Denna studie gör en inventering av de argument som attraherar värdnationer till att ansöka om värdskap för megaevenemang. De megaevenamang som behandlas i uppsatsen är fotbolls-VM i Tyskland 2006 och fotbolls-VM i Sydafrika 2010. De ekonomiska framgångar som antas för värdnationerna visar sig oftast vara felaktiga då kostnaderna underskattats och intäkterna överskattats. Att vara värd för så stora megaevenemang kräver stora förpliktelser från både offentliga och privata resurser under en lång tidsperiod. Ett värdskap för fotbolls-VM kan ge värdnationen de resurser de behöver för att skapa ett meningsfullt socialt liv och att förändra faktorer som underbygger detta. Det kan vara ett viktigt steg för nationen mot att uppnå ett internationellt och globalt samhälle. Megaevenemang har också en viktig roll att spela i det urbana samhället, vilket visar på att sport, här i form av megaevenemang, har en central roll i den moderna urbaniteten. Trots att kostnaderna är höga kan ett värdskap för fotbolls-VM ge en många gånger större förtjänst, de totala förtjänsterna är alltså större än de potentiella riskerna.

Titel: I sanningens ögonblick: berättelser om hur frontlinepersonal levererar service.   Bakgrund: Service definieras som något som levereras men resulterar inte i ägande av något. Service levereras av frontlinepersonal till turister. Frontlinepersonalen har betydelse för hur servicen levereras. Jag har inte funnit någon detaljerad inventering vad serviceleveranser innehåller. Däremot finns det teorier som berättar hur företagsledningar ska leda personalen som levererar service. Det finns också teorier som ska skapa förväntningar till turister. Till följd av att jag saknar en detaljerad redogörelse av vad serviceleveranser innehåller vill jag söka svar på denna fråga.   Syfte: Syftet är att redogöra innehållet i serviceleveranser.   Metod: Jag har använt mig av en induktiv ansats för att tolka serviceleveranser. Jag har valt att intervjua frontlinepersonal på turismföretag eftersom jag tror att de kan besvara min fråga vad serviceleveranser innehåller då de levererar service till turister. Under undersökningens gång har jag fått göra flera val som har påverkat min studie, bland annat urval, tolkning av det empiriska materialet och etiska aspekter i min undersökning.   Resultat: Utifrån studiens empiriska material framgår det att innehållet i serviceleveranser utformas av manualer eller fingertoppskänsla. Intervjupersonerna motiverar också att den första serviceleveransen har betydelse. Den första serviceleveransen är sanningens ögonblick och under denna situation bör frontlinepersonalen besvara turisternas förväntningar. Tillgänglighet beskrivs även som ett innehåll i serviceleveranser. Det innebär att personalen tillgängliggör verksamheten för turister. Slutligen framställs hantering av klagomål och missnöjda turister som ett innehåll i serviceleveranser.   Slutsats: I den här uppsatsen har jag sökt svaret på vad något i definitionen av service är. Något är alltså innehållet i serviceleveranser. Innehållet i serviceleveranser varierar från leverans till leverans. Dock har jag genom intervjuer sammanställt fyra huvudinnehåll. Innehållen i serviceleveranser är manual eller fingertoppskänsla, den första serviceleveransen, klagomål och tillgänglighet.

About 30 % of our greenhouse gas admission comes from the food we are eating, and food plays a crucial role in the choice of destinations. The tourism industry has a great opportunity to affect our food habits. Used in the right way, the industry can teach us to eat more environmental friendly.

<p>The purpose of this project was to determine the freight customers’ valuations that are im-portant to their choice of transport mode for long-distance freight transportation. The results are intended to form the basis for valuations of changes in the transport system and for fore-cast models. The purpose was to study the general valuations of certain quality factors that transportation buyers have regardless of the type of transportation. The study covered all transport modes and transportation systems.</p><p>The method used was computer-assisted telephone interviews that were conducted by the author with slightly fewer than 100 transportation managers and a response frequency of 99%. After a few questions about the company and its transportation, a Stated Preferences survey (SP) was conducted with ranking and paired choices. SP means that it is possible to find out what the company wood choose in a hypothetical situation and where willingness to pay can be determined for different factors. The factors that were primarily investigated by means of paired choices were transportation cost, transportation time, frequency, and risk of delay. Several other factors were also investigated by means of ranking.</p><p>The results show that transportation cost is a very important factor when choosing a carrier. Actual transportation in today’s transport systems is of high quality with few delays and little freight damage At the same time, the transportation market is subject to stiff competition, which is one of the reasons why transportation customers are sensitive to price. The thresh-old for switching carrier is on average a 3.8% lower price, even with everything else un-changed. The companies use many transportation companies. Almost all of them use more than one and over half use more than 10.</p><p>The transportation buyers are prepared to pay in average 2% higher price for a 50% reduc-tion in environmental impact. Shorter transportation times and higher dispatch frequency are valued at very low levels. A short transportation time is on the other hand more important for high-value freight than for low-value freight. The transport managers’ apparent satisfac-tion with today’s transportation solutions may be due to production and transportation being adapted to each other as regards both transportation time and frequency.</p><p>With today’s production, there is thus no reason to change the transportation system other than to wish that transportation were cheaper. This is also shown in the paired choice analy-sis. Price is thus clearly the most important factor, followed by the risk of delay not increas-ing and then shorter transportation time and greater frequency. Transportation buyers are re-nowned for their sensitivity to price and this is borne out by this study and others conducted in the past.</p>

