PROBLEMS OF A SELECT GROUP OF OLDER DRIVERS Thesis for the Degree of Ph. D. MICHIGAN STATE UNIVERSITY BY Harry Lang McDa-nafid Ph. BL. 1970 ‘ 111111 1111 11111111111 ‘ 31293 01008 7140 1‘HE‘3’C‘ This is to certify that the thesis entitled PROBLEMS OF A SELECT GROUP OF OLDER DRIVERS presented by Harry Lang McDonald has been accepted towards fulfillment of the requirements for Ph.D. degree in Education "u- bible-um. an. J.L1‘§ wt;‘._ :2 41-." v! I 7 TV) 77 A D V In; a -- 1:6 \ ‘ '. . . .111. L2 IIVCLJA‘LY ”fig/r/ f £4 dig/421.0% Major professo - Date May 22, 1970 0-169 ,. RN.» rPHU .41.. $1... ”'1 u 1;? ABSTRACT PROBLEMS OF A SELECT GROUP OF OLDER DRIVERS by Harry Lang McDonald The purpose of this study was to determine specific driving problems of a selected sample of older drivers. A pilot study was conducted to discern the quality of the questionnaire and to determine if the items were clearly stated. The sample population of ninety-six persons who completed the questionnaire was taken from a Defensive Driving Course sponsored by the American Asso- ciation of Retired Persons in the Detroit, Michigan, area. An evaluation of the results of the pilot study was made with the appropriate corrections incorporated into the revised questionnaire. The subjects used in the final analysis were one hundred eighty-six persons who possessed driver's licenses and who were also members of one of the eleven retirement clubs in Ingham County, Michigan, registered with the Michigan Commission on Aging. The subjects were asked to complete a copy of the questionnaire during a regularly scheduled meeting. Only those club members in attendance, who operated a motor vehicle, and who were over sixty-five l O a years of age were asked to complete the questionnaire. The following conclusions have been reached regarding general driving problems of this select group of older drivers: 1) 2) 3) 4) 5) The subjects realized inherent problems in driving during peak hours, in heavy traffic hours, or during dark hours, but that they did not recognize the specific problem as nervousness. A review of selected literature revealed that there is a need for awareness of physical limitations related to audition and the aging process. The responses in this area would seem to indicate a lack of concern for the problems associated with loss of hearing. That those participating in this study, as well as those depending on them for transportation, would be forced to change their everyday mode of living if the driving privilege were taken away. The review of related literature would seem to suggest that this age group possibly should encounter additional problems not indicated by their responses to this questionnaire. It would seem that this select group was far above average or that they did not realize that they had additional problems. Responses which the subjects recorded were the only source of data. A variety of tests methods, had they been utilized, might have reduced the length of the questionnaire and might possibly have given more detailed answers in those areas. The limitation of dependence on the subjects answers gave other valuable insight. The subject may or may not have given the correct response but he did give what he thought to be the correct response. U) PROBLEMS OF A SELECT GROUP OF OLDER DRIVERS Harry Lani McDonald v A THESIS Submitted to higan State Univers::y ulfiilment of p . .L The author dedicates this paper to the memory of L Garrett Beshear for his encouragement an. guidance which made not only this paper but the degree for which the paper was done a reality. ACKNOWLEDGEMENTS The author expresses his sincere appreciation to the following: Dr. Robert E. Gustafson (Chairman) for his guidance and continuing counsel in formulating and reporting this study; Dr. Dale V. Alam, Dr. William A. Mann, and Dr. Robert O. Nolan for their guidance; Dr. Andrew C. Porter for statistical advice and assistance in the preparation and evaluation of the statistical application; and to the Michigan State University Computer Center for assistance in computations. A special appreciation to Dr. Francis C. Kenel and Dr. Charles B. Porter of Illinois State University for their interest and assistance during the final stages of reporting the study. To those driving members of the retirement clubs who completed a questionnaire, the author expresses his gratitude and appreciation for their valuable contributions of time and effort. For all that they have done, the author expresses gratitude to his parents, Mr. and Mrs. Carroll W. McDonald, Sr., to Mr. and Mrs. Carroll W. McDonald, Jr., and to Mr. and Mrs. R. L. Dunn. Finally, for her patience, encouragement, and support gratitude to his F]. (I) through the years, the author expresses h wife, Martha. iii To the individual who gave up her father not only willingly but many times, as a result of her age, did not understand why, the author expresses a special thank you to his daughter, Lisa Louise. I V TABLE OF CONTENTS Chapter Page I. THE PROBLEM AND DEFINITIONS OF TERMS USED . . . l The Problem . . . . . . . . . . . . . . . . . 1 Statement of the problem . o . . . . . . o 1 Need for the study . . . . . . o . o . o . l Delimitations . o . . . . . o . . . . o . . 2 Limitations . . . . . . . . o . . . . . . . 2 Definitions of Terms . . . . o . . . . . . . 2 Scotopic conditions . . . . . . . . . . . . 2 Photopic conditions . . . . . . . . . . . . 2 Disengagement . . . . . . . . . . . . . . . 2 Older driver . . . . . . . . . . . . . . . Change of "set" . . . . . . . . o . . . . . Organization of the Remaining Chapters . . . II. REVIEW OF RELATED LITERATURE . . . o . . . . . The Psychophysical Aging Process . . . . . . —: e- c— C) Lu x» Visual00.000000000000000 Audition . . . . . o . . . . . . . o . . . 11 Reaction time . . . . . . . . . o . . . . . 12 Psychological, Sociological, and Biological Aspects of the Aging Process . . . . . . . 15 Psychological and sociological aring . . . 15 Biological aging . . . . . . . . . o . . . 19 x7 Chapter III. IV. The Driving Task Driver . Summary . PROCEDURES . Subjects . Procedures for Measurement as Related to Testing Procedures . Organization of Data Analysis of Data . Summary . ANALYSIS OF DATA Demographical Data . Age at last eye examination Renewal of driver license Age of subjects Age subjects learned to drive 0 0 the Older How long subjects had been driving 0 . Occupations before retiring Sex of the subjects Miles driven during a year's time 0 O 0 Knowledge and Attitude Sections of the Questionnaire Problems that Subjects Indicated They Experienced in Driving . \fl 0 O O Page Chapter Driving during peak traffic hours . . . Implications of the withdrawal of driving privilege Driving at night . Questions not Related to the General Problem Areas . . . General driving habit O 8 Past preparation for driving task Physical discomfort of subjects . Problems with insurance companies Restricted driving space Hearing examination Backing the vehicle Miscellaneous . . . Summary....... V. SUMMARY, CONCLUSIONS, AND Summary 0 o o o c o 0 Statement of the problem Need for the study Gathering the data Analysis of data . Summary of findings Driving duriag peak Implications of th‘ (I) driving privilege O the RECOMMENDATIONS . traffic 0 O 0 hours 0 a withdrawal of the Page 44 46 47 6” LV Chapter Page Driving at night . . . . . . . . . . . . 64 Conclusions . . . o o . . . . . . . . . . . 65 Recommendations . . . . . . . . . . . . . . 66 Recommendations for Further Research . . . . 67 BIBLIOGRAPHY . . . . . . . . . . . . . . . . . . . . 68 APPENDIX A. Questionnaire . . . . . . . . . . . . . 72 APPENDIX B. Weighted Total Scores for Each Subject in Attitude and Knowledge Sections . 81 APPENDIX C. Pearson Product Moment Correlation MELTIXooooooooooooooo 83 Table I. II. III. IV. V. VI. VII. VIII. IX. X. XI. XIE. XIII. XIV. XV. LIST OF TABLES Age at Last Eye Examination . . . . o . Number of Years Since Last Eye Examination . . . . . . . . . . . . . Renewal of Driver License . . . . . o . Ages of Subjects . . . . . . . . . o . Age Subjects Learned to Drive . . . . . Length of Driving Time . . . . . . . . Occupations cf Subjects . . . . . . . . Sex of Subjects . . . . . . . . . . . 0 Miles Driven . . . . . . . . o . . . . Knowledge Section of the Questionnaire Attitude Section of the Questionnaire . Driving During Peak Traffic Hours . . . Correlation for Driving During Peak Traffic Hours . o . . . . . . . o c . Implications of the Withdrawal of the Driving Privilege . . . . . . . o . 0 Correlations for Implications of the Withdrawal of the Driving Privilege SGCtiOYloooooooo;ooooco ix Page 32 33 33 311 35 35 36 36 37 39 L12 1m 45 M6 Table XVI. XVII. XVIII. XIX. XX. XXI. XXII. XXIII. XXIV. XXV. XXVI. XXVII. XXVIII. Night DriVing o o o o o o 0 Correlation for Night Driving . General Driving Habits . 0 Past Preparation for Driving Task Physical Discomfort of Subjects . Problems with Insurance Companies Restricted Driving Space . Hearing Examination . . . . Backing the Vehicle . . . . Miscellaneous Questions . . Weighted Total Scores for Each Subject in Attitude Section . . . Weighted Total Scores for Each Subject in Knowledge Section . . 'l Pearson Product Moment Correlation Matrix Page 50 50 53 55 56 56 57 58 59 81 82 83 CHAPTER I THE PROBLEM AND DEFINITIONS OF TERMS USED I. THE PROBLEM The older driver has been and continues to be under the scrutiny of the general driving population. This has been especially true since the advent of modern high-speed vehicles and highways with their many ramifications. Unfortunately, there has been relatively little research to ascertain any deficiencies which may occur within this age group. With the limited amount of knowledge concerning the older driver and their driving habits, the solution advanced by many is to retire the older drivers from the ranks of those who are privileged to operate a motor vehicle. Statement 9f the problem. The purpose of this study was to determine the general driving problems of a select group of older drivers. A secondary objective of the study was to determine if the attitude, knowledge, and general information sections incorporated within the questionnaire had a relationship to the general driving problems of this select group of older drivers. Need for the study. If the driving privilege is taken away from the older driver at a predetermined age, there I 2 would be those denied the privilege to drive who are, or who could be, capable drivers. In addition, there is usually a severe emotional shock associated with the withdrawal of the driving privilege. This researcher feels that a more appropriate approach would be to determine those problems which are most prevalent in the older driver and ascertain whether those problems could be corrected or compensated for. Delimitations. The study was restricted to members of those retirement clubs, within Ingham County, Michigan, who were registered with the Michigan Commission on Aging. Only those drivers in attendance during the regular club meeting were asked to complete a questionnaire. Limitations. The importance of truthful responses to each question incorporated within the questionnaire and the possibility of less than truthful answers. II. DEFINITIONS OF TERMS Scotopic conditions. Scotopic conditions referred to dark or night hours. Photopic gpnditions. Photopic conditions apply to light or day hours. Disengagement. Disengagemcnt, for this stu‘y, meant the separation of the individual from society as a result of his own choice. 