This document provides an overview of measure selection for Sustainable Urban Mobility Plans (SUMPs). It discusses that measure selection involves identifying the most suitable and cost effective mobility measures to achieve the vision and objectives of a SUMP. A wide range of measures are available, and it can be difficult to identify the most appropriate ones. The document recommends setting the context and aim, considering decision making and responsibilities, and ensuring measures are well designed to work in a specific city. It emphasizes the importance of assessing how measures can be packaged together to achieve enhanced performance and overcome barriers to implementation.
"Monitoring and Evaluation System for CAADP Implementation", presentation by Babatunde Omilola at the CAADP Monitoring and Evaluation Framework Validation Workshop held at the Indaba Hotel, Johannesburg, South Africa March 1-3, 2010.
Policy frameworks and municipal effectivenessJohn Leonardo
Municipalities need to employ an effective policy framework to keep service delivery on track. Local government politicians like to make promises about service delivery initiatives to their communities. Municipalities, however, often fail to deliver these promised services for a range of reasons including poor budgeting and ineffective management. This is why municipalities need to not only maintain effective policy frameworks but ensure these are reviewed and updated regularly.
Monitoring and Evaluation system for PFES: Key findings and policy recommenda...CIFOR-ICRAF
This presentation by Pham Thu Thuy, Karen Bennet, Vu Tan Phuong and Le Ngoc Dung shows the key findings for M&E for Environmental Service, Social Impact, PFES contract and financial flows.
"Monitoring and Evaluation System for CAADP Implementation", presentation by Babatunde Omilola at the CAADP Monitoring and Evaluation Framework Validation Workshop held at the Indaba Hotel, Johannesburg, South Africa March 1-3, 2010.
Policy frameworks and municipal effectivenessJohn Leonardo
Municipalities need to employ an effective policy framework to keep service delivery on track. Local government politicians like to make promises about service delivery initiatives to their communities. Municipalities, however, often fail to deliver these promised services for a range of reasons including poor budgeting and ineffective management. This is why municipalities need to not only maintain effective policy frameworks but ensure these are reviewed and updated regularly.
Monitoring and Evaluation system for PFES: Key findings and policy recommenda...CIFOR-ICRAF
This presentation by Pham Thu Thuy, Karen Bennet, Vu Tan Phuong and Le Ngoc Dung shows the key findings for M&E for Environmental Service, Social Impact, PFES contract and financial flows.
Rethinking regional development policy-makingOECD CFE
This presentation was presented at the launch of the OECD report “Rethinking Regional Development Policy-making” on 19 March 2018 in Brussels.
http://www.oecd.org/governance/rethinking-regional-development-policy-making-9789264293014-en.htm
In Kenya, the newly promulgated constitution of 2010 (CoK, 2010), provides the basis of monitoring and evaluation as an important tool for operationalizing National and County Government projects to ensure projects success, integrity, transparency and accountability. The county governments are responsible for delivering basic services in collaboration with other agencies and partners to enhance quality of life: however, the county government projects has been marred by lack of integrity, transparency, accountability and litany of other monitoring and evaluation weakness which has undermined the impacts and success of projects including Regional Economic Blocs. Lake Region Economic Bloc (LREB) which comprised of fourteen counties bordering Lake Victoria Basin is not sparred either. The study was conducted in six LREB Counties namely, Migori, Homabay, Kisumu, Siaya, Kakamega and Vihiga chosen in a random manner. This study specifically assessed the effectiveness of Monitoring and Evaluation methods on the Performance of County Governments Projects. The study was guided by the theory of change. The research was carried out using descriptive survey design which entails both qualitative and quantitative data collection procedures. The researcher used stratified random sampling techniques to draw a sample from the study population. The qualitative method focused on group discussion and in-depth interviews. The quantitative techniques employed questionnaires to 398 purposively selected subjects from the county projects. Data collection was from two main sources; primary and secondary. Secondary sources included relevant county documents, constitution, legislations, policy documents and reports among others. The Study employed questionnaires, Focus group discussion and Interview guide as its primary data collection method. Statistical Package for Social Science (SPSS) version 18.0 was used for analysis. Data was analyzed using descriptive and inferential statistics techniques and presented in tables and figures. The study findings indicated thatM&E methods, indicated by the coefficient of effectiveness (R2) which is also evidenced by F change 109.403>p-values (0.05). This implies that this variableis significant (since the p values<0.05) and therefore should be considered as part of effectiveness of M&E systems on the performance of County Governments projects. The study concludes that there are no effective and adequate projects monitoring and evaluation methods in place for County Government Projects, which can facilitate the achievement of desired projects performance and outcomes. The study recommends that the County Government should develop a clear M&E methods for each project with clear data collection, analysis, reporting and implementation methods. This Study recommends further research to be conducted in the other Regional County Economic Blocs.
