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  • 1.
    Andersson, Fredrik
    et al.
    Uppsala universitet.
    Pettersson, Thomas
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för geografi och ekonomisk historia, Ekonomisk historia.
    Between private interests and the state: corporatist strategies in the Swedish railway council, 1902-19672015Ingår i: Journal of Transport History, ISSN 0022-5266, E-ISSN 1759-3999, Vol. 36, nr 2, s. 151-169Artikel i tidskrift (Refereegranskat)
    Abstract [en]

    This study explores the strategies employed by the Swedish Railway Council to influence national railway policy from 1902 to 1967. The Council was a corporatist arrangement and functioned as a broker between industrial and regional interests and the public railways. The results show that though the Council's policy influence in many cases was marginal, there were occasions when the members could use the Council as a tool to influence railway policy, most notably the division of the network into profitable and unprofitable lines, with different forms of government subsidies. The Council's influence increased through a shift in arguments, from a position that tariffs should be high enough to deliver a return on the invested capital, to an emphasis on having tariffs that could support national and regional economic development, even if it created commercial losses. When Swedish transport policy shifted in the 1960s, the Railway Council gradually lost its importance and eventually dissolved.

  • 2.
    Andersson, Fredrik
    et al.
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för ekonomisk historia.
    Pettersson, Thomas
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för ekonomisk historia.
    The vision thing: Actors, decision-making and lock-in effects in Swedish road safety policy since the 1990s2008Rapport (Övrigt vetenskapligt)
    Abstract [en]

    This paper investigates the introduction of and consequences of the “Vision Zero” (Nollvisionen) that was part of a law passed in 1997 and called for a radical reduction of deaths caused by road traffic. We try to answer the question why the Vision Zero has failed to reach its goals for the last ten years. The introduction of the Vision Zero can be explained with a combination of changes in traffic policy and welfare policy, together with a reorganization of the transport sector that created new opportunities for old interest groups. Our main conclusion is that the strong idealistic and visionary political goals in the Vision Zero are in line with a Swedish tradition of over-arching visionary national goals for the transport sector in general. Idealistic goals suppressed critical objections, but at the same time there were insufficient resources for investments and lack of approval for the policy from actors within the sector, which can create lock-in effects and actually prevent effective policies from being implemented. This might explain the relative ineffectiveness of the policy, and the slim chances of the Vision Zero to ever being achieved.

  • 3.
    Andersson-Skog, Lena
    et al.
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för geografi och ekonomisk historia.
    Pettersson, Thomas
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för geografi och ekonomisk historia.
    På spaning efter "informationssamhället": Ekonomisk-historiskt perspektiv på IT-kulten1996Ingår i: Häften för Kritiska Studier, ISSN 0345-4789, Vol. 29, nr 2, s. 26-47Artikel i tidskrift (Refereegranskat)
  • 4.
    Andersson-Skog, Lena
    et al.
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för ekonomisk historia.
    Pettersson, Thomas
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för ekonomisk historia.
    Scandinavian experiences of network industries. Public enterprises and changing welfare policies 1950-20052007Ingår i: Transforming public enterprises in Europe and North America: networks, integration and transnationalization / [ed] Judith Clifton, Francisco Comín, Daniel Días Fuentes, Palgrave Macmillan , 2007, s. 131-143Kapitel i bok, del av antologi (Refereegranskat)
  • 5.
    Eriksson, Martin
    et al.
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för geografi och ekonomisk historia.
    Pettersson, Thomas
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för geografi och ekonomisk historia.
    Adapting to liberalization: government procurement of interregional passenger transports in Sweden, 1989–20082012Ingår i: Journal of Transport Geography, ISSN 0966-6923, E-ISSN 1873-1236, Vol. 24, s. 182-188Artikel i tidskrift (Refereegranskat)
    Abstract [en]

    This article investigates how the last two decades of Swedish deregulation and liberalization of railwaysand airlines have affected the government procurement of interregional passenger transports in sparselypopulated areas. Regarding railways, our investigation shows that the area traditionally targeted forregional policy received in 2008 slightly more government procured traffic in personal kilometers perpopulation share than in 1989. As for civil aviation, the number of passengers travelling between theStockholm-Arlanda airport and airports in the regional development area had increased substantiallyduring the same period. This continuity of territorial cohesion suggests that while the new procurementpolicies were based on a general ambition to deregulate and liberalize the markets, they still allowed for areproduction and assimilation of certain elements in the previous policy.

