Text in German / Many treatises and disquisitions concerning "Die Blendung" concentrate on the main character, Peter Kien, as well as on other protagonists. In contrast, this dissertation deals with Pfaff, the primitive force and his influence on Peter Kien, the "Brain", the masterspirit. Common traits of these di verse characters are highlighted and it is explained why Pfaff, the brute, manages to exult over Kien, the intellectual. Their interactions and their interdependence are dealt with and it is shown that insanity which is prevalent in both protagonists prepares the way to Kien's doom whereas it leads to Pfaff's survival. / Das Interesse zahlreicher Untersuchungen Uber "Die Blendung" konzentriert sich auf die Hauptperson, Peter Kien, sowie auf andere Protagonisten. Im Gegensatz dazu beschaftigt sich diese Arbei t mi t dem Hausmeister Pfaff, dem "Schadel", und mit dem EinfluB, den er auf Peter Kien, den "Kopf", den Geistesmenschen hat. Es wird versucht, Gemeinsamkeiten, die diese beiden so gegensatzlichen Charaktere aufweisen, aufzuzeigen und darzulegen, warum der Gewaltmensch Pfaff Uber den wirklichkeitsfremden Wissenschaftler Kien zu triumphieren vermag. Der EinfluB, den sie aufeinander nehmen, und die Abhangigkeit voneinander werden aufgezeigt, und es wird aufge fUhrt, wie der Wahnsinn, dem sie be ide verf all en, zu Kiens Untergang filhrt, wahrend Pfaffs Uberleben durch seinen Wahnsinn gesichert wird / Linguistics and Modern Languages / M. A. (German)

Text in German / Many treatises and disquisitions concerning "Die Blendung" concentrate on the main character, Peter Kien, as well as on other protagonists. In contrast, this dissertation deals with Pfaff, the primitive force and his influence on Peter Kien, the "Brain", the masterspirit. Common traits of these di verse characters are highlighted and it is explained why Pfaff, the brute, manages to exult over Kien, the intellectual. Their interactions and their interdependence are dealt with and it is shown that insanity which is prevalent in both protagonists prepares the way to Kien's doom whereas it leads to Pfaff's survival. / Das Interesse zahlreicher Untersuchungen Uber "Die Blendung" konzentriert sich auf die Hauptperson, Peter Kien, sowie auf andere Protagonisten. Im Gegensatz dazu beschaftigt sich diese Arbei t mi t dem Hausmeister Pfaff, dem "Schadel", und mit dem EinfluB, den er auf Peter Kien, den "Kopf", den Geistesmenschen hat. Es wird versucht, Gemeinsamkeiten, die diese beiden so gegensatzlichen Charaktere aufweisen, aufzuzeigen und darzulegen, warum der Gewaltmensch Pfaff Uber den wirklichkeitsfremden Wissenschaftler Kien zu triumphieren vermag. Der EinfluB, den sie aufeinander nehmen, und die Abhangigkeit voneinander werden aufgezeigt, und es wird aufge fUhrt, wie der Wahnsinn, dem sie be ide verf all en, zu Kiens Untergang filhrt, wahrend Pfaffs Uberleben durch seinen Wahnsinn gesichert wird / Linguistics and Modern Languages / M. A. (German)

This dissertation lays out some of the current attitudes and understandings in the Reformed Church in America in regards to the ministry of deliverance. The arguments laid out are supported by what is currently happening in deliverance ministry across the United States and in-depth interviews with Reformed Church in America pastors. Differences in how we understand the terminology involved in this ministry were also briefly looked at. Deliverance ministry within the Reformed church is hampered by issues of fear and uncertainty, lack of knowledge or understanding and issues of world view. Many RCA pastors are open to this ministry although very few have actually engaged in deliverance with a person. RCA pastors tend to lean more toward psychological answers than they do spiritual ones. / Thesis (M. Th. (Practical Theology))

This essay uses interviews to gather information regarding the experience and belief which exists in regards to possession within the Anglican faith. It also uses Jungian psychology to analyse these experiences and beliefs; this is interesting because even in the modern day of science, possession continues to be a phenomenon. It still occurs closer to home than we may think; a modern western country such as England, where Anglicanism is the state religion, have special ministries assigned to deal with this in every diocese. The information was gathered through interviews and literature, to give both a qualitative and a quantitative perspective. This essay presents a possible psychological explanation for the cases of possession as experienced within the Anglican faith, which provides an alternative to the distress these individuals are experiencing rather than assuming it necessarily is of a spiritual nature. It does not, however, seek to prove or disprove the possibility of a spiritual cause behind this phenomenon.

