Although there is a wealth of research knowledge related to risk behavior engagement of the general student population, there is less specifically reported about honors students. To address this gap in research, non-honors and honors students were surveyed to determine possible differences in risk behavior engagement. Students were recruited through the East Tennessee State University psychology subject pool and via direct email messages to an honors student-specific listserv. We hypothesized that honors students would have differences in terms of GPA and number of credit hours, endorse more substance use and have more perceived stress compared to non-honors students. The survey sample was majority non-honors students (90.5%; n = 383), with 9.5% (n = 40) honors undergraduate students. After conducting chi-square tests of independence and independent t-tests we determined that there were no significant differences in substance use, life events, or emotional dysregulation between groups. However, upon analyzing demographic information honors students reported significantly higher GPAs (M = 3.77, SD = 0.32) than non-honors students (M = 3.53, SD = 0.53), t(404) = -2.72, p = .007. Additionally, honors students reported a higher number of credit hours than non-honors students, t(403) =-4.26, p < .001, with non-honors students taking an average of 14.67 (SD = 2.63) credit hours and honors students an average of 16.53 (SD = 1.81) credit hours. No other significant demographic differences were observed. Our findings did not show significant differences within populations, but rather, that honors students likely encounter stress and engage in risk behaviors just as much as non-honors students.

Syftet med den här avhandlingen är att förbättra möjligheter till miljöledning av järnvägens infrastruktur genom att utveckla en metod för att rikta in ansträngningar på att minska miljöpåverkan från infrastrukturens produkter. Metodens används i ett byggprojekt och dess robusthet blir testad. Den använder den materialrelaterade energianvändningen för att studera miljöpåverkan från infrastrukturen. Vidare studeras vilka förutsättningar och hinder det finns för att införa ett livscykelperspektiv i Banverkets organisation. Först analyserades de miljömässiga försättningarna genom en jämförande studie med vägtransportsystemet. Fokus låg även på infrastrukturens del i miljöpåverkan i jämförelse med själva transporterna i de bägge systemen. Sedan presenterades metoden och analyserades med avseende på användbarhet och robusthet. I de senare testen gavs materialtransporternas del av miljöpåverkan samt energiindikatorns miljörelevans extra utrymme.Slutligen studerades de organisatoriska förutsättningarna för att introducera metoden och införa ett livscykelperspektiv vid materialhanteringen. De organisatoriska förutsättningarna präglas mycket av Banverket miljöhistoria som främst handlar om miljögifter kopplade till lokala eller regionala miljöproblem. Dessutom finns det få miljörelaterade krav utifrån, vilket delvis kan förklara att livscykelperspektivet i mångt och mycket saknats inom organisationens materialhantering. Miljökraven på Banverkets inköp av produkter är oftast lagkrav, men eftersom de lagkrav som har anknytning till de globala miljöproblemen, vilka främst kan kopplas till uppströms produktframställning, inte är tillräckligt specifika, har organisationen svårt att översätta dessa till relevanta miljökrav vid upphandling. De avdelningar inom Banverket som är mest berörda av upphandlingen och arbetet med kravspecifikationer kräver mer stöd och kunskap för att kunna införa livscykelperspektivet i materialhanteringen. De upplevda miljöfördelar som järnvägen tycks ha över vägtrafiken är inte helt självklara. Vikten av indirekt miljöpåverkan från infrastrukturen är större för järnvägstrafiken än för vägtrafiken och detta i kombination med att den materialrelaterade energianvändningen är nästan uteslutande fossilbaserad leder till att miljöförsprånget minskar jämfört med trafikens miljöpåverkan. Om vägtrafiken minskar sitt fossilberoende i användningsfasen så måste järnvägssektorn antingen minska energianvändningen eller fossilberoendet i produktionen av järnvägsprodukter för att fortfarande kunna sägas ha miljöfördelar. För att kunna göra det senare måste nya perspektiv introduceras i Banverkets organisation. Metoden som presenteras i denna avhandling kan användas för att introducera dessa nya livscykelperspektiv och bidra till att Banverkets ansträngningar fokuseras på att minska infrastrukturens miljöpåverkan. Denna nya kunskap kan användas vid design av nya järnvägsprodukter och vid upphandlingen av dessa. Dessutom visar avhandlingen på var utförligare miljöanalyser av produkter kan behövas. Metoden använder en energiindikator för att uppskatta miljöpåverkan från materialanvändningen. Denna indikator är lätt att använda för miljöanalysen vilket gör det möjligt att enkelt introducera och inrikta livscykeltänkandet i organisationens miljöledning. Något som annars kan ligga utanför dess expertis, budget och tidsresurser. Metoden identifierar de tre produkter som är absolut viktigast att fokusera på om man vill minska miljöpåverkan från materialanvändningen i infrastrukturen. Dessa är räl, slipers och ballastmaterial där räl har överlägset