This thesis studies the debts and claims of court servants in Stockholm from 1688 to 1708 as a case study of early credit markets, exploring the transition from pre-modern informal systems based on personal trust and peer-to-peer lending to modern institutional banking. The thesis shows that the court servants were prominent moneylenders with relatively little debt and argues that these characteristics were by influenced their greater access to cash through their wages from the court. Furthermore, institutional banking and formal credit instruments are shown to have been frequently used by court servants at the turn of the 18th century, bringing nuance the idea of linear progress from traditional systems of credit to modern banking.

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This thesis presents a statistical analysis of weaving in a managed lane system which is evolving from a High-Occupancy Vehicle (HOV) system to a High-Occupancy Toll system (HOT). Weaving was, assessed along the I-85 corridor in Atlanta, during three different phases in the conversion from HOV to HOT: 1) the existing HOV managed lane system prior to conversion to HOT lanes, 2) after restriping of some weaving zones but prior to conversion of the HOV lanes to HOT lanes and, 3) after the HOT managed lane system opened. Each phase was analyzed to see how weaving behavior into and out of the managed lane system was affected by changes in the system. To accomplish the analysis, video was collected using Georgia Department of Transportation cameras along the corridor. The videos were transferred to an Android Tablet, in which an App developed by the research team was used to record data from the videos. Using the processed weaving data, a comparison of weaving activity during each phase was performed. Data were also analyzed across time of day, speed differentials, and whether the weaves in question were performed legally (within established weaving zones) or illegally (across double-solid striped lane markings). After a comparison of weaving behavior along different variables, a regression tree analysis was completed. The analysis showed that weaving intensity increased as the system was converted from HOV to HOT. However, illegal weaving decreased significantly once the HOT system was in place, perhaps due to stricter enforcement or perhaps due to driver response to illegally entering and leaving tolled lanes. The regression tree analyses indicated that weaving intensity was highly dependent upon whether it was legal or illegal to weave and upon the phase of conversion during which the weave occurred.

3 In the last couple of decades there has not happened much in the “farriery”- department. The work procedure, methods and farrier´s tools have stayed the same over time, which have led to a huge workload that is wearing the active participants out. So think if you were able to ease the working process of horseshoeing for a farrier. The farriery is still first and foremost a profession based on handicraft that has to relay on the farrier´s good memory, sight and sense. The workplaces for a farrier is most of the time at the hiring horse owner`s stables, which makes it harder for the farrier´s to have influence over their working situation. In Sweden shoes horses by both educated and uneducated people, but there is hopes to legalise the profession title by year 2030. One of the greatest advantages through this project, has been to observe and the participant in a farrier´s everyday work. Experimentally mockups and visually shown images have been used as the basis for the discussions with people within the horse industry. The farrier`s work a ethics and work environment are very unexplored subjects in modern time, which influenced the work material in the project´s needs and analysis. The inspiration for the project’s end-result is, among other things, based on horsey´s and the farrier´s ancient origin. As well as the requisites of technology in the work. The end-result is based to decrease the unnecessary repeating work that happens everytime a shoeing emerges. With the help of the Hoof scanner, can the farrier´s have a profile for every single horse i.e. visually images of the hoof, choice of shoes, need of elaboration work, necessary balance adjustments, history and clarified pictures. The functions are able to adjust to every farrier´s need of scene. Documented and visual information can be transcribed (pay it forward) between farrier, veterinary and horse owner.

<p>Uppsatsens intentioner har varit att belysa förkristna kultplatser i Hälsingland och söka svara på frågorna:</p><ul><li>Var ägde den förkristna kulten rum?</li><li>Hur gick kultutövningen till på dessa platser?</li><li>I vilket förhållande stod den världsliga makten och religionen till varandra?</li></ul><p>Undersökningen har begränsats till Norr-, Söderala, Hög och Tuna samt Jättendal. Dessa betraktas som de mest centrala delarna av de större bebyggelseorter som menas varit rådande under yngre järnåldern.</p><p>Man kan utan större svårighet se att traditionell utomhuskult funnits inom samtliga undersökningsområden. Kulten får antas på dessa platser ha letts av den något mera lokale stormannen/goden. Den form av kult som bedrevs torde ha varit av någorlunda likartad karaktär oberoende av plats. Vad man med fördel bör hålla åtskilt angående utomhuskult är dels, offrande och överlämnande vid Hargar och Lundar som kan visa på ett mera religiöst tänkande i modern bemärkelse. Där kan skönjas en ödmjukare och mera underkastande bön om nåd inför gudamakterna. Medan exempelvis processioner på kultåkrar i mitt tycke vittnar om ett försök till betvingande av makterna, alltså närmar man sig här magins område. Förfäderskult vid högar visar på ett behov av ättens stärkande och då är vi inne på ättesamhällets legitimering av makt.</p>

