Suchergebnisse

Biodiversity loss can degrade ecosystems and impactthe ability of ecosystems to contribute to people. The last 20 years of ecosystem service research has increased society's interest in fighting the consequences of ecosystem degradation. During the last decades, attitudes towards conservation have been shaped in many ways. According to Mace (2014), "nature for itself" was a key principle during 1960s–1970s supporting concepts such as protected and wilderness areas. Human pressures on nature during the 1980s and early 1990s resulted in extinctions, habitat loss, and pollution, which made it urgent to act for"nature despite of people". That period was followed by a "nature for people" period, in which biodiversity challenges were mainstreamed via concepts such as ecosystem approach, ecosystem services and economic values. The latest paradigm, which was developed by Mace (2014) is called "people and nature". Key concepts in conservation circles include environmental change, resilience, adaptability and socio-ecological systems. Several assessments of the state and trends of biodiversity, ecosystems and ecosystem services have been carried out via various initiatives, such as Millennium Ecosystem Assessment (MA, 2005), followed by the Economics of Ecosystems and Biodiversity (TEEB) assessments and the Aichi biodiversity targets of the Convention on Biological Diversity (CBD). In Europe, Mapping and Assessment of Ecosystems and their Services (MAES) has generated a lot of new knowledge on the quantification of ecosystem services and use of this information in decision-making. Today, more and more open data is available through research infrastructures, for example, remote sensing data through the Copernicus programme of the European Union and European Space Agency. Naturebased solutions and green and blue infrastructure are becoming popular in landscape planning and highlight different aspects of the socio-ecological (synon. coupled human-environment) systems and their sustainable management. The most significant attempt to highlight the importance of biodiversity and ecosystem services globally, has been the establishment of the Intergovernmental Science-Policy Platform on Biodiversity and Ecosystem Services (IPBES). IPBES has launched a series of thematic and geographical assessments. The European and Central Asian regional assessment has been ongoing parallel to this Nordic IPBES-like assessment that has focused on coastal ecosystems and their services. This assessment covers the Nordic countries, i.e. Denmark, Finland, Iceland, Norway and Sweden, and autonomous areas such as Åland, Faroe Islands and Greenland, which are a unique "biocultural" piece of Earth with unique nature values and well-established societies.

After years of various forms of cooperation between the government and various opposition parties, the Swedish parliamentary elections in 2002 resulted in a contact between the Social-democratic minority government, the Left Party, Vänsterpartiet, and the Green Party, Miljöpartiet de Gröna. The political issues included were specified in a 121 points programme, and the cooperation parties established two cooperation offices within the Swedish government administration. The cooperation offices consist of eight full time appointments as political advisors each. There are several reasons to put attention to this developed form of contact parliamentarism. The cooperation offices constitute a new form of coordination between a government and its cooperation parties, which contrasts the norm. In addition, the cooperation offices change the organization of the government administration whereby important aspects of the highly institutionalized culture in the ministries can supposedly have been affected. Thirdly, it is of importance to the representative democracy if parties that are not in a government position, and therefore cannot be held responsible, turns out to have a great deal of influence and many possibilities to affect, or even set, the political agenda. This paper describes how the cooperation offices are organised, and, secondly, discusses the consequences of the establishment of these offices for the government administration as such, but also for the parliamentary chain of governance as a whole. The conclusion is that this form of developed contract parliamentarism can break the parliamentary chain in several ways. The contract has resulted in an increase of resources in terms of economy, information and informal contacts for the two cooperation parties. The cooperation offices have also given the Left Party and the Green Party increased knowledge and experience of the government administration. The contract has, in this sense, given the cooperation parties larger influence than perhaps can be justified by their representation in parliament. ; Regeringskansliet och samhällets organisering

