Driving Cessation and Social Isolation in Older Adults

Predictive Factors for Return to Driving After Lower Limb Arthroplasty

Background

A common question post total hip arthroplasty (THA)/total knee arthroplasty (TKA) arthroplasty is "Doctor, when can I drive?". No objective assessment currently exists. This study aimed to identify clinical factors predicting driving return post hip THA and TKA.

Methods

In this single-center retrospective observational study, patients were reviewed at 6 weeks post THA and TKA. Patient demographics, driving status, timed up and go (TUG) test, self-reported walking time (SRWT), walking aid use, and pain scores were collected. Descriptive statistics, t-tests, and binary regression models were used.

Results

Five hundred ninety two participants were included: 271 THA (males n = 134, mean age: 66.4) and 321 TKA (males n = 155, mean age: 66.8). THA: At 6 weeks, 155 patients (57.1%) were driving and 116 did not drive (DND) (n = 82 female, 70.6%) (P < .001). SRWT was longer in driving group (mean 36.35 minutes vs 31.23 minutes [P = .072]). TUG tests were faster in driving group (9.51 seconds vs 11.98 seconds [P < .001]). Driving inability predictors included using 2 crutches (P < .001) and TUG (P = .015). TKA: At 6 weeks, 196 patients (61%) were driving and 125 DND (n = 78 female, 62.4%) (P < .01). SRWT was longer in driving group (mean 33.6 vs 28.1 minutes [P = .31]). TUG tests were faster in driving group (10.18 seconds vs 12.29 seconds [P < .001]). Driving inability predictors included "severe" pain scores (P ≤ .0001) and >2 walking aids use (P = .022).

Conclusions

Following THA/TKA, 60% patients were driving by 6 weeks. Females take longer for driving return. Walking aids negatively impacted driving return, while faster TUG test and longer SRWT were positive predictors.

Applications of Self-Driving Vehicles in an Aging Population

Unlabelled

The proportion of older adult drivers is increasing and represents a growing population that must contemplate reducing driving and eventually stopping driving. The advent of self-driving vehicles opens vast possibilities with practical and far-reaching applications for our aging population. Advancing technologies in transportation may help to overcome transportation barriers for less mobile individuals, transcend social and geographical isolation, and improve resource and medical access. Herein, we propose various applications and benefits that self-driving vehicles have in maintaining independence and autonomy specifically for our aging population to preserve aging.

[Driving with cognitive impairments: Results of the population-based Digital Dementia Registry Bavaria - digiDEM Bayern]

BACKGROUND

In Germany, the number of drivers aged 65 and over is increasing. However, the risk of physical and cognitive impairments that affect the ability to drive rises with increasing age. Those who give up driving are often confronted with constraints of their autonomy and quality of life. The study aims to identify socio-demographic and health-related determinants of non-driving in people with mild cognitive impairment (MCI) or mild to moderate dementia.

METHODS

The data basis is the baseline survey of the multicentre, prospective registry study "Digital Dementia Register Bavaria - digiDEM Bayern". The categorisation of people with MCI and people with mild to moderate dementia is based on the Mini-Mental State Examination (MMSE) and the Montreal Cognitive Assessment (MoCA). A diagnosis may exist but is not a requirement. In addition to descriptive analyses, a binary logistic regression was conducted, and average marginal effects (AMEs) were interpreted.

RESULTS

Out of 1,005 participants with a valid driving license, 410 people (40.8%) participate in road traffic as drivers. The probability that people use a car increases with age, peaking at around 70 years and then decreasing. Being female, living in an urban environment, and having a care degree are associated with a lower probability of driving a car, whilst no existing MCI or dementia diagnosis, higher cognitive abilities, and better independence in everyday life (ADLs) are associated with a higher probability.

CONCLUSION

The decision to continue driving a car depends on several factors, including age, sex, place of residence, and cognitive and physical abilities. Regular assessments of the fitness to drive should take place, and alternative mobility options should be offered to ensure road safety and maintain the quality of life of people with cognitive impairments for as long as possible. The professional and private environment of people with cognitive impairments plays a crucial role in dealing appropriately with these issues.

Mild cognitive impairment, Alzheimer's disease dementia, and predictors of driving cessation: A 7-year longitudinal prospective study

BackgroundPatients with dementia face driving difficulties and, at some point, cease driving.ObjectiveWe sought to identify predictors of driving cessation among patients with mild cognitive impairment (MCI) or mild Alzheimer's disease dementia (AD).MethodsWe enrolled in this longitudinal study patients with MCI, AD (Clinical Dementia Rating < 2) and cognitively normal (NC) individuals. At baseline evaluation, participants underwent a neurological, neuropsychological and driving simulator assessment. Re-evaluations after 48 and 84 months included a structured interview with the patients and their caregiver. Primary endpoints were driving cessation, death and progression to dementia.Results109 individuals were included (32 NC, mean age 65.8 years/47 MCI, mean age 69.1 years/30 AD, mean age 72.8 years). Dangerous driving events during follow-up were referred for 45% and 59% of MCI and AD patients, respectively. 18 MCI (38%, mean time to cease 35 months) and 25 AD (83%, mean time to cease 15 months) patients ceased driving during follow-up. 36% of MCI patients progressed to dementia during follow-up. Cox Regression multivariate analysis revealed age (Hazard Ratio-HR 1.080), semantic verbal fluency-SVF (HR 0.822) and Tandem Walking Test modified with simultaneous reverse number counting-mTWT (HR 1.099) as significant predictors of driving cessation. Simulator accident probability reached statistical significance only in the univariate model (HR 1.040).ConclusionsAge, SVF and mTWT are significant predictors of driving cessation among MCI and AD patients. Driving simulator may be a promising component of driving evaluation. Large-scale studies are prerequisite for the implementation of a multi-disciplinary driving fitness evaluation protocol.

Psychometric validation of the Portuguese ALONE scale and analysis of factors associated with severe loneliness in a sample of community-dwelling older adults

OBJECTIVES

Severe loneliness poses a significant risk to older adults' health and quality of life. This study assessed the psychometric properties (reliability and validity) of the Portuguese version of the ALONE scale in community-dwelling older adults and explored the scale's associations with sociodemographic, social isolation, depression, life satisfaction, and daily functioning.

METHOD

A descriptive, correlational study was conducted with 285 Portuguese older adults. The questionnaire included sociodemographic and health data, the ALONE scale, Social Isolation Scale (SIS), Satisfaction with Life Scale (SWLS), Geriatric Depression Scale (GDS-15), UCLA Loneliness Scale (UCLA-16), and Lawton and Brody IADL Scale. Analyses included confirmatory factor analysis, internal consistency, group comparisons, correlations, and logistic regression.

RESULTS

The confirmatory factor analysis supported a unidimensional model with satisfactory fit indices and internal consistency (α = 0.743). Severe loneliness correlated positively with social isolation and depression and negatively with life satisfaction and daily functioning. Participants experiencing severe loneliness were likely older, female, living alone, socially isolated, depressed, and dependent in daily activities. Significant predictors included social isolation (OR = 0.806) and depression (OR = 1.131).

