This thesis analyses the process of the creation of the Pan-European Transport Network connecting the European Union with the neighbouring regions and Caucasus and Central Asia in the long run. The thesis focuses on the incentives in establishing a continental transport network stemming from the nature of the capitalist relations between market and national and supranational forces in the margins of the global economy. In this context, the parallel processes of the acceleration of the European integration and the establishment of the Pan-European Transport Network are explored. Furthermore, in the thesis, the components of the Pan-European Transport Network, namely the Trans-European Transport Networks (TEN-T), the Pan-European Transport Corridors and Areas (including Turkey), and the Eurasian transport routes are analysed. The thesis seeks to show that the Pan-European Transport Network has been planned to ensure the economic and political cohesion of the European Union and regulate the trade relations between Europe and Asia, including the transportation of the energy resources. The lack of specific analyses on the main problem of the thesis and the incrementalism in the processes of the European integration and development of the Pan-European Transport Network induce the interpretation of the raw and first hand information, such as technical reports, intergovernmental declarations, official documents, speeches and press releases.

Flera saknade länkar i Europas transportnät definierades på mitten av 1980-talet som nödvändiga att bygga för att bidra till att uppnå de EU-politiska målen om fri rörlighet inom gemenskapen, större och jämnare transportflöden inom och mellan medlemsstaterna, ekonomisk tillväxt, en friktionsfri och välfungerande inre marknad, hållbar utveckling samt territoriell, social och ekonomisk sammanhållning. EU och medlemsstaterna initierade mot denna bakgrund transportinfrastrukturprogrammet "Trans-European Networks for Transport", eller det transeuropeiska transportnätverket (TEN-T) på svenska, som en följd av Maastrichtfördraget 1992. I Norden ska den s.k. Nordiska triangeln, som både har pekats ut som ett särskilt prioriterat transportinfrastrukturprojekt i de nu gällande och sannolikt inom kort i de nya EU-riktlinjerna för TEN-T, bidra till att uppnå de ovanstående politiska målen. Syftet med projektet är att sammanbinda Norge, Sverige, Danmark och Finland via uppgraderade och gränsöverskridande vägar, järnvägar och maritim infrastruktur. Förutom att projektet anses förbättra förbindelserna för gods och passagerare inom Norden, skapas bättre möjligheter för större och snabbare transportflöden till och från Centraleuropa, Ryssland och de baltiska länderna. Det västra benet i den Nordiska triangeln, dvs. korridoren Oslo-Göteborg-Köpenhamn, har varit föremål för diskussion sedan 1980-talet då en högklassig motorväg, järnväg samt en fast förbindelse över eller under Öresund och Fehmarn Bält föreslogs av "European Round Table of Industrialists". Syftet med infrastrukturpaketet var att förbättra transportinfrastrukturen inom korridoren samt få en fast förbindelse till kontinenten. Merparten av paketet har genomförts men en del kvarstår, däribland uppgraderingen av järnvägen, vars planläggning försvåras av det faktum att nationsgränserna medför utmaningar och hinder mot ett förverkligande av detta gränsöverskridande projekt. Syftet med uppsatsen har varit att identifiera och analysera dessa utmaningar och hinder, liksom att ge underlag för förslag i effektiv hantering och motverkan. Med utgångspunkt i institutionell teori och i transaktionskostnadsteori har studien visat att bristen på samordning och internationalisering i transportinfrastrukturplaneringen, med stor sannolikhet, utgör centrala faktorer i förklaringen till varför de tre berörda skandinaviska länderna sedan 1980-talet inte har realiserat en sammanhängande och av alla parter upplevd högklassig järnväg. För att kunna motverka och hantera dessa utmaningar och hinder på ett effektivt sätt bör Norge, Sverige och Danmark överväga att ta större hänsyn till gränsöverskridande infrastrukturplanering i framtida organisations- och styrmodeller för transportinfrastruktursektorn. Anledningen är att den nuvarande institutionella ramen för tillhandahållandet av transportinfrastruktur, förefaller ge upphov till höga transaktionskostnader som försvårar och förhindrar effektiv planering på inter-/multinationell nivå. Ett faktum som kan leda till att eventuellt nödvändig och lönsam transportinfrastruktur inte byggs. En organisatorisk lösning som diskuteras i uppsatsen, och som kan reducera dessa transaktionskostnader, är bildandet av ett Skandinaviskt Trafikverk med internationaliserade och harmoniserade planeringsprocesser. / A number of missing links in the European transport network was, during the mid 1980ies, defined as crucial for the smooth functioning of the internal market, and for ensuring sustainable development, economic growth, improved accessibility as well as economic, social and territorial cohesion. This lead in 1992 to the inclusion of a specific legal basis for the "Trans-European Networks for Transport" (TEN-T) in the Maastricht Treaty. The Nordic Triangle has, since the initiation of TEN-T in 1992, been considered as a priority transport infrastructure project. This is stated in the current and in the proposal for new EU-guidelines for TEN-T. The aim of the project is to contribute to the achievement of the above-mentioned political goals by building and upgrading roads, railways and maritime infrastructure between the Nordic countries. This is thought to improve the passenger and freight transports within the Nordic region but also to central Europe, the Baltic countries and Russia. The western leg of the Nordic Triangle, i.e. the corridor Oslo-Gothenburg-Copenhagen, has been of interest since the 1980s when a continuous motorway, high-speed railways and fixed links over/under the Oresund and the Fehmarn Belt were proposed by the European Round Table of Industrialists. The aim of the infrastructure package was to improve the transport infrastructure in the corridor, and via the above-mentioned tunnel/bridge projects, receive fixed links to central Europe. The majority of these plans have been implemented but some remain unrealized, including the railways, whose planning is complicated by the fact that the national borders poses challenges and obstacles to the realization of this cross-border infrastructure project. The aim of this paper has been to identify and analyze these challenges and obstacles, and provide proposals on how to restrain and mitigate them. Based on institutional theory and transaction cost theory it was found that the lack of coordination and internationalization in transport infrastructure planning, are two key factors, that explains why the countries in question have not managed to plan and build a continuous and sufficient railway. In order to restrain and mitigate these challenges and obstacles in an efficient way, one must consider to take greater account of cross-border planning in organizational and governance models for the transport infrastructure sector. The fact that the current institutional framework for the provision of transport infrastructure seems to give rise to high transaction costs, that impede or prevent efficient cross-border planning, makes this reasoning even more relevant. An organizational solution that is discussed is the formation of a transnational Scandinavian Transport Administration.