This dissertation lays out some of the current attitudes and understandings in the Reformed Church in America in regards to the ministry of deliverance. The arguments laid out are supported by what is currently happening in deliverance ministry across the United States and in-depth interviews with Reformed Church in America pastors. Differences in how we understand the terminology involved in this ministry were also briefly looked at. Deliverance ministry within the Reformed church is hampered by issues of fear and uncertainty, lack of knowledge or understanding and issues of world view. Many RCA pastors are open to this ministry although very few have actually engaged in deliverance with a person. RCA pastors tend to lean more toward psychological answers than they do spiritual ones. / Thesis (M. Th. (Practical Theology))

For the past three decades, there has been a rapid growth of African Pentecostal Christianity on America’s Christian religious scene. In general, researchers in Christian mission studies have concluded that the flow of Christian religious currents from Africa and other Third World countries to the West is something of a Christian mission in reverse process. Using agency and invention of tradition as the theoretical leads, this study explores the roles lay immigrants played in the rooting of the Christian Restoration Ministries International (CRMI), a Ghanaian founded charismatic church, in Miami, as a case study of how African Pentecostal churches originate in America. The study also shows how the Christian Restoration Ministries International (CRMI), practices an invented version of Ghanaian Pentecostalism. The study is field-work based. It concludes that the so called reverse mission thrives on the crucial roles of lay African migrant worshipers and their inventiveness.

In a manner similar to other countries on the African continent, Botswana has witnessed the explosive growth of new Pentecostal churches. These churches are most often distinguished by their recent origins, focus on the prosperity gospel and spiritual deliverance ministries. In this study, one specific church, Bible Life Ministries, in the capital city of Gaborone, was researched in an effort to understand its great appeal. I have proposed that their rapid growth is a result of their "promise of power" - spiritual power that provides individuals with temporal results such as health, wealth and control over one's environment. Faced with the rapid changes brought about by external forces such as urbanization and globalization, these churches are deliberately seeking to bridge western and Setswana culture in an effort to contextualize the gospel for contemporary Batswana. Of major missiological concern is whether or not the gospel message has been distorted in this process. / Church Spirituality, Church History and Missiology / M.Th. (Missiology)

The Faith Movement is a religious mosaic since it is a multi-layered phenomenon which is coloured by several themes. These themes represent several areas of emphasis like: Blessing and Blessings, Power to declare, Prophetic anointing, connecting with the anointing, dominion, success and increase, sowing the seeds, as well as other ideas which are still evolving. The Word of Faith teachers have a very unique way of reading the Bible. They usually approach the text without consideration of its historical and cultural context. When they approach the biblical text they usually assign to it an independent existence cut off from its natural context. This in turn results in the reinterpretation of all the major doctrines of the Christian faith. Both God and human beings belong to the same class of “divine beings.” God and human beings it is believed operate under the rule of faith. It is argued that whatever God created, God did so by speaking words of faith (see Genesis 1:1-3). It is therefore argued that human beings similarly can create their own reality and destiny by speaking words of faith.Christology and Pneumatology of the Faith Movement assume a rather narrow outlook. It is believed that Jesus Christ died so that in addition to the forgiveness of sins He provided for all spiritual and material needs of the people. Therefore, no Christian should be poor or sick. The Holy Spirit on the other hand, is the anointing that enables believers to make it in life. It must be pointed out that even though the Word of Faith ideas were exported to Africa mainly from the United States of America it has found a home in Africa. The concepts of blessings and curses have a corollary in African Religious Traditional thought. The role that Word of Faith preachers play is similar to the roles played by several religious experts in African Religious Thought. Ultimately, the Faith Movement is not based on sound theological and philosophical ground. It is based on unique reading of the Bible which is more esoteric than theological. More Gnostic than Christian. / Philosophy & Systematic Theology / D. Th. (Systematic Theology)