7 key analytic elements for the evaluation of DSM policiesLeonardo ENERGY
This Briefing Note describes seven key analytic elements that should be addressed in the evaluation of Demand Site Management (DSM) and Energy Efficiency (EE) policy measures:
1. A policy measure theory, consisting of the domain of the policy, the expected effects of the policy, and an evaluation methodology
2. Specifications of the evaluation indicators, namely the output (= direct output of the program), the outcome (= results on the level of economy, society, and environment), and the impact (net improvements on the level of economy, society, and environment taking rebound effects into account)
3. The indicator baselines, set with consideration
4. An assessment of the outputs and outcomes
5. An assessment of the energy savings and emission reductions
6. A calculation of the cost, cost-efficiency and cost-effectiveness
7. The ambition level: how much effort should be dedicated to the evaluation, and how accurate should it be?
How to customize the ‘Result Based Management’’ (RBM) approach for long term ...Ardeshir Sayah
In this report, firstly the main concepts of result based planning (RBM) argued and then some foresight models for road mapping introduced. Finally the assumption of this combination based on a MENARID and SMLWR road map shortly introduced.
Lessons learnt from CIFOR research for PFES in VietnamCIFOR-ICRAF
This presentation by Pham Thu Thuy, Grace Wong, Anastasia Yang, Le Ngoc Dung, Karen Bennett, Vu Tan Phuong given during a workshop in Hanoi, Vietnam analyses the Payments for Forest Environmental Services (PFES) policy in Vietnam through the lens of achieving effectiveness, efficiency and equity.
GLOBAL FORESIGHT: LESSONS FROM SCENARIO AND ROADMAPPING EXERCISE ON MANUFACTU...Totti Könnölä
Geographical dispersion, organisational and cultural differences, and numerous participants characterise international foresight exercises. In this paper, the authors develop four principles for the design and management of global foresight exercises building on the experience from designing and managing a foresight process in connection with the Intelligent Management FacturingManufacturing Systems (IMS) 2020 project. The authors reflect and discuss against the exercise the suitability of the four principles for global foresight in general. For instance, understanding interconnected innovation systems is crucial for helping participants to position the exercise and their own activities better in the global context; responsiveness towards diversity of stakeholders strengthen commitment and encourage learning and creative problem solving; embeddedness of foresight in existing international networks benefits from existing organisational structures and facilitates for timely and efficiently mobilisation of stakeholder communities; finally, ‘glocal’ impact orientation connects foresight activities to both local and international decision-making structures. Furthermore, the findings indicate that scalable design is one of the key determinants for succesfulsuccessful adaption of foresight to geographical dispersion and numerous participants.
Progress of the Baltic SCOPE Monitoring and evaluation framework topic at project's partner meeting on 21-22 June 2016 in Szczecin, POLAND
Read more on: www.balticscope.eu
* The information presented is the working exercise on the cross-border maritime spatial planning discussions and can not be treated as the official opinion of the European Commission and the Member States involved in the consortium of the Baltic SCOPE project.
Building FTA capacities for systemic and structural transformations: New FTA ...Totti Könnölä
Transformations linked to disruptive events are causing a shift in Future-oriented Technology Analysis (FTA) activities from individual large-scale foresight actions to smaller in-house exercises and capacity-building. The reasons are manifold relating to the need for an even tighter embedding of FTA in policy-making in a fast-changing, complex environment as well as to internal drivers for novel forms of future intelligence to support coordinated and coherent decisions within and across organisations. The paper identifies three ideal types; external FTA services, the institutionalisation of FTA, and FTA networks, whilst recognising that in practice these types are complementary. In empirical terms this requires further investigation, in order to understand how different combinations of activities in effect operate in their respective decision-making context. It is important to improve our understanding of how far institutionalised FTA can form part of the solution for building capacity to handle disruptions. Many sorts of combinations of elements from different organisational models are needed to enable learning, experimentation and capability development appropriate for the wider decision making context in which FTA is embedded. This paper explores the extent to which FTA can provide enhanced support to decision-making through customised organisational models and corresponding capability thus enabling them to anticipate and address disruptive change and associated challenges.
Rethinking regional development policy-makingOECD CFE
This presentation was presented at the launch of the OECD report “Rethinking Regional Development Policy-making” on 19 March 2018 in Brussels.
