Abstract

Distributing news summaries by means of content syndication significantly improved access to current information, but has had only moderate acceptance despite optimistic predictions. Inadequate attention to best practice by many content producers have limited the usefulness of content syndication. In order for this redistribution method to become a truly beneficial tool, producers must provide good content, create value, and achieve greater empathy with users.

Abstract

This chapter describes RESCUE (Requirements Engineering with Scenarios for a User-centred Environment), a method for specifying requirements for complex sociotechnical systems that integrates human activity modeling, creative design workshops, system goal modeling using the i* notation, systematic scenario walkthroughs, and best practice in requirements management. This method has been, and is being applied in, specifying requirements for three separate systems in the domain of air traffic control. In this chapter we present examples showing how the method can be applied in the context of a case study involving the specification of requirements for Countdown, a system to provide bus passengers with information about expected bus arrival times. While this system shares some important similarities with systems used in air traffic control, we hope it is small and familiar enough to readers to provide meaningful insights into the application of the RESCUE process. Document type: Part of book or chapter of book

Abstract

This chapter addresses the challenges that changing technologies pose to urban planning. Urban planning continues to be influenced by an emerging creativity and knowledge-sharing culture that has an inherent connection to digital transformation. Technology certainly plays an important role in the production of content and its distribution. Such a transformation is giving urban planning a new look, which is depicted in the concepts of Urban Planning 2.0 and Urban Planning 3.0. In this chapter, this paradigm shift is explained and illustrated with a special view to identifying the ways these second and third generations of the Web affect urban planning. There is a plethora of pilot projects and new practices in Urban Planning 2.0, even if experiences as a whole are so few and far between, which makes it difficult to assess both the best practices in this field and the long-term impacts of their application. Recent developments associated with the applications of Web 3.0 and related technology trends in urban planning, which are designed to bring intelligence into planning, have hardly seen daylight due to both technological and socio-technical challenges associated with them. In brief, in the case of Web 2.0, we know on the basis of our initial experiences by and large how it may support urban planning; however, in the case of Web 3.0, technological uncertainties and systemic dimension of related applications make the concept more ambiguous and thus more challenging to assess what the true potential of this emerging Web trend is from the point of view of urban planning. Document type: Part of book or chapter of book

Abstract

Despite the spread of automation and new supply chain management paradigms, logistics remains dependent on a rather specific set of skills and competencies, whether for managerial, administrative, or blue-collar jobs, such as trucking or warehousing. This dependence implies that the logistical performance of businesses, industries, and nation states is strongly influenced by the quantity and quality of the workforce. Insufficient resources of a competent and properly trained workforce in logistics adversely affect the quality of service, reduce productivity in sectors dependent on logistics, and ultimately reduce trade competitiveness. While other interventions that affect logistics performance—such as international infrastructures, trade corridors, regulations, and services—have already been reviewed extensively, this report is the first to cover the contributions of human resources and explore how to develop skills and improve competencies, especially in developing countries. The study proposes a framework for the skills needed according to the logistics activity (such as transportation or warehousing) or the type and level of responsibility. Based on several sources, including recent surveys carried out by the World Bank and the Kühne Logistics University, the report uncovers where the skills constraints are according to the type of job or countries. Findings include that logistics is an industry struggling to hire skilled workers, although with differences between developed countries (where trucker shortages are more acute) and developing economies (where managerial shortages are more widespread). Typically, blue-collar logistics jobs have lower status and lower pay than blue-collar jobs in other industries; they are thus less attractive for skilled workers. In developing countries with a potentially available workforce, lack of vocational preparation for careers in logistics means that less-skilled workers are not easily re-skilled. Logistics tasks at the upper end of the occupational hierarchy and those with high information technology content often require an upskilling of employees to keep pace with new technology. Yet the problem is not confined to recruitment. The surveys point to limited resources, money, and staff time allocated to training, especially in developing countries. Realizing the promise of quality jobs from the growth of logistics worldwide requires a coordinated effort by logistics companies, professional associations, training providers, and policy makers. Through a combination of facilitation, regulation, advice, financial instruments, and land use planning, governments can exert significant influence. Document type: Book