Uppsatsens intentioner har varit att belysa förkristna kultplatser i Hälsingland och söka svara på frågorna: Var ägde den förkristna kulten rum? Hur gick kultutövningen till på dessa platser? I vilket förhållande stod den världsliga makten och religionen till varandra? Undersökningen har begränsats till Norr-, Söderala, Hög och Tuna samt Jättendal. Dessa betraktas som de mest centrala delarna av de större bebyggelseorter som menas varit rådande under yngre järnåldern. Man kan utan större svårighet se att traditionell utomhuskult funnits inom samtliga undersökningsområden. Kulten får antas på dessa platser ha letts av den något mera lokale stormannen/goden. Den form av kult som bedrevs torde ha varit av någorlunda likartad karaktär oberoende av plats. Vad man med fördel bör hålla åtskilt angående utomhuskult är dels, offrande och överlämnande vid Hargar och Lundar som kan visa på ett mera religiöst tänkande i modern bemärkelse. Där kan skönjas en ödmjukare och mera underkastande bön om nåd inför gudamakterna. Medan exempelvis processioner på kultåkrar i mitt tycke vittnar om ett försök till betvingande av makterna, alltså närmar man sig här magins område. Förfäderskult vid högar visar på ett behov av ättens stärkande och då är vi inne på ättesamhällets legitimering av makt.

This paper studies the fragmentation and reuse of early christian monuments ("eskilstunakistor") in churches in Östergötland during the medieval period. This is found to have been done in two stages. The first stage shows a collectivization of society. Within religion the change from ancestoral cult towards the saints' cult is important as the fragments are reused like relics. During the second stage the collectivization has been fulfilled, and the reuse is instead part of the christian churches' strategy for incorporating old powerful symbols from the landscape into their own church building.

A 15.5-mile portion of the I-85 high-occupancy vehicle (HOV) lane in the metropolitan area of Atlanta, GA was converted to a high-occupancy toll (HOT) lane as part of a federal demonstration project designed to provide a reliable travel option through this congested corridor. Results from the I-85 demonstration project provided insight into the results that may follow the Georgia Department of Transportation's planned implementation of a $16 billion HOT lane network along metropolitan Atlanta's other major roadways [2]. To evaluate the impacts of the conversion, it was necessary to measure changes in corridor travel speed, reliability, vehicle throughput, passenger throughput, lane weaving, and user demographics. To measure such performance, a monitoring project, led by the Georgia Institute of Technology collected various forms of data through on-site field deployments, GDOT video, and cooperation from the State Road and Toll Authority (SRTA). Changes in the HOT lane's speed, reliability or other performance measure can affect the demographic and vehicle characteristics of those who utilize the corridor. The purpose of this particular study was to analyze the changes to the vehicle characteristics by comparing vehicle occupancy, vehicle classifications, and vehicle registration data to their counterparts from before the HOV-to-HOT conversion. As part of the monitoring project, the Georgia Tech research team organized a two-year deployment effort to collect data along the corridor during morning and afternoon peak hours. One year of data collection occurred before the conversion date to establish a control and a basis from which to compare any changes. The second year of data collection occurred after the conversion to track those changes and observe the progress of the lane's performance. While on-site, researchers collected data elements including visually-observed vehicle occupancy, license plate numbers, and vehicle classification [25]. The research team obtained vehicle records by submitting the license plate tag entries to a registration database [26]. In previous work, vehicle occupancy data were collected independently of license plate records used to establish the commuter shed. For the analyses reported in this thesis, license plate data and occupancy data were collected concurrently, providing a link between occupancy records of specific vehicles and relevant demographic characteristics based upon census data. The vehicle records also provided characteristics of the users' vehicles (light-duty vehicle vs. sport utility vehicle, model year, etc.) that the researchers aggregated to identify general trends in fleet characteristics. The analysis reported in this thesis focuses on identifying changes in vehicle characteristics that resulted from the HOV-to-HOT conversion. The data collected from post-conversion are compared to pre-conversion data, revealing changes in vehicle characteristics and occupancy distributions that most likely resulted from the implementation of the HOT lane. Plausible reasons affecting the vehicle characteristics alterations will be identified and further demographic research will enhance the data currently available to better pinpoint the cause and effect relationship between implementation and the current status of the I-85 corridor. Preliminary data collection outliers were identified by using vehicle occupancy data. However, future analysis will reveal the degree of their impact on the project as a whole. Matched occupancy and license plate data revealed vehicle characteristics for HOT lane users as well as indications that the tested data collectors are predominantly synchronized when concurrently collecting data, resulting in an argument to uphold the validity of the data collection methods. Chapter two provides reasons for why HOT lanes were sought out to replace I-85's HOV lanes. Chapter two will also provide many details regarding how the HOT lanes function and it will describe the role the Georgia Institute of Technology played in the assessment the HOV-to-HOT conversion. Chapter three includes the methodologies used to complete this document while chapter four provides results and analysis for the one year period before the conversion and the one year period after the conversion.

