Issues and Challenges Sample Clauses

Issues and Challenges. A summary of the issues and challenges pertaining to community use of school facilities identified by the November 2005 Consultation Group was presented to consultation meeting participants. Participants were provided the opportunity to ask questions of clarity, to share their perspectives and to identify additional issues and challenges faced by users, schools and EPSB. Participants then rated how significant a challenge or barrier each issue theme is for schools and community users in achieving improved access to school facilities by community groups. No new issue themes were identified during the March 2006 consultation meetings. While themes were clarified and there were minor differences in how each group rated the significance of each theme as a challenge, both November 2005 and March 2006 consultation participants identified the same set of issues. The following are the issue themes and a summary of related challenges developed by consultation group participants in both November and March. There were a number of specific examples offered by participants that are not directly quoted in the report. Based on March 2006 consultation group participants’ rankings, they are in descending order of significance as a challenge to be addressed. A comparison to the order determined by November consultation group participants follows.
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Issues and Challenges. March 2006 Consultation Group participants were asked to identify the issues and challenges faced by community user groups and local schools in meeting needs and expectations in terms of access to sports fields adjacent to Edmonton Public schools. Participants also rated how significant a challenge or barrier each issue is in facilitating access to sports fields. The following is a summary of the primary issues and challenges identified by meeting participants. Issues/challenges are presented in descending order of significance. Issues and Challenges Summary
Issues and Challenges. Mobilizing technical assistance providers Due to changes in the strategic directions of the project the mobilization of a network of technical assistance providers or TAPs that LGUs may engage to provide them with customized training and technical assistance services to solve key problems was delayed. The rollout of HealthGov in 23 provinces from the start of the project (instead of a phased rollout) and the massive support for F1 and PIPH development in all project sites required changes in the modes of TA provision and engagement of TAPs (e.g., local universities, NGOs, consultants, government agencies). How has technical assistance been provided and who have been the TAPs? In-house national and regional specialists provided assistance to field operations in PIPH/AOP, CSR planning, and local health policy development. The assistance of national project specialists was partly for product development purposes and training of trainers. Furthermore, the project did not manage to recruit enough regional LGU governance specialists to support the regions. The reliance on in-house specialists was necessary because most of the required TA was new and still had to be developed (such as PIPH, AOP, MNCHN grant, CSR forecasting and planning). These TA areas are not suitable for third parties (in particular local universities, NGOs or consulting firms) without building their capacity first. However, the need to deliver results fast meant that the time for training and capacity building of outside parties was limited. During the first two years of the project HealthGov has focused on collaborating with government partners directly involved in and responsible for the preparation of the above-mentioned plans, in particular the CHDs (including the DOH Reps) and PHOs. These principal TAPs were oriented and trained on a range of skills and subjects, such as the facilitation of MIPH/PIPH formulation and CSR planning. In some instances the orientation and training of CHDs was hindered by the delayed release of official DOH guidelines, e.g., PIPH and AOP and MNCHN grants. There is also a need to synchronize DOH’s orientation of CHDs on these matters with the orientation of LGU counterparts, so as not to undermine the role of CHDs in providing technical assistance to LGUs. Consultants were hired for very specialized tasks, e.g., CHLSS in Misamis Occidental, Negros Oriental, and South Cotabato; participatory monitoring and evaluation in Bukidnon; and local health policy developm...
Issues and Challenges. As in many other surveying districts, one of the main concerns of the fuelwood users in Matara district (Enterprise using fuelwood) is the rise of price due to limited and decreasing supply and ever increasing demand. In Matara district, competition is fierce for using most species such as Rubber and Ginisapu for timber and fuelwood. A number of companies use Rubber and other species for timber related production. In this context, traditional users of fuelwood face difficulties in maintaining a stable supply of fuelwood. On the other hand during the last decades many Rubber lands have been converted to Tea and palm oil plantation resulting reduction in Rubber cover. It is witnessed that owners/manager of business enterprises use fuelwood in efficient manner recognizing the fact that it is becoming a scarce resource. Some of the Tea factories revealed their plans in transforming some of the boilers to use saw-dust instead of fuelwood. Yet, none of the enterprises have a plan to make the fuelwood supply sustainable in future. In most cases, it is found that firms are not ready pay more for fuelwood due to enormous economic hardship faced at present.
Issues and Challenges. RSV class of vessels is not available in Bangladesh. Bangladesh has foreign going vessels of higher technical and xxxxxxx standards which are not cost-effective for the coastal voyage between the two countries.15 The coastal shipping pact currently permits vessels of up to 6,000 gross tonnage (GT) to ply due to size restrictions mandated by the RSV rules. But often it is observed that using these small low capacity boats is not cost-effective for longer stretches such as from Chennai to Chittagong. This Agreement is limited to bilateral trade between India and Bangladesh and cannot be used for India to India trade (transit trade), i.e. to connect mainland India to North East India. A separate agreement was signed on the use of Chittagong and Mongla Ports for the movement of goods to and from India by using Chittagong/Mongla to Agartala, Chittagong/ Mongla to Dawki, and Chittagong/Mongla to Sutarkandi routes.16 This enabled the movement of cargo to the North East through coastal shipping up to Chittagong and thereafter by road/inland waterways/rail. The SOP of this agreement was finalised in 2019. The first trial container ship from Kolkata to Agartala and Karimganj through Chittagong port shows that this route drastically cuts short the distance between Kolkata and Agartala via Assam from about 1600km to just about 450 km.17,18 Due to inadequate demand and lack of return cargo from Bangladesh, vessel service is available between Kolkata/Haldia and Chittagong and but not between Kolkata/ Haldia and Mongla. Shipping lines are also reluctant to provide vessel service till Pangaon due to a lack of return cargo. The roughness of the sea in the Bay of Bengal during the monsoon season from April- October becomes a risk for plying coastal vessels (RSV IV) due to their small sizes. The present trade pattern is largely in favour of India and cargo ships and containers mostly return empty from Bangladesh to India. As a result, freight cost increases and often become non-viable for low-value cargoes. For example, for each container customer pays $700 from Kolkata to Pangaon port apart from other ancillary costs as they are charged for both ways haulage. High fuel cost - as governments apply excise duty on fuel cost which is about M50 per litre which often makes coastal shipping less cost- effective. The predictability of the delivery time of the cargo in Bangladesh is also a major issue due to congestion at the Chittagong port. Chittagong port is the prime maritime ga...

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