Vid värdering av företag använder den professionella värderaren sig av olika värderingsmetoder för att fastställa ett värde på säljarens företag. Det är inte helt lätt att göra en bedömning då det kan variera hur mycket information som finns att grunda sin värdering på. Det kan även variera vilken metod som används beroende på vad förslags företag som skall värderas. Det går heller inte att få fram ett exakt värde utan det blir oftast ett intervallvärde som använd.Författarna kom fram till att en professionell företagsvärderare använder sig av två till tre olika värderingsmetoder vid värdering av onoterade företag. Det som avgör vilken metod som används är bland annat syftet med värderingen samt hur mycket information som erhålls av säljaren. Även köpare och säljare har undersökningsplikt respektive informationsplikt. Om detta sker ömsesidigt av båda sidor kommer förvärvet gå mycket lättare

<p>The road network is extremely valuable. Road Administrationsare expected to invest maintenance funding in a way thatreturns maximum benefit to road users. Cost-benefit analysis isone method to ensure that an adequate return in terms ofbenefits results from committing expenditure. Today,cost-benefit calculations are frequently used as a base fordecision making of investments. The surges for such methods inthe maintenance management sector are increasing.</p><p>Up to the present, one reason for not analysing costs andbenefits for various maintenance management measures has beenthe lack of knowledge about comfort benefits for road users inquantitative monetary terms. The aim with this thesis is toinvestigate motorists’apprehension of pavementmaintenance management and winter maintenance operations. Thefinal goal is to find out their willingness to pay fordifferent levels of road maintenance management. Those valuescan later be used in cost-benefit calculations and also ineffect models of road maintenance management.</p><p>Due to the pioneer status of this study, focus groups andin-depth interviews as well as a number of pilot studies havebeen carried out before a main survey with stated choiceexperiments could be designed. These exploratory studies showedthat the interviewees were familiar with the types of roadsurface damage that exist and in many cases mastered the sameterminology as the Road Administration and others. Showingpictures of well-known types of road damage lead to highermonetary valuations of getting better road standard incomparison with just text descriptions. One reason for thatcould be the requisite severness of the damage in order toillustrate a certain road maintenance shortage. The respondentswith the text descriptions could have stated their preferencesfor an, in their own minds, average shortcoming while the groupwith access to photograph of road damage all saw the samesevere damage. Illustrations of different road maintenancestandards make it possible to control the respondentsinterpretation of the maintenance management standard valuatedbut could lead to high monetary estimations.</p><p>Driving comfort was very important to the interviewees inthe exploratory studies. That was manifested in the pilotstated choice surveys, which resulted in high willingness topay for better pavement management.</p><p>The main study consisted of two surveys; the first one wasabout pavement maintenance management and was carried out inOctober to November 2000 and the second one took place inFebruary to March 2001 and was about winter maintenanceoperations. Both the pavement and the winter survey includedattitude questions and two stated choice experiments. Theresult showed that the maintenance management status of theroad network was important to car users. For example, the worstpavement damage was roughness; the motorists were willing topay 1.7 SEK (Swedish Crowns) per kilometre to avoid roadsdamaged in their full length. The least harmful damage of thosestudied was cracks; the willingness to pay to avoid that was0.5 SEK per kilometre. For more rapid snow clearance, the carusers were willing to pay 60 to 80 SEK per year for getting theroads cleared from snow one hour earlier than the currentstandard implies. The willingness to pay for driving on bareroads in comparison with snow roads was 0.4 SEK per kilometre.Statistical tests on the models showed that the parametervalueswere well estimated.</p><p>In the pavement as well as in the winter survey, a clustergroup analysis was performed in order to test the heterogeneityof attitudes and behaviour to road maintenance management. Theanalysis resulted in two separate groups in each survey. Onegroup consisted of drivers who reported to be very influencedby the level of maintenance management regarding chosen speed,joy of driving and so on. The other group reported to be lessinfluenced and had lower acceptance of higher road tax for thepurpose to increase the maintenance management standard.Separate stated choice models revealed that the differences inattitudes could also reflect the respondents’willingnessto pay for higher road maintenance standard. However, thedifferences were only small and the different groups’monetary valuations were not found to be significantlydifferent from each other.</p><p>The result of this study, better knowledge aboutmotorists’apprehension of maintenance management, theirattitudes to driving comfort and road standard and theirmonetary valuations of different levels of pavement maintenanceand winter maintenance operations, opens up the possibility tomake cost-benefit analysis of various maintenance managementprojects. The impact of the monetary values found in this studyhas been studied in a limited cost-benefit analysis.</p><p><b>Keywords:</b>stated choice, stated preference, valuationsof maintenance management, driving comfort, road standardevaluation</p>

The goal of the research is to devise an equitable road pricing system which would leave the majority of routes free of tolls, so that low income people would suffer no cash loss although they would probably suffer loss of time. The aims of the dissertation are twofold. The first is to provide a numerical analysis of how urban commuters with differing abilities to pay would respond to additional road user charges. The welfare implications of such differential responses are examined and their policy implications analysed. The second aim is to develop a practical framework to model congestion pricing policies in the context of heterogeneous users. To achieve these aims, the following objectives have been set: (a) Using a simple network with two parallel competing routes, determine both welfare maximising and revenue maximising tolls under the constraint that only one route can be priced. In this setting, determine the allocation of traffic between the alternative routes, the efficiency gain, the revenue, the changes in travel cost and the distributional effects. (b) Establish a realistic model of an actual urban area to examine the impacts of selectively tolling congestible routes. As in the simple network case, assess the effects of toll policy on traffic distribution, network efficiency, revenues, and the welfare of the individual consumer and society. (c) Evaluate whether the non-identical treatment of users will enhance the acceptability of congestion pricing as a transport policy. Results from the simulations indicate that non-identical treatment of drivers? responses to toll charges provides better understanding of the differential impacts of various pricing policies. Allowing for heterogeneity in time valuation provides a better assessment of the efficiency of pricing policies and of the welfare impacts of toll charges, as it is able to capture their differential effects. More importantly, it shows that low-income commuters may not be significantly worse off with pricing especially when there is a free alternative route. This research demonstrates the need to adopt appropriate analytical techniques and assumptions when modelling the traffic equilibrium in a network with tolls. These include relaxing the homogeneity assumption, examining sensitivity to supply function parameter values and to the effect of vehicle operating cost, and using a route rather than link based measure of consumer surplus