störst användning av uppströms materialrelaterad energi. Genom att introducera miljökrav tidigt i designprocessen vid införande av dessa produkter kan stora miljövinster göras. Teknikavdelningarna samt upphandlarna behöver därför stöd för att introducera dessa starkare krav på uppströms miljöpåverkan. / The aim of this thesis has been to develop an approach for the scoping of environmental aspects regarding material use in the Swedish railway infrastructure in order to contribute to strategic environmental management. This is done through the development of a method based on the concepts of embodied energy and material flows, which is then tested for its robustness. Furthermore, a study has been made on which preconditions for life-cycle considerations there are for the manager of the Swedish railway infrastructure and how this relates to the actual environmental pressures from the product. The study has used the Swedish National Rail Authority, Banverket, as a case. First the environmental context was studied by an analysis of how the environmental pressure from material use compares to the operations phase and to other transport systems. Secondly, a scoping method for environmental pressure from material use in a large organization was developed and tests performed on its use and its robustness. Special focus was on the importance of materials transports and the environmental relevance of the energy indicator used. Finally, an organizational context was presented which showed the possibilities and hindrances to implementing life-cycle considerations in the environmental management of the Swedish railway infrastructure. It seems difficult to incorporate life-cycle considerations in an organization whose history is characterized by its work on solving specific local environmental issues. In addition, there seem to be limited pressures either from outside or inside the organization to adopt life-cycle environmental management. There is a need for clearer and more specific policy instruments governing many of the global environmental issues pertaining to upstream environmental pressures in order to make it easier for organizations to translate these into something useful in their environmental management. The departments with the most capacity to influence the environmental pressures from material use are demanding support and more knowledge about life-cycle considerations in order to set more relevant environmental requirements on the products. The perceived environmental advantage of the rail transport sector over road transports should not be taken for granted. The importance of the indirect environmental pressures for the rail infrastructure decreases this advantage, since its material-related energy use is almost entirely from non-renewable sources. Thus the rail transport sector needs to start decreasing the use of energy for production of railway infrastructure products or its reliance on nonrenewable energy sources for production. In order to start working with the environmental management of the railway products there is a need to adopt and introduce new perspectives. The approach developed in this thesis can be used to introduce these new perspectives, such as upstream environmental pressures, to the organization’s environmental management. It can also be employed to identify hot spots in the organization’s material use. Consequently, this new knowledge can be used in the design of new products, to set environmental demands in purchasing, and to focus further environmental analyses of the hot spots. It can also be used to broaden the perspectives in, for instance, environmental impact assessments, strategic environmental assessments and environmental reviews. The relative ease with which this indicator is collected and calculated can make it possible for the organization to include new environmental dimensions in their environmental management, which could otherwise be outside their expertise, budget or time frame. The scoping of environmental pressures, by using the approach presented in the thesis, pointed to three important railway infrastructure products. These are the products that Banverket needs to focus on first. One of the most important tasks in incorporating life-cycle considerations for products is to set environmental requirements when introducing new products to the material supply process. The requirements should already be present in the design phase of the products. Thus it is essential that the product developers get the support needed in finding relevant environmental criteria for the new product. One way to accomplish this is to employ an environmental coordinator with sufficient knowledge in the technical departments to work together with the design teams as an integral part of the design process. The overall environmental pressures from the railway transport system depend substantially on the upstream environmental pressures generated by the production of the infrastructure products. These pressures are totally dominated by three products. There is a large improvement potential in focusing the environmental management on these products by posing environmental requirements on their suppliers, in order to decrease the overall environmental pressures generated by the railway transport system.

