Tese (doutorado)—Universidade de Brasília, Programa de Pós-Graduação em Psicologia Social, do Trabalho e das Organizações, Laboratório de Psicologia Ambiental, 2014. / Submitted by Albânia Cézar de Melo (albania@bce.unb.br) on 2015-02-04T15:15:11Z No. of bitstreams: 1 2014_IngridLuizaNeto.pdf: 4575248 bytes, checksum: 8013cc29d5b3809c1f52a74c030a70ef (MD5) / Approved for entry into archive by Ruthléa Nascimento(ruthleanascimento@bce.unb.br) on 2015-02-10T17:41:43Z (GMT) No. of bitstreams: 1 2014_IngridLuizaNeto.pdf: 4575248 bytes, checksum: 8013cc29d5b3809c1f52a74c030a70ef (MD5) / Made available in DSpace on 2015-02-10T17:41:43Z (GMT). No. of bitstreams: 1 2014_IngridLuizaNeto.pdf: 4575248 bytes, checksum: 8013cc29d5b3809c1f52a74c030a70ef (MD5) / Os impactos individuais, ambientais, econômicos e sociais decorrentes do uso excessivo do automóvel têm estimulado o desenvolvimento de medidas de redução do uso do carro e de incentivo à utilização de modos de transporte mais sustentáveis. A migração para o transporte público tem sido indicada como uma estratégia eficiente, uma vez que este modo de transporte, quando operado com qualidade, oferece uma série de vantagens ao usuário. Sabese, contudo, que variáveis ambientais, sociodemográficas e psicossociais podem influenciar o comportamento de utilizar o transporte público. Neste trabalho, é testado um modelo teórico integrado para investigar a influência das seguintes variáveis psicossociais no uso de transporte público: intenção, percepção de controle comportamental, atitude, norma pessoal, norma social, sentimento de culpa, consciência do problema e consciência das consequências. Para tanto, foi realizado um estudo comparativo entre duas amostras: uma no Distrito Federal - Brasil (n=312) e outra na região de Hampton Roads-VA - Estados Unidos (n=518). Os participantes responderam a um survey online, composto por uma escala com 31 itens e questões para levantamento de dados sociodemográficos. O instrumento foi submetido a procedimentos de validação semântica, análise fatorial confirmatória e teste de invariância das medidas, visando assegurar sua confiabilidade e adequação para mensurar os mesmos construtos nas duas culturas investigadas. Também foi testada a invariância da relação causal entre as variáveis dispostas no modelo, com o objetivo de identificar se os modelos estimados para as duas culturas eram equivalentes. Finalmente, foram comparadas as relações causais encontradas nos modelos do Distrito Federal e de Hampton Roads-VA. Os resultados sugeriram que houve equivalência entre as duas amostras, tanto no que se refere às medidas utilizadas, quanto no que tange às relações causais estabelecidas entre as variáveis do modelo. Os índices estimados para verificar o ajuste dos dados ao modelo teórico foram satisfatórios nas duas amostras. Comparando-se os modelos, foram encontradas mais semelhanças do que diferenças, o que pode ser decorrente tanto da universalidade do modelo testado, quanto das semelhanças contextuais entre as duas regiões investigadas. A intenção foi forte preditora do comportamento, sendo influenciada principalmente pela percepção de controle comportamental. Esse resultado revela que quanto mais as pessoas perceberem que o uso do transporte público é um comportamento fácil de ser realizado, maior será sua intenção de usar esse modo de transporte. Crenças normativas e de controle foram mais relevantes na predição da intenção do que uma orientação pró-ambiental. Foram encontradas diferenças em relação ao papel da atitude e da norma pessoal na intenção, bem como da influência da atitude e do sentimento de culpa na percepção de controle comportamental. Conclui-se sugerindo o desenvolvimento de ações de intervenção que visem aumentar a percepção de controle do usuário, de maneira que o transporte público seja percebido como um modo de transporte passível de ser utilizado. Estima-se que a provisão de informação e o estímulo ao uso, aliados à melhoria da qualidade dos serviços prestados, sejam estratégias potencialmente eficazes para se aumentar a percepção de controle e, consequentemente, a intenção e o uso do transporte público. _________________________________________________________________________ ABSTRACT / The excessive use of cars is responsible for individual, environmental, economic and social problems. As a consequence, the development of measures to reduce car use and encourage the use of sustainable modes of transport is needed. One strategy considered efficient is the change to public transport, as this transportation mode offers several advantages, especially when operated with quality. The use of public transportation, however, is influenced by environmental, socio-demographic and psychosocial variables. In this investigation, we test an integrated model to verify how the following psychosocial variables influence the use of public transport: intention, perceived behavioral control, attitude, personal norm, social norm, guilt, problem awareness and awareness of consequences. We performed a comparative study between two samples: one in the Federal District - Brazil (n = 312) and another in the region of Hampton Roads-VA - United States (n = 518). Participants responded to an online survey consisting of 31 item scale and socio demographic questions. The instrument was submitted to semantic validation procedures, confirmatory factor analysis and measurement invariance tests, to ensure its reliability and suitability to measure the same constructs in both samples surveyed. The invariance of the causal relationship between the variables arranged in the model was also tested, to identify whether the estimated models were equivalent for both samples. Finally, we compared the causal relationships found in both models. The results indicated equivalence between the two samples, regarding both the measures and the causal relations between the variables of the model. The estimates of the model fit indices were satisfactory in both samples. Comparing the models, more similarities than differences were found, which may be attributed to both the universality of the tested theoretical model, as well as the contextual similarities between the two regions investigated. The intention was a strong predictor of behavior, being mainly influenced by the perception of behavioral control. This result reveals that the more people realize that using public transportation is an easy behavior to be undetaken, the greater their intention to use this mode of transport. Normative and control beliefs were more relevant in predicting the intention then pro-environmental orientation. Differences were found regarding the role of attitude and personal norms for expressing intentions as well as the influence of attitude and feelings of guilt for the perception of behavioral control. We suggest interventions for bring about an increase perceived control, so that public transportation can be seen as an easy transportation option. It is estimated that perceived control, intention and public transportation use could be increased by providing information, encouraging the use, and improving the service quality.

