The problem this study addresses is that the Christian church in the postmodern west is in a condition of zero growth and even decline. Conventional strategies intended to reverse this condition have tended to focus on improved implementation of traditional methodologies of church growth. Despite the application of such strategies the church continues to decline, indicating the urgent need for additional approaches. Practical theology suggests such an additional approach: greater engagement with the local community. Certain churches have been identified whose congregations, acting, it is believed, under the leadership of the Spirit, are engaging their immediate communities in a wide variety of ways often with the result that people touched by the church respond with a new or renewed interest in the Christian faith and in some instances join or rejoin the Christian family. The implication, and the hypothesis of the study, is that widespread application of the practices of such community-engaging congregations, called “holistic” congregations, might have a positive impact in terms of growth in the wider church community. To determine the validity of this implication a small-scale inductive, empirical, effect-to-cause study was undertaken. Combining qualitative and quantitative research methods intended to identify the ethos of those churches that meet the developed criteria of “holistic” churches, as compared to a second group of “non-holistic” churches, the study addresses the question: Is it possible to discover the ethos of holistic churches with a view to reproducing that ethos in other churches? Analysis of the data gathered during the study identifies a number of specific characteristics shared by the holistic churches. In addition to suggesting strategies that may profitably be investigated and implemented by churches that wish to become, or become more, holistic in terms of their outreach ministry, the results also advocate the further study of holism as a possible key feature to the future of the Church. / Thesis (PhD (Practical Theology))--University of Pretoria, 2005. / Practical Theology / unrestricted

The work investigates the relationship the Swedish indigenous people, the Sámi people, have towards their cultural remains in the Sámi cultural landscape. It is investigated through a qualitative-comparative literature studie which is primarily conducted through an analysis of four websites; two Sámi controlled websites and two swedish county administration controlled websites. The relationship the Sámi people have towards their ancient cultural remains can be seen through studies of their relationship towards graves and old settlement remains, (swe:kåtatomter) which reflects a relationship that is contested by factors such as the threat of exploitation of the Sámi cultural landscape, and by the challenges that comes with repatriation cases. The work emanates from a postcolonial perspective which can be seen throughout the entire work and which is primarily based on reconciliation as a concept within postcolonial theory

Holistic environmental policies, which emerged from a mere combination of technical activities in waste management some 40 years ago, constitute the most advanced level of environmental policies. These approaches to environmental policy, among them the policies in integrated waste management, attempt to guide economic agents to an environment-friendly behaviour. Nevertheless, current holistic policies in waste management, including policies on one-way drinks containers and waste electrical and electronic equipment, and implementations of extended producer responsibility with further applications to waste electrical and electronic equipment, reveal more or less severe deficiencies – despite some positive examples. This article relates these policy failures, which are not necessarily the result of an insufficient compliance with the regulations, to missing constitutive elements of what is going to be called an ‘integrated environmental policy’. This article therefore investigates – mostly from a practical point of view – constitutive elements, which are necessary for a holistic policy to serve as a well-functioning allocation mechanism. As these constitutive elements result from a careful ‘integration’ of the environmental commodities into the economic allocation problems, we refer to these policies as ‘integrated environmental policies’. The article also discusses and illustrates the main steps of designing such a policy – for waste electrical and electronic equipment and a (possible) ban of Glyphosat in agriculture. As these policies are dependent on economic and political stability with environmental awareness sufficiently developed, the article addresses mostly waste management policies in highly industrialised countries.

