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Nicole L. Hoffman, Hannes Devos, and Julianne D. Schmidt

Key Points ▸ Individualized driving performance prior to and postconcussion is not commonly available. ▸ Subtle driving performance and cognitive deficits were evident despite being symptom-free. ▸ Awareness is needed to determine readiness to return to driving postconcussion. Symptom severity and

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Kevin Filo, David Fechner, and Yuhei Inoue

their social network ( Miller, 2009 ). Being asked to donate by someone you care about has been cited as a driving force in donating to charity ( Castillo, Petrie, & Wardell, 2014 ). Meanwhile, peer pressure effects can have a strong influence on donation decisions ( Meer, 2011 ). Our focused

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Faezeh Mohammadi Sanjani, Abbas Bahram, Moslem Bahmani, Mina Arvin, and John van der Kamp

Safe or risky car driving is a highly complex activity, which is underpinned by a multitude of interacting cognitive, perceptual, motor, but also environmental constraints ( Anstey, Wood, Lord, & Walker, 2005 ). One of the most influential factors leading to risky driving is distraction, which

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Young-Hoo Kwon, Noelle J. Tuttle, Cheng-Ju Hung, Nicholas A. Levine, and Seungho Baek

drills specifically targeting reprogramming of the hand motion pattern can be developed and implemented to improve the swing pattern. The purpose of this study was to investigate the linear relationships among the hand clubhead motion characteristics in golf driving in skilled male golfers. The HMP

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Kenda C. Swanson and Gavin R. McCormack


Evidence regarding the relative contributions of physical activity (PA) and driving behavior on weight status is limited. This study examined the associations between driving and PA behavior and weight status among Canadian adults.


A random cross-section of Calgarian adults (n = 1026) completed a telephone-interview and a self-administered questionnaire. Weekly physical activity time, daily driving time, BMI, motor vehicle access, and demographic characteristics were captured. Logistic regression was used to estimate associations between driving minutes (0−209, 219−419, 420−839, 840−1679, and ≥ 1680 min/week), motor vehicle access, sufficient PA (210 min/week of moderate-intensity PA or 90 min/week of vigorous-intensity PA), and the likelihood of being 1) overweight/obese vs. healthy weight and 2) obese only vs. healthy/ overweight.


Compared with driving ≤ 209 min/week, driving 840 to 1679 min/week significantly (P < .05) increased the likelihood of being overweight/obese (OR 2.08). Insufficient PA was positively associated with being overweight/obese (OR 1.43). Each hour/week of driving was associated with a 1.6% reduction in the odds of achieving sufficient PA. A 3-fold increase (OR 3.73) in the likelihood of overweight was found among insufficiently active individuals who drove 210 to 419 min/week compared with sufficiently active individuals who drove ≤ 209 min/week.


Interventions that decrease driving time and increase PA participation may be important for reducing weight among Canadian adults.

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Ding Ding, James F. Sallis, Gregory J. Norman, Lawrence D. Frank, Brian E. Saelens, Jacqueline Kerr, Terry L. Conway, Kelli Cain, Melbourne F. Hovell, C. Richard Hofstetter, and Abby C. King

Some attributes of neighborhood environments are associated with physical activity among older adults. This study examined whether the associations were moderated by driving status. Older adults from neighborhoods differing in walkability and income completed written surveys and wore accelerometers (N = 880, mean age = 75 years, 56% women). Neighborhood environments were measured by geographic information systems and validated questionnaires. Driving status was defined on the basis of a driver’s license, car ownership, and feeling comfortable to drive. Outcome variables included accelerometer-based physical activity and self-reported transport and leisure walking. Multilevel generalized linear regression was used. There was no significant Neighborhood Attribute × Driving Status interaction with objective physical activity or reported transport walking. For leisure walking, almost all environmental attributes were positive and significant among driving older adults but not among nondriving older adults (five significant interactions at p < .05). The findings suggest that driving status is likely to moderate the association between neighborhood environments and older adults’ leisure walking.

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Melissa Davies

By Zac Logsdon. Published 2018 by Black Lane Publishing Co. , Norman, OK. $14.95 . 159 pp. ISBN: 9781644679852 Winning Is Not a Strategy: A Game-Changing Approach to Driving Attendance is a must-read for sport marketing professionals, particularly those working in intercollegiate athletics

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Robin J. Farrell, Peter R.E. Crocker, Meghan H. McDonough, and Whitney A. Sedgwick

Special Olympics programs provide competitive sport opportunities for athletes with intellectual disabilities. This study investigated athletes’ perceptions of motivation in Special Olympics. Using Self-Determination Theory (SDT) as a guiding framework to explore athletes’ experiences, 38 Special Olympians (21 males and 17 females) from British Columbia, Canada were interviewed. The data suggested that factors that enhanced autonomy, competence, and relatedness were linked to the participants’ motivation in Special Olympics programs. These factors included positive feedback, choice, learning skills, demonstrating ability, friendships, social approval, and fun. Social support from significant others was a key factor related to participation motivation. There was also evidence for the motivating aspects of extrinsic rewards. Motivation was undermined primarily by conflicts with coaches and teammates.

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Sandra C. Webber and Michelle M. Porter

This exploratory study examined the feasibility of using Garmin global positioning system (GPS) watches and ActiGraph accelerometers to monitor walking and other aspects of community mobility in older adults. After accuracy at slow walking speeds was initially determined, 20 older adults (74.4 ± 4.2 yr) wore the devices for 1 day. Steps, distances, and speeds (on foot and in vehicle) were determined. GPS data acquisition varied from 43 min to over 12 hr, with 55% of participants having more than 8 hr between initial and final data-collection points. When GPS data were acquired without interruptions, detailed mobility information was obtained regarding the timing, distances covered, and speeds reached during trips away from home. Although GPS and accelerometry technology offer promise for monitoring community mobility patterns, new GPS solutions are required that allow for data collection over an extended period of time between indoor and outdoor environments.