What is the best way to account for the variety of human experience? The range of ways to understand individuals has been debated across myriad domains of study without consensus. Rarely have the solutions involved the role of the observable behaviors of daily life; instead inferences are made from traits, opinions, beliefs, or needs. The current dissertation proposes assessing personality through the lens of time, focusing on individual differences in the objective, real world transactions of everyday behaviors. To accomplish this goal an inventory was created to closely approximate the totality of everyday behavioral life and explore its relation to traditional measures of personality. Study 1 analyzed the structure of behaviors in the American Time Use data as an aid in item generation within a narrowed, but comprehensive scope of the behavioral landscape. A thorough set of criteria were then applied to tailor the inventory towards measuring objective, high incidence, quotidian behaviors of psychological interest. In Study 2, the assembled 78-item behavioral inventory was administered to a large, diverse sample to explore the structure of everyday behaviors; the stability of behaviors over time; individual differences in everyday behaviors; the relationship of everyday behaviors to various measures of personality; and, the covariance of the behaviors with the language of everyday life. Six major dimensions of everyday behaviors were identified and found to be internally consistent and reliable over time. The dimensions demonstrated unique variance as a function of age, sex, and personality. The self-report format of this method of assessing everyday behaviors was shown to be construct valid in that analyses of open-ended linguistic descriptions of routine weekend behaviors paralleled the patterns of activity reported. The broader implications of assessing personality by way of everyday behaviors are discussed in that behaviors can be thought of as an enduring signature that implicitly incorporate our values, attitudes, beliefs, and overall means of expression. / text

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published_or_final_version / Radioisotope / Master / Master of Philosophy

No description available.

It is widely believed that the scaling limit of the self-avoiding walk (SAW) is given by Schramm's SLE₈/₃. In fact, it is known that if SAW has a scaling limit which is conformally invariant, then the distribution of such a scaling limit must be given by SLE₈/₃. The purpose of this paper is to study the relationship between SAW and SLE₈/₃, mainly through the use of restriction measures; conformally invariant measures that satisfy a certain restriction property. Restriction measures are stochastic processes on randomly growing fractal subsets of the complex plane called restriction hulls, though it turns out that SLE₈/₃ measure is also a restriction measure. Since SAW should converge to SLE₈/₃ in the scaling limit, it is thought that many important properties of SAW might also hold for restriction measures, or at the very least, for SLE₈/₃. In [DGKLP2011], it was shown that if one conditions an infinite length self-avoiding walk in half-plane to have a bridge height at y-1, and then considers the walk up to height y, then one obtains the distribution of self-avoiding walk in the strip of height y. We show in this paper that a similar result holds for restriction measures ℙ(α), with α ∈ [5/8,1). That is, if one conditions a restriction hull to have a bridge point at some z ∈ ℍ, and considers the hull up until the time it reaches z, then the resulting hull is distributed according to a restriction measure in the strip of height Im(z). This relies on the fact that restriction hulls contain bridge points a.s. for α ∈ [5/8,1), which was shown in [AC2010]. We then proceed to show that a more general form of that result holds for restriction hulls of the same range of parameters α. That is, if one conditions on the event that a restriction hull in ℍ passes through a smooth curve γ at a single point, and then considers the hull up to the time that it reaches the point, then the resulting hull is distributed according to a restriction hull in the domain which lies underneath the curve γ. We then show that a similar result holds in simply connected domains other than ℍ. Next, we conjecture the existence of an object called the infinite length quarter-plane self-avoiding walk. This is a measure on infinite length self-avoiding walks, restricted to lie in the quarter plane. In fact, what we show is that the existence of such a measure depends only on the validity of a relation similar to Kesten's relation for irreducible bridges in the half-plane. The corresponding equation for irreducible bridges in the quarter plane, Conjecture 4.1.19, is believed to be true, and given this result, we show that a measure on infinite length quarter-plane self-avoiding walks analogous to the measure on infinite length half-plane self-avoiding walks (which was proven to exist in [LSW2002] exists. We first show that, given Conjecture 4.1.19, the measure can be constructed through a concatenation of a sequence of irreducible quarter-plane bridges, and then we show that the distributional limit of the uniform measure on finite length quarter-plane SAWs exists, and agrees with the measure which we have constructed. It then follows as a consequence of the existence of such a measure, that quarter-plane bridges exist with probability 1. As a follow up to the existence of the measure on infinite length quarter-plane SAWs, and the a.s. existence of quarter-plane bridge points, we then show that quarter plane bridge points exist for restriction hulls of parameter α ∈ [5/8,3/4), and we calculate the Hausdorff measure of the set of all such bridge points. Finally, we introduce a new type of (conjectured) scaling limit, which we are calling the fixed irreducible bridge ensemble, for self-avoiding walks, and we conjecture a relationship between the fixed irreducible bridge ensemble and chordal SLE₈/₃ in the unit strip {z ∈ ℍ : 0 < Im(z) < 1}.

No description available.