Bei Raupenfahrwerken wird das allgemeingültige Prinzip verfolgt, dass durch die scharnierbare Aneinanderreihung von Kettengliedern eine fahrzeugeigene Fahrstrecke entsteht. Dies erlaubt selbst schwere Geräte im unwegsamen, brüchigen Gelände mit großen Vortriebskräften zu mobilisieren. Jedoch wohnt, der Diskretisierung des Raupenbandes in Glieder endlicher Länge geschuldet, dem Fahrwerk eine hohe Fahrunruhe inne. Dadurch entstehen zeitvariante Lasten im Fahrwerk, welche die Lebensdauer der Kette, des Fahrwerkantriebs und der Tragstruktur des Fahrzeugs limitieren und somit regelmäßig kostenintensive Instandsetzungsmaßnahmen erzwingen. Diese Problemstellung aufgreifend beschäftigt sich die Arbeit mit der Analyse und Optimierung des fahrdynamischen Verhaltens von Raupenfahrzeugen. Zugleich werden Methoden vorgestellt, welche eine rechenzeiteffiziente Simulation von Raupenfahrzeugen und Antriebssystemen zulassen.:Inhaltsverzeichnis V Symbolverzeichnis VIII Abkürzungsverzeichnis XII 1 Einleitung 1 1.1 Eigenschaften und Anwendungsbereiche von Raupenfahrwerken 1 1.2 Problemstellung 2 1.3 Gesamtaufbau Bagger 293 4 1.4 Raupenfahrwerk Bagger 293 5 1.5 Raupenfahrwerk – Fahrschiff 6 1.6 Präzisierte Aufgabenstellung 7 2 Grundlagen und Stand der Technik 11 2.1 Grundlagen zur Fahrunruhe von Raupenfahrwerken 11 2.1.1 Allgemeine Einteilung der Fahrunruhe 11 2.1.2 Innere Fahrwiderstände 12 2.1.3 Äußere Fahrwiderstände 18 2.1.4 Kettenvorspannung 19 2.2 Arbeiten zur Beschreibung der Fahrunruhe von Raupenfahrwerken 20 2.3 Ganzheitliche Analyse von Raupenfahrzeugen 22 2.3.1 Ganzheitliche Systembetrachtung 22 2.3.2 Beiträge zur ganzheitlichen Raupenfahrzeuganalyse 22 3 Detaillierte Modellfindung von Raupenfahrzeugkomponenten 26 3.1 Hintergrund 26 3.2 Elektrisch-Regelungstechnisches System 27 3.2.1 Regelungsprinzip für das einzelne Fahrschiff 27 3.2.2 Regelungsprinzip für das gesamte Fahrwerk 27 3.2.3 PI-Drehzahlregelung 29 3.2.4 P-Drehzahldifferenzregelung 30 3.2.5 Lenkwinkelkorrektur 31 3.2.6 Asynchronmaschine 33 3.2.7 Feldorientierte Regelung 37 3.2.8 Frequenzumrichter 40 3.2.9 Simulation und Analyse des Einzelraupenmodells der Regelung 41 3.3 Fahrwerksmodell 43 3.3.1 Modellbildung und Topologie 43 3.3.2 Fahrsimulation ohne Schakentäler 46 3.3.3 Fahrsimulation mit Schakentälern 51 3.3.4 Fahrsimulation Hangfahrt mit Schakentälern 54 3.3.5 Fahrsimulation Kurvenfahrt mit Schakentälern 56 3.3.6 Sensitivität des Fahrverhaltens 59 3.3.7 Fazit zur Fahrdynamik eines Fahrschiffes 63 3.4 Mechanisches System – Getriebe 63 3.4.1 Modellbildung und Topologie 63 3.4.2 Simulation mit synthetischem Lastfall 67 3.5 Mechanisches System – Unterwagen und Oberbau 69 3.5.1 Modellbildung 69 3.5.2 Simulation im Frequenzbereich 71 4 Rechenzeiteffiziente Ersatzmodelle von Raupenfahrzeugkomponenten 72 4.1 Hintergrund 72 4.2 Elektrisch-Regelungstechnisches System 72 4.2.1 Methodik 72 4.2.2 Simulation und Bewertung 73 4.3 Fahrwerksmodell 74 4.3.1 Methodik 74 4.3.2 Simulation und Bewertung ohne Schakentäler 87 4.3.3 Simulation und Bewertung mit Schakentälern 90 4.4 Getriebemodell 92 4.4.1 Methodik 92 4.4.2 Simulation und Bewertung 96 4.5 Unterwagen- und Oberbaumodell 98 4.5.1 Methodik 98 4.5.2 Simulation und Bewertung 99 5 Ganzheitliche Fahrdynamik-Simulation und Messdatenabgleich 101 5.1 