On the amount of counterpart assistance to be provided after natural disasters: from the perspective of indirect economic loss assessment

China’s counterpart assistance policy is of vital importance in providing guidance for emergency management and post-disaster reconstruction. However, the amount of assistance that partner provinces should provide as well as the criteria that partners should abide by in offering counterpart assistance remain a main challenge. The goal of this research is to fill this gap by proposing a new framework consisting of an interregional input–output (IRIO) model and a resilience index. Subsequently, the indirect economic loss is obtained by utilizing the index system of provincial economic resilience assessments, with measures of indirect economic loss developed from the IRIO. Furthermore, to examine the internal validity and systematic error, the reliability of the adopted models, the calculation methods, and the index systems are investigated. To assess the external validity of the proposed measures and resilience index of the framework, data from the 2008 Wenchuan Earthquake are applied for estimating parameter values of the framework, and a follow-up investigation was conducted for examining the fairness and enhanced effectiveness of the new counterpart assistance criteria. In summary, this paper attempts to present some new ideas about the analysis of economic motivations of mutual aid and the improvement of the counterpart assistance policy.     

Theorizing distributive justice and the practice of post-disaster housing recovery

This paper examines the implications of contemporary conceptions of distributive justice for post-disaster recovery programmes. The question asked in this paper is essentially theoretical: what does a concern with distributive justice entail when developing and evaluating post-disaster recovery programmes? Housing recovery programmes are employed to provide a contextual grounding for the discussion. We present a review of the disaster recovery literature and recent programmes of post-disaster housing recovery to map the ways in which distributive justice have been theorized, interpreted, debated and put into practice. We reflect on what different principles of distributive justice imply for post-disaster recovery programmes in terms of their impact on opportunities for individuals and communities to recover from disasters, and also on their realizing possibilities of advancing justice in the post-disaster society. The paper concludes by outlining a number of dimensions of a pluralist account of distributive justice. Using these dimensions and taking into account tensions within and between them, we attempt to offer a framework for reflecting on and assessing distributive arrangements of disaster recovery programmes.     

Formal and informal material aid following the 2010 Haiti earthquake as reported by camp dwellers

Following the 2010 Haiti earthquake, more than two million people moved to temporary camps, most of which arose spontaneously in the days after the earthquake. This study focuses on the material assistance people in five Port‐au‐Prince camps reported receiving, noting the differences between assistance from formal aid agencies and from ‘informal’ sources such as family. Seven weeks after the earthquake, 32% of camp dwellers reported receiving no assistance whatsoever; 55% had received formal aid, typically a tent or tarpaulins; and 40% had received informal aid, usually in the form of cash transfers from family living abroad. While people were grateful for any material aid, cash was more frequently considered timely and more effective than aid‐in‐kind. Should this study be indicative of the greater displaced population, aid agencies should consider how they might make better use of cash transfers as an aid modality.     

Exploring relationships between observed activation rates and functional attributes of lane departure prevention

Objective: Drivers’ use of lane departure warning and prevention systems is lower than use of other crash avoidance technologies and varies significantly by manufacturer. One factor that may affect use is how well a system prevents unintended departures. The current study evaluated the performance of systems that assist in preventing departures by providing steering or braking input in a 2016 Chevrolet Malibu, 2016 Ford Fusion, 2016 Honda Accord, and 2018 Volvo S90. These vehicles were selected because a prior observational study found that the percentage of privately owned vehicles that had lane departure prevention systems turned on varied among these 4 automakers.

Method: In each vehicle, a test driver induced 40 lane drifts on left and right curves by steering the vehicle straight into the curve so that vehicles departed in the opposite direction and 40 lane drifts on straightaways by slight steering input to direct the vehicle to left and right lane markers.

Results: Vehicles from automakers with higher observed lane departure prevention use rates (Volvo, Chevrolet) featured systems that provided steering input earlier and more often avoided crossing lane markers by more than 35?cm compared to vehicles from automakers with lower observed use rates (Ford, Honda).

Conclusion: The study identified functional characteristics (i.e., timing of steering input, prevention of departures more than 35?cm) of lane departure prevention systems that were strongly associated with observed activation of these systems in privately owned vehicles. Although this relationship does not imply causation, the findings support the hypothesis that functional characteristics of lane departure prevention systems affect their use. Designers may be able to use these results to maximize driver acceptance of future implementations of lane departure prevention.     

