vulnerability assessments (RVAs) of other Member States, for example U.K., Germany, and so on An initial review on the relevant factors and impacts is presented on Table 9. It is largely based on EEA (2017) with some impacts considered as clearly not relevant for Bulgaria, removed. Table 9. Summary of transport vulnerabilities to extreme weather factors Factor Impacts Road Railway Water-borne Aviation Extreme heat Gradual pavement damage Rail buckling Overheating of S&T equipment Operations’ disruption Low river flows Vessels’ wedging Operations’ disruption Extreme cold Gradual pavement deterioration Failure of vehicles and traffic management equipment Icing of trains OHL and breaking Operations’ disruption Icing, damaged navigation signs and infrastructure Operations’ disruptions Gradual pavement deterioration Failure of aircrafts and traffic management equipment Icing of aircrafts Heavy Infrastructure damage due to floods and/or landslides Reduced visibility and traction Reduced road safety Infrastructure damage due to floods and/or landslides Operations’ disruption Operations’ disruptions Reduction in airport throughput Snowfall Reduced visibility and traction Obstacles on the road Safety risk Damage to signals and OHL Operations’ disruption Reduction in airport throughput Icing of aircraft Reduced visibility and traction Storms and hails Reduced visibility and traction Obstacles on the road Failure of traffic management systems Damage to vehicles Safety risk Damage to signals and OHL Obstacles on the line Operations’ disruption Operations’ disruption Increased turbulence Safety for ground operations Damage to aircraft and equipment Operations’ disruption Reduced visibility and traction Obstacles on the road Damage to signals and OHL Obstacles of the line Operations’ disruptions Increased turbulence Safety risks for ground operations
Reduction in airport throughput due to air traffic disruption of aircraft Storms and hails Obstacles on the roads, streets and railways resulting in disruptions to operations Reduced visibility on the roads and streets Damage to railways signals and catenary Increased air turbulence Safety risks for airport ground operations Damage to aircraft and equipment Disruptions to operations at ports and airports Fog Reduced visibility on roads and streets Reduction in airport throughput due to air traffic disruption Chapter 2. Baseline – Policy Context This Chapter presents a review of the legal and institutional framework in the transport sector, as well as the regarding CCA. The most important stakeholders in the sector (both at policy and executive level) are identified and their main duties and authority to CCA are presented. The adaptive capacity of the stakeholders is also commented upon. Special attention is given to the existing gaps and barriers in the various subsectors. 2.1. State of Awareness and Understanding of Future Consequences of Climate Change and Knowledge Gaps in the Transport Sector 2.1.1. Overview In the recent years, awareness regarding the need of systematic approach regarding CCA has started to build up in the transport sector. The topic has not been popular in general, although the stakeholders in the sector have identified the need of measures to address specific types of issues which are to climate change. There have been isolated initiatives in the various subsectors, attempting to solve problems related to minimizing the impact of climate change on the transport sector. The increased use of polymer modified bitumen in road pavements is an example of such an initiative. There are other examples of efforts to address the impact of climate change-related issues on the transport sector. In 2013, as part of the Adriatic-Danube-Black Sea Multimodal Platform project, a thorough analysis of the external economic costs for the different modes of transport in southeastern European countries was made. The internalization (through charges and by other means) of the external environmental costs is an important measure which has a mitigation effect in the long run and, in some cases, may be considered an adaptation measure. All major national stakeholders in the transport sector were consulted as part of the study. One of the findings of the study (as a result of the surveys and interviews made) was
Figure 18. Structure and main actors in implementing the Bulgarian transport policy Source: World Bank design. Finally, of major significance to the development of the transport sector are Operational Programme Transport and Transport Infrastructure 2014–2020 and Operational Programme Regions in Growth 2014–2020, which include specific CCA provisions. These programs, however, are not considered part of the legal and policy framework, but rather instruments for the implementation of the national policies and are briefly presented in section 2.6 ‘Financial and Human Resources’. A summary of the most important documents with relevance to CCA in the transport sector is presented in Table 14. Table 14. Legal documents with relevance to CCA in the transport sector Document Relevance to CCA in subsector Roads Railways Waterborne Airborne Strategy for the Development of the Transport System of the Republic of Bulgaria until 2020 High for the subsector but low for CCA High for the subsector but low for CCA High for the subsector but low for CCA High for the subsector but low for CCA Integrated Transport Strategy for the period until 2030 High for the subsector but low for CCA High for the subsector but low for CCA