Sustainable approaches for waste management and sanitation are key to deal with the environmental and health challenges that growing urbanization is creating around the world. Implementing systems that allow to reuse resources contained in the organic waste streams (OWS) is an approach that can bring many benefits, especially in low-medium income areas as the Latin American and Caribbean region, where excreta, wastewater, and waste are not properly managed. The transformation towards these systems requires not only technological changes, but also changes in the way that urban waste and wastewater are governed. The aim of this study was to assess the capacity of the town of Chía (Colombia) to govern the transition towards resource-oriented sanitation and waste management systems. The Governance Capacity Framework (GCF) was used as a method to evaluate the governance capacity of the town to implement these systems. The assessment revealed that the capacity of Chía to govern the implementation of resource-oriented sanitation and waste management systems was low. Furthermore, governance factors that could be hindering the implementation of these systems were identified. Low level of knowledge of resource recovery from OWS in the public spheres, insufficient collaboration and communication across sectors and institutions that had competences on waste management and sanitation, short-term vision within the local decision-making processes and insufficient incentives to support local entrepreneurship on circular economy. Despite these challenges, analysis also revealed the existence of public-private partnerships and entrepreneurs working in successful initiatives linked with resource-oriented systems in Chía and other towns of Cundinamarca county. The study concluded that in Chía there was a gap between local initiatives of resource recovery from OWS that brought environmental, economic, and social benefits at small scale and its inclusion in the local and regional governance systems. Findings of this study touches upon many governance aspects such as knowledge, legislation, financing and even culture. Further research is needed to look closer to each of those and make concrete, feasible and effective proposals that bring change with a long-term sustainability vision. Finally, when analysing the results of the evaluation and making future proposals, strengths, and shortcomings of applying the GCF as an analytical tool for a specific case study like Chía need to be considered.

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.

En hållbar utveckling innebär att samhällets begränsade resurser används på ett effektivt sätt med hänsyn tagen till sociala, ekonomiska och miljömässiga konsekvenser. För att uppnå önskade samhällsmål på ett effektivt sätt behöver olika aspekter vägas in vid utformning av styrmedel. Inom EU föregås beslut om regleringar av en så kallad Regleringskonsekvensbeskrivning (Regulatory Impact Assessment) där samhällsekonomisk analys ingår. Forskning och olika utredningar har visat att Sverige saknar en etablerad praxis för att genomföra denna typ av konsekvensanalyser på miljö, men även energi- och transportområdet. I detta projekt är syftet att undersöka hur Sverige arbetar med de analyser av detta slag som genomförs inom EU inför förhandlingar men också att studera orsaker till att de används eller inte används. Fokus ligger på förutsättningar inom en myndighet, men även vilken betydelse som tjänstemän har för vilka underlag som tas fram inför beslut om utformning av regleringar/styrmedel. Den övergripande slutsats som kan dras av de tre delstudierna som ingått i projektet, samt diskussionen på avslutningsseminariet, är att detta inte är ett etablerat arbetssätt i det svenska förvaltningssystemet. Detta kan förklaras av brist på kompetens, en etablerad misstro, målstyrning samt avsaknad av ett institutionellt ramverk för när och hur denna typ av bredare konsekvensanalyser ska genomföras. Vid avslutningsseminariet framkom att Naturvårdsverket nu arbetar med en vägledning för att hjälpa tjänstemän att i ett tidigt skede analysera om det finns behov av regleringar från samhällets sida, att inleda arbetet med att ställa frågan "Vad är problemet?". Vi bedömer att detta är ett steg i rätt riktning men ser också att de nationalekonomer som arbetar ute på myndigheter ofta är ensamma eller väldigt få och därmed kan behöva olika former av stöd för att kunna utveckla arbetet med denna typ av, ofta komplexa, analyser på sin myndighet. ; Sustainable development implies that society's limited resources should be used efficiently, taking into account the various impacts on society – social, economic and environmental. To achieve established societal goals efficiently, various aspects have to be accounted for in the design of policy measures. Within the EU a Regulatory Impact Assessment, where a cost-benefit analysis is included, needs to accompany all major regulatory initiatives. According to research and different policy assessment, Sweden lacks an established praxis regarding this type of analysis in the area of environmental policy but also in the field of energy and transport. The purpose of this project is to investigate how Sweden uses this type of information in the negotiations that take place within the EU regarding policy proposals but also investigate the reasons for use or non-use. The focus is on what role the organization and the bureaucrats play for the collection of this type of information. The overall conclusion that can be drawn from the three sub-studies included in the project, as well as the discussion at the closing seminar, is that this is not an established way of working in the Swedish government system. This can be explained by lack of competence, an established mistrust, management by objectives and lack of an institutional framework for when and how this type of broader impact assessment is to be conducted. At the closing seminar, the Swedish Environmental Protection Agency presented that it is now working on a guide to help officials to analyze at an early stage whether there is a need for regulation by society, to initiate the work by asking the question "What is the problem?". We think that this is a step in the right direction, but we also see that the economists working out in government are often alone or very few and may therefore need different forms of support to develop the work on this kind of, often complex, analysis.

