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In this volume of studies, Animal: Moments of Affect, Moments of Pain, eight ethnologists apply a cultural perspective to people's varied and complex relationships with other species. The contributions focus on wild animals, that is, those that are rarely found in the authors' immediate vicinity. Based on ongoing research, the articles discuss themes such as conflicts and joys in the birdwatching world, charismatic animals in various exhibition contexts, children's fears, morbid animal jokes and the ritual transformation of living animals into edible meat. The texts range from the tender, comical and cute to death and existential vulnerability. The book begins with the editors presenting an overview of how animals have been produced, noticed and studied in a mostly Nordic humanistic research context. Then the articles follow. Based on the idea of affective logic, Elin Lundquist follows the on-site monitoring of the bird hunting that takes place annually in Malta. Mattias Frihammar uses observations at a wilderness gallery with taxidermied animals to reflect on local identity. Lars Kaijser examines the ambivalent and conflicted portrayal of sharks in public aquariums. Sverker Hyltén-Cavallius writes about the death of extinct animals and how this is displayed in natural history museums. Susanne Nylund Skog examines birdwatchers' stories as an expression of collecting and as a way of manifesting status. With lobster cartoons as a starting point, Simon Ekström shows how these depict both animal rights issues and human anxiety. Helena Hörnfeldt investigates animal fear and the diffuse boundary between humans and animals. Proceeding from different depictions of slaughter and the preparation of meat, Michelle Zethson problematizes how some animals are made edible. The volume ends with an epilogue by the editors commenting on the findings.

Studien redovisar den tredje mätningen som följer upp förändringar av trafikanternas hastighetsval och hastighetsefterlevnad på det kommunala huvudvägnätet i tätort. Resultaten visar att de genomsnittliga reshastigheterna ligger under gällande hastighetsgräns, men att bristande hastighetsefterlevnad fortfarande är ett problem. År 2009 fattades ett riksdagsbeslut som innebar ett mål att antalet dödade i vägtrafiken skulle halveras mellan åren 2007 och 2020. En av indikatorerna för att följa utvecklingen är "hastighetsefterlevnad på det kommunala vägnätet". Ett delmål är att minst 80 procent av trafikarbetet ska ske inom gällande hastighetsgräns. År 2012 var startår för mätserien och under 2015 genomfördes den tredje uppföljande mätningen. ; In 2009 the Swedish Parliament passed a resolution stating that by 2020 the number of fatalities from road traffic crashes should be reduced to half the level in 2007. This corresponds to a maximum of 220 deaths in 2020. In order to monitor progress toward this goal, yearly national follow-up studies are conducted to examine trends in the numbers of people killed and severely injured, along with a number of indicators. One of these indicators is speed limit compliance on the municipality streets; the milestone here is to have at least 80 per cent of all traffic travelling within the speed limit. The aim of the present study is to report the changes between the years 2014 and 2015 concerning driver speed levels and speed limit compliance on the main municipality streets. The annual measurement series started in year 2012 and with the measurement series from 2015, this third follow-up was performed.

The oldest unit of land assessment in Sweden is the attung (lat. octonarius). It is first mentioned in written documents from the late 12th century. When, where and why it was introduced has been much discussed. In this study an investigation of documents mentioning the attung until 1376 is presented together with a statistical processing of data from an earlier work (Dovring 1947). The distribution of land assessed in this unit is restricted to the south-eastern part of the medieval Swedish kingdom. According to an evaluation of some records not discussed before in this context the taxation of real estates in attung units dates from the late 11th century. Most probably the original purpose of the taxation was to create an adequate base for the military levy system. Several indications show that the attung originally corresponded to one family's normal holding of land. The usefulness of the attung for other purposes was soon realised. Besides taxes it also became the base for tenant's land rent, tithes to a particular hospital, compensation for plowing of fallow fields but also for the subdivision of common fields on a pro rata basis. The right to an easement could also be connected to the attung. At the same time a subdivision of the attung unit in several fractions was created which facilitated the trading of landed property. A drastic fall in prices on real estates assessed in the attung unit is observable just after the Black Death. The overall conclusion is that the multi functionality of the attung was something that developed gradually in response to socio-legal ideas from the continent as well as progress in domestic agricultural technology, economy and society.

