April 25, 2018 – 427 TECHNICAL BRIEF. Financial institutions, corporations, and governments increasingly strive to identify and respond to risks driven by physical climate impacts. Understanding the risks posed by climate change for facilities or infrastructure assets starts with conducting a risk assessment, which requires an understanding of the physical impacts of climate change. However, climate data in its raw form is difficult to integrate into enterprise risk management, financial risk modelling processes, and capital planning. This primer provides a brief introduction to climate models and data from a business or government perspective.
The first of several reports explaining the data and climate hazards analyzed in Four Twenty Seven’s equity risk scores and portfolio analytics, Using Climate Data unpacks the process through which raw climate data is transformed into usable metrics, such as future temperature projections, to help financial, corporate and government users productively incorporate climate-based analytics into their workflows. Beginning by explaining what a global climate model is, the report explains climate data’s format, computational choices to hedge uncertainty and resources for aggregated climate projections tailored to specific audiences.
On September 29th, Mark Carney, recently appointed Governor of the Bank of England, gave a speech on the risks of climate change to financial stability at a Lloyd’s insurance event. Carney referred to climate change as the “tragedy of the horizon,” citing outcomes like the impact of rising seas on the world’s coastlines and infrastructure as one of the largest risks to financial stability around the world. Carney cited three major risks to financial stability from climate change.
First risk: “The impacts today on insurance liabilities and the value of financial assets that arise from climate- and weather-related events, such as floods and storms that damage property or disrupt trade.”
In the context of sea level rise, the impacts of climate change on infrastructure and property along the world’s coastlines are readily apparent. Carney referenced a Lloyd’s study that “estimated that the 20 cm rise in sea-level at the tip of Manhattan since the 1950’s, when all other factors are held constant, increased insured losses from Superstorm Sandy by 30 percent in New York alone.”
Rising seas already compounded the impact of hurricane Sandy, knocking out power grids, flooding subways and causing financial damages estimated to be between $30 billion to $50 Billion. Under current projections of sea level rise up to a 6.6 foot increase is possible by 2100; and as oceans rise so will the physical impact of superstorms.
Second risk: “The impacts that could arise tomorrow if parties who have suffered loss or damage from the effects of climate change seek compensation from those they hold responsible. Such claims could come decades in the future, but have the potential to hit carbon extractors and emitters – and, if they have liability cover, their insurers – the hardest”
Carney suggests that those who suffer the majority of asset loss from climate change could look to hold polluters, governments or private firms accountable for risk exposure.
Nestle is now being sued for the use of water in Southern California and their impact on the California drought. Lawsuits against corporations, governments or private land owners who have shifted the true costs of their behavior onto the commons have the potential to be held accountable for their behavior as extreme weather events become more common and impactful.
Liability for the loss of property and adverse health affects due to climate change are not only held by private firms, but also my American taxpayers. In Alaska, the town of Kivalina is already being displaced by sea level rise and melting sea ice. In response the Obama administration has proposed $50.4 Million in federal aid for relocation costs.
Third risk: “The financial risks which could result from the process of adjustment towards a lower-carbon economy. Changes in policy, technology and physical risks could prompt a reassessment of the value of a large range of assets as costs and opportunities become apparent.”
What Carney is getting at here is the fact that an assessment of liability will change the valuation of an asset. This includes what is commonly referred to as “stranded assets”, in particular fossil fuel reserves — and the plants that process and burn them — will become useless is a world focused on carbon-free energy. But it also includes a much greater class of assets that could become stranded, for example real estate on properties that experience frequent and increasing flooding. After the world has seen enough primary property loss and secondary liability loss due to impacts like rising seas our markets will compensate by devaluing at risk assets.
Climate science has been warning us for decades that the impacts of unbridled emissions are on the horizon, but what Carney adds to the conversation is the translation of the risks into financial terms. As acceptance and information about climate change increase so too does the desire to find innovative solutions that build resilience into how we do business and navigate the risks. Being informed about the potential impact of sea level rise and extreme weather events can help industry and government adapt and keep out of the deep waters of rising seas.
By Sam Irvine
If there is a front line in the war on climate change, it is the world’s coasts. And if there will be casualties from the hard-fought battle, the hardest hit could be the maritime shipping industry. This was the case in 2005 when Hurricane Katrina charged into Louisiana, battered the Port of Gulfport, handily tossed aside shipping containers, prompting $250 million worth of repairs.
The maritime shipping industry, comprised primarily of ports and shipping companies, is positioned in a truly difficult spot when it comes to dealing with the adverse effects of climate change, which will be hitting the industry from all angles.
First and foremost, sea level rise – caused by melting glaciers and the expansion of ocean water as it warms – threatens port infrastructure, which is by necessity situated at sea level. It’s worth noting that the rate of sea level rise is slow and varies a great deal from location to location. According to a 2011 survey, many ports note that they tend to plan with less than a 10-year outlook, although infrastructure is built to last multiple decades. So although sea level rise will occur at what may seem like a snail’s pace, the change is certainly large enough to be a factor when considering the current state of the industry’s planning and building practices.
Of course, sea level rise itself is not the main direct impact, it is what happens because of it – more frequent and intense flooding. As sea level rises, it will take increasingly weak storms and their resulting storm surges to impact infrastructure on land. This is not just an issue for port infrastructure. Inundation from storm surge can impact the operations of port facilities by preventing laborers from getting to work, by increasing downtime and consequently delays, or by raising costs from relocation or repair of flooded facilities.
The list of direct impacts for the maritime shipping industry are numerous: higher temperatures increase refrigeration costs, increased storminess could force longer and more expensive shipping routes, or intensified rainfall events delaying loading/unloading of cargo at ports.
While these impacts are highly concerning, the degree of their impacts can be reasonably well understood, and actions can be taken directly by ports and shipping companies to mitigate their risks.
Perhaps more disconcerting are the indirect impacts that climate change presents to this industry. Widespread climate change will bring macro-level changes to the demand and supply of goods handled by shipping companies and passing through ports.
Take for instance the largest port in the country, the Port of South Louisiana, which lies along the southernmost stretch of the Mississippi River and processes 60% of the Midwest’s grain exports. As drought and extreme heat continue to ravage the region, corn, soybean, and wheat output from states like Missouri, Iowa, and Illinois, which traditionally export their product via the Mississippi River, will plummet. The indirect consequence is that shipping companies will have less demand for their services, and ports will not earn as much profit as the quantity in business diminishes.
The maritime shipping industry is directly in the cross hairs of climate change, and yet strikingly few port administrators are planning for its consequences. Depending on location, infrastructure, and products, there are myriad negative consequences that will be felt by shipping companies and ports. It is time for this sector to prepare for changes and ensure that they can rebound from disasters and be responsive to a changing climate.
By Colin Gannon