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Comprehensive urban management (CUM), with specified philosophical and technical limits, can address the negative consequences of the interrelationship between increasing urban poor population, spatial expansion of squalor and informal settlement on marginalised urban lands, overburdened and old urban infrastructure and increase in frequency and intensity of natural hazards. The research places these four concerns within the urbanisation context of the Kingston Metropolitan Region (KMR) in Jamaica, where their expressions are related to the lack of effective urban management and planning. The research uses a mixture of secondary information, from a myriad of public and private institutions and field surveys in the forms of observations and questionnaires. The cause and effects interrelationship between the factors are presented in a problem tree and analysed and discussed against known facts and theoretical posits. The paper aims to discuss these issues.

The research draws from a litany of document analysis, qualitative research as well as pre-coded questionnaires, field research and expert interviews and discussions with urban managers. Information and data selected from state and quasi-state agencies also proved valuable. Additionally, other relevant materials were sourced from the published domain including publications, journal articles, newspapers, textbooks and internet (online professional group discussions), etc.

Increase in urban poor over the last ten years increase in squalor settlements on marginal urban lands. Urban infrastructure is old and overburdened. Natural hazards are on the increase and are associated with negative demographic and social dynamics. Development plan and planning is lacking in the KMR. Urban management roles and responsibilities are not clearly defined. There are gaps and overlaps in roles and legislations. CUM needs redefinition for it to be effective in solving this relationship. Limits can be set for defining comprehensive urban planning.

Space to explore more the relationship and evidences of the factor under investigation to their fullest extent.

Investments in urban infrastructure and other built environment and physical structures in important for urban resilience to hazards. Non-traditional countries and agencies are good source of financial and technical support for developing countries to improve their urban and national physical and social infrastructure. Urban land management and administration are crucial or urban spatial planning and land use.

The four factors under investigation, even though they are not novel in their individual treatment, are however original in the context of assessing their interrelationship and moreover their relationship with CUM. A redefinition of CUM is attempted to give stated criticisms of its past failures. The application to Jamaica and its potential application to other small island developing states are unique.

The purpose of this paper is to first outline the central thrust of two currently non-convergent but intrinsically related streams of research – urban management and destination management – and explore the links between them. Both require an approach which coordinates and integrates multiple actors and functions in dynamic settings.

The paper then analyses empirical examples from three New Zealand cities to illustrate relationships between destination management and urban management in practice.

These cases show that without being labelled as such, quite a lot of activity takes place which reflects dimensions of both destination management and urban management, especially in terms of integration and coordination. This raises questions of just what constitutes destination management, a series of discrete ad hoc actions or some broader vision and framework.

Empirical evidence from the three New Zealand cities shows that, with the exception of Dunedin, destination management is not a term or a concept that is explicitly used there. Nevertheless, without being labelled as such, in practice there is quite a lot of activity taking place which reflects dimensions of both destination management and urban management, especially in terms of integration and coordination.

This paper aims to propose an integrated urban planning framework to achieve sustainable urban development (SUD) in the Malaysian context.

In the course of developing this framework, this paper reviews the related literature and Malaysian policies, programs and plans.

The findings highlight the importance of developing an integrated urban planning framework with respect to the processes, content and outcomes to achieve SUD in the Malaysian context. Successful SUD planning should be participatory and based on building consensus. Moreover, the content of the plan should include economic growth, social inclusion and development and environmental protection components.

This study makes a valuable theoretical contribution to the SUD and urban planning literature by proposing an urban planning framework for the promotion of SUD. In addition, this study has a number of practical implications for the Government of Malaysia and local authorities aiming to facilitate SUD.

Coal is the basic energy and essential resource in China, which is crucial to the economic lifeline and energy security of the country. Coal mining has been ever exposed to potential safety risks owing to the complex geologic environment. Effective safety supervision is a vital guarantee for safe production in coal mines. This paper aims to explore the impacts of the internet+ coal mine safety supervision (CMSS) mode that is being emerged in China.

In this study, the key factors influencing CMSS are identified by social network analysis. They are used to develop a multiple linear regression model of law enforcement frequency for conventional CMSS mode, which is then modified by an analytical hierarchy process to predict the law enforcement frequency of internet+ CMSS mode.

The regression model demonstrated high accuracy and reliability in predicting law enforcement frequency. Comparative analysis revealed that the law enforcement frequency in the internet+ mode was approximately 40% lower than the conventional mode. This reduction suggests a potential improvement in cost-efficiency, and the difference is expected to become even more significant with an increase in law enforcement frequency.

To the best of the authors’ knowledge, this is one of the few available pieces of research which explore the cost-efficiency of CMSS by forecasting law enforcement frequency. The study results provide a theoretical basis for promoting the internet+ CMSS mode to realize the healthy and sustainable development of the coal mining industry.

The Algerian transport sector has undergone profound changes in recent decades with its privatization. Transport sector liberalization has achieved its primary objectives aimed at increasing public transport supply, but it has been accompanied by travel conditions deterioration because of public regulation insufficiency. For this, the Algerian State has put regulatory and institutional mechanisms to improve urban transport service quality. These mechanisms directly impose on operators and managers of transport means reception stations to meet the expectations of road users. The purpose of this study is to draw a portrait of the service quality of the Algerian urban transport. For this, a fieldwork was carried out in Batna city to know the degree of satisfaction of urban transport users toward the service offered.

