3

3-MINUTE ORAL PRESENTATION

Feb 1, 2001

I’ve never participated in a Forum Discussion until I took this course. So I was a little nervous about this assignment. Especially since the theme is about self rage. Even though I used a screen name, I still hesitated to talk about myself, and how I felt. Because it’s on the website, which means opened to everybody. If I described my rage vividly, readers may think I have such a short-temper.

And the other thing I worried about was, “what if I don’t think of any rage?” We need to participate at least twice a week. However now I realized how easily I can think of some rages which I had in the past few days. And when I read others’ topics, I recognize the same things or similar things have happened to me before.

I think it’s really interesting to use the Forum Discussion. Because when I write about my rage, it sometimes recalls my anger again, and I write those feelings or opinions in a very subjective way. But when I read somebody’s topic and reply to it, I’m more objective. I mean I try to see both sides of the writer’s anger and the object which caused his anger. Sometimes the writer’s anger is just attributed to his or her own fault. And then I realize, maybe the same thing can be said in my case too.

So far, I’ve participated to the Form Discussion a couple of times. And I’ve learned how unhealthy rage is. Many times one rage causes another rage and escalates your anger. When you’re angry, your thinking is pretty much self-centered. When you calm down, you feel guilty about you got so mad. I’ve realized these things since I joined in the Forum Discussion. I think participating in the Forum Discussion is a good way to look back and think about one’s rage objectively. And actually most people seemed to digest their anger after they talked about their rage.

Now, I want to talk about a specific topic from the Forum Discussion. I picked the topic, titled “Customers!!”. The person works at a bank, and his rage is against the selfish customers. I really understand how customers’ rude manner can make him so upset. Because I really know those kind of rage from my own experience.

I worked at the airport in Japan as a ground staff, which is a passenger service. I’d like to share my experience with you.

I’m the one wearing the uniform at the checking counter. A passenger shows up. I say “Good morning, sir” with a smile. If he says good morning to me back or smiles me back, it’s a good sign that the checking procedure is going smooth. If he says nothing to me, it’s a sign for caution. Once in a while, a passenger looks displeased already when he shows up at the counter. It’s a bad sigh that he may start complaining. Usually such a passenger shows up late. If he comes late, there’s no window seat left even though he wants it. Or I have to ask him to rush to the gate with his baggage. Then, as I expected, he gets mad, and starts complaining. I’m no longer a good staff worker.

Whenever I had such bad luck or a trouble passenger, I just felt helpless. All I can do is say “I’m sorry” even there’s no fault on my side. For the passenger, he knows my role as a passenger service, which means I cannot do anything, I cannot get mad at the passengers even if they start complaining irrationally. Yes, as the man I previously mentioned concludes in his topic, maybe it’s all part of the job.

I, as a part of the passenger service, tried to be nice to every passenger equally. But it’s true that a passenger’s attitude affects my service. If the passenger asks me something politely, I’ll try to do my best to meet his request. If his attitude is arrogant, I may charge for his excess baggage, which could be overlooked if he was polite. I know how it works, so I try to ask politely when I am a customer or passenger. As long as I’m polite, I’ll usually get good service. But the arrogant passenger will never realize that he may lose something because of his anger. My conclusion here is that your rage doesn’t generate anything, rather anger only causes a worse situation.

Feb 8, 2001

In Chapter2, the author discusses the concepts of “aging” from different aspects such as metaphors of aging or models of aging.

Models of Aging

In this section, the author talks about different models of aging. He points out that almost all bioscience models take the view that aging is deteriorative or decremental process that functions to bring organisms closer to death. Then he introduces some definitions borrowing from others.

Handler has said “aging is the deterioration of a mature organism resulting from time-dependent, essentially irreversible changes intrinsic to all members of a species, such that with the passage of time, they become increasingly unable to cope with the stresses of the environment, thereby increasing the probability of death.”

Comfort defined aging as a “change in the behavior of the organism with age, which leads to a decreased power of survival and adjustment.”

The common (inherent) assumption of these views is that aging is associated with a loss of vitality and capacity for self-repair and an increased probability of mortality.