Utilization of publicly owned treatment works to promote pollution prevention

Industrial production processes contribute the most diverse group of emissions to air, water, and land pollution. These forms of pollution were the initial focus of environmental regulations requiring control efforts. Under optimum conditions, industrial waste streams pass through some type of treatment to minimize toxicity prior to being released into the environment. Business, government, and interest groups have previously assumed that industrial productivity and environmental quality were diametrically opposed. In other words, enhanced industrial productivity resulted in environmental damage and, conversely, environmental protection resulted in costs to business. However, companies that have implemented pollution prevention (P2) strategies to address their environmental problems have usually found that their facility's productivity can improve, while at the same time waste and pollution can be reduced. Where previous environmental strategies focused on end-of-pipe control efforts, P2 strategies are implemented at the design or process phase. While there are many examples of individual companies successfully implementing P2, consensus shows P2 adoption by the business community advancing at a rate far slower than expected. Most government agencies that currently promote P2 are not typically viewed as credible sources of innovation by industry. Publicly Owned Treatment Works (POTWs), however, may be able to capitalize on their dual status as respected members of the local community as well as experts in waste management thus serving as credible proponents of P2. The paper discusses how POTWs are working with industrial users to promote P2, as well as their interest in doing so and their requirements for technical assistance. Survey results are provided that describe how POTW personnel in the State of Illinois believe they could best promote P2.     

Prevalence of driver physical factors leading to unintentional lane departure crashes

Objective: Some lane-keeping assist systems in development and production provide autonomous braking and steering to correct unintentional lane drift but otherwise require drivers to fully control their vehicles. The goal of this study was to quantify the proportion of drivers involved in unintentional lane drift crashes who would be unable to regain control of their vehicles to inform the design of such systems.

Methods: The NHTSA's National Motor Vehicle Crash Causation Survey collected in-depth, on-scene data for a nationally representative sample of 5,470 U.S. police-reported passenger vehicle crashes during 2005–2007 that occurred between 6 a.m. and midnight and for which emergency medical services were dispatched. The physical states of drivers involved in the 631 lane drift crashes in the sample, which represented 259,034 crashes nationally, were characterized.

Results: Thirty-four percent of drivers who crashed because they drifted from their lanes were sleeping or otherwise incapacitated. These drivers would be unlikely to regain full control of their vehicles if an active safety system prevented their initial drift. An additional 13% of these drivers had a nonincapacitating medical issue, blood alcohol concentration (BAC) ≥ 0.08%, or other physical factor that may not allow them to regain full vehicle control. When crashes involved serious or fatal injuries, 42% of drivers who drifted were sleeping or otherwise incapacitated, and an additional 14% were impacted by a nonincapacitating medical issue, BAC ≥ 0.08%, or other physical factor.

Conclusions: Designers of active safety systems that provide autonomous lateral control should consider that a substantial proportion of drivers at risk of lane drift crashes are incapacitated. Systems that provide only transient corrective action may not ultimately prevent lane departure crashes for these drivers, and drivers who do avoid lane drift crashes because of these systems may be at high risk of other types of crashes when they attempt to regain control. Active lane-keeping assist systems may need to be combined with in-vehicle driver monitoring to identify incapacitated drivers and safely remove them from the roadway if the systems are to reach their maximum potential benefit.     

Analysis of Driver Evasive Maneuvering Prior to Intersection Crashes Using Event Data Recorders

Objective: Intersection crashes account for over 4,500 fatalities in the United States each year. Intersection Advanced Driver Assistance Systems (I-ADAS) are emerging vehicle-based active safety systems that have the potential to help drivers safely navigate across intersections and prevent intersection crashes and injuries. The performance of an I-ADAS is expected to be highly dependent upon driver evasive maneuvering prior to an intersection crash. Little has been published, however, on the detailed evasive kinematics followed by drivers prior to real-world intersection crashes. The objective of this study was to characterize the frequency, timing, and kinematics of driver evasive maneuvers prior to intersection crashes.

