TY - THES A1 - Kellermann, Patric T1 - Assessing natural risks for railway infrastructure and transportation in Austria T1 - Bewertung von Naturrisiken für Eisenbahninfrastruktur und -betrieb in Österreich N2 - 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. N2 - Naturgefahren haben zum Teil gravierende Auswirkungen auf die Gesellschaft und die Wirtschaft der betroffenen Region. Weltweit sind etwa ein Drittel der finanziellen Verluste durch Naturereignisse auf Hochwasser zurückzuführen. Die Schäden an Eisenbahninfrastruktur haben dabei oft großen Anteil am Gesamtschaden. Hochwasser und andere Naturgefahren werden häufig durch Extremwetterereignisse, wie etwa Starkniederschläge oder Extremtemperaturen, ausgelöst. Im Zuge des Klimawandels rechnet man für die kommenden Jahrzehnte mit einer Zunahme in der Anzahl bzw. der Schwere einiger Naturereignisse. Mit dem Ziel, die gesellschaftliche Widerstandsfähigkeit gegenüber Naturereignissen zu erhöhen, setzt man zur Gewinnung von Risikoinformationen auf sogenannte Naturrisikoanalysen. Die gegenwärtige Praxis konzentriert sich dabei meist auf die Analyse für einzelne Wirtschaftssektoren, wie etwa den Immobiliensektor. Der Transportsektor und insbesondere die Eisenbahninfrastruktur werden trotz der tragenden Rollen für die Wirtschaftskraft einer Gesellschaft jedoch weitgehend vernachlässigt. Zahlreiche Naturereignisse der letzten Jahrzehnte zeigten allerdings, dass Eisenbahninfrastruktur generell sehr schadensanfällig gegenüber Naturgefahren ist. Ziel dieser Doktorarbeit ist es, das Management von Naturgefahren für den Schienensektor in Österreich durch die Bereitstellung von neuen Risikoinformationen zu unterstützen. Hierzu wurde zum einen ein neuartiges Schadenmodell zur Schätzung von Hochwasserschäden an Eisenbahninfrastruktur entwickelt. Zum anderen wurde unter Verwendung von regionalen Klimamodellen die klimawandelbedingte Änderung der Häufigkeiten von Extremwetter¬ereignissen in Österreich untersucht und mögliche Auswirkungen auf den Eisenbahnbetrieb abgeleitet. Die Forschungsergebnisse zeigen, dass das entwickelte Hochwasserschadenmodell „RAIL“ in der Lage ist, potenzielle Schadenschwerpunkte entlang von Bahnlinien für großräumige Eisenbahnnetze zu identifizieren und damit einen wertvollen Beitrag für die gezielte Planung und Errichtung von technischen Hochwasserschutzmaßnahmen leisten kann. Ferner liefert die Untersuchung der Häufigkeitsentwicklung von Extremwetterereignissen bis zum Jahr 2040 wichtige Einblicke in die zukünftigen Herausforderungen für den Bahnbetrieb im Kontext des Klimawandels. Um aus zukünftigen Naturereignissen lernen zu können und somit ein tieferes Verständnis von Naturgefahrenprozessen und deren Auswirkungen auf Eisenbahninfrastruktur und –betrieb zu erlangen, wird die (Weiter-)Entwicklung und Anwendung von standardisierten Ereignis- und Schadendokumentationsverfahren empfohlen. KW - natural risks KW - damage modeling KW - railway infrastructure KW - Naturrisiken KW - Schadensmodellierung KW - Eisenbahninfrastruktur Y1 - 2017 U6 - http://nbn-resolving.de/urn/resolver.pl?urn:nbn:de:kobv:517-opus4-103877 ER - TY - GEN A1 - Sultana, Zakia A1 - Sieg, Tobias A1 - Kellermann, Patric A1 - Müller, Meike A1 - Kreibich, Heidi T1 - Assessment of business interruption of flood-affected companies using random forests T2 - Postprints der Universität Potsdam : Mathematisch-Naturwissenschaftliche Reihe N2 - Losses due to floods have dramatically increased over the past decades, and losses of companies, comprising direct and indirect losses, have a large share of the total economic losses. Thus, there is an urgent need to gain more quantitative knowledge about flood losses, particularly losses caused by business interruption, in order to mitigate the economic loss of companies. However, business interruption caused by floods is rarely assessed because of a lack of sufficiently detailed data. A survey was undertaken to explore processes influencing business interruption, which collected information on 557 companies affected by the severe flood in June 2013 in Germany. Based on this data set, the study aims to assess the business interruption of directly affected companies by means of a Random Forests model. Variables that influence the duration and costs of business interruption were identified by the variable importance measures of Random Forests. Additionally, Random Forest-based models were developed and tested for their capacity to estimate business interruption duration and associated costs. The water level was found to be the most important variable influencing the duration of business interruption. Other important variables, relating to the estimation of business interruption duration, are the warning time, perceived danger of flood recurrence and inundation duration. In contrast, the amount of business interruption costs is strongly influenced