The Swedish motor-vehicle inspection has worked very well and was monopolized in 1965. After the monopolization, the company AB Svensk Bilprovning was formed and had a monopoly until 2010 when the bourgeois government deregulated the monopoly for the motor-vehicle inspection services. It had been discussed earlier around the 1990s but the planned deregulation of the service did not occur. The main reason for the deregulation was for the service to act on a competitive market which would improve it in several aspects. One of the main aspects were the availability. The deregulation in 2010 had positive effects and mainly the availability increased throughout Sweden. In year 2014 the social-democratic party were not satisfied before or after deregulation even though it improved the service. The bourgeois on the other hand were very satisfied of the results.

The goal of this paper is to study and compare the usage of banknotes and coins in Japan and Sweden during the time period 1980–2015. Using the stakeholder theory, a theory that operationalizes the identification of different actors, stakeholders, and their influences, the development of the banknote and coin usage will be studied. Three different stakeholders are then identified for both countries, the central banks, the banks, and the customers. These stakeholders background and ability to influence are then analyzed. It becomes clear that the customers are the most important stakeholder because they are the stakeholder from which the demand and supply for banknotes and coins arises from. The background in Sweden contra Japan concludes that the japanese customers have less trust in the banks and central banks, which leads them to prefer banknotes and coins over other payment alternatives, while the case in Sweden is the opposite. Therefore, the banknote and coin usage is high in Japan, while it is low in Sweden.

I denna uppsats undersöks sambandet mellan strejknederlag och migration, ett ämne somstuderats av historiker tidigare men som inte gett ett entydigt svar. Uppsatsens undersökningavgränsas till den norrländska sågverksindustrin 1879-1908. Förutom att tidsperioden innefattarutvandringstiden motiveras avgränsningen med norrlandskustens tidiga industrialisering.Med hjälp av materialet prövas grundhypotesen, det vill säga om det existerade ett sambandetmellan strejknederlag och migration. För att reda ut hur man ska se på sambandet mellanstrejknederlag har också tre hypoteser som kommer ur tidigare litteratur valts ut för att prövas. Denförsta hypotesen föreslogs av Lars-Göran Tedebrand och går ut på att graden av repressalier motstrejkdeltagarna avgjorde hur omfattande utvandringen efter strejk var. Den andra hypotesenhärrör ur Brinley Thomas cykelteori, och går ut på att migration under utvandringstiden avgjordesav motsatta konjunkturcykler på båda sidorna av Atlanten. Den tredje hypotesen föreslogs av Nils-Gustav Hildeman och går ut på att när strejknederlag ledde till emigration utlöste dettakedjereaktioner och fick arbetare på andra orter att emigrera.Resultatet visar att det fanns ett samband mellan strejknederlag och migration. När ettstrejknederlag ägt rum ökade utflyttningen från strejkorten i samtliga fall. Jag finner stöd för bådecykelhypotesen och Tedebrands hypotes om repressalier. I mindre utsträckning stödjer ocksåuppsatsens resultat Hildemans hypotes om kedjereaktioner. / The aim of this thesis is to study a possible relationship between failed labour strikes andmigration (emigration and internal migration) in Sweden in the late nineteen and early twentiethcentury.The results show that a relationship between strikes and migration did exist. It is probable thatthe relationship depended on migration cycles in Sweden and America and the degree ofrepressions against the strikers by the employers. Furthermore, it is possible that workers whoemigrated after the failed strikes inspired other dissatisfied workers to emigrate the year after thestrikes took place.

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This essay will present the driving forces behind the liquidation of log-driving from 1930 to log-drivings end in 1980 in Umeälven. The debate about the log-drivers status in the river was multifold. The locals saw log-driving as an inhibiting process where, besides work, nothing good came. The hydroelectric stations saw the log-driving as an unnecessary tool because the hydroelectric stations had a larger purpose and were more prosperous than the log-driving. The underlying factors that evoked the log-drivings dismantling were several. Local people, fishing, hydro, but also the increased demand for forest and technology development. The timber became less ”float-friendly” and the forest road network was developed so that trucks became a more efficient and cheaper alternative, which led to the fact that log-floating was an unnecessary tool for the forest industry.