Methods: Event data recorders (EDRs) downloaded from vehicles involved in intersection crashes were investigated as part of NASS-CDS years 2001 to 2013. A total of 135 EDRs with precrash vehicle speed and braking application were downloaded to investigate evasive braking. A smaller subset of 59 EDRs that collected vehicle yaw rate was additionally analyzed to investigate evasive steering. Each vehicle was assigned to one of 3 precrash movement classifiers (traveling through the intersection, completely stopped, or rolling stop) based on the vehicle's calculated acceleration and observed velocity profile. To ensure that any significant steering input observed was an attempted evasive maneuver, the analysis excluded vehicles at intersections that were turning, driving on a curved road, or performing a lane change. Braking application at the last EDR-recorded time point was assumed to indicate evasive braking. A vehicle yaw rate greater than 4° per second was assumed to indicate an evasive steering maneuver.

Results: Drivers executed crash avoidance maneuvers in four-fifths of intersection crashes. A more detailed analysis of evasive braking frequency by precrash maneuver revealed that drivers performing complete or rolling stops (61.3%) braked less often than drivers traveling through the intersection without yielding (79.0%). After accounting for uncertainty in the timing of braking and steering data, the median evasive braking time was found to be between 0.5 to 1.5 s prior to impact, and the median initial evasive steering time was found to occur between 0.5 and 0.9 s prior to impact. The median average evasive braking deceleration for all cases was found to be 0.58 g. The median of the maximum evasive vehicle yaw rates was found to be 8.2° per second. Evasive steering direction was found to be most frequently in the direction of travel of the approaching vehicle.

Conclusions: The majority of drivers involved in intersection crashes were alert enough to perform an evasive action. Most drivers used a combination of steering and braking to avoid a crash. The average driver attempted to steer and brake at approximately the same time prior to the crash.     

Objectives of public economic policy and the adaptation to climate change

Much can be learned about adaptation by applying structures and methodologies already used in other research fields. This study employs a public economic policy approach to investigate how – or if at all – adaptation should be supported by the public sector. Three different fields of adaptation activity are identified which are especially relevant for government intervention and the study proposes ways in which government intervention could be conducted. The analysis takes into account that developing regions are particularly vulnerable and they have insufficient funds to adequately adapt to climate change.     

Cash and voucher assistance along humanitarian supply chains: a literature review and directions for future research

This study reviews research on cash and voucher assistance (CVA) by applying a humanitarian supply chain management perspective. A systematic literature review was conducted to identify, analyse, and synthesise past academic research. The content, context, and process framework was used to structure the content analysis. The findings reveal that the outcomes of CVA programmes are dependent on critical context-specific variables that influence feasibility and operability. Humanitarian actors must consider factors that are external (the nature of disaster, politics, economy, and infrastructure) and internal (local market availability and accessibility, supplier/donor interest, supplier/vendor selection and contracting, and beneficiary preference) to the supply chain. The delivery process is influenced by them, impacting on programme responsiveness and cost-efficiency. The results provide insights that humanitarian practitioners can utilise to reconsider their supply chain strategies when deciding on the selection and implementation of CVA programmes. Potential literature gaps are identified, and recommendations for further research are provided.     

What’s in a name? Drivers’ perceptions of the use of five SAE Level 2 driving automation systems

Introduction: Automobile manufacturers are developing increasingly sophisticated driving automation systems. Currently, the highest level of automation available on the market is SAE Level 2, which provides sustained assistance for both lateral and longitudinal vehicle control. The purpose of this study was to evaluate how drivers’ perceptions of what behaviors secondary to driving are safe while a Level 2 system is operating vary by system name. Methods: A nationally representative telephone survey of 2005 drivers was conducted in 2018 with questions about behaviors respondents perceived as safe while a Level 2 driving automation system is in operation. Each respondent was asked about two out of five system names at random for a balanced study design. Results: The name “Autopilot” was associated with the highest likelihood that drivers believed a behavior was safe while in operation, for every behavior measured. There was less variation observed among the other four SAE Level 2 system names when compared with each other. A limited proportion of drivers had experience with advanced driver assistance systems and fewer of these reported driving a vehicle in which Level 2 systems were available. Drivers reported that they would consult a variety of sources for information on how to use a Level 2 system. Conclusions: The names of SAE Level 2 driving automation systems influence drivers’ perceptions of how to use them, and the name “Autopilot” was associated with the strongest effect. While a name alone cannot properly instruct drivers on how to use a system, it is a piece of information and must be considered so that drivers are not misled about the correct usage of these systems. Practical Applications: Manufacturers, suppliers, and organizations regulating or evaluating SAE Level 2 automated driving systems should ensure that systems are named so as not to mislead drivers about their safe use.