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No description available.

Purpose An age-cohort was studied with long-term follow-up. The population was born in 1915, living in the municipality of Skellefteå in 1981. The purpose was to investigate the prevalence and incidence of pseudoexfoliation (PEX), its influence on intraocular pressure (IOP) and development of open-angle glaucoma (OAG). Another purpose was to estimate the value of screening for glaucoma by comparing the screened group within the cohort with the remaining unscreened group. Methods In 1981, 339 (40%) of the 856 individuals in the cohort underwent an eye examination. This screened group was re-examined at seven-year intervals until 2002. At each visit the presence of PEX was registered, IOP was measured and the presence of glaucoma was assessed. After the 21-year follow-up period, glaucoma cases were also searched for in the medical records of the remaining unscreened individuals in the cohort. Proportions of glaucoma were compared between the two groups. Results The prevalence of PEX was 23% (95% confidence interval (CI): 20-26%) at the age of 66 and increased to 61% (CI: 50-71%) at the age of 87. The annual incidence of PEX was 1.8% (CI: 1.3-2.4%). The prevalence of OAG increased from 2.1% (CI: 0.8-4.3%) at the age of 66 years to 25 % (CI: 16-35%) at 87 years. The overall annual incidence of OAG was 0.9% (CI: 0.6-1.3%) and for OAG with PEX 2.1% (CI: 1.2-3.3%). PEX increased the risk of developing glaucoma at least four-fold. The incidence of diagnosed OAG in women was higher in the screened group than in the unscreened group (incidence rate ratio (IRR)=1.94, p=0.035). A corresponding difference could not be verified for men (p=0.58). The mean, agedependent, increase in IOP during the 21-year observation period was 0.05 mmHg/year. Conclusion The prevalence of PEX in this study population was the highest reported, and it increased with age. The presence of PEX increased the risk of developing OAG four times. In this study a higher proportion of OAG was revealed by screening among women but not among men. The age-related IOP increase was clinically insignificant.

This is a critical and comparative study that examines the blossoming and maturation of the Sesotho sa Leboa (Northern Sotho) Young Adult (YA) novella from the canon of novels in that language. The periods under examination are divided into three decades, namely, 1940–1949, 1950-1959 and 1960-1969. Taking into account the significant research done by scholars in Sesotho sa Leboa, very little is known about YA literature and in particular, the Young Adult novella (novelette or novel). This somewhat confusing sub-genre is clarified and dissected by literary theorists from different orientations and traditions (schools of thought). It is envisaged that this research work will help language practitioners in Sesotho sa Leboa, and other languages to make informed decisions about the classification of the sub-genre in terms of its literary elements. Defining the age cohort of the young adult has also been, and still is, a hotly debated terrain. Arguably, the problem stems from diverse societies trying to provide a uniform definition of a global community. In many instances, the age definition of ‘who is the young adult’ seems to be more complex and political in nature. In the final analysis, the study provides guidelines for the literary evaluation of texts for use in secondary schools, tertiary institutions and for the selection of books for libraries. Novice writers, in comparison with their predecessors, will also become more conversant with the requirements of the sub-genre. For this reason, Sesotho sa Leboa literature will continue to grow and develop in all facets in relation to quality, insight and world view. / Afrikaans: Hierdie is 'n kritiese en vergelykende studie wat die bloei en volwassenheid van die Sesotho sa Leboa (Noord-Sotho) jong volwassene (YA) novelle vanuit die kanon van romans in daardie taal ondersoek. Die periodes wat ondersoek word, word in drie dekades verdeel, naamlik 1940–1949, 1950-1959 en 1960-1969. Met inagneming van die beduidende navorsing wat wetenskaplikes in Sesotho sa Leboa gedoen het, is daar baie min bekend oor jong volwassene-literatuur en veral die novelle van jong volwassene romans. Hierdie ietwat verwarrende subgenre word deur literêre teoretici uit verskillende oriëntasies en tradisies (denkrigtings) verhelder en gedissekteer. Daar word voorsien dat hierdie navorsingswerk taalpraktisyns in Sesotho sa Leboa en ander tale sal help om ingeligte besluite te neem oor die klassifikasie van die subgenre in terme van die literêre elemente daarvan. Die definisie van die ouderdomsgroep van die jong volwassene was, en is nog steeds, 'n baie gedebatteerde terrein. Die probleem spruit waarskynlik uit uiteenlopende samelewings wat probeer om 'n eenvormige definisie van 'n wêreldgemeenskap te gee. In baie gevalle,lyk die definisie van 'wie die jong volwassene' is, meer kompleks en polities van aard. Uiteindelik bied die studie riglyne vir die literêre evaluering van tekste wat gebruik kan word in sekondêre skole, tersiêre instellings en vir die keuse van boeke vir biblioteke. Beginnersskrywers, in vergelyking met hul voorgangers, sal ook meer vertroud raak met die vereistes van die subgenre. Om hierdie rede sal die literatuur van Sesotho sa Leboa aanhou groei en ontwikkel in alle fasette in verhouding tot kwaliteit, insig en wêreldbeskouing. / Thesis (DLitt)--University of Pretoria, 2020. / African Languages / DLitt / Unrestricted

