Economic Impact Assessment of Landslide Events

Winter, M G; Palmer, Derek; Sharpe, Jonathan; Shearer, Barbara; Harmer, Clare; Peeling, David; Bradbury, Trevor

doi:10.1007/978-3-319-04999-1_28

Cited by 7 publications

(9 citation statements)

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“…the market price value of occupant time and vehicle operation). This value is used in transportation planning and appraisal [45], and in previous impact assessments [44]. The nationwide impacts (NI) are given by (3) where the generalised cost (C) is multiplied by the net increase in travel time (T) between all OD zones (o; d) in the undisrupted and disruption event simulations:…”

Section: Impact Measuresmentioning

confidence: 99%

“…cost of emergency response and engineering works), and an assessment of indirect economic impacts (i.e. delay to traffic) was made by Winter et al [44]. These indirect economic impacts were also calculated using the national generalised cost values [45] and the user equilibrium principle used in this study (section 2.4 Network model).…”

Section: Previous Event Impact Assessmentsmentioning

confidence: 99%

“…These indirect economic impacts were also calculated using the national generalised cost values [45] and the user equilibrium principle used in this study (section 2.4 Network model). Crucially however, the model used by Winter et al [44] was the 'queues and delays at roadworks model' (QUADRO [72]), and for which traffic flow is constrained to a limited set of prescribed diversionary routes; whereas the approach used in this study enables traffic to utilise the entire road network. Table 3 compares these assessments to the results of The number of known landslides within each zone is indicated by grey shading; landslides are recorded in a national landslide database [53].…”

Section: Previous Event Impact Assessmentsmentioning

confidence: 99%

“…by traffic incidents, inclement weather or bridge failure) [33][34][35][36][37][38][39][40]. At the national scale, focus has instead been on comparing the resilience of conceptual network structures [38,41,42] or by constraining the analysis to specific regions of interest, for example on transport corridors [32,43] and local diversionary networks [44]. The impacts of hazards events on a national road network, and during periods of peak flow, have so far not been considered.…”

Section: Introductionmentioning

confidence: 99%

“…Previously unidentified vulnerable populations can be identified and regional economic loss can be estimated. Recent estimates of daily economic impacts used similar network modelling techniques albeit at a local, diversionary route scale [44]. Where available, these are used as a means of validation and also to compare the results of different modelling approaches.…”

Section: Introductionmentioning

confidence: 99%

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Extending natural hazard impacts: an assessment of landslide disruptions on a national road transportation network

Postance

Hillier

Dijkstra

et al. 2017

Environ. Res. Lett.

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Disruptions to transportation networks by natural hazard events cause direct losses (e.g. by physical damage) and indirect socio-economic losses via travel delays and decreased transportation efficiency. The severity and spatial distribution of these losses varies according to user travel demands and which links, nodes or infrastructure assets are physically disrupted. Increasing transport network resilience, for example by targeted mitigation strategies, requires the identification of the critical network segments which if disrupted would incur undesirable or unacceptable socio-economic impacts. Here, these impacts are assessed on a national road transportation network by coupling hazard data with a transport network model. This process is illustrated using a case study of landslide hazards on the road network of Scotland. A set of possible landslide-prone road segments is generated using landslide susceptibility data. The results indicate that at least 152 road segments are susceptible to landslides, which could cause indirect economic losses exceeding £35 k for each day of closure. In addition, previous estimates for historic landslide events might be significant underestimates. For example, the estimated losses for the 2007 A83 'Rest and Be Thankful' landslide are £80 k day À1 , totalling £1.2 million over a 15 day closure, and are ∼60% greater than previous estimates. The spatial distribution of impact to road users is communicated in terms of 'extended hazard impact footprints' . These footprints reveal previously unknown exposed communities and unanticipated spatial patterns of severe disruption. Beyond cost-benefit analyses for landslide mitigation efforts, the approach implemented is applicable to other natural hazards (e.g. flooding), combinations of hazards, or even other network disruption events. perturbation to network operation (i.e. reduced access, travel delay and costlier routes). Consequently landslide hazard impact and population exposure is distributed far beyond the hazard's physical location. Critical network segments are those characterised by a high consequence of failure generally irrespective of likelihood [4,5]. A poignant example is the estimated £3.0 billion regional economic loss incurred in the South West, UK [6] by damage to 40 m of railway line during storm water levels exceeding previous maxima in 100 year historical records [7]. The identification of critical network segments is integrated within network management guidelines [8,9]. However, these operational assessments are limited to road segment

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Section: Impact Measuresmentioning

confidence: 99%

Section: Previous Event Impact Assessmentsmentioning

confidence: 99%

Section: Previous Event Impact Assessmentsmentioning

confidence: 99%