<p>We travel more nowadays. The increasing travel rate generates greenhouse gases which in the long run cause an increasing number of natural disasters over the world. Car traffic is a major contributor to this development. Out-of-town shopping centres have historically good accessibility for car traffic. This study aims to look into what are the factors that influence the choice of transport mode for dwellers in the outskirts of a town when going to out-of-town shopping centres. It also examines how changes in the public transport system influence this choice. More specifically it looks into the effects and attitudes to direct busses and free home deliverance of large articles.</p><p>The study was made up of two questionnaires and some statistical observations. The first questionnaire was sent out to 400 dwellers in Sätra, an urban district on the outskirts of the town Gävle. The respondents were asked about their attitudes to choice of transport modes. Thereafter a direct bus route was arranged during one Saturday, with free home deliverance of large articles from certain shops. The number of travelers for the direct bus route and for the competing bus routes was surveyed. A survey of the corresponding day the year before was also carried out. The second questionnaire was handed out on the direct busses. The respondents were asked to evaluate the tryout of the direct bus and the free home deliverance.</p><p>The results of the first questionnaire showed that the supply of different shops was the main argument why respondents traveled to Valbo instead of Gävle or Sätra centrum. The main factors for the respondents to choose to go by bus to Valbo were lower bus ticket price, short travel time and the thought of a better environment. 77 percent did not think that a buss stop nearer their residence would make them go by bus to Valbo more often. A major portion of the respondents considered that a direct bus to Valbo and free home deliverance would make them choose bus as transport mode more often.</p><p>The observations of the number of bus travelers showed that 152 persons did travel with the direct bus during the tryout-day. It also showed that the competing bus routes had a slightly greater number of travelers on the day of the tryout compared to the corresponding day the year before.</p><p>The results of the second questionnaire showed that the majority of the respondents got to know about the tryout through a dispatch in their mailboxes. Most of the respondents experienced the tryout direct bus ride as “very good”. If there had been no tryout direct bus that day 22 percent of the respondents reported that they still would have chosen bus as transport mode, 8 percent would have gone by car and another 22 percent would have gone to Gävle centrum instead. A major portion of the respondents wished to travel with the direct bus on either workdays or weekends in the future. Short travel time was considered to be the chief factor for a successful direct bus route. Though there were few respondents who used the free home deliverance of large articles many of them believed that they would use it in the future if more shops would participate. Comfort and safety on the busses and home deliverance of articles were considered to be things that could be improved.</p><p>When studying choice of transport modes you should consider the starting point of the shopping trip; it is not always the same as the residency but are rather more complex (Ibrahim, 2003). Furthermore a longer period of time could have been considered to carry out the surveys. The car travelers’ positive attitudes to a direct bus route may partly be explained by the short travel time that comes with a direct bus; which also means that the probability increases for car travelers to change transport mode (Nurdeen et al., 2007).</p><p>Free home deliverance of large articles may work as a “surplus value”, which also may have long-lasting impact on the choice of transport mode (Taniguchi & Fujii, 2006). A co-ordinate system for home deliverance of articles could moreover contribute in counteracting the habit of car travelers to use the car as a “convenient shopping trolley” (Dieleman et al., 2002, s.525) as a purpose of its own.