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The next decade is likely to produce any number of global challenges that will affect health and health care, including pan-national infections such as the new coronavirus COVID-19 and others that will be related to global warming. Nurses will be required to react to these events, even though they will also be affected as ordinary citizens. The future resilience of healthcare services will depend on having sufficient numbers of nurses who are adequately resourced to face the coming challenges.

Demand for materials is increasing, along with the environmental damage associated with material extraction, processing transport and waste management. While many people state they recycle at home, adoption of sustainable waste practices in the workplace and other contexts (particularly, on holiday) is often lower. Understanding how to promote more sustainable behaviors (including, but also going beyond, recycling) across a range of contexts remains a key challenge for policy-makers and researchers. The Theory of Planned Behavior (TPB) has been applied to a range of environmentally-friendly behaviors but the relative importance of the model's predictors has not yet been explored across a range of contexts. Here, we test the TPB across workplace (laboratory and office), home and holiday contexts, and examine whether consistency across contexts is a function of pro-environmental identity. Following ten semi-structured interviews, we undertook an online survey with laboratory workers (primarily in the UK; N = 213) to examine the predictors of recycling and waste reduction habits across these contexts. Interview findings indicate a range of motivations and barriers to recycling in the workplace, and inconsistency across home and work behaviors. Expanding the focus to include holiday as well as workplace and home contexts, our survey analysis shows that the proportion of waste recycled in the home is higher (67%) than in the workplace (39%) and on holiday (38%). Further, the TPB explained around twice as much variance in home recycling compared to work or holiday recycling; but overall did not provide a good explanation for recycling. The study highlights the importance of both contextual (e.g., facilities) and individual (e.g., identity) factors in shaping waste behaviors. We find significant correlations amongst different waste reduction behaviors within and between contexts, though within-context (e.g., home) behaviors are generally more strongly related. Future research should move beyond the TPB to expand the range of contextual (e.g., organizational) factors explored in contexts beyond the home, including workplace and holiday contexts. Given the different drivers-of and barriers-to waste reduction within and between contexts, a range of interventions will be required to promote recycling, reduction and reuse behaviors across these contexts.

Mobility affords a range of benefits, but there are environmental, social and economic problems associated with current transport systems. Innovations to address these issues include novel technologies (e.g., electric and autonomous vehicles; EVs, AVs), and new business models and social practices (e.g., shared mobility). Yet, far more attention by policy-makers and researchers has been paid to the technical aspects of a low-carbon mobility transition than to social or psychological aspects, or the role of the user. In this paper, we integrate insights from the multi-level perspective on transitions and socio-psychological literature and draw on transport expert interview (N=11) data, to examine (a) what influences current attitudes and behaviours in respect of EVs and AVs, and shared mobility, and (b) how this may change in the years to come. We argue that technological change may be most compatible with the transport regime (dominated by personal car-based mobility) but potentially affords a narrower range of sustainability benefits, while mobility substitution (e.g., reducing the need to travel through tele-working or -shopping) may be most challenging for both policy-makers and publics, while potentially addressing a wider range of sustainability problems associated with the transport regime. Shared mobility options sit somewhere in between and challenge certain aspects of the regime (e.g., status associated with car ownership) while offering certain environmental, social and economic benefits. For all three areas of innovation, policy interventions need to address the needs, preferences, experiences and identities of users if they are to be effective and sustainable.2 KeywordsLow-carbon mobility, transition, multi-level perspective, psychology, decision-making Highlights-We provide a psychologically-informed discussion of the transition to low-carbon mobility.-Our analysis highlights nuances in the interaction between individuals and infrastructures, and how 'lock-in' is experienced in different ways.-Users fulfil important social as well as economic functions in innovation processes.-Social and psychological factors (identity, emotions, etc.), as well as physical environment and infrastructures, constrain and foster innovation. AcknowledgementsThe review on which this article is based was funded by the UK Government Office of Science's Foresight Future of Mobility Programme. We gratefully acknowledge the time provided by interviewees to participate in the research, as well as the helpful comments of reviewers in improving the manuscript.3

There is growing research interest in behavioral spillover and its potential for enabling more widespread lifestyle change than has typically been achieved through discrete behavioral interventions. There are some routes by which spillover could take place without conscious attention or explicit recognition of the connections between separate behaviors. However, in many cases there is an expectation that an individual will perceive behaviors to be conceptually related, specifically in terms of their compensatory (suppressing further action) or catalyzing (promoting further action) properties, as a prerequisite for both negative and positive spillover. Despite this, relatively little research has been carried out to assess the beliefs that may underpin spillover processes as held by individuals themselves, or to measure these directly. We develop and evaluate a survey-based instrument for this purpose, doing so in a sample of seven countries worldwide: Brazil, China, Denmark, India, Poland, South Africa, and the United Kingdom (approx. 1,000 respondents per country). This approach allows us to assess these measures and to compare findings between countries. As part of this, we consider the connections between beliefs about behavioral relationships, and other key variables such as pro-environmental identity and personal preferences. We observe higher levels of endorsement of compensatory beliefs than previous research, and even higher levels of endorsement of novel items assessing catalyzing beliefs. For the first time, we present evidence of the validity of such measures with respect to comparable constructs, and in relation to people’s consistency across different types of behaviors. We reflect on the implications of considering the relationships between behaviors in the context of people’s subjective beliefs and offer recommendations for developing this line of research in the broader context of spillover research and within a cross-cultural framework.

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The environmental impacts of material production, processing and consumption are profound and increasing. The aim of this study was to examine the extent at which consumers of diverse productsspecifically, cars and mobile phonesvalued the sustainability of materials resourced to make them. Using two choice experiments in Germany, India, Japan, Sweden, the UK and the US (total N = 6,033), we found that economic and functional attributes dominated product choice. Respondents placed relatively little or no value on ethically-or sustainably-sourced materials whereas non-conventional (organic) materials were important only in some countries. The overall low average scores of self-reported knowledge (4.8 for cars and 4.7 for mobile phones; score range 1-10) and salience about the sustainability of vehicles and phones (5.7 for cars and 4.9 for mobile phones) were partially consistent with this relatively limited influence of the sustainable materials on product preferences. Findings showed considerable cross-national differences in consumer knowledge, preferences and willingness to pay. For example, respondents from all countries except the US placed a significantly positive value on cars made of ethically-sourced-organic materials with marginal willingness to pay values ranging from a minimum of €1,951 in Germany up to a maximum of €4,524 in the UK. In the case of mobile phones, respondents placed both positive and negative values against alternative materials relative to conventional materials, which was the reference case. Also, there was disparity between self-reported sustainability knowledge/concerns and experimental product choices. Policymakers should consider further economic and/or education measures to facilitate consumer demand for products made of sustainable-materials. Highlights • Discrete choice experiments of cars and mobiles across six countries • Evidence on the value of materials when choosing a car or a mobile phone • Functional attributes (e.g. cost, refuelling infrastructure) drive choices, not materials • Disparity between self-reported sustainability knowledge/concerns and experimental product choices • Considerable cross-national differences in consumer knowledge, preferences and willingness to pay