http://www.oecd.org/governance/rethinking-regional-development-policy-making-9789264293014-en.htm
In Kenya, the newly promulgated constitution of 2010 (CoK, 2010), provides the basis of monitoring and evaluation as an important tool for operationalizing National and County Government projects to ensure projects success, integrity, transparency and accountability. The county governments are responsible for delivering basic services in collaboration with other agencies and partners to enhance quality of life: however, the county government projects has been marred by lack of integrity, transparency, accountability and litany of other monitoring and evaluation weakness which has undermined the impacts and success of projects including Regional Economic Blocs. Lake Region Economic Bloc (LREB) which comprised of fourteen counties bordering Lake Victoria Basin is not sparred either. The study was conducted in six LREB Counties namely, Migori, Homabay, Kisumu, Siaya, Kakamega and Vihiga chosen in a random manner. This study specifically assessed the effectiveness of Monitoring and Evaluation methods on the Performance of County Governments Projects. The study was guided by the theory of change. The research was carried out using descriptive survey design which entails both qualitative and quantitative data collection procedures. The researcher used stratified random sampling techniques to draw a sample from the study population. The qualitative method focused on group discussion and in-depth interviews. The quantitative techniques employed questionnaires to 398 purposively selected subjects from the county projects. Data collection was from two main sources; primary and secondary. Secondary sources included relevant county documents, constitution, legislations, policy documents and reports among others. The Study employed questionnaires, Focus group discussion and Interview guide as its primary data collection method. Statistical Package for Social Science (SPSS) version 18.0 was used for analysis. Data was analyzed using descriptive and inferential statistics techniques and presented in tables and figures. The study findings indicated thatM&E methods, indicated by the coefficient of effectiveness (R2) which is also evidenced by F change 109.403>p-values (0.05). This implies that this variableis significant (since the p values<0.05) and therefore should be considered as part of effectiveness of M&E systems on the performance of County Governments projects. The study concludes that there are no effective and adequate projects monitoring and evaluation methods in place for County Government Projects, which can facilitate the achievement of desired projects performance and outcomes. The study recommends that the County Government should develop a clear M&E methods for each project with clear data collection, analysis, reporting and implementation methods. This Study recommends further research to be conducted in the other Regional County Economic Blocs.
7 key analytic elements for the evaluation of DSM policiesLeonardo ENERGY
This Briefing Note describes seven key analytic elements that should be addressed in the evaluation of Demand Site Management (DSM) and Energy Efficiency (EE) policy measures:
1. A policy measure theory, consisting of the domain of the policy, the expected effects of the policy, and an evaluation methodology
2. Specifications of the evaluation indicators, namely the output (= direct output of the program), the outcome (= results on the level of economy, society, and environment), and the impact (net improvements on the level of economy, society, and environment taking rebound effects into account)
3. The indicator baselines, set with consideration
4. An assessment of the outputs and outcomes
5. An assessment of the energy savings and emission reductions
6. A calculation of the cost, cost-efficiency and cost-effectiveness
7. The ambition level: how much effort should be dedicated to the evaluation, and how accurate should it be?
How to customize the ‘Result Based Management’’ (RBM) approach for long term ...Ardeshir Sayah
In this report, firstly the main concepts of result based planning (RBM) argued and then some foresight models for road mapping introduced. Finally the assumption of this combination based on a MENARID and SMLWR road map shortly introduced.
Lessons learnt from CIFOR research for PFES in VietnamCIFOR-ICRAF
This presentation by Pham Thu Thuy, Grace Wong, Anastasia Yang, Le Ngoc Dung, Karen Bennett, Vu Tan Phuong given during a workshop in Hanoi, Vietnam analyses the Payments for Forest Environmental Services (PFES) policy in Vietnam through the lens of achieving effectiveness, efficiency and equity.
GLOBAL FORESIGHT: LESSONS FROM SCENARIO AND ROADMAPPING EXERCISE ON MANUFACTU...Totti Könnölä
Geographical dispersion, organisational and cultural differences, and numerous participants characterise international foresight exercises. In this paper, the authors develop four principles for the design and management of global foresight exercises building on the experience from designing and managing a foresight process in connection with the Intelligent Management FacturingManufacturing Systems (IMS) 2020 project. The authors reflect and discuss against the exercise the suitability of the four principles for global foresight in general. For instance, understanding interconnected innovation systems is crucial for helping participants to position the exercise and their own activities better in the global context; responsiveness towards diversity of stakeholders strengthen commitment and encourage learning and creative problem solving; embeddedness of foresight in existing international networks benefits from existing organisational structures and facilitates for timely and efficiently mobilisation of stakeholder communities; finally, ‘glocal’ impact orientation connects foresight activities to both local and international decision-making structures. Furthermore, the findings indicate that scalable design is one of the key determinants for succesfulsuccessful adaption of foresight to geographical dispersion and numerous participants.
Progress of the Baltic SCOPE Monitoring and evaluation framework topic at project's partner meeting on 21-22 June 2016 in Szczecin, POLAND
Read more on: www.balticscope.eu
* The information presented is the working exercise on the cross-border maritime spatial planning discussions and can not be treated as the official opinion of the European Commission and the Member States involved in the consortium of the Baltic SCOPE project.
Building FTA capacities for systemic and structural transformations: New FTA ...Totti Könnölä
Transformations linked to disruptive events are causing a shift in Future-oriented Technology Analysis (FTA) activities from individual large-scale foresight actions to smaller in-house exercises and capacity-building. The reasons are manifold relating to the need for an even tighter embedding of FTA in policy-making in a fast-changing, complex environment as well as to internal drivers for novel forms of future intelligence to support coordinated and coherent decisions within and across organisations. The paper identifies three ideal types; external FTA services, the institutionalisation of FTA, and FTA networks, whilst recognising that in practice these types are complementary. In empirical terms this requires further investigation, in order to understand how different combinations of activities in effect operate in their respective decision-making context. It is important to improve our understanding of how far institutionalised FTA can form part of the solution for building capacity to handle disruptions. Many sorts of combinations of elements from different organisational models are needed to enable learning, experimentation and capability development appropriate for the wider decision making context in which FTA is embedded. This paper explores the extent to which FTA can provide enhanced support to decision-making through customised organisational models and corresponding capability thus enabling them to anticipate and address disruptive change and associated challenges.