Amongst other things, the 20th century can be seen as having been the century of aviation. Progress in the aviation industry can be measured through the evolution of aircraft, their performance, cargo volume and the number of passengers. / In the shadow of such progress, one of the main characteristics to have developed is that of the modern airport, which has moved from a simple runway to a veritable enterprise with an identity of its own. It is also linked to other related sectors such as airlines companies and States, which still have a strong involvement in airports. / The following study will focus on this modern airport as an individual entity, with a legal personality of its own developing its hopes and its fears.

Restorative justice was first used in Saskatchewan in 1985 and experienced a meteoric rise over the next two decades. In Saskatchewan, the use of restorative justice is not authorized for certain ‘serious’ offences, including sexual assault and family violence. While the overriding sense is that restorative justice programs have been successful, the momentum surrounding restorative justice has begun to taper off. Exploration into the use of restorative justice with more serious offences is being contemplated to combat the movement’s stagnation. Despite the rapid expansion of restorative justice agencies and organizations in Saskatchewan, little research has been conducted on these programs. In other jurisdictions, the research conducted has largely focused on program outcomes rather than the processes involved. There is also a gap in the research respecting how justice professionals view restorative justice and, in particular, how certain issues, such as safety and power imbalances, are currently addressed and will be addressed if more serious offences are referred to programs. To fill this gap, I conducted a qualitative study to determine how well those involved with Saskatchewan restorative justice programs, such as Crown prosecutors, police and program staff, believe programs are handling the offences currently referred. I also sought their views on the prospect of authorizing the use of restorative justice for more serious offences and what, if anything, must be changed in current programs to meet additional needs. The study revealed a mix of views across the professions, but generally justice professionals in Saskatchewan are resistant to the idea of referring more serious offences to restorative justice programs. Participation in a restorative justice process most deeply influenced views on whether restorative justice is appropriate for more serious offences. The concerns expressed about programs are poor practice or administrative in nature, and are fixable by employing best practices. A provincial strategic plan is needed for restorative justice to move forward. The plan should focus on determining clear goals and measures of success; committing to a set of best practices; more evaluation of programs and the effect of restorative justice on recidivism rates; expanded training for all justice professionals; and a greater investment in ensuring the ‘right’ person is in the room during restorative justice processes. The plan will gain the confidence of justice professionals, policy makers and the public in the ability of restorative justice to handle more serious offences.

The error choice (EC) technique was among the earliest indirect attitude measures developed and was originally designed to overcome social desirability concerns (Hammond, 1948). This programme of research set out to advance EC research in several ways. First, an exploratory factor analysis examined whether participants’ responses to the EC target items produced a systematic pattern of responding. The factor analysis indicated that a single underlying factor best accounted for the data. Additionally, the EC measure demonstrated good reliability across the 3 studies. Second, these studies provided evidence that the EC measure is, at least in part, attitudinal. The EC measure showed a modest positive correlation with the direct measure of attitude in all 3 studies. This suggested that participants’ responses to the EC target items were, at least partially, attitudinal. Additionally, across the studies participant’s EC scores did not change between the high and low social desirability conditions, while participants’ scores on the direct measure were significantly more positive in the high social desirability condition. These findings suggest that the EC measure is, to some degree, resistant to socially desirable responding. Studies 2 and 3 also represent the first time that recommendations made by early EC researchers to improve the EC technique were systematically examined. In these studies the amount of time participants had to complete the EC measure was restricted. The time restriction did not improve the performance of the EC measure. The other optimal condition examined in Study 3 was the presence and absence of filler items in the EC measure. Indeed, removing filler items from the EC measure did not negatively impact its performance. Finally, this programme of research compared the EC measure with more contemporary indirect measures of attitude. In Study 2, the Implicit Association Test (IAT) was compared with the EC and direct measure. In Study 3, the Personalized IAT was compared to the EC and direct measure. The results revealed that neither the IAT nor PIAT correlated with the EC measure. In summary, these results suggest the EC technique holds some promise as an approach to attitude measurement and is well worth resurrecting. / Thesis (Ph.D, Psychology) -- Queen's University, 2010-04-21 09:32:11.904

Public international air law is not in itself an autonomous system. It follows the legal principles and notions applicable to public international law in general. The principle of good faith performance or enforcement of a contract, in particular, emphasizes faithfulness to an agreed common purpose and consistency with the justified expectations of the other party unless an expressed intention to the contrary has been declared. / By signing the Chicago Convention on International Civil Aviation of 1944, all 185 Contracting States agreed to certain principles and arrangements in order that international civil aviation could be developed in a safe and orderly manner. They undertook, inter alia, to collaborate in securing the highest practicable degree of uniformity in all matters in which such uniformity could facilitate and improve air navigation. Thus, they all agreed to a common purpose and to the means for ensuring it. / With the presence of several regulatory levels, namely, national, regional and international, and given the challenges of the new century in parallel with the increased sophistication of civil aviation systems, safety in air transportation requires that it be a shared responsibility. (Abstract shortened by UMI.)