Managed lanes are a form of congestion pricing that use occupancy and toll payment requirements to utilize capacity more efficiently. How socio-spatial characteristics impact users’ travel behavior toward managed lanes is the main research question of this study. This research is a case study of the conversion of a High Occupancy Vehicle (HOV) lane to a High Occupancy Toll (HOT) lane, implemented in Atlanta I-85 on 2011. To minimize the cost and maximize the size of the collected data, an innovative and cost-effective modeling framework for socioeconomic analysis of managed lanes has been developed. Instead of surveys, this research is based on the observation of one and a half million license plates, matched to household locations, collected over a two-year study period. Purchased marketing data, which include detailed household socioeconomic characteristics, supplemented the household corridor usage information derived from license plate observations. Generalized linear models have been used to link users’ travel behavior to socioeconomic attributes. Furthermore, GIS raster analysis methods have been utilized to visualize and quantify the impact of the HOV-to-HOT conversion on the corridor commutershed. At the local level, this study conducted a comprehensive socio-spatial analysis of the Atlanta I-85 HOV to HOT conversion. At the general scale, this study enhances managed lanes’ travel demand models with respect to users’ characteristics and introduces a comprehensive modeling framework for the socioeconomic analysis of managed lanes. The methods developed through this research will inform future Traffic and Revenue Studies and help to better predict the socio-spatial characteristics of the target market.

This paper examines the issues of equity, as applicable to the HOV-to-HOT conversion project planned for the I-85 North corridor in the Metropolitan Atlanta Region. A review of literature is undertaken to describe the typology of transportation equity issues within the wider context of environmental justice, and to highlight socio-economic factors and local and national transportation funding factors that influence people's travel choices and their mobility and accessibility options. Demographic data on the I-85 corridor peak period commuters in Metropolitan Atlanta is analyzed, in addition to results of focus groups polling current Metropolitan Atlanta interstate commuters on the topic of managed lanes during 2008. The thesis makes a conclusion that a final decision about the equity impact of the I-85 HOV-to-HOT conversion is likely not possible without undertaking a Metropolitan area-wide analysis. Some of the equity findings that emerge indicate that there are no significant income differences between the the HOV lane users and general purpose lane I-85 commuters; that there are differences between median incomes of block groups represented by current I-85 commuters (both HOV lane users and general purpose lane users) and median incomes of block groups typical for the base geography; and that investing in Xpress bus service improvements would primarily serve those households with more vehicles than drivers, unless improvements to reverse commute options and feeder bus networks are made. The focus group findings suggest that current interstate highway users in Metropolitan Atlanta, originating in the suburbs, are generally accepting of the HOT concept and recognize the value of travel time savings.