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Ashfall from the April 2021 La Soufrière volcano eruption significantly impacted the Caribbean Island of St. Vincent. Out of all infrastructure sectors, transportation was the most affected across the island, with damages totaling $27.5 million (USD). Removal of ash is a debris management, public health, and disaster concern. This study uses the United States Geological Survey Ash3d model to estimate the thickness of ashfall covering roads, structures, and agricultural lands, totaling 9.4 million ft.3 on roadways, 4.8 million ft.3 on structures, and 147 million ft.3 in agricultural areas. Total ashfall on the island was estimated at 1.3 billion ft.3 Long-term planning and recovery challenges include the remote island location, limited resources, and the existing social and humanitarian needs intensified by the disaster. A staged approach to cleanup, debris management, temporary storage of ash, and sustainable reuse of ash as an aggregate for paving and building materials is proposed. The benefits of new technologies for converting ash into building materials using both off- and on-island systems should be considered for reconstruction materials. Using alternatives to sand mining and developing the adaptive reuse of disaster debris would support long-term recovery and resilience.

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In the absence of a vaccine, nonpharmaceutical interventions such as social distancing and travel reductions were the only strategies for slowing the spread of the COVID-19 pandemic. Using survey data from Hawaii (n = 22,200) collected in March through May of 2020 at the onset of the pandemic, the differences between traveler spreaders who brought the disease into the state and community spreaders were investigated. In addition to describing the demographic attributes and comparing them with attributes of those who were vulnerable to COVID-19, logit models explaining travel behaviors were developed and tested. Traveler spreaders were likely to be male, younger, and returning students. Community spreaders were more likely to be male, essential workers, first responders, and medical personnel at the highest risk of exposure. Using spatial statistics, clusters and hotspot locations of high-risk individuals were mapped. As transportation researchers are in a position to combine their critical analytical capabilities and experience with relevant databases on mobility and the spread of infectious diseases, this analysis could support efforts to respond to and slow the spread of the pandemic.

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The results of a nationwide survey of state and local agencies conducted in 2020 are summarized to understand priorities for improving transportation emergency management (EM) and resilience. Questions on EM activities, policies, and operations were answered by 190 respondents from across the country. In addition to comparing responses across transportation, EM, and other organizations (law enforcement, public works, health, environmental services, etc.), differences are analyzed based on agency size, location, experience, and hazard exposure. Respondents were also asked to prioritize EM activities for additional funding. Capabilities such as Emergency Planning, Traffic Control, Response Teams, and Situational Awareness emerge as priority areas. Approximately 60 percent of transportation agencies report updates of EM plans within the last 5 years compared to 70 percent of EM and 38 percent among other agencies. Four general linear models (GLMs) are developed and tested to determine the attributes of respondents who support improvements in (1) planning, (2) communications, (3) collaboration, and (4) transformation of agencies. An evaluative framework for measuring and managing resilience is developed and tested based on the responses. The analysis reveals diverse EM experiences, capabilities, and priorities, providing insight into future directions for sustaining and improving transportation resilience.

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Based on a survey of stakeholders from 34 municipalitiesin Puerto Rico 1 year following HurricaneMaria, this study reports on progress and prioritiesfor longer-term recovery. Following a description ofthe storm and its impacts and an overview of recoveryprinciples, initial insights expressed after the stormare studied. Over 56 percent of respondents rankedthe need for equity considerations as the top recoverypriority, while 23 percent ranked building back faster,and 11 percent supported building back stronger as thetop priority. Building back greener was the top recoverygoal for 10 percent of the respondents. In addition tobroad recovery goals, specific actions and initiatives tosupport recovery are also investigated. While the needsfor more robust data collection and information sharingemerged, gaps in training and capacity buildingwere also reported. The analysis sheds light on the needfor more participatory, deliberative processes, and thechallenges of leadership, management, and inclusivegovernance following large-scale disasters. The findingsare relevant to other island communities and thedevelopment of effective systems for disaster recovery.

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As the need to prepare for, respond to, and recover from major disruptive events continues to become more critical, the use of evacuation as a protective action strategy when confronted with life-threatening disasters is a key component of community resilience planning. While the basic concepts of evacuations are straightforward and consistent across locations and hazard types, the details of planning and managing an evacuation are more varied and complex. To improve evacuation preparedness, the training of emergency managers, police, and transportation agencies becomes key. This study assesses the need for evacuation training among key governmental agencies. A national survey of evacuation planning training needs among emergency managers and those involved in transportation management and operations was undertaken in 2016. This paper summarizes key findings of this survey, which included 727 respondents across 136 cities and 48 states and 2 territories, to reveal the results of this training-needs self-assessment. Based on this analysis, training needs and other recommendations for the development and delivery of curriculum on evacuation planning are presented.