CONCLUSION

The ALONE scale demonstrated validity and reliability for assessing loneliness in older adults, making it a suitable, efficient tool for clinical practice.

Australian occupational therapists' perspectives about the management of driving safety concerns for older people with dementia and mild cognitive impairment

INTRODUCTION

Driving safety may be compromised in people with dementia or mild cognitive impairment (MCI). Occupational therapists assess and screen for driving safety in older people with cognitive impairment. However, little is known about their perspectives relating to these assessments. Aims included to (1) obtain perspectives from driver-trained and non-driver-trained occupational therapists about the management of driving safety concerns for older people with dementia and MCI; (2) understand factors influencing clinician's behaviour relating to driving assessment; and (3) gain perspectives regarding resources to support fitness-to-drive assessment.

METHODS

Semi-structured interviews were conducted with occupational therapists recruited from driving assessment services, hospitals, and community settings in Australia. Data were analysed inductively using content analysis, followed by a deductive approach with two authors mapping subcategories to the domains of the Theoretical Domains Framework and Capability, Opportunity and Motivation-Behaviour model.

CONSUMER AND COMMUNITY INVOLVEMENT

No consumers were involved in the design or study analysis.

FINDINGS

Participants (n = 17) reported inconsistencies in how the fitness-to-drive assessment is managed, with driving safety concerns often missed or avoided. Perceived barriers to fitness-to-drive assessment included: (i) clinician's capabilities: limited knowledge about fitness-to-drive assessment, and difficulties having complex discussions with patients with cognitive impairment; (ii) motivational factors: lack of confidence, fear of damaging therapeutic relationship with patients, and desire to maintain a sense of professional identity; and (iii) environmental factors: lack of processes to support health professionals with identifying cognitive concerns, lack of clarity of who takes responsibility for managing driving safety concerns, time constraints for completing in-office assessments and limited access to practical occupational therapy driving assessments. Participants expressed a desire for an evidence-based clinical pathway to improve the knowledge and communication skills of clinicians from non-driving specialist settings.

CONCLUSION

Findings identify the need for an evidence-based pathway to support health professionals in managing driving safety concerns for people with dementia and MCI.

PLAIN LANGUAGE SUMMARY

Dementia and mild cognitive impairment (MCI) are brain conditions involving difficulty with memory and thinking, with dementia diagnosed when the changes are more severe. These conditions are not a normal part of getting older, but they are much more common in older people. Research has found that some, but not all, people with dementia and MCI show unsafe driving behaviours. As people with dementia and MCI are often unaware that their driving is unsafe, health professionals, such as doctors and occupational therapists, should be involved in deciding if, or when, they should stop driving. In this study, occupational therapists were asked to provide their opinions about how driving safety concerns for older people with dementia and MCI are managed by health professionals. Occupational therapists reported that there is variation in how concerns are managed, with driving problems often getting missed or avoided. They reported that this can happen because health professionals may not feel confident in their decision-making abilities, or they may feel that discussing driving concerns will cause the person to get upset or angry with them. They also reported that health professionals may not always know that a person has dementia or MCI, and if they do know, it is not always clear which health professional should take on the responsibility of considering the person's driving safety. The occupational therapists wanted a resource to support health professionals in providing more consistent care for patients relating to driving safety.

Distracted Driving and Driving Patterns in Older Drivers With Glaucoma

Limited research exists examining self-perceived vision and driving ability among individuals with glaucoma, and this study assessed the relationship between glaucoma, visual field, and visual acuity with driving capability. 137 individuals with glaucoma and 75 healthy controls were asked to evaluate self-rated vision, self-perceived driving ability, and self-perceived distracted driving. Visual acuity and visual field measurements were also obtained. Multivariable linear regressions were run to test each visual measure with driving outcomes. The average age was 72.2 years, 57.3% were male, and 72.5% were White. There were significant associations for a one-point increase in visual field and quality of corrected vision (RR = 1.06; 95% CI = 1.03-1.10), day vision (RR = 1.05; 95% CI = 1.03-1.08), night vision (RR = 1.08; 95% CI = 1.05-1.13), visual acuity score and higher quality of corrected of vision (RR = .41; 95% CI = .22-.77), day vision (RR = .39; 95% CI=.22-.71), and night vision (RR = .41; 95% CI = .18-.94); visual acuity score and ability to drive safely compared to other drivers your age (RR = .53; 95% CI = .29-.96). Individuals with poorer visual acuity and visual fields rate their vision and ability to drive lower than those with better vision, and this information will allow clinicians to understand where to target interventions to enhance safe driving practices.

Neighborhood social cohesion and physical disorder in relation to social isolation in older adults: racial and ethnic differences

BACKGROUND

Neighborhood factors of social isolation have been understudied, hindering efforts to reduce social isolation at the neighborhood level. This study aims to investigate the longitudinal effects of neighborhood social cohesion and physical disorder on social isolation in community-dwelling older adults, as well as to examine whether race/ethnicity moderates the neighborhood-isolation relationship.

METHODS

We used 11-year data from the National Health and Aging Trend Study, a longitudinal national study of Medicare beneficiaries aged 65 and older. Social isolation was measured through a summary score across four domains: marital/partner status, family and friend contact, religious attendance, and club participation. A series of weighted mixed-effects logistic regression models were performed to test the study aims. Sample sizes ranged from 7,303 to 7,291 across individual domains of social isolation.

RESULTS

Approximately 20% of participants reported social isolation. Findings indicated a negative association between neighborhood social cohesion and social isolation. Higher levels of neighborhood social cohesion were longitudinally associated with lower odds of social isolation (odds ratio [OR] = 0.52, 95% CI: 0.47-0.58). Yet, the presence of neighborhood physical disorder was associated with an increased risk of overall social isolation ([OR] = 1.2, 95% CI: 1.00, 1.44). Race/ethnicity significantly moderated the effects of neighborhood social cohesion and physical disorder on social isolation. The odds of no in-person visits associated with neighborhood social cohesion are smaller among Black adults compared to White adults. Black adults had constantly lower odds of isolation from religious attendance compared to White adults regardless of the level of neighborhood social cohesion. Hispanic adults had decreased odds of having no friends associated with signs of physical disorder, while no associations were found among older White adults. White adults had higher odds of isolation from in-person visits when living in neighborhoods with signs of physical disorder, whereas no association was observed among older Black and Hispanic adults.

CONCLUSIONS

This study elucidates the role of neighborhood characteristics in shaping social isolation dynamics among older adults. Furthermore, the observed moderation effects of race/ethnicity suggest the need for culturally sensitive interventions tailored to address social isolation within specific neighborhood and racial contexts.

Evaluation of the effectiveness of three different interventions on older driver safety over a 12-month period: study protocol for a randomised controlled trial

INTRODUCTION

The growing population of older drivers presents challenges for road safety attributed to age-related declines and increased crash fatality rates. However, enabling older people to maintain their health and independence through continued safe driving is important. This study focuses on the urgent need for cost-effective interventions that reduce crash risk while supporting older drivers to remain driving safely for longer. Our study aims to evaluate the effectiveness of three behavioural interventions for older driver safety. These include an online road-rules refresher workshop, tailored feedback on driving performance and two tailored driving lessons.