3 Older driver. The older driver, for this study, referred to subjects who were sixty-five years or older. Change g: "set". The change of "set" referred to the ability of a person to deviate from his normal pattern of behavior in order to cope with the situation at hand. III. ORGANIZATION OF THE REflAINING CHAPTERS summary of the literature related 9.) Chapter II contains to this study. The categories considered are: I) The Psychophysical Aging Process, 2) Psychological, Sociological, and Biological Aspects of the Aging Process, and 3) The O r Driver. d (D Driving Task as Related to the 11 Chapter III contains a delineation of the procedures 1 for obtaining data for this study. Included ;re: 1) A [1 description of the subjegts, 2) Procedures of Measurement, 3) Testing Procedures, h) Organisation of Data, and 5) Analysis of Data. Chapter IV contains the analysis c this study. The general areas are as follows: 1) Demo- Questionnaire, 3) Problems that Subjects Indicated they Experienced in Driving, 4) Questions not Related to the General Problem Areas, and 5) the Summary. Chapter V Includes a su*"ar3 *or tbe study, conclusions and recommendations. CHAPTER II REVIEW OF RELATED LITERATURE Chapter I contained a discussion of the problem, definitions of terms used in the study, and the organization of chapters which follow. This chapter contains a summary of the literature related to this study. The first of three categories considers research as it pertains to the psycho— physical aging processes of vision, audition and reaction time. The second category applies to the psychological, sociological, and biological aspect of aging. The third category deals with the driving task and its relationship to the first two categories. I. THE PSYCHOPHYSICAL AGING PROCESS Visual. Byrnes in 1967 divided the driving task into three phases: the information obtaining phase, a decision making phase, and an action phase.l She cited the visual sense as the predominant phase in the driving task. The critical elements of the visual phase were listed as: detection of objects, definition and recognition of objects, (determination of distance between objects, and recognition of 1V. A. Byrnes, "Vision and Its Importance in Driving," fiight Saving Review, 37(2):B7—91, 1967. L; 5 color as related to traffic control devices. She recommended that visual field, color vision and night acuity, with and without glare, be added to the driver's vision test. She added that after the age of sixty-five the entire test should be administered every two years until the individual no longer operated a motor vehicle. Planek, Condon, and Fowler related that one of the effects definitely demonstrated in aging was that of reduction of visual efficiency.2 One area in which this lack of efficiency was apparent was glare recovery. Glare is the result of light entering the eye in such a manner as to inhibit distinct vision. Wolf in 1960 gave three general types of glare.3 The first is veiling glare, which occurs when light is superimposed on the image as it appears on the retina and reduced the contrast needed for distinct vision; the second is dazzling glare which occurs when all light levels are high which produces a dazzling effect; and the third type of glare is a result of high light intensity which reduces retinal sensitivity in part or whole and results in the blinding of the individual. This type is called scotomatic glare. 2Thomas W. Planek, Margaret E. Condon, and Richard C. Fowler, Ag Investigation of the Problems and Opiniopg g: Aged Drivers, Report No. 3768 (Chicago: National Safety Council, 1968), pp. 25-26. 3E. Wolf, "Glare and Age," Archives Opthalomology (October, 1964), pp. 502—14. 1" —* 6 Forbes, Vanosdall, Pain and Bloomquist in 1968 reported a decrease of visual acuity with increasing age in all areas}L They also reported a number of individual cases showing night vision difficulty not only in the higher age groups but also in younger groups. Individuals differ in their ability to recover from glare. The ability of the pupil of the eye to constrict and dilate quickly with the change of luminance level is one example.5 A second example is the amount of scatter of light through the various bodies or parts which make up the eye. This quality changes with increasing age to produce more and more scatter. This hypothesis as an explanation for reduced visual acuity was disproven to a degree as a result of research conducted in 1967 by Allen and Vos.6 They contended that the concept of ocular scatter (at least in the interior portions of the eye) does not adequately explain the loss of visual acuity in the older subjects tested. Acuity in this group was inversely related to age. 4T. W. Forbes, F. Vanosdall, R. R. Pain, and D. W. Bloomquist, Low Contrast and Standard Visual Acuity Under Mesopic and Photopic Illumination (Highway Traffic Safety Center and Department of Psychology, Continuing Education Service, Michigan State University, East Lansing, Michigan), pp. 1-2- 5 Planek, Condon, and Fowler, 9p. cit., p. 26. 6M. J. Allen and J. J. Vos, "Ocular Scattered Light and Visual Performance as a Function of Age," American Journal 9f Optometry and Archives pf American Academy 9: Optometry, h3:717-§B, l967. 7 Weale in 1961 suggested that, under both daylight and dark conditions, amounts of illumination reaching the retina decreases as a function of age.7 Weale attributed this loss to such factors as stiffening of the cornea, lessened adaptability of the pupillary reflexes, yellowing of the crystalline lens, development of opacities in the vitreous humor, and changes in the density and structure of the retina. Wolf in 1964 indicated that with increasing age the ability to see after glare depended upon luminance of the target, large size, and shorter distance from the eye to the target.8 Christie and Fisher9 and Reading in both 196610 and 1968ll also contended that there was a definite age relation factor. Rodstein in 1966 stated that "between the ages of sixteen and ninety years recovery time from exposure to 7R. A. Weale, "Retinal Illumination and Age," Trans- actions gf the Engineering Society, 26:95-99, 1961. 8 WOlf, 92. Cite, pp. 502—140 9A. w. Christie and A. J. Fisher, "The Effect of Glare from Street Lighting Lanterns on the Vision of Drivers of Different Ages," Transactions pf the Illuminating Engineering Society, 31:93-108, 1966. 10V. M. Reading, "Yellow and White Headlamp Clare and Age," Transactions 9: the Illuminating Engineering Society, 31(4):109-21, 1936. l -. o o . o o , _ o o l V. M. Reading, "Disaoil ty Clare and Age," VISIcn Research, 8:207-14, 1968. 8 glare is doubled every thirteen years."12 The American Automobile Association cited findings of McGough which suggested_that this reduction of ability was especially true under scotopic (night) conditions.13 Although he found no significant differences at any age level, he suggested that the amount of light necessary to make an object visible was .1. 'J about four times as great when glare was presen . Burg found increasing thresholo levels and increasing recovery time for both male and female subjects when they were 1b separated into five-year age groups. Correlations were obtained between both threshold and recovery test, and age. The correlation was low when related to age. He suggested that although trends were correlated with age groups that individual cases did not ‘hemselves show as reliable a relationship. Therefore, prediction between age and performance is not certain. Another area within the visual task which is manifested with advancing age is that of peripheral vision. Wolf in 1967 12M. Rodstein, "The Effects of the Aging Process on Accidents in Older and Aged Adults" (Paper presented at the Annual Meeting of the National Safety Council, Chicago, October 26, 1966). 1 . . . .. . . . 3American Automobile Assoc1ation, Field 9: ViSion ag Related to Age (Research Report No. 6?, Washington, D. C., T96577— "' luEurg, ”Light Sensitivity as R 1'1 s ” Sex," Perceptual and Motor S11 9 revealed that there was a slight, but distinct, decline in the visual field of his subjects up to the age of fifty-five with a more pronounced shrinkage in each decade that followed.15 He also reported pronounced changes in sensi- tivity which occurred after the age of sixty. He maintained that retinal changes which have been detected at this age are associated with the changes in the metabolism of the retina. The changes were related to oxygen deprivation. Young subjects exhibited similar losses in Visual sensitivity after deliberate denial of oxygen. Burg reported that the field of vision was constant to approximately the age of thirty-five, thereafter it narrowed progressively with 16 It was interesting to note that Burg found advancing age. that females consistently demonstrated a slightly larger field of vision than males. Burg concurrel with the earlier study of Wolf that there is a gradual loss of sensitivity up to the age of approximately fifty—five and a very rapid loss . . 1" in years which follow. ’ Burg suggested that the normal "static visual acuity test" does not reveal an important aspect of the visual 15E. Wolf, Stpdy 9g lbs Shrinkage of the Visual Eiglg with ggg, Highway Research Record No. l6hf7Washington, D. 0.: National Academy of Sciences, 1967) pp. 1—7. 16A. Burg, "Lateral Vision Field as Related to Age and Sex," Journal 2f_Applieg Psycholqu, 52:10-15, 1968. 17E. Wolf, 9p. £13., SOB—la. 10 18 He went on to report that the functional testing task. of the driver's vision must also be taken into account. "Dynamic visual acuity" was the term used for this type of test. This additional test of visual acuity should be used not only at photopic (daylight) but also in levels of illu- mination encountered at scotopic (night) levels. There is, as might be expected, a much higher age—related change in scotopic vision than there is in photopic vision. Richards in 1966 conducted research with subjects 9 whose ages ranged from sixty to ninety. Vision was checked at varying levels of illumination which dealt specifically to night driving. He indicated an absolute loss in average vision and a loss of ability to see without sharp contrasts. Forbes, Vanosdall, Pain and Bloomquist in 1968 reported a decrease of average visual acuity with increasing . 20 age in all areas. They also reported a number of individual cases showing night vision difficulty not only in the higher age groups but also in younger groups. Reported 18A. Burg, "Visual Acuity as Measured by Dynamic and Static Tests," Journgl 9f Applied Psychology, 50:u60-66, 1966. 19O. W. Richards, "Vision at Levels of Night Road Illumination: Changes of Acuity and Contrast Sensitivity with Age," American Journal Qf'gptometry and Archives 2f American Academy g£_0ptometry, 53:313-19, 1966: 20 pp. 1-2. Forbes, Vanosdall, Pain, and Bloomquist, oi. cit., 11 within their study were findings of Pease and Allen21 and 22 Richards which called attention to a great loss in visual efficiency of older age groups at illumination levels corresponding to average night driving conditions (0.1 lamberts or thereabouts). Audition. Aaron and Strasser suggested that hearing is one of the physical characteristics of a driver that . . 23 relates to the safe operation of a motor vehicle. The American Automobile Association in 1965 stated "poor hearing handicaps a driver. It can prevent him from hearing other . . . . , L "2U vehicles or horn Signals from cars that are about to pass. To illustrate the magnitude of loss of hearing in the . . ,_ .,_ - . ,,, s 25 aged driver, Hulbert (Cited by Alexander, King, and warsrow) in 1967 suggested that approximately #0 per cent of those persons sixty~five years of age and older have impaired hearing with an additional 0.1 per cent being totally deaf. 21P. L. Pease and M. J. Allen, "Low Contrast Visual Acuity and the Effects of Ambient Illumination, Filters and Scatter," American Journal 9f Optometry (April, 1967). 22O. W. Richards, "Vision at Levels of Night Road Illumination XII Changes of Acuity and Contrast Sensitivity with Age," Journal 9; Optometry, 43:313—19, 1966. 23J. E. Aaron and Marland K. Stras er, Driver and Traffic Education (New York: The MacMillan Company, 1966), p. 13h. 2“American Automobile Association, 2p. gi:., p. 56. 25h , . . , . . , . u. J. Alexander, G. F. King, and M. A. harsxow, Development 9: Information figpiirenents and Transmission Tgphniques for Highway ggers (Deer Park, New York: Airborne Instruments Laboratory, 1967), Vol. II. 12 Orr in 1967 suggested that diminished hearing is a principal handicap of the older driver which relates to judgment errors experienced by this age group. Reaction time. Another area of the aging process that should be included within the psychophysical realm is that of reaction time. Plaeek, Condon, and Fowler reported in 1968 that: Since much of a driver's movement is controlled by external, rather than internal, stimulus patterns the measurement of reaction time becomes an important vari- able in assessing thg capacity of an individual to drive an automobile. 7 .L They reported that reaction time, soecifically visual, has definitely increased when correlated with advancing age. The ‘4 ) D C American Automobile Association reported in 1966 and 196729 studies which indicated that both simple and complex reac- tion time in simulated driving conditions resulted in a rise in reaction time as age increased which became pronounced after the age of fifty. They continued oy suggesting a sex 26Verne Orr, "The Problem of the Older Driver," Highwgy User (December, 1967), pp. 18—19. 27Planek, Condon, and Fowler, gp. cit., p. 38. 2' . . . . . . 3American Automobile Assoc1ation, Reaction Time gg Related 1g Age (Research Report No. 69, Washington, D. C.: AAA, 1966). 29American Automobile Association, Age and Complex Reaction (Research Report No. 41, Washington, D. C.: AAA, 19575- 13 difference in complex reaction time. Women were consistently one-tenth of a second slower than men across all age groups. As a result of individual differences, the assumption, across age groups could be said to have varying validity. It would, however, seem to warrant modification of such rules as recommended following distance as well as other reaction orientated facets of the driving task. In 1968, Botwinick and Thompson conducted a study which compared a group of young college students to older individuals. The college group was further divided into 30 They found that the athletic and non—athletic sub—groups. non-athletic group was not significantly different from the elderly group. The athletic group, however, did show a typical age difference in reaction time. They suggested that the lack of physical fitness may be an explanatory factor in slowing reaction time. Lawton reported in 1967 that the increase in reaction time associated with age was shown to be a decrease in ability to integrate, organize and time the response within 31 the central nervous system. An earlier study by Birren BOJ. Botwinick and L. W. Thompson, "Age Difference in Reaction Time: An Artifact?," Thg Gerontologist, 8:25-29, 1968. 