High for the subsector but low for CCA High for the subsector but low for CCA Partnership Agreement for the 2014–2020 period High. Sets requirements High. Sets requirements High. Sets requirements High. Sets requirements Risk and Vulnerability Analysis and Assessment of the Bulgarian Economic Sectors to Climate Change Medium. Mostly includes general observations Medium. Mostly includes general observations Medium. Mostly includes general observations Medium. Mostly includes general observations National Programme for Disaster Protection High High High High National Programme for Prevention and Mitigation of Landslides on the Territory of the Republic of Bulgaria, Erosion and Abrasion on the Danube and Black Sea shores High. Landslides causing most damage to road and railway infrastructure High. Landslides causing most damage to road and railway infrastructure Low Low
CC impact on plants used for bio-fuel production will hamper more intensive use of those fuels Biodiversity & Ecosystems infrastructure along road transport routes can increase wind, landslide and erosion protection Improved water provision and reduced eutrophication in more resilient ecosystems can be of benefit for waterway transport Requirements related to the biodiversity protection may increase transport projects’ CC may increase the risk in invasive species spread that could cause damage of structures relevant to the transport infrastructures – slopes, culverts, fences, ditches, and so on Energy Energy resources to be transported – higher freight transport demand Disruption of power supply may cease or put on risk transport services: Railway transport – delays, disruption, etc.; Road transport – risk in using tunnels, traffic management systems, etc. Poorly maintained/destroyed energy infrastructure can cause physical damage to transport infrastructure Forestry Protection of transport infrastructure due to the improved growth of tree species Increased erosion on steep slopes and forest roads and severe forest damage may disrupt road and rail operation Human Health Incentives for technological development to achieve cleaner and sustainable transport Increased transport costs due to the need of cleaner and sustainable transportation Tourism Demand for transport services Driver to deploy alternative of transportation Increased use of transport infrastructure may increase the maintenance costs Urban Environment Incentives for development of environment friendly transport modes – cycling, walking, electrical, and so on. Disruption of public transport operation due to destruction of streets and/or accidents Higher costs for construction and maintenance of the urban transport infrastructure Water Severe damage to transport infrastructure and disruption of transport due to failures in and hydropower sub-sectors Failures in supply and sewerage systems may damage road and rail infrastructure and/or disrupt or decrease the level of transport services Note: The table reflects how climate change effects in one sector affect the Transport sector 3.5. Priority Setting Approach Identification of climate change adaptation options is an important step in the process
pavements and would decrease the maintenance costs. Cross-cutting relevance NO Risks addressed Extreme heat, extreme cold, snowfall. Regular update of design codes Relevant to: Road Rail Waterborne Airborne X X Description Introduce a formal requirement to RIA and NRIC to review the design on a regular fixed term – for example 2–5 years. Potential participants: MTITC, MRDPW. Option’s relevance Economic Ecologic Social ++ Opportunities that arise Regular review and update, if necessary, of the design code provide for designing and building transport infrastructure that is resilient to the climate changes. Cross-cutting relevance NO Risks addressed All. Review and enhance project preparation procedures Development of common guidelines Relevant to: Road Rail Waterborne Airborne X X X X Description Development of common guidelines to all beneficiaries for taking CCA into consideration in the project preparation process. Potential participants: the Managing authorities of OPTTI and OPRG. Option’s relevance Economic Ecologic Social ++ Opportunities that arise If CCA issue is formally embedded in the project preparation process, this would provide for implementing resilient projects. Cross-cutting relevance NO Risks addressed All. Review of current practices and development of road projects’ preparation manual Relevant to: Road Rail Waterborne Airborne X Description Review the current project preparation practices and rules and based on them develop a comprehensive project preparation manual, considering CCA issues. Potential participants: RIA. Option’s relevance Economic Ecologic Social ++ Opportunities that If CCA issue is formally embedded in the road projects’ preparation process, this would provide for implementing resilient road infrastructure and services. Cross-cutting relevance NO Risks addressed All. Review of current practices and development of railway projects’ preparation Relevant to: Road Rail Waterborne Airborne X Description Review the current project preparation practices and rules and based on them develop a comprehensive project preparation manual, considering CCA issues. Potential participants: NRIC. Option’s relevance Economic Ecologic Social ++ Opportunities that arise If CCA is formally embedded in the rail projects’ preparation process, this would provide for implementing resilient rail infrastructure and services.
