This thesis analyzes how the Central Government of India (GoI) frames and justifies the post-disaster recovery phase in the recovery chapters of its 2016 and 2019 National Disaster Management Plans using Constructivist Grounded Theory and Textual Analysis. My analysis of the National Disaster Management Policy of 2009 demonstrates how disaster management mainly focuses on pre-disaster activities and how, as a result, recovery activities are less explored. I observed the same results in the National Plans, justifying the relevance of my thesis. The most significant findings of this research include: first, the GoI uses both Plans to detail decentralized efforts in recovery activities. Second, the GoI successfully puts the needs of communities at the heart of both Plans but fails to address communities as stakeholders and lacks consistency concerning the most vulnerable sections of the communities. Third, the GoI highlights psychological needs similarly in both Plans but does not acknowledge how psychological recovery is a long and ongoing process when explaining the recovery process. Lastly, it overly uses the “Build Back Better” (BBB) term but does provide details about concrete ways to achieve it. Drawing on the concepts of “disaster” and “recovery”, I argue that the GoI focuses on recovery based on hazards and fails to address the underlying causes of disasters in the recovery chapters of its Plans. Moreover, I argue that it successfully harmonizes with the dominant discourse of the international community but uses some institutional concepts such as BBB as buzzwords. Finally, I argue that the Plans reflect the priorities of the Government and that the 2019 Plan is not more inclusive as it aspires to be.

Fondée sur dix-sept mois d’enquête ethnographique à Tongoa (entre 2013 et 2015), une île du Vanuatu, cette thèse et la réflexion qui la sous-tend portent sur les espaces travaillés, en mer comme sur terre. Elle prend comme fil conducteur les jardins de subsistance et met en évidence les relations qu’entretiennent les habitants de l’île, tant entre eux et avec ces deux types d’espaces, qu’avec les collectifs de non-humains qui peuplent leur monde. L’étude de la nature domestique révèle que la terre et la mer sont pensées dans un cadre commun et montre en quoi elles sont constitutives du mode de vie et des représentations de ceux qui les créent et les exploitent. L’environnement dans lequel évoluent les Man-Tongoa est marqué du sceau de catastrophes, dont la contingence constitue, pour eux, un inéluctable donné de l’existence. Les espaces appropriés sont régulièrement bouleversés, voire temporairement anéantis, par un événement sismique ou climatique de grande ampleur – comme le cyclone Pam, intervenu en mars 2015. L’ethnographie de cet événement et l’étude des différents phénomènes relevant de la catégorie locale de disasta démontrent comment est localement construite la notion de catastrophe lorsque la « tradition », les dénominations chrétiennes et les ONG en proposent des explications parfois incompatibles. / Based on seventeen months of fieldwork carried out between 2013 and 2015 on Tongoa, an island in the archipelago of Vanuatu, the present PhD dissertation and its underlying reflection aim to study domesticated spaces, both on the ground and in the sea. This research explores and follows the logics of subsistence gardens, underlying the relationships cultivated both between islanders and these spaces, and between them and the non-human entities inhabiting their world. Such an approach helps underline how the land and the sea are conceptualised in a common frame of understanding, and shows how both spaces equally build up the way of living and thinking of those who create them and tap into their resources. The environment of the Man-Tongoa bears the weight of potential disasters, whose very contingency is an inescapable given of daily reality. The appropriated spaces are regularly shattered, sometimes even temporarily wrecked, by large-scale seismic or climatic events – as demonstrated by the cyclone Pam, which took place in March 2015. The ethnography of this event and the analysis of the various phenomena pertaining to the local category of disasta demonstrate how the notion of disaster is locally constructed, when “tradition”, Christian denominations, and NGOs offer non mutually intelligible or compatible explanations.

