Vattenburen kollektivtrafik tenderar att ha längre bytessträckor än buss och spårtrafik. Då långa byten kräver mer av resenären är uppsatsens syfte att undersöka hur bytet till och från pendelbåtar kan se ut vid en för trafiken större bytespunkt. Därigenom kanske vi kan lära oss mer om resenärens informationsbehov vid byten över längre avstånd. Därtill har målet varit att presentera rekommendationer som kan stärka förutsättningarna för vattenburen kollektivtrafik, med särskilt fokus på bryggan (angöringspunkten) vid Klara Mälarstrand och den närliggande järnvägsstationen Stockholm Central. Arbetet har utförts i form av en fallstudie som undersökte platsen utifrån upplevd närhet och -tydlighet, med empiri bestående av egentagna bilder, kartor, avståndsmätningar samt dokument. Datainsamlingen pågick under lång tid, parallellt med Trafiknämndens egna utredningar av trafik till och från bryggan. Analysen visade att bryggan vid Klara Mälarstrand är bristfälligt integrerad med omgivande kollektivtrafik och att en tydlig vägledning saknas. I diskussionen förs ett resonemang om vikten av att entréer till kollektivtrafiken, exemplifierat av pendeltågens nya station Stockholm City, synliggör sin funktion även på långt håll. Resenärer bör även ges möjlighet att relatera längre bytessträckor till en tidsåtgång, liknande den ’uppskattad gåtid till gate’ som används på storflygplatser som Köpenhamns flygplats Kastrup. / Public transport on water tend to have longer transfer paths than bus and rail transport. As long transfers paths demands more from the passenger this thesis aims to investigate what a transfer to and from water buses may look like at a transfer point with public transport on water of major importance for a planned service in Stockholm, Sweden. Through that more knowledge about the information needs of passengers at transfers over longer distances might be gained. In addition the thesis aims to present recommendations which can strengthen the conditions for public transport on water, with a focus on the stop (quay) near the Stockholm Central station. The thesis has been carried out as a case study which examined the study area on the basis of perceived proximity and -legibility,with empirics consisting of images taken by the author, maps, distance measurements and documents. Data collection time has been long, in parallel with the Stockholm County Administrations (SLL) own investigations of the traffic. The analysis showed that the quay at Klara Mälarstrand has a lacking integration with surrounding public transport and that a clear wayfinding is missing. In the discussion an argument for the importance of legible entrances to public transport also at a distance is made, exemplified by the new Stockholm City commuter train station building. Also passengers at longer transfer paths needs to be able to relate the distance with the time to get there, similar to the ‘approximate walking time to gate’ used at major airports such as Copenhagen Airport, Kastrup in Denmark.

Le concert européen est souvent perçu, du moins pour les années 1871 à 1890, comme l’œuvre indéniable du Chancelier allemand Otto von Bismarck et des grands hommes politiques de son temps. La politique dite bismarckienne a effectivement connoté la plupart des interactions entre pays rivaux de l’époque, particulièrement entre la France et l’Allemagne. Son incidence sur la politique française est telle qu’elle en affecte les politiques intérieure et extérieure. Les républicains opportunistes adopteront vis-à-vis de la politique bismarckienne une attitude pragmatique leur permettant, de 1878 à 1885, de recouvrer leur rôle d’antan, ainsi que d’encadrer un fort sentiment nationaliste. S’il est souvent reproché aux opportunistes d’avoir préféré le momentané au planifié, il nous semble que la politique des gouvernements Ferry, Gambetta, Waddington et Freycinet réussit au contraire à tirer habilement son épingle du jeu bismarckien. Familiers du caractère éphémère de ce jeu, les opportunistes ont su y trouver des avantages, assurer à la France le recouvrement d’une position diplomatique de choix et l’acquisition de nouveaux territoires coloniaux, tout en préservant une certaine indépendance face au Chancelier. / The European concert is often perceived, at least from the 1871s to 1890, as the unmistakable work of the German Chancellor Otto von Bismarck and the major politicians of his time. The said Bismarckian policy effectively influenced most of the interactions between opposing parties, particularly between France and Germany. Its bearing on the French policy is such that it affects home and foreign policies. The opportunist republicans will personify this ambiguous reaction to new German giant. A pragmatic attitude allows them, between 1878 and 1885, to recover their former role as well as to guide a strong nationalist feeling. If the opportunists are often blamed for having preferred the short term, the governments of Ferry, Gambetta, Waddington and Freycinet governments managed to handle Bismarckian policy skilfully. Familiar with its ephemeral character, opportunist governments knew how to find advantages, insure that France recover its diplomatic position and acquire new colonial territories while protecting a certain independence vis-à-vis the Iron Chancellor.

