This thesis explores three major issues in the burgeoning empirical literature on the determinants of subjective well-being (SWB). While economic theory assumes that it is current consumption that matters to SWB, empirical work has focused almost exclusively on the effect of income. In Part 1, we use household panel data from Russia and Britain to show that neither the standard theoretical account, nor the standard empirical practice may be adequate. Consumption, income, and wealth each contribute separately to SWB, in particular via perceptions of status and anticipation of the future; and omitting consumption from SWB equations significantly understates the importance of money to SWB. Distinguishing between consumption and income is also important to identifying reference effects. In Part 2, we confirm earlier findings that others' income has a positive (informational) effect on SWB in Russia, but show that others' consumption has an offsetting negative (comparison) effect. The net effect depends on how we define individuals' reference groups. We develop a novel econometric model that lets us estimate these reference groups from the data. Contrary to previous results, we conclude that comparison dominates information. Most SWB analyses focus on the average effects of money, relationships, and other outcomes across a given population; yet there may be significant differences in what is important to different people. In Part 3, we employ parametric and semi-parametric random coefficient models to show that there are large differences in the determinants of individual SWB in Britain, and (in contrast to previous work) that such differences cannot simply be attributed to differences in individuals' reporting functions. While individual differences correlate with (some) observable demographic variables, they do not generally correlate with individuals' perceptions about what is important to them. The results of SWB research may therefore be a useful source of information.

The relation between place attachment and pro-environmental behaviour has not been thoroughly examined. Of the few studies to have investigated this, findings conflict (Uzzell, Pol, & Badenas, 2002; Vaske & Kobrin, 2001). Possibly, these inconsistencies relate to the definition of place attachment. The current study distinguished two dimensions of place attachment: social-symbolic (civic), and physical-natural. Data were collected from 104 community members in two proximate towns. Participants indicated their levels of natural and civic attachment, evaluated the current and future local environmental quality, and reported their pro-environmental behaviours. Greater place attachment was associated with more positive current evaluations in Trail. Surprisingly, environmental evaluations did not predict pro-environmental behaviour in either town. Both types of place attachment predicted pro-environmental behaviour in Nelson, but in Trail, only natural attachment was significant. Thus, for different cities, different types of place attachment will predict pro-environmental behaviour. Implications and directions for further research are discussed.

This descriptive, exploratory study framed within Parse’s theory of humanbecoming, addressed the research question: What is the meaning of persons’ experiences of keeping in touch with their loved ones who have died. Seven persons described their experiences of keeping in touch with their loved ones who had died. Study themes in the language of the participants were treasured events and signs give rise to lasting comfort while constant yet changing bonds come with turmoil and tranquility amid unfolding strength and confidence. Interpreted in the language of the researcher, study findings were written as cherished ciphers and occurrences engender solace as enduring-shifting ties abide with ease unease amid fortifying expansion. Study themes were linked primarily with theoretical concepts of valuing imaging, connecting-separating, and transforming. Findings were discussed in light of relevant literature, and possibilities for nursing practice, education, policy, and further research were offered.

Proefschrift--Amsterdam. / "Stellinge" (2 leaves) laid in.

The older adult population and the number of older adults who rely primarily on driving as their means of transportation in later life are increasing. Older adults experience changes due to aging and age-related diseases that may put them at increased risk of crashes and other unsafe driving behaviours. Considerable evidence has demonstrated that some older adults compensate for their declining abilities by voluntarily restricting their own driving to limit exposure to risky driving situations or by stopping driving altogether. Since mobility is critical for maintaining the independence and quality of life of the older adult, it is important to examine factors that influence driving behaviours of older adults and to promote their safe driving for as long as possible. It has been suggested that driving cessation might occur in discrete stages of driving restriction culminating in driving cessation. Yet, the application of TM to older driver behaviour has not been explored in detail. Thus, the purpose of this research was to explore older adults’ perceptions and experiences of the process of older driver behaviour change within the TM framework. Drivers and former drivers (both men and women) aged 71-94 years of age completed a health and demographic questionnaire and participated in either a digitally recorded semi-structured individual interview or a group discussion. Participants were asked a series of pre-determined questions and probes tailored for either current or former drivers to examine this process. The recordings were transcribed and reviewed for themes related to driving behaviour change. The participants exhibited a wide variety of perceptions and experiences related to the process of driving behaviour change in aging. Their driving behaviour in aging could be divided into 2 general classes: those who changed their driving with age and those who did not. The spectrum of experiences ranged from those who gradually imposed restrictions on their driving with age (“the gradual restrictors”) or made plans for stopping (“the preparers”) to those who always employed driving restrictions throughout their driving history (“the consistent”) or those who made no or only minor changes to their driving behaviour with age (“the non-changers”). Some preliminary support for TM within the driving context was found and recommendations for extensions to the TM model were suggested. Further exploration of driving behaviour change within the TM framework is warranted. The findings from this study may be appropriate for use in designing educational strategies and interventions aimed at helping older adults remain on the road safely longer or stop driving, if needed.