The role of Monitoring and Evaluation in Improving Public Policies – Challeng...UNDP Policy Centre
IPC-IG's Research Coordinator, Fábio Veras Soares, presentation at the "International Conference on the
Institutionalization of Public Policies Evaluation", held in Rabat, on 5 October.
A virtual environment for formulation of policy packagesAraz Taeihagh
The interdependence and complexity of socio-technical systems and availability of a wide variety of policy measures to address policy problems make the process of policy formulation difficult. In order to formulate sustainable and efficient transport policies, development of new tools and techniques is necessary. One of the approaches gaining ground is policy packaging, which shifts focus from implementation of individual policy measures to implementation of combinations of measures with the aim of increasing efficiency and effectiveness of policy interventions by increasing synergies and reducing potential contradictions among policy measures. In this paper, we describe the development of a virtual environment for the exploration and analysis of different configurations of policy measures in order to build policy packages. By developing systematic approaches it is possible to examine more alternatives at a greater depth, decrease the time required for the overall analysis, provide real-time assessment and feedback on the effect of changes in the configurations, and ultimately form more effective policies. The results from this research demonstrate the usefulness of computational approaches in addressing the complexity inherent in the formulation of policy packages. This new approach has been applied to the formulation of policies to advance sustainable transportation.
BDVe Webinar Series - Big Data for Public Policy, the state of play - Roadmap...Big Data Value Association
Do you know how data-driven approaches can influence the policy cycle and the benefits derived from this? Have you ever participated in a policy-lab, collaborating with other stakeholders to develop and test a policy? In this session, Anne Fleur van Veenstra from TNO will delve into current practices, insights and lessons learnt from current policy-lab projects, followed by Francesco Mureddu, from the Lisbon Council, who will look ahead and identify the main challenges and opportunities by presenting and discussing a roadmap for Future Research Directions in data-driven Policy Making.
HIGHWAY AND TRANSPORT ENGINERING EXAM AND ANSWER-2HIGHWAY AND TRANSPORT ENGINERING EXAM AND ANSWER-2HIGHWAY AND TRANSPORT ENGINERING EXAM AND ANSWER-2HIGHWAY AND TRANSPORT ENGINERING EXAM AND ANSWER-2HIGHWAY AND TRANSPORT ENGINERING EXAM AND ANSWER-2HIGHWAY AND TRANSPORT ENGINERING EXAM AND ANSWER-2HIGHWAY AND TRANSPORT ENGINERING EXAM AND ANSWER-2HIGHWAY AND TRANSPORT ENGINERING EXAM AND ANSWER-2HIGHWAY AND TRANSPORT ENGINERING EXAM AND ANSWER-2HIGHWAY AND TRANSPORT ENGINERING EXAM AND ANSWER-2HIGHWAY AND TRANSPORT ENGINERING EXAM AND ANSWER-2HIGHWAY AND TRANSPORT ENGINERING EXAM AND ANSWER-2HIGHWAY AND TRANSPORT ENGINERING EXAM AND ANSWER-2
Presented at Climate Change Targets and Urban Transport Policy, Malta, 13-14 April 2015
www.um.edu.mt/events/g3wctrs2015
www.its.leeds.ac.uk/people/t.may
www.its.leeds.ac.uk/people/h.khreis
International Economic Policy Analysis for Africa and developing countries.pptxGeorgeKabongah2
This course provides the theoretical, historical, institutional and technical background for effective advocacy of international economic policy.
The focus is on the political economy of international trade, foreign direct investment, exchange rates, portfolio capital flows and the balance of payments, industrial policy and international labor migration.
It is not a course on economics and students are not expected to have any background in the study of economics though some economic concepts will be employed and discussed.
Step By Step: learning from implementing behavioural changes in transportWim Korver
Step By Step: learning from implementing behavioural changes in transport. The uniqueness of the Step-By-Step project is that it tries to combine, or maybe even to bridge the gap between different approaches to analysing mobility behaviour. One approach is strongly quantitative: if you cannot measure it, it is not important. The advantage is that this analytical approach is transparent and easily transferable from one situation to another. However, these kind of analytical studies lead quite often to general conclusions on why the mobility behaviour is as it is. Implications for policy makers are not that easy to make. On the other hand, the behavioural psychological approach is recognizable for policy makers and connects to a more intuitive approach. However, results and analysis based on a behavioural psychological approach lack a framework to transfer the results from one situation to another. The StepByStep approach aims to get the best of both worlds: transferability and recognisability.
Within the Step-By-Step project mobility data is collected for 15 European cities. A comparative analysis will be performed resulting in a typology of cities based on their mobility characteristics. Three (initial) city clusters are distinguished: multimodal oriented, transit oriented, and car oriented.
In total 31 cases with a behavioural intervention will be analysed. An assessment will be made of the success of the behavioural intervention. The success factor is based on five steps (process, implementation, (quality of the) evaluation, realisation of objectives and structural impact).