by the size of the company, as assessed by the number of employees, emergency measures undertaken by the company and the fraction of customers within a 50 km radius. These results provide useful information and methods for companies to mitigate their losses from business interruption. However, the heterogeneity of companies is relatively high, and sector-specific analyses were not possible due to the small sample size. Therefore, further sector-specific analyses on the basis of more flood loss data of companies are recommended. T3 - Zweitveröffentlichungen der Universität Potsdam : Mathematisch-Naturwissenschaftliche Reihe - 939 KW - business interruption KW - floods KW - Random Forests KW - companies KW - variable importance Y1 - 2020 U6 - http://nbn-resolving.de/urn/resolver.pl?urn:nbn:de:kobv:517-opus4-459778 SN - 1866-8372 IS - 939 ER - TY - JOUR A1 - Sultana, Zakia A1 - Sieg, Tobias A1 - Kellermann, Patric A1 - Müller, Meike A1 - Kreibich, Heidi T1 - Assessment of business interruption of flood-affected companies using random forests JF - Water N2 - Losses due to floods have dramatically increased over the past decades, and losses of companies, comprising direct and indirect losses, have a large share of the total economic losses. Thus, there is an urgent need to gain more quantitative knowledge about flood losses, particularly losses caused by business interruption, in order to mitigate the economic loss of companies. However, business interruption caused by floods is rarely assessed because of a lack of sufficiently detailed data. A survey was undertaken to explore processes influencing business interruption, which collected information on 557 companies affected by the severe flood in June 2013 in Germany. Based on this data set, the study aims to assess the business interruption of directly affected companies by means of a Random Forests model. Variables that influence the duration and costs of business interruption were identified by the variable importance measures of Random Forests. Additionally, Random Forest-based models were developed and tested for their capacity to estimate business interruption duration and associated costs. The water level was found to be the most important variable influencing the duration of business interruption. Other important variables, relating to the estimation of business interruption duration, are the warning time, perceived danger of flood recurrence and inundation duration. In contrast, the amount of business interruption costs is strongly influenced by the size of the company, as assessed by the number of employees, emergency measures undertaken by the company and the fraction of customers within a 50 km radius. These results provide useful information and methods for companies to mitigate their losses from business interruption. However, the heterogeneity of companies is relatively high, and sector-specific analyses were not possible due to the small sample size. Therefore, further sector-specific analyses on the basis of more flood loss data of companies are recommended. KW - business interruption KW - floods KW - Random Forests KW - companies KW - variable importance Y1 - 2018 U6 - https://doi.org/10.3390/w10081049 SN - 2073-4441 VL - 10 IS - 8 PB - MDPI CY - Basel ER - TY - GEN A1 - Kellermann, Patric A1 - Schönberger, Christine A1 - Thieken, Annegret Henriette T1 - Large-scale application of the flood damage model RAilway Infrastructure Loss (RAIL) T2 - Postprints der Universität Potsdam : Mathematisch-Naturwissenschaftliche Reihe N2 - Experience has shown that river floods can significantly hamper the reliability of railway networks and cause extensive structural damage and disruption. As a result, the national railway operator in Austria had to cope with financial losses of more than EUR 100 million due to flooding in recent years. Comprehensive information on potential flood risk hot spots as well as on expected flood damage in Austria is therefore needed for strategic flood risk management. In view of this, the flood damage model RAIL (RAilway Infrastructure Loss) was applied to estimate (1) the expected structural flood damage and (2) the resulting repair costs of railway infrastructure due to a 30-, 100- and 300-year flood in the Austrian Mur River catchment. The results were then used to calculate the expected annual damage of the railway subnetwork and subsequently analysed in terms of their sensitivity to key model assumptions. Additionally, the impact of risk aversion on the estimates was investigated, and the overall results were briefly discussed against the background of climate change and possibly resulting changes in flood risk. The findings indicate that the RAIL model is capable of supporting decision-making in risk management by providing comprehensive risk information on the catchment level. It is furthermore demonstrated that an increased risk