<p>Sensation threshold assessment is an important component of physical assessment. Current literature has either limited information on the clinical measurement properties of sensory threshold tests, or has demonstrated concerns in reliability, validity, responsiveness and/or clinical utility. The Ten Test (TT) is an easy and quantifiable test of moving light touch sensation requiring no equipment, however; evidence regarding its reliability and validity are limited. In this thesis, I explored the test-retest reliability and concurrent validity of the Ten Test. I also developed a new, visual version of the Ten Test which was assessed for concurrent validity and patient preferences. The results showed that the Ten Test has excellent test-retest reliability (ICC: 0.83 – 0.91), with acceptable minimal detectable change scores (MDC90 = 1.57 – 2.15). Ten Test scores did not correlate with current perception threshold or vibration perception threshold scores. The visual version of the Ten Test demonstrated high concurrent validity to the original version of the Ten Test (Spearman’s rank correlation coefficient r = 0.74 – 0.90), and was preferred by participants (85.7%).</p> / Master of Science Rehabilitation Science (MSc)

Taluppfattning är grundläggande för all matematisk utveckling. I denna rapport har vi valt att analysera två olika läromedel i matematik för årskurs 1 och 2. Syftet med rapporten var att undersöka hur taluppfattning hanteras i de båda läromedlen samt vilka kognitiva nivåer (grundat på Blooms taxonomi) som stimuleras. Vi hade även för avsikt att undersöka omfattningen av konkretisering i de analyserade läromedlen. En del av vårt syfte var även att jämföra dessa två för att ta reda på om det förekommer skillnader/likheter läromedlen emellan. För att uppnå vårt syfte har vi tagit fram ett analysverktyg som vi hade till vår hjälp vid analysen. Analysverktyget har vi grundat på det centrala innehållet i Lgr11 (2011) i kombination med Blooms taxonomi. Datainsamlingsmetoden som vi använt oss av är av kvalitativ art. Resultatet är presenterat i tabeller och diagram som visar att området taluppfattning hanteras olika i de båda läromedlen, den kognitiva nivån som stimuleras mest är Förståelse. En slutsats som vi har dragit av resultatet är att det finns fler skillnader än likheter.