What’s more, this assumption is based on the empirical foundation. To enforce this assumption, four functional parameters are frequently used: (1) forced expiratory volume, (2) lecithin/lysolecithin quotient, (3) psychomotoric speed, and (4) verbal capacity. Changes in these parameters in later life provide evidence of a loss of capacity. Another report shows that about 12% of the brain weight decreases between the ages of about 20 and 65 years. This number shows that there is a loss of neuron function corresponding to aging.

These are the main sub-points in this section. It tells how such negative models have become constructed by raising the neurological explanation. When I first read this part, I got very disappointed, and also I got scared of getting old. If I were asked to define “aging”, I would probably answer in a similar way as the models in this section suggested. In addition, I also view aging as negative, irreversible changes in life. But since I know I’m getting older, so maybe I was unconsciously avoiding facing this fact. That’s why I got disappointed when I read these seemingly accurate models with the numeral evidence.

I have just talked about the main sub-points of this section, and I’ll go over the main point that I have found. The author next focuses on memory, which is a cognitive activity.

Here, an important question is whether the age-related memory deficits are due to deficiencies in learning new materials or difficulties in the retrieval of material that has already been learned. There is an evidence suggested that age differences in recognition are much smaller than in recall, which implies that the information is stored but cannot be accessed.

Therefore, when older persons are provided with organizational techniques, and/or semantic cues at the time of stimulus input, age differences are minimized and performance is improved.

So the main point of this section is that, the memory “deficits” evinced by the older subjects are not necessarily irreversible or attributable to some loss of cognitive functioning though there may be reliable age differences in memory task performance. That is, given the proper instructions, techniques, and methodologies. Besides that there are no age differences found in temporal or spatial knowledge acquisition.

Furthermore the author points out that aging does not reflect the loss of abilities, but rather the gain of other equally desirable abilities. One such ability is cautiousness. There is a decrease in risk-taking among older adults.

I definitely agree with the last point. As people get older, they are aware that there are bodily changes, so that they can be more cautious when they drive. Even though young adults don’t have any problem with their competence, what if they take risks or they are just careless? Though the course’s topic is the safety of elderly drivers, aging is not necessarily a negative factor. Elderly people have more experiences and may be more thoughtful. I liked this section because it discusses both negative and positive aspects of aging.

(P12-14)

Feb 15, 2001

Testing and Licensing

In this section, the author introduces other writers’ opinions about the need of reexamination of elderly driver.

Baker says reexamination should not be an option. It must be rather mandatory. Driving record (accident and driving experiences), age, those factors must be taken into consideration. But he also says that it is difficult to determine a specific age or a period since last examination at which older drivers should receive special attention, because such age varies as much as twenty-five years. But he still agrees that we should consider establishment of an age limit beyond which there must be a reappraisal of the driver’s risk. This should coincide with license renewal.

Orr et al. confirmed Baker’s hesitation of using age as a retesting criterion. He asserts that everybody is different, so that it is impossible to set an age at which drivers should be retested. Many elderly people experience age-related perceptual problems such as weak eyesight, poorer hearing or slower reaction time. But those are not problematic for everyone. So an argument for voluntary retesting could be reasonably made.

Hedin attempted to answer the age factor regarding vision. He raised four major questions; 1) at what age should retesting take place? 2) Which visual functions should be included in the retest? 3) Who should carry out the retest? 4) Which test procedures should be established? However he found no data that clearly show the break point or age at which reduction of visual acuity accelerates. So no basis for age recommendations could be made.

Reexamination specifically for the elderly is a scientific and legal question for most researchers. But some authors take social approach. Borchardt interviewed elderly drivers and he found that they reach a consensus that chronological age should not be the sole criterion for measuring driving ability. They also believe in compensating factors such as better judgment and attitudes more oriented toward safety. Borchardt concludes that driving is especially important for older people because they have to have a reliable means of getting around because of their failing energy and minor infirmities and handicaps.

