OBJECTIVE:
To compare the number, frequency, enjoyment and performance in extracurricular activities of siblings of children with autism spectrum disorders (ASD) to their typically developing (TD) peers, and to identify differences between actual and desired participation.
METHODS:
A case-control study with 30 siblings of children with ASD and 30 siblings of TD children was conducted using the Paediatric Interest Profiles and a questionnaire.
RESULTS:
Siblings of children with ASD participated in fewer extracurricular activities than those with TD siblings. ASD symptoms were significantly associated with the sibling participating in fewer extracurricular activities. Children with TD siblings had higher enjoyment scores in relaxation activities than children with siblings with ASD.
CONCLUSION:
While results were mainly positive, some differences indicated that having a sibling with ASD may impact participation in extracurricular activities. Assessments of participation barriers, as well as support to minimise participation restrictions among siblings of children with ASD are required.
Previous research has shown that wheelchair-seated passengers using special transportation services (STS) have been injured without being involved in a vehicle crash. In order to estimate incident rate andsocietal costs for these vehicle-related injuries, the focus needs to be adjusted towards a traveler/incidentoriented perspective. The aim of the project was to utilize such a perspective, related to travelers using STS in Sweden. In order to address the chosen perspective, a mixed method approach was used, involving quantitative as well as qualitative research techniques applied on four different sets of data: one hospital-based record,two sets of STS incident report databases, and interviews with wheelchair-seated STS passengers. The results showed that the injury incidence rate in STS is considerable, i.e. 10 per 100,000 trips. However, this high incidence rate is not due to road traffic collisions, but to non-collision injury incidents involving many elderly and frail passengers, who easily sustain traumas ranging from minor to moderate. The costs were estimated to be 23 million USD per annum or 14 USD per trip. Results suggest that future injury prevention measures should focus on safety in boarding and alighting procedures, as well as thecontinuing development of WTORS.
Previous research has pointed out that non-collision injuries occur among wheelchair users in Special Transportation Services (STS – a demand-responsive transport mode). The organization of such modesis also quite complex, involving both stakeholders and key personnel at different levels. Our objectivewas therefore to qualitatively explore the state of safety, as perceived and discussed within a workplace context. Focus groups were held with drivers of both taxi companies and bus companies. The results indicated that passengers run the risk of being injured without being involved in a vehicle collision. The pertinent organizational and corporate culture did not prioritize safety. The drivers identifiedsome relatively clear-cut safety threats, primarily before and after a ride, at vehicle standstill. The driver’s work place seemed to be surrounded with a reactive instead of proactive structure. We conclude that not only vehicle and wheelchair technical safety must be considered in STS, butalso system safety. Instead of viewing drivers’ error as a cause, it should be seen as a symptom of systems failure. Human error is connected to aspects of tools, tasks, and operating environment. Enhanced understanding and influence of these connections within STS and accessible public transport systemswill promote safety for wheelchair users.
Several transportation factors concerning older and disabled people are under transition in Sweden at present. By the year 2010, the public transit system must be fully accessible for all passengers. The present survey studied older people, in order to assess the perceived travel opportunities. Questionnaires were sent to a sample of older citizens (75+) in three Swedish mid-sized municipalities. The general conclusions were that even though older people show appreciation of the existing travel opportunities, there was evidence for restricted mobility for some sub-groups of these older people, due to various perceived barriers. These groups have few optional modes, and despite various accessibility measures, special transportation services – the mandatory demand-responsive transport service – continues to provide crucial mobility. Hence, there is more to be done regarding accessibility and usability in public transit for older people. Further studies have to clarify reasons for bus travel cessation. Even larger efforts have to be put into accessibility improvements, in particular intermediate transit solutions in order to meet the regulations and policies.
Stroke can adversely affect the coordination and judgement of drivers due to executive dysfunction, which is relatively common in the post-stroke population but often undetected. Quantitatively examining vehicle control performance in post-stroke driving becomes essential to inspect whether and where post-stroke older drivers are risky. To date, it is unclear as to which indicators, such as lane keeping or speed control, can differentiate the driving performance of post-stroke older drivers from that of normal (neurotypical) older drivers. By employing a case-control design using advanced vehicle movement tracking and analysis technology, this pilot study aimed to compare the variations in driving trajectory, lane keeping and speed control between the two groups of older drivers using spatial and statistical techniques. The results showed that the mean standard deviation of lane deviation (SDLD) in post-stroke participants was higher than that of normal participants in complex driving tasks (U-turn and left turn) but almost the same in simple driving tasks (straight line sections). No statistically significant differences were found in the speed control performance. The findings indicate that, although older drivers can still drive as they need to after a stroke, the decline in cognitive abilities still imposes a higher cognitive workload and more effort for post-stroke older drivers. Future studies can investigate post-stroke adults' driving behaviour at more challenging driving scenarios or design driving intervention programs to improve their executive function in driving.
This research aims to investigate travel mode choices and behaviours of air passengers and community respondents in regional Western Australia. Multinomial logit and Nested logit models were used for the mode choice analysis based on Stated-Preference survey data. The results indicate that travel cost, journey time, service frequency and seat comfort played important roles in affecting travellers' mode choices. For business trips, air passengers are willing to pay more to reduce journey time and increase seat comfort and service frequency compared to community respondents. While for non-business trips, these differences were much smaller. The findings will provide some insights in understanding people's mode choice behaviours and therefore guide policy makers and airlines in developing policies and practice.