This study is about the assessment of foster care families and what´s considered a suitable foster care home. It is a comparative study between two welfare countries, Sweden and Australia. The study aims to increase the understanding of social workers assessment on foster care families and examines what a suitable foster care home looks like for a few social workers in each country. The study was carried out through five qualitative interviews, three of them in Sweden and two of them in Australia. With a social constructivist theory the result was carried out and analysed. The result of the study shows differences in the way social workers in each country talk about the suitability of a foster carer. In Australia the social workers that participated in the study spoke about a suitable foster family as a family that is safe and can provide a safe environment. In Sweden the social workers spoke about a suitable family as a secure and stable family. The result of the study also shows similarities between the two countries, as an example the nuclear family is still the norm and other family structures are exceptions of the norm.

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The following Bachelor thesis is analysing how the Swedish armed forces promotes women in order to attract them to their organisation. Specifically it investigates (1) "How does the Swedish armed forces break the social norms of what it means to be a soldier?" (2) "How do they present a gender equal division of labour?" (3) "How do they try to affect women´s attitude towards the organisation?" This study investigates the Swedish armed forces, an organisation with a great underrepresentation of women. The underrepresentation of women is something that the Swedish armed forces openly tries to change through their marketing. This thesis is a single case study with both qualitative and quantitative approach, using Harding´s gender process theory in a descriptive design. By gathering television commercials from the Swedish armed forces user page on YouTube, I explore how the Swedish armed forces tries to minimize the underrepresentation of women. Their strategies are analysed by using Harding´s three gender processes. The results show that the organisation is active in all three processes, but focuses on breaking the social norms of what it means to be a soldier.

The purpose of this thesis is to reveal the age-related norms which control the process of making public archives accessible. It focuses on physical access and visitors at the physical archival institutions. More specifically, it examines which groups are not included in the archival institutions’ target groups and why this is the case, the archival employees’ views on visitors’ needs and the archival institutions’ action space regarding the process of making archives accessible. The theoretical framework for this thesis is a combination of a norm critical and an intersectional perspective. The main method used is qualitative interviews with employees at archival institutions. Two different archival institutions have been examined, which are both departments of public authorities. The main result of the thesis is that there exist normative systems within the archival institutions which favour elderly people and people within the academic world. Age also matters less for people within the academic world. Accordingly, people outside of these groups can be regarded as non-target groups. Factors which can contribute to exclusion are also non-western origin and to be occupied at daytime. The explanations to why some groups are excluded are lack of resources and knowledge, a reactive approach, and the institutions’ opening hours. Regarding visitors’ needs, many visitors need help searching for material and formulating their needs, which they can also expect to be helped with. Needs which the archival employees can not satisfy are extensive reading of handwriting or carrying out research for the visitor. In general, it seems that people within the archival institutions’ target groups are more likely to get the exact help they need. The archival employees have a relatively great action space when it comes to making archives accessible, as the policy documents don’t mention this activity in detail. This is a two years master’s thesis in Archive, Library and Museum studies.

