A Dylos DC1100 was evaluated to: 1. Establish relationship between low-cost DC1100 and higher-cost pDR 1200; 2. Develop a method to convert DC1100 particle number into mass concentration to compare with respirable and inhalable mass references. A Dylos DC1100 was deployed in a swine CAFO, along with a pDR-1200 and filter set to collect respirable and inhalable particles. Deployment was conducted from December 2013 through February 2014 in 24 hour intervals. The pDR-1200 and respirable mass concentration was used to convert the DC1100 particle count to mass concentration. Two methods of conversion were used, physical property method (Method 1) and regression method (Method 2). Direct measurements from the DC1100 and pDR-1200 had a coefficient of determination (R2) of 0.85. DC1100 particle number were converted to mass concentration using Method 1 and Method 2, the coefficient of determination (R2) was 0.72 and 0.73, respectively compared to pDR-1200. The slope of the best-fit line was 1.01 for Method 1 and 0.70 for Method 2. When the DC1100 daily averages were compared to respirable mass, the physical property method had an R2 of 0.64 and a slope of 1.10. Regression method had an R2 of 0.62 and a slope of 0.80. Both methods underestimated inhalable mass concentrations with slopes < 0.13. The Dylos DC1100 can be used to estimate respirable mass concentrations within a CAFO. Using expensive dust monitors to correct the number of particles into a mass concentration is needed to establish a correction factor for the DC1100. Using these methods, correction factors can be determine for many occupational environment, with the physical property method being preferred over the regression method.

Obesity is a serious public health issue within the U.S. and minimal long-term success is found with standard behavioral weight-loss treatments. Typical weight-loss interventions do not acknowledge psychological factors, such as weight-related stigma, which may play a role in the development and maintenance of poor coping behaviors, such as unhealthy eating patterns. Individuals who are obese may often experience weight-related stigma present in society and are ultimately at risk for weight self-stigma, which is related to poor health behaviors and increased psychological distress. Acceptance and commitment therapy (ACT), can be effective for treating numerous mental health presentations, might also be effective in decreasing weight self-stigma and improving health behaviors. Guided self-help may be particularly attractive to individuals struggling with weight self-stigma because it allows for greater flexibility and personal choice. There have been no previous randomized controlled trials evaluating guided self-help for weight self-stigma and health behavior change in obese populations. This study reports the results of a randomized controlled trial of ACT guided self-help for weight self-stigma comparing two versions of guided self-help with varying levels of support versus waitlist control. Each active condition provided unique levels of guided self-help to evaluate whether phone coaching enhanced the program. Results showed both active conditions were highly acceptable, although greater satisfaction with support and greater follow-through with book reading was found for those who received phone coaching. There were significant improvements at post in binge eating, physical activity, psychological distress, weight self-stigma, and weight-related psychological flexibility for both active conditions versus waitlist. Mediational analyses showed significant treatment effects, such that weight self-stigma and weight-related psychological flexibility fully and separately accounted for the relation between ACT guided self-help and binge eating behavior. The findings from this study provide the first randomized controlled trial data of an effective intervention for weight self-stigma. Clinical implications, limitations, and future directions are discussed.

<p>Home automation systems of today tend to be external solutions to an existing product that enable rather complex and expensive communications equipment to be attached to existing products. This is because it would not be economically defendable to implement the communications hardware internally in the products, due to a high increase of the cost for the product. This thesis tries to solve this problem by introducing a low-cost product-embedded solution for home automation. By using the Elvin protocol together with low-cost communication solutions, such as the RS232 protocol and Open/Closed circuits, communications could be embedded into products and device interaction could be implemented without increasing the cost of already existing products too much. Furthermore this thesis will discuss an implementation of an Elvin router that will act as a bridge between RS232, Open/Closed circuits and the Ethernet network that contains an Elvin server.</p>