The Step By Step project is coordinated by Goudappel Coffeng. Partners are: TU Dresden, WSP Sweden and IBDiM.
Monitoring and evaluation is a vital component that determines the effectiveness of a corporation's assistance by establishing clear links between past, present and future initiatives and results. The process helps in improving the programme performance and achieving desired results. It provides opportunities for fine-tuning, re-orientation and planning of the programme effectively, without which it becomes impossible to measure the success and impact of the programme even if the approach is right.
The leaflet Improving wastewater management in the Baltic Sea Region presents the focus areas and major activities planned in the framework of the IWAMA project.
IWAMA aims at improving resource efficiency in wastewater management of the region. The project actions are distributed along three main fields: capacity development, smart energy management and smart sludge management. The leaflet offers an overview of the planned activities including development of pilot investments, launching training webinars and holding workshops, among other events.
This brochure describes the practical experiences of the cities’ introduction and extension of the usage of sharing schemes with traditional bicycles, electric bicycles as well as with electric and hybrid cars. Numerous advantages of sharing schemes are pointed out in the brochure. Besides saving money for the individual and improving the environment, the concept paves the way for multi-modal use of transport systems since the vehicle-sharing concept excels at high flexibility due to the independency of timetables and predetermined routes. Automated sharing systems can reliably be in operation year-round, day and night. Furthermore, the user freely chooses the fastest route to his destination not being bound to bus or train lines. In other words, a vehicle-sharing system adds customer value to the whole transport chain.
DYN@MO (2012-2016) is part of the CIVITAS Initiative, supporting cities to introduce ambitious transport measures and policies towards sustainable urban mobility.
In this edition the focus is Sustainable Urban Mobility. Our region has several good examples of how we can reduce the use of fossil fuels within sustainable urban mobility systems and create liveable cities. The Bulletin both provides examples of technical solutions and innovative campaigns from the UBC member-cities as well as displaying several externally co-funded mobility projects that covers a series of cities around the Baltic Sea Region.
In the editorial Mr Siim Kallas, EU Commissioner on transport and vice president for the EU Commission, stresses the importance of acknowledging also the economic benefits of developing sustainable urban mobility systems. He further on emphasise the necessity to stimulate markets that foster sustainable mobility supplies and the unpredictable future of fossil fuel as the dominant source for our vehicle fleets.
In the editorial, Connie Hedegaard, commissionner for Climate Action sends a message to cities around the Baltic Sea Region. It is important to both acknowledge the great challenge of our ongoing climate change but also to learn from our neighbouring cities in the region to see the local innovative and mitigating solutions that are already out there.
The feature story display various reasons why cities should - and cities have en increasing focus on Green Growth. A series of member cities provide a vast variety of green growth solutions including Arendal, Rakvere, Örebro, Helsinki, Jelgave, Tartu, Panevezys, Griefswald, Gdansk and Jekabpils. Along with stories from member cities, the Bulleting also include information on ongoing projects in the Baltic Sea Region coordinated by UBC Commission on Environment. Commission on Energy are also represented and showcase their projects towards more efficient water treatment systems. focus on the triple-helix approach.
WRI’s brand new “Food Service Playbook for Promoting Sustainable Food Choices” gives food service operators the very latest strategies for creating dining environments that empower consumers to choose sustainable, plant-rich dishes. This research builds off our first guide for food service, now with industry experience and insights from nearly 350 academic trials.
Diabetes is a rapidly and serious health problem in Pakistan. This chronic condition is associated with serious long-term complications, including higher risk of heart disease and stroke. Aggressive treatment of hypertension and hyperlipideamia can result in a substantial reduction in cardiovascular events in patients with diabetes 1. Consequently pharmacist-led diabetes cardiovascular risk (DCVR) clinics have been established in both primary and secondary care sites in NHS Lothian during the past five years. An audit of the pharmaceutical care delivery at the clinics was conducted in order to evaluate practice and to standardize the pharmacists’ documentation of outcomes. Pharmaceutical care issues (PCI) and patient details were collected both prospectively and retrospectively from three DCVR clinics. The PCI`s were categorized according to a triangularised system consisting of multiple categories. These were ‘checks’, ‘changes’ (‘change in drug therapy process’ and ‘change in drug therapy’), ‘drug therapy problems’ and ‘quality assurance descriptors’ (‘timer perspective’ and ‘degree of change’). A verified medication assessment tool (MAT) for patients with chronic cardiovascular disease was applied to the patients from one of the clinics. The tool was used to quantify PCI`s and pharmacist actions that were centered on implementing or enforcing clinical guideline standards. A database was developed to be used as an assessment tool and to standardize the documentation of achievement of outcomes. Feedback on the audit of the pharmaceutical care delivery and the database was received from the DCVR clinic pharmacist at a focus group meeting.
Artificial Reefs by Kuddle Life Foundation - May 2024punit537210
Situated in Pondicherry, India, Kuddle Life Foundation is a charitable, non-profit and non-governmental organization (NGO) dedicated to improving the living standards of coastal communities and simultaneously placing a strong emphasis on the protection of marine ecosystems.