Modellstufen 101 5.1.1 Rheonom betriebenes Fahrschiffmodell 101 5.1.2 Ganzheitliches Fahrschiffmodell 101 5.1.3 Ganzheitliches Fahrzeugmodell 102 5.2 Simulation 103 5.2.1 Vergleich des rheonomen mit dem ganzheitlichen Fahrschiffmodell 103 5.2.2 Einfluss der Oberbauelastizität auf das Fahrverhaltens 104 5.2.3 Einfluss der Phasenlage (Parallelfahrt) 105 5.2.4 Vergleich Messung und Simulation 108 6 Ganzheitliche Optimierung am Fahrschiffmodell 115 6.1 Methodik 115 6.2 Kontinuierliche Rollbahn 115 6.2.1 Hintergrund 115 6.2.2 Erprobung am Ersatzmodell des Fahrwerkes 116 6.2.3 Erprobung am MKS-Kontaktmodell des Fahrwerkes 117 6.3 PI-Motordrehzahlregelung 118 6.3.1 Hintergrund 118 6.3.2 Erprobung am Ersatzmodell mit Schakental-Design 119 6.3.3 Erprobung am MKS-Kontanktmodell mit Schakental-Design 122 6.3.4 Erprobung am Ersatzmodell mit kontinuierlicher Rollbahn 124 6.3.5 Erprobung am MKS-Kontaktmodell mit kontinuierlicher Rollbahn 126 6.3.6 Fazit PI-Drehzahlregelung 127 6.4 PI-Zustandsregelung 127 6.4.1 Methodik 127 6.4.2 Erprobung am Ersatzmodell mit Schakental-Design 133 6.4.3 Erprobung am MKS-Kontaktmodell mit Schakental-Design 135 6.4.4 Erprobung am Ersatzmodell mit kontinuierlicher Rollbahn 135 6.4.5 Erprobung am MKS-Kontaktmodell mit kontinuierlicher Rollbahn 137 6.4.6 Fazit PI-Zustandsregelung 138 6.5 Statische und statisch-dynamische Kettenvorspannung 139 6.5.1 Hintergrund 139 6.5.2 Erprobung am Ersatzmodell 140 6.5.3 Erprobung am MKS-Kontaktmodell 142 6.5.4 Kritische Bewertung 143 7 Ganzheitliche Optimierung am Fahrzeugmodell 144 7.1 Methodik 144 7.2 Kontinuierliche Rollbahn 144 7.3 Kontinuierliche Rollbahn und statische Kettenvorspannung 145 8 Zusammenfassung und Ausblick 146 Literatur 149 Abbildungsverzeichnis 154 Tabellenverzeichnis 159 A Auswertungsgrößen 160 A.1. Amplitudensignal 160 A.2. Schwingungseffektivwert 160 A.3. Kreuzkorrelationskoeffizient 161 B Analytische Berechnung der Lasten bei Kurvenfahrt 162 C Korrelationen CB-Set 164

Professional supervision realized in terms of tripartite contract by trained supervisor is a part of care improvement in helping professions. Although pastoral supervision is manifesting many similarities to supervision in helping professions, a difference can be found in the emphasis on its spiritual and theological richness. There is no concept of such perceived supervision in the Czech Republic. This led to the need for mapping the situation of supervision provided to healthcare chaplains in the Czech Republic and for inquiries as to whether the provided supervision comply with the parameters of professional supervision. Spiritually centered holistic pastoral care, which is presented in their work, comes from biblical sources. Thus, spiritual dimension of human existence is firmly founded in the prior understanding of the healthcare chaplain (pastoral worker) and communication is realized in a specific language within specific discourse. Supervision provided to healthcare chaplains should, therefore, react to these circumstances and reflect them. The second phase of the research is concerned with the possible specifics and demands on the supervisor which lead from it. Key words: supervision, pastoral supervision, clinical pastoral care, spirituality, religiosity, spiritually centered holistic...