I think the main point of this section is from here. The psychological impacts on elderly people for renewal or invalidity of their license are finally pointed here. It is said that older persons feel a real loss of independence and that their lives are over when their license are not renewed. According to Borchardt, failure to pass the test for renewal of a driver’s license is traumatic experience. The injury to the ego is so deep that many seniors never recover. Physical and mental deterioration take place. And now depression and pessimism set in.

It may be easier to use age as a criterion for reexamination or just set up the age limit. But we should not ignore the psychological effects of elderly people. If they articulate the physical deterioration with using the age criterion, they also should consider about another transportations besides cars, which are available for elderly people. If it’s a big city and have convenient transportation systems such as train, which comes in every few minutes, elderly people may endure. But if it’s countryside, and have only bus which comes only once or twice an hour, or if a bus stop is far from the house, such elements will promote the elderly people’s physical degeneration.

I also believe that everybody is different so that using age criterion may be too simplistic. Also I don’t want to ignore the psychological impact on elderly people. There’s another option besides using age as a sole criterion. It is to examine all drivers regularly, perhaps every five years. It sounds more fair to me.

(P48-50)

Feb 22, 2001

How are elderly drivers different from middle-aged drivers?

In the previous section, a relative responsibility index or ratio (which is consisted of the percent of all responsible drivers represented by each age group, divided by the percent of all not-responsible drivers represented by each age group) shows that there’s a distinction between the group ranged age 26 to 65 and the group up to age 65. The former group’s ratio is less than one, but beyond age 65 there is an exponential-looking increase in accident responsibility.

In this section, the author undertakes a series of discriminant analyses: the 35 to 55 age group as compared to the 55 to 64 age group, the 65 to 74 age group, and the 75-plus age group. And he tries to answer the question “which individual components of those factors categories, plus sociodemographic factors, can be shown to be significantly different?

The author raises many variables in this section, and I’m going to introduce some of them.

Pre-collision Driver Action

Pre-collision driver action relates to the driver action immediately prior to the final crash sequence (collision configuration). And it says turning movements, as a pre-collision action is the increasing importance associated with accident involvement by the elderly. While only 19.3% of pre-collision actions for 36 to 50 years olds involved turning, 32.9% for those 75 and over.

Collision Configuration

The proportion of “right-angle” collision configurations increases with according to age too. It increases from 30.1% of all crashes for 36 to 50 year old drivers to 32.7%, 36.9%, and 38.7% for the three elderly driver groups --- 55 to 64, 65 to 74, and 75 plus respectively. Crash configuration involving vehicles in the act of turning also increased, especially for drivers 75 years of age and older (13.3% for age 36 to 50 drivers VS 20.8% for those aged 75 plus).

The difference between elderly drivers and middle-aged drivers in those variables is just showing statistical correlation. But the variable I’ll talk now has not only a numerical correlation but also a different aspect.

Number of Convictions Accumulated in the Five Years Prior to the Accident

Here, it focuses on the convictions. The table on the text shows the average number of reported convictions was less for the elderly drivers than for the middle-aged group and the difference became more pronounced with higher age categories (2.39 VS 1.58, 1.13, and 0.81).

However, obviously an important factor to be considered is driving exposure (both frequency and duration).

Therefore this table shows the proportion of prior convictions, which resulted from accidents. And this data says, for the age 75-and-over drivers, 38.4% of their convictions resulted directly from accidents while only 7.2% of 36 to 50 year old drivers.

Also the proportion of charged drivers who were subsequently convinced is age correlated. For the 36 to 50 year old drivers, 81.4% of those charged with an offense following their 1986 accident were subsequently convinced. For drivers aged 55 to 64, this proportion rose to 86.1%, and for those aged 65 to 74, and 75 plus the proportions were 91.2% and 89.4%, respectively.

These data again confirm the higher risk of elderly drivers. However the author says this does not necessarily mean that older drivers are more often actually guilty. I think the main point of this section is from here.

Charges against older drivers are less likely to be those of a criminal nature, which are routinely contested owing to the potential serious consequences. Also, since not contesting the charge automatically produces a conviction, it is likely that the court process deters more elderly drivers than young or middle-aged ones from fighting tickets. That “authoritarian submission” is more characteristic of the elderly than young, or even middle-aged, is a notion well grounded in psychology. Older people tend to be more passive, confronting, and conservative in their attitudes toward social legislation and control.