This study is the first to measure the interaction of socioemotional wealth (SEW) and social capital, consisting of community and institution, and their impact in post-disaster recovery of small family businesses. Hierarchical multiple regression is used based on a sample of 79 small family businesses in Indonesia. Our findings suggest that family firms in post-disaster situation are able to pursue both SEW goals and economic gains, thus breaking the trade-off between SEW vs. economic benefits. More specifically, we found that SEW—as a strategic decision making tool—shows its prominence on the interaction between SEW-community and SEW-institution. This implies that small family businesses need to find synergy between socioemotional endowments and social capital to help them to bounce back and recover after a disaster.

This study examines the phenomenon of student resiliency as it relates to Nunez Community College students who returned to attend school in the community of St. Bernard Parish following Hurricane Katrina. Nunez Community College is located in Chalmette, Louisiana, fifteen miles east of the City of New Orleans. The community is adjacent to the Lower Ninth Ward. This study seeks to answer the questions of why the students returned to a disaster-stricken area to continue their studies and how the students coped in the aftermath. There is a significant gap in the literature on post-disaster resiliency and in particular, the role of education in post-disaster recovery. Twelve students who returned to Nunez Community College post-Katrina were interviewed using a Student Resilience Model as a conceptual framework. The perceptions of the students' post-disaster experiences resulted in five themes which included Individual Resilience, Post-Disaster Academic Integration, Post-Disaster Social Int