This is an action research study which focuses on a didactical model founded on base ten decomposition as an algorithm for performing division on naturals. Base ten decomposition is used to enhance the algebraic structure of division on naturals in an attempt to cross the cognitive divide that currently exists between arithmetic long division on naturals and algebraic long division on polynomials. The didactical model that is proposed and implemented comprises three different phases and was implemented over five one hour lessons. Learners’ work and responses which were monitored over a fiveday period is discussed in this report. The structure of the arithmetic long division on naturals formed the conceptual basis from which shorter methods of algebraic long division on polynomials were introduced. These methods were discussed in class and reported on in this study.

Tato práce se zabývá rozvojem dopravní infrastruktury Ústeckého kraje a využitím fondů EU pro její spolufinancování. V první části práce je podána základní charakteristika kraje s podrobným popisem celé sítě jeho dopravní infrastruktury. Následuje vyhodnocení dopravní infrastruktury a analýza potřeb jejího rozvoje s výběrem několika klíčových projektů. Třetí kapitola poskytuje přehled finančních nástrojů rozvoje dopravní infrastruktury využívaných v ČR, největší část je věnována fondům EU a operačním programům v období 2004-2006. Ve čtvrté kapitole jsou pak popsány konkrétní projekty podporované fondy EU v Ústeckém kraji s celkovou analýzou využití prostředků EU v období 2004-2006. Nakonec pátá kapitola ozřejmí velký potenciál programovacího období 2007-2013 pro rozvoji dopravní infrastruktury. Možnosti využití operačních programů jsou nastíněny na potenciálních projektech v Ústeckém kraji.

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This study examines Midwestern collegiate and metropolitan newspapers to explore the differences in writing about disability language, terminology and tone. Specifically, this study focused on whether referential language and tone about people with disabilities differs depending on the source of the newspaper. Data from six metropolitan papers and eight collegiate papers over forty randomly selected dates in the year 2014 was collected. The metropolitan newspapers analyzed were The Chicago Tribune, The Indianapolis Star, The Des Moines Register, Detroit Free Press, Omaha World-Herald, and the Journal Sentinel. The collegiate newspapers examined were The Daily Illini, Indiana Daily Student, The Daily Iowan, The Michigan Daily, The State News, Daily Nebraskan, The Exponent, and The Badger Herald. A list of key search terms was electronically searched in each newspaper and articles that fell on the forty dates were saved and analyzed. Each term that appeared in the article was evaluated on a Likert scale for language use and tone; the total number of pages of each article was also calculated. Statistical tests used were T-Tests and analysis of covariance (ANCOVAR). A visual analysis was also conducted using an online word generator called Wordle. The results indicated that metropolitan papers used more preferred disability language than their collegiate counterparts. Both sources used an informational tone when referencing people with disabilities. Page length differences were statistically insignificant. Specific words repeatedly appeared throughout both newspaper sources: mental, disabilities, crazy, health and illness. While metropolitan papers also displayed preference for the following terms: elderly, elder, people, wheelchair, and older adults. Collegiate newspapers highlighted these terms: students, insane, madness, elderly and wheelchair. An implication of the study is that the media sources selected represented people with disabilities in an informational tone rather than a sensationalistic manner. However, disability language needs to continue to improve and become more sensitive to people with disabilities and professionals who work with them.