31A. H. Lawton, "Accidental Injuries to the Aged and Their Psychological Impact," Mafia Clinic Proceeding, #2: 685-97. 1967. 14 also indicated some basis for the slowing process within the central nervous system.32 Botwinick and Thompson suggested in 1968 that the length of exposure time has an effect on the response of all individuals.33 They contended that speed of judgment is often a matter of readiness of "set" to respond quickly. The length of exposure time does play a role. However, the "set" is probably more common in younger persons. 32J. E. Birren, "Research on the Psychological Aspects of Aging," Geriatric, 18:393—403, 1963. 33J. Botwinick and L. w. Thompson, 9p. cit., 25-29. II. PSYCHOLOGICAL, SOCIOLOGICAL, AND BIOLOGICAL ASPECTS OF THE AGING PROCESS Psycholggical and Sociolggical Aging. As an individ- ual operates an automobile, he is not only called upon to operate the vehicle but he must also cope with the demands of his mobile environment. There have been researchers who have suggested that the manner in which the individual negotiates the environment could well determine his success in a mobile society. Mann in 1965 suggested that there are a number of factors which may result in a negative encounter with one's environment.34 Lack of knowledge, lack of atten- tion, inadequate perception, reduction of physical or mental capacities, and projection of undesirable personality traits were factors cited. He further suggested that accidents are usually caused as a result of several factors. Probably the most important factor is the personality of the individual who is driving the motor vehicle. Eysenck in 1962 indicated that there were personality differences among those who were involved in traffic accidents and those who 35 were not. He contended that those involved in accidents LL 0 O a ‘ O 3 William A. Mann, "The Nature of the Problem Driver" (Presented to Driver Improvement School Conference, Kellogg Center, Michigan State University, East Lansing, December, 1965). 35H. J. Eysenck, "The Personality of Drivers and Pedestrians," Medicine, Science and the Law, 3:316-22, 1962. N l . \ 16 had a tendency to exhibit traits such as aggressiveness, carelessness, and impulsiveness which were not present in those not involved in accidents. Earlier studies in 1958 (Goldstein and Mosel;36 Case and Stewart37) indicated that aggression is a factor often attributed to accidents as well as violations. Planek, Condon, and Fowler indicated the importance of personality and suggested that "it is possible that aging may produce and/or reduce some of the characteristic patterns correlated with accident involvement."38 Lawton in 1967 stated: . . . that the emotional state of the aged person is frequently not one of peace and tranquility. Rather it is often a seething mixture of conflicts, anger, hate, hostility, fear, pride, and over-reaction to others, he further stated that the older person is often: living in meaningless semidiscard, surrounded by manifestations of the rejection of elder authority by youth. The older person either responds in kind with his own retaliatory venomous reaction or he may strive to compensate by over emphasizing his seniority. Such competitive responses are intensified amid the urban impersonality of the machine age.)9 36L. G. Goldstein and J. N. Mosel, A Factor Study of Drivers' Attitudes, with Further Study on Driver Aggression, Highway Research Board Bulletin 172:9-29 (Washington, D. C.: National Academy of Sciences, 1958). 37H. W. Case and R. G. Stewart, Development of a Driver Attitude Scale, Highway Research Board Bulletin 172: 30-35 (Washington, D. C.: National Academy of Sciences, 1958). 38 Planek, Condon, and Fowler, op, cit., p. #2. o . 3/Lawton, 2p, c1t., pp. 685-97. 17 He went on to say that the older driver can usually operate the vehicle in a safe manner, however, he may lose complete control and stability in a driving situation when worry dominates his attention. This statement can also pertain to other age groups and cannot be said to be unique to the old. Waller in 1967 suggested that the processes of aging affected the ability to drive of both young and old individ- ualsf‘LO The accident risk per mile for both age groups was greater than that of the middle age driver. He continued by saying that psychological factors associated with the maturing process seemed to explain this risk, in part, of the young driver. Physiologic factors seemed to predominate among the older driver. Havighurst in 1968 approached the discussion of "suc— cessful aging" in a breakdown of satisfaction and disengage- ment.“l He suggested that disengagement often separated the individual from society which was in turn the basis for the development of psychoneurotic reactions of hypochrondriasis or depression. The older person, in many cases, was no longer allowed to play a significant role in the society in which he played a vital role. He may also find that he can “OJ. A. Waller, Guide for Identificatigg, Evaluation, and Regulation 9f Persons with Medical Handicapg 39 Driving (washington, D. C.: American Association of Motor Vehicle Administrators, 1967). 0 v 1 . th. J. HaVighurst, "Personality ,“ Aging," The Gerontologist, 8:20-24, I968. 18 no longer cope with the continuing financial and social demands. As a result, he may turn his interests and ener- gies away from other persons and the environment. His primary interest in life is then directed upon himself, particularly upon his body and its functions. Sobel also cited disengagement as one method used by older persons to compensate for their decreasing ability to deal with their life situationsouz He suggests this aliena- tion has relevance to the attention which the older driver may pay to the driving task. It could very well be that this withdrawing of attitudes could account for many of the driving problems ssociated with this a e. He characterized (In these problems by the heading "lack of attention to others." The withdrawal couli result in exclusion of peripheral processes which would virtually leave the driving task to only those automatic, overlearned, and almost reflexive driving skills that cannot cope with modern day traffic. Birren in 1963 divided the psychology of aging into four subheadings. The first category included the moods and attitudes of the older individual, including both transient £1. attitudes and those of a permanent natureo'3 An example 42H. Sobel, "Stress and Environment FaCtors in Aging," Psychosomatics, 7:21-28, 1967. Q U u/J. E. Birren, " of Aging," Geriatrics, lu ,\ \l» KMSD l" -L-,« l T‘ O v I _,I F/ “7’, 1;”; 1“ L) .w u (I) k h on the sychological Aspects n r J \L) (I) \L\ / O 19 would be self-concepts and life satisfaction. The second category included psychological capacities of the individual. An example here is language skills, problem solving ability, memory, psychomotor dexterity as well as other psychological, functional skills. The third category involved inter- personal relations which considered both extent and inten- PI , v~ sity. The fourth category contained behavior deviations nd psychopathology which can lead to either personal distress or disruption of family or community. Shock in 1961 suggested that a Biological Aging. portion of the basic functions of the organism do not change J: ’t ~+~~r to a significant degree with age. He continued by stating that the large or anized functions of the body do show a 'v A/ (3 decreased efficiency with increasing age. There is little change in cellular content over the years, however, there is .L a loss in the number of functioning cells available b0 a given functional system. He went on to suggest that the decrease in functions which take place during the aging process showed up primarily when the environment placed extra demands on the older person. This lessened ability to recover quickly from a change in stimulus level is the most fl obvious when associated with aging. Shock cited extensive individual differences in effects of "f‘ U Ah . , , ‘ N. W. Snocn, ur Journal of the American Me e; f‘, '3 U " n .L ‘-.I on many of the 20 physiological systems. Some individuals at the age of ninety years showed functions, in some systems,-as good as the average person at age fifty. He also cited intra- individual differences in the aging processes of the various systems. There are systems which showed a linear decline throughout the aging process, however, some functions followed different types of aging patterns. Shock cited the example that the range of accommodation of the eye showed a rapid fall between the ages of twenty and fifty but remained practically the same for the remainder of the life span. Schaie suggested in 1967 that the effects of contin- . uing interaction within one's environment can offset the effects of reaching a particular chronological age if other variables are set.”5 Swartz in 1969 maintained that there was no such thing as physical aging of the body, that what happened to one's body as his chronological age increases is the result of environment which gave rise to the chronic disease picture. He also suggested that: The tottering step and the shaking hand could be avoided with proper exercise and nutrition, and the forgetful mind, the senility associated with old age could be avoided by constant exercise of the mind.36 45K. W. Schaie, "Age Changes and Age Differences," The Genontologist, 7:128-32, 1967. 46F. C. Swartz, "Should Senior Citizens Drive," The State Journgl, Lansing, Michigan (February, 1969). 21 Rodstein gave an example of such a chronic disease. He stated that arterial deficiencies which occurred with aging can also affect more than just specific cortical and . 47 . central nervous system functions. A compreSSion of the carotid or vertebral arteries may be caused in the older driver by a sudden rotation of the head sideways. This could be the result of looking into the side rear view mirror, up into the rear view mirror, or by looking around to see out the back window. These and similar actions, .which the older driver is encouraged to do, can pinch the arteries of the neck and result in a loss of blood to the brain. This may cause dizziness, faintn es, and possible falls when outside of a vehicle. This would seem to indicate a need for additional evaluation of teaching methods when dealing with the person suffering with any forms of arterial deficiencies. Schaie and Strother in 1968 conducted research which dealt with older individuals who possessed generally satis- D fying environmental and social conditions, i high level of k 0 .1: LT) education, and a ;seful professional life. This group was 47M. Rodstein, "The Effects of the Aging Process on Accidents in Older and Aged Adults" (Paper presented at the Annual Meeting of the National Safety Council, Chicago, October 26, 1966). ”8K. w. Schaie and c. a. Strother, "Cogiitive and Personality Variables in Colleg Graduates of Advanced Age," Human Aging and gehavior (New York: Academic Press, 1968) In G. A. Talland (Ea. , pp. 281-308. 22 found to exhibit a decline in function when compared to younger adults. They suggested that psychological aging was responsible for this decline and did not attribute it to other environmental or personality artifacts. They added that this decrement was most apparent in functions requiring visual—motor responses or when speed was of importance. Busse in 1967 had also su rested this relationship of (W (1 physical health to the successful aging process and to the changes of both psychological and the physiological function- 9 . . . L ing of the lHleldual.