Lo Chi Wang. / "Architecture Department, Chinese University of Hong Kong, Master of Architecture Programme 1998-99, design report." / Includes bibliographical references. / Acknowledgements / Executive summary / Background / Chapter Part1- --- Introduction / Chapter Part2- --- Precedent studies in waterfront development / Chapter Part3- --- Studies of the local mode of waterfront development / Chapter Part4- --- Mission statement-a summary of Background / Site and Programming / Chapter Part5- --- Site selection / Chapter Part6- --- Site History and Physical Conditions / Chapter Part7- --- Site and User Analysis / Chapter Part8- --- Client Profile / Chapter Part9- --- Programming / Design development / Chapter Part10- --- Stage 1 / Chapter Part11- --- Stage 2 / Chapter Part12- --- Stage 3 / Chapter Part13- --- Stage 4 / Final design / Chapter Part14- --- Design Concepts / Chapter Part15- --- Formal Approach / Chapter Part16- --- Construction process / Chapter Part17- --- External Envelope / Chapter Part18- --- Environmental Considerations / Chapter Part19- --- Water Sculpture / Chapter Part20- --- Final Drawings and Images / Appendix / Chapter 1. --- Early designproposal on the Harbour City shopping complex / Chapter 2. --- Objectives for reclamation in Hongkong History / Chapter 3. --- A Brief History of Star Ferry / Bibliography

The subject-matter of the following essay is to investigate the relationship between what is commonly called Deep Ecology or Biocentric Philosophy, as articulated by the co-founder of the Deep Ecology Movement, Arne Naess, and later proponents of the biocentric school of environmentalist thought. I contrast Naess’ concept of Self-realization as founded in his Ecosophy T to the ideas of american conservationist and co-founder of the radical green movement Earth First! Dave Foreman, and to the controversial finnish environmentalist and ecofascist Pentti Linkola’s ideological agenda of population-reduction respectively. According to some critics of the movement, especially the social ecologist Murray Bookchin and French liberal philosopher Luc Ferry, the Deep Ecology ideology is essentially misanthropic and totalitarian in structure. A central idea among deep ecologists is that ecosystems and natural entities have intrinsic value in themselves, even outside a human social context. This idea is thought of among deep ecologists to create a philosophically sound basis for counteracting the environmental global crisis. Both Bookchin and Ferry argue that this idea reduces the role of human reason and ethics in a fundamental way, especially in relation to questions concerning population-growth control. My aim is to show that the original intention of Arne Naess in his philosophy (Ekosofi T) does not resemble either Ferrys focus of critique, neither the controversial statements made by Dave Foreman and Earth First! nor Linkolas population-control agenda.

Le concert européen est souvent perçu, du moins pour les années 1871 à 1890, comme l’œuvre indéniable du Chancelier allemand Otto von Bismarck et des grands hommes politiques de son temps. La politique dite bismarckienne a effectivement connoté la plupart des interactions entre pays rivaux de l’époque, particulièrement entre la France et l’Allemagne. Son incidence sur la politique française est telle qu’elle en affecte les politiques intérieure et extérieure. Les républicains opportunistes adopteront vis-à-vis de la politique bismarckienne une attitude pragmatique leur permettant, de 1878 à 1885, de recouvrer leur rôle d’antan, ainsi que d’encadrer un fort sentiment nationaliste. S’il est souvent reproché aux opportunistes d’avoir préféré le momentané au planifié, il nous semble que la politique des gouvernements Ferry, Gambetta, Waddington et Freycinet réussit au contraire à tirer habilement son épingle du jeu bismarckien. Familiers du caractère éphémère de ce jeu, les opportunistes ont su y trouver des avantages, assurer à la France le recouvrement d’une position diplomatique de choix et l’acquisition de nouveaux territoires coloniaux, tout en préservant une certaine indépendance face au Chancelier. / The European concert is often perceived, at least from the 1871s to 1890, as the unmistakable work of the German Chancellor Otto von Bismarck and the major politicians of his time. The said Bismarckian policy effectively influenced most of the interactions between opposing parties, particularly between France and Germany. Its bearing on the French policy is such that it affects home and foreign policies. The opportunist republicans will personify this ambiguous reaction to new German giant. A pragmatic attitude allows them, between 1878 and 1885, to recover their former role as well as to guide a strong nationalist feeling. If the opportunists are often blamed for having preferred the short term, the governments of Ferry, Gambetta, Waddington and Freycinet governments managed to handle Bismarckian policy skilfully. Familiar with its ephemeral character, opportunist governments knew how to find advantages, insure that France recover its diplomatic position and acquire new colonial territories while protecting a certain independence vis-à-vis the Iron Chancellor.