Im bisherigen Auslegungsprozess wird ein Bahnsystem in der Regel in Teilsysteme zerlegt, die nacheinander und für sich betrachtet entworfen werden. Das Verhalten des Gesamtsystems im geplanten täglichen Betrieb wird nur für wenige Varianten mittels Simulation überprüft. In dieser Arbeit wird der Ansatz vorgestellt, ein elektrisches Bahnsystem als Optimierungsaufgabe zu modellieren und diese mit einem geeigneten mathematischen Suchverfahren zu lösen, um Wechselwirkungen im Gesamtsystem bereits während der Dimensionierung berücksichtigen zu können. Zu diesem Zweck wird ein mehrkriterieller genetischer Algorithmus mit Zugfahrtsimulation und Netzberechnung gekoppelt, um ein für elektrische Bahnen entwickeltes Optimierungsmodell zu lösen. Am Beispiel einer realen Metrostrecke wird das Verfahren auf seine Eignung getestet und die erzielten Ergebnisse bewertet. / In the previous design process the electric railway system was subdivided into subsystems that are conceived one after the other and independent of each other. The performance of the complete railway system under realistic operation conditions can only be verified for some very few variants using simulation tools. The paper presents an approach to formulate an electric railway system as a self-contained optimization problem solved by means of a mathematical optimization method in order to consider interactions within the system in the early stage of the design process. Therefore a multi-objective genetic algorithm is coupled with both train simulation and electrical network calculation solving an optimization model specially designed for electrical railway systems. The proposed method is tested on an actual metro system. The results of this case study are presented and evaluated.

The integration of modern science and indigenous knowledge systems in the science education curriculum for South African schools represents social justice for the majority of South Africans as they determine the knowledge necessary for themselves and for future generations in the new South Africa. An exploratory research reveals tension and a dichotomous relationship between modern science and IKS, caused by false hierarchies that are influenced by factors such as colonialism, capitalism and modernisation to the exclusion of the core values held by indigenous people in their relationship with nature. The thesis demonstrates that the integration requires an epistemology that puts humanity first and a framework that accommodates both ways of knowing. This should allow for the best in the two systems of knowing to serve humanity in a dialogical manner. / Educational Studies / M. Ed. (Philosophy of Education)

The 2012 Integrated Early Childhood Development (IECD) curriculum recently introduced in all Botswana government preschools was examined by this study. To guide the findings of this study the literature addressing the effective preschool curriculum implementation strategies was reviewed. Furthermore, structured interviews, non-participant observations and documents review were conducted in line with the qualitative phenomenological research approach. Specifically, teachers from three preschools implementing the 2012 IECD curriculum framework were interviewed to obtain their views with regard to its implementation. The data collected from the interviews was thematically analysed and triangulated with that from the observations and documents. The findings of this study showed that even though the teachers were generally satisfied with their different levels of training, they were concerned about the limited duration of in-service training as well as the course content that did not address their unique needs and those of their supervisors. Consequently, effective IECD curriculum implementation was negatively affected by lack of effective supervision as well as lack of teaching resources and other forms of support. Drawing from the findings of this study, recommendations were made and teacher training guidelines were developed. The guidelines were informed by the SCLT (teacher training) and CoP (formation of partnerships) theories. The implications of this study are that the suggested training guidelines would promote teacher efficacy facilitated by proper teacher training strategies and they will hopefully motivate the formation of working partnerships. / Curriculum and Instructional Studies / M. Ed. (Curriculum Studies)

