Faculty of Kinesiology and Recreation Management Scholarly Works
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Browsing Faculty of Kinesiology and Recreation Management Scholarly Works by Subject "Aging"
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- ItemOpen AccessThe effect of a new road safety device with auditory alerts on older drivers(Canadian Multidisciplinary Road Safety Conference, 2008) Porter, Michelle M.; Ash, HeatherThe purpose of this study was to examine a newly designed road safety device as used by older drivers. The Otto Driving Companion (Persen Technologies, Winnipeg, MB) is a portable device that provides drivers with "instant information about [their] driving environment" and can act as a data logger. The device has a global positioning system (GPS) receiver so it can determine the vehicle’s location and speed approximately every second. If the speed limit has been exceeded, the driver will immediately be given an auditory alert telling them "Speed Limit Exceeded". In addition, the Otto will provide auditory alerts when the driver approaches potential hazards (e.g., a "Crosswalk"). Using the OttoLog feature and Persen Technologies’ software, driving patterns can be captured, saved and analyzed offline. This means that, for example, actual driving speed can be compared to the speed limit, across many days of driving. Although older drivers are not as likely to speed as young drivers, older drivers are more limited in their ability to quickly process all the visual information available during driving. This means looking at their speedometer might result in difficulties with seeing everything in their driving environment. Also, because there is a lot of visual information on our roads today they might not see warning signs (such as speed limit signs) at the side of the road. Therefore, auditory alerts might improve their road safety. Older drivers (69 to 91 years old, n = 12) completed a two-week study examining their speeding behaviours as well as their responses to the Otto. In the first week of the study only the data logging features of the Otto were operational, whereas in the second week, the auditory alerts were turned on. During the first week the subjects were unaware that their driving between week one and two would be compared. At the end of the second week the drivers were asked to respond to several questions about the Otto. In addition, their speed information across both weeks was examined to determine if the Otto resulted in less time above the speed limit, when auditory alerts were provided. Most drivers found the Otto to be useful, although a few drivers found the Otto to be a distraction. The subjects did speed less often (p < 0.05) in week two when the auditory alerts were turned on as compared to week one when the auditory alert feature was turned off. As most subjects found the Otto useful, and speed reductions did occur, this device seems to hold some promise as a road safety device for older drivers.
- ItemOpen AccessAn examination of the concordance between self-reported collisions, driver records, and insurance claims in older drivers(Journal of Safety Research, 2018-12) Porter, Michelle MBackground Previous studies of older drivers have found that there are discrepancies between their retrospective self-reports of collisions and the official jurisdictional record. Objectives The purpose of this study was to examine how older drivers self-report collisions in comparison to what was recorded in their official driver abstract as well as insurance claims, in a prospective study. Methods Participants (n = 125, age ≥ 70 years) in this study were part of the University of Manitoba site of the Candrive longitudinal study of older drivers. During the operation of the Manitoba site (2009 to 2013), participants were periodically asked to report on any collisions (at-fault or not) in which they were involved, while they were enrolled in the study. In addition, driver records (abstracts and insurance claims) from the provincial licensing agency and public insurer (Manitoba Pubic Insurance; MPI) were provided annually. Results In total there were 101 separate instances of collisions (regardless of at-fault status), whether self-reported, or recorded by MPI. There were 20 at-fault collisions that were recorded on the driver abstract. Eighteen of these collisions were self-reported by participants. In total, our participants were involved in 70 insurance claims (42 at-fault) — 61 of these were self-reported to study staff. In addition, there were 31 collisions that were self-reported to study staff, that were not reported to MPI. Conclusions In this prospective study, older drivers were diligent in reporting collisions in which they were involved. While some collisions were not reported that ultimately became a claim or part of their driver abstract, the biggest discrepancy was in the collisions that were reported to study staff but that were not reported to authorities.
- ItemOpen AccessNaturalistic Driving Patterns of Older Adults Before and After Cataract Surgery(Canadian Journal of Ophthalmology, 2018-10) Porter, Michelle M; Cull, Andrew W.Background. Cataract surgery can have many benefits for older adults, including enabling continued driving. However, it is not known how objectively measured driving patterns change after cataract surgery. Objective. The purpose of this study was to examine how participants from the Winnipeg site of Candrive (a longitudinal study of older drivers in Canada) drove before and after cataract surgery. Methods. An in-vehicle device monitored all trips taken at 1 second intervals allowing for the analysis of distances driven, number of trips, time of trips, speeding, excessive braking/accelerating, as well as the types of roadways. Hypotheses. It was hypothesized that after cataract surgery participants would drive further. Secondarily it was also hypothesized that participants would make more trips, drive further from home on different roadway types, drive in the dark more, speed more, and have fewer episodes of hard brakes and accelerations. Results. Over the four years of data collection, there were 16 cases of participants having cataract surgery, whereby there was also suitable driving data for analyses. Participants drove 28% further distances after surgery (p = 0.022). They also had drove further from home, more on primary roads (p < 0.05), and had fewer episodes of hard braking per distance travelled (p < 0.001). No other variables significantly changed. Conclusions. This study suggests that older drivers changed some of their driving patterns after cataract surgery. Future studies could explore the effects of increased driving exposure, in conjunction with potentially safer driving behaviors, on overall driving safety after cataract surgery.