METHODS AND ANALYSIS

A single-blind three-parallel group superiority randomised controlled trial will be conducted with 198 urban licensed drivers aged 65 years and older, allowing for 4% attrition. This sample size provides 80% power to detect a difference with an alpha of 0.05. Participants will be selected based on a standardised on-road test that identifies them as moderately unsafe drivers. Interventions, spanning a 3-month period, aim to improve driving safety. Their effectiveness will be assessed through a standardised on-road assessment of driving safety at 3 months (T1) and 12 months postintervention (T2). Additionally, monthly self-reported driving diaries will provide data on crashes and incidents.This trial has the potential to identify cost-effective approaches for improving safety for older drivers and contribute to evidence-based health policy, clinical practice and guidelines.

ETHICS AND DISSEMINATION

Ethical approval was obtained by the University of New South Wales Human Research Ethics Committee (HC190439, 22 August 2019). The results of the study will be disseminated in peer-reviewed journals and research conferences.

TRIAL REGISTRATION NUMBER

ACTRN12622001515785.

Implications of using administrative healthcare data to identify risk of motor vehicle crash-related injury: the importance of distinguishing crash from crash-related injury

BACKGROUND

Administrative healthcare databases, such as Medicare, are increasingly used to identify groups at risk of a crash. However, they only contain information on crash-related injuries, not all crashes. If the driver characteristics associated with crash and crash-related injury differ, conflating the two may result in ineffective or imprecise policy interventions.

METHODS

We linked 10 years (2008-2017) of Medicare claims to New Jersey police crash reports to compare the demographics, clinical diagnoses, and prescription drug dispensings for crash-involved drivers ≥ 68 years with a police-reported crash to those with a claim for a crash-related injury. We calculated standardized mean differences to compare characteristics between groups.

RESULTS

Crash-involved drivers with a Medicare claim for an injury were more likely than those with a police-reported crash to be female (62.4% vs. 51.8%, standardized mean difference [SMD] = 0.30), had more clinical diagnoses including Alzheimer's disease and related dementias (13.0% vs. 9.2%, SMD = 0.20) and rheumatoid arthritis/osteoarthritis (69.5% vs 61.4%, SMD = 0.20), and a higher rate of dispensing for opioids (33.8% vs 27.6%, SMD = 0.18) and antiepileptics (12.9% vs 9.6%, SMD = 0.14) prior to the crash. Despite documented inconsistencies in coding practices, findings were robust when restricted to claims indicating the injured party was the driver or was left unspecified.

CONCLUSIONS

To identify effective mechanisms for reducing morbidity and mortality from crashes, researchers should consider augmenting administrative datasets with information from police crash reports, and vice versa. When those data are not available, we caution researchers and policymakers against the tendency to conflate crash and crash-related injury when interpreting their findings.

Accessible autonomous transportation and services: voice of the consumer - understanding end-user priorities

PURPOSE

This study aimed to explore the requirements for accessible Autonomous Vehicles (AVs) and AV services from a consumer perspective, focusing on people with disabilities (PwDs) and older adults.

METHODS

Two national surveys were conducted, capturing current transportation trends and AV priorities. Participants (n = 922) with disabilities and older adults were included in the analysis.

RESULTS

Transportation choices exhibited significant divergence based on the underlying causes of disabilities, showcasing distinct inclinations and impediments within each category. AV services, encompassing family conveyance and package delivery, proved integral, but their specific desirability fluctuated in accordance with the nature of disabilities. Notably, medical appointments emerged as the foremost AV utilisation requirement, particularly pronounced among individuals with hearing impairments. Preferences for orchestrating AV rides and the preferred vehicle types displayed disparities linked to the various disability classifications. The employment of mobile applications, websites, and text messages were preferred mediums for arranging rides. Features such as automated route guidance and collision prevention garnered unanimous precedence among AV attributes. Key priorities, spanning wheelchair accessibility, user profiles, and seamless communication with AVs, were universally emphasised across all participant clusters. The study indicated a moderate comfort level with AV deployment, implying the potential for favourable reception within the population of PwDs and older adults.

CONCLUSION

The study highlights the significance of considering diverse needs in accessible AV development of vehicle and infrastructure and policies.

The Influence of Personality Traits on Driving Behaviors in Preclinical Alzheimer Disease

INTRODUCTION

Alzheimer disease (AD) has a long preclinical phase in which AD pathology is accumulating without detectable clinical symptoms. It is critical to identify participants in this preclinical phase as early as possible since treatment plans may be more effective in this stage. Monitoring for changes in driving behavior, as measured with GPS sensors, has been explored as a low-burden, easy-to-administer method for detecting AD risk. However, driving is a complex, multifaceted process that is likely influenced by other factors, including personality traits, that may change in preclinical AD.

METHODS

We examine the moderating influence of neuroticism and conscientiousness on longitudinal changes in driving behavior in a sample of 203 clinically normal older adults who are at varying risk of developing AD.

RESULTS

Neuroticism moderated rates of change in the frequency of speeding as well as the number of trips taken at night. Conscientiousness moderated rates of change in typical driving space.

CONCLUSIONS

Personality traits change in early AD and also influence driving behaviors. Studies that seek to utilize naturalistic driving behavior to establish AD risk need to accommodate interpersonal differences, of which personality traits are one of many possible factors. Future studies should explicitly establish how much benefit is provided by including personality traits in predictive models of AD progression.

Social and Environmental Characteristics Associated With Older Drivers' Use of Non-driving Transportation Modes

Objective: We examined associations between older drivers' social and environmental characteristics and odds of using non-driving transportation modes. Methods: Using 2015 National Health and Aging Trends Study data for community-dwelling drivers (n = 5102), we estimated logistic regression models of associations between social characteristics, environmental characteristics, and odds of using non-driving transportation modes three years later. Results: Drivers had 20% increase in odds of getting rides three years later for each additional confidante (adjusted odds ratio [aOR] = 1.20, 95% confidence interval [CI]: 1.11-1.30). Drivers living in more walkable neighborhoods were more likely to walk to get places (National Walkability Index [NWI] score of 18 vs. 2 aOR = 1.71, 95% CI: 1.02-2.90) and take public transit three years later (NWI 18 vs. 2 aOR = 7.47, 95% CI: 1.69-33.0). Discussion: Identifying modifiable social and environmental characteristics can inform future interventions supporting older adults' health during the transition to non-driving.

Transportation Justice and Health

Policy Points The health care sector is increasingly investing in social conditions, including availability of safe, reliable, and adequate transportation, that contribute to improving health. In this paper, we suggest ways to advance the impact of transportation interventions and highlight the limitations of how health services researchers and practitioners currently conceptualize and use transportation. Incorporating a transportation justice framework offers an opportunity to address transportation and mobility needs more comprehensively and equitably within health care research, delivery, and policy.

Driving Cessation and Late-Life Depressive and Anxiety Symptoms: Findings from the National Health and Aging Trends Study

OBJECTIVES

To describe the association between driving cessation and depressive and anxiety symptoms over time by assessing depression and anxiety at 1- and 4-years follow-up.