In einer Reihe neuerer epidemiologischer Studien wurde ein Zuwachs in der Prävalenz der Major Depression in jüngeren Geburtskohorten und ein sinkendes Ersterkrankungsalter dieser Störung beobachtet (Cross-National Collaborative Group, 1992; Klerman & Weissman, 1989). Gleichzeitig wurden bei älteren Personen auffallend niedriege Depressionsraten gefunden. Der vorliegende Beitrag gibt einen Überblick über die diesen Beobachtungen zugrundeliegenden Studien. Die Validität der Befunde und ihre Bedeutsamkeit für die Ätiologie der Major Depression sowie mögliche Alternativerklärungen der zeitlichen Effekte werden diskutiert. Während der Befund eines Zuwachses depressiver Störungen in jüngeren Geburtskohorten empirisch gut belegt ist, sind die niedrigen Depressionsraten bei älteren Personen zumindest teilweise auf einen Artefakt der Forschungsmethodologie zurückzuführen. / The findings of a number of recent major epidemiological studies in different countries document an increase in the cumulative lifetime prevalence estimates of major depression with each successively younger birth cohort and a decrease in the age of onset of this disorder (Cross-National Collaborative Group, 1992; Klerman & Weissman, 1989). At the same time comparably low depression estimates are found for the elderly. The paper presents an overview of the major studies conducted in this area in recent years. The validity of the findings, their significance for the aetiology of Major Depression and possible alternative explanations for the temporal trends are discussed. While much valid empirical evidence confirms the increase of Major Depression in recent birth cohorts, the low prevalence estimates in the elderly seen to represent at least in part an artifact of the research methodology.

South Africa is characterised by its high and persistent level of unemployment, in particular among the youth. The high youth unemployment is attributed to various reasons, ranging from their lack of work experience, skills mismatch to employment and wage rigidities. The South African government proposed the youth wage subsidy to be implemented in 2011, with the primary aim of solving the youth unemployment problem. This study starts by providing a literature review on the youth labour market trends since the transition; it emerged that there is a lack of studies focusing exclusively on how youths fare in the labour market. Next, the demographic and educational attainment characteristics of the youth narrow labour force, employed and narrow unemployed are analysed under the narrow or strict definition, using the 1995-1999 October Household Surveys (OHSs), the 2000-2007 Labour Force Surveys (LFSs) and the 2008-2011 Quarterly Labour Force Surveys (QLFSs). With regard to unemployed youths, it is found that they are more likely to be blacks, without Matric and have never worked before. The main causes of youth unemployment are then discussed in detail, before the thesis moves on to examine the various active and passive labour market policies that could help to address the youth unemployment problem. The possible pros and cons of the youth wage subsidy, one of the active policies and the focus of this study, are discussed in greater detail. In particular, the claim by institutions such as COSATU that the introduction of the subsidy would lead to elderly workers (who are not subsidised) being replaced by the youth workers (who are subsidised) is not entirely correct, as these two groups of workers could be complementary instead of substitutes, and the introduction of the subsidy programme could result in an increase of demand for both elderly and youth workers. It is concluded that, although the youth wage subsidy could be one of the feasible solutions to stimulate demand for youth labour, it is not sufficient to address youth unemployment. It needs to be complemented by the other policies, such as a job search subsidy (targeting discouraged work seekers) and public employment programmes (e.g. Expanded Public Works Programme); but it is most important to note that these policies could only be fully effective if the root causes of youth unemployment are addressed by the government. / Magister Economicae - MEcon

