Abstract

Every organizational change project will surely find obstacles and drivers, and the start-up of a competitive intelligence (CI) system confirms the rule. This paper describes the main features of six CI projects leaded by IK4-Ideko , pointing out the challenges and support they experienced while conducting it. This analysis is complemented by quantitatively analyzing the effects of 21 factors considered to have influence on CI system implementation. Results show that CI tools act as drivers and that no factor clearly acts as a barrier for CI, even though human factors are perceived to be nearly inconsequential. The overall handiness of information and the good execution of the first steps of the project can be important factors for future studies.

Abstract

This work addresses the planning process of a public passenger transport operator, including the generation of schedules and services for vehicles and drivers, in the framework of a previously agreed service. This problem will be studied in the context of all stages of the planning process: parameterization, preparation, production of performance indicators and the generation of results for different operational scenarios. info:eu-repo/semantics/publishedVersion

Abstract

This paper studies the factors that lead automotive manufacturing firms to invest in Ultra Low Emission Vehicles (ULEVs). ULEVs are vehicles that emit extremely low levels of harmful gases compared to other vehicles. In contrast to studies that examine aggregated patterns on the market (such as sales levels, new launches and issued patents), this study 'moves into the mind' of individual car firms following a social-psychological approach to identify the barriers and drivers. As an example of a ULEV, we report on the drivers and barriers for car manufacturers around the development of hydrogen engine technology. The study reveals that different firms deal differently with hydrogen vehicle development. Broadly, three groups of firms were distinguished concerning their willingness to invest in ULEV: uncertain firms, unwilling firms and optimistic firms. It addition, it was found that the level of technological and organisational capabilities is highly correlated to the willingness of firms to engage in hydrogen technology development. Based on an integrated sustainability assessment that takes into account technological opportunities, business perceptions and policy options, we argue that current policy should strongly focus on supporting R&D capability in manufacturing firms. © 2009 Inderscience Enterprises Ltd.

Abstract

This paper develops a novel methodology to measure the quantity of jobs and value of wages embodied in exports for a large number of countries and sectors for intermittent years between 1995 and 2011. The resulting Labor Content of Exports database allows the examination of the direct contribution of labor to exports as well as the indirect contribution via other sectors of the economy for skilled and unskilled labor. The analysis of the new data sets documents several new findings. First, the global share of labor value added in exports has been declining globally since 1995, but it has increased in low-income countries. Second, in line with the standard Hecksher-Ohlin trade model, the composition of labor directly contained in exports is skewed toward skilled labor in high-income countries relative to developing countries. However, that is not the case for the indirect labor content of exports. Third, manufacturing exports are a key source of labor demand in other sectors, especially in middle- and low-income countries. And the majority of the indirect demand for labor spurred by exports is in services sectors, whose workers are the largest beneficiaries of exporting activities globally. Fourth, differences in the labor value added in exports share across developing countries appears to be driven more by differences in the composition of exports rather than in sector labor intensities. Finally, average wages typically increase rapidly enough with the process of economic development to more than compensate the loss in jobs per unit of exports. The paper also includes the necessary information to build the Labor Content of Exports database from the original raw data, including stata do-files and matlab files, as well as descriptions of the variables in the data set. Document type: Book

Abstract

China has used two main spatial policies to shape its geographic patterns of development: restricted labor mobility through the Hukou residential registration system and massive infrastructure investment, notably a 96,000 kilometer national expressway network. This paper develops a structural new economic geography model to examine the impacts of these policies. Fitting the model to available data allows simulating counterfactual scenarios comparing each policy’s respective impact on regional economic development and urbanization patterns across China. The results suggest large overall economic benefits from constructing the national expressway network and abolishing the Hukou system. Yet, the spatial impacts of the two policies are very different. The construction of the national expressway network reinforced existing urbanization patterns. The initially lagging regions not connected to the network have not benefitted much from its construction. By contrast, removal of the Hukou restrictions, which Chinese policy makers are considering, would result in much more widespread welfare gains, allowing everyone to gain by moving to where he or she is most productive. Removal of the Hukou restrictions would also promote urbanization in currently lagging (inland) regions, mostly by stimulating rural to urban migration. Document type: Preprint

Abstract

The challenges faced by Indonesia in creating a robust Public-Private Partnership (PPP) program are similar to those faced by many other middle-income countries. This paper provides a gap analysis for Indonesia's PPP framework based on lessons learned and good practice from countries with successful PPP programs. It identifies, in particular, the need for the government to: select good projects for PPP, rather than only complex ones that are less likely to attract private partners. Establish a list of projects by a limited cabinet meeting and stick to it-issuing different lists of projects and holding showcase summits with open agendas tends to confuse the market. Keep those projects on track for PPP-allowing the contracting agencies to develop prospective projects directly, or to award them without competition leads investors to question the commitment and resolve of the government to its own PPP process. Prepare projects well, using the Ministry of Finance to provide access to: 1) a team of PPP experts to help contracting agencies develop projects; 2) project preparation funding to help pay the high costs of preparation; and 3) viability gap funding to make projects more affordable and bankable by defraying some of the capital costs. Document type: Book

