ucture systems (e.g. telecommunication, water/sewer, energy); maintenance and added capacity are very expensive. Thus, while measures of road capacity utilisation are much higher, the dollar cost of road infrastructure (per km) is much higher as well. A particularly important issue from the perspective of integration infrastructure system planning relates to right-of-way acquisition and protection (from encroachment). Within urban areas (especially) there is a need for long-term planning to ensure that urban spatial growth will be adequately and efficiently managed by infrastructure investments, along dedicated infrastructure rights-of-way, and in an integrated manner. Encouragement of greater density within existing urban areas would (likely) have a moderate impact on reducing road infrastructure requirements, although such an achievement would require a holistic policy package, including significant urban transport infrastructure investment. Security and climate change risk Overall, measures to manage security risks, increase transport security and address climate change would have a marginal to moderate impact on increasing road infrastructure requirements. Some of this would likely be embedded in various ICT improvements in road capacity utilisation, and new construction requirements to address safety/environmental issues. Perhaps the biggest risks over 2000-30 are the impacts on road and rail networks (national/regional/urban) that could arise from: a) natural disasters (e.g. earthquakes); and b) rising water levels (and flood risk) from global warming. While the former is a risk factor built into transport infrastructure management in many countries/regions of the world, the latter is a more recent issue to arise, and has not been systematically assessed in terms of risk management (exposure/impact). Many large urban centres are at sea level, making rising ocean levels a long-term threat. Climatic disturbances (e.g. affecting rainfall levels/ patterns) may also result in unanticipated flooding of certain li