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In spite of research and awareness of the hazards associated with handheld mobile device use while driving, many motorists continue to engage in this risky behavior. The mobile device use while driving has a detrimental effect on the operation of the vehicle. It contributes significantly to distraction which is a leading cause of accidents. Especially, the use of text messaging and the dialing of a 10-digit number while driving can be attributable to crash risks. Phone use bans have a positive role in reducing mobile phone use for texting while operating vehicles. There are limited studies on whether drivers admit to the use of handheld devices while driving. The aim of this study was to identify the experiences, practices, and attitudes of handheld device use while driving. A total of 337 respondents nationwide replied to the survey on the attitudes and self-reported behaviors of handheld device use while driving. In the survey, the characteristics of handheld device users, use of handheld devices, and the differences in self-reported behaviors across states with and without device use restrictions were compared. The perceptions and experiences of device users are also examined. Based on the background of device users and their attitudes, a multivariate logistic regression is used to identify the characteristics of those who use handheld devices while driving. The model is relevant to this research because it allows the consideration and comparison of many variables to identify the attitudes of people towards distracted driving. The affirmative self-reporting of 59 percent of the respondents is a surprising result given that there are state bans on texting and the use of handheld mobile phones while driving. Older drivers are least likely to engage in these behaviors, compared to younger drivers and adult drivers. Based on the findings, targeted educational and enforcement campaigns to reduce device use during driving are suggested. Additional promising areas for further inquiry and research are also proposed.

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A recent lava flow in Puna, Hawaii, threatened to close one of the major highways serving the region. This article provides background information on the volcanic hazards and describes events, responses, and challenges associated with managing a complex, long-duration disaster. In addition to the need to better understand geologic hazards and threats, there is a need for timely information and effective response and recovery of transportation infrastructure. This requires coordination and sharing of information between scientists, emergency managers, transportation planners, government agencies, and community organizations. Transportation assets play a critical role in terms of problem definition, response, and recovery. The challenges with managing a long-duration event include: (1) determining when a sufficient threat level exists to close roads; (2) identifying transportation alternatives; (3) assessing impacts on communities including the direct threats to homes, businesses, structures, and infrastructure; (4) engaging communities in planning and deliberation of choices and alternatives; and (5) managing uncertainties and different reactions to hazards, threats, and risks. The transportation planning process provides a pathway for addressing initial community concerns. Focusing not just on roadways but also on travel behavior before, during, and after disasters is a vital aspect of building resilience. The experience in Puna with the volcano crisis is relevant to other communities seeking to adapt and manage long-term threats such as climate change, sea level risk, and other long-duration events.

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Indonesia, a country of more than 17,000 islands, is exposed to many hazards. A magnitude 9.1 earthquake struck off the coast of Sumatra, Indonesia, on December 26, 2004. It triggered a series of tsunami waves that spread across the Indian Ocean causing damage in 11 countries. Banda Aceh, the capital city of Aceh Province, was among the most damaged. More than 31,000 people were killed. At the time, there were no early warning systems nor evacuation buildings that could provide safe refuge for residents. Since then, four tsunami evacuation buildings (TEBs) have been constructed in the Meuraxa subdistrict of Banda Aceh. Based on analysis of evacuation routes and travel times, the capacity of existing TEBs is examined. Existing TEBs would not be able to shelter all of the at-risk population. In this study, additional buildings and locations for TEBs are proposed and residents are assigned to the closest TEBs. While TEBs may be part of a larger system of tsunami mitigation efforts, other strategies and approaches need to be considered. In addition to TEBs, robust detection, warning and alert systems, land use planning, training, exercises, and other preparedness strategies are essential to tsunami risk reduction.

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Honolulu is susceptible to coastal flooding hazards. Like other coastal cities, Honolulu&s long-term economic viability and sustainability depends on how well it can adapt to changes in the natural and built environment. While there is a disagreement over the magnitude and extent of localized impacts associated with climate change, it is widely accepted that by 2100 there will be at least a meter in sea level rise (SLR) and an increase in extreme weather events. Increased exposure and vulnerabilities associated with urbanization and location of human activities in coastal areas warrants serious consideration by planners and policy makers. This article has three objectives. First, flooding due to the combined effects of SLR and episodic hydro-meteorological and geophysical events in Honolulu are investigated and the risks to the community are quantified. Second, the risks and vulnerabilities of critical infrastructure and the surface transportation system are described. Third, using the travel demand software, travel distances and travel times for evacuation from inundated areas are modeled. Data from three inundation models were used. The first model simulated storm surge from a category 4 hurricane similar to Hurricane Iniki which devastated the island of Kauai in 1992. The second model estimates inundation based on five tsunamis that struck Hawaii. A 1-m increase in sea level was included in both the hurricane storm surge and tsunami flooding models. The third model used in this article generated a 500-year flood event due to riverine flooding. Using a uniform grid cell structure, the three inundation maps were used to assess the worst case flooding scenario. Based on the flood depths, the ruling hazard (hurricane, tsunami, or riverine flooding) for each grid cell was determined. The hazard layer was analyzed with socioeconomic data layers to determine the impact on vulnerable populations, economic activity, and critical infrastructure. The analysis focused both on evacuation needs and the critical elements of the infrastructure system that are needed to ensure effective response and recovery in the advent of flooding. This study shows that the coastal flooding will seriously affect the economy and employment. Extreme flooding events could affect 38 percent of the freeways, 44 percent of the highways, 69 percent of the arterial roads, and 40 percent of the local streets in the area examined. Approximately 80 percent of the economy and 76 percent of the total employment in the urban core of Honolulu is exposed to flooding. Evacuation modeling, shelter accessibility, and travel time to shelter analyses revealed that there is a significant shortage in sheltering options, as well as increases in travel times and distances as inundation depth increases. The findings are useful for evacuation and shelter planning for extreme coastal events, as well as for climate change adaptation planning in Honolulu. Recommendations for emergency responders as well as those interested in the integration of long-term SLR and low probability, high consequence coastal hazards are included. The study shows how to integrate travel demand modeling across multiple hazards and threats related to evacuating, sheltering, and disaster risk reduction.