"Mémoire présenté à la faculté des études supérieures en vue de l'obtention du grade de maître en droit (LL.M.)". Ce mémoire a été accepté à l'unanimité et classé parmi les 15% des mémoires de la discipline. / Bien qu'en apparente amélioration, l'état de la sécurité maritime n'est pas aussi reluisant que ne le laissent croire les statistiques en la matière. Une série d'accidents ayant culminé avec le naufrage de l'Erika le long des côtes françaises en décembre 1999 témoignent que des failles persistent, notamment dans son système juridique. Ces failles renvoient essentiellement à l'application et au contrôle déficients des règles juridiques existantes en la matière, voire leur évitement par les acteurs y associés. Or, le susdit naufrage démontra que cette déficience n'est pas le propre de certains intervenants isolés, traditionnellement identifiés comme responsables de tous les maux dans le transport maritime, qu'il s'agisse d'armateurs « laxistes » ou d'États de pavillons « de complaisance », mais bel et bien d'un réseau entier d'acteurs. Cette « chaîne » d'acteurs responsables de l'application des règles de la sécurité maritime se révéla, en fait, particulièrement compromise dans le cas de l'Erika et des failles furent décelées dans chacune de ses composantes; allant des chantiers navals ayant construit ou réparé le navire, jusqu'aux autorités portuaires l'ayant inspecté/détenu, en passant par les propriétaires du navire, ses gestionnaires, financiers, assureurs, sociétés de classification, son État de pavillon, affréteur, capitaine et son équipage, pour ne nommer qu'eux. Ainsi, l'affaire de l'Erika révéla l'existence - et l'étendue véritable - de ce qu'il fut convenu de désigner comme une « chaîne de responsabilité » dans le domaine de la sécurité maritime. C'est, donc, cette chaîne d'acteurs et, le cas échéant, les mesures (légales et autres) élaborées en vue de sa responsabilisation accrue et de l'amélioration de sa fiabilité et, par extension, de celle du régime juridique de la sécurité maritime tout entier (en vue d'une mise en oeuvre plus efficiente des règles y afférentes), que l'on se propose d'étudier. Pour ce faire, l'on procède à partir de ce que l'on peut convenir de considérer comme étant la dualité fondamentale du concept de sécurité maritime (« maritime safety »), renvoyant, d'une part, à la sécurité des navires (« ship safety ») et, d'autre part, à la sécurité de leur exploitation et des opérations de transport (« shipping safety »). Dans l'étude de la sécurité des navires, il sera d'abord question des règles portant sur la conception, la construction, l'entretien et la répélration de ces derniers. Après un bref aperçu du cadre d'élaboration de ces règles -lui-même sans assises sûres - et de leur contenu, une analyse des acteurs chargés de leur application lors de chacune desdites opérations fera ressortir les nombreuses failles en la matière. L'on s'attardera, en second lieu, aux divers contrôles conditionnant cette sécurité, et en l'occurrence au régime de certification, d'inspections et de sanctions présent dans le domaine. L'imperfection de ce régime transparaîtra notamment de la prolifération de ces contrôles. Traditionnellement réservés aux sociétés de classification et aux États du pavillon (à la lumière du droit international), ceux-ci, jugés défaillants, en sont venus à être également exercés par les États du port et une demi-dizaine d'acteurs individuels. Il sera, donc, question de la nature et l'étendue de ces contrôles et des initiatives et développements propres à chacun. S'agissant, cette fois, de l'exploitation des navires, il sera question de la sécurité autant dans la gestion corporative maritime qu'en matière d'équipage des navires. S'agissant de gestion corporative, après une analyse de l'organisation du métier et des fonctions d'armateur, l'on s'attardera sur les pratiques mêmes de gestion au sein de l'industrie et les tentatives de régulation et d'assainissement de ces dernières (au niveau international). La sécurité en matière d'équipage, renverra, quant à elle, à la compétence de celui-ci et à ses conditions de travail - qu'elles aient trait aux rapports individuels ou collectifs - ainsi qu'aux initiatives d'amélioration de ces dernières présentes, ici aussi, au niveau international. Un bref aperçu de la controverse entourant la responsabilité du capitaine du navire suite à des accidents en mer s'ensuivra. Il sera, enfin, question des (principales) opérations de transport maritime, en l'occurrence les opérations portuaires et de navigation, mais aussi la 'fin' de ces opérations et la pratique dite du recyclage des navires. Pour ce qui est des opérations portuaires, des failles dans la sécurité transparaîtront autant au niveau des infrastructures, des services que du personnel des ports. Pour ce qui est des opérations de navigation, l'on traitera d'abord des développements affectant la sécurité dans la navigation en eaux intérieures, s'agissant des diverses aides à la navigation et services de trafic maritimes offerts par les autorités côtières, ainsi que des carences du système international de navigation en haute mer. Il sera, enfin, question de la pratique du recyclage des navires où des initiatives de la part de l'industrie ont récemment vu le jour en matière de sécurité suite à une conscientisation accrue des implications que cette pratique pouvait comporter en la matière (particulièrement du point de vue environnemental). Cette recherche est à jour en date du 30 août 2002. / Although supposedly improving, the present state of maritime safety is not as enviable as the statistics on the subject might show. A series of accidents culminating in the sinking of the Erika near the french coast on december 1999 prove that many failings persist, particularly in its legal regime. These failings essentiaIly have to do with the deficient application of the existing rules and even their avoidance by the actors involved in this field. The above-mentioned sinking showed that this deficiency and avoidance is not to be associated with a few isolated actors, traditionaIly identified as being responsible for all the problems in maritime transportation, be it 'irresponsible' shipowners or Flag States 'of convenience', but that it is to be found throughout the entire chain of actors involved in the application of the nonns relating to maritime safety. In fact, all of these actors were found to bear sorne degree of responsibility or blame for the events leading up to the Erika tragedy; from the shipbuidmg or shiprepair yards all the way up to the various port State administrations which inspected and/or detained the ship, including the ship's owners, managers, bankers, insurers, classification societies, Flag State, charterer, captain and crew, to name a few. Therefore, the Erika matter revealed the existence - and true extent - of what has come to be known as the "chain ofresponsibility" in maritime safety. It is this chain of actors and the various measures (legal and other) that have been taken to ensure its improvement and, by definition, the improvement of the legal regime of maritime safety as a whole - in view of a better application of nonns - that we attempt to analyze. In this respect, we proceed from what can be identified as the fundamental duality of the concept of maritime safety, namely ship safety and shipping safety. In analyzing ship safety we first refer to the rules having to do with the design construction, maintenance and repair of ships. Following a brief overview of the context in which these rules are drafted - itself fraught with uncertainties - and their content, a study of the actors involved in their application during each of these operations reveals the failings in this field. We then analyze the various types of controls existing in view of ensuring that this safety is maintained and in particular the certification, inspection and sanctions regime. The defects in this regime emanate from the proliferation of these diverse controls. Traditionally reserved to classification societies and flag states (as prescribed by international law), these controls are now as weIl being exercised by various port states and about half a dozen individual actors. The nature and extent of these controls is therefore analyzed as well as the various initiatives and developments relating to each. As for shipping safety, this has to do as much with the various conditions of operation of a ship as with the transport operations themselves. The conditions of operation of a ship essentially refer to the safety of its management as well as that relating to the crew. Regarding safety of management, following an overview of the nature and present-day functions of the shipowner, we study the various management practices through the industry as weIl as the recent attempts (at the international level) to regulate and improve these. As for safety matters relating to crew, these refer as much to the crew' s competence as to their working conditions aboard the ship - that they refer to their individual or collective rights - including the efforts - in the international scene as well - to regulate and improve these. A brief overview of the responsibility of the ship' s captain in the event of an accident at sea follows. The (main) transportation operations, name1y port and navigational operations as well as the regime prevailing when these 'end', namely the practice of ship recyc1ing, are, finally, analyzed. Regarrding port operations, deficiencies in safety emanate as much through port infrastructures, services as well as personnel. As for navigational operations, we first analyze the various developments relating to safety in national waters, namely navigational aids as well as vessel traffic services offered by coastal States, and then explore the failings of the international navigational system in the high seas. We finaIly, refer to the practice of ship recyc1ing where initiatives have recently been taken by the industry to improve safety matters foIlowing a better awareness of the potential implications of the practice as relates to safety (and in particular environmental) matters. This research is current as of August 30th, 2002.

