn:nbn:de:kobv:517-opus4-396277},
  pages     = {27},
  year      = {2017},
  abstract  = {In this study, we validate and compare elevation accuracy and geomorphic metrics of satellite-derived digital elevation models (DEMs) on the southern Central Andean Plateau. The plateau has an average elevation of 3.7 km and is characterized by diverse topography and relief, lack of vegetation, and clear skies that create ideal conditions for remote sensing. At 30m resolution, SRTM-C, ASTER GDEM2, stacked ASTER L1A stereopair DEM, ALOS World 3D, and TanDEM-X have been analyzed. The higher-resolution datasets include 12m TanDEM-X, 10m single-CoSSC TerraSAR-X/TanDEM-X DEMs, and 5m ALOS World 3D. These DEMs are state of the art for optical (ASTER and ALOS) and radar (SRTM-C and TanDEM-X) spaceborne sensors. We assessed vertical accuracy by comparing standard deviations of the DEM elevation versus 307 509 differential GPS measurements across 4000m of elevation. For the 30m DEMs, the ASTER datasets had the highest vertical standard deviation at > 6.5 m, whereas the SRTM-C, ALOS World 3D, and TanDEM-X were all < 3.5 m. Higher-resolution DEMs generally had lower uncertainty, with both the 12m TanDEM-X and 5m ALOSWorld 3D having < 2m vertical standard deviation. Analysis of vertical uncertainty with respect to terrain elevation, slope, and aspect revealed the low uncertainty across these attributes for SRTM-C (30 m), TanDEM-X (12-30 m), and ALOS World 3D (5-30 m). Single-CoSSC TerraSAR-X/TanDEM-X 10m DEMs and the 30m ASTER GDEM2 displayed slight aspect biases, which were removed in their stacked counterparts (TanDEM-X and ASTER Stack). Based on low vertical standard deviations and visual inspection alongside optical satellite data, we selected the 30m SRTM-C, 12-30m TanDEM-X, 10m single-CoSSC TerraSAR-X/TanDEM-X, and 5m ALOS World 3D for geomorphic metric comparison in a 66 km2 catchment with a distinct river knickpoint. Consistent m=n values were found using chi plot channel profile analysis, regardless of DEM type and spatial resolution. Slope, curvature, and drainage area were calculated and plotting schemes were used to assess basin-wide differences in the hillslope-to-valley transition related to the knickpoint. While slope and hillslope length measurements vary little between datasets, curvature displays higher magnitude measurements with fining resolution. This is especially true for the optical 5m ALOS World 3D DEM, which demonstrated high-frequency noise in 2-8 pixel steps through a Fourier frequency analysis. The improvements in accurate space-radar DEMs (e.g., TanDEM-X) for geomorphometry are promising, but airborne or terrestrial data are still necessary for meter-scale analysis.},
  language  = {en}
}
@misc{DidovetsLobanovaBronstertetal.2017,
  author    = {Didovets, Iulii and Lobanova, Anastasia and Bronstert, Axel and Snizhko, Sergiy and Maule, Cathrine Fox and Krysanova, Valentina},
  title     = {Assessment of Climate Change Impacts on Water Resources in Three Representative Ukrainian Catchments Using Eco-Hydrological Modelling},
  url       = {http://nbn-resolving.de/urn:nbn:de:kobv:517-opus4-394956},
  pages     = {18},
  year      = {2017},
  abstract  = {The information about climate change impact on river discharge is vitally important for planning adaptation measures. The future changes can affect different water-related sectors. The main goal of this study was to investigate the potential water resource changes in Ukraine, focusing on three mesoscale river catchments (Teteriv, UpperWestern Bug, and Samara) characteristic for different geographical zones. The catchment scale watershed model—Soil and Water Integrated Model (SWIM)—was setup, calibrated, and validated for the three catchments under consideration. A set of seven GCM-RCM (General Circulation Model-Regional Climate Model) coupled climate scenarios corresponding to RCPs (Representative Concentration Pathways) 4.5 and 8.5 were used to drive the hydrological catchment model. The climate projections, used in the study, were considered as three combinations of low, intermediate, and high end scenarios. Our results indicate the shifts in the seasonal distribution of runoff in all three catchments. The spring high flow occurs earlier as a result of temperature increases and earlier snowmelt. The fairly robust trend is an increase in river discharge in the winter season, and most of the scenarios show a potential decrease in river discharge in the spring.},
  language  = {en}
}
@phdthesis{Kellermann2017,
  author    = {Kellermann, Patric},
  title     = {Assessing natural risks for railway infrastructure and transportation in Austria},
  url       = {http://nbn-resolving.de/urn:nbn:de:kobv:517-opus4-103877},
  school      = {Universit{\"a}t Potsdam},
  pages     = {x, 113},
  year      = {2017},