The materialisation of Inka state identity in the lower Yanamayo Valley is discussed in opposition to that of the local collective identity, referred to here as Marañón, on the basis of the archaeological settlement pattern of the lower Yanamayo Valley. The distribution of Inka and Marañón architecture —productive, administrative and mortuary— in fluvial Yunga settings generally, and around the ferry port at Pogtán in particular, suggests different strategies to claim rights of access and use over the Yunga oasis, and over the crossing of the Marañón river.Inka architecture is found along the Qapaq Naani, as well as on a secondary Inka road, described here for the first time. The "Yanamayo Yunga Naani" links central Conchucos (departamento de Ancash) with Huacrachuco and the Cordillera Oriental (departamento de Huánuco). The Late Intermediate Period/Late Horizon Marañón architecture, is regarded conceptualized as the result of a regional historical trajectory, which was impacted upon by the Inka expansion. / El reflejo material de la identidad del Estado inka en el bajo río Yanamayo se discute en contraposición a aquel de la identidad local, para este caso denominada Marañón, sobre la base de patrones de asentamiento arqueológicos en el bajo río Yanamayo. La distribución de la arquitectura productiva, administrativa y mortuoria tanto inka como marañón en la Yunga fluvial y, especialmente, en las inmediaciones del puerto balsero de Pogtán, indican estrategias diferentes para reclamar derechos de propiedad y de usufructo sobre los oasis de Yunga interandina, así como sobre el cruce del río Marañón.La arquitectura inka se distribuye a lo largo del Qapaq Naani, así como en un ramal secundario, descrito aquí por primera vez. El "Yanamayo Yunga Naani" vincula la zona de Conchucos central (departamento de Ancash) con Huacrachuco y la Cordillera Oriental (departamento de Huánuco). Se plantea que la distribución tanto de la arquitectura marañón del Periodo Intermedio Tardío y del Horizonte Tardío es el resultado de una larga trayectoria de desarrollo histórico regional, que recibió el impacto de la expansión inka.

I have during my thesis explored how the countryside of Stockholm can be made more accessible and how a building can be inviting in a community resisting change. The new intervention is to be seen as a resource for the community but also as an attraction for tourism. I have combined distance work with logistics and recreation in the form of bathing and sauna to strengthen the existing qualities of the countryside. A ferry line would solve problems that exist in Sandviken, such as waste of resources when it comes to the amount of cars per household and time spent in cars on the way to work/school. A ferry would present an alternative commute where you would be offered beautiful scenery on Mälaren where you can work and socialize on your way to work. To motivate a ferry line it would also be combined with logistics in the form of products such as groceries and other online shopping. It would also make Sandviken accessible for exports if a production company would like to station in the nearby surroundings.

This thesis explores the bilateral shipping and trade between Finland and Sweden during the post-war period. It comprises five articles and one introductory chapter for which the common point of departure is the growth and transformation of bilateral trade and shipping. The first two articles analyse the structural change of bilateral trade from a national and regional perspective. The three following articles provide an overview and analysis of the ferry shipping. By integrating the perspective in these articles in the introductory chapter and by providing a long historical record, the change of economic relations between Finland and Sweden in the post-war period is discerned. This thesis applies an economic historical approach and is founded on various fields of social science. The issue of trade is analysed within the framework of conventional and new trade theory, and the analysis of ferry shipping is governed by economic and geographic theories. The studies on trade shows that the transformation of production seen in Finland and Sweden meant that the trade increasingly became dependent on an exchange of products arising from matching industries. In turn the foreign trade arising from the Northern part of Finland and Sweden was still dominated by so called inter-industry trade. In addition to these results, the studies of ferry services shows that the growth of vehicles and passengers conveyance, together with the expanded onboard services, also intensified the commercial exchange. Due of the multi-output structure, the ferry service efficiently met the growing demand of travel and trade. The main conclusion of this thesis is that the convergence of incomes and economic structure had a significant impact on bilateral trade and ferry shipping. In addition the process of economic integration, technological advances together with specific policies issued on shipping also contributed to strengthen the economic ties between Finland and Sweden.