I had an impression that authority is also taking advantage of such a characteristic of elderly people. I think this aspect is important. The statistical data in those different variables seem to confirm the higher risk of elderly drivers. However we should not overlook this phenomenon that elderly people are more submissive to authority, and we should not conclude only with numerical data, but should understand the disadvantage of elderly people regarding authority.

(P100-101,103)

Mar 8, 2001

Notes on the Everyday behavior of Elderly Drivers

The automobile provides mobility, sociality, economic gain, existential meaning, and social status. In western societies, it’s hard to imagine living without a car. This can be said for elderly people too. Rather the vehicle is the enhancer of life-style for the elderly. They asked elderly drivers to describe their relationship with the car. The five most common uses of the automobile in all three age groups were for shopping, for pleasure, to visit family or friends, for vacation travel, and to get to and from social or cultural events or entertainment. These indicate that life-style is engrained in the vehicle, and the author points out that the car seems to “fit” into life-style patterns.

One woman said that she has to use it (car) all the time; it’s like two legs…. As she says the car is like two legs, the car plays an important role as a transportation tool.

It points out that driving for pleasure has a variety of meanings besides the main involvement basically during the weekend. It can be a side event. The vehicle is used to help senior citizens become involved in other events. Pleasure driving is the response to mundane or boring life at home. An elderly couple is retired. The husband and wife are removed from the challenges, needs, desires, and stresses of the employed. So they get into a routine, or ”rut”, feeling the need to initiate new experience.

I totally understand this point. For retired elderly people, it must be boring to stay home all the time. They do want to engage some social activities too. And driving is needed for them to go out for their social life. It is the fact they are getting physically deteriorated, so walking or catching the bus is hard work for them. But the car can play a role of their legs. The big proportion in the oldest group (the 75-plus seniors) reported that they use their car to visit their family and friends. It’s easy to imagine how elderly people feel if they loose driving opportunity.

Next section discusses about how the life can be changed without the car. When they asked how their lives would change if they could no longer drive, over one-third (35%) reported that it would have a negative emotional effect, one-quarter said they would become public transit users, and one-fifth answered that they would relocate nearer to public transit and certain facilities and services such as hospitals, churches, and stores. The emotional impact of losing car would appear the greatest for those in the 65 to 74 age group. For years they had to rely on themselves for mobility. Without a support group, the sudden change would be unnerving, “mind Wracking”. The impact of losing the car is also described as devastation, frustration, trauma, and heartbreaking.

Besides the emotional impact, relocating is also another big impact on their lives. Even though they want to stay where they are familiar with and where they know a lot of people, it is also important for elderly people that certain facilities or services are accessible without car.

Becoming public transit users is one of alternatives. But even for me, walking to the bus stop, and waiting for the bus which hardly comes on schedule are discouraging especially when it’s raining, or when I’m tired. So I really understand how big the impact will be for the elderly people when they loose the only recourse.

(P160-162)

Mar 15, 2001

Characteristics of a Good Driver and the Self

This section talks about characteristics of a good driver. They defined what characteristics are essential for a good driver through the many discussions with elderly drivers.

Those are:

1) Courteousness. Courteousness drivers respect other people’s right on the road. They do not follow too closely, do not turn where they are not supposed to, and are wiling to yield once in a while, especially to an older driver. The courteous drivers give the other drivers a break, such as allowing them to enter the roadway in front of them.

2) Considerateness. Considerate drivers are extensions of courteous drivers. They are attentive to the feeling of others, and they conduct their driving in a way as not to upset or hurt fellow motorists.

3) Defensive Driving. The defensive driving part of being a good driver means being alert at all times, anticipating possible problems, and being aware of other people, especially pedestrians.

4) Patience. Patience is a virtue for good driving. Patience means to double check before you leave a stop sign or enter an intersection. The patient drivers do not drive according to the clock. They wait and see; then they enter traffic.