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Using a comprehensive database of police-reported accidents in Hawaii, we describe the nature of pedestrian accidents over the period 2002-2005. Approximately 36% of the accidents occur in residential areas, while another 34% occur in business areas. Only 41.7% of the pedestrian accidents occur at intersections. More pedestrian crashes occur at non-intersection locations-including midblock locations, driveways, parking lots, and other off roadway locations. Approximately 38.2% of the crashes occur at crosswalk locations, while proportionately more (61.8%) of the pedestrian accidents occur at non-crosswalk locations. Using this database the human, temporal, roadway, and environmental factors associated with being "at-fault" for both pedestrians and drivers are also examined. Using techniques of logistic regression, several different explanatory models are constructed, to identify the factors associated with crashes producing fatalities and serious injuries. Finally, two pedestrian models (drunk males and young boys) and one driver model (male commuters) are developed to provide further understanding of pedestrian accident causation. Drunk male pedestrians who were jaywalking were in excess of 10x more likely than other groups to be at-fault in pedestrian accidents. Young boys in residential areas were also more likely to be at-fault. Male commuters in business areas in the morning were also found to have higher odds of being classified at-fault when involved in pedestrian accidents. The results of this study indicate that there should be a combination of enforcement and educational programs implemented for both the pedestrian and drivers to show those at-fault the consequences of their actions, and to reduce the overall number of accidents.

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In 2005, Hawaii strengthened its pedestrian crosswalk laws. Previously, motorists had the option yielding or slowing down at a crosswalk and had to stop "only when necessary." The new law requires drivers to stop and yield to pedestrians at crosswalks. The purpose of this study is to examine patterns of violation and compliance with the law among both pedestrians and drivers. Observational studies at crosswalks were done in the Spring of 2006. In addition to reporting on overall rates of compliance, the characteristics of both pedestrians and drivers who either violate or comply with the law are described. While pedestrian compliance is higher than that of drivers, there are interesting differences to report in terms of age, gender, type of intersection, land use, and other factors. In addition to the results of a descriptive analysis, logistic regression models predicting the likelihood of violation of the crosswalk laws by either pedestrians or drivers, as a function of their characteristics, the type of intersection, and other factors are presented. The study finds that drivers tend to commit proportionately more violations than pedestrians, and violations are committed by a broader range of drivers than pedestrians. These results suggest that education and enforcement should be directed towards drivers. Future directions for research and enhancing the safety of pedestrians are described in a concluding section.

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Despite the fact that Hawaii has one of the highest seat belt use rates for passenger vehicles in the United States, and has had a mandatory seat belt use law since the 1980s, studies have shown that commercial motor vehicles (CMV) seat belt use rates are low. To better understand this phenomenon, a comprehensive survey of commercial vehicle drivers was conducted in Hawaii to ascertain attitudes and self-reported behaviors regarding seat belt use. A total of 791 drivers responded to a written questionnaire implemented at weigh stations and distributed to various trucking firms and transport centers. Approximately 67% reported that they use seat belts "always" when driving a CMV (commercial motor vehicle), yet when asked how often do other CMV drivers use seat belts, only 31% responded "always." Interestingly, 86% of these same drivers reported that they use seat belts "always" when driving a personal vehicle. The major reason cited for non-use of belts was "frequent stops/inconvenience" (29%), and "not safety conscious" (23%). Notably, the self-reported use of safety belts is highest among operators of vans (88% said "always"), followed by buses (87% said "always") and lowest among truck drivers (only 60% said "always"). In this paper, some of the differences between self-reported users and non-users are explored and a multivariate logit model was developed to predict the odds of belt use as a function of various factors.

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