Printed information access, preferences and use by small-scale farmers in KwaZulu-Natal, who are experimenting with or converting to organic farming, were investigated to establish the need for information on organic production, certification, and marketing. Forty-six resource-poor farmers from four groups at Umbumbulu, Tugela Ferry, KwaMashu and Muden participated in semi-structured group interviews. Guiding questions, information tabulation, ranking and sorting, and voting were used to gather data. Five printed agricultural information materials were evaluated. The findings indicated that the participants trusted and relied on intermediaries for access to innovative, research-based information, and preferred interpersonal communication over other information channels. Printed materials were valued for their permanence, while participants preferred materials in isiZulu as 75% of participants were able to read and write isiZulu or were able to ask family members to read materials in isiZulu. At least one functionally literate farmer was a member of each of the participating farmer groups. Appropriate printed information on organic production, certification and marketing had not reached the participants. Characteristics of printed information materials preferred by participating farmers included: large typeface, photographs, drawings, step-by-step instructions, stories about people and events, context-specific content, the use of plain language in English or preferably isiZulu. / Thesis (M.Agric.)-University of KwaZulu-Natal, Pietermaritzburg, 2004.

There has been a recent surge in interest in waterborne public transportation (WPT). Publictransport providers (PTP) are seeing its potential in complementing the existing transportnetwork and alleviating urban traffic congestion and pollution. But the adoption of WPTtoday is challenging due to a series of technical and implementation challenges. Thesechallenges include ferry procurement practices, local legislation and policies andenvironmental factors like winter ice. Several of these challenges can be alleviated if efficientferries can be made accessible off-the-shelf with a low manufacturing time and cost. Thethesis focuses on developing such a ferry concept based on modular design whose overalldimensions are standardized and internal arrangement is customizable towards operationalrequirements, with a focus towards sustainable and safe operations in ice.Starting with the characterization of WPT, ferry routes are broadly classified into three types.These routes are described with an operational requirements framework considering allrelevant stakeholder expectations. Then, overall dimensions of vessels representative ofWPT are deduced. Using these dimensions to standardize the overall dimensions, a modularferry concept is developed as an assembly of modules and submodules. The modules arepresented as standardized units having fixed dimensions and interfaces whose internalarrangements can be tailored to meet operational requirements. Design standardizationlowers costs and manufacturing time while internal customization favours tailoring the ferryconcept. One challenge associated with this for the PTP is the difficulty in choosingappropriate modules among multiple alternatives. This is overcome through thedevelopment of a ranking and selection method which benchmarks competing designs andhelps in decision making.In terms of technical challenges for the developed ferry concept, cities like Stockholmexperience freezing of water bodies during winter months. For reliable year-roundoperations that are safe and sustainable in terms of economy and environment, there is aneed for the development of lightweight and robust ice going hulls. This thesis lays thefoundation for the development of such hulls by studying the prevalent ice data and proposesa probabilistic method for estimating the design ice pressures.One must rely on probabilistic methods since most experimental studies are based on seaice whose mechanical properties are different from freshwater ice, which is typical for WPT.Traditionally, classification society rules like the Finnish Swedish Ice Class Rules are usedfor first year light ice conditions which were developed for the Baltic Sea consideringicebreaker vessels. They work well in ensuring a safe design, but their performance forfreshwater ice, applied to commuter ferries have not been tested. Therefore, a probabilisticapproach is adopted where the unknown parameters are incorporated as random