This licentiate thesis describes the Swedish pornography policy and how this policy affected the pornography industry. The main aim of the study is to survey the development of the Swedish porn industry 1950-2000 and to consider how it was imagined both as an industry, and as a commercialized form of sexuality. The focus is on the relationship between the pornography industry and the state, and to study this relationship, the thesis is divided into three different but related parts. The first part concerns the institutional settings with main focus on the abolition of censorship in 1971. The political debates about legalizing pornography are studied in order to ascertain how industry and its actors are conceptualized in this context. It also draws attention to why regulation of the industry was considered necessary in the first place, as well as the how changes in the legislation affected the economic development of the industry itself. The second part concerns the Swedish pornographic press. My purpose is to map out all publishing houses that produced pornographic magazines from 1950 to 2000, and to chart some aspects of their economic fortunes. The history of pornography and connections to technological change is also studied in terms of estimating the influence of the video breakthrough on sales figures and market strategies for the publishing houses that had to deal with this development. In the third part, I study the regulation in action, i.e. when the publishers of pornographic magazines are prosecuted. I analyze all of the pre-1971 prosecutions – that is, the prosecutions that took place before regulation was removed. Using these records, it is possible to determine how the regulation was implemented, what content was considered harmful, and how that changed over time. This material, that includes the preliminary investigations from the police, also shows how the pornography producers handle the institutional settings to escape responsibilities and punishment. In this thesis, I show that the pornography industry in Sweden has a complex and changing relationship to the state. Although pornography is unwanted by politicians during the period, pornography is allowed to publish pictures without any restriction on sexual content in the 1970s. The argument for the deregulation is that censorship is incompatible with a modern democratic and liberal state. Pornography serves as a modern dilemma when the phenomenon is viewed as incompatible with a modern society, conflicting with the goal of gender equality, and when a regulation is seen as incompatible with the idea of basic liberties in a modern democracy. When it comes to the industry it shows that, quite unexpected, a lot of companies are run by women or as family businesses. There are no empirical grounds for the claim that pornography is an all male industry then, at least not in the Swedish case. The study also shows that the Swedish pornography industry was well established before the law change.

This licentiate thesis, with the English title Automobility towards Regional Equality? Studies of the geographical and socioeconomic diffusion of the private automobility in Sweden 1950-2000, has the overall aim to investigate the interaction between the private automobility and the Swedish socio-economical development in general. Firstly, the diffusion of private car ownership in Sweden is mapped both geographically and economically at the national level covering all citizens above the age of 18. Secondly, a comparison with the Norwegian diffusion pattern shows how automobility has interacted with two partly different national contexts. This aim will be dealt with in two articles. Since the diffusion of private cars in Sweden has not yet been examined in a long run and national perspective covering all individuals, the first article, Driving from the Centre to the Periphery? The Diffusion of Private Cars in Sweden 1950-2000 with focus on 1960-1975, investigates how the diffusion of private cars followed the over all socio-economic and geographical changes from 1960 to 1975; did changes in car ownership per capita primarily follow changes in incomes or changes in population density (urbanisation)? Swedish traffic and regional policies in the 1960s aimed at making the car an instrument for national integration and regional equality, and make it available throughout the country. In the article the effect of that policy is tested. The analysis is based on Swedish census material that includes all car owners for the years 1960, 1970 and 1975. Our conclusion is that income levels were more important than other explanations to the diffusion of private cars in Sweden between 1960 and 1975. Since Norwegian private car density has lagged behind the Swedish and did not reach the same national levels until the late 1980s, despite the same GDP per capita levels, the second article, Two Sides of the same Coin? Private Car Ownership in Sweden and Norway since 1950, compares car diffusion in Norway and Sweden in both historical time and model time in order to find specific explanations for the national and regional patterns of car diffusion. Can both the time lag and the diffusion process be explained with national differences in income, institutions, infrastructure, and population settlements? Or have regional differences in income and population density affected the outcome? Our conclusion is that car diffusion in Norway and Sweden displays two sides of same coin; the national levels converged, but the process did not follow the same regional pattern. Regional differences in income and population density have in general been a significant explanation for car density in Sweden but not in Norway. Thus, the licentiate thesis shows how private car ownership in Sweden from the 1950s has interacted with increasing regional equality, especially concerning geographical diffusion. / På omslaget år 2007.

