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The MOWE-IT project: The goal of the MOWE-IT project is to identify existing best practices and to develop methodologies to assist transport operators, authorities and transport system users to mitigate the impact of natural disasters and extreme weather phenomena on transport System performance. The project is funded by the European Commission’s 7...
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The MOWE-IT project: The goal of the MOWE-IT project was to identify existing best practices and to develop methodologies to assist transport operators, authorities and transport system users to mitigate the impact of natural disasters and extreme weather phenomena on transport system performance. The project was funded by the European Commission’s...
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... According to Siedl and Schweighofer (2014), large river systems are highly complex, multi-dimensional, dynamic ecosystems and thus require comprehensive observation and management within their catchment area. The planning and implementation of waterway projects bring together sometimes conflicting interests of navigation and the environment. ...
Climate change, in particular droughts and floods, can severely disrupt transport activities and impact the waterway and port infrastructure, resulting in significant economic losses up to several billion EUR a year and endangering human lives in the worst case.
The global average temperature will increase significantly by the end of the current century. The warming will have different regional impacts in Europe, being higher in the Danube river basin than on the global average. Statements on precipitation change are much less accurate than those on the temperature.
Low water periods on European waterways are projected to occur more frequently and to last longer in the future. The seasons in which these periods occur more frequently may also shift from the winter months to the summer months. Low-water periods are projected to change little until the middle of the current century in general. However, selected research results obtained for dedicated locations indicate that low-water events like the one in 2018 will occur more often in the future, e.g in the Rhine area (Lobith) every 10 to 20 years instead of once every 60 years till 2050. With respect to the occurrence of high water the data available give no clear picture. However, it can be assumed that the number of days with navigation-relevant restrictions due to high water will increase moderately till the mid-century and the end of the century with a greater dispersion. Shipping-related restrictions on European waterways due to river ice will decrease, but not vanish. For wind and visibility, no reliable conclusions can be drawn. The sea-level rise in Europe is projected to amount to 1.35 m at the maximum till 2100.
In order to reduce the vulnerability of the entire EU fleet, comprising more than 12 000 operational vessels of which approximately 40 % are assumed to be vulnerable to low water, dedicated infrastructure measures, starting with proper maintenance and management of waterways on short term, have to be considered for improving the climate resilience of inland waterway transport on the long term.
More in detail, options for coping with climate change impacts comprise climate proofing of infrastructure, adaptation planning for ports and inland waterways, proactive waterway maintenance, provision of information on fairways and navigation conditions, river-engineering measures including also novel approaches, application of Nature Based Solutions, as well as measures dedicated to selected canals and ports.
... The guidebook provided guidelines, strategies, and tools for WSDOT's communications staff to use as well (WSDOT, 2008a). Siedl and Schweighofer (2014), in their report on inland waterway transport, discuss the use of information and communication technology for developing "smart waterways" for inland navigation, river information services, barge planning, and a management information system for inland container shipping. This report also underlines the importance of collaboration among public and private stakeholders to making the use of information and communication technology a success. ...
... Harsh weather conditions due to river surface icing or thick fog have also disrupted navigation. Changes in water levels i.e. river flows are far the most influential on the navigation [20,21]. Figure 2 illustrates some of major climate threats in Europe [8] where red means that (i) flood magnitude changes with more than 5 %, (ii) drought intensity changes with more than 5 %; and (iii) drought duration changes with more than 5%. ...
South Eastern Europe (SEE) will experience more extreme weather conditions over the next ten years with stronger influence on transport infrastructure. Within ClimaCor project (2016) a methodology for identifying climate change threats, evaluating their impact on transport corridors and defining adaptation measures is developed. ClimaCor II (a part of ClimaCor initiative) is about applying this pre-scanning methodology on two SEE Transport Corridors. This paper presents main findings of ClimaCor II concerned with those segments of the TENT Rhine-Danube International Waterway that passes through Serbia. The methodology is based on experts' opinions on current and future risks. The most influential threats are mapped along the waterway corridor and adaptation measures are recommended.
Im Jahr 2010 war in Deutschland der Verkehrssektor für fast 20 % der energiebedingten Treibhausgase verantwortlich. Das Klima hat sich bereits so weit verändert, dass zur Sicherung der Funktion der Verkehrssysteme auch Anpassungsmaßnahmen notwendig sind. Diese Maßnahmen müssen durch verkehrsreduzierende bzw. ‑beeinflussende Maßnahmen ergänzt werden. Ausgehend von den Emissionen im Verkehrssektor und möglichen Minderungen schlägt das Kapitel den Bogen zu Optionen der Anpassung an den Klimawandel, die ausführlich und konkret dargestellt werden. Besonders betrachtet werden die mannigfaltigen Gefahren der Rückkopplung sowie die vielfältigen Wechselwirkungen mit anderen Themengebieten und Sektoren