Risks addressed All. Develop and implement for deployment of road ITS as emergency response mitigation and management tool Relevant to: Road Rail Waterborne Airborne X Description Develop plans for deployment of ITS as emergency response tool. Potential participants: RIA, municipalities. Option’s relevance Economic Ecologic Social -- +++ Opportunities that ITS is effective and efficient tool to manage traffic flows so to avoid or mitigate the financial and economic costs in case of emergency events. Cross-cutting relevance NO Risks addressed All. Review and improve data collection procedures and building knowledge base Review and identify deficiencies in current scope, rules and practice in data collection with focus on CCA Relevant to: Road Rail Waterborne Airborne X X X X Description Review the existing internal rules and practices for the collection of data related to the transport infrastructure and services operated and maintained by the various stakeholders. Identify gaps and deficiencies (general and in the light of climate change adaptation). Potential participants: MTITC, MRDPW, and all other public-sector stakeholders. Option’s relevance Economic Ecologic Social ++ Opportunities that arise Availability of specific climate change-oriented data will provide for carrying out specific studies to analyze and justify the relevance of specific CCA options. Cross-cutting relevance YES Need for coordination with other relevant institutions and/or bodies. Potential participants: Risks addressed All. Introduce and/or improve CCA relevant data collection practice Relevant to: Road Rail Waterborne Airborne X X X X Description Develop and introduce formal internal rules for data collection (for the stakeholders that do not have any). Revise the existing internal rules for data collection (when deemed necessary). Potential participants: MTITC, MRDPW, and all other public-sector stakeholders. Option’s relevance Economic Ecologic Social ++ Opportunities that arise Availability of specific climate change-oriented data will provide for carrying out specific studies to analyze and justify the relevance of specific CCA options. relevance YES Need for coordination with other relevant institutions and/or bodies. Risks addressed All. Carry out dedicated studies to assess mode specific climate change risk and vulnerability Relevant to: Road Rail Waterborne Airborne X X X X Description Develop new climate change risk and vulnerability studies per data collected. Elaboration and update of CCA options per participants: MTITC, MRDPW, and all other public-sector Option’s relevance Economic Ecologic Social
4. Future Vulnerabilities of Road and Railway Infrastructure and Services 27. Future vulnerability of road infrastructure and services Asset / service category Climate variable Sensitivity Exposure Change in exposure Future vulnerability (change in category) Marginal cost* Road pavement Snow/ice/cold Direct damage for example potholes Particularly in mountains Warming will make winters shorter and less severe, but ice and issues will still occur High (decreased) -€ Hot/dry Direct damage for example bitumen melting; indirect damage for example rutting Particularly on slopes; exacerbated by overloading Hotter, drier summers will increase exposure Very high (no change) €€ Rain Flood damage areas* and close to rivers Greater severity of rainfall and floods will increase exposure Very high (increased) €€€ Embankment and cuttings Snow/ice/cold Subsidence / rockfalls Particularly in mountains Warming will make winters shorter and less severe, but ice and issues will still occur High (decreased) -€ Hot dry Subsidence; vegetation loss (fire) Particularly in embanked sections Increased likelihood of subsidence and fire High (increased) € Rain Subsidence; erosion by rivers Landslides and rockfalls Particularly in embanked sections Greater severity of rainfall and floods will increase exposure Very high (no change) €€ Drainage Snow/ice cold Freezing, blockage, damage Ubiquitous Warming will make winters shorter and less severe, but ice and issues will occur Medium (no change) -€ Hot/dry Build-up of pollutants Ubiquitous Dry spell length likely to increase which could increase build up Medium (no change) -/+
Bridges and viaducts Wet weather Sensitive to floods exceeding the design standard (and erosion) Especially rivers emerging from mountains More intense rainfall could lead to flash floods; spring snow melt may be faster High (increased) €€ Tunnels Low temperatures Low temperatures can cause problems with ice Impact to underground waters Destructions Mountains Low temperatures less likely but sub-zero temperatures will occur Medium (no change) -/+ Track and points Temperature extremes Rail deformation at extremes; points freeze Widespread Higher temperatures lead to greater deformation problems; points freeze less often Very high (increased) € Hot and dry High sensitivity to fire Especially in forests Hotter, drier conditions will increase exposure Very high (no change) €€ Wet weather Sensitive to flooding, erosion and deposition via landslides and rockfalls Close to rivers; near steep, unstable slopes More intense rainfall lead to flash floods; spring snow melt may be faster Very high (increased) €€ Substructure Wet weather Sensitive to, erosion and damage via landslides and rockfalls Close to rivers; near steep, unstable slopes More intense rainfall could lead to flash floods; spring snow melt may be faster Very high (increased) €€ Vegetation All Species and growth sensitive to weather and climate Ubiquitous Increase in temperature and change in precipitation patterns will favourability of species High (increased) € Hot and dry High sensitivity to fire Especially in forests Hotter, drier conditions will increase exposure Very high (no change) €€