<p>Vi valde ämnet som handlar om möjligheten att få ett lågkostnadsflygbolag opererande på Karlstad flygplats därför att det är en intressant fråga om regionen skulle gynnas av ett lågkostnadsflyg eller inte så väl som flygplatsens existens. På senare tid har det i media också ofta framkommit att flygplatsen har ekonomiska problem.</p><p>Idén till vårt syfte uppkom efter att ha läst rapporten som Handelskammaren i Värmland skrev angående vikten av flygförbindelser till och från Karlstad flygplats för regionen. I den rapporten framkom det att det var önskvärt med ett lågkostnadsflyg från Karlstad flygplats.</p><p>Frågan kring ett lågkostnadsflyg från Karlstad Flygplats presenteras genom användning av teorier för risk, uppdragsgivare- uppdragstagareproblemet och beslutstagande. Alla dessa områden är sammanhängande.</p><p>Vi intervjuade Göteborg/Säve-, Stockholm/Skavstas-, Jönköpings/Axamo- och Smaland/Växjöflygplats för att få information om aktuell situation på respektive flygplats med eller utan opererande lågkostnadsflyg. Frågorna som ställdes var av liknande karaktär, men det utgjordes en skillnad mellan dem, beroende om de tillhörde gruppen som redan har lågkostnadsflyg eller om de önskar ha ett lågkostnadsflyg.</p><p>Vi fann likheter mellan flygplatserna och de ledandes uppfattning i frågan om lågkostnadsflyg. Det visade sig även att det för flygplatsen är kostsamt att ha ett lågkostnadsflyg opererande, men att det däremot är fördelaktigt för regionen. Utöver det bör risken delas mellan fler än en intressent. För att bli framgångsrik måste man göra uppoffringar och lätta på attityden till risk hos intressenterna.</p> / <p>We chose our topic, regarding the possibility to get a low-cost airline operating at Karlstad airport, because it is an interesting question whether the region could benefit from a low cost airline or not as well as the existence of the airport. And lately the airport has been discussed in media.</p><p>The idea to our purpose arose after having read the report by Wermland Chamber of Commerce regarding the importance of flight connections to and from Karlstad airport, for the region. In this report it appeared that it was desirable with a low-cost airline at Karlstad airport.</p><p>This topic is presented by applying theories about an interested party model, risk, agency theory, decision making and growth. All these areas are somehow connected.</p><p>We interviewed persons in managing positions at Göteborg/Säve, Stockholm/Skavsta, Jönköping/Axamo and Smaland/Växjö airport, who gave information about the actual situation at their airport respectively. The first two airports have operating low-cost airlines and the last two have not. We also interview partners in Värmland to get their view of the situation at Karlstad airport. The questions were roughly the same, with a difference made if they belonged to the group that has a low-cost airline or if they belonged to the group without a low-cost airline.</p><p>We found that there are similarities between the airports. And it turned out that having a low-cost airline operating at an airport is a costly business for the airport, but it seems to be advantageous for the region. And that the risk ought to be diversified between more than one interested parties. In order to be successful you have to make sacrifices and lighten up all parties’ attitudes to risk.</p>

After the deregulation of the airline industry new actors entered the market and among them were the low-cost airlines. These actors are not involved in the same traditional airline alliance used by the traditional airlines to strengthen their position on the market. Little research has been made regarding the benefits for low-cost airlines to engage in strategic alliances. The purpose of this thesis is to evaluate if low-cost airlines benefit from engaging in strategic alliances or collaborations, and identify possible alliance configurations. To fulfill the purpose we have used a qualitative method and case studies. Interviews with respondents from two low-cost airlines as well as an airline industry field expert were used to gather information about the thesis subject. We have concluded that the low-cost airlines in this study benefit from engaging in strategic alliances. The low-cost airlines are using vertical as well as horizontal alliances principally to gain cost-reduction or efficiency benefits. Both cases were against traditional airline alliances due to the high costs involved, and the fact that they do not share the same motives for alliances.

