A. van der Veen

On direct estimation of initial damage in the case of a major catastrophe: derivation of the “basic equation”

Input‐output analysis (I‐O) is increasingly used in studies of sudden catastrophes such as earthquakes, hurricanes, or, in the case of The Netherlands, major flooding. Unfortunately, in catastrophe analysis, there is no general consensus over the points of departure. Therefore, we need a basic notion of “where to start from”. One task the I‐O modeller faces after the disaster is to construct a plausible basis for the recovery and reconstruction efforts. Here the literature has developed the concept of the so‐called event matrix. The event matrix is an I‐O compatible matrix that traces the development of the situation at selected intervals after the catastrophe and during the reconstruction phase. However, the concept of I‐O on the basis of a well‐founded “event matrix” theory is still developing. It is the purpose of this paper to put forward a specific point of departure in disaster analysis, starting from I‐O fundamentals and introducing the concept of a “basic equation” as a necessary first step in the construction of an event matrix.

Is Referendum the Same as Dichotomous Choice Contingent Valuation

The NOAA Panel on contingent valuation (Arrow et al. 1993) recommends that the valuation question be cast under the form of a referendum because of incentive properties and familiarity to the respondent. Even though the literature has generally accepted the panel recommendation, it is not clear whether explicitly mentioning a referendum leads to different values than asking a dichotomous (yes/no) question without mentioning any voting process. The results of our specifically designed contingent valuation survey indicate that the estimated willingness to pay is significantly larger when a referendum is explicitly mentioned. (JEL Q51)

The Environmental Impact of not Having Paved Roads in Arid Regions: An Example from Mongolia

There is a generally held perception that roads have neg-ative environmental impacts (Clevenger et al. 2003;For-man 2003; Roedenbeck et al. 2007). Ironically, thisparadigm stems from regions where fences and regulationsrestrict vehicles to paved roads. The situation is different insparsely populated rural areas in the developing world,where the scarcity of paved roads forces drivers to createtheir own tracks, often with considerable environmentaldegradation as a result. Arid and semi-arid regions, espe-cially those with communal land ownership and easilymotorable terrain, are particularly prone to this practice andthe consequent degradation is widespread—plaguingregions in Central Asia, the Middle East (Batanouny 1985),South America (Pe´rez 1991), and Africa (Rickard et al.1994). In such circumstances, the paradigm contradicts itsown purpose—paved roads here would in fact have apositive environmental impact, as they reduce the need for‘‘off-road driving’’.The land degradation that could have been avoided bythe construction of paved roads can be seen clearly insatellite imagery. We illustrate the destructive potentialthat this practice is having in Mongolia.Mongolia is a sparsely populated, landlocked countrywhich has seen an economic growth spurt since the 1990s.This growth has given rise to an increased need for trans-port by road, not just internally, but also internationally, toand from Russia and China. Yet, almost all vehicularmobility in this vast country relies on dirt-tracks—in 2008only about 2,600 km of the 49,500 km of the nationalintercity roads were paved (National Statistical Office ofMongolia 2008).The land degradation typically begins when repeatedusage renders an original track unsuitable for driving due tothe formation of washboard, ruts, potholes, and corruga-tions in the soil—a process facilitated by snowmelt, rain-fall, and sub-soil permafrost-thawing. Consequently, asystem of quasi-parallel trails is generated, denuding largeswathes of land (Fig. 1a). The communal land tenure tra-dition in Mongolia (a predominantly nomadic pastoralistcountry) and usage of rugged 4-wheel drive vehicles fur-ther compounds the problem, as there is practically norestriction to either vehicular movement or vehicle speeds.In addition to generating dust, which affects drivingsafety, the compulsory use of dirt-tracks considerablyincreases the costs of goods and public transport due toincreased fuel consumption and vehicle maintenancerequirements. However, for the low traffic densities foundon many routes here, these costs are small in comparison tothe environmental costs. The passing of vehicle-tires deci-mates native flora and fauna, and also degrades habitat(Brown and Schoknecht 2001). Moreover, vehicles compactthe ground, damaging its ability to absorb and retainmoisture and nutrients (Belnap 2002). In doing so, surfacewater flows are concentrated and speeded up, thus leadingto soil erosion, increased sediment loads in water coursesand consequently, damage to aquatic habitats and waterquality as well (Misak et al. 2002). Full re-vegetation ofdamaged swaths takes between 10 and 15 years after thetrack has ceased to be in use. However, the pioneeringplants are mostly invasive weed species, such as Tumble-weed (Salsola collina), Fringed sagebrush (Artemisia frig-ida), and Chinese wild-ryegrass (Leymus chinensis), and notthe native grasses such as Needle-leaf sedge (Carex duri-uscula) and Feather-grass (Stipa krylovii), that are socio-economically important to the indigenous pastoralists,

Managing resources through stakeholder networks : collaborative water governance for Lake Naivasha basin, Kenya

ABSTRACT Stakeholder analysis and social network analysis were used to analyze stakeholders’ social and structural characteristics based on their interests, influence and interactions in Lake Naivasha basin, Kenya. Even though the Kenyan government and its agencies seem to command higher influence and interest in water resource management, the presence of influential and central stakeholders from non-government sectors plays a key role in strengthening partnership in a governance environment with multiple sectors, complex issues and competing interests. Interactions in the basin are guided by stakeholders’ interest and sphere of influence, which have both promoted participation in implementing a collaborative water governance framework.