- ItemOpen AccessOlder driver estimates of driving exposure compared to in-vehicle data in the Candrive II study(Taylor and Francis, 2015-01) Porter, Michelle M.; Smith, G.A.; Cull, A.W.; Myers, A.M.; Bedard, M.; Gelinas, I.; Mazer, B.; Marshall, S.C.; Naglie, G.; Rapoport, M.J.; Tuokko, H.A.; Vrkljan, B.H.OBJECTIVE: Most studies on older adults' driving practices have relied on self-reported information. With technological advances it is now possible to objectively measure the everyday driving of older adults in their own vehicles over time. The purpose of this study was to examine the ability of older drivers to accurately estimate their kilometers driven over one year relative to objectively measured driving exposure. METHODS: A subsample (n = 159 of 928; 50.9% male) of Candrive II participants (age >/= 70 years of age) was used in these analyses based on strict criteria for data collected from questionnaires as well as an OttoView-CD Autonomous Data Logging Device installed in their vehicle, over the first year of the prospective cohort study. RESULTS: Although there was no significant difference overall between the self-reported and objectively measured distance categories, only moderate agreement was found (weighted kappa = 0.57; 95% confidence interval, 0.47-0.67). Almost half (45.3%) chose the wrong distance category, and some people misestimated their distance driven by up to 20,000 km. Those who misjudged in the low mileage group (/= 20,000); that is, they always overestimated their driving distance. CONCLUSIONS: Although self-reported driving distance categories may be adequate for studies entailing broad group comparisons, caution should be used in interpreting results. Use of self-reported estimates for individual assessments should be discouraged.
- ItemOpen AccessPilot study: Can older inactive adults learn how to reach the required intensity of physical activity guideline?(Dove Press, 2013-04-30) Bouchard, Danielle R.; Langlois, Marie-France; Boisvert-Vigneault, Katherine; Farand, Paul; Paulin, Mathieu; Baillargeon, Jean-PatriceMost individuals do not reach the recommended physical activity level of at least 150 minutes of aerobic exercise (AE) at moderate-to-vigorous intensity per week. For example, only 13% of older Canadian adults reach World Health Organization physical activity guideline (PAG). One of the reasons might be a difficulty identifying the required intensity. Twenty-five inactive older adults received one session about the AE-PAG and how to use a tool or strategy to help them identify AE intensity: heart-rate (HR) monitor (% of maximal HR; N = 9); manual pulse (% of maximal HR; N = 8); or pedometer (walking cadence; N = 8). Participants had 8 weeks to implement their specific tool with the aim of reaching the PAG by walking at home. At pre- and post-intervention, the capacity to identify AE intensity and AE time spent at moderate-to-vigorous intensity were evaluated. Only the two groups using a tool increased total AE time (both P < 0.01), but no group improved the time spent at moderate-to-vigorous intensity. No significant improvement was observed in the ability to correctly identify AE intensity in any of the groups, but a tendency was observed in the pedometer group (P = 0.07). Using walking cadence with a pedometer should be explored as a tool to reach the PAG as it is inexpensive, easy to use, and seemed the best tool to improve both AE time and perception of intensity.
- ItemOpen AccessPrograms for improving the safety of older drivers(Canadian Geriatrics Society Journal of CME, 2015-04-30) Porter, Michelle M.
- ItemOpen AccessSpeed and acceleration patterns of younger and older drivers(Canadian Multidisciplinary Road Safety Conference, 2006) Nakagawa, Satoru; Kriellaars, Dean; Blais, Christine; Montufar, Jeannette; Porter, Michelle M.Driving and aging is an area that is receiving more research attention. Most studies have been epidemiological or laboratory-based. Few studies have examined in-vehicle performance, and those that do usually rely on the subjective evaluation of an observer inside or outside the vehicle. The purpose of this study was to examine driver-induced vehicle longitudinal movements under real life conditions in younger (30 - 50 years) and older ($70 years) men and women. It was hypothesized that both the younger drivers and the male drivers would show higher speed and acceleration related values. A total of 49 drivers (13 younger men, age 37.8 ± 5.9; 12 younger women, age 40.2± 7.1; 13 older men, age 76.0 ± 4.6; and 11 older women, age 76.7 ± 5.5) drove a 26 km road course which included residential, collector, arterial and highway roads with 30 intersections. The vehicle movement data were collected by a Global Positioning System (GPS) receiver which was installed in each subject’s own vehicle. In addition, the scene in front of the driver was captured using a digital video camera, without the image of the driver, to provide context for the GPS data. The following maximum speed data were analysed: 1) the whole road course, 2) within all the sections between the 30 intersections and 3) within all the sections between the 12 stop signs. The acceleration and the deceleration data were analysed only between the stop sign intersections because of the consistent speed limits on these sections (50 km/hr). The data were then statistically analysed between the age and the gender groups by multivariate analysis of variance/covariance. Results showed that there were age differences for maximum speeds, for all three analyses (i.e., whole road course, all sections, stop sign sections), with the younger drivers having faster speeds than the older drivers. Acceleration results showed that older drivers accelerated over a longer distance than younger drivers, and that older female drivers had less deceleration over a longer distance than younger female and older male drivers. It is concluded that age group differences exist for speed and acceleration, under real-world conditions. The current study’s results have implications for road safety because previous studies have concluded that drivers with crashes had higher maximum speeds and accelerations than drivers with no crash record.