‘ III. TH DRIVING TASK AS RELATED TO [‘5 THE OLDER DRIVER Alexander, King, and Warskow conducted an extensive analytical report dealing with the driving task in which they stated that around 95 per cent of the information processed by the driver is carried on through his visual sensory SO capacities. The authors analyzed and divided the driving task into three major areas: micro-performance, situational performance, and macro—performanceo Micro-performance consisted of those tasks which involved fine details of vehicle operation with the two main subtasks of steering and speed control. Situation performance involved mainly the responses of the driver to roadway an traffic situations 4 r ' " o . . jE- ”0 EUSSG: "Geriatrics Today - A” OVGIVlEJ," The American Journal of Psychiatry, 123:1226_33, 19570 JOAlexander, King, and Warsxcn, p. Cit., Vol. II. 23 which included following, overtaking and passing, response to traffic signals and pedestrians, and reaction to changes in environmental factors necessitating an alteration of driving performance. They suggested that micro-performance and situational performance adequately delineated the control tasks of the vehicle. They further suggested that these alone did not fully define the driving task. The addition of macro—performance, which included considerations of trip preparation and direction finding, is necessarily included due to the factors from the sphere which were thought to influence the mode in which the driver performed on the other two levels. As a prerequisite to performance of the driving task, Alexander, King, and Warskow discussed the mechanisms of reception and processes separately. Reception related to the sensory receptor mechanisms involved in the receipt of 51 information by the driver. Processing is related to the mental activities involved in making decisions based on information received. Signal search, detection and recogni- tion, and decision making must be considered as an immediate requirement for information processing. There are many tasks which must be received during the same time period that require a considerable task sharing throughout the driving behavior. As a result, the individual's ability of attention is directed to only one information source at Sllbid. y. . ( P‘— 1‘, any given time. As a result, the driver must shift his attention rapidly from one source to the next by using his short—term memory ability to integrate factors. Visual information reception requires the attention and set of the individual if an adequate and accurate perception is gained. s faced with what ’4. The researchers suggested that the driver ssent ialiy a vigilance cask. ine individual must main— }__1 u m (D to piece tog ether perti- (IQ nent Signals from tne “haJGlC background which is normally present. They further contended that the olderd rivers cannot maintain Vigilant behavior as well as their younger counterpar rts =nd that competing tacks adverselv affect Vigilance perfcrnamce along with noise, ¢.tration, neat, and fatigue. .1. 1, .L. 'o L; D O F]. 83.x thr e major phases: Am lfliordeluu gEoHEfing phase, a deCiSion making phase, and an aetion chase in which the H g. ,‘I . .‘ ..,.,. ,1. ‘ —».‘_' - .L.' 7,, H.-. .' .. i 1 ' r 4. he predominait in cinfuxu i scarce. the listed the 0 OJ C.:. (D 0 Ci‘ 0) ‘0 Q. O in) ;.:. 5 [—4. CT L. O L) E H (L O ( N ‘1 1 I:\ }. Li: 0 (D l— h (. Ho Ci‘ rJo 0 L5 0 w 0 0 ‘——J O F: “D ("r I.) T‘J l} (7 O '\ ”‘1 i C I. \L‘ F1. (3 (p I” o H H“ I’.’ 0 t- \I \3 W NJ ELI: (D F. ’3 L._'. n F‘ .1 (I‘ I f». ‘n V t \ i I ‘1 f \ (W I Iv I K (L C k, (I) ,_ I.” (3 R4 ,) , ‘A = x ,7 4 i . ' * ,1 ' 1 , fi » rx ’ r —- r , v v A “ “ ’1' - v‘ A —— —- . "1 would incloi; i an- -_,-- -L - :-u ...I xi-ia- -ie-c., O I ». 0 >1 , O . l , - I - ~ I W A ~-— m~ ~,~, :— 1‘ '. . " A -7. '2 h, ' ‘7“ ' I - , 'L 3* "r ' ~~ ,- - ‘ j" *v' ~ ~ Color Vlo104, a-l h-,li it.i-_ -_ . u-u H_-no , .ia-e. . \ x / Ui )1: _ :l‘ i ’1 ) J I i J 25 She recommended all test COWDOquEQ exc be administered at five year intervals t .1. L1 otal test should be repeated at age with two—year examinations thereafter un no longer operated a motor vehicle. .0 age t:l ept night acuity sixty. The Sixty and sixty-five the in vidual 1 1.. 0118.16 ill/as based on the fact th=t night 0 fer and the were ex tens ive visual defects Jere much more apt o ocvu; in later years. Cumming ccr9“'ced a generalized analysis of skills DU ¢. involved in driving in 1963 which w Tracking and speed control were included ubli.c hed in 1967. 53 within the context of an ever changing pattern of exterral 3meUlio he sug- gested that the icr.orraic: of tdis tracrirg and control operation demands that the riVer is: “re p;ocesses of perception, deciSJon Falin’, fro motor rea ctioa. It was necessary to inve: 7igate the Jrjver's information gathering processes, is cagtcity for re clvin‘ u1ccrtainty in order to make a deciSLon and the time rciuirei to carry it out once the decisior 7a: made. i‘e cafacity for sicrt- crm memory and change of "set are :ri7ilal points in analyzing the efficiency of the driring task. The driver worked under what was referred to as an "experidnhtal analog." This could be called conditions of vi 5°. . /' Y“ Y}? a j ‘7 7-. -\ y'; f“ " fl 5‘ r‘ l“, ’ " ': ‘ 1"” l. i'. o CU.I‘;-.‘.L.ig. ihe I“. :1. (3’ in) g.‘ - h. ’\ r m r3 H r~ x’ r‘< ’1' o J - _ 1 Hobo L ’ L:\ O J _‘—/)/ , 1:71 (/ . l4. I\) (N varying probabilities of occurrence. :he tasks were for the most part unknown to the driver in any given trial. 8 UN M AH Y This chapter contained a review of the literature . 3.1 ' , “4-..,“ - rT‘- .--. 3‘ A—lr‘“. ~.,- ~ 7?— related to unis hhuflyo :no e area- inclu e. were: ”he 0 F—J O ' it; P C O m k4 psychophysical aging process, the psycholcgical, soci and biological expects of the aging proc ss, and the driving task as related to the older driver. Chapter 111 contains a delineation of the procedures for obtaining the data. CHAPTER III This chapter contains a delineation of the procedures for obtaining data for this study. Included are a descrip- tion of the subjects, procedures of measurement, testing procedures, organization of data, and analysis of data. Suhieggg. A sample of one hundred eighty-six persons participated in this study. Each subject was a driving enent Clubs in Ingham (n <1 (y .‘5 TU \l §_ LJ *3 18 tel . Q—\—J member of one of County, Michigan, which was registered with the Michigan Commission on Aging. The clubs were The Lansing Area Retired Teachers Association, The American Association of Retired Persons — Ingham County Chapter Zvj, Senior Citizens group under Adult Education which meets at Eastern High School, XYZ (Xtra Years of Zest), Vevay Senior Citizens Club in Mason, Webberville Senior Citizens, Williamston Joy Club - Holt, Christ Methodist Church Retirees Club, Fifty Plus - Holt. The subjects were asked to complete a questionnaire ‘ -' r h. A 4 o 4-1 '. N‘ during a meeting oi each club as part oi their regular . - -- - L - - rs .5” ”x - ~ . I- 4- .7 A r .'\ "V‘ '- meeting. Onlv THQL” clLb Le wave 0 Opera,ed a Lquf vehicle, were over sixty—live years Ol age, and in attend- m [.1 RS ( I) o A-:’ “ W ' ‘. 'L" V “I'\ V'l':. ‘ “‘ . ance were aaLCQ to co r_eue a dues; and- 26 1" Information related to the demographical section or by observation of the 5:) the questionnaire was also extras te frequency distribution. The following information was requested: At what as e did you have your last eye examination by a doctor? At what age did you learn to drive? How long have you been driving? What was your occu1;ticn be: or eretiring? What is your sex? ‘t‘. \. m ,3 ’7 ‘- ’1 .. ' 1"“ o N A r r‘ 4-.7. How many miles do yOu mrlle melmé a year's tine? Procedures for meestcewcn.. A pilot Htu dy was con- ducted to discern the quality of the questionnaire and to determine if those items included were clearly set forth. The sample was taken from a Defensive Driving Course sponsored by the American Asso ~1iui0” of Retired Persons in the Detroit, Michigan, area. There were ninety-six persons in two sections of the course who completed a questionnaire. An extensive evaluation of the results of the pilot study was made with the apyL i.riate corrections incorporated within the revised questio nair re. Tle revised questionnaire uh was then adminis te red to one rLl“w€d eii¢:y -six Ingham County residents who were re ‘,r of a reLire ext club registered with . . fl -, a P\ ‘1! {—1 ': ‘ ‘ revised questi o1raire astears in Aroundir A. 29 Testing procedures. After brief remarks were made concerning the study, a questionnaire was given to each driving member in attendance at that meeting. The subjects were given no time limit in which to complete the question— naires. There was a discussion period following completion and the return of the questionnaires to the researcher. This period varied according to the interest of the group. Organization 9: data. Each questionnaire was repro- duced, as appropriate, on computer cards in preparation for computer analysis. Analvs's 9f_data. The knowledge and attitude sec- tions of the revised questionnaire were processed by means of a Reciprocal Average Program (RAVE) in an effort to combine portions of the raw datao This technique yielded a weighted total for each person in both knowledge and attitude. The weighted scores appear in Appendix B. The mathematical basis for this technique is given by Torgersono5u A general verbal description of the correlation coefficients as prescribed by Guilford were employed in this 55 study. As a general orientation, he suggested that the n 54w. S. Torgerson, Theory and Methods gf Scaline (New York: John W. Wiley and Sons, Inc., 19o2). 55J. P. Guilford, Fundamental Statistics in Psychol- ogy and Education (New York: McGraw-Hill Econ C mpany, Inc., 1950), pp. 16J—65. 30 strength of the relationship could be described as follows: Less than .20 .......... Slight; almost negligible relationship .20 - .40 0000000000000. LOW correlation; definite but small relationship .40 - .70 .............. Moderate correlation; substan- tial relationship 070 ” .90 0000000000000. High tionship 090—1000 0.00.00.00.00 Versf hi2 depenlao- He also stated that the same interp negative and positive r's of the same }1 C correlation; marked rela— orrelation; very relationship . .-\- :2 u 23 apply alifie to numerical size. An r of -.60 indicates 'ust as close a relationshi as an r of J +.60. A correlation matrix was Ml zed relationship between items of the o bined scores described above were used l scores for the knowledge and attitur lation Matrix appears in Appendix C both the RAVE Program and Ccrrelati l T") up determine any Luestionnaire. The com- place of raw 1e sections. The Corre- . The computations for on Matrix were performed on a CDC 3600 Computer located in the Computer Lalwor try at Michigan Sta t; University. A frequency distribution was the evaluation of other sta of the frequency distribution revee porated in the q1e~ti unaire which prei ar (D d to assist in treatment. Observation lN th experienced in driving. Demografli,‘ obtained by obs c":tioi 1 ose proclems incor— cts felt they . o ‘ y‘P-Y— - '.7n~ .‘ c rmation has also SUTMARY 53.; c *5 m U) *s o “S This chapter h-s delineated the proce ‘-—J.A~v 1.. O 0‘ $13 p. 75 p. ,3 “1 CL )1! x I" .3 T H ‘7‘ 3—: x 7!) ct C’ Q \‘\ o i J O (‘3 Q) d m H1 l l—' ° ‘3‘ D .1 5 \D x1; \D h‘ (D > - o ' " . ... .‘fi 'L' _ f‘J’ v.“‘ : ‘ ~. ‘ f‘é I . ’. ‘ "‘ ». .f' ‘-» ‘ 't/ h‘ .-. 1 “ r‘ 7/ r. a description oi the QMUJECom, procedure. LUf _easurements, c O ‘. ' If 1"v N u “I. . r‘l‘4‘ . »‘ -’~' ‘ J— P . ~ testing procedures, brédflléfiulCC or data and tie procedures . "" >v- '1'" 1 K‘ 1 IA 4" 1 , \ I. f“ f" '5 :1 ’ f‘?‘ ‘3 ‘A f" ' \‘J’ " | ‘V . for analysinw the ca ao lnc following chapter Will present ‘5 g. an analysis oi the data. CIMRPTEH? IV Edie 1) BCEflJj’H" chzqater (Hortef' ed iflge icw:c«’hflres For collection of mafia. This chapter contairs Ere analysis of the data collected on inc hundred eighty—six persons in Ingham County, M; higan, who were member‘ of a Re*irement Club registefet with the Michiran Commiisicn on Aging. Devru:r°1fi;ical Twata fife at limit eye {jHXflEREYjCWi. Table l Simirs the rflagoency distribution of the ages of rcrpozu;nt3 at the time of their last eye examinatior by a »~wi r. TA}LE I AGEII¥T LA L‘EVhs EkfffilNACinl A3; Fufiif A53 1n ”r 9:; hurver _ _ . -9 c , V. - / , 'y : ' y 1% O 1 .‘. . 34 Table III reveals a seven year from 1962 to 1969. The mean year was recent renewal of the driver licenses were, however, three subjects driving tim licenses at the requires a renewal of driver licenses range of responses 1968 indicating the of this sample. There with expired driver e of the study as the State of Michigan every three years. Age of subjects. Table IV indicates the frequency distribution of ages of the subjects. The lower limit of the age was set by the sttn/ at sixty—five and the upper limit or oldest person tested was eighty—nine vears of age. The mean age of the subjects was seventy—one years. T r“- HIE IV AGES OF SLEJICIC Ag: Number Age umiflr Age Number 65 21 73 13 80 l 66 22 74 12 81 2 67 lO 75 10 8 4 68 17 76 7 83 3 h y~u r. '1 f‘, 6 9 l :j /7 I C: j 4. 7O 1% 78 b 87 l 71 10 7” 8 89 l 72 10 Age subject learned to drive. Table V is a frequency distributiOi of the ages of the sdtjects xhen they learned to drive. 35 TABLE V AGE SUBJECTS LEAR N 13" TO DRIVE L) m—- o... ‘- Numher Age ‘7 ‘\ “fl 1“" LINN/Cl —4 A Dumber 7-, / 12 I 23 7 )0 2 l3 : 24 5 HO 1 14 V 25 I; Ck I I5 If 26 7 1?? I 16 I” 27 we I l 7 1?? 16 ; 9 l 18 95 39 E 35 l 9 ~ 30- ; 1 ( y ‘- ‘ r . ’. —. 2 O L (i, .//J {I 1: FM 1 "L . r. A .~ / ~ 21 j 3) 3 32 I 22 f 3; 3 'The lxmver "druit inapcr*xi: war L;rs are Kilth the upper limit at siyty-twc. Tie ’ a or 1. ning to . ' '- ‘V ”L" "‘ ~ 'rr~ ~ -~. drive was twenty-thnee jeac.. How long C; 'ectc r 17.” Kitina. Tail» :hg} [Cy lChg AA—O— L‘ — M ~-# subjects 1a. been driving. TJEL: Vl -EYCTH OF DRIVING ivlnber Huz'si Number' r“ C “4-. Y‘fr" 1“ ‘ “‘ f‘ v 7" -“ “f ‘0 *fi Yedru O- ASCII _ .1 Q23... u OJ. Driving KLVLec " rivi L‘: ’3v1nf S/ojeCf: r\ 7. f, M A r‘ I I '- / 18 [3 WI“; I} :27" C» I —. g, F, ‘ 23 l #5 lb 53 l4 ~, I. ‘/ —_ F, _. l 30 7 Us c j; d r I f‘ -’ f“ f 33 l *7 J 3/ d I )I - if. C. W‘ 1 )6 l "\(‘9 .LL‘?' ;rj J 38 2 49 C? 53 i a an do 1“ c 39 J /J 4- :- \ ,\J J | ‘ r c 3 c “O 5 J]. l r’ L l L)” . ,er r» / VI #1 7 34 f 9” 1 £2 3 1 :‘ .3 " "' I ’ “ ”7* "‘ r —' A ~ ~~~~~ ‘N - 'v ' 'u N The range ino_:a.eq .as Le e ea” -c .ig..