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Collaboration with a married partner has been suggested as a potential strategy to help acquire and retain new skills in older adulthood. Yet, few studies have evaluated how older married couples work together when problem-solving through cognitive-based tasks. The present study involved a usability analysis of the performance and interaction of 40 healthy, community-dwelling older adults, or 20 older married couples, while using an in-vehicle global positioning system (GPS) for the first-time in a laboratory setting. Results suggest that couples utilize different interactive strategies that affect performance. Understanding how older married couples work together could inform strategies that facilitate collaborative learning in older adulthood. (Contains 4 tables and 2 figures.)

Byline: Brenda H. Vrkljan, Janice Miller-Polgar Recent advancements in vehicular technology have the potential to prevent crashes by alerting drivers to dangers within their environment. For this technology to be effective, its operational demands must be congruent with the diverse visual, cognitive and motor abilities of the driving population, particularly the growing segment of older drivers. This paper reviews research findings pertaining to age-related changes in motor abilities as well as vision, attention, and information processing and their relationship to the safety and utility of in-vehicle telematics for older drivers. Based on this examination, the benefits of incorporating 'universal design' principles and human factors engineering in the development of this technology are discussed.

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 (≤5000 km) consistently underestimated, whereas the reverse was found for those in the high distance categories (≥ 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. [ABSTRACT FROM PUBLISHER]

There are no guidelines in the obesity or occupational therapy literature to address how participation in occupations of everyday living should be maintained or improved for individuals with obesity. Achieving this goal requires an understanding of the factors associated with participation in daily living activities for this group. To address this, the authors administered a cross-sectional survey that included the World Health Organization Disability Assessment Schedule, the Impact of Weight on Quality of Life-Lite, the Medical Outcomes Survey Social Support Survey, and the satisfaction with participation scale to 140 adults with a mean body mass index of 48.5 kg/m2. Multivariate regression analysis resulted in a model containing social support and disability status, which predicted 35% of the variance in satisfaction with participation. Disability status was the strongest predictor of satisfaction with participation and, therefore, interventions that aim to reduce the disability experienced by individuals with obesity have the potential to affect participation in everyday activities. [ABSTRACT FROM AUTHOR]

The purpose of this study was to describe the time use and associated perceptions of performance, importance, and enjoyment for adults in treatment for obesity classified as severe. Adults ( n = 128) from obesity treatment programs in Ontario, Canada, completed a survey that included the Occupational Questionnaire, a measure of the distribution and meaning of time use across occupations. Descriptive analysis and differences between groups based on obesity severity, age, and being limited by obesity were completed. Participants spent the most time in daily living activities and less time in work, recreation, and rest activities. Participants reported doing activities that they enjoy and perform well is important. The distribution of time across occupations for participants in this study is similar to that of adults living with chronic health conditions. No significant differences in time use and associated meaning were found between groups based on body mass index or being limited by obesity. More time was spent in work activities for participants aged 25 to 54 years. Obesity interventions that support participation in existing occupations and enable participation in recreation and rest occupations should be considered. [ABSTRACT FROM AUTHOR]

The purpose of this study was to determine if season or weather affected the objectively measured trip distances of older drivers (≥ 70 years; n = 279) at seven Canadian sites. During winter, for all trips taken, trip distance was 7 per cent shorter when controlling for site and whether the trip occurred during the day. In addition, for trips taken within city limits, trip distance was 1 per cent shorter during winter and 5 per cent longer during rain when compared to no precipitation when controlling for weather (or season respectively), time of day, and site. At night, trip distance was about 30 per cent longer when controlling for season and site (and weather), contrary to expectations. Together, these results suggest that older Canadian drivers alter their trip distances based on season, weather conditions, and time of day, although not always in the expected direction.