  • 6.
    Eriksson, Martin
    et al.
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för ekonomisk historia.
    Pettersson, Thomas
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för ekonomisk historia.
    Andersson-Skog, Lena
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för ekonomisk historia.
    Botniabanan har potential som kräver kompletterande satsningar2010Ingår i: Västerbottens-Kuriren, ISSN 1104-0246, nr 2010-08-30Artikel i tidskrift (Övrig (populärvetenskap, debatt, mm))
  • 7.
    Jansson, Johan
    et al.
    Umeå universitet, Samhällsvetenskapliga fakulteten, Handelshögskolan vid Umeå universitet, Företagsekonomi. Lund University School of Economics and Management, Box 7080, SE-220 07 Lund, Sweden.
    Pettersson, Thomas
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för geografi och ekonomisk historia, Ekonomisk historia.
    Mannberg, Andrea
    UiT the Arctic University of Norway, School of Business and Economics, Postboks 6050 Langnes, 9037 Tromsø, Norway.
    Brännlund, Runar
    Umeå universitet, Samhällsvetenskapliga fakulteten, Handelshögskolan vid Umeå universitet, Nationalekonomi.
    Lindgren, Urban
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för geografi och ekonomisk historia, Kulturgeografi.
    Adoption of alternative fuel vehicles: Influence from neighbors, family and coworkers2017Ingår i: Transportation Research Part D: Transport and Environment, ISSN 1361-9209, E-ISSN 1879-2340, Vol. 54, s. 61-73Artikel i tidskrift (Refereegranskat)
    Abstract [en]

    During the last years, many governments have set targets for increasing the share of biofuels in the transportation sector. Understanding consumer behavior is essential in designing policies that efficiently increase the uptake of cleaner technologies. In this paper we analyze adopters and non-adopters of alternative fuel vehicles (AFVs). We use diffusion of innovation theory and the established notion that the social system and interpersonal influence play important roles in adoption. Based on a nationwide database of car owners we analyze interpersonal influence on adoption from three social domains: neighbors, family and coworkers. The results point primarily at a neighbor effect in that AFV adoption is more likely if neighbors also have adopted. The results also point at significant effects of interpersonal influence from coworkers and family members but these effects weaken or disappear when income, education level, marriage, age, gender and green party votes are controlled for. The results extend the diffusion of innovation and AFV literature with empirical support for interpersonal influence based on objective data where response bias is not a factor. Implications for further research, environmental and transport policy, and practitioners are discussed.

  • 8.
    Lindgren, Eva
    et al.
    Umeå universitet.
    Lindgren, Urban
    Umeå universitet.
    Pettersson, Thomas
    Umeå universitet.
    Driving from the center to the periphery?: The diffusion of private cars in Sweden, 1960-19752010Ingår i: Journal of Transport History, ISSN 0022-5266, E-ISSN 1759-3999, Vol. 31, nr 2, s. 164-181Artikel i tidskrift (Refereegranskat)
    Abstract [en]

    The diffusion of private cars in Sweden has not yet been examined in a national long-run perspective covering all individuals. This article enquires whether the diffusion of private cars followed the overall socioeconomic and geographical changes in Sweden from 1960 to 1975. In particular, it asks if ownership per capita followed changes in incomes or changes in population density (urbanisation). In the 1960s Swedish traffic and regional policy aimed at making the car an instrument of national integration and regional equality, and making it available throughout the country. This article tracks the effects of that policy. The analysis is based on Swedish parish-scale census material that includes all car owners for the years 1960, 1970 and 1975. The conclusion is that income levels were more important than other explanations for the diffusion of private cars in Sweden between 1960 and 1975. National policy goals regarding cars as means of regional integration and equalisation were not fulfilled up to 1975.