Background: Since the airline deregulation was completed in 1997, a new business model has emerged in the European civil aviation industry. It has caused a shift in the way people travel within Europe. The airlines operating under this new business model known as point-to-point, have created a new outlet for commercial passenger travel and raised concerns for established flag carriers. Problem: This study is of great importance due to the fact that people are traveling more frequently and wish to do so quicker and more efficiently. With so many options to choose from and cost being an important decision maker for both companies and consumers, a study of this industry in terms of competition, price and service quality is of great impor-tance. Purpose: The purpose of this thesis is to investigate and describe whether or not changes in the competitive landscape of the European civil aviation industry are related to the movement of economy class prices. The thesis also looks at whether or not changes in the competitive landscape are related to changes in service quality in the same industry. Both flag-carriers and low-cost carriers in terms of their business models will be investigated. Method: The method chosen for this study was of an integrated approach based solely on secondary data due to the sheer size and scope of this industry. This study investigated the two major business models of this industry through routes to the major cities and capitals of Western Europe from Stockholm Arlanda airport and Stockholm Skavsta airport. A literature study coupled with a comparative analysis has also been done. Conclusions: Dramatic change is occurring in the industry. Competition is increasing not only between companies but between two competing business models. Increased competition is leading to better on-time performance but lower in-flight and ground service quality. Aggregate price level has risen for flag carries with the opposite happening for low-cost carriers. The increased competition is threatening the ill-performing flag carriers and will most likely transform the industry.

In order to strengthen the entity of the company, enlarge the size of the company and let the company become more competitive, a company should have, not only well-planed prospects and goals, but also solid operation strategies and implemented the strategies certainly. According to the present and future prospects of the company, the thesis makes a so-called ¡§double growth in five years¡¨ plan as a mid-term and long-term goal. The basic target is to double the turnover and capital values in five years. However, the essential meanings are as below. 1. to solve the current difficulties of the company 2. to increase the effectiveness and create more profit 3. to maintain the competitive advantage of the company 4. to lead the company into a second business establishment 5. to establish a foundation for future sustainable development Regarding to the operation strategies, the thesis is mainly aimed at the condition which meets the case-study company to provide the feasible action plans. The focused contents include brand, professional ability, negotiating ability, low-cost strategy, human resources management, marketing opportunity and future relative business. This research targets at a case study of water and electrical engineering company, which is located in Kaohsiung. The study structure starts with planning the mid-term and long-term goal, developing the operation strategy, assessing the strategy and implementing the plan, followed by a systematic analysis and discussion, and then expecting to achieve the goal of ¡§double growth in five years¡¨ plan and keep the competitiveness of enterprise. Next, the research has merged the theory of strategic management with practical operation experience, and has linked the thinking mode of strategy with operation activities of the enterprise for achieving the goal of internalizing the strategic knowledge. The research method is to collect the opinions by consulting many experts, scholars and professional suppliers, and refer to many reference articles, and precede the case analysis and descriptive research. The following conclusions have been obtained after summarizing the above information. 1. In order to overcome the difficulties and create a new era for the company, the small-sized and medium-sized construction or electrical engineering companies should plan the operation strategy and implement it certainly. This can break through the difficult position to create company value. 2. According to the research analysis, some operation defects, which existing many years, have been found in the case-study company. Those defects should be improved as soon as possible, in order to promote the company and achieve the mid-term and long-term goals. 3. Learning and utilizing of the strategic management knowledge are the necessary management tools for each manager in the present time, as well as the best weapon towards success for each enterprise.