En hållbar utveckling innebär att samhällets begränsade resurser används på ett effektivt sätt med hänsyn tagen till sociala, ekonomiska och miljömässiga konsekvenser. För att uppnå önskade samhällsmål på ett effektivt sätt behöver olika aspekter vägas in vid utformning av styrmedel. Inom EU föregås beslut om regleringar av en så kallad Regleringskonsekvensbeskrivning (Regulatory Impact Assessment) där samhällsekonomisk analys ingår. Forskning och olika utredningar har visat att Sverige saknar en etablerad praxis för att genomföra denna typ av konsekvensanalyser på miljö, men även energi- och transportområdet. I detta projekt är syftet att undersöka hur Sverige arbetar med de analyser av detta slag som genomförs inom EU inför förhandlingar men också att studera orsaker till att de används eller inte används. Fokus ligger på förutsättningar inom en myndighet, men även vilken betydelse som tjänstemän har för vilka underlag som tas fram inför beslut om utformning av regleringar/styrmedel. Den övergripande slutsats som kan dras av de tre delstudierna som ingått i projektet, samt diskussionen på avslutningsseminariet, är att detta inte är ett etablerat arbetssätt i det svenska förvaltningssystemet. Detta kan förklaras av brist på kompetens, en etablerad misstro, målstyrning samt avsaknad av ett institutionellt ramverk för när och hur denna typ av bredare konsekvensanalyser ska genomföras. Vid avslutningsseminariet framkom att Naturvårdsverket nu arbetar med en vägledning för att hjälpa tjänstemän att i ett tidigt skede analysera om det finns behov av regleringar från samhällets sida, att inleda arbetet med att ställa frågan "Vad är problemet?". Vi bedömer att detta är ett steg i rätt riktning men ser också att de nationalekonomer som arbetar ute på myndigheter ofta är ensamma eller väldigt få och därmed kan behöva olika former av stöd för att kunna utveckla arbetet med denna typ av, ofta komplexa, analyser på sin myndighet. ; Sustainable development implies that society's limited resources should be used efficiently, taking into account the various impacts on society – social, economic and environmental. To achieve established societal goals efficiently, various aspects have to be accounted for in the design of policy measures. Within the EU a Regulatory Impact Assessment, where a cost-benefit analysis is included, needs to accompany all major regulatory initiatives. According to research and different policy assessment, Sweden lacks an established praxis regarding this type of analysis in the area of environmental policy but also in the field of energy and transport. The purpose of this project is to investigate how Sweden uses this type of information in the negotiations that take place within the EU regarding policy proposals but also investigate the reasons for use or non-use. The focus is on what role the organization and the bureaucrats play for the collection of this type of information. The overall conclusion that can be drawn from the three sub-studies included in the project, as well as the discussion at the closing seminar, is that this is not an established way of working in the Swedish government system. This can be explained by lack of competence, an established mistrust, management by objectives and lack of an institutional framework for when and how this type of broader impact assessment is to be conducted. At the closing seminar, the Swedish Environmental Protection Agency presented that it is now working on a guide to help officials to analyze at an early stage whether there is a need for regulation by society, to initiate the work by asking the question "What is the problem?". We think that this is a step in the right direction, but we also see that the economists working out in government are often alone or very few and may therefore need different forms of support to develop the work on this kind of, often complex, analysis.

