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Objectives: Personality disorders (PDs) have far-reaching consequences for mental and physical health. Thus, efficient and fast identification is highly relevant. The Standardized Assessment of Severity of Personality Disorder (SASPD) is a nine-item self-report screening instrument of PD severity according to ICD-11. Although previous studies suggest good scale reliability and validity, sample sizes in these studies were small and no study has yet validated the German version of the SASPD. Therefore, the current study aimed to establish the psychometric properties of the German version of the SASPD in large samples of clinical and non-clinical individuals. Methods: The SASPD was administered to 1,991 individuals (1,103 clinical and 888 non-clinical). We examined the SASPD with regard to its factor structure, item statistics, and construct validity. Results: The proposed unidimensional factor structure was not replicated and internal consistency of the SASPD mean score was only acceptable in the clinical sample. In terms of construct validity, the SASPD mean score converged well with other measures of PD severity although discriminant validity was low. Levels of PD severity were significantly better predicted by the SASPD mean score than by measures of symptom distress. Conclusions: The SASPD is a psychometrically questionable screening-instrument that captures some theoretically expected features of PD severity in clinical samples. However, the SASPD has clear limitations as a screening tool and, if our findings are replicated, it needs to be revised accordingly.

The effect of gate technology and semiconductor passivation on the switching speed and device reliability has been investigated. By reducing the parasitic capacitances and reducing the passivation induced surface charge density a median lifetime of around 106 h at a channel temperature of 125 °C and a current-gain cut-off frequency of 74 GHz for a T-gate technology has been achieved. By electroluminescence and TEM cross-sectioning of a stressed device a local inhomogeneous pit formation process was found as the major degradation mechanism for the decrease of the saturation current.

The report ‘Towards New Urban Mobility: The case of London and Berlin’ provides insight into how urban transport policy can better leverage new and emerging mobility choices in cities. Drawing on the LSE Cities/InnoZ household survey of 1,000 residents each in Berlin and London, it investigates how people’s attitudes towards transport modes, technology and travel frame their willingness to adopt new and more sustainable forms of transport. The study demonstrates how London and Berlin have both seen a pronounced trend towards new urban mobility with considerable increases in walking, cycling, public and shared transport, as well as substantial reductions in car use and ownership. It reveals that less than one in six residents in each city display a strong identification with car use and ownership, for reasons primarily including higher costs, adequate alternatives and environmental concerns. Such shifts have been accompanied by a large proportion of residents in both cities showing openness to new mobility services with travel applications being used almost daily by one in four of the respondents who owned smartphones. The report also illustrates how mobility attitudes are closely correlated with mobility behaviour. The choice of transport modes in both cities corresponds to respondents’ preferences, indicating the cities’ capacities to accommodate a wide range of travel demands. Nevertheless, accessibility and travel opportunities are strongly influenced by residential location, suggesting that a combined understanding of residential patterns and travel preferences is essential for a more detailed and complete understanding of travel behaviour. This new report was prepared by LSE Cities at the London School of Economics and Political Science and the Innovation Centre for Mobility and Societal Change (InnoZ), and supported by the German Federal Ministry for Transport, Building and Urban Development and Deutsche Bank’s Alfred Herrhausen Society.