One of the key areas we work in is Artificial Reefs. This presentation captures our journey so far and our learnings. We hope you get as excited about marine conservation and artificial reefs as we are.
Please visit our website: https://kuddlelife.org
Our Instagram channel:
@kuddlelifefoundation
Our Linkedin Page:
https://www.linkedin.com/company/kuddlelifefoundation/
and write to us if you have any questions:
info@kuddlelife.org
Willie Nelson Net Worth: A Journey Through Music, Movies, and Business Venturesgreendigital
Willie Nelson is a name that resonates within the world of music and entertainment. Known for his unique voice, and masterful guitar skills. and an extraordinary career spanning several decades. Nelson has become a legend in the country music scene. But, his influence extends far beyond the realm of music. with ventures in acting, writing, activism, and business. This comprehensive article delves into Willie Nelson net worth. exploring the various facets of his career that have contributed to his large fortune.
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Introduction
Willie Nelson net worth is a testament to his enduring influence and success in many fields. Born on April 29, 1933, in Abbott, Texas. Nelson's journey from a humble beginning to becoming one of the most iconic figures in American music is nothing short of inspirational. His net worth, which estimated to be around $25 million as of 2024. reflects a career that is as diverse as it is prolific.
Early Life and Musical Beginnings
Humble Origins
Willie Hugh Nelson was born during the Great Depression. a time of significant economic hardship in the United States. Raised by his grandparents. Nelson found solace and inspiration in music from an early age. His grandmother taught him to play the guitar. setting the stage for what would become an illustrious career.
First Steps in Music
Nelson's initial foray into the music industry was fraught with challenges. He moved to Nashville, Tennessee, to pursue his dreams, but success did not come . Working as a songwriter, Nelson penned hits for other artists. which helped him gain a foothold in the competitive music scene. His songwriting skills contributed to his early earnings. laying the foundation for his net worth.
Rise to Stardom
Breakthrough Albums
The 1970s marked a turning point in Willie Nelson's career. His albums "Shotgun Willie" (1973), "Red Headed Stranger" (1975). and "Stardust" (1978) received critical acclaim and commercial success. These albums not only solidified his position in the country music genre. but also introduced his music to a broader audience. The success of these albums played a crucial role in boosting Willie Nelson net worth.
Iconic Songs
Willie Nelson net worth is also attributed to his extensive catalog of hit songs. Tracks like "Blue Eyes Crying in the Rain," "On the Road Again," and "Always on My Mind" have become timeless classics. These songs have not only earned Nelson large royalties but have also ensured his continued relevance in the music industry.
Acting and Film Career
Hollywood Ventures
In addition to his music career, Willie Nelson has also made a mark in Hollywood. His distinctive personality and on-screen presence have landed him roles in several films and television shows. Notable appearances include roles in "The Electric Horseman" (1979), "Honeysuckle Rose" (1980), and "Barbarosa" (1982). These acting gigs have added a significant amount to Willie Nelson net worth.
Television Appearances
Nelson's char
"Understanding the Carbon Cycle: Processes, Human Impacts, and Strategies for...MMariSelvam4
The carbon cycle is a critical component of Earth's environmental system, governing the movement and transformation of carbon through various reservoirs, including the atmosphere, oceans, soil, and living organisms. This complex cycle involves several key processes such as photosynthesis, respiration, decomposition, and carbon sequestration, each contributing to the regulation of carbon levels on the planet.
Human activities, particularly fossil fuel combustion and deforestation, have significantly altered the natural carbon cycle, leading to increased atmospheric carbon dioxide concentrations and driving climate change. Understanding the intricacies of the carbon cycle is essential for assessing the impacts of these changes and developing effective mitigation strategies.
By studying the carbon cycle, scientists can identify carbon sources and sinks, measure carbon fluxes, and predict future trends. This knowledge is crucial for crafting policies aimed at reducing carbon emissions, enhancing carbon storage, and promoting sustainable practices. The carbon cycle's interplay with climate systems, ecosystems, and human activities underscores its importance in maintaining a stable and healthy planet.
In-depth exploration of the carbon cycle reveals the delicate balance required to sustain life and the urgent need to address anthropogenic influences. Through research, education, and policy, we can work towards restoring equilibrium in the carbon cycle and ensuring a sustainable future for generations to come.
Natural farming @ Dr. Siddhartha S. Jena.pptxsidjena70
A brief about organic farming/ Natural farming/ Zero budget natural farming/ Subash Palekar Natural farming which keeps us and environment safe and healthy. Next gen Agricultural practices of chemical free farming.
UNDERSTANDING WHAT GREEN WASHING IS!.pdfJulietMogola
Many companies today use green washing to lure the public into thinking they are conserving the environment but in real sense they are doing more harm. There have been such several cases from very big companies here in Kenya and also globally. This ranges from various sectors from manufacturing and goes to consumer products. Educating people on greenwashing will enable people to make better choices based on their analysis and not on what they see on marketing sites.