5) Alertness. Alertness includes being aware of all that is going on around you. It entails keeping your mind on driving and not on other things like passengers.

6) Lawfulness. Obeying the rules of the road and driving according to the traffic signs is estimated to be another key characteristic good drivers posses. The emphasis is on speed signs and roadway markings that restrict passing.

7) Automobile Sense. Good drivers keep their vehicle in good shape at all times. They prepare cars for winter driving. Also, they do not overdrive the capacities of their vehicles.

It says “courteous” and “considerate” were the two most frequently mentioned attributes for a good driver. By contrary, a bad driver can be said “Selfish”, does not care about others. And “Patience” is viewed as a key characteristic by increasing proportions as one moved across the age groups from youngest to oldest.

This construct of a good driver is made by elderly drivers. And they say they drive differently from when they were younger. They drive more cautiously, defensively, more slowly, and/or less stressfully. So they consider themselves to be good drivers—not especially skillful and physically reflexive, but wise, patient, cautious, and slow.

But I admit “skillful” and “physically reflexive” are also important to be a good driver. Because even though you drive properly, but what if others don’t? You have to be reflexive enough to avoid rough drivers.

I agree with this construct to be a good driver. But one thing got me is that elderly drivers think “slow” attributes to be a good driver. They say they drive much more slowly than in previous years. Seniors are inclined to travel according to the traffic flow. They do so because it is faster and it reduces the likelihood of being caught by the police. When it comes to city driving they feel more inclined to follow the speed limits.

I don't think it's always good to drive slow. It's depends on how slow. Sometimes it is better to drive following the traffic flow than just following insistently the speed limits.

(P170-172)

Mar 22, 2001

<First Thoughts after the Accident>

This section introduces about first thoughts after victims had the accident. What did come up to their mind at first?

The accident happened. Immediately after the collision, it says many elderly drivers focused on the safety of others. They “hoped no one was hurt,” particularly their spouses. Some offered assistance. They took the other party to the hospital. Others were worried about their own possibilities of injury. But concern about the other person, whether it was the spouse or other driver, predominated too.

Besides worry or concern about the physical conditions of the accident victims, some other categorical reactions are raised here. The first could be termed emotional. Elderly drivers were shocked, horrified, stunned, bewildered, rattled and/or confused because of the “suddenness of the accident,” “disbelief at what happened,” or “unexpectedness of getting hit.” The second form of reaction prevalent in the data was more pragmatic. The victims’ immediate thoughts were about the car, insurance or legal wranglings to follow.

One of the victims noted:

“All I know that I was driving sensibly and I was as careful as I could be and, ah, my thought was ‘You damn fools know my insurance will go up and all this’ you know that’s all I’m thinking about old age pension, living on a pension and these things happen to you you think ‘Well gee whiz.’ It makes you mad. I do a lot of driving eh?” [Male, 75plus]

The third pattern of reaction could be classified as blame. The driver’s first thoughts pertained to the other drivers.

One of the victims noted:

“My thought was ‘Where the hell is his brakes?’ that’s the only thing or his signal light. That’s the only thing I said ’Where the hell goes on here?’ you know? [Male, 65 to 74]

First reactions following a dramatic accident cannot be categorized as a certain type. Reactions covered a variety of moods and intense feeling. Within the explanations of those emotions some distinct themes could be identified. They were concerns about the victims, emotional upset, pragmatics, and blame. Some elderly drivers could not respond to the question of reaction because they “blacked out” and woke up later in the hospital.

I thought this section is very interesting because the first thoughts or reactions vary depends on the individual, and it seems to reflect his/her personality. So I want you to imagine as you are a victim of the accident, and think what will come up in your mind at first. Or if you have had the accident before, recall what your first thought was. And I think it’s important to know what you should do when you happen to have an accident.

For me, I’ll probably be upset if I come across an accident. So I have to try to be calm down myself first. I’ll concern about others in my car first and the other car too. If anybody injures, I will call an ambulance. If everybody seems to be O.K., I’ll call the police immediately, and leave the judge to police.

We don’t know when we may be involved in an accident, so we should set a basic procedure just in case.

(P227-229)