METHODS

The study examined community-dwelling adults aged 65 years and older from the National Health and Aging Trends Study who were driving at the 2015 interview and completed 1-year (N = 4,182) and 4-year (N = 3,102) follow-up interviews. Outcomes were positive screens for depressive and anxiety symptoms in 2016 or 2019, and the primary independent variable was driving cessation within one year of the baseline interview.

RESULTS

Adjusting for socio-demographic and clinical characteristics, driving cessation was associated with depressive symptoms at 1 year (OR = 2.25, 95% CI: 1.33-3.82) and 4-year follow-up (OR = 3.55, 95% CI: 1.72-7.29). Driving cessation was also associated with anxiety symptoms at 1 year (OR = 1.71, 95% CI: 1.05-2.79) and 4 year follow up (OR = 3.22, 95% CI: 1.04-9.99).

CONCLUSIONS

Driving cessation was associated with an increased risk of developing depressive and anxiety symptoms in later life. However, reasons for this association remain unclear.

CLINICAL IMPLICATIONS

Although the mechanism linking driving cessation with worse mental health symptoms is uncertain, driving facilitates many important activities. Clinicians should monitor the well-being of patients who stop or intend to stop driving.

15-year incidence of driving cessation and associated risk factors: The Blue Mountains Eye Study

OBJECTIVES

To report the 15-year incidence of driving cessation and its associated vision-related risk factors in an older Australian population-based cohort.

STUDY DESIGN

15-year data from a sample of 2379 participants who indicated that they were driving at baseline from The Blue Mountains Eye Study was analysed. Questions about driving cessation was asked at all four visits and was recorded as a binary response (Yes/No). Clinical vision examinations were performed at each visit to determine presenting and best-corrected visual acuity and any incident eye diseases (Yes/No).

MAIN OUTCOME MEASURES

The cumulative 15-year incidence of driving cessation was calculated using interval-censored data progression-free survival analyses. Age- and sex-adjusted and multivariable-adjusted interval-censored Cox proportional hazard models were used to report the hazard ratios (HRs) for associations of baseline and incident vision status with driving cessation.

RESULTS

The 15-year cumulative incidence of driving cessation amongst the 2379 participants was 20.7 %, with women more likely to cease driving than men (p = 0.0005). Cataract (HR 1.98 (95 % confidence interval(Cl) 1.45-2.71)) and age-related macular degeneration (HR 1.85 (95%Cl 1.37-2.50)) were associated with increased risk of driving cessation whilst presenting and best-corrected visual acuity in the better eye were protective against cessation (presenting: HR 0.96 (95%Cl 0.95-0.98); best-corrected: HR 0.93 (95%Cl 0.91-0.95)) in age- and sex-adjusted models, with these factors remaining independently associated in the multivariable-adjusted models.

CONCLUSION

Cumulative incidence of driving cessation increased with older age and was higher in females. Cataract and age-related macular degeneration were independently associated with cessation, whilst better visual acuity at baseline helped prolong driving.

Association between driving frequency and well-being among older adults

OBJECTIVES

Research on driving in older adulthood suggests that driving is a form of independence for older adults and is often associated with increased social capital and overall-being. However, few studies have examined whether the frequency of driving, and not driving alone, affects likelihood of having well-being among older adults. This study aimed to examine the association between frequency of driving and well-being among older adults, guided by the activity theory of aging.

METHODS

Data were drawn from the 2018 National Health and Aging Trends Study, a longitudinal panel survey of Medicare beneficiaries living in the United States. Bivariate analyses were conducted using Chi-square tests and the association between frequency of driving and well-being was tested with a multivariable logistic regression model. Well-being was determined by 11 items measuring positive and negative affect and asking participants if they agreed with certain statements about their lives.

RESULTS

After controlling for other factors that could influence well-being among older adults, results showed that those who drove every day were the most likely to have high well-being, followed by those who drove most days, those who drove some days, those who drove rarely, and those who never drove.

DISCUSSION

The study results indicate that as frequency of driving increases, the chance of having well-being increases among older adults. This supports the activity theory of aging and highlights the importance of productive aging.

The Subjective Experiences of Driving Cessation and Life Satisfaction

Compared to the driving group, the driving cessation group in this study was found to be a high-risk population in terms of their life satisfaction. This study evaluated data from 315 older adults, aged 55 or older, using the 2018 Korean Older Adults Driving and Mobility Service Trend Survey. These data were collected from 17 representative cities and provinces in South Korea. To minimize the potential for selection bias and the confounding factors inherent in observational studies, this study employed the propensity score matching (PSM) method. Following the matching, multivariate regression analyses were conducted to compare the driving cessation group (n = 65) with the driving group (n = 50) in terms of their life satisfaction. After adjusting for demographic and health-related variables, the older adults who had ceased driving were found to have lower life satisfaction (Coef. = -1.39, p-value = 0.018). Our results highlight the importance of establishing preliminary evidence to guide the development of tailored programs for older adults-especially for those likely to experience diminished life satisfaction and heightened risk-to address the mobility challenges stemming from driving cessation.

Social and Neighborhood Context Moderates the Associations Between Processing Speed and Driving Mobility: A 10-year Analysis of the ACTIVE Study

Objectives: Processing speed is essential to functional independence in later life, such as driving a vehicle. Few studies have examined processing speed and driving mobility in the context of racial differences and social determinants of health (SDoH). This study characterized the longitudinal association between processing speed and driving mobility, and how it varied by race and SDoH. Methods: Using data from the control arm of the Advanced Cognitive Training in Vital Elderly study (n = 581, 24.5% Black), multilevel models examined longitudinal associations between processing speed and driving mobility outcomes (driving space, exposure, and difficulty). Race and SDoH moderations were explored. Results: Decline in processing speed measures was associated with increased self-reported driving difficulty, but only for older adults with below-average to average scores for neighborhood and built environments and social community context SDoH domains. Discussion: Findings emphasize the influence of physical and social environmental characteristics on processing speed and driving mobility.

Sense of Coherence at End of Life in Older People: An Interpretive Description

As people age, losses accumulate (ie, the death of family and friends, the loss of agility, and the loss of independence). Such losses have an impact on one's Sense of Coherence, that is, one's ability to see the world as comprehensible, manageable, and meaningful. Antonovsky deemed Sense of Coherence as a mostly stable state by the age of 30 years. Until now, there has not been an investigation into how serial loss of resources affects older people as they near the end of life. Sense of Coherence was used as the theoretical framework for this study to answer the question of how older people maintain or regain a Sense of Coherence in the presence of serious illness as they near death. Data were gathered using semistructured interviews and guided by interpretive description. This investigation found new concepts that contribute to Antonovsky's midlevel theory of salutogenesis and the construct of Sense of Coherence. Those are Incomprehensibility and Serial Loss of General Resistance Resources. The results indicate that the crux of a strong Sense of Coherence for this population is excellent communication and a coherent "big-picture" conversation.

Driving under the influence of substances and motor vehicle fatalities among older adults in the United States

OBJECTIVE

This study examines contribution of substance use (including alcohol, cannabinoids, stimulants, narcotics, depressants, and hallucinogens) on the probability of drivers being at-fault for a crash on U.S. public roads, with specific emphasis on older adult drivers.

