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Speech delivered on April 23, 2024 at the Launch of National Teachers Network & Training of Trainers Programme It's a pleasure to be with you at this launch of the National Teachers Network & Training of Trainers Program. Congratulations to everyone involved in getting this exciting initiative to this point, and to everyone who is […]
The post Good English – A Key to Panama's Future Success first appeared on Foreign, Commonwealth & Development Office Blogs.

Transboundary water governance has received special attention in the wake of the World Bank vice-president Ismail Serageldin's famous prediction in 1995 that, "if the wars of this century were fought over oil, the wars of the next century will be fought over water". The water wars scenario ensures that in the world's more than 260 river basins that flow across national boundaries, primary attention is given to managing water as an international commons. A framework for such transboundary management has been in place more or less continuously in the Mekong for half a century, and it would appear that water has indeed been a force for cooperation even when brutal conflict has torn at the region.

Despite the appearance of successful basin-scale management, inter-governmental management of water as an international commons in a transboundary river basin context can also hide some troubling ways in which water as a commons is eroded in the process of development. This paper considers common property dimensions of water and the livelihood systems that they support at multiple scales within the Mekong. It goes on to look at ways in which these are impacted upon by bureaucratisation, infrastructure and commodification processes. Ironically, basin organisations can both enhance and undermine governance for the common good, depending on how they deal with commonality of interest in freshwater at various scales. The paper draws on brief case studies of current trends in water governance including river basin organisations in the Mekong (the Mekong River Commission and River Basin Committees at national levels), of infrastructure (Thailand's proposed Water Grid and Laos' Nam Theun 2 dam) and of commodified notions of water (as a development resource and as a scarce commodity to be managed through market mechanisms).

A sympathetic examination of the failure of anti-corruption efforts in contemporary Indonesia. Combining ethnographic fieldwork in the city of Kupang with an acute historical sensibility, Sylvia Tidey shows how good governance initiatives paradoxically perpetuate civil service corruption while also facilitating the emergence of new forms of it. Importing critical insights from the anthropology of ethics to the burgeoning anthropology of corruption, Tidey exposes enduring developmentalist fallacies that treat corruption as endemic to non-Western subjects. In practice, it is often indistinguishable from the ethics of care and exchange, as Indonesian civil servants make worthwhile lives for themselves and their families. This book will be a vital text for anthropologists and other social scientists, particularly scholars of global studies, development studies, and Southeast Asia

A sympathetic examination of the failure of anti-corruption efforts in contemporary Indonesia. Combining ethnographic fieldwork in the city of Kupang with an acute historical sensibility, Sylvia Tidey shows how good governance initiatives paradoxically perpetuate civil service corruption while also facilitating the emergence of new forms of it. Importing critical insights from the anthropology of ethics to the burgeoning anthropology of corruption, Tidey exposes enduring developmentalist fallacies that treat corruption as endemic to non-Western subjects. In practice, it is often indistinguishable from the ethics of care and exchange, as Indonesian civil servants make worthwhile lives for themselves and their families. This book will be a vital text for anthropologists and other social scientists, particularly scholars of global studies, development studies, and Southeast Asia.

Transport infrastructure is backbone and vital artery to the well-functioning of economic activities and a key element to interconnecting business to worldwide markets. The economic benefits of transport infrastructure investment are long-term competitiveness, productivity, innovation, lower prices and higher incomes, crucially to economic prosperity. Without question, transportation facility is on the rise in actual policy of any society, especially today in era of globalization. Any economy in national and regional level, must developing interest in revitalizing their transportation systems and to keep up with global challenges. Although transport infrastructure and the economic activities is widely associated with the economic entities on the one side, but on the other side geopolitical conditions indicate something quite the opposite, which is completely incomprehensible to the basic tenets of global processes. In this case, although the tendency to build new transport corridors, the world cope with new gaps to disable the free flow of people, goods, services, capital and information, contrary to the doctrine of the global order. The rise of regional blocs and regulations, increased border controls and trade barriers between countries members' or 'candidate countries', immigration and refugee streaming as well as the menace of the terrorist attacks are real signs of the insurmountable gap between countries. In addition, and the main question in this paper is: Does the transport infrastructure can improve link between the gaps and geopolitics differences? How long western governments, institutions in the developed countries for their own needs and policies will conspire free global flow, but with the administrative and institutional obstacles in the trade policies, indicates exactly the opposite?

Many policies have good intentions and aim to address real problems in the economy or society. A standard concern, however, is that government attempts to fix such problems generate backlash, meaning heightened antipathy toward an intervention's goal.