Selecting the most effective packages of measures for Sustainable Urban Mobility Plans
1. Quick facts on
measure selection
Selecting the most effective
packages of measures for
Sustainable Urban Mobility Plans
Funded by the Intelligent Energy Europe
Programme of the European Union
3. Quick Facts on Monitoring and EvaluationQuick facts on measure selection
Measure selection – Selecting the most effective packages of measures for Sustainable Urban Mobility Plans 3
depend on how these measures are packaged. A SUMP
needs to be more than a wish-list of measures. Prior
to implementation each measure needs to be defined
in detail, assessed in terms of its likely impact, and
appraised in terms of its potential contribution.
Set the context and aim
Before considering possible measures, the planning
authority should make sure that there is clarity about
the study area, timeframe, current measures and
committed schemes. It should avoid thinking about
solutions before settling on the vision and objectives.
The process of measure selection includes looking at
the different types of measure and the information on
them, and understanding how each works and can thus
contribute to the SUMP’s objectives. It is important to
decide whether there are particular strategies that
should be pursued, for example reducing the need to
travel, and to consider the principles of packaging the
measures. Developing measure packages can help
in achieving enhanced performance, but it can also
assist in overcoming barriers to implementation. More
information on this can be found in the KonSULT Policy
Guidebook and the Measure Option Generator (on the
KonSULT website), as one source of information about
packages of measures.
Decision-making and responsibilities
Once the measure selection process has progressed,
the planning authority and its partners should consider
who is responsible for each of the types of measures and
what level of funding may be available. It is advisable to
consider how acceptable different measures are likely
to be. However, these constraints should not be taken
as reasons for not pursuing a given measure. Packaging
and careful design as well as involving stakeholders
and the public in selecting the measures and packages
can help to overcome these barriers.
How will measures work in a specific city?
The planning authority should ensure that each
shortlisted measure is designed with sufficient detail in
order to ensure that it can be effectively implemented,
and that stakeholders and the public may know what
to expect. This process includes assessing the likely
impacts (on objectives and problems) of each of these
detailed designs. It requires a certain ability to predict
possible outcomes, which can be assisted by predictive
models. These predictions should be used to appraise
each detailed measure and package against the
objectives. This will help prioritise the measures to
be adopted, and may suggest ways in which individual
designs may be enhanced.
Mobility measures in London
Source: Bernd Decker
Are you curious to know more?
Further information and various local case examples can
be found in the full Manual on Measure Selection!
For more information you may also join us on
www.eltis.org and www.sump-challenges.eu
Measure selection – Selecting the most effective packages of measures for Sustainable Urban Mobility Plans18
Measure selection
3.1.4 What problems need to be
overcome?
A clearly specified list of problems is the most suitable
basis for identifying potential solutions. Problems can
be identified, both now and in the future, as evidence that
objectives are not being achieved. However, objectives
are often rather abstract, and it may be easier for
members of the public to understand a strategy based
on clearly identified problems.
One of the easiest ways of specifying problems is
by reference to the set of objectives in the previous
section. This enables the question “how do we know we
have got a problem?” to be answered more easily. For
example, the efficiency objective relates to problems
of congestion and unreliability; the safety objective to
accidents and casualties. The two concepts, objectives
and problems, are two sides of the same coin. Box
10 shows the problems which are considered in the
Measure Option Generator.
Problems may be identified in a number of ways:
Consultation:Transportusersandresidentscanidentify
the problems that they encounter when travelling and
which result from other people travelling. Transport
providers can be consulted about the operational
problems which they face. This is a key element of the
participation process, as discussed in the CH4LLENGE
Manual on Participation. Users and residents will be
well placed to identify current problems, but may find it
harder to envisage problems which might occur at some
future date. Problem identification through consultation
is therefore of most use for current problems.
Objective analysis: Objective analysis of problems
requires the adoption of an appropriate set of indicators
and targets, as discussed in the CH4LLENGE Manual
on Monitoring and Evaluation. When a condition is
measured or predicted to differ from a target, then a
problem is said to exist. When targets are defined,
they can be used, with current data, to identify current
problems. Given an appropriate predictive model, a
similar exercise can be conducted to estimate problems
in a future year. Figure 8 is an example of a pollution
map from West Yorkshire.
Figure 4: A pollution map for West Yorkshire
Source: WYCA (2015)
Monitoring: Regular monitoring of conditions, using
similar indicators and targets, is another valuable way
of identifying problems, and is covered further in the
CH4LLENGE Manual on Monitoring and Evaluation.
As well as enabling problems, and their severity, to be
specified, a regular monitoring programme enables
trends to be observed, and those problems which are
becoming worse to be singled out for treatment. Box
10 summarises the approach recommended for Local
Transport Plans in England (DfT, 2009).
Spotlight 3.3 illustrates how Dresden used consultation
to identify objectives, and hence problems.
If problems are identified through consultation, the city
authority is able to determine the areas of concern for
citizens. This will in turn help to confirm that they have
selected the right objectives, and to indicate the basis
on which targets might be set. Identification through
objective analysis and monitoring enables cities, and
citizens, to compare problems in different areas and in
different years on a consistent basis.
