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Societal spheres in the light of history A division of society into statecraft, economy, and civil society is found in Plato's Republic. Its theoretical base is the differentiated and sometimes contradictory norms for these spheres. The mainstream of European structuration is traced from the 'two swords' - state and church - that structured western European society in the Middle Ages to the six societal spheres (or cardinal institutions) of society - the economy, government, science, religion, ethics, and art - that are visible today. Each maintain a large measure of independence (Weber's Eigengesetzlichkeit). Each is dependent on a special type of freedom: civic liberties, free trade, academic freedom, religious toleration, the right to follow one's conscience, artistic license. The paper pauses in this differentiation process at special junctures: the English revolution, the emergence of the Latin American and North American societies, the evolution of modem society as an underpinning of democracy, the emergence of the European Union, and the post-Communist Central and Eastern Europe. ; Sociologisk Forsknings digitala arkiv

This study starts out with the hypothesis that the integration process in Europe is connected to cross-border régionalisation, a process which supports the institutionalization of subnational cross-border cooperation - region-building. Cross-border régionalisation is characterized by the decentralisation of vertical links and enhanced opportunities for horizontal links across state borders. In addition, political integration is expected to have some impact on the cross-border institutional forms that emerge at the subnational level. Three different approaches are utilized in order to establish the empirical connection between political integration and region-building. These are: an analysis of the factors which determine the general pattern of cross-border cooperation in Europe, an analysis of the policy network related to the regional and structural policies of the European Union (EU), and case studies of cooperation in the heartland of Europe, the Regio Basiliensis along the external border of the EU, and the EUREGIO along one of the internal borders. Two institutional factors are found to have a significant impact on the number of subnational cross-border cooperations, EU-membership and centrality. Federal constitution was shown not to be significant. It is suggested that the interaction between actors at different politico- administrative levels creates network relations, which typically bring both private and public actors together. More precisely, region-building is described as the outcome of the interaction which takes place between actors. A closer examination of the emerging policy network shows that community initiatives, the Interreg-programme in particular, improve the prospects for multi­level interaction. The EU plays a crucial role in providing the incentives for cooperation by increasing resource dependency and by establishing direct ties between the European Commission and a large number of subnational actors through partnerships. It appears as if the Commission wishes to demonstrate its capacity to deal with problems relevant to individual citizens. By, in part, bypassing central governments, it seems to increase its own importance vis- à-vis member states. The modus vivendi of cross-border region-building and régionalisation is the degree to which institutional actors at different levels share the same objectives. As shown by the case studies, there is a common interest in cross-border cooperation up to the point were public statues are introduced. Interests seem to coincide as long as the structures and contents of cross-border cooperation do not ultimately challenge the authority of state institutions. Therefore, it is not surprising that it seems impossible to give cross-border regions any rights under international law. Functional cooperation, rather than regionalist manifestations of cultural or political unity across borders, constitutes the backbone of region-building. Activities transcending borders are less controversial than those that may contribute to the establishment of new borders. It is concluded that region-building is a process which is embedded in the institutionalization of a multi-level interaction pattern. More favourable multilevel relations have been achieved through the transfer of some authority to the supranational level. This is the main reason why traditional integration theory fails to explain why there is a connection between political integration and cross-border cooperation. ; digitalisering@umu

When animals are exposed to a novel situation such as transportation, they react by eliciting certain physiological and behavioural functions in order to cope with the situation. These changes can be measured to indicate how much stress the animal is suffering. Physiological stress indicators often measured in animal transport research include changes in heart rate, live-weight, cortisol levels, and blood composition including electrolytes, metabolites and enzymes (Broom and Johnson, 1993). Animal behavioural stress indicators include struggling, vocalisation, kicking or biting, hunching of the back, urination, defecation and recumbence (Broom et al. 1996; Gregory, 1998). Meat quality parameters post mortem can also help to indicate stress levels in animals (Grandin, 1990; Gregory, 1998). These include incidence of bruising and DFD in all farm animal species and PSE in pigs. Mortality is also an obvious indicator of poor welfare. Combined aspects of transport that contribute to causing stress in livestock include loading and unloading procedures, close proximity to stock handlers, water/feed deprivation, noise, riding in a truck, mixing with other animals and being forced into unfamiliar environments. The responses of stock to these conditions will depend on the animal's genetically controlled adaptability, physical condition and its previous handling experiences (Gross and Siegel, 1993). Factors such as the adequate preparation of animals for transport, controlled prior access to feed and water, minimal disruption to social groups, considerate animal handling skills, adequate handling and transport facilities including good ventilation in trucks, and careful driving technique are major areas that dictate the standard of animal transport. For example, considerations for pigs should include a pre-transport fasting period which balances the requirement to avoid hunger, travel sickness and deaths. Breeding and selecting for more stress-resistant genotypes of pigs can improve the welfare by reducing mortality and the metabolic consequences of transport stress. Other factors influencing animal transport include farm size and country size. For example, livestock transport in Scandinavia involves transport vehicles travelling to more than one farm in order to fill a vehicle. In Australia often one farm pick up can fill a truck, and although the distances may be much longer to the abattoir, it will be more direct. The market demand dictates the type of animals transported. For example the veal trade in Europe demands young live calves to be transported over long distances from northern countries which supply it to the southern countries which demand it. This trade exists in live animals rather than meat because the demanding countries further fatten and slaughter these animals specific to their needs. The industry set up influences the standard of animal transport in different countries. For example in countries where industries are vertically integrated consisting of producer-owned slaughter plant co-operatives (Sweden and Denmark), producers are paid according to slaughter weight and lean meat percentage, therefore there is more consistent quality control measures in place. In Australia the marketing system is such that it provides no economic incentive to reduce losses. Greater public awareness of animal welfare seems to be increasing in western countries, and as a result there is more pressure on the livestock industry to adopt better standards for the farming, handling, transport and slaughter of animals. The transport of livestock in Australia continues to be under increased scrutiny from overseas markets and animal welfare groups. In the European Union (EU), public pressure has been a successful instigator to the drafting and continued improvement of comprehensive legislation for animal transport. EU animal transport laws cover aspects such as minimum design standards for livestock vehicles (including ventilation controls), maximum journey lengths before resting intervals, stocking rates, what animals are considered as fit to travel, and general handling and care requirements of animals in transport. These laws are causing debate between northern and southern countries in areas such as maximum journey lengths and vehicle design standards. Some countries such as the UK have also gone to a great effort to adjust national laws in order to incorporate EU transport laws, but countries such as Spain and Italy have not. Typically it is these countries that more often have poor standards of animal welfare, and the welfare of farmed animals has historically been of low priority (Schmidt, 1995). When and how these countries will adopt the comprehensive EU animal transport regulations, continues to be an unanswered and politically sensitive question between EU member states.