Passenger Temperature extremes Passenger comfort in hot/cold weather; risk of accident and delays Ubiquitous; accentuated in areas and times of extremes Increase in hot weather problems; reduction in cold weather problems Medium (no change) -/+ Wet weather Risk of accident and delays to rivers; near steep, unstable slopes Increase in heavy rainfall could increase exposure Medium (no change) -/+ Freight Temperature extremes Freight integrity in hot/cold weather; risk of accident and delays Ubiquitous; accentuated in areas and times of extremes Increase in hot weather problems; reduction in cold weather problems Medium (no change) -/+ Wet weather Risk of accident and delays Close to rivers; near steep, unstable slopes Increase in heavy rainfall could increase exposure Medium (no change) -/+ ^Marginal economic cost beyond present day costs that is, cost due to climate change. Qualitative estimate of costs: -/+ no or slight decrease or increase in cost; -/€ decrease/increase in cost; -/€€ large decrease/increase in cost; -/€€€ very large decrease/increase in cost. Source: World Bank 2012. Annex of Stakeholder Adaptive Capacity Survey Table 29. Stakeholder adaptive capacity (1) Topic MTITC RIA NRIC ExAEMDR ExARA Climate change adaptation awareness self-assessment High Low High High Low Availability of internal documents and guidelines related to climate change adaptation No No No No No Expected climate change events and effects Yes Snowfall and flooding of short sections of the secondary road network No. CCA with on project by project basis Snowfall, blizzards, storms, low water levels None
Most important climate-related risks relevant to the stakeholder N/A Extreme snowfall and precipitation (result in disruptions to traffic and landslides) Extreme heat, forest fires, more frequent extreme weather events – floods, landslides, and so on Ice blocks and freezing, low water levels Freezing and icing of equipment, disruptions to railway traffic because of floods, landslides and snow Identified need for a dedicated climate change adaptation unit or staff No No. is a unit for response to emergencies No. The Safety Inspectorate is responsible for CCA No No Identified need for additional training on climate change adaptation Yes Yes Yes No No Availability and use of formal project preparation guidelines and procedures N/A No No No N/A Availability and use of formal instructions and guidelines for emergency response N/A No Yes Yes N/A Availability of detailed statistical data for floods N/A No Yes N/A No Availability of detailed statistical data for landslides N/A No Yes N/A No Availability of detailed statistical data for intense heat N/A No Yes N/A No Availability of detailed statistical data for snowfall and blizzards N/A No Yes Yes No Note: shaded cells indicate areas where further action may be necessary. 30. Stakeholder adaptive capacity (2) Topic BPI ExAMA BULATSA SUMC Climate change adaptation awareness self-assessment Low Low High Yes Availability of internal documents and guidelines related to climate change adaptation No No Yes No. Uses the municipal strategy Expected climate change events and effects No No Winter weather extremes, air turbulence, extreme heat No
Most important climate-related risks relevant to the stakeholder Extreme cold and water freezing, precipitation, storms, fog, increase of the sea level No Storms, heavy snow, blizzards, fog, heavy precipitation, freezing rain No Identified need for a dedicated climate change adaptation unit or staff No No No No. Has an environmental unit that deals with CCA Identified need for additional training on climate change adaptation Yes No Yes Yes Availability and use of formal project preparation guidelines and procedures No N/A Yes, but not clear if related to technical aspects No Availability and use of formal instructions and guidelines for emergency response Yes. Order by the director of the company No Yes Availability of detailed statistical data for floods No N/A No No Availability of detailed statistical data for landslides No N/A No N/A Availability of detailed statistical data for intense heat No N/A No No Availability of detailed statistical data for snowfall and blizzards No No No No Note: shaded cells indicate areas where further action may be necessary. Annex of the Transport Sector Stakeholders Table 31. Transport sector stakeholders’ responsibilities Entity Subsector