Maksims Feofilovs, Francesco Romagnoli, Charlotte Kendra Gotangco, Jairus Carmela Josol, Jean Meir Perez Jardeleza, Joseph Emanuel Litam, Joaquin Ignacio Campos and Katrina Abenojar
This paper aims to present the concepts of two different ways of generating a dynamic structure of the urban system to further allow in understanding specific urban behavior…
Abstract
Purpose
This paper aims to present the concepts of two different ways of generating a dynamic structure of the urban system to further allow in understanding specific urban behavior facing against flood and further evaluate the potential effect of specific resilience strategies aiming to decrease the exposure and vulnerability of the system.
Design/methodology/approach
Two system dynamics model structures are presented in form of Casual Loop Diagrams.
Findings
The main differences among the tow approaches are the time horizon and the approach that regulates the assessment of the resilience through a dynamic composite indicator: the first model refers to baseline at initial simulation time; the second model is focused on the ratio service supply to demand.
Research limitations/implications
Within the approach, the purpose is to properly and efficiently evaluate the effect of different Flood Risk Management strategies, i.e. prevention, defence, mitigation, preparation and recovery for consistent and resilient flood governance plans with different type of resilience scenarios.
Originality/value
The need for such tool is underlined by a lack on the assessment of urban resilience to flood as whole, considering the physical and social dimensions and the complex interaction among their main components. There are several assessment tools based on an indicator approach that have been proposed to meet this need. Nevertheless, indicator-based approach has the limitation to exclude the complexity of the system and its systemic interaction in terms of feedbacks’ effects among the identified components or variables selected for the system description. This peculiarity can be provided by System Dynamics modeling.
Details
Keywords
Sandra Flores-Ureba, Clara Simon de Blas, Joaquín Ignacio Sánchez Toledano and Miguel Ángel Sánchez de Lara
This paper aims to define the efficiency achieved by urban transport companies in Spain concerning the resources they use, considering the type of management used for…
Abstract
Purpose
This paper aims to define the efficiency achieved by urban transport companies in Spain concerning the resources they use, considering the type of management used for implementation, public-private, and size.
Design/methodology/approach
This study consisted of an analysis of the efficiency of 229 public-private urban transport operators during the period 2012–2021 using Data Envelopment Analysis, the Malmquist Index and inference estimators to determine productivity, efficiency change into Pure Technical Efficiency Change (PTECH), and scale efficiency change.
Findings
Based on the efficiency analysis, the authors concluded that of the 229 companies studied, more than 35 were inefficient in all analysed periods. Considering the sample used, direct management is considered significantly more efficient. It cannot be concluded that the size of these companies influences their efficiency, as the data show unequal development behaviours in the studied years.
Originality/value
This study provides arguments on whether there is a significant difference between the two types of management in the urban transport sector. It also includes firm size as a study variable, which has not been previously considered in other studies related to urban transport efficiency. Efficiency should be a crucial factor in determining funding allocation in this sector, as it encourages operators to optimize and improve their services.
Details
Keywords
Die Frage «Wie weit kann die öffentliche Hand den Fremdenverkehr fördern?» unterstellt bereits die vollzogene Tatsache der staatlichen Förderung des Fremdenverkehrs. Sie scheint…
Abstract
Die Frage «Wie weit kann die öffentliche Hand den Fremdenverkehr fördern?» unterstellt bereits die vollzogene Tatsache der staatlichen Förderung des Fremdenverkehrs. Sie scheint diese hinzunehmen, ja sogar davon auszugehen, dass der Staat den Fremdenverkehr fördern soll, vielleicht sogar muss, wobei es dann, nur noch einen Schritt bis zur Untersuchung und zum Entscheid darüber bedeuten würde, wie weit er iiberhaupt zu gehen imstande ist, um das apodiktisch feststehende Gebot der staatlichen Unterstüzung maximal zu erfüllen.