By Okka Lou Mathis Prioritise climate protection, promote sustainable food production, increase funds for development cooperation, and create a sustainability ministry: These are just four of the 32 proposals from the citizens’ council on "Germany’s Role in the World", consisting of 154 randomly selected citizens. The Bundestag will receive the final report on 19 March. … Continue reading Citizens’ Councils for Promoting the Global Common Good

Der Anbieter "Too Good to Go" bietet Nutzer*Innen die Möglichkeit, Lebensmittel, welche in teilnehmenden Bäckereien, Tankstellen, Cafés oder Restaurants nicht verkauft werden konnten, zu einem deutlich günstigeren Preis zu erwerben. So leisten sowohl die Nutzer*Innen, welche diese App nutzen, als auch die teilnehmenden Verkaufsstellen ihren Beitrag im Kampf gegen Lebensmittelverschwendung.In der App kann man anhand seiner Postleitzahl teilnehmende Verkaufsstellen in der Nähe finden. Oftmals werden von den teilnehmenden Verkaufsstellen sogenannte "Überraschungstüten" verkauft, in welchen man eine zufällige Auswahl an Lebensmitteln erhält. Manche teilnehmende Verkaufsstellen lassen die Kund*Innen vor Ort selbst eine bestimmte Anzahl an Produkten auswählen.In der App findet man neben der Beschreibung, welche Art von Lebensmitteln man bei der jeweiligen Verkaufsstelle retten kann, auch den Preis sowie den Zeitraum der Abholung. Sagt einem dies zu, muss man sich in der App die Überraschungstüte reservieren. Daraufhin erhält man einen Abholungscode, welchen man an der teilnehmenden Verkaufsstelle vorzeigt.Erfahrungsgemäß lohnt sich das Preis-/Leistungsverhältnis hier enorm, da man normalerweise für die erhaltenen Produkte in nahezu unveränderter Qualität einen deutlich höheren Preis zahlen müsste. Gleichzeitig profitieren die teilnehmenden Verkaufsstellen davon, Produkte zu verkaufen, welche sie sonst hätten wegschmeißen müssen. Insgesamt leisten alle dadurch ihren Beitrag im Kampf gegen Lebensmittelverschwendung. "Too Good to Go" ist somit eine leckere Art, Lebensmittel zu retten.

Corporate governance is increasingly being viewed as essential to sound business practice. The recommendations of the Cadbury Committee in the United Kingdom will respect to the role of a chairman are similar to those later formulated in the King Report on Corporate Governance in South Africa. In the present study, the perceived qualities of 'good' chairmen are investigated among chairmen, chief executives and main board members in the UK and South Africa. In both the UK and in South Africa the same robust methodology was used, enabling an inter-country comparison of results. The UK study comprised 60 in-depth interviews followed by a mailing of 2418 questionnaires to which 274 main-board members responded. In both cases, in the analysis, four-factor and four-cluster solutions emerged. Not surprisingly, the results for the two countries are quite different from each other and different profiles of preferred chairmen were found. In the case of the UK, the most preferred profile supports the execution of roles recommended for good governance while in South Africa, the least preferred profile appears to be the most appropriate.

The targeted liberalisation of the European Union railway market in 1998 could have lead to a decrease in the safety of rail transport. To prevent this, the European Commission developed and implemented new requirements in this area without explicitly deciding on the methods and tools to be used for their implementation. Entities operating in the market faced a new challenge, the development of a systems model approach to safety management. Only a correctly designed process model, along with the appropriate tools for monitoring and managing risk, allows the level of safety to be maintained at current levels or improved. As part of the research, solutions were developed for a systems approach to safety management in railway transport and the risk management and maintenance monitoring of railway vehicles. Safety is an essential criterion for assessing the functioning of a railway system, it determines its efficiency as well as – in a widely understood sense – the quality of its transport services. This paper describes the legal requirements and practical methods of implementation arising from the issue of Directive 2004/49/EC as it concerns the monitoring of railway safety (Chruzik et al. 2014). The directive enforces the gradual introduction of Common Safety Targets (CST) and Common Safety Methods (CSM) to maintain (or increase) the existing high safety levels after the opening up (liberalisation) of the rail market. The introduction of CST and CSM necessitates the development of methods for the evaluation of the level of safety and activity of operators, both at the level of the Member States and also at the level of the European Union. The paper describes the practical solutions developed for railway operators as part of the implementation of maintenance management systems (Sitarz et al. 2013; Chruzik et al. 2014).

The targeted liberalisation of the European Union railway market in 1998 could have lead to a decrease in the safety of rail transport. To prevent this, the European Commission developed and implemented new requirements in this area without explicitly deciding on the methods and tools to be used for their implementation. Entities operating in the market faced a new challenge, the development of a systems model approach to safety management. Only a correctly designed process model, along with the appropriate tools for monitoring and managing risk, allows the level of safety to be maintained at current levels or improved. As part of the research, solutions were developed for a systems approach to safety management in railway transport and the risk management and maintenance monitoring of railway vehicles. Safety is an essential criterion for assessing the functioning of a railway system, it determines its efficiency as well as – in a widely understood sense – the quality of its transport services. This paper describes the legal requirements and practical methods of implementation arising from the issue of Directive 2004/49/EC as it concerns the monitoring of railway safety (Chruzik et al. 2014). The directive enforces the gradual introduction of Common Safety Targets (CST) and Common Safety Methods (CSM) to maintain (or increase) the existing high safety levels after the opening up (liberalisation) of the rail market. The introduction of CST and CSM necessitates the development of methods for the evaluation of the level of safety and activity of operators, both at the level of the Member States and also at the level of the European Union. The paper describes the practical solutions developed for railway operators as part of the implementation of maintenance management systems (Sitarz et al. 2013; Chruzik et al. 2014).