In today’s economy, organizational knowledge is a fundamental factor for remaining competitive and managing intellectual capital. Knowledge Management aims to improve organizational performance by designing the work environment with necessary tools. Yet, significant amount of knowledge resides within the people in different forms such as experience or abilities. Transferring individual knowledge within members or into organizational repositories is so difficult. Knowledge sharing only occurs under certain circumstances: People share knowledge when they believe it is beneficial for them, when they feel safe and secure, and when they trust. Since knowledge is power, and brings respect to its bearer, knowledge sharing needs suitable environment. In this context, this study investigates intention to knowledge sharing among forensics in the Turkish National Police (TNP) and the factors -such as perceived organizational justice, organizational citizenship behaviors, subjective norms, and attitudes toward knowledge sharing- affecting their intentions. The researcher utilized a model developed from Ajzen and Fishbein’s (1975; 1980) theory of reasoned action (TRA). To test this model, a self-administered questionnaire survey was administered in Turkey In order to analyze the quantitative data; SPSS version 19 was used for all preliminary analyses and LISREL 8.8 was used for Regression Analysis and Path Analysis The fit of the data to this proposed model was not adequate. However, 7 of the 8 hypotheses supported.

The aim of the thesis is to examine how everyday social interactions and relations in a school class in years 8-9 are experienced by pupils and teachers and how they can be understood and improved. The research design is an action research approach and is carried out as a case study involving four teachers and 24 pupils. Four issues are formulated and the teachers and the researcher together suggest how certain problems might be solved, which in turn directs the action process over the period of three school terms. Analytical concepts are used to map and understand pupils’ everyday social relations in terms of peer groups, positions and norms. Eriksson’s (2001) sociological theory on bullying is used to analyze and explain the complexity of a case of bullying. Defined dominating norms that appear to guide the pupils’ social interactions are: (1) You should make room for yourself, be visible and heard, (2) you should have many friends and (3) you should look down on those who study. The everyday social relations are affected by the pupils’ positioning and by the groupings that are formed in the class. Crystalized groups that emerge in the study are: (1) those who make a lot of noise and take up a lot of room, (2) those who study, (3) pupils who are frequently absent, (4) those who feel uncomfortable and (5) those who are outside (a marginalized group). In addition to these findings, three dominating norms among the teachers emerge. These norms guide and affect how the teachers act and think when victimized pupils and their situations are discussed. Teachers’ dominating norms seem to prevail in situations where some pupils are victimized by other pupils in the class. This in turn could contribute to various kinds of moral disengagement on the part of the teachers when dealing with victimizing acts among pupils. From the perspective of the victimized pupils, such a way of acting could be understood as teachers, in their role as “security guarantors”, are unable to prevent the powerlessness of victimized pupils.