Inom matematikdidaktik beskrivs matematisk modellering som en process bestående av olika delprocesser. Forskare inom området menar att ett holistiskt förhållningssätt behövs i undervisningen för att alla delprocesser i modelleringsprocessen ska kunna utvecklas. Syftet med denna studie är att undersöka kursplaners synliggörande (intended curriculum) av olika delprocesser vid matematisk modellering med differentialekvationer i svenska lärosätens ämneslärarprogram för gymnasiet med matematik som huvudämne. För att analysera kursplanerna används ett teoretiskt ramverk formulerat av Blomhøj & Jensen (2003). Resultatet visar stora skillnader i vilka delprocesser som synliggörs. Från nästan alla kursplaner som analyserades kunde man tydligt utläsa att i kursplanen synliggjordes delprocesser om matematisering av modelleringsproblem samt undersökning och lösning av uppkomna matematiska problem, medan andra delprocesser som speglar identifiering av ett verklighetsnära modelleringsproblem och tolkning av beräkningsresultatsynliggörs i mycket liten utsträckning. Delprocessen om analys av modellens giltighet synliggjordes i några enstaka kursplaner. En slutsats är att alla delprocesser inte synliggörs i kursplaner för matematikkurser i ämneslärarprogram för gymnasiet som behandlar modellering med differentialekvationer. Studien belyser behov av fortsatt forskning inom området, till exempel av det tillämpade genomförandet eller det uppnådda kursresultatet. / In mathematics education, mathematical modelling is described as a process consisting of different sub-processes. Researchers in the area believe that a holistic approach needs to be included in teaching where all sub-processes in the modelling process can be developed. The aim of this study is to investigate the visibility of different sub-processes in mathematical modelling in curricula (intended curriculum) with differential equations for Swedish teachers’programme with mathematics as core subject. To analyse the curricula, a theoretical framework formulated by Blomhøj & Jensen (2003) is used. The results show that there is a difference in the visibility of the sub-processes. From almost all curricula that were analysed, sub-processes on mathematization of modelling problems and investigation and solution of emerging mathematical problems could be clearly seen, while other sub-processes such as identification of a realistic modelling problem, interpretation and analysis of results could be seen to a lesser extent. The sub-process of analysing the validity of modelswas visible in a few curricula. Hence possible conclusions can be drawn, one is that curricula in modelling with differential equations for Swedish secondary education teacher programme in mathematics do not showcase all modellingsub-processes. The thesis highlights further need in studies of the implemented and attained curricula.

A human-centered approach when developing new support systems in vehicles has the potential to enable the driver to make safe decisions in the transition between manual and automatic control. However, careful considerations have to be taken. Not only would the design of the systems, in terms of interface be important, but also what kind of activities the systems support. The aim of this study was to identify an appropriate activity to support the cognitive processes for truck drivers, develop an interface for this activity, and evaluate it in driving situations. This was executed in three sub-studies: the Pre-study, the Design-study, and the Evaluation study. In the Pre-study, the aim was to investigate for what kind of driver-related activity distribution and long haulage truck drivers need a driver support and interface. This was investigated via contribution from truck drivers, HMI/Ergonomics experts, as well as engineers. The activity chosen to support was detecting objects around the vehicle. However, reconsiderations were made due to constrains in the simulator. Suggested by Scania’s Vehicle Ergonomics group a holistic system was chosen; an interface approach enabling for more technologies to be included within the same interface, reducing the amount of modalities a driver can be exposed to. The Design-study addressed the aim of designing an interface for the Holistic system with truck drivers’ cognitive workload in focus. A LED-prototype was built running along the window edges inside the cab of Shania’s Vehicle Ergonomics groups’ simulator, to create warning signal concepts. Literature findings, the LED-prototype, and the simulator were used in an iterative process to design and improve warning signal concepts, until two final concepts were created. The holistic system informs of hazards around and near the vehicle by lighting the area risky objects occurs to guide drivers’ attention and this was done either with 1) the informative display or, 2) the directional display. The Informative display conveys information of a hazard location and type, and the Directional display exclusively conveys information of the hazard location. The Evaluation study explored how drivers were affected by, and how they perceived, the holistic interface