Three tense events involving the US Army and the Kiowa, Comanche and Apache nations in Oklahoma in the decades after the end of the Great Plains Wars seemed destined to end in violence: The Ghost Dance in 1890−91, the death of three Kiowa boys in a blizzard in 1891 and the transfer of Geronimo and around three hundred Chiricahua Apache Indians to Oklahoma in 1895. In all of these events a US Cavalry officer, Hugh Lenox Scott, played a key role as a soldier-diplomat. Through his linguistic skills and inter-cultural competence, Scott, assisted by Iseeo, a Kiowa army scout and close friend of Scott's, managed to prevent the three situations from erupting in violence. These outcomes are in stark contrast to what happened around the same time in the Northern Plains, where violence erupted on several occasions, most conspicuously at Wounded Knee in December 1890, when US troops killed between 150 and 200 Lakota Indians. The purpose of this micro historical study is to highlight how the military, in concrete action, could promote peace and development in their dealings with American Indians and to explore the significance of personal relations, tolerance and trust for the maintenance of peace. These factors were crucial for the more peaceful development on the Southern Plains compared with in the north. In promoting peace, moreover, Scott not only acted as a diplomat in relation to the Indians; he also successfully advised his superior commanders not to send troops into the field in order to uphold order and quell any possible unrest. Such deployment of troops, Scott was convinced, was like putting a keg of gunpowder in front of an open fire and risked sparking uncontrolled and lethal violence between the soldiers and the Indians, to the detriment of the latter, as happened at Wounded Knee. Based on his long service as a soldier-diplomat, Scott later in life developed a general theory about the military as a peacemaking institution. According to Scott, it was politicians and the people who made war and the task of the military was to conquer the peace. His styling of the US soldier as the "harbinger of peace and mercy", however, depended on Scott ignoring the many instances when the US military had failed to maintain peace and order, both in relation to the American Indians and in colonies overseas. ; Förmedlare i imperialistisk expansion: Möten och kontakter i USA:s gränsland (1876−1916)

The IENE 2014 conference puts emphasis on the "greening" of transport infrastructure: both in respect to a wiser use of marginal infrastructure habitats to favour biodiversity and certain ecosys- tem services, and in respect to a more permeable and safer infrastructure that minimises the direct impact on wildlife. Transportation and infrastructure are recognised as signi cant drivers in the global loss of biodiverity. Their impacts on nature are well described and there is ample evidence for the negative effects of traffic and transportation infrastructure on nature. Even though roads and railroads may occupy but a small proportion of an area, they a ect the entire landscape, cause the death of millions of wild animals, and disturb surrounding habitats through pollution, noise and alien species. The overall impact is evident, but there are means to minimise the pressure, to adjust infrastructure facilities and, to some degree, introduce beneficial services for wildlife. Such measures can and should be implemented as a standard in infrastructure development and maintenance. Knowledge about their functionality and e cacy is, however, not always satisfying. Technical innovations and new mitigation concepts need to be tested and evaluated. Their func- tionality and e ectiveness also depends on the interplay between the transport sector and other sectors of society. Communication, knowledge transfer, and public education are just as essential here, as legal frameworks, policy, technical development and environmental science. European policy (e.g., Green Infrastructure) is developing clearly in this direction, recognizing the transport sector and transportation facilities as important players in the endeavour towards a greener and sustainable future. Obviously, this calls for international collaboration in research and practice, for enhanced exchange of knowledge between disciplines, and for the development of harmonised standards and pro- cedures that can be referred to by international actors. IENE provides this interdisciplinary arena through its conferences and workshops. The IENE 2014 international conference emphasises that transport infrastructure can be planned and designed as an ecologically well-adopted, safe and e cient system, while acknowledging that certain impacts can never be avoided. IENE, together with the Swedish Transport Administration, the Swedish University of Agricultural Sciences, the Danish Road Directorate and numerous other partners, invites scientists, practitioners and planners, governmental agencies and private companies, NGO's and anybody with an interest in the above to the IENE 2014 conference in Sweden. We welcome new partner- and sponsorships and o er a well-approved and international network for communication and presentation.

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.