As with objectives, it will be important to consider
the relative importance of different problems, since
it may not be possible to reduce one problem without
aggravating others. These priorities may differ between
stakeholders; equally they may differ by area of the
city. In our Measure Option Generator users are able to
specify the relative importance of the problems listed
in Box 11.
Measure selection – Selecting the most effective packages of measures for Sustainable Urban Mobility Plans 19
Measure selection
In a survey of the five advancing cities in CH4LLENGE,
four saw congestion as a serious and growing problem;
only in Budapest was it thought to have become
marginally less severe. Despite congestion, most cities
considered public transport unreliability to be only a
minor problem. The five cities generally considered
accessibility to be satisfactory, though they all accepted
that they would benefit from introducing formal
accessibility standards. Only Budapest and Krakow
considered that they had a serious air quality problem;
conversely all five cities considered noise a moderate to
serious problem. Accidents were generally thought to
be a less serious problem, although it was suggested
that cities could do more to collect and analyse accident
statistics (see CH4LLENGE reports on local mobility
situation in partner cities).
It is important to bear in mind that problems are
symptoms of inadequacies in the transport system, but
do not immediately point to a preferred solution. An
analysis of the underlying causes of the problems should
always be carried out. For example, it would not be safe
to assume that a congestion problem should be solved
by adding extra capacity at the location concerned. It
may be that land use patterns are encouraging longer
distance travel, or that inadequate public transport
is forcing people to drive. Other solutions, such as
travel demand management or public transport
improvements, may be more appropriate and may only
be revealed by analysis of the causes of the problem.
Box 11: Problems in KonSULT
• Congestion
• Community impacts
• Environmental damage
• Poor accessibility
• Social and geographic disadvantage
• Accidents
• Suppression of economic activity
Box 10: Problem identification for
Local Transport Plans (DfT, 2009)
Cities “should identify problems and priorities
on the basis of clear evidence and data, e.g. on:
• demographic and socio-economic trends
• environmental issues
• economic circumstances
• existing transport infrastructure capacity
• travel patterns and trip rates
• connectivity of existing networks
• stakeholder views”.
Dresden’s SUMP objectives were developed in
aconsensualdiscussionofthe43stakeholders
in a Round Table. The discussion took about
five months with several meetings of the
Round Table and of four interest groups. The
four groups proposals were combined with
help of the neutral moderator and scientists
from Dresden University. The resulting
consensual document was then adopted by
the politicians with some modifications.
The 43 stakeholders, together with institutional
partners and the city administration, were
then asked to make an analysis of problems
and deficiencies of the Dresden urban
transport system. The city administration
made a synopsis of all reported problems
and deficiencies and gave this material to its
consultants as a basis for identifying SUMP
measures.
This structured approach helped Dresden
to ensure that all identified measures were
contributing to agreed objectives and to the
resolution of identified problems.
LOCAL SPOTLIGHT 3.3:
Identifying objectives
and problems through
consultation in Dresden
4. www.eltis.org/mobility-plans
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Programme of the European Union
For more information
European Platform on Sustainable Urban Mobility Plans
www.eltis.org/mobility-plans
E-mail: enquiries@mobilityplans.eu
European Commission
Directorate-General for Mobility and Transport
Unit C.1 - Clean transport & sustainable urban mobility
Rue Jean-André de Mot 28
B-1049 Brussels
The sole responsibility for the content of this publication lies with the authors. It does not necessarily reflect the opinion of
the European Union. Neither the EASME nor the European Commission is responsible for any use that may be made of the
information contained therein.
Contract: CH4LLENGE – Addressing Key Challenges of Sustainable Urban Mobility Planning, Grant Agreement
No IEE/12/696/SI2.644740
Title: Quick facts on measure selection: selecting the most effective packages of measures for Sustainable Urban
Mobility Plans
Version: March 2016
Authors: Tony May and Caroline Mullen, Institute for Transport Studies
Layout: Laura Sarlin, Union of the Baltic Cities Sustainable Cities Commission
Cover picture: BKK Centre for Budapest Transport
This brochure is subject to the copyright of the CH4LLENGE Consortium and its authors and contributors Institute for
Transport Studies, University of Leeds and Rupprecht Consult Forschung & Beratung GmbH.
This brochure has been developed within the European project CH4LLENGE “Addressing Key Challenges of Sustainable
Urban Mobility Planning”, co-funded by the European Commission and coordinated by Rupprecht Consult.
The CH4LLENGE Consortium consisted of the following partners: Rupprecht Consult (DE), Institute for Transport Studies,
University of Leeds (UK), Politehnica University of Timisoara (RO), Urban Planning Institute of the Republic of Slovenia (SI),
The Association for Urban Transition (RO), Promotion of Operational Links with Integrated Services, Polis (BE), Union of the
Baltic Cities, Sustainable Cities Commission (FI), FGM-AMOR (AT), City of Amiens (FR), City of Dresden (DE), City of Ghent (BE),
West Yorkshire Combined Authority (UK), City of Brno (CZ), BKK Centre for Budapest Transport (HU), City of Krakow (PL),
City of Timisoara (RO), City of Zagreb (HR).