This paper aims to look at changes in work values among the Swedish population and whether it relates to an ongoing individualization process in the work sphere. Using quantitative data from the International Social Survey Programme, the study investigates the changing of work values between the years of 1997 and 2015 using an age cohort study. Ronald Inglehart’s theory of Postmaterialism is used to analyze the results of the analysis. The theory states that people’s values are shaped by their environment growing up and change relatively little thereafter. If the social context is shaped by scarcity, people tend to prioritize more material or external values, such as economic and physical safety. If the environment is prosperous and the material needs are fulfilled, the theory states that people rather tend to prioritize postmaterial or internal values, such as self-fulfillment and self-actualization. Regarding the work sphere, external values refer to people prioritizing job and income safety while the internal values emphasize autonomy and personal development. The findings show that younger generations in Sweden tend to prioritize more external work values in relation to older generations. It also shows that this change in values is due to a generational shift rather than people becoming more postmaterialist as they age. We argue that this has to do with younger generations growing up in an unsecure personal environment during the 1990’s while the global economic crisis resulted in the labor market becoming more individualized, leaving individuals in unsecure employment and higher competition due to a widespread education development.

Dans le cadre du protocole de Kyoto, la France s’est engagée à diviser par quatre ses émissions de gaz à effet de serre (GES) de 1990 à l'horizon 2050. Le Mexique a pour objectif d’atteindre une réduction de 50% en 2050 par rapport à l’année 2000. En vue du poids croissant du secteur des transport dans les villes d’environ 1 million d’habitants dans le total des émissions de CO2, nous souhaitons vérifier dans quelles mesures les expériences observées dans le Nord (plafonnement de la mobilité, diffusion de nouvelles technologies sur les véhicules) peuvent se répéter dans le Sud. Nous nous sommes pour cela appuyé sur des études de cas en France (Paris et Lille) et au Mexique (Juarez et Puebla). Le premier objectif de cette thèse a été d’identifier les déterminants de la mobilité urbaine. Le deuxième objectif a été d’appliquer le modèle âge-cohorte pour la prévision de la demande de transport, afin de prendre en compte l’évolution de la structure de la population (vieillissement) et les changements de comportement. Finalement, nous avons développé des diagnostics des émissions de GES. En France, nous avons observé des tendances vers une réduction des émissions de GES due à la baisse de la mobilité et aux nouvelles technologies, mais qui est encore loin d'être suffisante pour atteindre les objectifs fixés. Les études de cas du Mexique montrent l’incapacité à inverser la tendance à l'augmentation des émissions de GES ; par conséquent les objectifs de réduction seront difficilement atteints. Le cas du Mexique peut nous donner un aperçu des tendances dans les pays émergents, qui sont très loin d'atteindre un développement durable et resteront face à un grand défi dans le futur. / In the context of the Kyoto Protocol, France has set Greenhouse Gas (GHG) emission reduction targets of 75% below 1990 levels by 2050. More recently, Mexico has set the objective to achieve a 50% reduction by 2050 with respect to the base year 2000. Since the transport sector in urban areas with approximately 1 million inhabitants accounts for most CO2 emissions and will continue to increase its share, we wanted to determine to what extent the experiences observed in cities from developed countries (peak travel, dissemination of new vehicle technologies) may be repeated in urban areas from developing nations. For this purpose, we focus on case studies in France (Paris and Lille) and Mexico (Juarez and Puebla). The first objective of this thesis was to identify the determinants of mobility on each urban region. The second objective was to apply the age-cohort model for the development of long-term travel demand forecasts in order to take into account changes in the population structure (ageing) and in travel behaviour. The last objective was to develop GHG emissions assessments from observed travel demand. The decline in mobility and the dissemination of new vehicle technologies in France led to a reduction in GHG emissions. However, these changes are not sufficient to achieve the GHG reduction targets. The case studies in Mexico show the inability to reverse the trend towards the increase of GHG emissions; therefore the reduction targets will be hardly achieved. The case of Mexico give us an overview of trends in emerging countries, which are very far from achieving sustainable development and will face a major challenge in the coming decades.