Syfte Syftet med detta arbete är att beskriva och analysera hur Company TEN bygger och kommunicerar sitt varumärke och hur de uppfattas av andra företag. Avsikten är att även beskriva och analysera hur företagets nätverksrelationer används och bidrar till varumärkesmarknadsföringen. Med detta syfte utvecklades även två forskningsfrågor: Hur kan ett litet bolag bygga upp ett starkt varumärke och image i musikbranschen? Hur sköter och nyttjar ett litet bolag nätverksrelationer gentemot andra företag för att bygga upp ett starkt varumärke i musikbranschen?   Metod Denna uppsats är av en kvalitativ fallstudieundersökning med något av en abduktiv karaktär. Fallstudieföretaget jag valt är Company TEN, ett mindre musikbolag som arbetar med 360-avtal. Jag har genomfört sex intervjuer, varav tre är med anställda inom företaget och tre är med intressenter till företaget. Fem av dessa genomfördes face-to-face och en via Skype.   Slutsatser Genom den empiriska analysen samt i slutdiskussionen framkommer vad som är vitalt för att skapa ett starkt varumärke – varumärkesidentitet och positionering. Company TEN har haft en klar vision sedan start, men vad som kunnat identifieras är att företaget inte nyttjat profilen de skapat, det nätverk som finns samt utvecklingen av den virtuella världen, tillräckligt väl för att tillåta det egna varumärket växa. Företaget kan, efter tio år, påverka hur pass väl deras varumärke kommuniceras på marknaden, både via en varumärkesstrategi, nätverket som skapats samt i den virtuella världen.   Nyckelord: Varumärke, identitet, positionering, nätverk, virtuella världen, kommunikation, varumärkesstrategi. / The purpose of this work is to describe and analyze how Company TEN built and communicate their brand and how they are perceived by other companies. And the intention is to describe and analyze how corporate network relationships are used and contributes to their brand marketing. With this aim I’ve developed two research questions: • How can a small company build a strong brand and image in the music industry? • How can a small company manage and use their network relationships with other companies to build a strong brand in the music industry? This paper is a qualitative case study investigation with somewhat of an abductive nature. The company I have chosen to study is Company TEN, a small music company that works with 360 contracts. I have conducted six interviews, three of the employees within the company and three's with stakeholders of the company. Five of these were conducted face-to-face and one via Skype. Through the empirical analysis, and in the final debate it’s revealed what is vital to create a strong brand - brand identity and positioning. Company TEN has had a clear vision from the start, but what has been identified is that they have not been able to use the profile they have created, the network's and the development of the virtual world, well enough to allow the own brand to grow. The company can, after ten years, affect how well their brand is communicated in the market, both through a brand strategy, through the network created and in the virtual world with all its possibilites.

The Cordilleran Orogen affected majority of the western margin of ancient continental North America in the Cretaceous, which is well recorded in the Foreland Belt. The Mackenzie Mountains fold-and-thrust belt is located primarily in the westernmost Northwest Territories and easternmost Yukon Territory in northern Canada. The mountains are often described as the northern extension of the Rocky Mountains to the south which are one of the world’s best examples of a thin-skinned fold-and-thrust belt. Within the Mackenzie Mountains, Neo-Proterozoic through Cretaceous sedimentary rocks record the Laramide aged deformation, with a range of structures that vary in size and complexity. Previous mapping by the Geological Survey of Canada produced a series of reconnaissance maps that are still in use today, many of which are available in only black and white. This study is focused on a part of the 1:250 000 scale NTS 106A Mount Eduni map sheet from Geological Survey of Canada reconnaissance mapping in 1974. The study involved re-mapping a large panel at 1:50 000 scale to better understand the structural geometry, regional shortening and the depth of the underlying detachment level. Through systematic geologic mapping and structural analyses, this study presents a balanced regional cross-section, numerous serial cross-sections and a detailed geologic map of the study area, the Ten Stone Ranges Structural Complex. The serial cross-sections were used to define the geometry of the Cache Lake Fold, a large fault-bend-fold system that involves a folded thrust fault and complicated subsurface geometry. In addition to this, the sections confirmed that the TSRSC is a transfer zone whereby a series of thrust faults and décollement folds are responsible for much of the displacement and shortening in the Mount Eduni map sheet. The balanced regional cross-section was constructed across a number of key structural elements, in particular the Plateau Fault, a regional structure with a > 250 kilometer strike length and the subject of much debate as to its geometry. In addition to this structure, the cross-section transects the Cache Lake Fold and the Shattered Range Anticline, a regional box shaped anticline that was used for a “depth to detachment” calculation. By examining the regional detachment level estimated from the balanced cross-section and calculating the detachment depth using the Shattered Range Anticline the detachment depth was found to be – 11.3 kilometers below the current erosional level. This study is the first structural analyses of the Mount Eduni map sheet, particularly the Ten Stone Ranges Structural Complex, and has resulted in an estimate of the detachment depth for the area, a shortening estimate of > 7 kilometers across the 50 kilometer line of section and a displacement estimate for the Plateau Thrust of > 20 kilometers.