- ItemOpen AccessThe use of a naturalistic driving route for characterizing older drivers(Canadian Multidisciplinary Road Safety Conference, 2012) Smith, Glenys A.; Cull, Andrew W.; Mence, Rachel; Charlton, Judith; Langford, Jim; Koppel, Sjaan; Porter, Michelle M.Although the vast majority of older drivers are safe, there are some older drivers who are at risk of crashes due to health-related changes in functional status. For licensing agencies worldwide it is a challenge to identify unsafe older drivers. One form of older driver assessment that can be done conducted is an on-road test. Often this occurs in an unfamiliar vehicle and on roads that are not familiar to the older driver. This could be detrimental to their driving performance and lead to an overestimation of their crash risk. Purpose: The purpose of the current study is to determine whether the route used for the Driving Observation Schedule (DOS), a specific driving task designed to observe and record driving performance, is actually representative of older drivers’ everyday driving in Melbourne Australia. This is a sub-study of the Ozcandrive study, which is a partner study to Candrive. Methods: Older drivers (75+ years old) were asked to describe locations where they typically drive. A route was then devised to incorporate those locations, and the older driver was observed for their driving behaviours over this route. Older drivers’ vehicles were equipped with a device that monitored their driving locations by global positioning system (GPS) technology at 1 Hz. These same older drivers were followed over several months for their everyday driving using the same device. All trips made were compared for their location against the DOS route. These results were then expressed as a percentage of the trips that included a road from the DOS route, in order to determine how representative the DOS route was of each older drivers’ everyday driving. In addition to location, speed patterns were also compared between the DOS route and everyday driving. Results: The average distance of the DOS route was 13.8 ± 5.3 km, and on average it took 31.0 ± 7.6 minutes to drive, for the 23 older drivers that were included in the sample for this study. Over the 108 ± 18 days whereby the older drivers were monitored for their everyday driving, the older drivers drove 2384 ± 1504 km, and made 385 ± 155 trips. The roads that were part of the DOS route represented 9 ± 8 percent of roads that were used during the everyday driving trips. The DOS route and driving was similar to everyday driving in terms of speed limits of the roadways, exceeding the speed limit, and speed of driving. Drivers spent the majority of time driving on roadways that had speed limits of 50 and 60 km/hr (DOS = 80.4%, everyday = 74.1%). There was a slight trend for everyday driving to be on roadways with faster speed limits and have faster driving than DOS driving. Conclusions: These results suggest that a route can be formulated that will be representative of most of the everyday driving of older drivers. Use of such a route has promise for determining the performance of older drivers under conditions which are typical for their everyday driving. Future research that combines driving behaviour observation, crash data, naturalistic driving as well as health and functional testing for individual older drivers will do much to provide more definitive information about this growing cohort of drivers.
- ItemOpen AccessUse of video technology and GPS as a tool for driver education – a preliminary investigation with older drivers(Canadian Multidisciplinary Road Safety Conference, 2004) Porter, Michelle M.; Melnyk, Micah G.Driver education programs have traditionally taken two general forms: in-classroom or in-vehicle. This study explores a variation on traditional in-vehicle driver education programs by using video technology instead of a driver educator in the passenger seat. A program of this type would be appropriate for currently licensed drivers. Advantages of using video technology include: the possibility of driver behaviour more like their everyday driving, increased safety for the driver educator, and more effective instruction. In this study, 8 subjects aged 70 and older drove a 26 km road course in Winnipeg, Manitoba, Canada while their driving was recorded. The course included all road types including residential, collector, arterial and expressway. Subjects were shown the video and global positioning system (GPS) speed data some time after performing the drive. Subjects watched the video first without feedback, and then with feedback and instruction from a driver educator. Common feedback from the driver educator included instruction on changing lanes, signaling, and stopping at stop signs. Subjects were given three questionnaires at various stages to evaluate the perceived effectiveness of the program. Subjects all agreed that the program was useful to them and all but one self reported using the lessons from the driver educator in their everyday driving 2 to 4 weeks after the video session. The subjects found watching the video with the driver educator feedback more useful than watching the video without feedback. Using in-vehicle video technology is a new opportunity for driver education programs and is an alternative to in-classroom programs for those looking to update their driving skills.