Detta är en kvalitativ undersökning om vilken roll MARPOL-konventionen spelar för transportköpare. Vilken miljöhänsyn de tar vid val av transportör och till vilken grad de känner till MARPOL-konventionen och det arbete som besättningen ombord på fartygen utför för att leva upp till dess krav. Det studerade problemet behandlarförståelsen för att miljöarbete, inte bara inom sin egen arbetssektor, utan även inom andra arbetssektorer, är en viktig förståelse för att uppnå ett stort samarbete för miljön.Undersökningen är baserad på en semi-strukturerade metod av öppna intervjuer med fem svenska företag som handlar med varor internationellt och är transportköpare. Undersökningen visar på att transportkostnad på lång sikt, miljöarbete inom transportbolaget och pålitligheten gällande de avsatta leveranstiderna samt den tidigare arbetsrelationen mellan transportköpare och transportbolag, är de faktorer som spelar störst roll vid val av transportör för transportköpare. Samt att ett företag av fem intervjuade, känner till MARPOL-Konventionen och lite av dess arbetskrav som ställs på besättningen ombord på fartygen. Allt arbete med denna undersökning och utvecklingen av dess rapport är genomfört av arbetets författare. / A qualitative study regarding what role the MARPOL-Convention plays for the costumers of transport service. What regard of environment they take in consideration for their choice of carrier and to what degree they are aware of the MARPOL-Convention and the work the crew put in on board vessels, in order to live up to the requirements of the MARPOL-Convention. The problem deals with the understanding of the environmental work, not only within their own labor sector, but also in other labor sectors, is an important understanding to achieve a great partnership for the environment. The survey is based on a semi-structured method of open interviews with five Swedish companies that are dealing in goods internationally and are costumers of transport services. This survey shows that; long term transport costs, environmental work within the transport company, the reliability regarding the assigned delivery times and the earlier working relationship between shippers and carriers, play the greatest role for the choice of carrier. And that one out of five respondents are aware of the MARPOL-Convention, and some of the work it requires of the crew on board the vessels.

Submitted by Denise Amâncio (deniseamancio2015@gmail.com) on 2018-11-28T14:22:04Z No. of bitstreams: 3 DOCILIDADE AMBIENTAL.pdf: 2373738 bytes, checksum: ba965f55a4adf7db09d57e351328f64d (MD5) autodepósito.pdf: 300090 bytes, checksum: d71771f5087fc9fb57b6f4db9e76786e (MD5) doc aprovado.pdf: 469655 bytes, checksum: 85bbfda63ab6a928a1ff89ea87615603 (MD5) / Approved for entry into archive by PPGPSI Psicologia (ppgpsiufam@ufam.edu.br) on 2018-11-29T19:00:43Z (GMT) No. of bitstreams: 3 DOCILIDADE AMBIENTAL.pdf: 2373738 bytes, checksum: ba965f55a4adf7db09d57e351328f64d (MD5) autodepósito.pdf: 300090 bytes, checksum: d71771f5087fc9fb57b6f4db9e76786e (MD5) doc aprovado.pdf: 469655 bytes, checksum: 85bbfda63ab6a928a1ff89ea87615603 (MD5) / Approved for entry into archive by Divisão de Documentação/BC Biblioteca Central (ddbc@ufam.edu.br) on 2018-11-30T20:29:21Z (GMT) No. of bitstreams: 3 DOCILIDADE AMBIENTAL.pdf: 2373738 bytes, checksum: ba965f55a4adf7db09d57e351328f64d (MD5) autodepósito.pdf: 300090 bytes, checksum: d71771f5087fc9fb57b6f4db9e76786e (MD5) doc aprovado.pdf: 469655 bytes, checksum: 85bbfda63ab6a928a1ff89ea87615603 (MD5) / Made available in DSpace on 2018-11-30T20:29:21Z (GMT). No. of bitstreams: 3 DOCILIDADE AMBIENTAL.pdf: 2373738 bytes, checksum: ba965f55a4adf7db09d57e351328f64d (MD5) autodepósito.pdf: 300090 bytes, checksum: d71771f5087fc9fb57b6f4db9e76786e (MD5) doc aprovado.pdf: 469655 bytes, checksum: 