aversion of the railway operator has a marked influence on flood damage estimates for the study area and, hence, should be considered with regard to the development of risk management strategies. T3 - Zweitveröffentlichungen der Universität Potsdam : Mathematisch-Naturwissenschaftliche Reihe - 555 KW - climate KW - Europe KW - projections KW - events Y1 - 2019 U6 - http://nbn-resolving.de/urn/resolver.pl?urn:nbn:de:kobv:517-opus4-411915 SN - 1866-8372 IS - 555 ER - TY - GEN A1 - Kellermann, Patric A1 - Schöbel, A. A1 - Kundela, G. A1 - Thieken, Annegret Henriette T1 - Estimating flood damage to railway infrastructure BT - the case study of the March River flood in 2006 at the Austrian Northern Railway T2 - Postprints der Universität Potsdam : Mathematisch-Naturwissenschaftliche Reihe N2 - Models for estimating flood losses to infrastructure are rare and their reliability is seldom investigated although infrastructure losses might contribute considerably to the overall flood losses. In this paper, an empirical modelling approach for estimating direct structural flood damage to railway infrastructure and associated financial losses is presented. Via a combination of event data, i.e. photo-documented damage on the Northern Railway in Lower Austria caused by the March River flood in 2006, and simulated flood characteristics, i.e. water levels, flow velocities and combinations thereof, the correlations between physical flood impact parameters and damage occurred to the railway track were investigated and subsequently rendered into a damage model. After calibrating the loss estimation using recorded repair costs of the Austrian Federal Railways, the model was applied to three synthetic scenarios with return periods of 30, 100 and 300 years of March River flooding. Finally, the model results are compared to depth-damage-curve-based approaches for the infrastructure sector obtained from the Rhine Atlas damage model and the Damage Scanner model. The results of this case study indicate a good performance of our two-stage model approach. However, due to a lack of independent event and damage data, the model could not yet be validated. Future research in natural risk should focus on the development of event and damage documentation procedures to overcome this significant hurdle in flood damage modelling. T3 - Zweitveröffentlichungen der Universität Potsdam : Mathematisch-Naturwissenschaftliche Reihe - 504 KW - buildings Y1 - 2019 U6 - http://nbn-resolving.de/urn/resolver.pl?urn:nbn:de:kobv:517-opus4-408429 SN - 1866-8372 IS - 504 ER - TY - JOUR A1 - Kellermann, Patric A1 - Schönberger, Christine A1 - Thieken, Annegret Henriette T1 - Large-scale application of the flood damage model RAilway Infrastructure Loss (RAIL) JF - Natural hazards and earth system sciences N2 - Experience has shown that river floods can significantly hamper the reliability of railway networks and cause extensive structural damage and disruption. As a result, the national railway operator in Austria had to cope with financial losses of more than EUR 100 million due to flooding in recent years. Comprehensive information on potential flood risk hot spots as well as on expected flood damage in Austria is therefore needed for strategic flood risk management. In view of this, the flood damage model RAIL (RAilway Infrastructure Loss) was applied to estimate (1) the expected structural flood damage and (2) the resulting repair costs of railway infrastructure due to a 30-, 100- and 300-year flood in the Austrian Mur River catchment. The results were then used to calculate the expected annual damage of the railway subnetwork and subsequently analysed in terms of their sensitivity to key model assumptions. Additionally, the impact of risk aversion on the estimates was investigated, and the overall results were briefly discussed against the background of climate change and possibly resulting changes in flood risk. The findings indicate that the RAIL model is capable of supporting decision-making in risk management by providing comprehensive risk information on the catchment level. It is furthermore demonstrated that an increased risk aversion of the railway operator has a marked influence on flood damage estimates for the study area and, hence, should be considered with regard to the development of risk management strategies. Y1 - 2016 U6 - https://doi.org/10.5194/nhess-16-2357-2016 SN - 1561-8633 VL - 16 SP - 2357 EP - 2371 PB - Copernicus CY - Göttingen ER - TY - JOUR A1 - Kellermann, Patric A1 - Schoebel, A. A1 - Kundela, G. A1 - Thieken, Annegret Henriette T1 - Estimating flood damage to railway infrastructure - the case study of the March River flood in 2006 at the Austrian Northern Railway JF - Natural hazards and earth system sciences N2 - Models for estimating flood losses to infrastructure are rare and their reliability is seldom investigated although