</p><p>The study has showed that direct bus routes between urban districts on the outskirts of towns and out-of-town shopping centres probably will make more shoppers choose bus as transport mode. This is possible even without affecting the competing bus routes to decrease in number of travelers. However it will be necessary with further surveys on how direct bus routes do affect foot and bicycle traffic to city centres and urban district centres. In additition the study of Valbo showed that free home deliverance of articles could make more shoppers choose bus more often as transport mode.</p> / <p>Vi reser allt mer och med det ökar utsläppen av växthusgaser som i ett långt perspektiv orsakar naturkatastrofer. Trafiken, och särskilt biltrafiken, bidrar med en stor del till detta. Externa köpcentra är historiskt sett attraktioner som är lättillgängliga för bilresenärer. Denna studie syftar till att undersöka vilka faktorer som påverkar valet av färdmedel till externa köpcentra för boende i ytterstadsdelar samt hur förändringar inom kollektivtrafiken påverkar detta val. Mer specifikt undersöker studien effekterna av och attityderna till en direktbusslinje och gratis hemkörning av större varor för bussresenärer.</p><p>Studien utgjordes av två enkätundersökningar samt statistiska observationer. Den första enkätundersökningen skickades ut till 400 personer bosatta i ytterstadsdelen Sätra, Gävle. Respondenterna tillfrågades om attityder till val av färdmedel. Därefter ordnades en direktbusslinje mellan Sätra och det externa köpcentret Valbo köpcentrum under en lördag, med gratis hemkörning av varor från vissa butiker. Antalet resenärer uppmättes för direktbusslinjen samt för de konkurrerande busslinjerna under lördagen och två andra närliggande lördagar. Dessutom jämfördes dessa lördagar med motsvarande lördagar året innan. Den andra enkätundersökningen genomfördes på direktbussarna, där resenärerna blev tillfrågade att utvärdera försöket med direktbussarna och den fria hemkörningen.</p><p>Resultaten av den första enkätundersökningen visade att utbudet av butiker var den största orsaken till varför respondenter åkte till Valbo köpcentrum istället för Gävle/Sätra centrum. De viktigaste faktorerna för att respondenter skulle välja buss till Valbo var lägre biljettpris, kort restid samt tanken på en bättre miljö. 77 procent ansåg inte att en busshållplats närmare deras bostad skulle göra att de valde buss oftare. En stor del av respondenterna menade att en direktbuss till Valbo köpcentrum respektive gratis hemkörning skulle kunna göra att de oftare valde buss som färdmedel.</p><p>Observationerna av antal bussresenärer visade att 152 personer valde att åka med direktbussen under försöksdagen. De konkurrerande busslinjerna hade ett något högre antal resenärer på försöksdagen jämfört med motsvarande dag året innan.</p><p>Resultaten av den andra enkätundersökningen visade att majoriteten av respondenterna hade fått reda på försöksdagen genom ett utskick i brevlådan. De flesta upplevde färden med direktbussen som ”mycket bra”. Om direktbussen inte hade gått hade 22 procent ändå valt buss som färdmedel, 8 procent hade valt bil medan 22 procent hade åkt till Gävle centrum istället. En stor del av respondenter önskade resa med direktbussen på både vardagar och helger. Kort restid ansågs vara den viktigaste faktorn för en lyckad direktbusslinje. Trots ett lågt utnyttjande av den fria hemkörningen av större varor menade en stor del av respondenterna att de skulle utnyttja det i framtiden om fler butiker deltog. Hemkörning av varor samt komfort och säkerhet på bussarna ansågs vara saker som kunde förbättras.</p><p>För studier av val av färdmedel bör hänsyn tas till shoppingresans startpunkt, vilket inte alltid är hemmet (Ibrahim, 2003). Vidare kunde en längre studieperiod ha gett bättre resultat. Bilresenärernas positiva inställning till en direktbusslinje kan delvis förklaras med att direktbussen förkortar restiden med buss, vilket i sig ökar sannolikheten för bilresenärer att byta färdmedel (Nurdeen et al., 2007).</p><p>Gratis hemkörning av varor fungerar som ett slags mervärde, som även kan ha bestående inverkan på valet av färdmedel (Taniguchi & Fujii, 2006). En samordnad hemkörning av varor skulle dessutom kunna bidra till att minska bilresenärers vana att som självändamål använda bilen som transportvagn för varor (Dieleman et al., 2002).</p><p>Studien visade på att direktbusslinjer mellan ytterstadsdelar och externa köpcentra förmodligen kommer att göra att fler shoppare väljer buss som färdmedel. Detta är möjligt utan att konkurrerande busslinjer förlorar resenärer. Däremot krävs vidare studier om hur direktbusslinjer påverkar gång- och cykeltrafiken till stadsdelscentra och stadskärnors centra. Vidare visade studien att gratis hemkörning av varor kan tänkas göra att fler shoppare väljer buss som färdmedel.</p>