  • 9.
    Lindgren, Eva
    et al.
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för ekonomisk historia.
    Pettersson, Thomas
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för ekonomisk historia.
    Two Sides of the same Coin?: Private car ownership in Sweden and Norway since 19502009Ingår i: Scandinavian Economic History Review, ISSN 0358-5522, E-ISSN 1750-2837, Vol. 57, nr 2, s. 172-190Artikel i tidskrift (Refereegranskat)
    Abstract [en]

    Norwegian private car density has lagged behind the Swedish and did not reach same national levels until the late 1980s, despite the same GDP per capita levels. Can both the time lag and the diffusion process be explained with national differences in income, institutions, infrastructure and population settlements? Or have regional differences in income and population density affected the outcome? The aim of this article is to compare car diffusion in Norway and Sweden in order to find explanations for the national and regional patterns of car diffusion. The conclusion is that car diffusion in Norway and Sweden displays two sides of same coin; the national levels converged, but the process did not follow the same regional pattern. Regional differences in income and population density have in general been a significant explanation for car density in Sweden, but not in Norway.

  • 10.
    Mannberg, Andrea
    et al.
    Umeå universitet, Samhällsvetenskapliga fakulteten, Handelshögskolan vid Umeå universitet, Nationalekonomi.
    Brännlund, Runar
    Umeå universitet, Samhällsvetenskapliga fakulteten, Handelshögskolan vid Umeå universitet, Nationalekonomi.
    Jansson, Johan
    Umeå universitet, Samhällsvetenskapliga fakulteten, Handelshögskolan vid Umeå universitet, Företagsekonomi.
    Lindgren, Urban
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för geografi och ekonomisk historia.
    Pettersson, Thomas
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för geografi och ekonomisk historia.
    Påverkar skatteundantag hushållens benägenhet att köpa miljöbilar? En studie av Stockholms trängselskatt2015Ingår i: Ekonomisk Debatt, ISSN 0345-2646, Vol. 43, nr 1, s. 32-39Artikel i tidskrift (Refereegranskat)
    Abstract [sv]

    Sedan januari 2006 är in- och ut-passage genom tullarna i Stockholm belagt med en avgift för bilister. Som ett led i riksdagens mål att helt eliminera utsläppen av växthusgaser 2050 och ha en bilpark oberoende av fossila bränslen 2030 (Regeringens proposition 2008/09:162) undantogs sk miljöbilar från trängselskatten mellan 2006 och 2009. I denna studie har vi undersökt om undantaget av miljöbilar från trängselskatten i Stockholm påverkade sannolikheten att köpa etanolbil (E85). Våra resultat visar att undantaget för etanolbilar i trängselskatten hade en signifikant effekt på etanolbilsförsäljningeni Stockholm.

  • 11.
    Mannberg, Andrea
    et al.
    Umeå universitet, Samhällsvetenskapliga fakulteten, Handelshögskolan vid Umeå universitet, Nationalekonomi.
    Jansson, Johan
    Umeå universitet, Samhällsvetenskapliga fakulteten, Handelshögskolan vid Umeå universitet, Företagsekonomi.
    Pettersson, Thomas
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för geografi och ekonomisk historia.
    Brännlund, Runar
    Umeå universitet, Samhällsvetenskapliga fakulteten, Handelshögskolan vid Umeå universitet, Nationalekonomi.
    Lindgren, Urban
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för geografi och ekonomisk historia.
    Do tax incentives affect households' adoption of ‘green’ cars?: A panel study of the Stockholm congestion tax2014Ingår i: Energy Policy, ISSN 0301-4215, E-ISSN 1873-6777, Vol. 74, s. 286-299Artikel i tidskrift (Refereegranskat)
    Abstract [en]