infrastructure losses might contribute considerably to the overall flood losses. In this paper, an empirical modelling approach for estimating direct structural flood damage to railway infrastructure and associated financial losses is presented. Via a combination of event data, i.e. photo-documented damage on the Northern Railway in Lower Austria caused by the March River flood in 2006, and simulated flood characteristics, i.e. water levels, flow velocities and combinations thereof, the correlations between physical flood impact parameters and damage occurred to the railway track were investigated and subsequently rendered into a damage model. After calibrating the loss estimation using recorded repair costs of the Austrian Federal Railways, the model was applied to three synthetic scenarios with return periods of 30, 100 and 300 years of March River flooding. Finally, the model results are compared to depth-damage-curve-based approaches for the infrastructure sector obtained from the Rhine Atlas damage model and the Damage Scanner model. The results of this case study indicate a good performance of our two-stage model approach. However, due to a lack of independent event and damage data, the model could not yet be validated. Future research in natural risk should focus on the development of event and damage documentation procedures to overcome this significant hurdle in flood damage modelling. Y1 - 2015 U6 - https://doi.org/10.5194/nhess-15-2485-2015 SN - 1561-8633 VL - 15 IS - 11 SP - 2485 EP - 2496 PB - Copernicus CY - Göttingen ER - TY - JOUR A1 - Otto, Antje A1 - Kellermann, Patric A1 - Thieken, Annegret Henriette A1 - Costa, Maria Manez A1 - Carmona, Maria A1 - Bubeck, Philip T1 - Risk reduction partnerships in railway transport infrastructure in an alpine environment JF - International journal of disaster risk reduction N2 - The transport sector is crucial for the functioning of modern societies and their economic welfares. However, it is vulnerable to natural hazards since damage and disturbances appear recurrently. Risk management of transport infrastructure is a complex task that usually involves various stakeholders from the public and private sector. Related scientific knowledge, however, is limited so far. Therefore, this paper presents detailed information on the risk management of the Austrian railway operator gathered through literature studies, in interviews, meetings and workshops. The findings reveal three decision making levels of risk reduction: 1) a superordinate level for the negotiation of frameworks and guidelines, 2) a regional to local level for the planning and implementation of structural measures and 3) a regional to local level for non-structural risk reduction measures and emergency management. On each of these levels, multi-sectoral partnerships exist that aim at reducing the risk to railway infrastructure. Chosen partnerships are evaluated applying the Capital Approach Framework and some collaborations are analyzed considering the flood and landslide events in June 2013. The evaluation reveals that the risk management of the railway operator and its partners has been successful, but there is still potential for enhancement. Difficulties are seen for instance in obtaining continuity of employees and organizational structures which can affect personal contacts and mutual trust and might hamper sharing data and experiences. Altogether, the case reveals the importance of multi-sectoral partnerships that are seen as a crucial element of risk management in the Sendai Framework for Disaster Risk Reduction 2015-2030. KW - Risk governance KW - Risk reduction partnerships KW - Transport sector KW - Capital Approach Framework (CAF) KW - Austria Y1 - 2018 U6 - https://doi.org/10.1016/j.ijdrr.2018.10.025 SN - 2212-4209 VL - 33 SP - 385 EP - 397 PB - Elsevier CY - Amsterdam ER - TY - JOUR A1 - Bubeck, Philip A1 - Dillenardt, Lisa A1 - Alfieri, Lorenzo A1 - Feyen, Luc A1 - Thieken, Annegret Henriette A1 - Kellermann, Patric T1 - Global warming to increase flood risk on European railways JF - Climatic change : an interdisciplinary, intern. journal devoted to the description, causes and implications of climatic change N2 - For effective disaster risk management and adaptation planning, a good understanding of current and projected flood risk is required. Recent advances in quantifying flood risk at the regional and global scale have largely neglected critical infrastructure, or addressed this important sector with insufficient detail. Here, we present the first European-wide assessment of current and future flood risk to railway tracks for different global warming scenarios using an infrastructure-specific damage model. We find that the present risk, measured as expected annual damage, to railway networks in Europe is approx. (sic)581 million per year, with the highest risk relative to the length