Abstract

Between 2000 and 2005 infrastructure made a net contribution of only 0.3 percentage points to the improved per capita growth performance of Niger, one of the lowest in Sub-Saharan Africa. Raising the country's infrastructure endowment to that of the region's middle-income countries (MICs) could boost annual growth by about 4.5 percentage points, mainly by improving the condition of the road network. Niger has made significant progress in some areas of its infrastructure. Important reforms liberalizing the water supply and information and communication technology (ICT) sectors have boosted performance. In particular, reforms in urban water are among the most promising on the continent. Increased competition in the ICT market has contributed to the rapid expansion of mobile services. NIGELEC, the national power utility, has enhanced its performance. The Nigerien portions of regional corridors are in relatively good or fair condition. Air transport connectivity has improved. Niger has the potential to close this funding gap by tapping alternate sources of financing or adopting lower-cost technologies. There is plenty of room for private sector participation in Niger's infrastructure sectors, in particular ICT. Meanwhile, the adoption of alternate lower-cost technologies in the water supply, power, and road sectors would reduce the financing gap by almost a half ($219 million). Document type: Book

Abstract

Improvements in infrastructure in all parts of Sudan in recent years have had a strong impact on per capita growth, contributing 1.7 percentage points. Consistent with trends in other countries, the information and communication (ICT) revolution that swept Africa contributed the most to Sudan. Raising the infrastructure endowment of all parts of Sudan to that of the region's best performer, Mauritius, could boosts annual growth by about 3.5 percentage points. Sudan has invested heavily in infrastructure in recent years, with some notable achievements. Power generation capacity tripled in just a few years, rising from around 800 megawatts (MW) in 2005 to 2,687MW in 2007, with a shift toward hydropower. Nevertheless, service reliability remains an issue. In ICT, Sudan has made enormous strides in liberalizing the sector and as a result has attracted significant private capital. Mobile penetration soared from less than 1 percent in 2000 to 33 percent in 2009. Recent connectivity to an undersea fiber-optic cable has led to expansions in access, improvements in quality, and reduction in prices. Looking ahead, Sudan's most pressing infrastructure challenges lie in the water and transport sectors. Sudan's infrastructure development has so far had a national focus, and there is much that remains to be done to achieve greater regional integration. While internal road corridors are developed, connectivity with neighbors is largely absent. Sudan has a natural gateway to the sea through Port Sudan but the port's performance is severely hindered by long dwell times, high costs, and capacity constraints. Looking further ahead, Sudan has the potential to be a major hydropower exporter if additional capacity could be developed and transmission links with neighboring Nile Basin countries strengthened.

Abstract

This Cameroon economic update, the World Bank is launching a program of short, crisp and more frequent country economic reports. These economic updates will analyze the trends and constraints in Cameroon's economic development. Each issue, produced bi-annually, will provide an update of recent economic developments as well as a special focus on a selected topical issue. The economic updates aim to share knowledge and stimulate debate among those interested in improving the economic management of Cameroon and unleashing its enormous potential. The notes thereby offer another voice on economic issues in Cameroon, and an additional platform for engagement, learning and change. The report's special focus on the telecommunication sector. Cameroon has been hit by the global economic and financial crisis over the past two years, as reflected in steep declines in the price and demand for its export commodities including oil, timber, rubber, cotton and aluminum. However, the upturn in the global economy and measures taken by the authorities to stimulate domestic production, preliminary indications suggest that economic activity is recovering. Gross domestic product (GDP) growth in 2010 is estimated to have reached 3 percent on the back of stronger non-oil activities, which expanded by about 4 percent (particularly food crops, forestry, construction, transport, and telecoms). Data on private credit growth corroborate this assessment. Cameroon is a relatively small and mature oil producer, where oil production is declining. Depleting reserves, aging equipment, and more recently postponements of some development projects and investments because of the financial crisis explain this profile. The contribution of this sector to GDP growth has been mostly negative in recent years: oil production is estimated to have contracted by a further 16 percent in 2010 (to 23.2 million barrels).

Abstract

This report presents the findings of the second edition of Connecting to Compete, a report on the new dataset for the 2010 Logistics Performance Index (LPI) and its component indicators. Based on a worldwide survey of global freight forwarders and express carriers, the LPI is a benchmarking tool developed by the World Bank that measures performance along the logistics supply chain within a country. The index can help countries identify challenges and opportunities and improve their logistics performance. The World Bank conducts the survey every two years. The 2010 LPI also provides a snapshot of selected performance indicators in nearly 130 countries, including expanded information on the time, cost, and reliability of import and export supply chains, infrastructure quality, performance of core services, and the friendliness of trade clearance procedures. The 2010 LPI and its indicators encapsulate the firsthand knowledge of movers of international trade, collected amid the economic turmoil of 2009. This information is relevant for policymakers and the private sector seeking to identify priorities for reform agendas. Findings include the following. First, except in high-income countries, the availability and quality of trade-related infrastructure is a major constraint to performance, but the specific priorities tend to vary across countries. Second, efficient border management and coordination of the various agencies involved in border clearance is increasingly important. Third, a major challenge for the international community is how to help the lowest performing countries benefit from an increasingly open global trading system.