METHODS

Data from the National Highway Traffic Safety Administration's Fatality Analysis Reporting System (FARS) for the years 2010-2018 were employed for 87,060 drivers (43,530 two-vehicle crash pairs) involved in two moving vehicle crashes. The quasi-induced exposure (QIE) method was used to compute the relative crash involvement ratios (CIRs) for each relevant substance and illicit drug. Mixed-effect generalized linear regression models were fit to examine the effect of substance use on the probability of a driver being at-fault for a crash.

RESULTS

There were 75.51% males and 73.88% Non-Hispanic Whites in our sample. The CIR for those aged 70-79 years was 1.17, and more than double (2.56) for the ≥80 years old drivers, while being relatively low among drivers of ages 20 to 69. Substance use, in general, disproportionately increased the probability of being at-fault during a crash, regardless of driver's age. Though older drivers are less likely than other age groups to report substance use, presence of substances among older drivers increased the probability of their being at-fault two to four times during a crash across almost all substances. The regression models, after adjusting for driver's sex, road grade, weather, light conditions, distraction, and speeding at time of crash, revealed that older drug-impaired drivers were twice as likely to be at fault in a fatal crash (aOR = 1.947; 95% CI = 1.821, 2.082; <0.0001) compared to their middle-aged counterparts. Similarly, most substance use categories were responsible for the probabilities of higher CIRs among the drivers.

CONCLUSION

These findings necessitate continued efforts to bring awareness to the deadly consequences of "drugged driving," especially among older adult drivers.

Refining a Driving Retirement Program for Persons With Dementia and Their Care Partners: A Mixed Methods Evaluation of CarFreeMe™-Dementia

OBJECTIVES

We adapted the CarFreeMe™-Dementia program created by The University of Queensland for drivers in the United States. CarFreeMe™-Dementia aims to assist drivers living with dementia and their care partners as they plan for or adjust to driving retirement. This semistructured program focuses on driving retirement education and support. Topics include how dementia affects driving, lifestyle planning, stress management, and alternative transportation options. This study evaluated the feasibility, acceptability, and utility of the CarFreeMe™-Dementia intervention.

METHODS

This pilot phase of the study included 16 care partners and 11 drivers with memory loss who were preparing for or adjusting to driving retirement. Participants completed 4-8 CarFreeMe™-Dementia intervention telehealth sessions. Online surveys (baseline, 1- and 3-month) and postintervention semistructured interviews informed evaluation of the intervention program using a mixed methods approach.

RESULTS

This study established initial support for CarFreeMe™-Dementia in the United States. Participants indicated the program facilitated dialogue around driving retirement and provided guidance on community engagement without driving. Respondents appreciated the program's emphasis on overall well-being, promoted through lifestyle planning and stress management. They also reported the program offered practical preparation for transitioning to driving retirement.

DISCUSSION

The CarFreeMe™-Dementia intervention, tailored to an American audience, appears to be a feasible, acceptable, and useful support program for drivers with memory loss (and/or their care partners) who are preparing for or adjusting to driving retirement. Further investigations of the efficacy of the CarFreeMe™-Dementia intervention in the United States, as well as in other countries and cultural contexts, are warranted.

Decline in Other Instrumental Activities of Daily Living as Indicators of Driving Risk in Older Adults at an Academic Memory Clinic

BACKGROUND

Decisions around driving retirement are difficult for older persons living with cognitive decline and their caregivers. In many jurisdictions, physicians are responsible for notifying authorities of driving risks. However, there are no standardized guidelines for this assessment. Having access to a driving risk assessment tool could help older adults and their caregivers prepare for discussions around driving retirement. This study compares the clinical profiles of older adult drivers assessed in an academic memory clinic who were referred to the driving authority to older drivers who were not with a focus on instrumental activities of daily living (iADLs).

METHODS

Data on referred (R) and not-referred (NR) drivers were extracted from medical records. Elements from the medical history, cognitive history, functional abilities, Modified Mini-Mental State (3MS) examination, Trails A/B, and clock drawing were included in the analysis. Four risk factors of interest were examined in separate logistic regression analyses, adjusted for demographic variables.

RESULTS

50 participants were identified in each group. The R group was older on average than the NR. As expected, R were more likely to have Trails B scores over 3 min and have significantly abnormal clock drawing tests. R also showed lower 3MS scores and a higher average number of functional impairments (including managing appointments, medications, bills, or the television).

CONCLUSION

Beyond standard cognitive tests, impairment in iADLs may help general practitioners identify at-risk drivers in the absence of standardized guidelines and tools. This finding can also inform the design of a risk assessment tool for driving and could help with approaches for drivers with otherwise borderline test results.

Cognitive and brain reserve predict decline in adverse driving behaviors among cognitively normal older adults

Daily driving is a multi-faceted, real-world, behavioral measure of cognitive functioning requiring multiple cognitive domains working synergistically to complete this instrumental activity of daily living. As the global population of older adult continues to grow, motor vehicle crashes become more frequent among this demographic. Cognitive reserve (CR) is the brain's adaptability or functional robustness despite damage, while brain reserve (BR) refers the structural, neuroanatomical resources. This study examined whether CR and BR predicted changes in adverse driving behaviors in cognitively normal older adults. Cognitively normal older adults (Clinical Dementia Rating 0) were enrolled from longitudinal studies at the Knight Alzheimer's Disease Research Center at Washington University. Participants (n = 186) were ≥65 years of age, required to have Magnetic Resonance Imaging (MRI) data, neuropsychological testing data, and at least one full year of naturalistic driving data prior to the beginning of COVID-19 lockdown in the United States (March 2020) as measured by Driving Real World In-vehicle Evaluation System (DRIVES). Findings suggest numerous changes in driving behaviors over time were predicted by increased hippocampal and whole brain atrophy, as well as lower CR scores as proxied by the Wide Range Achievement Test 4. These changes indicate that those with lower BR and CR are more likely to reduce their driving exposure and limit trips as they age and may be more likely to avoid highways where speeding and aggressive maneuvers frequently occur.

Reliability and Validity of the Japanese Version of the Assessment of Readiness for Mobility Transition (ARMT-J) for Japanese Elderly

The Assessment of Readiness for Mobility Transition (ARMT) questionnaire assesses individuals' emotional and attitudinal readiness related to mobility as they age. This study aimed to examine the reliability and validity of the Japanese version of the ARMT (ARMT-J). The ARMT-J and related variables were administered to 173 patients and staff members undergoing rehabilitation at hospitals in Japan. Construct validity was first examined using confirmatory factor analysis (CFA) to confirm cross-cultural validity. For structural validity, the optimal number of factors was confirmed using a Velicer's minimum average partial test and parallel analysis, followed by exploratory factor analysis (EFA). Finally, a CFA was performed using the most appropriate model. Internal consistency, test-retest reliability, standard error of measurement (SEM), and smallest detectable change (SDC) were assessed for reliability. The CFA fit for the factor structure of the original ARMT was low. Therefore, the EFA was conducted with two to four factors. The optimal factor structure was three factors, with a Cronbach's alpha coefficient and Cohen's weighted kappa coefficient of 0.85 and 0.76, respectively. The intraclass correlation coefficient (ICC) of the test-retest was 0.93, the SEM was 0.72, and the SDC was 2.00. The model fit was good for the ARMT-J, with a three-factor structure.