    Policymakers have made several attempts to introduce local and national policies to reduce CO2 emissions and stimulate the consumer adoption of alternative fuel vehicles (ethanol/E85 cars). The purpose of this paper is to analyze how a local policy measure impacts the composition of the car fleet over time. More specifically, we take advantage of the natural experiment setting caused by the introduction of the Stockholm congestion tax (2006) to analyze how the tax affected purchases of ethanol cars that were exempted from the tax. To estimate effects, we employ a Difference-in-differences methodology. By using a comprehensive database of the car fleet and car owners, sociodemographic and geographic factors are analyzed, which is unique in the existing literature. Our results suggest that the congestion tax had a significant impact on ethanol car purchases although the effect fades away over time. Furthermore, there is a positive relationship between the level of education and ethanol car purchases. Previous adoption of an ethanol car is found to be the strongest predictor of ethanol car purchases. Finally, data indicate that Stockholmers substantially increased purchases of ethanol cars half a year before the introduction of the congestion tax, which we refer to as an anticipation effect.

  • 12.
    Pettersson, Thomas
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för geografi och ekonomisk historia.
    Alkoholpolitik och statliga restaurangbolag i Sverige 1920-19742012Ingår i: Historisk Tidskrift (S), ISSN 0345-469X, Vol. 132, nr 3, s. 508-514Artikel, recension (Övrigt vetenskapligt)
  • 13.
    Pettersson, Thomas
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för ekonomisk historia.
    Att kompensera för avstånd?: transportstödet 1970-1995 - ideologi, ekonomi och stigberoende1999Doktorsavhandling, monografi (Övrigt vetenskapligt)
    Abstract [en]

    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.

  • 14.
    Pettersson, Thomas
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för ekonomisk historia.
    Centre, Periphery, and Institutional Path Dependence: Transport subsidies in Sweden and Norway2006Ingår i: Journal of transport history, ISSN 0022-5266, Vol. 27, nr 2, s. 80-96Artikel i tidskrift (Refereegranskat)
    Abstract [en]

    This article shows how transport subsidies emerged in Norway and Sweden in the 1890s with the purpose of compensating peripheral regions for high transport costs. The main question is why Norway abandoned these subsidies in the late 1980s while the Swedish subsidy remains to this day. The concept of institutional path dependence is used as an analytical framework to explain developments. A distinction is also drawn between the administrative role of multiple tasks and multiple principle agencies where the former has one political goal and many different means of reaching it while the latter has one means but many political goals to meet. A hypothesis is that a multiple principle agency is more sensitive to pressure from interest groups. In the Swedish case the transport aid was administered by a multiple principle agency, since it was guided by several political goals relating to both transport and regional policy. In Norway transport aid was administered by a multiple task agency, since the agency only had political goals related to regional policy but many different instruments to reach these goals. The result of the investigation is that different geographical as well as organisational and institutional circumstances during the first period of transport subsidies in the late 1890s can explain why the subsidies were abandoned in Norway in the late 1980s but not in Sweden. Thus institutional path dependence was present in the Swedish but not in the Norwegian case.