~»in gea-s with a mean of fcrt”— set gear: of ("Vl’” e terience. I 3 11‘ Occupations before ratirine. Table VII reports those occupations which subjects engaged in before retirement. TABLE VII OCCUPATIONS OF SUBJECTS , a 1 ‘- xjcr~gicyiicwuj I ';ner' ______ ‘ —-—-‘ _——-—-*—_—-_‘- ~ . / / Teacn1n: “I lion ensutirur ’; \3 \) K x.‘ I.’ ‘L Clerical 0 I I Nuru n9 C‘, \ . gilt??- Farwdrn: Tradesmen Eanters ‘~: [VI T/W If‘) 0 1r\ . -\ C- Educ--,-ing s“? . w _ NOfI H «1:: 3 L.) N \0 a _ § ’ . ‘ o , 1 : o ' There wire nine general categories zitnin this area. Teaching and clerical warkers consti'. r4 c+ ”C C). )4 d) 6 c .1 O '3‘ r_’0 + .y of the subjects within this study. homemaking was the third largest group. Other occupations included were: tradesmen, farming, sales, nursing, engineering, and banking. Sex of the subjects. Table VIII shows the number of males . _. , u: - -...--,-._.r.' .: .x.,. q - _;_‘,,_’ ,. -._:_.-,‘- and Jemales vhich JILIICIPEOUu in .nis e.uuy. SEX OF SUBJECTS 0-— * ~__? /‘ V' ‘y u". F‘“/'I ‘OJ r- V]; - c ' c... It woald seen from responses resorted in Table VIII ' '0 w ”‘1 I‘MI‘J‘ I .~' 1“. -' -,'- 'L‘ “.h-‘l—4‘ 'rrf‘r‘ ‘-' “v P" that more IEMEIED ,udn drive LGIOfl: LC retire e-t CILDQ tnai d m l p. .'+'r"y\ .1.‘ -7. .,.c‘:.,,¢. .LA}\_’,.. ,.,--_..,ji- 0 11:3. e‘D vii]. \. .1.-I-J-L the 1-. C‘LIH. “L-1:)-:} O; :JJAA‘A. ’ ',,‘ l :1. Miles driven during a year's time. Table IX shows the t 1 t; H H N (D Q P o :3 d- :5 I“ U) yearly mileage driven by subjects ué' study. TABLE IX MILES DRIVEN Miles Driven Ifuxncr —*”_mlfiIes Driven Numbé? 0 - 1,000 22 11,000 — 12,003 7 1,000 — 2,000 1; 12,000 — 13,000 2 2,000 - 3,000 12 13,000 - 14,000 1 3,000 — 0,000 33 10,000 - 15, 00 4 0,000 — 5,000 9 15,000 — 16,000 0 5,000 — 6,000 21 15,000 — 17,000 0 6,000 - 7,000 3 17,000 - 10,000 0 7,000 - 8,000 P 10,000 - 19,000 0 8,000 - 9,000 7 19,000 — 20,000 5 9,000 - 10,000 23 10,000 - 25,000 1 10,000 - 11,000 15 23,000 - 30,000 1 Evaluation of Table IX indicates a range of from less than 1,000 to 30,000 niles driven during a year's time. The mean miles driven was 0,160, whereas, the mean for all drivers is 9,512 miles per yearo (The approximate average number of nil:s driven for the total licensed driving population per year may be found by dividing the total estimated miles driven per veer stinatef total of licensed drivers as reported by the Jational Safety Council 6 . , .. . . . . for 1968.5 This would be 1,010 011110n miles/105 million drivers.) 56National 837 Illinois, 1959, p. 59. A Knowledge and attitude Sections of the Questior aire The knowledge and attitude sections of the revised questionnaire were processed by means of a Reciprocal Average Program (RAVE) in an effort to combine portions of the raw data. Each question within these sections was ass'gned a searcher based on the (I! suggested correct response by the r review of literature for this study. The Peciprocal Avera e 0‘ Program utilized the suggested correct re; cons e to formulate CD ~ 1 t in both tne knowledge and O a weighted score for each subje attitude sections. The poss ble range of scores for the knowledge section was zero to ten. The weighted scores of individuals ranged from zero to eight with a mean of six. 0) D 4—? -L-.L #- ° - - ior to a0.iuude section was (I) The possible range of score eleven to twenty. The actual range of weighted scores was twelve to nineteen with a mean score of fourteen. The weighted scores for both the know10c: and attitude sections for each subject appears in appendix B. Table X incorporates the eight knowledge questions, the number of suojects res pondlui to each question, the suggested correct response, the number of correct responses and percentage of correct re ~~~~~ spo Ases. It was intere es Mi to note that seventy ger cent or more of tne sample population identified the correct response to six of the eight knowledge questions. However, Oily fi 0y—two per cent responded correctlv to qi es tion: concerning fullcwing d stance C. and to the ie gree o varying degrees of rain. inis knowlecj‘ 39 TABLE X KNOWLEDGE SECTION OF THE QUESTIONNAIRE Per Cent Suggested Number of of Number Correct Correct Correct Questions Responding Response Responses Responses Would two car lengths of fol- lowing distance be sufficient at 30 m.p.h. in good weather? 186 No \D G\ .516 Does a flashing red light at an intersection mean the same as a stop sign to you? 186 Yes 100 .77 If the back of your car starts to skid to the right, should you turn the steering wheel to the right? .736 H C 3 C K (I) H \A) \7 Would you fol- low the direc— tions of a police officer even though his directions are in conflict with an oper- ating traffic light? ‘14 1.. k \ }—<‘ \ L) F" kn H o 0 i H Do you keep your eyes moving when driving? 135 _.» (I) J I..J 0\ \.'k C (I) O 1 ‘Q \ Is it possible to steer your car with the brakes locked? 196 NV 0 [.4 \ \ \ W o \1 -{r \1 TABLE X (continued) Per Cent Suggested Number of of Number Correct Correct Correct Questions Responding Response Responses Responses Is it important to signal when changing lanes even though you don't see another vehicle behind you? 100 Ye; 170 .91 Streets are more slippery at the begin- ning of rain than during rain. 106 Yes 97g .52 01 could be a critical factor in the driving task. Table XI incorporates the ten questions of the attitude section of the questionnaire, the number responding to each question, suggested correct response, number of correct responses, and the per cent of subjects responding correctly. There were three areas of interest within this section. The first dealt with reaction and stopping capabilities. Thirty-one and ten per cent respectively responded that they could stop and react as quickly as they used to be able to do. This would run counter to the literature which indicates reaction time increases with n area which could W increasing age. This would suggest possibly cause difficulty at some future time. The second area dealt with patience of drivers while driving. Approximately twenty—four per cent indicated they were more impatient with other drivers than other drivers were impatient with them. The third area within the attitude section which a seemed worthy of mention indicated that sixteen per cent of the subjects could not see well enough to drive at night. A review of related literature or this study would seem to “lare recovery necessary to drive effectively at right. Problems that Subjects Indica ed They Experi:nced in Driving The problem section of the revised questionnaire . 1 I“ , . ‘A '1‘ I. -,- a r, ’- 4' . -A v ~l"5 : I ..9 - . 2 . : _'-~ cons1steo o: twenty—iour stdth;E 01-00 were oeslgned to TABLE XI ATTITUDE SECTION OF THE QUESTIONNAIRE Per Cent Suggested Number of of Number Correct Correct Correct Questions _Eeiponding Response Responses Responses Do other drivers seem to drive faster than you? lRfi Ya; l¥l .758 Can you stop as quickly as you . used to? lab Yo I? .10 Do you react as quickly as you used to? .306 F; j w C Em“ C) U\ \1 Do you feel that a driver improve— ment course could improve your driving? 156 Yes 96 .516 Are you impa— tient with other drivers more than in earlier years? lie Ye; ‘i \J I 0 [\W 4: Have your 5%?- eral driving habits changed over the past few years? 186 Yes 59 .317 Do you feel that other drivers are impatient , with you? Ids Yes C6 .297 Do you see well enough to drive at night? I 4 r” .155 43 TABLE XI (continued) Per Cent Suggested Number of of Number Correct Correct Correct Questions Responding Response Resoonses Responses Do you feel that the establish— ment of a mini— mum speed limit is an unfair invasion of your rights? 186 No 160 .860 Do you feel that other drivers should give you special priv- ileges.because of your age? 19$ 0 :\ i’ K) .4 \l D c. .91 44 give an indication of problems experienced by drivers within this age group. Responses to questions dealing with 1) driving during peak traffic hours, 2) implications cf the withdrawal of driving privilege, and 3) driving at night were undefined as problem areas. The criterion used to determine a problem was that fifty per cent or greater responses were taken as evidence indicating a problem. To simplify reporting, similar questions from both the problem and information sections were grouped within the three indicated areas. The first question in each of the three areas were problem questions as defined above. Each of the additional questions was added only as supporting evidence. Driving during peak traffic hours. Table XII indicates the frequency of responses to the two questions which came under this general area. TABLE XII DRIVING DURING PEAK TRAFFIC HOURS Number Yes No Questions Responding Number Per Cent Number Per Cent Do you drive dur— ing peak traffic hours as part of your normal activities? 18» I 1\ \ 3 CD O I'— 7\) |_) O k O \n 03 Are you nervous while driving in heavy traffic? k.) (I) )\ I" _. \fl O I\) (L‘ I...J 4:- F4 0 K7 7\ 45 Table XII indicates (I) that fifty—eight per cent of the sample reported that they did not drive during peak traffic hours and (2) that seventy—six per cent of the sample indicated that they had no nervousness as a result of driving in heavy traffic. The responses reported here seem to be in opposition to each other. No explanation is evident except that some of the respondents, even though they don't feel nervous driving in heavy traffic, still avoided driving during peak hours. Table XIII reports the correlation pertaining to this area as measured bv the Pearson Product Moment J Correlation Method. TABLE XIII CORRELATION FOR DRIVING DURING PEAK TRAFFIC HOURS —.—— Range at Strength of Questions r .05 Relationship Do you drive dur— ing peak traffic hours as part of your normal activities? ‘\) kn and "o , c.1831 DC .32 "Sligj’l-t" "" "LOW" Are you nervous while driving in heavy traffic? 4— Key: r = Pearson Product Momerj Correlation Table XIII indicates (l) the lower limits were below .20 suggesting a "slight, almost negligible relationship" and that (2) the upper limits were well within the "low correla- tion, definite but small relationship" catesdry. The negative correlation as indicated in Table M6 stency in responses supports the incons' XII. Implications of the withdrawal of the driving privilege. There were four questions which came under this general heading, three of whi the questionnaire. area. Table XIV inri each of the four ques fl 0;. normal activities depended on them for "r‘i driving privilege was note that 75 rather drive IMPLICATIONS OF THE WITHDRAWAL OF THE ch were from the inuernation portion of he frohl:M question '< the first in this mates tie frequency of responses for iions. The surjects reported that wally IlVng ard possibly those who transportation would change if the taken away. It was also interesting to of subjects inwicate“ that they would :3. TABLE XIV DRIVING PRIVILEGE V1 Questions Re: DO you feel that yOu could carry on your normal activities of daily living you were no longer permit— ted to drive? if Would you rather someone else drive you? “ "('7' ""'l iK/‘LILKJUL. No tending Nun Number Per Cent :\_) (j‘x F4 K») “J I \) e- F0 \\4’\ K H 1.: Mt) r: .\) TABLE XIV (continued) Number Yes NO Questions_. Responding Number Per Cent Number Per Cent When you drive, do you usually take other persons who are not licensed to drive with you? lhi 7l .tg 95 .51 Do other persons depend on you for transporta— 'tion? 13‘: OT .52 89 .43 Table XV indicates those correlations found to 1 st in thi :1 “ea. All correlations were "slight" m * \ |_.l o 70 ex ; gener' H the last which was a ”low correlation". {‘\ kg with the exception . Table XVI considered two problem questions related to night driving. It was interesting to note that A? per cent of the subjects felt that bright lights bothered them less than in past years. There were, (D ‘4 ('1‘ in addition, 91 per c of the sutjects who reported that .. they preferred not to drive at night. CORRELATIONS F THE TAB E XV FOR IMPLICATIONS OF TH DRIVING PRIVILEGE SECTION WITHDRAWAL Questions — — » Range at Do you feel that you could carry on your norral activities of daily living if you were no longer permit- ted to drive? Would you rather someone else drive you? When you drive, do you usually take other persons who are not licensed to drive with you? Do other persons depend on you for transporta~ tion? Would you rather someone c se drive you? When you drive, do you usually take other persons who are not licensed to drive with you? Do other persons depend on you for transporta— tion? Strength of Relationship Il____.____..;Qi__u r, ‘ / 4 ,- .lu)O(/) .0ng t) 00C} .072 “.002 TO .146 all]. .03? TO 0185’ .OBG -.035 to .110 .0745 .CCCE ‘u .14 "Slight" "Silght" "Slight" 49 Strength of Relationship TABLE XV (continued Range at Questions r .05 When you drive, do you usually take other persons who are not licensed to drive with you? Do other persons depend on you for transporta— , tion? .29 .227 to 'Ali- Key: r = Pearson Product Moment Correia' "Dow Correlation" TABLE XVI NIGHT DRIVING ——V__7 ‘ Number' ‘ Yes No Questipps Resppnding Number Per Cent Number Per Cent Do you prefer to drive at night? 186 17 .09 169 .91 Do bright lights bother you more now than in the past years? 