design regarding mental workload and hazard detection. A user simulator test was designed to collect data within the areas of ‘Event detection’, ‘Workload’, ‘Driving performance’ and ‘Subjective opinion’. Fourteen professional truck drivers assessed three conditions: 1) Baseline (driving without a system), 2) the Informative display, and, 3) the Directional display, while being exposed to potential hazards. To further increase workload, a secondary task was performed at the end of each condition. The results showed that the Informative display did not only result in more ‘Detection hits’, instances when a driver responded to a present hazard, but also significantly decreased reaction time to detect a hazard. However, in terms of acceptance, the two concepts were considered equally preferred. As the Informative display showed to be more efficient in terms of hazard detection, this should be investigated further. A holistic interface enables for more systems to be included within the same interface, reducing the amount of alarms and modalities drivers are exposed to if designed skillfully. Thus, more support systems can be included in future vehicles, without causing unnecessary distraction when applying a holistic interface approach. / Ett människocentrerat förhållningsätt vid utveckling av nya stödsystem i fordon möjliggör för förare att ta säkra beslut i övergången mellan manuell kontroll och automation. Men noggranna överväganden måste tas. Inte bara systemets utförande i form av gränssnittet är av stor vikt, utan även vilken typ av aktivitet som stöds. Syftet med denna studie var att identifiera en lämplig aktivitet att stödja lastbilsförares kognitiva processer, utveckla ett gränssitt för denna aktivitet och utvärdera gränssnittet i en körsituation. Detta utfördes i tre substudier: Förstudien, Designstudien samt Utvärderingsstudien. Förstudiens syfte var att undersöka för vilken typ av körrelaterad aktivitet distributions- och långtransportförare behövde ett förarstöd och gränssitt. Detta undersöktes med bidrag från lastbilsförare, HMI/Ergonomi experter samt ingenjörer. Den valda aktiviteten blev upptäcka objekt framför och kring lastbilen. Dock ändrades den valda aktiviteten på grund av begräsningar i simulatorn. Förslaget från Scanias Ergonomigrupp för förarhytten blev ett Holistiskt system istället; en gränssnittsstrategi som möjliggör att fler tekniker och system att inkluderas i samma gränssnitt, vilket minskar antalet modaliteter en förare kan bli utsatt för.  Designstudien behandlar syftet beträffande utformningen av gränssnittet för det holistiska systemet med avseende på lastbilsförares kognitiva belastning. En LED-prototyp byggdes, denna löpte längs med fönsterkanten i förarhytten på Scanias Ergonomigrupps simulator, för att skapa varningssignals-koncept. Resultat från litertur, LED-prototypen och simulatorn användes i en iterativ process för att utveckla och förbättra varningssignalerna. Det holistiska systemet informerar om faror runt fordonet genom att tända ljus i det område riskfyllda objekt upptäckts för att leda förarens uppmärksamhet och detta görs med något av de två utvecklade koncepten: 1) det informativa varningskonceptet eller 2) det riktningsgivande konceptet. Det informativa konceptet förmedlar information om farans placering och typ, medan det riktningsgivande varningskonceptet enbart förmedlar information om farans placering. Utvärderingsstudien utforskade hur förare påverkades av och hur de upplevde det holistiska gränssnittet med avseende på mentalbelastning och upptäckten av faror. Ett användartest i en simulatorutvecklades för att samla in data inom områdena Upptäckt av faror, Mentalbelastning, Körförmåga samt Subjektiv uppfattning. Fjorton professionella förare bedömde tre tillstånd: 1) Baslinje (körning utan ett system), 2) det informativa varningskonceptet och 3) det riktningsgivande varningskonceptet, medan de blev utsatta för potentiella faror. För att öka den mentala belastningen utfördes en sekundäruppgift vid slutet av varje tillstånd. Resultaten visade att det Informativa varningskonceptet inte enbart resulterade i fler upptäckta faror, tillfällen då förare reagerade på en närvarande fara, utan även signifikant minskade reaktionstider att upptäcka faror. Däremot föredrogs båda koncepten i samma utsträckning med avseende på acceptans. Då det informativa varningskonceptet visades sig mest effektivt gällande upptäckten av faror borde denna undersökas vidare. Ett holistiskt gränssitt möjliggör för fler system att inkluderas i samma gränssitt och minskar mängden alarm och modaliteter som en förare kan utsättas för om det designas skickligt. Om ett holistiskt gränssnitt tillämpas kan därmed fler stödsystem innefattas i framtida fordon utan att orsaka oönskad distraktion.