variables.The probabilistic method reduces the hull-ice interaction to a pressure and contact-arearelationship. With arctic datasets that closely match WPT conditions as the parent dataset,the probabilistic method is calibrated with exposure conditions for WPT to give the designpressure-area curve. The different uncertainties arising from operations in ice are studied using a statistical tool and the leading source of uncertainty is attributed to ice-loadprediction methods. This establishes the need for more robust methods for prediction of iceloads so that a lightweight, yet robust hull may be designed which is efficient in terms of fueleconomy and emissions.WPT presents a tremendous opportunity in complementing the existing transport network.With careful design and development of the modular ferry concept and its technicalchallenges, it would be easier for PTPs to adopt WPT globally. / De senaste decenniet har intresset ökat för kollektivtrafik på vatten (WPT).Kollektivtrafikleverantörer ser potential att minska trängsel och utsläpp och tillförakapacitet genom att utnyttja de urbana vattenvägarna. Men realiseringen har utmaningar,så väl tekniska som relaterade till regelverk och systempraxis. Dessa omfattar inköp av färjoroch upphandling av vattenburen trafik, lokal lagstiftning och policyer, miljöfaktorer ochdessutom isen vintertid. Flera av dessa utmaningar kan hanteras om effektiva färjor kangöras lättillgängliga med kort tillverkningstid till ett pris i paritet med övrig kollektivtrafik.Avhandlingen fokuserar på att utveckla ett färjekoncept baserat på modulär design medövergripande, standardiserade, dimensioner och med möjlighet att anpassa inredningenefter operativa krav.Efter karaktäriseringen av WPT klassificeras färjerutter i tre kategorier. Dessa rutterbeskrivs i ett operativt ramverk som beaktar relevanta intressenters förväntningar. Därefterbestäms de övergripande dimensionerna för WPT fartyg. Baserat på dessa utvecklas ettmodulärt färjekoncept som en sammansättning av moduler och delmoduler. Modulerna harstandarddimensioner och gränssnitt så att arrangemang kan skräddarsys för att uppfyllaaktuella operativa krav. En utmaning med det modulära färjekonceptet är svårigheten attbedöma vilken kombination av moduler som är bäst när det finns många möjligakombinationer som uppfyller en kravprofil. För att hantera detta utvecklas en rankningsochurvalsmetod för att kunna jämföra konkurrerande lösningar och därmed ge stöd i valetav design.En teknisk utmaning i städer som Stockholm är isen vintertid. För tillförlitlig trafik, åretrunt, som är både säker och hållbar, ekonomiskt och miljömässigt, finns det ett behov avutveckling av lätta och starka skrov som tål att operera i is. Avhandlingen närmar sigutvecklingen av sådana skrov genom att föreslå lämpliga isdata och en sannolikhetsbaseradmetod för att uppskatta dimensionerande isbelastningar.Is för nordiska WPT förhållanden är vanligtvis sötvattensis, vars mekaniska egenskaperskiljer sig från havsis. De flesta studier som beskriver isegenskaper är experimentella ochbaserade på havsis där man måste förlita sig på probabilistiska metoder för att ta hänsyn tillosäkerheter. Traditionellt används regler från klassificeringssällskap, som de finsk-svenskaisklassreglerna FSICR för första års isförhållanden vilket utvecklats för Östersjön ochisbrytande fartyg. Reglerna fungerar för att säkerställa en säker konstruktion men hur välde är anpassade för att dimensionera effektiva pendelfärjor i sötvattenis har inte utretts. Iavhandlingen antas ett probabilistiskt tillvägagångssätt där de okända parametrarna antassom slumpmässiga variabler. Den probabilistiska metoden förenklar interaktionen mellanskrov och is till ett förhållande mellan tryck och kontaktyta. Med publicerad data, som näramatchar WPT-förhållanden, som bas, kalibreras den probabilistiska metoden tillexponeringsförhållanden för WPT för att formulera den dimensionerande tryck-kurvan. Deolika osäkerhetsfaktorerna vid operation i is studeras med statistisk analys som visar att denfrämsta källan till osäkerhet är just förutsägelsen av isbelastningen. Detta fastställer behovet av mer robusta metoder för förutsägelse av isbelastningar så att ett lätt, men ändå starktskrov kan utformas som är effektivt med avseende på bränsleekonomi och utsläpp.WPT ger stora möjligheter att komplettera ett befintligt kollektivtrafik nätverk. Mednoggrann design och tillämpning av det modulära färjekonceptet kan det bli enklare att tatillvara möjligheterna runt om i världen.