Neuropsychological Correlates of Changes in Driving Behavior Among Clinically Healthy Older Adults

OBJECTIVES

To determine the extent to which cognitive domain scores moderate change in driving behavior in cognitively healthy older adults using naturalistic (Global Positioning System-based) driving outcomes and to compare against self-reported outcomes using an established driving questionnaire.

METHODS

We analyzed longitudinal naturalistic driving behavior from a sample (N = 161, 45% female, mean age = 74.7 years, mean education = 16.5 years) of cognitively healthy, nondemented older adults. Composite driving variables were formed that indexed "driving space" and "driving performance." All participants completed a baseline comprehensive cognitive assessment that measured multiple domains as well as an annual self-reported driving outcomes questionnaire.

RESULTS

Across an average of 24 months of naturalistic driving, our results showed that attentional control, broadly defined as the ability to focus on relevant aspects of the environment and ignore distracting or competing information as measured behaviorally with tasks such as the Stroop color naming test, moderated change in driving space scores over time. Specifically, individuals with lower attentional control scores drove fewer trips per month, drove less at night, visited fewer unique locations, and drove in smaller spaces than those with higher attentional control scores. No cognitive domain predicted driving performance such as hard braking or sudden acceleration.

DISCUSSION

Attentional control is a key moderator of change over time in driving space but not driving performance in older adults. We speculate on mechanisms that may relate attentional control ability to modifications of driving behaviors.

Interactions, relationships and belonging: comparing social connectedness and perceived isolation among older women living alone in private homes and in assisted living

Age-related changes shape social connectedness, isolation and loneliness among older adults. Ageing often accompanies decisions about ageing in place or moving (i.e. senior living facility). Scant research compares these two living arrangements and even sparser research focuses on older women. This study, thus, poses the following questions: How do older women (aged 75+ years) experience social connectedness and perceived isolation? How does this experience vary between older women living alone in private homes and those living in assisted living facilities? Data include semi-structured interviews with women aged 75+ years who live alone in a private home or in an assisted living facility (N = 16). Findings revealed differences in three aspects of social connectedness: interactions, relationships and belonging. Private home participants' interactions underscored intentionality, with minimal investment in forging new or deeper relationships and an emphasis on belonging to the world through awareness, contribution and cognitive ability. The experiences of participants living in assisted living were characterised by availability of interactions and casual relationships. They emphasised belonging to the facility community, while positioning themselves between the status of resident and staff. Surprisingly, most participants in both groups did not express feelings of perceived isolation. Both had adapted their social connectedness expectations to reflect their current situation.

Examining Patterns of Driving Avoidance Behaviors Among Older People Using Latent Class Analysis

Objectives: Some older drivers choose to avoid certain situations where they do not feel confident driving. Little is known about the process by which older drivers may use avoidance in transitioning to non-driving. Methods: We analyzed 2015 ConsumerStyles data for 1198 drivers aged 60+. Driving patterns were examined by sociodemographic and driving characteristics. Avoidance classes were characterized by latent class analysis. Results: Among drivers 60+, 79% reported driving 3+ days/week and 84% reported good to excellent health. We identified four driving avoidance classes (low, mild, moderate, and high). High- (versus low-) avoidance drivers were more likely female, 75+, not White/non-Hispanic, and to have income <$25,000/year. Discussion: Avoidance of selected driving behaviors may be one component of a multi-step process supporting the transition to non-driving. Drivers displaying avoidance behaviors may be receptive to resources to prepare for this transition and minimize negative health and quality of life outcomes that accompany driving cessation.

Mechanisms of Social Interaction and Virtual Connections as Strong Predictors of Wellbeing of Older Adults

Socially engaged older adults are less likely to decline in health and happiness and have a higher quality of life. Building upon this premise, examination was conducted on the domains of social determinants of health, specifically the social and community context per Healthy People 2030 objectives. These mechanisms of social interaction, in the form of group activities, community engagement, and virtual interactions via email or text message, were assessed using hierarchical regression analysis to find out their association with wellbeing, depression symptoms, and cognition of older adults. The data included a total of 4623 sample of older adults from the National Health and Aging Trend Study (NHATS) Round 8. The results showed that social support explained a 40.3% unique variance on wellbeing. The use of text message and email had a moderating effect on community engagement and self-reported depression level in older adults. Findings suggest that community programs, shared group activities, or technology training workshops can improve social interaction and support cognition and reduce depression in older adults. Directions for future research include examining human behaviors and perceptions and increasing technology training sessions to promote independence of older adults and increase their social connections. In addition, participant involvement in interventions would enhance the possibility of success of such endeavors.

Aktuelle Evidenzlage zur Beurteilung der Fahrtauglichkeit von Menschen mit kognitiven Einschränkungen: Ein systematisches Review

Einleitung Aufgrund der hohen Prävalenz demenzieller Erkrankungen handelt es sich bei der Überprüfung der Fahrtauglichkeit von Menschen mit kognitiven Beeinträchtigungen um ein Thema von großer gesellschaftlicher Relevanz.

Methodik Es wurde eine umfassende systematische Literaturrecherche zu der Forschungsfrage: „Welche evidenz-basierten Methoden eignen sich zur Beurteilung der Fahrtauglichkeit von Menschen mit Demenz (MmD) oder milden kognitiven Einschränkungen (MCI)?“ für den Zeitraum 2015–2020 durchgeführt. Die Recherche erfolgte in den Datenbanken Medline, PsycINFO, LIVIVO, PubPsych, Scopus, Cinahl und CENTRAL.

Ergebnisse 30 Studien wurden in die qualitative Analyse eingeschlossen. Die Fahrtauglichkeit kann mit praxisbasierten Testverfahren wie Praxisfahrtest (On-road), Fahrsimulator und Fahrverhaltensbeurteilung im natürlichen Umfeld (Naturalistic Driving) beurteilt werden. Theoriebasierte Methoden sind: neuropsychologische Tests, fahrspezifische Testungen und Fragebögen zur Selbsteinschätzung. Die Studienlage zeigt, dass einzelne neuropsychologische Tests nicht zur Bestimmung der Fahrtauglichkeit ausreichen. Eine höhere Aussagekraft haben praxisbasierte Testverfahren, fahrspezifische Testungen sowie Kombinationen aus evidenz-basierten Methoden.

Schlussfolgerungen Die Überprüfung der Fahrtauglichkeit von Menschen mit kognitiven Beeinträchtigungen sollte angesichts des progredienten Verlaufs demenzieller Erkrankungen engmaschig durch eine Kombination aus theorie- und praxisbasierter Methoden erfolgen.