of the network in North Macedonia, Croatia, Norway, Portugal, and Germany. Based on an ensemble of climate projections for RCP8.5, we show that current risk to railway networks is projected to increase by 255% under a 1.5 degrees C, by 281% under a 2 degrees C, and by 310% under a 3 degrees C warming scenario. The largest increases in risk under a 3 degrees C scenario are projected for Slovakia, Austria, Slovenia, and Belgium. Our advances in the projection of flood risk to railway infrastructure are important given their criticality, and because losses to public infrastructure are usually not insured or even uninsurable in the private market. To cover the risk increase due to climate change, European member states would need to increase expenditure in transport by (sic)1.22 billion annually under a 3 degrees C warming scenario without further adaptation. Limiting global warming to the 1.5 degrees C goal of the Paris Agreement would result in avoided losses of (sic)317 million annually. Y1 - 2019 U6 - https://doi.org/10.1007/s10584-019-02434-5 SN - 0165-0009 SN - 1573-1480 VL - 155 IS - 1 SP - 19 EP - 36 PB - Springer CY - Dordrecht ER - TY - GEN A1 - Kellermann, Patric A1 - Bubeck, Philip A1 - Kundela, Günther A1 - Dosio, Alessandro A1 - Thieken, Annegret Henriette T1 - Frequency analysis of critical meteorological conditions in a changing climate BT - assessing future implications for railway transportation in Austria N2 - Meteorological extreme events have great potential for damaging railway infrastructure and posing risks to the safety of train passengers. In the future, climate change will presumably have serious implications on meteorological hazards in the Alpine region. Hence, attaining insights on future frequencies of meteorological extremes with relevance for the railway operation in Austria is required in the context of a comprehensive and sustainable natural hazard management plan of the railway operator. In this study, possible impacts of climate change on the frequencies of so-called critical meteorological conditions (CMCs) between the periods 1961-1990 and 2011-2040 are analyzed. Thresholds for such CMCs have been defined by the railway operator and used in its weather monitoring and early warning system. First, the seasonal climate change signals for air temperature and precipitation in Austria are described on the basis of an ensemble of high-resolution Regional Climate Model (RCM) simulations for Europe. Subsequently, the RCM-ensemble was used to investigate changes in the frequency of CMCs. Finally, the sensitivity of results is analyzed with varying threshold values for the CMCs. Results give robust indications for an all-season air temperature rise, but show no clear tendency in average precipitation. The frequency analyses reveal an increase in intense rainfall events and heat waves, whereas heavy snowfall and cold days are likely to decrease. Furthermore, results indicate that frequencies of CMCs are rather sensitive to changes of thresholds. It thus emphasizes the importance to carefully define, validate, andif neededto adapt the thresholds that are used in the weather monitoring and warning system of the railway operator. For this, continuous and standardized documentation of damaging events and near-misses is a pre-requisite. T3 - Zweitveröffentlichungen der Universität Potsdam : Mathematisch-Naturwissenschaftliche Reihe - 358 KW - climate change KW - critical meteorological condition KW - frequency analysis KW - natural hazard management KW - railway transportation Y1 - 2017 U6 - http://nbn-resolving.de/urn/resolver.pl?urn:nbn:de:kobv:517-opus4-400505 ER - TY - JOUR A1 - Kellermann, Patric A1 - Bubeck, Philip A1 - Kundela, Guenther A1 - Dosio, Alessandro A1 - Thieken, Annegret Henriette T1 - Frequency Analysis of Critical Meteorological Conditions in a Changing ClimateAssessing Future Implications for Railway Transportation in Austria JF - Climate : open access journal N2 - Meteorological extreme events have great potential for damaging railway infrastructure and posing risks to the safety of train passengers. In the future, climate change will presumably have serious implications on meteorological hazards in the Alpine region. Hence, attaining insights on future frequencies of meteorological extremes with relevance for the railway operation in Austria is required in the context of a comprehensive and sustainable natural hazard management plan of the railway operator. In this study, possible impacts of climate change on the frequencies of so-called critical meteorological conditions (CMCs) between the periods 1961-1990 and 2011-2040 are analyzed. Thresholds for such CMCs have been defined by the railway operator and used in its weather monitoring and early warning system. First, the seasonal climate change signals for air temperature and precipitation in Austria are described on the