Duties and responsibility in the area of Sector Policy Planning Implementation of Infrastructure Projects Emergency Response Data Collection MTITC All Yes. Leading role in the definition of the national transport policy Yes. Leading role in the planning of programs for development of transport and the transport infrastructure No. Monitoring of projects implemented under OPTTI Yes. Leading role in the definition of emergency response policies and legislation; coordination role Yes. Collection of data regarding emergencies and accidents for railway, waterborne and airborne transport MRDPW Roads Yes. Leading role in the definition of municipal Yes. Leading role in the planning of programs for development of National Road No. Monitoring of projects implemented under OPRG No. Role in the development of Yes. Entities under MRDPW are responsible for collecting and
and urban transport policy Network and for regional and urban development policies and legislation (roads) maintaining landslides data MI All Yes. Leading role in the definition of emergency response policies across all sectors of the economy No No Yes. Both reaction to accidents and role in the definition of emergency response policies and legislation Yes. Collection of data regarding road traffic accidents and other emergencies RIA Roads Yes. Major role in the definition of the national road transport policy Yes. Leading role in the planning of programs for development and maintenance of the national road network Yes Yes Yes. Responsible for the collection of data regarding the national road infrastructure NRIC Railways Yes. Major role in the application of the national railway transport policy Yes. Leading role in the planning of programs for development and maintenance of the national railway network Yes Yes Yes. Responsible for the collection of data regarding the national railway infrastructure Railways Yes. role in the transposition of European rail transport legislation into national legislation No No No. Role in the development of policies and legislation regarding railway transport No (of relevance to CCA) BPI Waterborne Yes. Major role in the application of the national waterborne transport policy Yes Yes, but most projects are related to the development of information systems, pollution management and similar Yes No (of relevance to CCA) ExAEMDR Waterborne Yes. Major role in the application of the national waterborne transport policy Yes. Leading role in the planning of programs for improvement and maintenance of the navigation conditions along Danube river Yes Yes Yes ExAMA Waterborne Yes. No No Yes
Annex Options Details Table 32. Costs, benefits, efforts, and institutional arrangements Ref. Adaptation Option Time Preparation Costs (BGN) Costs Benefits Implementation Efforts Institutional Arrangements 1 Adaptation of road culvert design standards 18 months 100,000 Low. Minor increase in culvert construction costs could be expected Medium. Decreased damage to road and infrastructure Low. No complicated coordination involved Joint action between RIA and MRDPW to amend Ordinance No. 1 2 Adaptation of rail culvert design standards 18 months 100,000 Low. Minor increase in culvert construction costs could be expected Medium. Decreased damage to rail and infrastructure Low. No complicated coordination involved Joint action between NRIC and MTITC to amend Ordinance No. 55 3 Adaptation of road bridges design standards (bridge spans) 18 months 90,000 Low. Minor increase in bridge construction costs could be expected Medium. Decreased damage to bridges Low. No complicated coordination involved Joint action between RIA and MRDPW to amend Ordinance No. 1 4 Adaptation of railway bridges design standards (bridge spans) 18 months 90,000 Low. Minor increase in bridge construction costs could be expected Medium. Decreased damage to bridges Low. No complicated coordination involved action between NRIC and MTITC to amend current regulation 5 Adaptation of road pavement design code 18 months 80,000 None or low. Expected reduction of pavement thickness Medium. Cost savings due to decreased pavement thickness Low. No complicated coordination involved Joint action between RIA and MRDPW to amend Ordinance No. 1
6 Adaptation of road pavement design of streets 18 months 60,000 None or low. Expected reduction of pavement thickness to be possibly offset depending on whether PMB should be used Medium. Cost savings due to decreased pavement thickness and longer life of the road pavement Low. No complicated coordination involved to amend Ordinance No. 2 7 Review and evaluation of the effect of the use of polymer modified bitumen in road pavements 18 months 80,000 None or low. Depending on whether the use of PMB should increase Low to medium. Depending on how to optimal are the existing requirements. Low. No complicated coordination involved. action between RIA and MRDPW to amend Ordinance No. 1 8 Regularly design codes review & update obligation 6 months 0 No direct costs Medium to high benefits of keeping the codes up to date Low. No complicated coordination involved Supervisory role of MRDPW over RIA and of MTITC over NRIC 9 Development & common CCA guidelines for project promoters 6 months 40,000 No direct Medium. Improved quality of project preparation will reduce costs over time Low to medium. The managing authorities of OPTTI and OPRG to coordinate with beneficiaries None