We travel more nowadays. The increasing travel rate generates greenhouse gases which in the long run cause an increasing number of natural disasters over the world. Car traffic is a major contributor to this development. Out-of-town shopping centres have historically good accessibility for car traffic. This study aims to look into what are the factors that influence the choice of transport mode for dwellers in the outskirts of a town when going to out-of-town shopping centres. It also examines how changes in the public transport system influence this choice. More specifically it looks into the effects and attitudes to direct busses and free home deliverance of large articles. The study was made up of two questionnaires and some statistical observations. The first questionnaire was sent out to 400 dwellers in Sätra, an urban district on the outskirts of the town Gävle. The respondents were asked about their attitudes to choice of transport modes. Thereafter a direct bus route was arranged during one Saturday, with free home deliverance of large articles from certain shops. The number of travelers for the direct bus route and for the competing bus routes was surveyed. A survey of the corresponding day the year before was also carried out. The second questionnaire was handed out on the direct busses. The respondents were asked to evaluate the tryout of the direct bus and the free home deliverance. The results of the first questionnaire showed that the supply of different shops was the main argument why respondents traveled to Valbo instead of Gävle or Sätra centrum. The main factors for the respondents to choose to go by bus to Valbo were lower bus ticket price, short travel time and the thought of a better environment. 77 percent did not think that a buss stop nearer their residence would make them go by bus to Valbo more often. A major portion of the respondents considered that a direct bus to Valbo and free home deliverance would make them choose bus as transport mode more often. The observations of the number of bus travelers showed that 152 persons did travel with the direct bus during the tryout-day. It also showed that the competing bus routes had a slightly greater number of travelers on the day of the tryout compared to the corresponding day the year before. The results of the second questionnaire showed that the majority of the respondents got to know about the tryout through a dispatch in their mailboxes. Most of the respondents experienced the tryout direct bus ride as “very good”. If there had been no tryout direct bus that day 22 percent of the respondents reported that they still would have chosen bus as transport mode, 8 percent would have gone by car and another 22 percent would have gone to Gävle centrum instead. A major portion of the respondents wished to travel with the direct bus on either workdays or weekends in the future. Short travel time was considered to be the chief factor for a successful direct bus route. Though there were few respondents who used the free home deliverance of large articles many of them believed that they would use it in the future if more shops would participate. Comfort and safety on the busses and home deliverance of articles were considered to be things that could be improved. When studying choice of transport modes you should consider the starting point of the shopping trip; it is not always the same as the residency but are rather more complex (Ibrahim, 2003). Furthermore a longer period of time could have been considered to carry out the surveys. The car travelers’ positive attitudes to a direct bus route may partly be explained by the short travel time that comes with a direct bus; which also means that the probability increases for car travelers to change transport mode (Nurdeen et al., 2007). Free home deliverance of large articles may work as a “surplus value”, which also may have long-lasting impact on the choice of transport mode (Taniguchi &amp; Fujii, 2006). A co-ordinate system for home deliverance of articles could moreover contribute in counteracting the habit of car travelers to use the car as a “convenient shopping trolley” (Dieleman et al., 2002, s.525) as a purpose of its own. The study has showed that direct bus routes between urban districts on the outskirts of towns and out-of-town shopping centres probably will make more shoppers choose bus as transport