Editing IPCC:AR6/WGII/Chapter-9 (section)

==== 9.9.5.3 Anticipated Adaptation for Transport Systems in Africa ====

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Higher costs will be incurred to maintain and repair damages caused to existing roads as a result of climate change for countries with no adaptation policy for transport infrastructure ( ''very high confidence'' ) ( [[#Chinowsky--2013|Chinowsky et al., 2013]] ; [[#Cervigni--2017|Cervigni et al., 2017]] ; [[#Koks--2019|Koks et al., 2019]] ). Countries with a greater percentage of unpaved roads will, however, incur higher economic costs through adaptation policy when compared to no adaptation policy ( [[#Cervigni--2017|Cervigni et al., 2017]] ).

Adaptation measures in the transport sector have focused on the climate resilience of road infrastructure. Modelling suggests that proactive adaptation of road designs to account for temperature increases is a ‘no regret’ option in all cases, but accounting for precipitation increases should be assessed on a case-by-case basis ( ''medium confidence'' ) ( [[#Cervigni--2017|Cervigni et al., 2017]] ). African governments will need climate adaptation financing options to meet the higher capital requirements of resilient road infrastructure interventions ( [[#Hearn--2016|Hearn, 2016]] ).

Under the Nationally Appropriate Mitigation Action programme, investments in public transport and transit-oriented development are highlighted as desired mitigation–adaptation interventions within cities of South Africa, Ethiopia and Burkina Faso (UNFCCC, 2020). These interventions simultaneously reduce the vulnerability of low-income residents to climate shocks, prevent lock-ins into carbon-intensive development pathways and reduce poverty ( ''high confidence'' ) ( [[#Hallegatte--2016|Hallegatte et al., 2016]] ; [[#Rozenberg--2019|Rozenberg et al., 2019]] ). The combined mitigation–adaptation interventions in the land use transport systems of African cities are also expected to have sufficient short-term co-benefits (reducing air pollution, congestion and traffic fatalities) to be ‘no regret’ investments ( ''very high confidence'' ) ( [[#Hallegatte--2016|Hallegatte et al., 2016]] ; [[#Rozenberg--2019|Rozenberg et al., 2019]] ). Only eight African countries have transport-specific adaptation measures in their NDCs ( [[#Nwamarah--2018|Nwamarah, 2018]] ). Five African countries have submitted NAPs (Table 9.10).

'''Table 9.10 |''' Transport sector references in the National Adaptation Plans (NAPs) of five African countries. Source: [[#Government%20of%20Burkina%20Faso--2015|Government of Burkina Faso (2015)]] ; [[#Government%20of%20Cameroon--2015|Government of Cameroon (2015)]] ; [[#Government%20of%20Togo--2016|Government of Togo (2016)]] ; [[#Government%20of%20Kenya--2017|Government of Kenya (2017)]] ; [[#Government%20of%20Ethiopia--2019|Government of Ethiopia (2019)]] .

{| class="wikitable"
|-
! rowspan="2"| Country

! rowspan="2"| Identify climate change impacts

! rowspan="2"| Promote transport as a disaster risk reduction measure

! colspan="4"| Transport-specific adaptation measures

|-
! Climate-resilient design standards

! Promote public transport

! Promote non-motorised transport

! Urban land use planning

|-
| Burkina Faso

| X

|
| X

| X

|
| X

|-
| Cameroon

|
| X

| X

|
|-
| Ethiopia

| X

| X

| X

| X

|
|-
| Kenya

| X

|
|-
| Togo

|
| X

| X

|
|}

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