This thesis deals with the history of the Ashburnham family during the English Civil War. The research is based primarily on the examination of published and unpublished archival sources. The first chapter outlines the origin of the Ashburnham family from their arrival in England, probably with the troops of William the Conqueror, until the early seventeenth century when their prosperity came from the processing of iron. The diploma thesis also analyses the reasons that caused the outbreak of the English Civil War. The core of the thesis is focused on the relationship between John Ashburnham and Charles I, mainly on king's escape from Hampton Court to the Isle of Wight in 1647 and John's part in it. Although the history of the Ashburnhams is followed mainly during the times of the English Civil War, the thesis also covers the period following the execution of Charles I focusing on the social and financial situation of the Ashburnham family. The thesis is concluded with the post-war settlement of Charles II with the Ashburnhams and the short-and-long term consequences on their family resulting from their involvement in the English Civil War.

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This study sets out to explore first person theatre as a means of opening the individual to the problems of contemporary capitalism and its increasing pervasion of the personal in an era of embeddedness enabled by networked pervasive technology. Firstly setting out key definitions and a theoretical analysis of the problems of being in the digital age in chapter 1, and then setting this against the history of interaction in performance in chapter 2. The study then goes on (in chapters 3-5) to investigate three key aspects of first person performance as personal-as-political; sound and the city, play and games, and interactive theatre. In the final chapter, The Umbrella Project develops a piece of first person theatre as practice, a method of investigation that is vital to a thesis that discusses politics, late capitalism, and the means to resist the message-sending of private interests as fundamentally only to be understood in practice. For this reason, too, chapters 3, 4 and 5 are supported by key case studies discussing other first person theatre practice. By placing the participant at the centre of the world-constituting process of theatre in the hot space between what is and what if this study suggests that first person theatre is able to open the contemporary individual to an inbetween where they might re-see, reflect and react to what is. To imagine and, if wished, act upon a what if. In an age of the disrupted near and far, the vanishing of the interface, of the false rhetoric of choice of personalisation , and the often false rhetoric of agency at the end of the era of broadcast, first person theatre offers the subject a route to individual agency, an understanding of the urban environment as construct, and to their relationship with the subjective other something which this thesis suggests is a personal-as-political practice to rival the Spectacle of late capitalism.

There are certain recordings by important artists such as Lionel Hampton, Miles Davis, John Coltrane, Pedro Iturralde, Chick Corea, and Paco de Lucía, among others, that have been associated with the label flamenco jazz. This label is entering jazz discourse, and it needs to be better understood in order to clarify its history, its identity, and its impact on recent developments in flamenco that are labeled nuevo flamenco. There is a lack of agreement in the existent literature on flamenco jazz on the evaluation of these recordings and these artists' achievements and contributions to this field. These writings encompass authors from different backgrounds: journalists, critics, and musicologists, who have approached their analysis of the recordings from different perspectives. The differences in professional backgrounds, approaches, and purpose of the writings of these authors has resulted in controversy about this label. Therefore, the flamenco jazz scholarly conversation needs more objective writings from an analytical point of view. This historiographical study presents a more comprehensive evaluation of flamenco jazz by discussing selected recordings using analytical tools from jazz studies. These analytical arguments clarify the aesthetics of flamenco jazz and the artistic processes that these artists went through when combining musical elements from flamenco and jazz, which in some cases are described as creative misreading. In this century of cultural globalization, where jazz has become a diverse expression of world music because of its capacity to absorb traits from other musical practices, this study can be a resource for international jazz musicians who are seeking to combine jazz with their musical cultural heritage.