In einer Reihe neuerer epidemiologischer Studien wurde ein Zuwachs in der Prävalenz der Major Depression in jüngeren Geburtskohorten und ein sinkendes Ersterkrankungsalter dieser Störung beobachtet (Cross-National Collaborative Group, 1992; Klerman & Weissman, 1989). Gleichzeitig wurden bei älteren Personen auffallend niedriege Depressionsraten gefunden. Der vorliegende Beitrag gibt einen Überblick über die diesen Beobachtungen zugrundeliegenden Studien. Die Validität der Befunde und ihre Bedeutsamkeit für die Ätiologie der Major Depression sowie mögliche Alternativerklärungen der zeitlichen Effekte werden diskutiert. Während der Befund eines Zuwachses depressiver Störungen in jüngeren Geburtskohorten empirisch gut belegt ist, sind die niedrigen Depressionsraten bei älteren Personen zumindest teilweise auf einen Artefakt der Forschungsmethodologie zurückzuführen. / The findings of a number of recent major epidemiological studies in different countries document an increase in the cumulative lifetime prevalence estimates of major depression with each successively younger birth cohort and a decrease in the age of onset of this disorder (Cross-National Collaborative Group, 1992; Klerman & Weissman, 1989). At the same time comparably low depression estimates are found for the elderly. The paper presents an overview of the major studies conducted in this area in recent years. The validity of the findings, their significance for the aetiology of Major Depression and possible alternative explanations for the temporal trends are discussed. While much valid empirical evidence confirms the increase of Major Depression in recent birth cohorts, the low prevalence estimates in the elderly seen to represent at least in part an artifact of the research methodology.

L’automobile occupe une place fondamentale dans notre société, au point qu’on a pu parler de « civilisation de l’automobile ». En dépit des critiques qui lui sont régulièrement adressées, celle-ci n’a cessé de se renforcer, avec toujours davantage de voitures par adulte et une proportion croissante de déplacements effectués en voiture. Cependant, depuis le tournant du millénaire, on assiste à un retournement de tendance. Pour la première fois, la mobilité en voiture baisse dans les grandes agglomérations, tandis que la circulation automobile plafonne à l’échelle nationale. Cette évolution, du reste, n’est pas spécifique à la France mais s’observe dans l’ensemble des pays développés, une tendance parfois désignée sous le terme de « peak car (travel) ». Parmi les explications les plus convaincantes de ce retournement, figurent l’augmentation du prix du carburant, suivie de la récession de 2008. La volonté des ménages de maîtriser leurs budgets-temps de transport y contribue également, dans un contexte d’allongement des déplacements vers le travail et de dégradation des vitesses de déplacements. En outre, la diffusion de l’automobile se rapproche de la saturation. Si à long terme, la croissance du kilométrage moyen par adulte est indexée sur le taux de motorisation, cependant à moyen terme l’utilisation des véhicules fluctue en fonction du pouvoir d’achat énergétique, et un modèle basé sur ces deux variables suggère qu’on observerait une réaction normale à une augmentation exceptionnelle du prix du carburant. Les facteurs de croissance du taux de motorisation tiennent eux-mêmes principalement à la succession de générations de plus en plus motorisées, surtout chez les femmes, compte tenu d’un accès de plus en plus large au permis de conduire, à l’activité professionnelle, et d’une urbanisation de plus en plus diffuse, qui ont augmenté le besoin d’une seconde voiture. Pour modéliser l’auto-mobilité, on propose une approche emboîtée, individuelle et longitudinale, segmentée en fonction du genre. L’auto-mobilité peut en effet être vue au niveau individuel comme une succession de choix emboîtés, puisque la détention du permis conditionne l’accès à un véhicule personnel, de même que la motorisation conditionne l’usage d’un véhicule. L’avantage d’une approche longitudinale réside dans la possibilité de distinguer entre mesures d’hétérogénéité et de sensibilité, qui ne sont pas équivalentes. Pour chaque niveau de choix, l’approche est structurée autour d’une analyse de type âge-cohorte-période. Globalement, les taux de motorisation sont plus hétérogènes chez les femmes, un résultat qui est susceptible de recevoir une double interprétation, économique ou sociétale. On peut le voir en termes d’inégalités de genre. Mais il peut également s’interpréter comme le reflet