En hållbar utveckling innebär att samhällets begränsade resurser används på ett effektivt sätt med hänsyn tagen till sociala, ekonomiska och miljömässiga konsekvenser. För att uppnå önskade samhällsmål på ett effektivt sätt behöver olika aspekter vägas in vid utformning av styrmedel. Inom EU föregås beslut om regleringar av en så kallad Regleringskonsekvensbeskrivning (Regulatory Impact Assessment) där samhällsekonomisk analys ingår. Forskning och olika utredningar har visat att Sverige saknar en etablerad praxis för att genomföra denna typ av konsekvensanalyser på miljö, men även energi- och transportområdet. I detta projekt är syftet att undersöka hur Sverige arbetar med de analyser av detta slag som genomförs inom EU inför förhandlingar men också att studera orsaker till att de används eller inte används. Fokus ligger på förutsättningar inom en myndighet, men även vilken betydelse som tjänstemän har för vilka underlag som tas fram inför beslut om utformning av regleringar/styrmedel. Den övergripande slutsats som kan dras av de tre delstudierna som ingått i projektet, samt diskussionen på avslutningsseminariet, är att detta inte är ett etablerat arbetssätt i det svenska förvaltningssystemet. Detta kan förklaras av brist på kompetens, en etablerad misstro, målstyrning samt avsaknad av ett institutionellt ramverk för när och hur denna typ av bredare konsekvensanalyser ska genomföras. Vid avslutningsseminariet framkom att Naturvårdsverket nu arbetar med en vägledning för att hjälpa tjänstemän att i ett tidigt skede analysera om det finns behov av regleringar från samhällets sida, att inleda arbetet med att ställa frågan "Vad är problemet?". Vi bedömer att detta är ett steg i rätt riktning men ser också att de nationalekonomer som arbetar ute på myndigheter ofta är ensamma eller väldigt få och därmed kan behöva olika former av stöd för att kunna utveckla arbetet med denna typ av, ofta komplexa, analyser på sin myndighet. ; Sustainable development implies that society's limited resources should be used efficiently, taking into account the various impacts on society – social, economic and environmental. To achieve established societal goals efficiently, various aspects have to be accounted for in the design of policy measures. Within the EU a Regulatory Impact Assessment, where a cost-benefit analysis is included, needs to accompany all major regulatory initiatives. According to research and different policy assessment, Sweden lacks an established praxis regarding this type of analysis in the area of environmental policy but also in the field of energy and transport. The purpose of this project is to investigate how Sweden uses this type of information in the negotiations that take place within the EU regarding policy proposals but also investigate the reasons for use or non-use. The focus is on what role the organization and the bureaucrats play for the collection of this type of information. The overall conclusion that can be drawn from the three sub-studies included in the project, as well as the discussion at the closing seminar, is that this is not an established way of working in the Swedish government system. This can be explained by lack of competence, an established mistrust, management by objectives and lack of an institutional framework for when and how this type of broader impact assessment is to be conducted. At the closing seminar, the Swedish Environmental Protection Agency presented that it is now working on a guide to help officials to analyze at an early stage whether there is a need for regulation by society, to initiate the work by asking the question "What is the problem?". We think that this is a step in the right direction, but we also see that the economists working out in government are often alone or very few and may therefore need different forms of support to develop the work on this kind of, often complex, analysis.

This dissertation is about leader development. It focuses on similarities and differences between contents in different in-house leader development programs, and on how these programs are organized. The purpose is to contribute knowledge about leader development in Swedish working life, by describing and analyzing different organizations' ways of doing leader development from a context-actor perspective. Very little research has been undertaken about leader development from a comparative perspective, although leader development is a question of current interest, and can be viewed as a fashion now in the beginning of the 21st century. The context-actor perspective that I use as theoretical point of departure is influenced partly by Bhaskar's transformational model of social activity, partly by institutional theory and the notion of isomorphic processes, containing powers in the context of the organization in combination with local actors. An educational culture is seen as a single organization's specific way to manage leader development. The dissertation is chiefly based on a case study of six organizations' leader development. I have interviewed 13 persons that had the responsibility for creating, carrying out and developing leader development efforts in these organizations. I also studied different documents from these organizations, and observed when actors from one of the organizations met their colleagues from similar organizations for discussions concerning leader development. The analysis of the data has had a distinct feature of abduction, and I used eight constructed aspects and 131 variables when comparing the organizations. My results suggest that the organizations' educational cultures had both overarching similarities and considerable differences. The deeper I probed into the ways in which the organizations did leader development, the more specific details I found. Most of the dissimilarities that appeared in the comparison turned out to be exclusive to specific organizations rather then to groups of organizations. The organizational level appeared as the most important context for shaping the specific characteristic of the different leader development programs. Likewise, the branch level and national level seem to play a central role, but the sector level turned out to be the context with the least importance for the organizations' ways of doing leader development. For the national level it is possible to argue that the similarities the organizations showed may constitute an example of the spirit of the times and everyday talk about leader development that can be found in Swedishworking life. The actors turned out to be part of the organizations' human resources, and they were not seldom human resource managers and women. It was above all these actors that had the responsibility for and organized the leader development. The interplay between the actors and the context can be described in terms of the actors as creators of culture and bearers of culture respectively. There is consequently a potential for both transformation and reproduction as a result of the interplay between the powers that contexts and actors constitute. From the actors' statements it is obvious that they saw themselves as active actors. Overall, the research indicates that it is reasonable to describe an organization's educational culture as a result of how the actors have interacted with different contexts. The existence of certain leader development ideals in Swedish working life is not necessarily a determining factor for how a single actor chooses to work with the leader development in a certain organization, though it depends on the latter.