The diploma thesis concerns the elaboration of excercises of inequality which were placed in mathematics olympics in 1951-1975, the clasification of inequality in agreement with the method of solution and showing other ways of solution. The thesis should serve as an addiltiolal study material for students interesed in mathematics.

Submitted by Renata Lopes (renatasil82@gmail.com) on 2017-11-06T18:21:39Z No. of bitstreams: 1 naamagaldinodasilvaneris.pdf: 510761 bytes, checksum: 3d65f53c0c655a96c3ac3616d81c38fe (MD5) / Approved for entry into archive by Adriana Oliveira (adriana.oliveira@ufjf.edu.br) on 2017-11-09T14:34:57Z (GMT) No. of bitstreams: 1 naamagaldinodasilvaneris.pdf: 510761 bytes, checksum: 3d65f53c0c655a96c3ac3616d81c38fe (MD5) / Made available in DSpace on 2017-11-09T14:34:57Z (GMT). No. of bitstreams: 1 naamagaldinodasilvaneris.pdf: 510761 bytes, checksum: 3d65f53c0c655a96c3ac3616d81c38fe (MD5) Previous issue date: 2017-08-25 / O objetivo principal desse trabalho é o estudo local de curvas planas singulares usando valorizações e semigrupos de valores. Vimos que os objetos algébricos que correspondem aos pontos da curva são as valorizações ou, equivalentemente, os anéis de valorização discreta. Mais precisamente, seja k um corpo algebricamente fechado, C uma curva plana projetiva irredutível e não singular e k(C) o corpo das funções racionais de C. Então, existe uma bijeção entre os pontos da curva C e o conjunto das valorizações discretas da extensão k(C)/k. Vimos também que no caso de curvas singulares essa correspondência não é em geral uma bijeção. Estudamos semigrupos de valores associados aos anéis locais de algumas curvas planas e também usamos as noções de semigrupo e ideais relativos para caracterizar módulos livres de torção e posto 1 sobre dois exemplos de curvas singulares. / The main of this work is the local study of singular plane curves using valuations and semigroups of values. We have seen that the objects that correspond to the points of the curve are the valuations or, equivalently, the discrete valution rings. More precisely, let k be an algebraically closed field, C an irreducible non-singular projective plane curve and k(C) the rational function field of C. Then, there exists a bijection between the points of the curve C and the set of discrete valuations of the extension k(C)/k. We have also seen that in the case of singular curves this correspondence is not usually a bijection. We have studied semigroups of values associated with the local ring of some plane curves and we have also used the semigroup notions and relative ideals to characterize the torsion free modules of rank 1 on two examples of singular curves.

Este trabalho trata da uniformização local, que é um passo do método de Zariski para provar resolução de singularidades em variedades algébricas. O método consiste numa abordagem por teoria de valorizações, e esta dissertação se baseia no artigo [NS], de Novacoski e Spivakovsky, que consiste em reduzir a prova da uniformização local para valorizações de qualquer posto, a provar apenas para os casos de posto um. / This work deals with local uniformization, which is a step in the method of Zariski to prove resolution of singularities for algebraic varieties. The method consists in an approach using valuation theory and this dissertation is based on the paper [NS], by Novacoski and Spivakovsky, which consists in reduce the proof of local uniformization for all cases to prove only the cases of rank one.

No description available.

Mergers and acquisitions have been demonstrated to create synergies, but not in all cases. Current research reveals that where synergies exist, these seem to accrue to the shareholders of the selling companies. Given the limitations of our qualitative research design, we find that it is important to quantify synergy before the acquisition, preferably by applying certain best practices. In an attempt to enhance understanding of the phenomenon, we find that several types of synergy exist and that their origins include efficiencies, such as economies of scale and economies in innovative activity. We further find that the bid price is an important indicator of success and that its maximum should not exceed the intrinsic value of the target, plus the value of synergies between the bidder and target. We further find that best practices exist in quantifying cost and revenue synergies and describe these separately per origin. / Management Accounting / M.Com. (Accounting)

Étude de divers problèmes lies aux graphes de Hamming

Mergers and acquisitions have been demonstrated to create synergies, but not in all cases. Current research reveals that where synergies exist, these seem to accrue to the shareholders of the selling companies. Given the limitations of our qualitative research design, we find that it is important to quantify synergy before the acquisition, preferably by applying certain best practices. In an attempt to enhance understanding of the phenomenon, we find that several types of synergy exist and that their origins include efficiencies, such as economies of scale and economies in innovative activity. We further find that the bid price is an important indicator of success and that its maximum should not exceed the intrinsic value of the target, plus the value of synergies between the bidder and target. We further find that best practices exist in quantifying cost and revenue synergies and describe these separately per origin. / Management Accounting / M.Com. (Accounting)