186 ___89 .b? 97 .51 Table XVII indicates the correlation ertaining to this area as measured by the Pearson Product Moment Correlation Method and indicated a "slight; almost negligible relationship" between the two items. The slight negative correlation supports the apparent inconsistency between responses as indicated in Table XVI. TABLE XVII CORRELATION FOR NIGHT DRIVING Range at Strength of __Quest£ng_‘_fl___ _ g________~_.05 Relationshio ._ Do bright lights bother you more now than in the past years? and —.11 .036 to .1d4 ”Slight" Do you prefer to drive at night? Key: r = Pearson Product Nonenz Carreiation 51 Questions not Related to the General Problem Areas The following will include responses related to those questions not reported within the three general areas of problem questions. The responses have been grouped to simplify reporting. Information presented in each of the tables in this section included: 1) number of subjects responding, 2) the number of "yes" reSponses and per cent total, in addition 3) the number of "no" responses and per cent of total. General Driving Habits Table XVIII includes nine questions of which two are problem and seven information type questions dealing with .ting to note that ha V (I) ere \4' general driving habits. It was in1 per cent of the subjects reported that they planned their driving moves earlier than in past years. Although this did not meet the criterion for a problem area, it did seem worthy of mention. Past Preparation for Driving Task Table XIX concerns past preparation for the driving task. There are four information questions included which revealed that 66 per cent had not taken a written test while 74 per cent had not been given a driving test for their first licenses. Fifty—seven per cent of the respondents reported that they had not taken a driver improvenent course while 84 per cent indicated that thev did not know where a V ,3 0 driver improvement course could be take; TABLE XVIII GENERAL DRIVING HABITS Number Yes No Questions Responding Number Per Cent Number Per Cent Do you feel that you must plan your driving moves earlier now than you did a few years ago? 186 81 .44 105 .56 Do you find that you have more difficulty keep- ing your mind on the driving task than in the past? 186 31 .17 155 .83 Do you drive in bad weather as part of your normal routine? 186 h *4. J H m 0 (j C) V (\D O 4? Q Do you use an outside mirror? 186 160 .86 26 .1h Do you use seat belts or shoul- der harnesses while driving? 186 129 .09 57 ~31 Do you drive on vacation? 186 13’ \N O \J (\J U1 \A) O N OD Do you check your speed when you see a police car? 180 95 .51 91 .A9 Do you drive slower than you used to? 188 111 .60 a.» x \ Um O C. Have you increas— ed the distance you folION other cars in the past fgw years?___ led 111 .60 75 .AO '—‘-———_ 53 TABLE XIX PAST PREPARATION FOR DRIVING TASK m Number Yes No Questions Responding Number Per Cent Number Per Cent Did you take a written test for your first license? 186 81 .AM 105 .66 Did you take a driving test for your first license? 186 U9 .26 137 .74 Do you know where you can take a driver improvement course? 186 80 .AB 106 .57 Have you ever had a driver improvement course? _ 186 23 .16 157 .84 5A Physical Discomfort of Subjects Table XX consists of three questions which dealt with physical discomfort of the subjects. There are four problem type questions reported here. Eighty—six per cent reported no difficulty encountered in getting in or out of their cars while 53 per cent suggested that they did not become uncomfortable sooner while driving than in earlier years. Eighty—seven per cent reported that they could turn the steering wheel without discomfort. Problems with Insurance Companies Table XXI related to problems experienced by the subjects with insurance companies. There were two problem type questions within this section. The first question indicated that 47 per cent of the subjects had experienced difficulties with their insurance companies since their 65th birthday. Only 12 per cent reported difficulty in obtaining auto insurance. 55 TABLE XX PHYSICAL DISCOMFORT OF SUBJECTS Ah Number I%s No Questions Responding Number Per Cent Number Per Cent Do you have dif— ficulty getting in and out of your car? 186 26 .19 160 .86 Do_you find that you become uncom- fortable sooner while driving than in earlier years? 18» 18 .L? CE .53 Can you turn the steering wheel without discom~ fort? _jf4 162 .82 23 .13 56 TABLE XXI PROBLEMS WITH INSURANCE COMPANIES Number Yes No Questions Responding Number Per Cent Number Per Cent Have you had dif- ficulties with your insurance company since your 65th birth— day? 186 CB .47 98 053 Have you found it difficult to obtain auto insurance? 186 22 .12 164 .88 Restricted DrivinggSpace Table XXII shows two problem questions related to restricted driving space. respectively of the subjects seem to narrow their driving they drove over high bridges Seventy—four and 77 per cent responded that bridges did not room or make them uneasy as TABLE XXII RESTRICTED DRIVING SPACE _. —— v_= Number Yes No Questions __I Responding Number Per Cent Number Per Cent Do bridges seem to narrow your driving room? 186 48 026 138 .74 Does driving over high bridges make . ygu uneasy? 186 v2 .25 144 .77 57 Hearinngxaminations Table XXIII indicates that 63 per cent of the subjects reported that they had not had their hearing checked in the past year. A review of related literature would seem to indicate that assessment of one's hearing is important to the individual driver. The second question was placed here only to simplify reporting of the data. TABLE XXIII HEARING EXAMINATION Number Yes No Questions Responding Number Per Cent Number Per Cent Have you had your hearing checked in the past year? 186 68 .37 118 .63 Do you listen to a radio while driving? 186 65 .35 121 .65 Backing the Vehicle Table XXIV indicates the frequency of responses for the four questions which were grouped within this general area. 58 TABLE XXIV BACKING THE VEHICLE Number Yes ‘No Questions Responding_Number Per Cent Number Per Cent Do you have trouble judging distance in your rear view mirror while backing? 186 2 \ -\ .16 157 .84 Can you look over your shoul— der to check traffic without discomfort? 186 145 .78 41 .22 Do you have difficulty backing up? 186 25 013 161 .87 Do you parallel park without problems? 186 127 .78 59 .22 The responses to questions two, three, and four would seem to indicate an absence of problems in backing the vehicle. The response to question one, however, may indicate a problem as it would seem that the respondents were using a rear view mirror while backing the vehicle. Miscellaneous Table XXV consists of four miscellaneous problem questions and one information question which are grouped here only to simplify reporting. The most interesting information indicated by this is that 30 per cent of the respondents feel that small errors made by other drivers bothered them, and 26 per cent felt that driving was more of a chore than a pleasure. TABLE XXV MISCELLANEOUS QUESTIONS Number Yes i No Questions Responding Number Per Cent Number Per Cent Do small errors made by other drivers bother you? 186 56 .30 130 .70 Has your car been safety checked in the past six months? 186 111 .60 75 .40 Is driving becoming more of a chore than a pleasure? 186 48 .26 138 .74 Do you feel that you drive too close to the center line at times? 186 .18 152 .82 k0 {: Has anyone ever told you that you don't drive as well as you should? 186 26 .14 160 .86 60 Summary This chapter has contained an analysis of data for this study. The five general areas covered were as follows: 1) Demographical Data, 2) Knowledge and Attitude Sections of the Questionnaire, 3) Problems that Subjects Indicated They Experienced in Driving, 4) Questions not Related to the General Problem Areas, and 5) a Summary. In the following chapter, a summary, conclusions, and recommendations are presented. CHAPTER V SUMMARY, CONCLUSIONS, AND RECOMMENDATIONS Summary The older driver has been and continues to be under the scrutiny of the remainder of the driving population. This has been especially true since the advent of modern high-speed vehicles and highways with their many ramifica- tions. Unfortunately, there has been relatively little research to ascertain any deficiencies which may occur within this age group. With the limited amount of knowledge concerning the older driver and their driving habits, the solution advanced by many is to retire the older driver from the ranks of those who are privileged to operate a motor vehicle. Statement of the Problem The purpose of this study was to determine the general driving problems of a select group of older drivers through C3“ the use of a questionnaire. Nged for the Study If the driving privilege is taken away from the older driver at a predetermined age, there would be those denied the privilege to drive who are, or could be, caoable drivers. 61 62 In addition, there is usually a severe emotional shock asso- ciated with the withdrawal of the driving privilege. This writer feels that a more appropriate approach would be to determine those problems which are most prevalent in the older age driver and ascertain whether those problems could be corrected or compensated for. Gathering the Data A pilot study was conducted to discern the quality of the questionnaire as a whole and to determine if those items included were clearly set forth. The sample was taken from a Defensive Driving Course sponsored by the American Associa- tion of Retired Persons in the Detroit, Michigan, area. There were ninety-six persons in two sections of the course who completed a questionnaire. An extensive evaluation of the results of the pilot study was made with the appropriate corrections incorporated within the revised questionnaire. The revised questionnaire was then administ red to one hundred eighty-six Ingham County residents who were members of a retirement club registered with the Michigan Commission on Aging. Analysis of Data The knowledge and attitude sections of the revised questionnaire were processed by means of a Reciprocal Average Program (RAVE) in an effort to combine portions of the raw data. Each question within these sections was assigned a suggested correct response by the researcher based on the 63 review of literature for this stud\. The Reciprocal Average Program utilized the suggested correct response to formulate a weighted score for each subject in both the knowledge and attitude sections. The possible range of scores for the knowledge section was zero to ten. The weighted scores of individuals ranged from zero to eight with a mean of six. The possible range of scores for the attitude section was eleven to twenty. The actual range of weighted scores was twelve to nineteen with a mean score of fourteen. A correlation matrix was utilized to determine any relationship between items of the questionnaire. The com- bined scores described abov (D were used in place of raw scores for the knowledge and attitude sections. A frequency distribution was prepared to assist in the evaluation of other statistical treatment. Observation of the frequency distribution revealed those problems incorporated in the questionnaire which the subjects felt they experienced in driving. Demographical information was also obtained by observation. Summary of Findings There were three problem areas determined from respon- ses given to questions incorporated within the questionnaire. 64 Driving during peak traffic hours. Sixty per cent of the sample reported that they did not drive during peak hours. However, they suggested that they were not nervous while driving in heavy traffic. No explanation is evident except that some of the respondents avoid driving during peak hours even though they indicated they were not nervous while driving in heavy traffic. Implicatiogg 2f the withdrawal 9: the driving priv- ilegg. There were four questions within this general area. The reSponses indicated first that 74 per cent could not carry on their daily mode of living if they were no longer permitted to drive. Secondly, that they preferred to drive themselves. Thirdly, that other non—drivers depended on them for transportation. Driving g: Night. There were two questions within this area. Ninety—one per cent of the subjects reported that they preferred not to drive at night. It was interesting to note that 49 per cent of the subjects felt that bright lights bothered them less than in past years. Although the reason for preferring not to drive at night was not answered, it would seem that bright lights encountered at night may be worthy of mention in this area. 0\ Km Conclusions The following conclusions have been reached regarding general driving problems of this select group of older drivers: 1) The subjects realized inherent problems in driving during peak hours, in heavy traffic hours, or during dark hours, but that they did not recogniZe the specific problem as one of nervousness. A review of selected literature revealed that there is a need for awareness of physical limitations related to audition and the aging process. The responses in this area would seem to indicate a lack of concern for the problems associated with loss of hearing. That those participating in this study, as well as those depending on them for trans— portation, would be forced to change their everyday mode of living if the driving privilege were taken away. The review of related literature would seem to suggest that this age group possibly should encounter additional problems not indicated by their responses to this question- naire. It would seem that this select group was far above average or that they did not realize they had additional problems. Responses which the subjects recorded were the only source of data. A variety of tests methods, had they been utilized, might have reduced the length of the questionnaire and might possibly have given more detailed answers in those areas. The limitation of dependence on subjects answers gave other valuable insight. The subject may or may not have given the correct response but he did give what he thought to be the correct reSponse. 