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Im Graduiertenkolleg NatRiskChange der Universität Potsdam und anderen Forschungseinrichtungen werden beobachtete sowie zukünftig mögliche Veränderungen von Naturgefahren untersucht. Teil des strukturierten Doktorandenprogramms sind sogenannte Task-Force-Einsätze, bei denen die Promovierende zeitlich begrenzt ein aktuelles Ereignis auswerten. Im Zuge dieser Aktivität wurde die Sturzflut vom 29.05.2016 in Braunsbach (Baden-Württemberg) untersucht.
In diesem Bericht werden erste Auswertungen zur Einordnung der Niederschläge, zu den hydrologischen und geomorphologischen Prozessen im Einzugsgebiet des Orlacher Bachs sowie zu den verursachten Schäden beleuchtet.
Die Region war Zentrum extremer Regenfälle in der Größenordnung von 100 mm innerhalb von 2 Stunden. Das 6 km² kleine Einzugsgebiet hat eine sehr schnelle Reaktionszeit, zumal bei vorgesättigtem Boden. Im steilen Bachtal haben mehrere kleinere und größere Hangrutschungen über 8000 m³ Geröll, Schutt und Schwemmholz in das Gewässer eingetragen und möglicherweise kurzzeitige Aufstauungen und Durchbrüche verursacht. Neben den großen Wassermengen mit einer Abflussspitze in einer Größenordnung von 100 m³/s hat gerade die Geschiebefracht zu großen Schäden an den Gebäuden entlang des Bachlaufs in Braunsbach geführt.
The literature on the costing of mitigation measures for reducing impacts of natural hazards is rather fragmented. This paper provides a concise overview of the current state of knowledge in Europe on the costing of mitigation measures for the reduction of natural hazard risks (droughts, floods, storms and induced coastal hazards as well as alpine hazards) and identifies knowledge gaps and related research recommendations. Furthermore, it provides a taxonomy of related mitigation options, classifying them into nine categories: (1) management plans, land-use planning, and climate adaptation; (2) hazard modification; (3) infrastructure; (4) mitigation measures (stricto sensu); (5) communication in advance of events; (6) monitoring and early warning systems; (7) emergency response and evacuation; (8) financial incentives; and (9) risk transfer (including insurance). It is found that the costing of mitigation measures in European and in other countries has almost exclusively focused on estimating direct costs. A cost assessment framework that addresses a range of costs, possibly informed by multiple stakeholders, would provide more accurate estimates and could provide better guidance to decision makers. (C) 2014 American Society of Civil Engineers.
Protection motivation theory (PMT) has become a popular theory to explain the risk-reducing behavior of residents against natural hazards. PMT captures the two main cognitive processes that individuals undergo when faced with a threat, namely, threat appraisal and coping appraisal. The latter describes the evaluation of possible response measures that may reduce or avert the perceived threat. Although the coping appraisal component of PMT was found to be a better predictor of protective intentions and behavior, little is known about the factors that influence individuals’ coping appraisals of natural hazards. More insight into flood-coping appraisals of PMT, therefore, are needed to better understand the decision-making process of individuals and to develop effective risk communication strategies. This study presents the results of two surveys among more than 1,600 flood-prone households in Germany and France. Five hypotheses were tested using multivariate statistics regarding factors related to flood-coping appraisals, which were derived from the PMT framework, related literature, and the literature on social vulnerability. We found that socioeconomic characteristics alone are not sufficient to explain flood-coping appraisals. Particularly, observational learning from the social environment, such as friends and neighbors, is positively related to flood-coping appraisals. This suggests that social norms and networks play an important role in flood-preparedness decisions. Providing risk and coping information can also have a positive effect. Given the strong positive influence of the social environment on flood-coping appraisals, future research should investigate how risk communication can be enhanced by making use of the observed social norms and network effects.
In the recent past, the Alpine Lech valley (Austria) experienced three damaging flood events within 6 years despite the various structural flood protection measures in place. For an improved flood risk management, the analysis of flood damage potentials is a crucial component. Since the expansion of built-up areas and their associated values is seen as one of the main drivers of rising flood losses, the goal of this study is to analyze the spatial development of the assets at risk, particularly of residential areas, due to land use changes over a historic period (since 1971) and up to possible shifts in future (until 2030). The analysis revealed that the alpine study area was faced to remarkable land use changes like urbanization and the decline of agriculturally used grassland areas. Although the major agglomeration of residential areas inside the flood plains took place before 1971, a steady growth of values at risk can still be observed until now. Even for the future, the trend is ongoing, but depends very much on the assumed land use scenario and the underlying land use policy. Between 1971 and 2006, the annual growth rate of the damage potential of residential areas amounted to 1.1 % ('constant values,' i.e., asset values at constant prices of reference year 2006) or 3.0 % ('adjusted values,' i.e., asset values adjusted by GDP increase at constant prices of reference year 2006) for three flood scenarios. For the projected time span between 2006 and 2030, a further annual increase by 1.0 % ('constant values') or even 4.2 % ('adjusted values') may be possible when the most extreme urbanization scenario 'Overall Growth' is considered. Although socio-economic development is regarded as the main driver for increasing flood losses, our analysis shows that settlement development does not preferably take place within flood prone areas.
Flood risk is expected to increase in many regions of the world in the next decades with rising flood losses as a consequence. First and foremost, it can be attributed to the expansion of settlement and industrial areas into flood plains and the resulting accumulation of assets. For a future-oriented and a more robust flood risk management, it is therefore of importance not only to estimate potential impacts of climate change on the flood hazard, but also to analyze the spatio-temporal dynamics of flood exposure due to land use changes. In this study, carried out in the Alpine Lech Valley in Tyrol (Austria), various land use scenarios until 2030 were developed by means of a spatially explicit land use model, national spatial planning scenarios and current spatial policies. The combination of the simulated land use patterns with different inundation scenarios enabled us to derive statements about possible future changes in flood-exposed built-up areas. The results indicate that the potential assets at risk depend very much on the selected socioeconomic scenario. The important conditions affecting the potential assets at risk that differ between the scenarios are the demand for new built-up areas as well as on the types of conversions allowed to provide the necessary areas at certain locations. The range of potential changes in flood-exposed residential areas varies from no further change in the most moderate scenario 'Overall Risk' to 119 % increase in the most extreme scenario 'Overall Growth' (under current spatial policy) and 159 % increase when disregarding current building restrictions.
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.
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.
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.
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.