mode. This is possible even without affecting the competing bus routes to decrease in number of travelers. However it will be necessary with further surveys on how direct bus routes do affect foot and bicycle traffic to city centres and urban district centres. In additition the study of Valbo showed that free home deliverance of articles could make more shoppers choose bus more often as transport mode. / Vi reser allt mer och med det ökar utsläppen av växthusgaser som i ett långt perspektiv orsakar naturkatastrofer. Trafiken, och särskilt biltrafiken, bidrar med en stor del till detta. Externa köpcentra är historiskt sett attraktioner som är lättillgängliga för bilresenärer. Denna studie syftar till att undersöka vilka faktorer som påverkar valet av färdmedel till externa köpcentra för boende i ytterstadsdelar samt hur förändringar inom kollektivtrafiken påverkar detta val. Mer specifikt undersöker studien effekterna av och attityderna till en direktbusslinje och gratis hemkörning av större varor för bussresenärer. Studien utgjordes av två enkätundersökningar samt statistiska observationer. Den första enkätundersökningen skickades ut till 400 personer bosatta i ytterstadsdelen Sätra, Gävle. Respondenterna tillfrågades om attityder till val av färdmedel. Därefter ordnades en direktbusslinje mellan Sätra och det externa köpcentret Valbo köpcentrum under en lördag, med gratis hemkörning av varor från vissa butiker. Antalet resenärer uppmättes för direktbusslinjen samt för de konkurrerande busslinjerna under lördagen och två andra närliggande lördagar. Dessutom jämfördes dessa lördagar med motsvarande lördagar året innan. Den andra enkätundersökningen genomfördes på direktbussarna, där resenärerna blev tillfrågade att utvärdera försöket med direktbussarna och den fria hemkörningen. Resultaten av den första enkätundersökningen visade att utbudet av butiker var den största orsaken till varför respondenter åkte till Valbo köpcentrum istället för Gävle/Sätra centrum. De viktigaste faktorerna för att respondenter skulle välja buss till Valbo var lägre biljettpris, kort restid samt tanken på en bättre miljö. 77 procent ansåg inte att en busshållplats närmare deras bostad skulle göra att de valde buss oftare. En stor del av respondenterna menade att en direktbuss till Valbo köpcentrum respektive gratis hemkörning skulle kunna göra att de oftare valde buss som färdmedel. Observationerna av antal bussresenärer visade att 152 personer valde att åka med direktbussen under försöksdagen. De konkurrerande busslinjerna hade ett något högre antal resenärer på försöksdagen jämfört med motsvarande dag året innan. Resultaten av den andra enkätundersökningen visade att majoriteten av respondenterna hade fått reda på försöksdagen genom ett utskick i brevlådan. De flesta upplevde färden med direktbussen som ”mycket bra”. Om direktbussen inte hade gått hade 22 procent ändå valt buss som färdmedel, 8 procent hade valt bil medan 22 procent hade åkt till Gävle centrum istället. En stor del av respondenter önskade resa med direktbussen på både vardagar och helger. Kort restid ansågs vara den viktigaste faktorn för en lyckad direktbusslinje. Trots ett lågt utnyttjande av den fria hemkörningen av större varor menade en stor del av respondenterna att de skulle utnyttja det i framtiden om fler butiker deltog. Hemkörning av varor samt komfort och säkerhet på bussarna ansågs vara saker som kunde förbättras. För studier av val av färdmedel bör hänsyn tas till shoppingresans startpunkt, vilket inte alltid är hemmet (Ibrahim, 2003). Vidare kunde en längre studieperiod ha gett bättre resultat. Bilresenärernas positiva inställning till en direktbusslinje kan delvis förklaras med att direktbussen förkortar restiden med buss, vilket i sig ökar sannolikheten för bilresenärer att byta färdmedel (Nurdeen et al., 2007). Gratis hemkörning av varor fungerar som ett slags mervärde, som även kan ha bestående inverkan på valet av färdmedel (Taniguchi &amp; Fujii, 2006). En samordnad hemkörning av varor skulle dessutom kunna bidra till att minska bilresenärers vana att som självändamål använda bilen som transportvagn för varor (Dieleman et al., 2002). Studien visade på att direktbusslinjer mellan ytterstadsdelar och externa köpcentra förmodligen kommer att göra att fler shoppare väljer buss som färdmedel. Detta är möjligt utan att konkurrerande busslinjer förlorar resenärer. Däremot krävs vidare studier om hur direktbusslinjer påverkar gång- och cykeltrafiken till stadsdelscentra och stadskärnors centra. Vidare visade studien att gratis hemkörning av varor kan tänkas göra att fler shoppare väljer buss som färdmedel.