basis of an ensemble of high-resolution Regional Climate Model (RCM) simulations for Europe. Subsequently, the RCM-ensemble was used to investigate changes in the frequency of CMCs. Finally, the sensitivity of results is analyzed with varying threshold values for the CMCs. Results give robust indications for an all-season air temperature rise, but show no clear tendency in average precipitation. The frequency analyses reveal an increase in intense rainfall events and heat waves, whereas heavy snowfall and cold days are likely to decrease. Furthermore, results indicate that frequencies of CMCs are rather sensitive to changes of thresholds. It thus emphasizes the importance to carefully define, validate, andif neededto adapt the thresholds that are used in the weather monitoring and warning system of the railway operator. For this, continuous and standardized documentation of damaging events and near-misses is a pre-requisite. KW - climate change KW - critical meteorological condition KW - frequency analysis KW - natural hazard management KW - railway transportation Y1 - 2016 U6 - https://doi.org/10.3390/cli4020025 SN - 2225-1154 VL - 4 SP - 914 EP - 931 PB - MDPI CY - Basel ER - TY - JOUR A1 - Kellermann, Patric A1 - Schröter, Kai A1 - Thieken, Annegret Henriette A1 - Haubrock, Sören-Nils A1 - Kreibich, Heidi T1 - The object-specific flood damage database HOWAS 21 JF - Natural hazards and earth system sciences N2 - The Flood Damage Database HOWAS 21 contains object-specific flood damage data resulting from fluvial, pluvial and groundwater flooding. The datasets incorporate various variables of flood hazard, exposure, vulnerability and direct tangible damage at properties from several economic sectors. The main purpose of development of HOWAS 21 was to support forensic flood analysis and the derivation of flood damage models. HOWAS 21 was first developed for Germany and currently almost exclusively contains datasets from Germany. However, its scope has recently been enlarged with the aim to serve as an international flood damage database; e.g. its web application is now available in German and English. This paper presents the recent advancements of HOWAS 21 and highlights exemplary analyses to demonstrate the use of HOWAS 21 flood damage data. The data applications indicate a large potential of the database for fostering a better understanding and estimation of the consequences of flooding. Y1 - 2020 U6 - https://doi.org/10.5194/nhess-20-2503-2020 SN - 1561-8633 SN - 1684-9981 VL - 20 IS - 9 SP - 2503 EP - 2519 PB - Copernicus CY - Göttingen ER - TY - JOUR A1 - Sairam, Nivedita A1 - Brill, Fabio Alexander A1 - Sieg, Tobias A1 - Farrag, Mostafa A1 - Kellermann, Patric A1 - Viet Dung Nguyen, A1 - Lüdtke, Stefan A1 - Merz, Bruno A1 - Schröter, Kai A1 - Vorogushyn, Sergiy A1 - Kreibich, Heidi T1 - Process-based flood risk assessment for Germany JF - Earth's future / American Geophysical Union N2 - Large-scale flood risk assessments are crucial for decision making, especially with respect to new flood defense schemes, adaptation planning and estimating insurance premiums. We apply the process-based Regional Flood Model (RFM) to simulate a 5000-year flood event catalog for all major catchments in Germany and derive risk curves based on the losses per economic sector. The RFM uses a continuous process simulation including a multisite, multivariate weather generator, a hydrological model considering heterogeneous catchment processes, a coupled 1D-2D hydrodynamic model considering dike overtopping and hinterland storage, spatially explicit sector-wise exposure data and empirical multi-variable loss models calibrated for Germany. For all components, uncertainties in the data and models are estimated. We estimate the median Expected Annual Damage (EAD) and Value at Risk at 99.5% confidence for Germany to be euro0.529 bn and euro8.865 bn, respectively. The commercial sector dominates by making about 60% of the total risk, followed by the residential sector. The agriculture sector gets affected by small return period floods and only contributes to less than 3% to the total risk. The overall EAD is comparable to other large-scale estimates. However, the estimation of losses for specific return periods is substantially improved. The spatial consistency of the risk estimates avoids the large overestimation of losses for rare events that is common in other large-scale assessments with homogeneous return periods. Thus, the process-based, spatially consistent flood risk assessment by RFM is an important step forward and will serve as a benchmark for future German-wide flood risk assessments. KW - risk model chain KW - continuous simulation KW - expected annual damage KW - risk KW - curves KW - multi-sector risk Y1 - 2021 U6 - https://doi.org/10.1029/2021EF002259 SN - 2328-4277 VL - 9 IS - 10 PB - Wiley-Blackwell CY - Hoboken, NJ ER -