Rate of Social Isolation by Geographic Location Among Older Adults: AAA LongROAD Study

Introduction: Social isolation is a modifiable risk factor for negative health outcomes among older adults. This work assessed the relationship between geography (i.e., urban vs. non-urban residence) and social isolation in a cohort of older drivers. Methods: The AAA LongROAD cohort with 2,989 older adult drivers from across the country were included. Social isolation was measured at baseline and at two subsequent annual follow-ups using PROMIS v2.0 Social Isolation 4a. The effect of geographic location with social isolation was assessed through with multivariable regression using a generalized estimating equation model. Results: The rate of social isolation in urban areas was 21% lower (adjusted RR 0.79, 95% CI 0.46, 1.36) compared to non-urban areas after adjusting for covariates, though not significant. Discussion: Social isolation is a predictor of poor health outcomes and geographic considerations have been lacking in the literature. The panel data in this analysis provides more evidence for causality though the under-representation of non-urban areas potentially reduces the power for the results. Conclusions: It is important to understand the needs and risk of social isolation in various geographic settings to ensure resources and interventions are appropriately modified for a greater public health impact.

Older Adults' Daily Activity and Mood Changes Detected During the COVID-19 Pandemic Using Remote Unobtrusive Monitoring Technologies

Background and Objectives

The coronavirus disease 2019 (COVID-19) pandemic has limited older adults' access to in-person medical care, including screenings for cognitive and functional decline. Remote, technology-based tools have shown recent promise in assessing changes in older adults' daily activities and mood, which may serve as indicators of underlying health-related changes (e.g., cognitive decline). This study examined changes in older adults' driving, computer use, mood, and travel events prior to and following the COVID-19 emergency declaration using unobtrusive monitoring technologies and remote online surveys. As an exploratory aim, the impact of mild cognitive impairment (MCI) on these changes was assessed.

Research Design and Methods

Participants were 59 older adults (41 cognitively intact and 18 MCI) enrolled in a longitudinal aging study. Participants had their driving and computer use behaviors recorded over a 5-month period (75 days pre- and 76 days post-COVID emergency declaration) using unobtrusive technologies. Measures of mood, overnight guests, and frequency of overnight travel were also collected weekly via remote online survey.

Results

After adjusting for age, gender, and education, participants showed a significant decrease in daily driving distance, number of driving trips, highway driving, and nighttime driving, post-COVID-19 as compared to pre-COVID-19 (p < .001) based on generalized estimating equation models. Further, participants spent more time on the computer per day post-COVID-19 (p = .03). Participants endorsed increases in blue mood (p < .01) and loneliness (p < .001) and decreases in travel away from home and overnight visitors (p < .001) from pre- to post-COVID-19. Cognitive status did not impact these relationships.

Discussion and Implications

From pre- to post-COVID-19 emergency declaration, participants drove and traveled less, used their computer more, had fewer overnight visitors, and reported greater psychological distress. These results highlight the behavioral and psychological effects of stay-at-home orders on older adults who are cognitively intact and those with MCI.

Driving and Alzheimer's dementia or mild cognitive impairment: a systematic review of the existing guidelines emphasizing on the neurologist's role

BACKGROUND

Driving is a complex task requiring the integrity and the cooperation of cognition, motor, and somatosensory skills, all of which are impacted by neurological diseases.

OBJECTIVE

Identification of neurologist's role when assessing fitness to drive of cognitively impaired individuals.

METHODS

We performed a systematic review of the guidelines/recommendations (G/Rs) regarding the evaluation of driving fitness of patients with mild cognitive impairment (MCI) and/or dementia. Emphasis was put on the neurological and neuropsychological aspects of the evaluation.

RESULTS

Eighteen G/Rs were included in the review (9 national guidelines, 5 recommendation papers, 3 consensus statements, and 1 position paper). All G/Rs referred to drivers with dementia and 9/18 referred to drivers with MCI. A common approach among G/Rs is the initial trichotomization of patients in safe to drive, unsafe to drive, and undetermined cases, which are referred to a second-line evaluator. First-line evaluators are general practitioners in 10/18 G/Rs; second-line evaluators are neurologists in 7/18 G/Rs. Specific neuropsychological tests are proposed in 11/18 G/Rs and relative cut-off values in 7/18. The most commonly used tests are the MMSE, TMT, and CDT. A thorough neurological examination is proposed in only 1/18 G/R.

CONCLUSION

Although extensive multi-disciplinary research has provided useful information for driving behavior of cognitively impaired individuals, we are still far from a widely accepted approach of driving ability evaluation in this increasing population. A comprehensive assessment from a multi-disciplinary team in which the neurologist plays a critical role seems to be required, although this has not yet been implemented in any G/Rs.

A Data Science Approach to Estimating the Frequency of Driving Cessation Associated Suicide in the US: Evidence From the National Violent Death Reporting System

Driving cessation is a common transition experienced by aging adults that confers both a symbolic and literal loss of independence due to the central role of automobiles for mobility in the US. Prior research has shown that driving cessation has negative implications for mental health, social participation, and access to healthcare. Given these sequelae of driving cessation and prior work showing that late-life transitions related to independence (e.g., transitioning into residential care) are associated with suicide, we sought to estimate the frequency of driving cessation associated suicide. Data include suicide (n = 59,080) and undetermined (n = 6,862) deaths aged ≥55 from the National Violent Death Reporting System (NVDRS, 2003-2017). Each case in the NVDRS has both quantitative data (e.g., demographic characteristics) and qualitative text narratives, derived from coroner/medical examiner reports, which describe the most salient circumstances and features of each death. To identify cases associated with driving cessation, we employed a supervised random forest algorithm to develop a Natural Language Processing (NLP) classifier. Identified driving cessation associated cases were then categorized and characterized using descriptive statistics and qualitative content analysis. From 2003 to 2017, there were an estimated 305 cases of suicide/undetermined deaths associated with driving cessation in the NVDRS, representing 0.04% of all cases. Cases associated with driving cessation were older, more likely to be male, more likely to have a physical health problem, more likely to have experienced a recent crisis, and more likely to have lived in a rural county than other decedents. Qualitative analysis identified functional impairment, alcohol-related driving limitations, loss of employment, and recent car accidents as common themes among cases associated with driving cessation. This analysis illustrates the utility of NLP in identifying novel correlates of suicide in later life. Although driving cessation associated suicide is a rare outcome, further research is warranted on understanding the conditions under which driving cessation is associated with suicidal behavior, and how to support the well-being of aging adults during these types of major life transitions.

Driving habits, cognition, and health-related quality of life in middle-aged and older adults with HIV

Cognitive impairment is known to increase with aging in people living with HIV (PLWH). Impairment in cognitive domains required for safe driving may put PLWH at risk for poor driving outcomes, decreased mobility, and health-related quality of life (HRQoL). This study described the driving behaviors of middle-aged and older PLWH and examined correlations between driving behaviors and cognitive functioning (Aim 1), and driving behaviors and HRQoL domains (Aim 2). A sample of 260 PLWH ages 40 and older completed a comprehensive assessment including a battery of cognitive tests, an HRQoL measure, and a measure of self-reported driving habits. Associations between driving habits, cognitive function, and HRQoL domains were examined. While 212 (81.54%) participants reported currently driving, only 166 (63.85%) possessed a driver's license. Several significant correlations emerged between driving habits and both cognitive and HRQoL variables, with a general pattern suggesting that current greater driving exposure was associated with better cognitive functioning and HRQoL. Given consistent associations that emerged between the social functioning HRQoL domain and several driving habits, multivariable regression was conducted to examine the unique association between an index of greater driving exposure (i.e., days driven per week) and social functioning, adjusting for potential confounders (race, income, education, depression, and global cognition). Results showed that more days driven per week was a significant, independent correlate of higher social functioning. Understanding the factors underlying driving behaviors in PLWH may contribute to interventions to promote better mobility and improved access to care.