A transportation system is a critical infrastructure that is key for mobility in any community. Natural hazards can cause failure in transportation infrastructure and impede its routine performance. Ecological systems are resilient systems that are very similar to transportation systems. Diversity is a fundamental factor in ecological resilience, and it is recognized as an important property of transportation resilience. However, quantifying transportation diversity remains challenging, which makes it difficult to understand the influence of diversity on transportation performance and resilience. Consequently, three studies are undertaken to remedy this circumstance. The first study develops a novel approach – inspired by biodiversity in ecological stability theory – to characterize and measure transportation diversity by its richness (availability) and evenness (distribution). This transportation diversity approach is then applied to New York City (NYC) at the zip code level using the GIS data of transportation modes. The results demonstrate the variation of transportation diversity across the city. The characterized inherent and augmented complementarities start to uncover the dynamics of modal compensation and to demonstrate how transportation diversity contributes to this phenomenon. Moreover, the NYC zip codes with low transportation diversity are mainly in hurricane evacuation zones that are more vulnerable. Consequently, low transportation diversity in these areas could affect their post-disaster mobility. In the second study, the influence of transportation diversity on post-disaster mobility is examined by investigating the patterns of mobility in New York City one month before and after Hurricane Sandy using Twitter data. To characterize pre- and post-Sandy mobility patterns, the locations that individuals visited frequently were identified and travel distance, the radius of gyration, and mobility entropy were measured. Individuals were grouped according to the transportation diversity of their frequently visited locations. The findings reveal that individuals that lived in or visited zip codes with higher transportation diversity mostly experienced less disturbance in their mobility patterns after Sandy and the recovery of their mobility patterns was faster. The results confirm that transportation diversity affects the resilience of individual post-disaster mobility. The approach used in this study is one of the first to examine the root causes of changes in mobility patterns after extreme events by linking transportation infrastructure diversity to post-disaster mobility. Finally, the third study employs the transportation diversity approach to investigate modal accessibility and social exclusion. Transportation infrastructure is a sociotechnical system and transport equity is crucial for access to opportunities and services such as jobs and infrastructure. The social exclusion caused by transport inequity could be intensified after natural disasters that can cause failure in a transportation system. One approach to determine transport equity is access to transportation modes. Common catchment area approaches to assess the equity of access to transportation modes cannot differentiate between the equity of access to modes in sub-regions of an area. The transportation diversity approach overcomes this shortcoming, and it is applied to all transportation modes in NYC zip codes to measure the equity of access. Zip codes were grouped in quartiles based on their transportation diversity. Using the American Community Survey data, a set of important socioeconomic and transport usage factors were compared in the quartile groups. The results indicated the relationship between transportation diversity and income, vehicle ownership, commute time, and commute mode. This relationship highlighted that social exclusion is linked with transport inequity. The results also revealed that the inequity of the transport system in zip codes with low transportation diversity affects poor individuals more than non-poor and the zip codes with a majority of black and Hispanic populations are impacted more. Further consideration of the impacts of Hurricanes Irene and Sandy in NYC shows that people in areas with a lower transportation diversity were affected more and the transport inequity in these areas made it difficult to cope with these disasters and caused post-disaster social exclusion. Therefore, enhancing transportation diversity should support transport equity and reduce social exclusion under normal situations and during extreme events. Together, these three studies illustrate the influence of transportation diversity on the resilience of this infrastructure. They highlight the importance of the provision and distribution of all transportation modes, their influence on mobility during normal situations and extreme events and their contribution toward mitigating social exclusion. Finally, these studies suggest that transportation diversity can contribute to more targeted and equitable transportation and community resilience planning, which should help decision-makers allocate scarce resources more effectively. / Doctor of Philosophy / Transportation systems are very important in every city. Natural disasters like hurricanes and floods can destroy roads and inundate metro tunnels that can cause problems for mobility. Ecological systems like forests are very resilient because they have experienced disturbances like natural disasters for millions of years. Ecological systems and transportation systems are very similar; for example, both have different components (different species in an ecological system and different modes in a transportation system). Because of such similarities, we can learn from ecological resilience to improve transportation resilience. Having a variety of species in an ecological system makes it diverse. Diversity is the most important factor in ecological resilience, and it is also recognized as an important factor in transportation resilience. Current methods cannot effectively quantify transportation diversity – the variety of modes in a system – so determining its impact on transportation resilience remains a challenge. In this dissertation, principles of ecological diversity are adapted to characterize transportation infrastructure to develop a new approach to measure transportation diversity; metrics include the availability of transportation modes and their distribution in a community. The developed approach was applied in New York City (NYC) at the zip code level. Locations with low transportation diversity (fewer modes and/or unequal distribution) were identified, and most of these zip codes are located in hurricane evacuation zones. Consequently, these zip codes with the least diverse transportation systems are the most vulnerable, which can cause serious issues during emergency evacuations and the ability of people to access work or essential services. Therefore, in a city hit by a natural disaster, understanding the relationship between people's mobility and a transportation system's diversity is important. Twitter data was used to find the places that people in NYC visited regularly for one month before and one month after Hurricane Sandy. Subsequently, using different methods, the pre- and post-disaster mobility patterns of these individuals were characterized. The results show that after the disaster, individuals had a higher chance of maintaining their pre-disaster mobility patterns if they were living in and/or visiting areas with high transportation diversity. Based on these findings, we confirmed the influence of transportation diversity on post-disaster mobility. In addition, the transportation infrastructure should provide equitable service to all individuals, during normal operations and extreme events. One of the ways to determine this equality is equity of access to transportation modes. Hence, transportation diversity was used as an indicator for equity of access to transportation modes to overcome the limitations of current methods like catchment area approaches. NYC zip codes were grouped based on their transportation diversity and a set of important socioeconomic and transport related factors were compared among these groups. The comparison of socioeconomic and transport related factors in zip codes showed that the zip codes with lower transportation diversity are also more socioeconomically deprived. This highlights the likely influence of transportation diversity on social exclusion. Further consideration of the impacts of Hurricanes Irene and Sandy in NYC shows that people in areas with a lower transportation diversity were affected more and the transport inequity in these areas made it difficult to cope with these disasters and caused post-disaster social exclusion. Therefore, enhancing transportation diversity should support transport equity and reduce social exclusion under normal situations and during extreme events. The investigations conducted highlight the importance of the provision and distribution of all transportation modes, their influence on mobility during normal situations and extreme events and their contribution toward mitigating social exclusion. Finally, the collective results suggest that transportation diversity can contribute to more targeted and equitable transportation and community resilience planning, which should help decision-makers allocate scarce resources more effectively.

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