  • 15.
    Pettersson, Thomas
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för geografi och ekonomisk historia, Ekonomisk historia.
    Den svenska reklambranschens självreglering 1950-1971: Rec. av Michael Funke: Regulating a Controversy: Inside Stakeholder Strategies and Regime Transition in the Self-Regulation of Swedish Advertising 1950–19712016Ingår i: Historisk Tidskrift (S), ISSN 0345-469X, Vol. 136, nr 3Artikel, recension (Övrigt vetenskapligt)
  • 16.
    Pettersson, Thomas
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för geografi och ekonomisk historia.
    From informal practice to formal policy: path dependence and the case of Swedish transport aid2001Ingår i: The state, regulation, and the economy: an historical perspective / [ed] Magnusson, L. & Ottosson, J., Cheltenham: Edward Elgar Publishing, 2001, s. 183-196Kapitel i bok, del av antologi (Refereegranskat)
  • 17.
    Pettersson, Thomas
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för geografi och ekonomisk historia.
    I den svenska modellens skugga: Välfärdsutveckling i internationellt perspektiv efter 19302002Ingår i: Omvandlingens sekel: Perspektiv på ekonomi och samhälle i 1900-talets Sverige / [ed] Andersson-Skog, Lena & Krantz, Olle, Lund: Studentlitteratur, 2002, 1, s. 175-202Kapitel i bok, del av antologi (Övrigt vetenskapligt)
  • 18.
    Pettersson, Thomas
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för geografi och ekonomisk historia.
    Institutional rigidity and economic change: A comparison between Swedish transport subsidies1999Ingår i: Institutions in the transport and communications industries: State and private actors in the making of institutional patterns, 1850-199 / [ed] Andersson-Skog, Lena & Krantz, Olle, Canton, Mass., USA: Science History Publications Ltd., 1999, s. 281-300Kapitel i bok, del av antologi (Refereegranskat)
  • 19.
    Pettersson, Thomas
    Umeå universitet, Samhällsvetenskaplig fakultet, Ekonomisk historia.
    Norsk vegpolitikk etter 1960. Stykkevis og delt?2006Ingår i: Scandinavian economic history review, ISSN 1750-2837, Vol. 54, nr 1, s. 109-111Artikel, recension (Övrigt vetenskapligt)
  • 20.
    Pettersson, Thomas
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för geografi och ekonomisk historia, Ekonomisk historia.
    Women CEOs and chairpersons in knowledge intensive industries: the case of biotech and ICT in Sweden 2000-20102013Ingår i: Humanities and Social Sciences. Latvia, ISSN 1022-4483, Vol. 21, nr 1, s. 4-17Artikel i tidskrift (Refereegranskat)
    Abstract [en]

    This article investigates the development of the share of women CEOs and chairpersons in knowledge intensive industries in Sweden from 2000 to 2010. The Swedish national development, covering all limited companies with a CEO, is compared to case studies of the biotech and the ICT industries, with differences in female participation in the highly educated key workforce. The results indicate an increased female representation over time on the national level, but with differences between industries, which can be related to a combination of national political pressure for increased gender equality, and industry specific differences in education level among men and women in the key workforces of the industries.

  • 21.
    Pettersson, Thomas
    et al.
    Umeå universitet, Samhällsvetenskaplig fakultet, Ekonomisk historia.
    Andersson, Fredrik
    Umeå universitet, Samhällsvetenskaplig fakultet, Ekonomisk historia.
    Institutioner, intressegrupper och den svenska transportsektorns utveckling: transportstödet och Botniabanan i jämförande perspektiv: transportstödet och Botniabanan i jämförande perspektiv2004Ingår i: Strukturernas dynamik : kontinuitet och förändring i ekonomisk historia : festskrift till Olle Krantz, Umeå : Univ., Inst. för ekonomisk historia, 2004 (Umeå : Print & Media, Umeå universitet) , 2004, s. 175-205Kapitel i bok, del av antologi (Övrigt vetenskapligt)
  • 22.
    Pettersson, Thomas
    et al.
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för geografi och ekonomisk historia, Ekonomisk historia.
    Skog, Daniel
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för informatik.
    Consequences of Academic Accountability – The Implementation of a Web-Based Time Management System at a Swedish University2013Ingår i: Proceedings of World Conference on E-Learning in Corporate, Government, Healthcare, and Higher Education 2013, Chesapeake, VA: Association for the Advancement of Computing in Education, 2013, s. 1666-1681Konferensbidrag (Refereegranskat)
    Abstract [en]

    Planning the use of university faculty time and allocating it to various commitments can be challenging since university teachers typically have a complex mix of different tasks. In this context, some Swedish universities have turned towards time management software solutions as tools for planning department activities. This paper describes the implementation of a web-based time management system at a Swedish university, and discusses its consequences for workforce planning and teachers’ workload.

