In order for the innovation process to be successful, not only do innovations need to be developed and reached the market, but, once they are available for users, they have to spread on a large scale. In the innovation literature, a complete explanation is lacking of why some innovations reach a phase of large-scale diffusion faster than others, including both actor- and system-level components. For instance, what drives and hinders adopters to decide to adopt the innovation on the actor and system levels, and how adopters who participate in the largescale diffusion handle the adoption process and the implementation of the innovation, are questions still unanswered. As a consequence, it remains unclear how the large-scale diffusion process can be facilitated and speeded up. This thesis addresses these issues by studying the case of renewable electricity (RE) innovations. After decades of technology development and improvements, RE innovations are now mature enough to be bought off-the-shelf by individuals and organizations. Yet, the pace of their large-scale diffusion is still too slow for countries to reach their RE generation targets and to limit global warming. Through qualitative and quantitative methods including 59 semi-structured interviews with adopters, project developers and experts in Sweden, France and Germany as well as a survey sent to the whole population of RE adopters in Sweden, an adopter perspective is taken in order to explore the adoption dynamics shaping large-scale diffusion of innovation. More specifically, the thesis identifies the drivers and challenges of adoption during large-scale diffusion and their impact on adoption decisions and strategies. The outcome of this work is presented in a compiling synthesis and six appended papers. Findings show that adopters are heterogeneous with regard to their characteristics, as well as to the drivers, challenges and strategies that affect their adoption processes. Depending on their perceptions, some adopters are more influenced by drivers and challenges than others and, as a consequence, adopters base their adoption decisions on different motives and follow different strategies to implement the innovation. Moreover, the results suggest that the dynamics that occur during the large-scale diffusion process does not only come from the actor level and the level of the system where the largescale diffusion takes place, but also from parallel systems, which are related to adopters and their contexts, including both the social networks and the industries they primarily belong. This makes adopters the central drivers of the innovation diffusion process and this distinguishes the dynamics of large-scale diffusion from the dynamics of innovation development and early diffusion, in which the innovation is the central component. Based on the findings about the adoption dynamics shaping large-scale diffusion, the thesis raises the need to consider large-scale diffusion as part of a new system, different from the innovation system and that acknowledges the specificities of this process. A tentative model accounting for the central role of adopters and for the interactions between adopters, the diffusion system and parallel systems is introduced. Finally, the implications of these findings for policy makers and managers are put forward. In particular, there is a need for policies acknowledging adopters’ heterogeneity as well as the new challenges of large-scale diffusion. Strategies developed by adopters can be a source of inspiration for policy-makers, who can for instance promote the use of intermediaries, of adopters’ task environment and networks, as well as the formation of coalitions among adopters.

Context of this research: The construction industry has a history of client dissatisfaction in the UK. In response, framework agreements have been developed to create relationships between suppliers and clients in order to improve project performance. This research aims to assess whether use of framework agreements can result in significant improvement for performance outcomes without a significant increase in costs when compared with traditional discrete methods, and if so, develop a procurement performance model for realisation and continuous improvement in performance. Research methodology: A literal review of UK Government reports with economic and performance management theories precede a case study set within Hampshire County Council, a major public sector authority, allowing analysis of data from 164 highway maintenance projects by independent samples t-tests. Projects are divided into discrete and framework groups using critical success factors to measure performance differences. In addition to project outcomes, a review of economic performance was undertaken to advance a current ‘gap in professional knowledge’ concerning cost effectiveness of framework agreements. A performance management model is proposed representing impact of operational measures and sociological behaviour factors on suppliers’ performance, tested by qualitative views of experienced practitioners collected through a questionnaire survey and in-depth interviews. Key findings: Independent-samples t-tests proved that there were significant improvements in performance with use of framework agreements, but that no significant additional costs were incurred. Factor analysis and central tendency statistics from questionnaires and node values from interview transcripts confirmed long-term relationships, financial and non–financial incentives and stronger communication were sociological behaviour factors driving performance for framework agreements. Conclusions from the evidence and findings: As framework agreements can achieve significant performance improvements without a significant increase in costs, this study supports use of framework agreements for Hampshire County Council and professional practice. Value of this research is recognised by both central government and case study organisation alike. In respect of the latter context, case study findings have been included within a regional framework for use by South East authorities until 2016. It is recommended further studies should be conducted on civil and building projects in wider public and private sectors so that construction clients can make informed decisions based upon generalised findings.