<p>Incidents in the road transport system can have large negative consequences for the society and the business community. The basic aim of vulnerability analysis is to identify scenarios that i) would lead to severe consequences, and ii) have some likelihood of being realized in the future. The Thesis proposes two main approaches to vulnerability analysis. The first significant component of the analysis is to identify <i>important</i> links in the road network, i.e., links where a disruption would lead to severe consequences. The second component is to identify <i>exposed</i> users, i.e., users for which the consequences of a disruption would be particularly severe.</p><p>Paper I<b> </b>introduces the concepts of importance and exposure and how they can be operationalized in terms of increased travel time when road links are closed. The measures are applied to the road network of northern Sweden. Among other things, we find that the most important road links from a socio-economic efficiency perspective are sections of the main roads in the region going through the main population centres. The most exposed users, on the other hand, live in the sparsely populated municipalities in the northwest along the Norwegian border.</p><p>Paper II studies the geographic patterns of exposure and importance in Sweden and identifies properties of the geography, road network and travel patterns that to a large extent explain the observed spatial differences. We find that the municipalities around Stockholm have the most important road networks, and that people in the southern parts of Sweden are considerably less exposed than in the northern parts. We also find that the sparsity of the road network, the travel times of the users and the traffic load on the links provide good explanatory variables for the regional variations in exposure and importance.</p><p>Paper III proposes a link importance measure that incorporates both efficiency considerations, i.e. the total increase in travel time, and equity considerations, i.e. the unevenness of the distribution among users. We show analytically that there is a strong inverse relationship between the two components. In a case study of the Swedish road network we find that when only efficiency is considered, links in many of the main roads are among the most important. With more weight put on equity, importance is gradually shifted to smaller local roads with poor or no alternative routes.</p>

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Terrorist attacks have in recent years been showing a growing focus in causing damage on the tourism industry and the threat directed on hotels is now greater than ever. Crisis management strategies have become an important key in the hotel industry, the work to prepare and prevent for crises has therefore been a basic enforcement.The study was brought forward to analyze the terrorist attack that occurred on Drottninggatan in Stockholm, Sweden on the 7th of April 2017 and how it has affected hotel operators established nearby the incident and their work with crisis management. The aim has been studied through designed and formed research questions, which concerns the hotels crisis management before, under and after the attack. The empirical material is based on qualitative interviews with six hotel managers or security managers, from various hotel operators located nearby Drottninggatan. The study is deriving from a critical realism approach that has created guidelines for the selection of a qualitative method.The theoretical framework highlights the connection between terrorism and tourism, crisis management, safety, the hotels responsibility to the visitors, communication and models which can be applied in the tourism and hotel industry. The result of the study is then represented in mechanisms to analyze and identify the connections of links to the theoretical framework. Based on the result, it’s possible to draw the conclusion that the majority of the hotels in this study, had prepared established crisis management strategies before the terrorist attack. All the prepared and established strategies were not implemented at the time of the attack though. The result of this study reveals that most of the hotel operators have reviewed and developed their crisis management strategies after the terrorist attack.

No description available.

This study aims to answer the question of how pre-deployment gender training affects knowledge and attitudes regarding gender in the mission area among military personnel in peace support operations (PSOs). A common explanation to why attitude change occurs is through the introduction of new information. It is hypothesized that gender training leads to increased knowledge levels and more positive attitudes towards gender mainstreaming in PSOs. Unique longitudinal data is collected through a survey conducted among participants of a gender training session in the Swedish Armed Forces. The theory is tested through difference in means test of the participants test scores on knowledge and attitudes as well as a list experiment included in the survey. The study finds a substantial effect on change in knowledge levels and marginal support for attitude change due to the training. However, the result of the list experiment questions suggests that the marginal support on attitude change could in part be due to social desirability bias. The study concludes that increased attention needs to be placed on integration of gender perspectives into the general training and everyday service of peace support operation personnel.

No description available.