  • 23.
    Pettersson, Thomas
    et al.
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för geografi och ekonomisk historia, Ekonomisk historia.
    Skog, Daniel
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för informatik.
    Erfarenheter från införandet av BPS vid samhällsvetenskaplig fakultet2015Rapport (Övrigt vetenskapligt)
  • 24.
    Pettersson, Thomas
    et al.
    Umeå universitet, Samhällsvetenskapliga fakulteten, Institutionen för geografi och ekonomisk historia.
    Sörensson, Robert
    Umeå universitet, Samhällsvetenskapliga fakulteten, Centrum för regionalvetenskap (CERUM).
    Hur kan forskningsmiljön och den akademiska profilen stärkas i Örnsköldsvik?2012Rapport (Övrigt vetenskapligt)
    Abstract [sv]

    Syftet med förstudien har varit att undersöka förutsättningarna för att stärka den akademiska profilen i Örnsköldsvik. Uppdraget kommer från Örnsköldsviks kommun, Världsklass 2015. Uppdraget har genomförts av Thomas Pettersson och Robert Sörensson vid Umeå universitet. Det har genomförts ett open space med temat forskningsmiljöer i Örnsköldsvik och en hearing med berörda intressenter. Det pågår även ett arbete med att utveckla innovationscentra. Resultaten av dessa aktiviteter bildar en utgångspunkt för denna förstudie.

                                                                            

    Förstudien visar på följande slutsatser:

    1. Det finns en bred samsyn hos olika intressen om behovet att både stärka den akademiska profileringen utåt, samt att bygga upp mötesplatser för akademiker i Örnsköldsvik.
    2. Studien visar tydligt att det finns en god grund för en stärkt akademisk profilering i Örnsköldsvik, eftersom det i kommunen finns flera olika forskningsintensiva verksamheter och totalt 95 disputerade personer verksamma. Örnsköldsvik har också en relativt hög andel akademiker av arbetskraften jämfört med 19 andra kommuner / regioner med liknande socioekonomiska förutsättningar.
    3. Studien visar på olika sätt att nå dessa målsättningar.
      1. Mötesplatser som både skapar samverkan och stärker profileringen utåt kan vara virtuella, fysiska eller en kombination av båda.
      2. Fyra olika strategier identifieras utifrån exempel i omvärlden, med fokus på virtuella, fysiska, externa eller interna mötesplatser.
      3. Förslag på studiebesök lämnas: Akademi Båstad, Strömstad akademi, Akademi norr, Innovationskontor Norr, samt exempel på en fysisk mötesplats för en specifik grupp av doktorander med placering i Örnsköldsvik.

      Nyckelord: demografi, utbildning, humankapital, sysselsättning, Örnsköldsvik, kluster, triple helix, innovation, forskningsmiljö.

  • 25.
    Skog, Daniel
    et al.
    Umeå universitet.
    Pettersson, Thomas
    Umeå universitet.
    Time Management in Higher Education - A Challenge for Academic Leaders2016Ingår i: The Hawaiian Conference on Education 2016: Official Conference Proceedings, Nagoya: International Academic Forum , 2016, s. 89-98Konferensbidrag (Refereegranskat)
    Abstract [en]

    Planning the use of university faculty time and allocating it to various tasks can be challenging since university teachers typically have a complex mix of different tasks that also often change. In this context, some Swedish universities have turned towards time management software solutions as tools for planning department activities. This paper describes the introduction of such a web-based time management system at a Swedish university, and reports from a system evaluation comprising interviews with department leaders and staff planners. The empirical material implies that the advent of time management systems in higher education give rise to challenges for academic leaders aiming for efficiency, transparency and control, while trying to maintain flexibility and autonomy among faculty members.

  • 26.
    Westin, Lars
    et al.
    Umeå universitet, Samhällsvetenskapliga fakulteten, Centrum för regionalvetenskap (CERUM).
    Pettersson, Thomas
    Umeå universitet, Samhällsvetenskapliga fakulteten, Enheten för ekonomisk historia.
    Stage, Jesper
    Umeå universitet, Samhällsvetenskapliga fakulteten, Handelshögskolan vid Umeå universitet, Nationalekonomi.
    Konkurrensneutralt transportbidrag: betänkande från Transportbidragsutredningen1997Bok (Övrigt vetenskapligt)
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