This Master's Thesis examines the issue of criminal law in the Czech road traffic sector and crime prevention. The Thesis tackles the basic concepts of traffic law and traffic accidents, which are the most visible results of traffic offenses, that cause damage to life, health and property. The problem of traffic accidents is their unpredictability, as no driver wants to cause them voluntarily. However, these are often the result of the driver's own behaviour. The Thesis offers a new approach to the issue of traffic accidents where the most common cause of accidents is the violation of traffic regulation. In my assessment, the driver's distraction, recklessness towards other drivers and a poor driving technique figures among the key factors. This statement is proved by an analysis of existing accident statistics and their comparison with the drivers' actual behaviour. The highest number of criminal offenses, such as manslaughter, personal injury or property damage is linked to the consequences of traffic accidents. These offenses are committed in most cases by gross negligence. The second group of criminal offenses consists of intentional crimes, which encompasses especially endangerment while intoxicated and justice obstruction, caused in most of the cases by driving a motor vehicle without being in hold of...

This Master thesis deals with labour mobility and aims to uncover the main drivers influencing the flows of workers within the European Union (EU). It first provides an extensive overview of labour market, labour mobility and legal framework in the EU. Then it discusses several theories and models dealing with labour mobility. The main part of this thesis consists in empirical analysis of labour flows within EU-25 countries. This analysis is meant to provide statistical evidence of relevant mobility drivers. Contrarily to similar works, this thesis takes into account not only economic and financial factors, but also social, psychological, linguistic and other non-tangible factors that might play important role in determining the labour flows within the EU. The thesis further focuses on specific mobility incentives of the Old and the New Member States. Based on results of the empirical model and the regression analysis, the thesis concludes by discussing the limits of labour mobility and suggesting a remedy aimed at enhancing it.

The purpose of this study is to test if there is bias in the Venture Capital investment decision-making process towards ecosystems. To guide the research and ensure the fulfillment of the study’s main purpose, we will analyze two specific ecosystems (Stockholm and Silicon Valley). This choice is motivated by their respective importance (Worldwide and Nordics reference) in the global entrepreneurial landscape. The aim is to make an empirical contribution regarding how a herding behavior from Venture Capital investments can drive irrational investment flows towards specific ecosystem such a Silicon Valley, regardless available information towards other ecosystems, in this case, Stockholm. Most researches until today have been focusing on the assessment of startup-focused factors which we believe only picture partly the attractiveness of a startup ecosystem. In our perception, environmental factors in which the ecosystem take place also play an essential role in the attractiveness of an ecosystem to invest in. Is there a behavioral bias in the investment decision processes of Venture Capital regarding startup ecosystems? To assess the presence or absence of a behavioral bias in the investment decision of Venture Capital investors, we are first going to establish an objective attractiveness score using environment-based factors. These factors are going to be combined into six main variables that picture the environmental attractiveness of both ecosystems. In a second time, we are going to submit these six variables to two populations of investors operating in each ecosystem. To do so, we will operate a quantitative study of Stockholm and Silicon Valley-localized private Venture Capital investors towards our different environmental variable. This will enable us to obtain their specific drivers toward these variables and therefore adapt our objective attractiveness scores to obtain weighted attractiveness scores. In a third time, we are going to compare our obtained weighted attractiveness scores per ecosystem with the investment flows effectuated respectively in both ecosystems in 2016. To be able to compare both settings on the same range, we are going to calculate both investment flow data: investment volumes and number of deal closed per capita. The results of this comparison will then bring us either a correlation relation between weighted attractiveness and investment flows per capita for both ecosystems, infirming our theory or a non-correlative relation, which would confirm our theory. Indeed, a non- correlative relation will show that investors do no follow a rational investment behavior based only on the attractiveness of their ecosystem.