Abstract

In Croatia, initial steps to reform the railway sector date back to the middle of the first decade of the 2000s, with the formation of Croatian railways as a holding company. To help with further reforms of the Croatian railway sector, over the period 2011-2013, the World Bank was engaged in dialogue with the Croatian Government and the Croatian railway companies which resulted in a Croatian railway policy note. The poverty and social impact analysis (PSIA) is an analysis of the intended and unintended consequences of policy reforms on the wellbeing or welfare of different social groups, with particular focus on the poor and vulnerable. PSIA offers a set of analytical and process tools that: (a) determine distributional impacts to improve the analytical underpinnings of policy making; and (b) engage appropriate stakeholders in the policy-making process. The report is divided into following sections: first section gives executive summary. The introduction provides information on the economic situation in Croatia, including unemployment rates and pensions, the situation of the railway sector, and data on the restructuring process of the Croatian railways companies in second section. The third section contains the results obtained from the group discussions and in-depth interviews which are divided into four parts: the circumstances upon leaving the railway companies, after leaving, transferring to a new workplace, and the broader impacts on the community, including the impacts of closed and reduced lines. The last part of the section contains recommendations based on the obtained results.

Abstract

In an effort to further develop the South East Europe transport observatory (SEETO) comprehensive network, integrate it in the European Union’s (EU) Trans-European transport (TEN-T) network and strengthen the underlying transport planning systems, a grant was awarded by the Western Balkans infrastructure framework (WBIF) for the update of the regional Balkans infrastructure study (REBIS). The motivation for the update was the fact that since the completion of REBIS in 2003, there had been no review or update of the study’s projections and recommendations that will in turn enable an informed assessment and updating of the regional priorities for investment in the SEETO comprehensive network. The main objective of the REBIS update was to develop a priority action plan for enhancing the efficiency of the SEETO comprehensive network. The action plan identifies priority physical investments as well as non-physical improvements including regulatory, institutional, and managerial changes required to reduce impediments to the efficient performance of the network. The focus of the final report is the assessment of the 2030 traffic projections under low and moderate and moderate and high economic growth scenarios against the capacity of the network under the do-nothing scenario and the full SEETO scenario and on the development of the priority action plan. The report is organized as follows: section one gives introduction .Section two presents a brief assessment of the 2003 REBIS traffic projections against reported counts. Section three presents key non-physical impediments to transport and trade facilitation, as well as the costs and benefits associated with their alleviation. Section four presents the 2030 traffic projections for both the low and moderate and moderate and high economic growth scenarios. Section five presents the results of the capacity assessment of the existing and planned networks to handle the projected traffic. Section six presents the methodology used in the preliminary economic efficiency analysis for assessing the physical interventions and the results, while section seven presents the priority action plan. Section eight provides concluding comments.

Abstract

Within the European Union (EU) rail transport is currently the least integrated transport mode. This leads to delays, extra costs, and insufficient use of rail freight, especially for time-sensitive cargo. This also represents a missed opportunity in terms of moving towards a greener transport modal split within the EU. Rail freight, for which international activity represents 50 percent of total activities, will not be able to develop fully if border crossing rail operations do not deliver a better service for shippers and freight operators who require seamless trans-national transport as is possible by road, air and sea. Observing that the modal split of rail in the EU is stagnating at around 16 percent after years of decline, the European Commission proposed a regulation on a European rail network for competitive freight to be based on a number of rail freight corridors which entered into force on November 9, 2010. Regulation No 913/2010 makes it mandatory to create a European rail network for competitive freight based on international freight corridors, recognizing that the need to strengthen the competitiveness of rail freight requires a corridor approach, involving corridors that cross national borders. TheEU adoption in 2010 of a corridor approach focusing on international rail freight has important implications for EU member states, accession and candidate countries, in terms of approaching rail freight investments and performance from an international corridor perspective with enhanced cross-border coordination, with the ultimate aim of increasing the attractiveness of rail to potential freight customers. The objective of this report is to address this recommendation by assessing whether it makes sense to introduce a pilot EDI in a rail border crossing point in South East Europe. It aims to make a preliminary assessment of the various technical options in terms of hardware, software, and communication requirements of such architecture, taking into account that any technical solution proposed needs to be adapted to the countries in question, given existing infrastructure and European regulations. The ultimate aim is to improve rail border crossing performance in South East Europe by the use of EDI to improve integration.

Abstract

Cities are vulnerable to many types of shocks and stresses, including natural hazards like storms and sea level rise, but also man-made ones like economic transformation and rapid urbanization. These shocks and stresses have the potential to bring cities to a halt and reverse years of socio-economic development gains. Cities that are to grow and thrive in the future must take steps to address these shocks and stresses. Simply put, a resilient city is one that can adapt to these types of changing conditions and withstand shocks while still providing essential services to its residents. A resilient city can keep moving toward its long-term goals despite the challenges it meets along the way. In February 2015, a team of specialists from the World Bank Group worked with government officials, experts and stakeholders in Addis Ababa to identify the priority actions and investments that will enhance the city’s resilience to these current and future challenges. They explored options to transform planned or aspirational projects into initiatives that will also enhance the city’s resilience. As the largest city in Ethiopia and one of the fastest growing cities in Africa, Addis Ababa plays an important role in promoting the well-being of the country and economic prosperity in the region. For Addis Ababa, efforts to promote greater resilience must be closely aligned with the city’s vision to be a safe and livable city, ensure the national goal of becoming a middle-income country by 2025, and become Africa’s diplomatic capital.