Vi valde ämnet som handlar om möjligheten att få ett lågkostnadsflygbolag opererande på Karlstad flygplats därför att det är en intressant fråga om regionen skulle gynnas av ett lågkostnadsflyg eller inte så väl som flygplatsens existens. På senare tid har det i media också ofta framkommit att flygplatsen har ekonomiska problem. Idén till vårt syfte uppkom efter att ha läst rapporten som Handelskammaren i Värmland skrev angående vikten av flygförbindelser till och från Karlstad flygplats för regionen. I den rapporten framkom det att det var önskvärt med ett lågkostnadsflyg från Karlstad flygplats. Frågan kring ett lågkostnadsflyg från Karlstad Flygplats presenteras genom användning av teorier för risk, uppdragsgivare- uppdragstagareproblemet och beslutstagande. Alla dessa områden är sammanhängande. Vi intervjuade Göteborg/Säve-, Stockholm/Skavstas-, Jönköpings/Axamo- och Smaland/Växjöflygplats för att få information om aktuell situation på respektive flygplats med eller utan opererande lågkostnadsflyg. Frågorna som ställdes var av liknande karaktär, men det utgjordes en skillnad mellan dem, beroende om de tillhörde gruppen som redan har lågkostnadsflyg eller om de önskar ha ett lågkostnadsflyg. Vi fann likheter mellan flygplatserna och de ledandes uppfattning i frågan om lågkostnadsflyg. Det visade sig även att det för flygplatsen är kostsamt att ha ett lågkostnadsflyg opererande, men att det däremot är fördelaktigt för regionen. Utöver det bör risken delas mellan fler än en intressent. För att bli framgångsrik måste man göra uppoffringar och lätta på attityden till risk hos intressenterna. / We chose our topic, regarding the possibility to get a low-cost airline operating at Karlstad airport, because it is an interesting question whether the region could benefit from a low cost airline or not as well as the existence of the airport. And lately the airport has been discussed in media. The idea to our purpose arose after having read the report by Wermland Chamber of Commerce regarding the importance of flight connections to and from Karlstad airport, for the region. In this report it appeared that it was desirable with a low-cost airline at Karlstad airport. This topic is presented by applying theories about an interested party model, risk, agency theory, decision making and growth. All these areas are somehow connected. We interviewed persons in managing positions at Göteborg/Säve, Stockholm/Skavsta, Jönköping/Axamo and Smaland/Växjö airport, who gave information about the actual situation at their airport respectively. The first two airports have operating low-cost airlines and the last two have not. We also interview partners in Värmland to get their view of the situation at Karlstad airport. The questions were roughly the same, with a difference made if they belonged to the group that has a low-cost airline or if they belonged to the group without a low-cost airline. We found that there are similarities between the airports. And it turned out that having a low-cost airline operating at an airport is a costly business for the airport, but it seems to be advantageous for the region. And that the risk ought to be diversified between more than one interested parties. In order to be successful you have to make sacrifices and lighten up all parties’ attitudes to risk.

No description available.

Aim The commercial success of some low cost airlines presents the low cost model as very attractive. Until now their main focus has been on short-haul routes, but it is no surprise that they show an interest in entering the long-haul routes market as recent trends are very promising. The aim of this study is to analyze whether the low cost business model is applicable for long-haul routes, which parts of the model are transferable to long-haul services, what competitors responses might be and whether there is potential for low cost airlines operating in Scandinavia to gain frequent, well paying and demanding business travelers on their future long-haul routes. Method In this study a survey method with structured questionnaire distributed by e-mail has been used to collect the primary data. The main source of secondary data has been airline industry literature, newspapers, magazines and data provided by aviation statistical organizations. The empirical part of this study is conducted as a quantitative and qualitative study. Intention of empirical part is to find detailed information and describe business travelers’ behavior, corporate travel policies, business trips pattern and attitude towards low cost airlines. Conclusions The cost savings that low cost airlines achieved in the short-haul market will be much more difficult to achieve to long-haul services. In terms of areas where airlines can achieve cost leadership labor costs is certainly the best area to attack. To be successful, low cost airlines would have to adopt some elements of the traditional business model. But the success of long-haul low cost airlines will not only depend on achieving cost advantages. Availability of leisure time for long-haul trips and response of competitors will be other factors. Suggestions for future research A deeper analysis of low cost long-haul airlines potential could be possible with survey among leisure travelers and VFR (visiting friends and relatives) segment. Contribution of the Study This study has arrived at the conclusion that in order to be successful on long-haul routes low cost airlines would have to keep most of the features of traditional airlines. Low cost long-haul airlines would most probably be successful in pure leisure routes, ethnic markets, during peak season and on dense point to point destinations.