There is a growing population of older people around the world and the population of older drivers is increasing in parallel. UK government figures in 2012 reported that there were more than 15 million people with a driving license aged over 60; more than 1 million of these were over 80. The aim of this thesis is to determine the requirements of older users for an improved driving experience leading to recommendations for the automotive industry. Initially it was necessary to understand some of the key issues concerning the driving experiences of older drivers; therefore a questionnaire survey of drivers of all ages (n=903) was conducted supplemented by interviews with drivers aged ≥ 65 years (n=15). Areas covered included: musculoskeletal symptoms, the vehicle seat, driving performance and driving behaviour. Respondents reported that they were dissatisfied with adjusting specific seat features, for example the head rest height and distance from the head; females reported more difficulty than males. Reaching and pulling the boot door down to close was difficult for 12% of older females. Older males and females also reported more difficulties with parallel parking and driving on a foggy day than younger drivers (p < 0.01). Nearly half of the sample (47%) reported that other drivers lights restrict their vision when driving at night. An in depth study was conducted to compare participants own vehicle (familiar) and a test vehicle (unfamiliar) to understand how design of the vehicle cab impacts on posture, comfort, health and wellbeing in older drivers (n=47, ≥ 50 years). The study involved functional performance assessments, seat set-up process evaluation (observations and postural analysis), ergonomics and emotional design based evaluations of car seat controls. Many issues were identified related to the seat controls such as operating, accessing, reaching and finding, particularly for the head rest height and lumbar support adjustments. Approximately 40% of the participants had difficulty turning their head and body around to adjust the head rest height, and the majority of these were over 80. This led to a series of workshops (including a participatory design exercise) with 18 participants (4 groups, ≥ 65 years).The aim was to explore the optimum positioning and operation of controls for older drivers. This research has provided foundational data and makes design recommendations for the automotive industry with a focus on making seat controls more inclusive (operation, location, type, size, colour and materials) and meet the requirements of older drivers.

The purpose of this thesis is to investigate what barriers and drivers influences the internationalization of private Swedish cleantech firms. The model of a multiple case study was chosen together with a qualitative method and an abductive approach. This was done by acquiring primary information from seven private cleantech companies, all located in Sweden and active in international markets. Furthermore, the theoretical framework presented the Uppsala model, network perspective, international new ventures, born globals, transaction cost theory and the OLI-model. With this theoretical framework, a conceptual model was created which shows how the parts are connected. In the empirical chapter, the primary data is presented to visualize what each individual company said regarding the different constructs of internationalization, drivers, barriers and internationalization decisions. Moreover, the analysis chapter visualizes the similarities and the dissimilarities between the theory and the empirical findings. The thesis concludes that there are both general, as well as specific barriers and drivers that are influential in the internationalization process of private Swedish cleantech firms. These are shown to influence the internationalization decision of managers to take an incremental approach to internationalization. The authors of the thesis also present the view that Swedish cleantech companies are generally too small, lack the financial resources and managerial drive needed to internationalize. The authors also present the theoretical and practical implications and provide recommendations for future research.

