Scoring Goals for Brand Identity

This study aims to analyse the brand identity of sporting cities using existing sponsorship and city branding theory. A comparative case study was conducted between Melbourne, Australia (identified as the benchmark sporting city) and Malmö, Sweden (an emerging sporting city). Within the sponsorship realm, the theories of image transfer, corporate branding, congruence and sponsorship-linked marketing were used to analyse the sport brand identity of the cities. Furthermore, the Brand Box Model was used (and consequently adapted) and the notion of coherence and coordination within a city was utilized to assess sport brand identity of the case study cities. Support is provided for the theories of sponsorship-linked marketing and corporate branding, but only partial support congruence and image transfer in the sporting city context. Furthermore a city aiming to position itself as a ‘sporting city’ should strive for a combination of representational and functional brand qualities and to do so, requires coherence and effective communication throughout its structure

The NKG2008 GPS campaign - final transformation results and a new common Nordic reference frame

Abstract The NKG 2008 GPS campaign was carried out in September 28 – October 4, 2008. The purpose was to establish a common reference frame in the Nordic- Baltic-Arctic region, and to improve and update the transformations from the latest global ITRF reference frame to the national ETRS89 realizations of the Nordic/Baltic countries. Postglacial rebound in the Fennoscandian area causes intraplate deformations up to about 10 mm/yr to the Eurasian tectonic plate which need to be taken into account in order to reach centimetre level accuracies in the transformations. We discuss some possible alternatives and present the most applicable transformation strategy. The selected transformation utilizes the de facto transformation recommended by the EUREF but includes additional intraplate corrections and a new common Nordic-Baltic reference frame to serve the requirements of the Nordic/Baltic countries. To correct for the intraplate deformations in the Nordic-Baltic areawe have used the commonNordic deformation model NKG RF03vel. The new common reference frame, NKG ETRF00, was aligned to ETRF2000 at epoch 2000.0 in order to be close to the national ETRS89 realizations and to coincide with the land uplift epoch of the national height systems. We present here the realization of the NKG ETRF00 and transformation formulae together with the parameters to transform from global ITRF coordinates to Nordic/Baltic realizations of the ETRS89.</jats:p

Mental health consultations in a prison population: a descriptive study

BACKGROUND: The psychiatric morbidity among prison inmates is substantially higher than in the general population. We do, however, have insufficient knowledge about the extent of psychiatric treatment provided in our prisons. The aim of the present study was to give a comprehensive description of all non-pharmacological interventions provided by the psychiatric health services to a stratified sample of prison inmates. METHODS: Six medium/large prisons (n = 928) representing 1/3 of the Norwegian prison population and with female and preventive detention inmates over-sampled, were investigated cross-sectionally. All non-pharmacological psychiatric interventions, excluding pure correctional programs, were recorded. Those receiving interventions were investigated further and compared to the remaining prison population. RESULTS: A total of 230 of the 928 inmates (25 %) had some form of psychiatric intervention: 184 (20 %) were in individual psychotherapy, in addition 40 (4 %) received ad hoc interventions during the registration week. Group therapy was infrequent (1 %). The psychotherapies were most often of a supportive (62 %) or behavioural-cognitive (26 %) nature. Dynamic, insight-oriented psychotherapies were infrequent (8 %). Concurrent psychopharmacological treatment was prevalent (52 %). Gender and age did not correlate with psychiatric interventions, whereas prisoner category (remanded, sentenced, or preventive detention) did (p < 0.001). Most inmates had a number of defined problem areas, with substance use, depression, anxiety, and personality disorders most prevalent. Three percent of all inmates were treated for a psychotic disorder. Remand prisoners averaged 14 sessions per week per 100 inmates, while sentenced inmates and those on preventive detention averaged 22 and 25 sessions per week per 100 inmates, respectively. Five out of six psychiatric health services estimated the inmates' psychiatric therapy needs as adequately met, both overall and in the majority of individual cases. CONCLUSION: Our results pertain only to prisons with adequate primary and mental health services and effective diversion from prison of individuals with serious mental disorders. Given these important limitations, we do propose that the service estimates found may serve as a rough guideline to the minimum number of sessions a prison's psychiatric health services should be able to fulfil in order to serve the inmates psychiatric needs. The results rely on the specialist services' own estimates only. Future studies should take other important informants, including the inmates themselves, into consideration

An exploratory policy analysis of electric vehicle sales competition and sensitivity to infrastructure in Europe

This research contributes to discussions about policy interventions to stimulate the transition of vehicle technology. Concentrating on passenger cars, an extensive system dynamics based market agent model of powertrain technology transitions within the EU up to 2050 is employed. With a focus on subsidy scenarios for both infrastructure deployment and vehicle purchase, and set within the context of the EU fleet emission regulations, we find that there are important interactions between different powertrain types and with infrastructure provision. For example, strong plug-in electric vehicle (PiEV) policy could inhibit the maturity of hydrogen fuel cell vehicles. Infrastructure provision is important for improving the utility of a PiEV, but we find that in the early market it may have a weaker correlation with uptake than other policy options, until the PiEV stock share is over around 5%. Furthermore, an attempt to install a ratio of much more than one charge point per 10 PiEV may lead to little gains and high costs. PiEV sales are relatively insensitive at target levels over 25 PiEV per charge point. The results of our study can help policymakers to find the right balance and timing of measures targeting the transition towards low carbon alternative vehicles