In this work, the authors used questionnaires as a means of data collection. The study sample is composed of 102 users of the line. The questionnaire deals with personal data (age, sex, level of education, family and professional data), data on the nature of travel between the city of Batna and Tazoult (reasons for travel, travel time and the number of trips undertaken) and measure of user satisfaction on the Tazoult–Batna line according to the criteria of service offer, accessibility, information, duration, attention to the customer, comfort, security and environmental impact. In this work, participatory observation was also used to give a better understanding on how the urban network operates in the city. To this end, an observation grid with key questions has been prepared. It is concentrated on three axes: the actual organization of private operators providing urban bus transport, the state of buses, stations and stopping points and the practice of control by the services concerned. For this, trips were made on all urban lines during the study period. Discussions were conducted with some private operators to find out their positions and their roles in the operation of urban bus transport.

The results of this work show that satisfaction levels were average for transport supply, accessibility, duration, attention paid to customer, comfort and safety; however, they were low concerning information and environmental impact. The present work has made it possible to highlight the impacts of urban transport disorganization on the offered service. In addition, taking into account the expectations of users in terms of service quality should have positive impacts for the users themselves, for private and public operators and for urban transport managers.

This work presents a state of knowledge on the service quality in an urban environment and delivers information on the situation in Algeria without pretending to be exhaustive. However, the contribution of this study is not limited to the evaluation of the various criteria themselves, which are found in whole or in part in many studies devoted to this kind of evaluations. The real contribution of this work lies in highlighting the impacts of urban transport disorganization on the offered services quality. This disorganization is essentially characterized by a weakness or absence of an institutional framework and the multiplication of actors at different levels of intervention, which creates overlapping responsibilities or organizational gaps.

Corporate America is becoming more involved in solving urban problems as transportation, housing, energy and other public problems are hurting job creation, productivity and profits.

The purpose of this paper is to show that cultural heritage is very important in fostering a quality of life with value and pride in all civilizations. It comes together with an historic message and information that the cultural materials transmit from the past to the present and the future. Therefore, the protection of world cultural heritage from natural and man‐made disasters has been a focus both nationally and internationally for the last 50 years. There are a number of examples which indicate the extent of the irreplaceable destruction of heritage by natural disasters, such as Arg‐e Bam.

Now more than four years after the disaster this paper analyses the extent to which such opportunities were capitalized upon and proposes strategies and recommendations for future risk preparedness planning in Bam. Similar to most disasters, the 2003 Bam earthquake presented windows of opportunity for disaster mitigation, risk preparedness, physical planning, and socio‐economic and cultural developments. The earthquake damaged a significant part of the historical areas of the city and created an opportunity for developing a resilient community that could be used as a model city for other parts of the country.

The study finds that the earthquake provided an opportunity for further development and growth of the city's unique and internationally known date production through more publicity, renovation of the old irrigation systems, and expansion of its related industries. The Bam disaster created new opportunities for the city's exceptional cultural heritage and further developments in tourism. The city could also use this disaster to reshape its physical planning and development by introducing new planning ideas and innovations.

The Bam disaster created new opportunities for the city's exceptional cultural heritage and further developments in tourism. The city could also use this disaster to reshape its physical planning and development by introducing new planning ideas and innovations.

The purpose of this paper is to initially evaluate the most current and important complications of sustainable mega rail transportation projects. This purpose is assisted by thoroughly reviewing the foremost uncertainties and challenging issues of STI. Once these factors are established, they will be the base of STI indicators. Finally, to consolidate such alignment, the Sydney Metro and Melbourne Metro are then compared and analyzed. The analysis would then create a platform to measure sustainability and relevant complexities in mega rail transportation projects.

To further consolidate such hypothesis, this research investigated two mega rail transportation projects in Australia. Both Sydney Metro and Melbourne Metro Rail were selected as the basis of case study, as both possess similar sustainability aspects.

As an outcome this research found that, complexities in both of these projects were based on future challenges and opportunities including imperfect equalization or not balancing all the four sustainability indicators; and where and how to emphasize the overlapping of these four indicators. In summary, these findings can assist the relevant planners, to better prepare and manage mega railway infrastructure and their operations.

While the sustainability for transportation infrastructure has been covered extensively by other authors, this paper strengthens the four specific and separate STI indicators – especially for mega rail infrastructure. Although, there are some crossover areas within these indicators, however, this research separately validates each as an independent entity. Commonly, there are three dimensions within the sustainability domain – environmental, economical and social. Nevertheless, for this research, a fourth dimension engineering which includes all the technical focus, has been separately developed. This is particularly important to effectively deal with all the complexities, particularly for mega projects, such as rail transportation infrastructure. Accordingly, separating the engineering dimension would thus reshape the triple bottom line factors to include a separate technical focus. To further evaluate this separation of the four specific areas, two mega Australian rail transportation projects are then reviewed as experiments.