Association of hospitalization with driving reduction and cessation in older adults

BACKGROUND

Driving has not been considered as part of the social cost of acute illness and may go unnoticed in the post-hospital care of older adults. Decreases in driving after hospitalization and at-risk populations have not been investigated.

OBJECTIVE

To determine the association between driving reduction and cessation and hospitalization in older adults by using nationally representative data.

DESIGN

Retrospective cohort analysis.

SETTING

Health and Retirement Study survey from 2004 to 2014.

PARTICIPANTS

Adults aged 65 years and older who were able to drive and had an available car (n = 12,110; 40,364 interviews).

MEASUREMENTS

Self-report of a hospitalization requiring an overnight stay, changes in driving patterns including driving cessation or limitations over a 2-year period, comorbid conditions, health utilization, and behaviors.

RESULTS

Of hospitalizations in adults aged 65 years and older, 22% were associated with a decrease in driving patterns within 2 years. The relative risk of a reduction or cessation in driving was 1.62 (95% CI: 1.54, 1.70, p < 0.001) when there was a hospitalization compared with when a hospitalization did not occur. Baseline functional, cognitive, and visual impairment, fair or poor self-rated health, and diabetes were identified as independent risk factors for decreased driving patterns after hospitalization.

CONCLUSIONS

Changes in driving patterns are common after a hospitalization in older adults. The findings suggest that driving, although not a current goal of post-hospital care, is important to the continued autonomy and community mobility of older adults and needs to be addressed as part of discharge planning and their recovery.

Canadian Older Adults' Perceptions of Transitioning from Driver to Non-Driver

Ceasing driving is associated with many negative outcomes. We examined the perceived impact of driving cessation among current older drivers. Transcripts from 92 interviews with participants from several locations across Canada were analyzed using inductive thematic analysis. We identified five themes: planning for mobility change, mobility supports and neighborhoods, financial security, fearing loss of control and independence, and coping and acceptance as a part of aging. Findings highlight diverse attitudes toward driving cessation, ranging from avoidance to acceptance, and emphasize the importance of tailored resources for drivers at various stages of behavior change.

Barriers and facilitators of older adults' use of ride share services

Introduction

Safe, affordable, and convenient transportation may help older adults (age 65 and older) stay independent, access healthcare services, and maintain their quality of life. While older adults in the United States primarily rely on private automobiles, those who reduce or cease driving may require alternative forms of transportation. Ride share services show promise as an alternative mode of transportation for older adults, particularly for those who no longer drive.

Methods

We employed a qualitative research design to explore barriers and facilitators of older adults' use of ride share services and compare findings to younger adults (age 18 to 64). We conducted 96 telephone interviews (68 older adults and 28 younger adults), and 10 in-person focus groups (56 older adults and 17 younger adults), including individuals who used a ride share service and those who never used a ride share service. We conducted qualitative data analysis to identify key themes and developed a conceptual framework to organize and describe findings.

Results

The qualitative analysis revealed the most important facilitator of older adults' use of ride share services was the desire to remain independent, particularly among those with health conditions and special needs that prevented them from using other transportation. Other facilitators included driver assistance (door-to-door service), a polite and courteous driver, a clean vehicle, and prompt and dependable service. Barriers among older adults included safety concerns, affordability, technology, and a lack of ride share services in the community. Among younger adults, technology was a facilitator of use.

Conclusion

Ride share services are a promising transportation option. Findings highlight a need to tailor these services to older adults' needs. Ride share services that are safe, reliable, and offer driver assistance and telephone scheduling have the potential to support older adults' health, mobility, and independence.

Cross-national comparison of social isolation and mortality among older adults: A 10-year follow-up study in Japan and England

AIM

Existing evidence links social isolation with poor health. To examine differences in the mortality risk by social isolation, and in socio-economic correlates of social isolation, we analyzed large-scale cohort studies in Japan and England.

METHODS

Participants were drawn from the Japan Gerontological Evaluation Study (JAGES) and the English Longitudinal Study of Ageing (ELSA). We analyzed the 10-year mortality among 15 313 JAGES participants and 5124 ELSA respondents. Social isolation was measured by two scales, i.e., scoring the frequency of contact with close ties, and a composite measurement of social isolation risk. We calculated the population attributable fraction, and Cox regression models with multiple imputations were used to estimate hazard ratios (HRs) for mortality due to social isolation.

RESULTS

The proportion of those with contact frequency of less than once a month was 8.5% in JAGES and 1.3% in ELSA. Males, older people, those with poor self-rated health, and unmarried people were significantly associated with social isolation in both countries. Both scales showed that social isolation among older adults had a remarkably higher risk for premature death (less frequent contact with others in JAGES: hazard ratio [HR] = 1.18, 95% confidence interval [CI]: 1.05-1.33, in ELSA: HR = 1.27, 95% CI: 0.85-1.89; and high isolation risk score in JAGES: HR = 1.30, 95% CI: 1.12-1.50, in ELSA: HR = 2.05, 95% CI: 1.52-2.73). The population attributable fraction showed less frequent contact with close ties was attributed to about 18 000 premature deaths annually in Japan, in contrast with about 1800 in England.

CONCLUSIONS

Negative health impacts of social isolation were higher among older Japanese compared with those in England. Geriatr Gerontol Int 2021; 21: 209-214.

Effects of an Unexpected and Expected Event on Older Adults' Autonomic Arousal and Eye Fixations During Autonomous Driving

Driving cessation for some older adults can exacerbate physical, cognitive, and mental health challenges due to loss of independence and social isolation. Fully autonomous vehicles may offer an alternative transport solution, increasing social contact and encouraging independence. However, there are gaps in understanding the impact of older adults’ passive role on safe human–vehicle interaction, and on their well-being. 37 older adults (mean age ± SD = 68.35 ± 8.49 years) participated in an experiment where they experienced fully autonomous journeys consisting of a distinct stop (an unexpected event versus an expected event). The autonomous behavior of the vehicle was achieved using the Wizard of Oz approach. Subjective ratings of trust and reliability, and driver state monitoring including visual attention strategies (fixation duration and count) and physiological arousal (skin conductance and heart rate), were captured during the journeys. Results revealed that subjective trust and reliability ratings were high after journeys for both types of events. During an unexpected stop, overt visual attention was allocated toward the event, whereas during an expected stop, visual attention was directed toward the human–machine interface (HMI) and distributed across the central and peripheral driving environment. Elevated skin conductance level reflecting increased arousal persisted only after the unexpected event. These results suggest that safety-critical events occurring during passive fully automated driving may narrow visual attention and elevate arousal mechanisms. To improve in-vehicle user experience for older adults, a driver state monitoring system could examine such psychophysiological indices to evaluate functional state and well-being. This information could then be used to make informed decisions on vehicle behavior and offer reassurance during elevated arousal during unexpected events.