In this dissertation, the Swedish transport aid constitutes a case study with the aim of empirically testing the presence of institutional path dependency. In New Institutional Economics the concept institutional path dependency is used for analyzing why institutions that do not promote growth are developed even when better solutions are available. In this study, institutional path dependency is defined in the following way: institutional path dependency is when new institutional conditions develop in a way that maintains an economic and social practice within the sector of the economy that the institutional condition regulates. The transport aid was introduced in 1971 and is a part of Swedish regional policy. The transport aid is allocated to certain goods-producing companies in northern Sweden in order to subsidize their cost of transportation. The aim was that these companies would strengthen their ability to compete in markets in southern Sweden and abroad. In order to perform a test of the existence of path dependency, three criteria for path dependence were defined. The first of these criteria is that new institutional conditions arise with a maintained practice within the regulated sector. The second criterion for path dependency is that the institutional condition subsists when there are other alternatives which are better and well-known from the point of view of public economy. A third criterion for path dependency is that an institutional condition is given a new legitimacy when interest groups state new motives for it. The study has shown that a practice from the previous traffic policy has lived on in the institutional condition of the transport aid, through a continued subsidization of the cost of transportation similar to a historical tradition in early railway policy (for example in the Norrland tariff). A relatively large part of the transport aid has in practice been subsidizing transports of relatively unprocessed goods, which was a reason for the criticism that the transport aid received in previous studies. A practice from earlier traffic policy, which entailed leveled costs of transportation, has been difficult to combine in practice with goals from regional policy that have emphasized growth and industrial development. This indicates a path dependent development of the transport aid, since it's practice seems to be related to another "path" than main stream regional policy. Since the transport aid was continuously criticized in parliamentary reports and debates for conserving the economic structure in the support area and for distorting the competition on the transport market, there was probably a certain pressure to change the transport aid or replace it with other measures that were more neutral with regard to competition. This pressure of change was brought to a head in the parliamentary resolution from 1990, when the Government suggested radical changes in the design and organization of the transport aid. The Government bill was however rejected by Parliament, and the transport aid continued in the same form as before. Therefore, the transport aid has not followed changes in regional policy at large, neither with regard to organization nor formal goals, in spite of the fact that both the Government and the officials in the Transport Council (the administrative organization) have urged on an adjustment of the transport aid to fit the general direction of the regional policy at large. If the general direction of the regional policy in the 80s and 90s reflects a more growth oriented economic policy, then the transport aid has resisted institutional change, in spite of the fact that better and more well-known alternatives have existed with regard to promoting growth. The second criterion for institutional path dependency may therefore be considered fulfilled. Interest groups have on several occasions expanded the base for legitimacy of the transport aid by presenting new arguments to support it. One example of expanded legitimacy is that the transport aid was directed towards small and medium-sized companies in the 1980s. Such arguments were not presented when the transport aid was introduced in 1970, but was later emphasized by members of the Center Party and the Social Democratic Party. An interesting aspect of this institutional change is that the new motives also were characterized by ideological preferences for equality, since the transport aid with the help of this change would be able to support small firms in their competition with large firms in the same sector. This supports the assertion that the legitimacy of the transport aid has been derived from informal ideological preferences for equality rather than ideological preferences for growth, though the formal goals for the transport aid have been growth related. The conclusion is consequently that interest groups over time have managed to establish a stronger ideological legitimacy for the transport aid. All three criteria for institutional path dependency can therefore be considered fulfilled in the case of the transport aid. ; digitalisering@umu