66 Recommendations The following recommendations are made on the basis of this study. It is recommended that: l) 2) 4) Adult education classes emphasize fundamental reduction of physical capacity which accom— panies the aging process. The process of aging comes about in such a way that the individual is not aware of changes which take place during his every-day activities. An awareness of the fundamental reductions should be the first step in the direction of compensation for those reductions. Adult education classes, as well as other avenues to the older driver, disseminate information vital for the correction of common problems. Methods utilized to train or retrain the older driver be reexamined in an effort to better utilize time which the older driver has alloted for this purpose. The head check procedure, as taught to the younger driver, could cause a momentary loss of clear vision of the older driver. Left foot braking is another example of a teaching technique which should be re- evaluated when retraining adults. The change of method of braking can and does too often cause serious problems. There be no compulsory age for termination of the driving privilege. The individual differences among all age groups should indicate that the evaluation as to fitness to drive must be an individual evaluation. There be compulsory written and driving tests administered periodically for all age groups that would determine the drivers fitness to retain the privilege to drive. 67 Recommendations for Further Research The following are recommendations for further research: 1) 2) A similar study be conducted with a larger sample that would more closely approximate a cross section of this age of driver. A similar study be conducted that would include a more detailed discussion following completion of the questionnaire in an effort to point up problems which the individual may or may not have identified. That a similar study be conducted that would include a further breakdown of data by sex and age of subjects. An instrument be developed that would provide a comparison of the individual self-image with that of other persons' evaluations of the individual. A similar study be conducted with younger age groups to determine if the findings for this study are unique only to this age group a BIBLIOGRAPHY BIBLIOGRAPHY A. BOOKS Aaron, J. E. and Narland K. Str ser. Driver and Traffic Education. New York: The Macifi llan Company, 196 Alexander, G. J., G. F. King, and N. A. harsk row. Develop- ment of Information Reqpirements and Trans mission Tech- nigues —for nglwa{ Us s Deer Park, New York: Airborne Instruments Laboratory, 1967. American Automobile Association. sportsmanlike Driving. New York: McGraw-Hill Book Company, 1965. Guilford, J. P. Fundamental Sstati tics in Psychology and Education. N w York: NcGraw-Hill Book Company, 1950. Torgerson, W. S. Theory and Nethorl.s of Scaling. New York: John W. Wiley and Sons, Inc., 1962. Waller, J. A. Guide for Identification, Evaluation, 32g Regulation of Perso s with Nedical Handicaps :9 Driving. Washington, D. C.: American Association of Motor Vehicle Administrators, 1967. B. PUBLICATIONS OF THE OJERNMEPT LEARNED SOCIETIES, AND OTHER OR3ANIZATIONS the Complex Reaction. American Automobile Association. Ase e to n, D. C.: American Research Report No. 41. washin cg Automobile Association, 1967. to ALe. Research Report No. (7. Washington, D. Americai Automobile ASSJCWatiOW 1965. American Automobile Association Field of Vision as Related C : American Automobile Associatiozd. Reactiqg Time gg_Related to Age. Research Report No. 6;. VEMWLULFLOH, D. C.. American Automobile Ass.oc13ticn, 1966. Case, H. W. and R. G. Stewart. Dcv~lopme t g: g Driveg Attitude Scale. Highway Research Boa rd Bulletin 172. Washington, D. C.: National Academy of Solences, 1958. 69 Goldstein, L. B. and J. N. Mosel. A Factor Study of Drivers' Attitudes with Further Study on Driver Aggress1on. High- way Research Board Bulletin 172. Washington, D. C.: National Academy of Sciences, 1958. National Safety Council, Accidents Facts, Chicago, Illinois, 1969’ P0 59- Planek, Thomas W., Margaret E. Condon, and Richard C. Fowler. An Investigation gf_the Problems and Opinions of Aged Drivers. Report No. 5/68. Chicago: National Safety Council, 1968. Wolf, E. Study on the Shrinkage of the Visual Field with Age. Highway Res earch Record No. 16H. Washington, D. C.: National Academy of Sciences, 1967. C. PERIODICALS Allen, M. J. and J. J. Vos, "Ocular Scattered Light and Visual Performance as a Function of Age," Ameriggg Jourgg; of thonetrv and A chives of American Academy 9; OQ-tO.L.CtC:f, XXA/:.L\/ (19Z—),-— (Iii-[CI Birren, J. E. "Research on the Psychological Aspects of Aging," Geriatrics, XVIII (1963), 393-AOA. Botwinick, J. and L. W. Thom son, "Age Difference in Reaction Time: An Artifact?," The Egrontglogist, VIII Burg, A. "Lateral Vision Field as Relat e: to Ase and Sex," Journg; 9: Applied PSIcholcgy, LII (196 8), 10—15. Burg, A. Light Sensi tivit / a: Related to Percep ua l and No or Skills, XXIV (196 Burg, A. "Visual Acuity as Measured by Dynamic and Static Tests," igurng; 9: Applied Psychglogy, L (1966), 460-66. Busse, E. W. "Geriatrics Toda ' — An Overview," The American Journal of Psychiatry, CXXIII (19675, 1226-33. Byrnes, V. A. "Vision and Its Importance in Driving," Sigh: Savigg Rggiew, XXXVII (l9r7 ), 87-91. 70 Christie, A. W. and A. J. Fisher. "The Effect of Glare from Street Lighting Lanterns on the Vision of Drivers of Different Ages," Transactions Lf the Illuminating Engi- neering Society, XXXI (1966), 93—108. Cumming, R W. "The Analysis of Skills in Driving," Robot, XXIX (1967). 30- 35. ‘Eysenck, H. J. "The Personality of Drivers and Pedestrians," Medicine, Science and the Law, III (1962), 416-22. Havighurst, R. J. "Personality and Patterns of Aging," The Gerontologist, VIII (1968), 20-24. Lawton, A. H. ”Accidental Injuries to the Aged and Their Psychological Impact," Mayo Clinic Proceeding, XLII (1967). 685-97- Orr, Verne. "The Problem of the Older Driver," Highway User (December, 1967) 18—19. Pease, P. L. and M. J. Allen. "Low Contrast Visual Acuity and the Effects of Ambient Illumination, Filters and Scatter," American Journal 9: Optometry (April, 1967). Reading, V. M. "Disability Clare and Age," Vision Researcfl, VIII (1968), 207—1u. Reading, V. M. "Yellow and White Headlamp Clare and Age," Transa<:tions Lf the Illuminatigg Engineering Sociepy, XXXI (1966), 109— 21. Richards, 0. W. "Vision at Levels of Night Road Illumina— tion: Changes of Acuity and Contrast Sensitivity with Age," American Journal Lf Ootometrv and Archives Lf Americ:1 Acaderv L Cp§ome try, XLIII (19 603, 313—19. Schaie, K. W. "Age Changes and Age Differences, " The Gerontologist, VII (1967), 128- 32 “ Schaie, K. W. and C. R. Strother, "Cognitive and Personality Variables in College Graduates of Advanced Age," Human Aging and Behavior. New York: Academic Press, 1998. G. A. Talland edition, 281—308. Shock, N. W. "Current Concepts of the Aging Process," Journal oi the American Medical Association, CLXXV (1961), 555-55- 71 Sobel, H. "Stress and Environment Factors in Aging," Psychosomatics, VII (1967), 21-28. Swartz, F. C. "Should Senior Citizens Drive," The State Journal (February, 1969). Weale, R. A. "Retinal Illumination and Age," Transactions 9: the Engineering Society, XXVI (1961), 95-99. Wolf, E. "Clare and Age," Archives 9§_thhalomology (October, 196M), 502—1u. D. UNPUBLISHED MATERIALS Forbes, T. W., F. Vanosdall, R. R. Pain, and D. W. Bloomquist. "Low Contrast and Standard Visual Acuity Under Mesopic and Photopic Illumination." Presented before the Highway Research Board Night Visibility Committee, Washington, D. 0., January, 1968. Highway Traffic Safety Center and Department of Psychology, Continuing Education Service, Mighigan State University, East Lansing, Michigan, June, 19 8. ' Mann, William A. "The Nature of the Problem Driver." Paper presented to Driver Improvement School Conference, Kellogg Center, Michigan State University, East Lansing, Michigan, December, 1965. Rodstein, M. "The Effects of the Aging Process on Accidents in Older and Aged Adults." Paper presented at the Annual Meeting of the National Safety Council, Chicago, October 26, 1966. -< APPELDICEIS APPENDIX A QUESTIONNAIRE DRIVING QUESTIONNAIRE At what age did you have your last eye examination by a doctor? What year did you last renew your driver license? What is your age? At what age did you learn to drive? How long have you been driving? What was your occupation before retiring? What is your sex? How many miles do you drive during a year's time? Circle the appropriate answer to each of the following questions. Yes Yes Yes Yes Yes Yes Yes Yes Yes No No No No No No No No No Do other drivers seem to drive faster than you? Do you have difficulty backing up? Would two car lengths of following distance be sufficient at 30 m.p.h. in good weather? When you drive do you usually take other persons who are not licensed to drive with you? Can you stop as quickly as you used to? Do you react as quickly as you used to? Does a flashing red light at an intersection mean the same as a stOp sign to you? Do you drive in bad weather as part of your normal routine? Do you feel that a driver improvement course could improve your driving? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No No No No No No No No No No No No No No No No No No 73 Can you look over your shoulder to check traffic without discomfort? If the back of your car starts to skid to the right, should you turn the steering wheel to the right? Have you had your hearing checked in the past year? Are you impatient with other drivers more than in earlier years? Has anyone ever told you that you don't drive as well as you should? Have your general driving habits changed over the past few years? Would you follow the directions of a police officer even though his directions are in conflict with an operating traffic light? Do bridges seem to narrow your driving room? Do small errors made by other drivers bother you? Did you take a written test for your first license? Do you feel that other drivers are impatient with you? Do you feel that you must plan your driving moves earlier now than you did a few years ago? Do you have difficulty getting in and out of your car? Do you find that you become uncomfortable sooner while driving than in earlier years? Do you use an outside mirror? Have you had difficulties with your insurance company since your 65th birthday? Did you take a driving test for your first license? Has your car been safety checked in the past six months? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No No No No No No No No No No No No No No No No No No No 7a Do you keep your eyes moving when driving? Do you use seat belts or shoulder harnesses while driving? Do you see well enough to drive at night? Do you drive during peak traffic hours as a part of your normal activities? Do you parallel park without problems? Do you feel that you could carry on your normal activities of daily living if you were no longer permitted to drive? Do you have trouble judging distances in your rear view mirror while backing? Is driving becoming more of a chore than a pleasure? Can you turn the steering wheel without discomfort? Is it possible to steer your car with the brakes locked? Are you nervous while driving in heavy traffic? Would you rather someone else drive you? Do you drive on vacation? Do you feel that the establishment of a minimum speed limit is an unfair invasion of your rights? Do you know where you can take a driver improvement course? Have you found it difficult to obtain auto insurance? Do bright lights bother you more now than in the past years? Do you find that you have more difficulty keeping your mind on the driving task than in the past? Is it important to signal when changing lanes even though you don't see another vehicle behind you? Yes Yes Yes Yes Yes Yes Yes Yes Yes No No No No No No No No No No No 75 Does driving over high bridges make you uneasy? Streets are more slippery at the beginning of rain than during rain. Do you listen to a radio while driving? Do you feel that you drive too close to the center line at times? Do you prefer to drive at night? Do you check your speed when you see a police car? Have you ever had a driver improvement course? Do you drive slower than you used to? Have you increased the distance you follow other cars in the past few years? Do you feel that other drivers should give you special privileges because of your age? Do other persons depend on you for transportation? 