10 Develop road project preparation manual 6 months 30,000 None Medium. Improved quality of project preparation will reduce costs over time Low. No complicated coordination involved None 11 Develop railway project preparation manual 6 months 30,000 None Medium. Improved quality of project preparation will reduce over time Low. No complicated coordination involved None 12 Develop waterborne project preparation manual 6 months 30,000 None Medium. Improved quality of project preparation will reduce costs over time Low. No complicated coordination involved None 13 Develop air project preparation manual 6 months 30,000 None Medium. Improved quality of project preparation will reduce costs over time Low. No complicated coordination involved None 14 Road network criticality assessment 18 months 60,000 None Medium. Improved prioritization Low. No complicated None
of interventions coordination involved 15 Railway network criticality assessment 12 months 40,000 None Medium. Improved prioritization of interventions Low. No complicated coordination involved None 16 Identification of road sections to winter disruptions 12 months 50,000 None Medium. Improved prioritization of interventions Low. No complicated coordination involved None 17 Identification of railway sections prone to winter disruptions 6 months 20,000 None Medium. Improved prioritization of interventions Low. No complicated coordination involved None 18 Investment program for improving the road sections prone to winter disruptions 3 months 15,000 Low. Expected to consist of installation of snow protection barriers and planting of vegetation High. Less winter disruptions to traffic due to blizzards and intense snowfall Low. No complicated coordination involved None
19 Investment program for improving railway sections prone to winter disruption 3 months 40,000 Low. Expected to consist of installation of snow protection barriers and planting of vegetation High. Less winter disruptions to traffic due to blizzards and intense snowfall Low. No complicated coordination involved None 20 Evaluation the practice of stopping of HGVs during hot weather 6 months 30,000 Low to none. Costs to operators and for damage to infrastructure Medium to low. Depending on how close to optimal are the existing arrangements Low. Consultations with operators highly recommendable None 21 Adaptation of road operation and maintenance standards in the of CCA 12 months 50,000 None to low. May require some additional activities Medium. Will result in increased maintenance quality and less damage to infrastructure Low. No complicated coordination involved None 22 Adaptation of railway operation and maintenance standards in the context of CCA 12 months 50,000 None to low. May require some additional activities Medium. Will result in increased maintenance quality and less damage to infrastructure Low. No complicated coordination involved None
23 Adaptation of waterborne operation and maintenance standards in the context of CCA 12 months 50,000 None to low. May require some additional activities Medium. Will result in increased maintenance quality and less damage to infrastructure Low. No complicated coordination involved None 24 Adaptation of airborne operation and maintenance standards in the context of CCA 12 months 50,000 None to low. May require some additional activities Medium. Will result in increased maintenance quality and less damage to infrastructure Low. No complicated coordination involved None 25 Develop performance metrics for extreme weather events 6 40,000 None to low. May require some additional activities Medium. Will gradually increase the adaptation capacity Low. No complicated coordination involved Most likely none 26 Review and improve all subsectors’ emergency response plans, rules and procedures, as well as provide training 18 months 100,000 None High. Possible improvement of emergency response Low to medium. Coordination with other stakeholders will be required All public-sector stakeholders operating transport infrastructure
setup in the of CCA capacity within the stakeholders 32 Assign CCA responsibilities 3 months 10,000 None to low. Most likely will not require additional staff Medium. Will improve CCA capacity within the stakeholders Low. No complicated coordination involved May require changes to the statute and structure of some stakeholders 33 Needs assessment and training 24 months 100,000 None Medium to high. The improved awareness and capacity of the stakeholders' staff will facilitate CCA Low. No complicated coordination involved None 34 Awareness raising regarding CCA 24 months 100,000 None Medium to high. The improved awareness of the society will provide for better acceptance and reaction in case of whether related extreme events Low. No complicated coordination involved None 2,020,000