Il est difficile, en sociologie, de parler des problèmes éducatifs sans remettre sur le tapis les définitions de la socialisation, des normes et des valeurs; sans faire un détour sur le passé en rapport avec l’avenir; et sans questionner le rôle des sociologues dans la société. Notre travail vise à faire état des débats sur ces questions délicates, tout en proposant d’autres pistes pouvant alimenter la réflexion. Ainsi, à partir d’une étude de terrain avec des enfants du primaire, on essayera de mettre de l’avant ce qu’on appellera des problèmes culturels, dont la résolution est fonction de la capacité humaine d’innover. Le regard tourné vers les nuisances, pratiques nocives au développement de cette capacité, on s’interrogera sur les conditions de maintien de la vie sociale humaine. / Discussing educational problems in sociology is difficult without once again defining expressions such as « socialisation », « norms », « values » and without considering the relationships between the past and the future nor questioning the sociologists’ role in society. Our work intends to expose the debates regarding these delicate questions while suggesting other ideas that may further develop the reflection on that matter. Thus, through a field study involving primary school children, we shall bring forth what we label as cultural issues which solving depends on the human innovation capacity. Considering unwholesome practices hazardous to innovation’s development, we shall reflect upon the conditions for the safeguard of the human social life.

This study researches questions concerning arts education and critical thinking. The study poses two questions. What strategies for critical thinking are revealed in conversation with five art educators? And how can art education be a suitable platform for critical thinking?  The Swedish school authorities have set out strong general guidelines concerning the need for schools to develop students skills in critical thinking. This subject is traditionally focused on the social sciences yet this study wants to go into how critical thinking may be integrated and used in art education. The data from the study is presented in six themes; “self reflection”, “conscious planning”, “making the many perspectives visible”, “giving space for individual expression”, “trust, safety and relationships”, and “norms”. These themes are then critically appraised in the light of “norm criticism”, a contemporary social theory that works with questioning the societal norms around subjects such as gender, race, sexuality. The study shows many important strategies for critical thinking in the concerned group of educators. The educators assert the need for appropriate planning, creating a safe and encouraging space for students to express their thoughts and feelings in their art work and in critical analyses of pictures and discussions concerning societal norms. Although the study has its limitations – it’s based on data from a small group, who were partly selected out of their interest in the subject of critical thinking – it suggests that there are many good reasons to work more deeply with critical thinking in art education. Art education also has the advantage of creativity and the work with picture analyses. Using their own individual expression students may learn a more intimate understanding of what critical thinking really means, not only as a mere thought process, but a bodily, practical understanding. Further studies would be good and could e.g. include an ethnological study of the current condition of critical thinking in Swedish art education of today. The study includes a figuration which is inspired by theme ”trust, safety and relationships” and is called  ”Trygga rum”, “The Safe Space”. “The Safe Space” a three part sculpture made out of a combination of metal and textile in the shape of cocoons (and sound installation), representing the qualities of safety as a crucial part of the processes of developing critical thinking.

OBJECTIVE: The study assessed the applicability of the social norms approach to help-seeking behavior in the military by exploring whether Service Members are affected by perceptions of peers’ beliefs about stigma related barriers to mental health care. METHOD: Data were collected from members of the Virginia National Guard (N= 84) during Yellow Ribbon events. Using surveys, Service Members’ own perceptions and their perceptions of their peers’ beliefs about barriers to seeking psychological care were gathered. RESULTS: Participants’ own beliefs about barriers to care were positively correlated with perceptions of peers’ beliefs. Variance in help-seeking status was better accounted for by participants’ own beliefs on stigma-related barriers to care, but perceptions of peers’ beliefs were also correlated with help-seeking status. CONCLUSION: Personal costs of seeking help according to personal and perceptions of peers’ beliefs are explored, as well as implications, next steps for future research, and limitations.