8. 9. IO. 11. 12. 13. 14. 15. INFORMATION QUESTIONS When you drive do you usually take other persons who are not licensed to drive with you? Do you drive in bad weather as part of your normal routine? Has anyone ever told you that you don't drive as well as you should? Did you take a written test for your first license? Do you use an outside mirror? Did you take a driving test for your first license? Do you use seat belts or shoulder harnesses while driving? Would you rather someone else drive you? Do you drive on vacation? Do you know where you can take a driver improvement course? Do you check your speed when you see a police car? Have you ever had a driver improvement course? Do you drive slower than you used to? Have you increased the distance you follow other cars in the past few years? Do other persons depend on you for transportation? 77 KNOWLEDGE QUESTIONS Would two car lengths of following distance be sufficient at 30 m.p.h. in good weather? Does a flashing red light at an intersection mean the same as a stop sign to you? If the back of your car starts to skid to the right, should you turn the steering wheel to the right? Would you follow the directions of a police officer even though his directions are in conflict with an operating traffic light? Do you keep your eyes moving when driving? .1. .1 Is it possible to s‘ locked? eer your car with the brakes Is it important to signal when changing lanes even though you don't see another vehicle behind you? Streets are more slippery at the beginning of rain than during rain. 1. 2. 3. 1L. 78 ATTITUDE QUESTIONS Do other drivers seem to drive faster than you? Can you stop as quickly as you used to? Do you react as quickly as you used to? Do you feel that a driver improvement course could improve your driving? Are you impatient with other drivers more than in earlier years? Have your general driving habits changed over the past few years? Do you feel that other drivers are impatient with you? Do you see well enough to drive at night? Do you feel that the establishment of a minimum speed limit is an unfair invasion of your rights? Do you feel that other drivers should give you special privileges because of your age? 1. IO. 11. 12. 13. lu. 15. l6. 17. 18. 79 PROBLEM QUESTIONS Do you have difficulty backing up? Can you look over your shoulder to check traffic without discomfort? Have you had your hearing checked in the past year? Do bridges seem to narrow your driving room? Do small errors made by other drivers bother you? Do you feel that you must plan your driving moves earlier now than you did a few years ago? Do you have difficulty getting in and out of your car? Do you find that you become uncomfortable sooner while driving than in earlier years? Have you had difficulties with your insurance company since your 65th birthday? Has your car been safety checked in the past six months? Do you drive during peak traffic hours as a part of your normal activities? Do you parallel park without problems? Do you feel that you could carry on your normal activities of daily living if you were no longer permitted to drive? Do you have trouble judging distances in your rear view mirror while backing? Is driving becoming more of a chore than a pleasure? Can you turn the steering wheel without discomfort? Are you nervous while driving in heavy traffic? Have you found it difficult to obtain auto insurance? 19. 20. 21. 22. 23. 24. 80 Do bright lights bother you more now than in the past years? Do you find that you have more difficulty keeping your mind on the driving task than in the past? Does driving over high bridges make you uneasy? Do you listen to a radio while driving? Do you feel that ycu drive too close to the center line at times? Do you prefer to drive at night? APPENDIX B WEIGHTED TOTAL SCORES FOR EACH SUBJECT IN ATTITUDE AND KNOWLEDGE SECTIONS 81 TABLE XXVI WEIGHTED TOTAL SCORES FOR EACH SUBJECT IN ATTITUDE SECTION Subjects I l — 10 14 14 13 13 14 15 14 14 12 15 ll — 2O 16 l4 15 13 14 18 15 14 13 16 21 - 3O 13 16 13 13 13 16 16 14 14 16 31 - 4O 13 13 16 12 13 15 14 15 13 13 41 — 5O 14 15 14 13 5 14 14 13 12 15 51 — 6O 14 17 l3 13 12 14 14 16 14 14 61 — 7O l5 16 14 14 13 14 13 15 14 14 71 - 80 14 18 16 15 14 14 15 15 13 16 81 - 9O 17 17 13 15 16 16 13 13 l5 13 91 — 100 13 l3 l6 14 16 14 13 13 15 15 101 - 110 l2 15 15 16 14 18 16 17 15 16 111 - 120 15 18 12 15 14 l5 16 13 15 15 121 - 130 l4 l3 15 14 16 12 14 16 16 14 131 - 140 l7 l4 16 13 g 12 19 13 15 14 12 141 - 150 l7 l4 13 15 14 15 12 16 13 15 151 - 160 15 16 14 14 15 l4 l8 l7 16 18 161 - 170 14 15 15 12 12 l3 15 14 16 13 171 - 180 12 15 15 14 15 12 13 13 16 13 181 — 186 15, 14 12 16 13 14 TABLE XXVII WEIGHTED TOTAL SCORES FOR EACH SUBJECT IN KNOWLEDGE SECTION Subjects 6 8 6 6 IO 1 2O 11 3O 21 40 5O 31- 5 6 2 41 - 6O 51 - 7O 61 - 5 8 5 8 5 8 7 a 2 6 5 4 8O 71 - 81 9O 91 - 100 101 - 110 111 - 120 121 - 130 131 - 140 141 - 150 151 - 160 161 - 170 171 - 180 :1 181 ~ 186 APPENDIX C PEARSON PRODUCT MOMENT CORRELATION MATRIX meBxx mgmdfi 83 n. a. “a uwa_x um» z».¢:ouo azou.zo: {IIuaI a“ .III, «I NI IaI ..... I m I. onnoo.s- scasc.c. an«n«.o gown“. noo~«.o. connc. a. «coco.c ao~.fi.o. an.co.o.-..IudNHNIqqIIIunqqumuIIIdduIaaddII uuuaaqu--I-«aaaq4q1I- ooomo.o .m'o~.c peace. a oaonr.¢ neoco. a uponu.o. .Nouno. a osoko.o o.«~c.qu.II~N«nqquIIIuAnquqMIIIququ«qIII.ammnqqa. oauo«.eu canoo.o. «~mflo. o. ocooo. a. comma. c chap". 9 .ono«.c. onooa. a. o~oao.a, quqqqquIIquNMquIIIquumdqdl-:Iququq.IIIuaaca o-II.~a«au.a I ans~«.o anon”. a. «acne. a sovo,. c. onsna. o. ”nooc. o oaoco. a Iuqudoqu cumma.a uuuua.a unwaa.a. awaaa.a ondud.qr:liam¢«d.ou- noun". a. mango. o. n-o~.o «ounc. c condo. o. wwnaa. 9. near”. a .«d«u«+dIl Naqaa.au. N «ma.a uano~+dIII-au«~daq- I .o~na.o-.I..~.~a.o. us-«.o. oenoo. a sauna. o so-~. c «99.9.9. donoc.o. o~nn«.° I~N¢¢d+uIIIIuqnnd+quII~qqq~+qIIII~qaaq+qIIzImANqa.aI- -.oana.a-: -amana.a goose. .- co.oo. a omega. a owooc. c Noono. o .ovde.c. .m~.«.o. ququuouIII uudqa.a_. n«-m«.a -IImuqanquIIqq~m«.qI.I neoco.amII nnANa. a.-- gnome. a «anon. qt. gamma. 0. Novur. c. vwsno. o. "moo“. a «once. a. Innqwd+qIIIINuqud+qIIIIduuu44du.I.Idna¢«IdI Izon«m«.a «svoo.q.; osmoa.a. anna~.o. scene. a. cocoa. 9 Bacon. c comma. o. nomac.o nnmko.o. InquuHIG. mausq.quIIIN«m~n.d I INomofiouII.-aaao«.au nvmmo.c-: .ag~ao.a “osma.o- .q.~c.¢. anco.o. some..c. onn~°.o oocsc.o onk,s.o Iqunudqd. oma«d4duIIIMdNNAIqIIIINda~a+mIIIIN~qu«a.IIIsaous.omI smona.o caosa.o «n.0c.e. ncnmn.a osecc.c .moma.o noaoc.c “chm“.o Iauuqq+d onNNquuIIINwaNa.amIIIaenma.c. Iaaooa.a IIvnoaa.c. o.ooo.o a..n«. o eec~=.o anno~.a. cooo..c. casofi.o no.0c.s nsono.o- InquqqquII:uNuma.a. n~u««.du. IAdon~.au I.naoea.a. 055.“.0 mn~na.°. «ammo. o «owes. a. goose. a. mason. c. ouoss.o unmoc.e me~n9.s «dqd+quIImuaququI-Imammaq°.; mecsc.a mmm.c.o. A an... onmso.e. coona.o noo«,.c onooa.o. ~oonc.s n.nma.o quqmq+quIanq«d.qIIIImeana.a agona-a. .cnsaa.a aflmna.o. Insono.s .oomo... .n-°.= nvooo.o. .o.«'.c. ncnvo.o n.ooc.e. .nnco.o IdeddéddlIINqnqdqu. «Ndn«.a. uo~w=4a.. Ian~sa.o annoo.o. acdoo.an nu...... coonc.o osvo~.a «fianc.c- mcnca.c mmvwc.c acmo°.a. IddddddddlllddNNdIdllII «nudaanIiInumddIcm- aooma.oI. asmvo.o .IIneoaa.o «non3 .. nooo3 o o~o~3 a. moomr. c ~5.ca.o. canda.c "was“.c Iqqqnq+qIIIInnuaa+d-,I-cocoa.a sauna.s.- vmnvc.c. nn.~o.o. .nnba.c. neau3 . non-3 e. uo«5~.o «mowa.c coonc.o. .memc.c .mmkwo.o Inquud+duIIInN~ua+a;zI.nvoca.a.. ~nona.a.I aoo~«.a ”sooo.o. nooo~.o .a.»«.o unnoc.o ocnnd.o. onoo,.c. Hovwo.o amnfic.o. nasfis.c Idudud+dIIIIdnaud+dsz.«Numn.a.-I,«AmmainI- ,naaaa.a. fleaoc.a mongo.a cacao.” ovqoo.o anaca.o. nmnvn.cI onmoo.o oonmc.c omvoo.cI IIIIIIIIIIIIMdudq+4IIII~aan:.an- no-a.aIIIIa¢naa.a consu.o. maaoo.a 90°93 « nonfic.c «.msfl.o owfimc.c. encas.c II -- II I sauce.m anoon.o. ooHfla.s nwsma.o ococo.« Avnnm.c. ~wnnn.o. -IIII.IIII:IIIIII.II cacao.aI .Iu~mo«.c cocoa.“ HHH>XX MQmw n m. .- .su--I-I :II.:. I- 1 «coou.o. eoomn.cc onoa«.o. ov coszozx :.om~va.o - gomoo.anI-:o~am=.=u II emaaHaHHq- senoo.o cwoce.mu sowoa.o. «v nu. anoao.o moove.o . Imwoso.a-. ev mam «coco.o. oomoc.mu unvco.a mv na— H~n~°.o. ”Hooa.s. mom~a.que- .. I IN“. mcsfin.c mvncfi.c nnoF~.o no a“. o~n«°.°. Noa.g.om NNmnq.q. -nvIIII..II.m~u. nnmna.o. 2~o°~.m. ammuo.a. "v and voona.o opoofl.c-- NmanAIaIII.avI..;- -.;M-- ~n~po.o. "flfinc.c. Kumuo.o. on «N. ommma.ou uv‘nu.cu onv~a.a , an out ao.mn.o. Ronda.m mosae.o A» o“. omoso.au. «cacaqquIIIuNnuq4du.I.en I.. add Hq-«.o wvsv..a unmad.c mm o.— mmoma.o enoan.a manoc.a I .n o. «sand.on Homvn.co nccma.o. mm o. nmaao.o memoo.om aoova.o N» «a; ouoc«.o amsd3 a a.~mo.a «n can omwoo.OI- wmmo«.cu ncmaa.c I on nag ocofic.a. coho3 &. cwnra.c. ow can omeno.ou uaoma.o mamfia.o cw nu; ccsmfl.o mmvoc.c Hwnwa.a «w mu; v~o««.o ~n«0u.c oneno.a em «a; onvfia.o «vsmfi.c mxx mqm<9 noun «acne. a cann~. co I.nnm~«.a «Nuo3 c wacn3 c nomnc.cu condo.c couun.cu monoa.c moqmc.cn ocuco.c. 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Isoofi.c c~m~«.c. vocua.oI unru~.c. maewo.u mowvfi.c cae~fl.c mouma.c. namnm.cc mernc.=- “own“.a. covop.c. «amao.c couna.o cacao.” II IIquu- voanIo ovowo. o “and“.o. o-uo.o- orno°.oc mnoc~.o oauqo.au "been.o ano~«.= convo.o unac~.a omhun.o vnuaa.au acaco.« 5* mm tumom.on manna.ou vooao.o ovmoc.o ccoow.ou aroma.c ¢omo«.o mvmno.ou sssno.oo 0cm09.o summa.o. voovo.o omova.oI monau.oa omega.o onov«.o onvno.on commo.on amoun.c manna.c. «enoo.o. noomo.o. nnms«.o anamo.o cease.” .-IIIIdnu mn anos.oI. manvu.c wo-e.a "smoa.c wawuo.aa unmsfi.c noonu.a. mswac.cu mnkus.a.s- yomo«.c neac~.c. n~c~".aa cacao.au mmmda.e. cam cm uncoo.o nomuc.o “awn“.c “and“.cu newsc.u cufimo.c weuop.ot smusc.‘ cause.c ouems.. vmeo~.ou eucao.gu avmoo.co manna.c. mon~9.m .oan..e. momma.a moan".c Issuau.s.. nmnoe.muI oouou.o "moo“.a. coonu.cr ovamc.c coono.c onooo.c cocoa." ’1 I- .--i‘ll‘llo oaI- . - en wan~.dI;; ovIIzludUJddaul «nm.o. a I cv mo:»—»»¢ .IQNdca.u IIInvI. nadl ncnao.o ow on. ooand.ar .nv.:;.III.-na~: utmnu.au co wu— o«~muoq no I. IIIduu onno~.ou at can «mmmI—Idull :3! III nNUI mgnm~.a cc «a. oum¢~.au...on ... dug nunc~.c. an em. IvomoaIau--.ufli.I II Imam on«.~.as en on: nvmflflfqlll.nn.IIIIillsqafi. Io.c.o.o. H 1» o. .02 a.) I I IIoA -:,- I;I.I:- mm IddduanIIIIm«III.cawqxdzms «on.o.oc .v mosh—h». awdudIumlt.an I III: «#4.. «acao.a. o. cu. ouuanaIIIImv - nu— nqono.e vv Nu— nadwqadI II 3.2! I .--I. an! aneun.c «v vat onuaoIqI.: "v, . IInua nao.o.a - av .uux. oom~o.o on «we vmmfiaIuIII caIIII II dun- onvao.oo an out «nnma.a I an I -IIIImam. oemma.o mm a._ nwnoa.a... 'n - a“ oun~«.a an a. -vymua.aIII ~n --I I: NauI ownoo.oo an can oNNHaId IanIIII-:I- «an ounco.o om out csou«.qIII cm -IIqumI nonwo.uu aw an; «nawaIdIII.omII -I.««mI nvooo. c on «— omowu.u cu II ads ococa. a nw 0— .oz a.) ”amazozx knop_»~< an. cm“ n“, IIIndIIlIIi do . - no . - a. ..II III: _ 2.2.3.“ 233:- 9336. $13.... c.5030 ov uawiozx III II.II.I-|III- canon; - onawnéu o~¢.0a.¢¢ onNonIdulIdv.lt 3:533 goose." .wnsu.c. ono.¢.=. A. a“. .I I:III -.I.I_ asuo..u vfivuu.qIIIIavIIIII.IIIIm««I cacao.” m. a“. -II.- -- III II.z we, AmmSCHPCoov HHH>XX mqm¢e BIOGRAPHICAL SKETCH BIOGRAPHICAL SKETCH Harry Lang McDonald was born in Clewiston, Florida, on November 1, 1936. He received his elementary and secondary education in the Palm Beach County School System in Belle Glade, Florida. In 1955 he volunteered for the draft and entered the United States Army where he served two years and was honorably discharged in 1961. He entered college in that same year at South Georgia College, Douglas, Georgia. The following year was spent in study at St. Petersburg Junior College, St. Petersburg, Florida, where he received the Associate of Arts Degree. In 1959 he entered the University of Florida, Gainesville, Florida, where he studied for one year. The following year he was the aquatics supervisor in the City of Belle Glade, Belle Glade, Florida. He continued college study in 1961 at Murray State College, Murray, Kentucky, where he received his Bachelor of Science in Physical Education and History in August 1962. He was married to Martha Helen Dunn on August 11, 1962. He began a year of graduate study at Murray State College and received a Master of Arts in Education in June, 1963. He also has studied at Kansas State College, Manhattan, Kansas, and Indiana University, Bloomington, Indiana. In the fall of 1963 he accepted a teaching position in the Palm Beach County School System in West Palm Beach, Florida, where he 67 88 taught for four years. His daughter, Lisa Louise, was born March 15, 1965. He was awarded a graduate assistantship at Murray State University for the academic year 1967-68 where he completed a post-master's program of thirty hours in June, 1968. He entered Michigan State University, East Lansing, Michigan, 1968—69 as a Doctoral Candidate. This degree was completed in the spring of 1970. He is presently at Illinois State University, Normal, Illinois, as an Assistant Professor in Traffic and Safety Education. 1111111111111“