85bbfda63ab6a928a1ff89ea87615603 (MD5) Previous issue date: 2018-11-08 / . / The contributions of environmental docility have brought new perspectives to study of well-being and quality of life among the elderly. It is in this line that this research has the purpose of analyze aspects of environmental docility in social use of public spaces for the coexistence of the elderly in an institution in the city of Manaus-AM. This multi-method approach research used the techniques of systematic and participative observation, as well as the application of semistructured questionnaires. Twenty elderly (16F; 4M), considered members of the Programa Idoso Feliz participa Sempre ( Happy Elderly Always Participates program) - PIFPS of the Federal University of amazonas- UFAM / AM. The results showed that for these elderly people, the policies laws have strengthened their rights, but they still prejudice of other segments of society. For these elderly people, such laws ignore aspects of facilitating mobility and accessibility to the elderly. In this way the programs are often inaccessible by facing the city. Another limiting factor of their participation is the fragility of health that finds little support from health care agencies. The elderly once they have overcome such obstacles that limit their participation, it’s normal that they have fewer environmental pressures. In this space the elderly finds possibilities for restoring their emotions and physics. In addition, the living space offers a welcoming physical environment whose affordances promote aspects of psychosocial well-being, even when it is considered minor feature to the program. It is in this environment that it is limited in its specific functions of care for the elderly that environmental docility reveals itself and promotes the building of skills and abilities for healthy aging. / As contribuições da docilidade ambiental trouxeram novas perspectivas para os estudo do bem-estar e qualidade de vida entre os idosos. É nesta linha que esta pesquisa está direcionada, a qual teve como objetivo analisar aspectos de docilidade ambiental no uso social de espaços públicos de convivência de idosos em uma instituição na cidade de Manaus-AM. Essa pesquisa de abordagem multimétodos utilizou as técnicas de observação sistemática e participativa, além da aplicação de entrevistas semiestruturadas. Participaram do estudo 20 idosos considerados membros efetivos do Programa Idoso Feliz Participa Sempre PIFPS- U3IA-FEFF da Universidade Federal do Amazonas- UFAM/AM. Os resultados mostraram que para esses idosos, as políticas públicas e leis vieram fortalecer seus direitos, porém ainda enfrentam diariamente o preconceito de outros segmentos da sociedade. Para esses idosos tais leis ignoram aspectos de facilitação da mobilidade e acessibilidade ao idoso. Dessa forma os programas a eles destinados, muitas vezes são inacessíveis pelas dificuldades enfrentadas no deslocamento pela cidade. Outro fator limitante de sua participação cidadã é a fragilidade da saúde que encontra pouco respaldo das agências de cuidado ao idoso. Uma vez vencidos tais entraves que limitam sua participação, o idoso encontra no programa de convivência compensações das pressões ambientais. Nesse espaço de convivência o idoso encontra possibilidades de restauro das emoções e das dificuldades físicas. Além disso, o espaço de convivência oferece um ambiente físico acolhedor cujas affordances promovem aspectos de bem-estar psicossocial, mesmo que não este seja visto como aspecto secundário no programa. É nesse ambiente, mesmo que limitado em suas funções específicas de atendimento ao idoso, que a docilidade ambiental se revela e promove a construção de competências e habilidades para um envelhecimento saudável. / Meu trabalho é ligado aos Processos psicossociais, na linha de Psicologia Ambiental.