Guidelines to Incorporate the Costs and Benefits of Adaptation Measures in Preparation for Extreme Weather Events and Climate Change (2020) / Chapter Skim
Currently Skimming:
Pages 14-24
The Chapter Skim interface presents what we've algorithmically identified as the most significant single chunk of text within every page in the chapter.
Select key terms on the right to highlight them within pages of the chapter.
From page 14... ...
9 Chapter 3 – Findings and Applications This chapter details the outcomes of the literature review, surveys and interviews, gap analysis, and guidebook development. Current State of the Practice Review The research team reviewed a broad range of materials during Phase I
|
From page 15... ...
10 selecting projects; however, formal CBAs are rarely conducted. The results of the interviews are included in Technical Memorandum No.
|
From page 16... ...
11 Table 1. Summary of four existing frameworks' abilities to meet CBA needs Needs Currently Satisfied Can Be Satisfied With Minor Modification Will Require New Approaches Capital Investment Framework Data Readily Available to Transportation Practitioners X Support for Multi-Asset and Operations Analysis X Consideration of Hazards X Consideration of Non-Stationarity (Changing Climate)
|
From page 17... ...
12 Needs Currently Satisfied Can Be Satisfied With Minor Modification Will Require New Approaches Consideration of Other Resilience and Sustainability Factors X Relevance for Design-Level Alternatives Comparison X Relevance for Communication to Funding Entities and Public X Scalability from Project- to Planning-Level Analyses X Geographic Scalability X Framework Development How Earlier Tasks Inform Framework Development DOTs have a number of adaptation-related tools already. For example, the FHWA Vulnerability Assessment Scoring Tool (VAST)
|
From page 18... ...
13 the financial burden, long-term public sector costs, and system functioning costs that temperature extremes, worsening storms, rising sea levels, and more frequent and higher nuisance flooding will impose. Some practitioners thought the benefits of CBA could be greater on capital projects, but the inputs and costs are also much greater at that level of application.
|
From page 19... ...
14 Figure 3. Incorporating climate adaptation and CBA into the transportation planning process could help understand future needs and determine long-term strategies for transportation agencies.
|
From page 20... ...
15 Good analysis in planning and prior to programming helps agencies to choose projects wisely and ensures that proper and adequate funds are budgeted for adaptation and other projects. It ensures scarce infrastructure dollars are not wasted.
|
From page 21... ...
16 A prototype tool could also be developed to implement the selected framework and would be based on a flood hazard, as a significant amount of data and models are readily available to support development. During the Interim Meeting with the NCHRP 20-101 Advisory Panel, the members of the panel reviewed the information the research team provided and determined that developing the low regrets and climate resilience frameworks would be beneficial, but developing another tool was not in the best interest of practitioners at this time.
|
From page 22... ...
17 A Study Level 1 analysis is an approximate test to see if it would be cost-effective to upgrade a transportation asset to accommodate climate change future conditions. The basic premise of this approach is that frequency-discharge relationship may change over time, but the frequency-damage relationship should remain constant.
|
From page 23... ...
18 In addition, a Study Level 2 analysis was completed using data from HEC-17 for the Airport Boulevard Culvert. The results of the Study Level 2 analysis found the project to be cost-effective with a NPV of $11 million and a BCR of 7.43.
|
From page 24... ...
19 Because extreme heat events do not have associated recurrence intervals, traditional cost-benefit methodologies are not easily adapted to analyze them. While heating degree days and cooling degree days traditionally used in engineering design can be estimated in the future to reflect possible extreme heat events, accounting for humidity is more difficult because wet and dry bulb temperatures are not readily available in a format that architects and engineers can use.
|
Key Terms
This material may be derived from roughly machine-read images, and so is provided only to facilitate research.
More
information on Chapter Skim is available.