Projekt BeMobility: Carsharing mit e-Fahrzeugen Ziel war die Einbindung von Elektroautos in eine Carsharing- Flotte und ihre Integration in multimodale Angebotskonzepte. Nutzergerechte Mobilitätsangebote für urbane Räume wurden entwickelt und im Realbetrieb beurteilt; hierbei wurde die Attraktivität des Carsharing mit e-Autos untersucht. (Kapitel 1) Forschungsansatz: Feldtest mit multimethodaler Begleitforschung Die angewandte Forschung des InnoZ setzte auf eine Kombination verschiedener Methoden. Sowohl vor als auch während des Feldtests wurden potenzielle Nutzer bzw. Testkunden befragt. Dazu wurden die Methoden Lead-User-Integration, Fokusgruppen sowie breite Befragungen gewählt. (Kapitel 2) Interessenten und Testkunden: Männlich, gebildet und ÖV-affin Potenzielle Nutzer und Testkunden sind den sozialen Leitmilieus zuzuordnen. Sie können als sogenannte Lead User gelten. Die Begleitforschung mit über 500 Befragten in vier Teilstudien lässt wichtige Schlüsse auf Akzeptanz und zukünftige Verbreitung von e-Autos im Carsharing zu. (Kapitel 3) Elektrofahrzeuge: Hoher Fahrspaß, aber Reichweite kritisch Die Erwartungen potenzieller Nutzer aus der Vorfeldphase werden im Praxistest teilweise übertroffen. Dies gilt insbesondere für die Fahreigenschaften der Elektrofahrzeuge. Allerdings werden die Erwartungen an Batterie und Laden sowie speziell an die Reichweite nicht erfüllt. (Kapitel 4) Preisbeurteilung: Geringe Aufpreisbereitschaft für e-Carsharing Für elektrisch betriebene Fahrzeuge gibt es auch im Carsharing- Einsatz kaum eine Aufpreisbereitschaft. Für ausgewählte zusätzliche Services besteht auf Nutzerseite aber eine – wenn auch geringe – ergänzende Zahlungsbereitschaft. (Kapitel 5) Mobilitätskarte: Multimodales Angebot gut bewertet Die befragten Nutzer sehen die Kombination von e-Fahrzeugen mit dem öffentlichen Verkehr als wichtig an. Eine Mobilitätskarte, die eine Nutzung von Flinkster, Call a Bike und ÖPNV ermöglichte, wurde im Feldtest positiv bewertet. (Kapitel 6) Akzeptanz: Hohe Kundenbindung, aber geringe Nutzung Die Testnutzer haben eine hohe emotionale Kundenbindung. Diese wurde aber im Regelfall nicht in eine entsprechend häufige Nutzung der Fahrzeuge umgesetzt. Vielnutzer beurteilten die Dienstleistung e-Carsharing signifikant besser als die große Gruppe der Wenignutzer. (Kapitel 7) Mobilitätstypen: Öko-Überzeugte und ÖV-Affine mit Potenzial Auf Basis des Mobilitätstypenansatzes wurde die Stichprobe der potenziellen e-Carsharing-Kunden in verschiedene Typen aufgeteilt. Die höchsten Potenziale ergaben sich bei den Typen „ökologisch überzeugte Radfahrer und Multimodale“ und „pragmatisch orientierte ÖV-Nutzer“. (Kapitel 8) The BeMobility Project: Car-sharing with Electric Vehicles The aim of the project was the insertion of e-vehicles into a carsharing fleet and its subsequent integration with multi-modal public transport offerings. User-friendly urban mobility services were developed and evaluated under real-world conditions. The attractiveness of integrating e-vehicles into an existing car-sharing service was investigated. (Chapter 1) Methodology: Field Trials and Multi-Method Market Research Potential users and customers were interviewed before and during the field trials. In addition, methods such as “lead-user integration”, focus groups, as well as a general survey of user attitudes were chosen. (Chapter 2) Interested Users and Pilot Customers: Male, Highly-Educated, with an Affinity to Public Transport Potential users and customers generally belong to social groups A/B and can be considered ‘lead-in’ users. The survey of more than 500 users in 4 separate market research studies yielded important insights regarding user acceptance and the future spread of e-vehicles in car-sharing fleets. (Chapter 3) E-Vehicles: Positive Driving Experience but Range is Critical Some expectation of potential users from the pre-trial phase were met or even over-fulfilled. This is true in particular with regards to the driving experience associated with e- vehicles. However, the expectation of users with regard to batteries, charging and, specifically, the range of e-cars were not met. (Chapter 4) Pricing Expectations: Low Acceptance of Surcharges for eCar-Sharing There is very low user acceptance of premium pricing for e-vehicles even when they are deployed as part of a car-sharing service. There was some, but relatively low willingness to pay for additional electric mobility services amongst users. (Chapter 5) Smart Mobility Card: Positive User Response to Multi-Modal Services Offerings The users that were surveyed view the combination of e-vehicles with public transport as important. A smart mobility card, which integrated flat-rate access to the Flinkster e-car-sharing service, the Call-a-Bike service and public transport were positively evaluated in the field trials. (Chapter 6) User Acceptance: Emotional Affinity – Low-Frequency Service Use The test users displayed a strong emotional affinity to the mobility service offerings. Routine, high-frequency users judge the electric car-sharing services significantly more positive than the bigger group of low-frequency users. (Chapter 7) User Characteristics: Green Values and Public Transport Affinity Indicate Potential A sample of car-sharing clients was surveyed. The highest user potential was documented in user types “green-conscious cyclists and multi-modal users” and “pragmatic public transport users”. (Chapter 8)

Mc 2009. Microscopy Conference, Graz, Austria. 30 August - 4 September 2009. First Joint Meeting Of Dreiländertagung And Multinational Congress On Microscopy.