  abstract  = {Natural hazards can have serious societal and economic impacts. Worldwide, around one third of economic losses due to natural hazards are attributable to floods. The majority of natural hazards are triggered by weather-related extremes such as heavy precipitation, rapid snow melt, or extreme temperatures. Some of them, and in particular floods, are expected to further increase in terms of frequency and/or intensity in the coming decades due to the impacts of climate change. In this context, the European Alps areas are constantly disclosed as being particularly sensitive. In order to enhance the resilience of societies to natural hazards, risk assessments are substantial as they can deliver comprehensive risk information to be used as a basis for effective and sustainable decision-making in natural hazards management. So far, current assessment approaches mostly focus on single societal or economic sectors - e.g. flood damage models largely concentrate on private-sector housing - and other important sectors, such as the transport infrastructure sector, are widely neglected. However, transport infrastructure considerably contributes to economic and societal welfare, e.g. by ensuring mobility of people and goods. In Austria, for example, the national railway network is essential for the European transit of passengers and freights as well as for the development of the complex Alpine topography. Moreover, a number of recent experiences show that railway infrastructure and transportation is highly vulnerable to natural hazards. As a consequence, the Austrian Federal Railways had to cope with economic losses on the scale of several million euros as a result of flooding and other alpine hazards. The motivation of this thesis is to contribute to filling the gap of knowledge about damage to railway infrastructure caused by natural hazards by providing new risk information for actors and stakeholders involved in the risk management of railway transportation. Hence, in order to support the decision-making towards a more effective and sustainable risk management, the following two shortcomings in natural risks research are approached: i) the lack of dedicated models to estimate flood damage to railway infrastructure, and ii) the scarcity of insights into possible climate change impacts on the frequency of extreme weather events with focus on future implications for railway transportation in Austria. With regard to flood impacts to railway infrastructure, the empirically derived damage model Railway Infrastructure Loss (RAIL) proved expedient to reliably estimate both structural flood damage at exposed track sections of the Northern Railway and resulting repair cost. The results show that the RAIL model is capable of identifying flood risk hot spots along the railway network and, thus, facilitates the targeted planning and implementation of (technical) risk reduction measures. However, the findings of this study also show that the development and validation of flood damage models for railway infrastructure is generally constrained by the continuing lack of detailed event and damage data. In order to provide flood risk information on the large scale to support strategic flood risk management, the RAIL model was applied for the Austrian Mur River catchment using three different hydraulic scenarios as input as well as considering an increased risk aversion of the railway operator. Results indicate that the model is able to deliver comprehensive risk information also on the catchment level. It is furthermore demonstrated that the aspect of risk aversion can have marked influence on flood damage estimates for the study area and, hence, should be considered with regard to the development of risk management strategies. Looking at the results of the investigation on future frequencies of extreme weather events jeopardizing railway infrastructure and transportation in Austria, it appears that an increase in intense rainfall events and heat waves has to be expected, whereas heavy snowfall and cold days are likely to decrease. Furthermore, results indicate that frequencies of extremes are rather sensitive to changes of the underlying thresholds. It thus emphasizes the importance to carefully define, validate, and — if needed — to adapt the thresholds that are used to detect and forecast meteorological extremes. For this, continuous and standardized documentation of damaging events and near-misses is a prerequisite. Overall, the findings of the research presented in this thesis agree on the necessity to improve event and damage documentation procedures in order to enable the acquisition of comprehensive and reliable risk information via risk assessments and, thus, support strategic natural hazards management of railway infrastructure and transportation.},
  language  = {en}
}