The need for governance institutions in Ghana to focus on policy results that impact directly on citizen's wellbeing rather than results that are achieved immediately after implementing program of activities has become more relevant than ever before due to widening policy gaps (the difference between policy intention and policy outcome) in Ghana. Defective policy implementation by the Ghanaian Civil Service is widening policy gaps in Ghana. With the aid of the institutional analysis and development framework, this quantitative study examined the relationship between policy gaps and governance in Ghana. Empirical data were collected from 539 Civil Servants in Ghana using a web-based survey. The 539 Civil Service participants in this study were chosen from a list of all Civil Servants obtained from the Office of the Head of Civil Service in Ghana. Multiple linear regression was employed to test the extent to which 6 governance indicators affected policy gaps. Findings showed a significant negative relationship between the regulatory quality governance indicator and policy gaps. The study also found no significant relationship between policy gaps and other governance indicators, namely voice and accountability, political stability, regulatory quality, rule of law, governance effectiveness, and control of corruption. These results suggest that implementing public policies relating to trade and investment, taxes, tariffs, and other regulatory issues that seek to enhance the development of the private sector significantly reduces policy gaps. This study leads to positive social change by helping the civil service improve policies and procedures to services for the citizens it serves.

In information security, the success of security policies is critically dependent on their implementation in organizations. This thesis explores the gap between formal definitions and the actual implementation of security policies, focusing on roles within a Swedish defense company. Using a qualitative research approach, this study employs semi-structured interviews to gather in-depth insights from individuals directly involved in security management, with the aim of uncovering the real-world complexities and challenges faced in policy implementation. This study identifies several core issues that affect policy implementation: ambiguity in role definitions, inconsistencies in policy communication at different organizational levels, and the frequent need for individuals to adapt policies to practical and situational needs. These factors contribute to the risk of security breaches by creating conditions in which policies are misunderstood or incorrectly applied. The findings highlight a significant discrepancy between how policies are intended to function and how they are implemented in daily operations, revealing a critical vulnerability in organizational security frameworks. This thesis contributes to the existing body of knowledge by mapping the landscape of security policy implementation within the context of the highly regulated defense industry. The results provide empirical evidence that improves the understanding of the interaction between policy, practice and the human element in security regimes with the aim of improving clarity and reducing the incidence of human error in security practices.

My dissertation address is to describe the long distance bus (LDB) transport, its structure, service adequacy and the role it plays in linking the core to the periphery of Ethiopia. The study applied both qualitative and quantitative data analyses. The quantitative data was mainly collected by using questionnaires, from the selected passengers and operators by longitudinal survey, 384 passengers, or 10 %, from each bus took part in the survey. Of these, only 241 questionnaires (63%) were fully completed and used for this analysis. And 6 % of buses or operators (64) were selected by systematic sampling. The routes and towns were also selected by lottery method. The qualitative data was mainly collected by interview. Among these, 5 % (twenty-five) of experts from the City Transport Bureau; the heads of LDB Associations; the owners of LDB; the Federal Transport bureau; and the Mercato Bus terminal. An interview was analyzed based on their own explanations. FGDs were carried out with passengers awaiting departure in the terminal (off-journey). The secondary sources were taken from both the EFTA and Mercato bus terminal dispatch report. The analysis was made mostly by integrating method, and in some cases with separate analysis. Beside with other inferential statistical, Pearson correlation was also applied. The growth rate for level one and level two buses had risen more than 100 % per annum, whereas level three buses showed a decline of 18 % per year. The whole sector shows a 6.6 % growth rate, which is double that of the population growth (2.6 %). The rate of bus dispatch is very high, approximately 38 per day, on the Dessie and Mojo route. The average bus dispatch in all directions is about 32. In terms of service provision and area coverage, level one buses interlink about 23 major towns. Level two buses service more than 70 major towns, and level three more than 110. The highest record of both area and service coverage was occupied by first level buses servicing Dessie, Mekele, Shashemene, Hawassa, and Jimma. On average, the majority of towns are being serviced by one bus, irrespective of their levels. The area and service coverage is thus very high for level three buses, compared with levels two and one. The Dessie and Mojo lines enjoy the highest bus coverage. LDBs typically provide transport for distances of less than 400 kilometres. They contribute towards core to peripheral ties of the nation. This result is expressed by Krugman’s (1991) core-periphery theory. The service adequacy of the industry indicates that above half of the operators would have to wait approximately one hour to pick up passengers and 1 or 2 days per week to get the turn too. This reveals that Levels one, two and three operators are dormant for 1 or 2 days per week. Supply is thus greater than demand, causing the emergence of an informal LDB service. The fact that about 60 % of passengers have to wait for approximately an hour to catch a bus, after collecting tickets, indicates the demand. The buses’ downtimes in order to secure a full load on each departure are positively correlated with bus levels. The LDB provide more for mobility of goods and peoples that can be shape land use and development patterns, and it generate jobs. This enable more for economic growth. Thus, level one is more attractive than other levels. The study identifies the major challenges facing LDB transport. Integration within stakeholders, both internally and externally, is crucial to satisfy the passenger. / Geography / D. Phil. (Geography)