This thesis explores and evaluates the drivers and performance factors of merger and acquisition (M&amp;A) activity at Deutsche Post DHL (DPDHL). Furthermore, the “success paradox” related to M&amp;A found in theory is addressed by analyzing how well it rhymes with the activity and performance of M&amp;As at DPDHL. The methodology used to reach the aim can be characterized as an explorative and qualitative case study with an inductive approach. We review literature and interview stakeholders both within and outside the DPDHL group to present an in-depth view of the drivers causing M&amp;As and factors affecting the performance of the transactions at DPDHL. Consequently, it has been possible to reach reality driven conclusions and recommendations tailored for DPDHL. We found that the success rate of M&amp;A transactions at DPDHL is high and primarily triggered by strategic motives, such as achieving market power, acquiring capabilities, accessing new markets and to follow customers. In addition, we found that overall, DPDHL has systems and procedures that are consistent with theory findings and views of practitioners. However, we found two improvement areas for the overall success rate of transactions at DPDHL. Firstly, the biggest change for DPDHL going forward will lie within post-merger integration and management. There is a need to develop an independent, non-political, and transparent setup for M&amp;A teams to better integrate and track performance after each transaction. The aim should be to create local ownership at all levels to better reap synergy effects. Secondly, there is a potential benefit to streamline the strategic models used to retain key people after the M&amp;As. Moreover, relating the findings of the study to the “success paradox”, we argue that success ought to be measured on multiple motives instead of by only measuring financial outcome of deals as done historically. In our view, the inadequate measurement of M&amp;A performance is a reason for the seemingly high failure rates found in empirical studies. It would only be logic to measure the success of something by assessing whether or not the motives were achieved, be that strategic or financial.

Vi måste alla ta ansvar för miljöfrågorna. Vetskapen om att de olika miljöproblemen måste hanteras har medfört att tillämpandet av miljöledningssystem vuxit fram. Ett miljöledningssystem är ett verktyg som kräver ett kontinuerligt och strategiskt arbetssätt för ständiga förbättringar med avseende på miljöfrågor. I Sverige tillämpas vanligen fem olika miljöledningssystem, men frågan är vad som driver och hindrar aktörer att tillämpa ett miljöledningssystem.   Problemet med studien är därför att besvara vilka drivkrafter och hinder som förekommer vid implementering av ett miljöledningssystem ur ett ledningsperspektiv samt att analysera dessa. Analysen syftar till att skapa förståelse för hur drivkrafterna kan tillvaratas och vilka åtgärder som krävs för att övervinna hindren.   Syftet är att bidra till lärdomar i Hofors kommun med avseende på drivkrafter och hinder vid implementering av ett miljöledningssystem ur ett ledningsperspektiv. För att göra detta har tolv intervjuer med förtroendevalda och anställda ledningspersoner utförts i Hofors kommun. Fallkommunen har omkring 9500 invånare. Den kommunala organisationen består i stort av Kommunstyrelsen, Barn- och utbildningsnämnden, Socialnämnden och Hoforshus AB.   Intervjuerna identifierar först drivkrafter utifrån olika kategorier. Kunskap och engagemang, Ekonomi, Rutiner och struktur samt Leda och stötta en utveckling är betydande drivkrafter. Mindre betydande drivkrafter är Image, Intressenterna, Nå politikens mål samt Miljö.   Intervjuerna identifierar även hinder utifrån olika kategorier. Det identifieras att i princip alla ser Kunskap och engagemang, Administration samt Omfattning och få belöningar som hinder. Ungefär hälften uppgav Intressenterna, Nå politikens mål och Ekonomi som hinder.   Diskussionen belyser sedan att det finns både drivkrafter och hinder när det gäller politiska mål, ekonomi, intressenter samt kunskap och engagemang. Medan det identifieras att stärkt image, insatser för bättre miljö, leda och stötta en utveckling samt skapa rutiner och struktur endast anses vara drivkrafter. Administration samt omfattning och få belöningar uppfattas entydigt som hinder.   Slutsatserna utmynnar i att kommunen måste fokusera på frigöra de betydande drivkrafterna genom att överbrygga de betydande hindren. Det gäller alltså att satsa på att öka kunskapen och engagemanget i området för att tillfredsställa en betydande drivkraft och på samma gång bemöta ett betydande hinder. Annars drivs kommunen särskilt av att förbättra ekonomin, skapa rutiner och struktur samt leda och stötta en utveckling. Detta leder till belöningar. För att nå dit måste administrativa hinder övervinnas.   Genom framtida studier kan det vara intressant att genomföra en studie i en större kommun eller fördjupa sig i ett avgränsat kommunalt ansvarsområde, såsom skolområdet. / We need to take responsibility for environmental issues. Knowing that the various environmental problems must be handled has led to the application of environmental management systems. An environmental management system is a tool that requires a continuous and strategic approach to continuous improvement with respect to environmental issues. In Sweden usually applied five different environmental management system, but the question is what drives and avoids organizations to implement an environmental management system.   The problem with the study is to answer the driving forces and barriers that occur when implementing an environmental management system from a management perspective and to analyze them. The analysis aims to create an understanding of how drivers can be recovered and the interventions needed to overcome the barriers.   The aim is to contribute knowledge in Hofors municipality with respect to the drivers and barriers for the implementation of an environmental management system from a management perspective. To do this, twelve interviews with elected politicians and employees of management were carried out in Hofors municipality. The municipality has about 9,500 inhabitants. The municipal organization consists largely of the Municipal Executive, Children and Education, Social Services Committee and Hoforshus AB.   The interviews first identify drivers from various categories. Knowledge and commitment, Economy, Procedures and structure as well as Lead and support the development are significant driving forces. Less significant driving forces are Image, Stakeholders, Reaching policy goals and the Environment.   The interviews also identify barriers based on different categories. It identified that basically all look Knowledge and commitment, the Administration and the Extent and few rewards as barriers. About half said Stakeholders, Reaching policy goals and Economy as barriers.   The discussion highlights there are both drivers and barriers in terms of policy objectives, economy, stakeholders and knowledge and commitment. While it is identified that better image, efforts to improve the environment, lead and support the development and create routines and structure is considered to be the driving forces. Administration and extent and few rewards perceived unambiguously as barriers.   The conclusions results that the municipality must focus on freeing the significant driving forces by overcoming the considerable barriers. It is therefore important to focus on increasing knowledge and commitment in the area to satisfy a significant driving force and at the same time addressing a significant barrier. Otherwise operated the municipality especially to improve the economy, create routines and structure and lead and support development. This leads to rewards. To achieve this, the municipality need to overcome the administrative barriers.   Through future studies, it may be interesting to do a study in a larger municipality or in an enclosed municipal field of responsibility, such as school.