The relation between place attachment and pro-environmental behaviour has not been thoroughly examined. Of the few studies to have investigated this, findings conflict (Uzzell, Pol, & Badenas, 2002; Vaske & Kobrin, 2001). Possibly, these inconsistencies relate to the definition of place attachment. The current study distinguished two dimensions of place attachment: social-symbolic (civic), and physical-natural. Data were collected from 104 community members in two proximate towns. Participants indicated their levels of natural and civic attachment, evaluated the current and future local environmental quality, and reported their pro-environmental behaviours. Greater place attachment was associated with more positive current evaluations in Trail. Surprisingly, environmental evaluations did not predict pro-environmental behaviour in either town. Both types of place attachment predicted pro-environmental behaviour in Nelson, but in Trail, only natural attachment was significant. Thus, for different cities, different types of place attachment will predict pro-environmental behaviour. Implications and directions for further research are discussed.

The older adult population and the number of older adults who rely primarily on driving as their means of transportation in later life are increasing. Older adults experience changes due to aging and age-related diseases that may put them at increased risk of crashes and other unsafe driving behaviours. Considerable evidence has demonstrated that some older adults compensate for their declining abilities by voluntarily restricting their own driving to limit exposure to risky driving situations or by stopping driving altogether. Since mobility is critical for maintaining the independence and quality of life of the older adult, it is important to examine factors that influence driving behaviours of older adults and to promote their safe driving for as long as possible. It has been suggested that driving cessation might occur in discrete stages of driving restriction culminating in driving cessation. Yet, the application of TM to older driver behaviour has not been explored in detail. Thus, the purpose of this research was to explore older adults’ perceptions and experiences of the process of older driver behaviour change within the TM framework. Drivers and former drivers (both men and women) aged 71-94 years of age completed a health and demographic questionnaire and participated in either a digitally recorded semi-structured individual interview or a group discussion. Participants were asked a series of pre-determined questions and probes tailored for either current or former drivers to examine this process. The recordings were transcribed and reviewed for themes related to driving behaviour change. The participants exhibited a wide variety of perceptions and experiences related to the process of driving behaviour change in aging. Their driving behaviour in aging could be divided into 2 general classes: those who changed their driving with age and those who did not. The spectrum of experiences ranged from those who gradually imposed restrictions on their driving with age (“the gradual restrictors”) or made plans for stopping (“the preparers”) to those who always employed driving restrictions throughout their driving history (“the consistent”) or those who made no or only minor changes to their driving behaviour with age (“the non-changers”). Some preliminary support for TM within the driving context was found and recommendations for extensions to the TM model were suggested. Further exploration of driving behaviour change within the TM framework is warranted. The findings from this study may be appropriate for use in designing educational strategies and interventions aimed at helping older adults remain on the road safely longer or stop driving, if needed.

Der Forschungsbericht vermittelt einen Einblick in die vielfältige, leistungsfähige Forschungslandschaft am Institut für Arbeits-, Organisations- und Sozialpsychologie.

Der Forschungsbericht vermittelt einen Einblick in die vielfältige, leistungsfähige Forschungslandschaft am Institut für Arbeits-, Organisations- und Sozialpsychologie.

Der Forschungsbericht vermittelt einen Einblick in die vielfältige, leistungsfähige Forschungslandschaft am Institut für Arbeits-, Organisations- und Sozialpsychologie.