d’un statut encore intermédiaire du second véhicule, dont l’opportunité serait davantage évaluée au regard des besoins et des contraintes réels du ménage. A l’inverse, l’usage des véhicules est à la fois plus élevé et plus hétérogène chez les hommes, compte tenu de la fonction collective du véhicule principal et des arbitrages internes aux ménages quant aux choix du lieu de résidence et des lieux de travail des conjoints. Pour finir, on estime à partir de modèles sur données de panel des effets marginaux et des élasticités par rapport au revenu, au prix du carburant et à la densité, qui sont ensuite comparées avec la littérature. Dans l’ensemble, les résultats sont cohérents avec l’analyse descriptive, ainsi qu’avec la littérature. Le modèle permet également de rendre compte du déclin tendanciel des élasticités, traduisant l’approche de la saturation. Pour finir, une évaluation a posteriori confirme l’opportunité d’une modélisation séquentielle, indiquant que les choix de motorisation sont indépendants des niveaux d’usage de la voiture. / Car ownership and use are a decisive part of our society, which was sometimes designed as the “civilization of the car”. Despite many critics, the car has become ever-more central in the modern way of life, with an ever-increasing number of cars per adult and proportion of trips realized by car. However, from the beginning of the millennium, there was a reversal in the trend towards ever-more car use. For the first time, the average number of daily trips realized by car has been falling down in French conurbations, and nationwide traffic by car is leveling off. This situation, nonetheless, is not specific to France but is common to many developed countries, and is often referred to as the “peak car (travel)”. The main explanations for such a downturn include rising fuel prices from the late 1990’s, followed by the recession in 2008, but also household’s willingness to control their travel time budgets, in a context of increasing commuting distances and reduced travel speeds. Besides, the diffusion of car ownership is approaching saturation. While on the long-run, average car travel per adult is indexed on motorization, mid-term fluctuations of average car use per vehicle are related to the energetic purchasing power, and a simple model based on these two variables is suggesting that the stagnation of car use from the 2000’s could be a reaction of a usual kind to an exceptional rise in fuel prices. The growth in motorization is itself principally caused by the follow-up of ever-more motorized generations, especially among women, given their increasing access to driving license, job participation and ever-more diffuse land use patterns, which have increased the need for a second car within households. In order to model auto-mobility, a nested, individual and longitudinal approach is implemented, segmented by gender. Auto-mobility can indeed be seen as a follow-up of nested choices, as driving license is necessary for holding a car, while access to a personal vehicle is itself required for car use. The advantage of a longitudinal approach consists in the ability to distinguish between measures of heterogeneity and sensitivity, which can be shown not to be equivalent. For every given level of choice, the approach is based on an age-cohort-period-type analysis. Motorization rates happen to be more heterogeneous among women, a result which is likely to receive an interpretation either of a social or economic nature. According to the first interpretation, it should be regarded as the illustration of gender inequalities. However, it could also be regarded as reflecting the still-intermediary status of the second vehicle, which opportunity is assessed depending upon household’s specific needs and constraints. On the contrary, car use is at the same time higher and more heterogeneous among men, given the collective function of the first vehicle and household’s internal trade-offs in residential and job choices. Finally, average partial effects and elasticities are estimated from panel data models, either with respect to income, fuel prices or density. Generally, results are consistent with the descriptive part, as with the literature. The model also rationally gives account of the decreasing trend for elasticities, which was often noticed in the literature and reflects the approach of saturation. As a conclusion, an a posteriori evaluation of the assumption of a sequential decision process is made, confirming that choices of motorization and car use are mutually independent.