Bolivia has a high STI rate and an accelerating HIV/AIDS rate. The majority of the country's newly diagnosed HIV/AIDS cases come from the province of Santa Cruz in eastern Bolivia, where this study took place. In this study, the investigator assessed the notion that Bolivian truck drivers are a bridge population of HIV transmission within heterosexual networks. This investigation determined risks of HIV/STI transmission through interviews, surveys, and workshops given to the truck drivers. Special attention was given to self reports of sexual behavior, cognitions and ego maturation stages, in order to assess risk. Mixed methodology was the research paradigm of choice, utilizing qualitative and quantitative phases. Workshops were designed, implemented, and evaluated. Analysis was completed on survey results from 246 male truckers (aged 18 to 67). More than half (56%) of these truckers admitted to having sex with casual partners. In addition, from 30% (quantitative inquiry) to 52% (qualitative inquiry) of these truck drivers have had sexually transmitted infections. Three factors predicted condom use: Age, Outcome expectancies, and Perceived social norms. Only one factor predicted STI history: Number of sex partners. Adult stage theory did not directly impact sexual behavior. A high risk of HIV/STI transmission has been detected in Bolivian truck drivers. This notion supports other studies involving truck drivers, and calls attention to the need for tailored health education programs for this population. Furthermore, younger truck drivers are at greater risk of HIV transmission than older truck drivers, in spite of their increased condom use. Sexual health workshops for Bolivian truck drivers are worthwhile and can be most effective when co-managed with truck companies or unions. Counseling, testing, and follow up research programs can best be implemented through these already-existing management structures. Future programs need to emphasize other behaviors besides condom use. Workshops should also include truckers' spouses as participants. Lastly, since casual sex partners of truck drivers rarely fit the mold of a commercial sex worker, effort should be made to describe these casual partners and design subsequent workshops for them.