This licentiate thesis investigates the decision-making process behind the regulation of winter shipping along the coast of the northern part of Sweden, the Norrland region, in the period 1940-1975. The licentiate thesis examines two aspects of this decision-making process. First, how the regulations in the field of winter shipping were designed in the period. Second, this work examines the underlying factors behind this regulatory outcome on the premise that the regulatory design in the field was the result of an interaction between the regulating actors in the government and their political and economic institutional context. As for the first issue, it is demonstrated that the period 1940-1975 was characterised by a regulatory ambition to expand winter shipping along the coast of Norrland. This meant that the government made substantial investments in ice-breakers during the period, which gradually expanded the shipping season until the target of year-round shipping even to the northernmost ports was established in the first part of the 1970s. Accordingly, those dues for ice-breaker services proposed by several committees that investigated the issue were never introduced. Instead, government-led ice-breaking has served to compensate Norrland as a peripheral region for its relatively high transport costs. Regarding the second issue, it is showed that the decision-making process was influenced by developments at different policy levels of the government hierarchy. In the period 1940-1964, when a public authority within the maritime sector emerged and was consolidated, developments at the maritime sector level affected the decision-making process to a large extent. In turn, the period after 1964 witnessed a change in government policy towards the Norrland region as a more interventionist regional and industrial policy than earlier was implemented. This meant that the decision-making process to a larger extent was influenced by factors originating from a macro policy level. During the decision-making process, actors at both the maritime sector level and the macro level emphasized the importance of government-regulated winter shipping for the regional industrialization of the Norrland region in terms that reflected the aims and interests of their policy levels. In this respect, actors in the maritime sector pointed to the role of winter shipping as a trade policy instrument while actors who represented the interests of regional development policy and industrial policy considered the expansion of winter shipping as crucial in achieving the general ambition to create a geographically egalitarian welfare state, characterised by high levels of growth and low unemployment.

<p>This research shows the relationship between trade liberalization and food security for the Bolivian case. As a result of the severe economic crisis of the early-1980s, Bolivia adopted a series of market-oriented reforms in 1985. The reforms included the liberalization of the trade regime and the promotion of non-traditional exports. The trade liberalization had an important effect on the performance of cash crops, especially in the development of the soybeans industry. However, foodcrops did not have such a great dynamics. Vegetables and starchy roots declined in per capita terms and the increase in imports were not enough to compensate the decline. Trade reforms mostly favor a small group of large-scale farmers in the lowlands, who had historically been granted land in the region. In this sense, Bolivia’s involvement in a trade liberalization process was not reflected in an overall improvement of the country’s food security.</p>

<p>This research shows the relationship between trade liberalization and food security for the Bolivian case. As a result of the severe economic crisis of the early-1980s, Bolivia adopted a series of market-oriented reforms in 1985. The reforms included the liberalization of the trade regime and the promotion of non-traditional exports. The trade liberalization had an important effect on the performance of cash crops, especially in the development of the soybeans industry. However, food crops did not have such a great dynamics. Vegetables and starchy roots declined in per capita terms and the increase in imports were not enough to compensate the decline. Trade reforms mostly favored a small group of large-scale farmers in the lowlands, who had historically been granted land in the region. In this sense, Bolivia’s involvement in a trade liberalization process has not been reflected in an overall improvement of the country’s food security.</p>