Journal of Transport & Health最新文献

{"title":"Cycling infrastructure and transportational and recreational physical activity in Canadians","authors":"S.A. Prince ,&nbsp;N. Doan ,&nbsp;G.P. Butler ,&nbsp;S.A. Srugo ,&nbsp;M. Winters ,&nbsp;R.C. Colley ,&nbsp;C. Vietinghoff ,&nbsp;R. Larouche ,&nbsp;D.G. Rainham ,&nbsp;J.J. Lang","doi":"10.1016/j.jth.2025.102046","DOIUrl":"10.1016/j.jth.2025.102046","url":null,"abstract":"<div><div>Built environments that support cycling, especially those that are comfortable and safe (e.g., protected cycle tracks), are positively associated with physical activity (PA). The objective was to determine the associations between cycling infrastructure and transportational (PA_TRA) and recreational (PA_REC) PA among urban-dwelling Canadians. Self-reported PA_TRA/PA_REC data (N = 120,648, aged 12+ years) from the 2017, 2018, 2020 and 2021 cycles of the Canadian Community Health Survey were linked to cycling infrastructure. Neighbourhood-level infrastructure included: total kilometres (km_unweighted), kilometres weighted by comfort/safety (km_weighted), and category of infrastructure level. Multivariable logistic and linear regression examined the association between cycling infrastructure and engagement and duration of PA_TRA/PA_REC. Approximately half (48.8 %) of urban-dwelling Canadians reported engaging in PA_TRA, while 58.2 % reported engaging in PA_REC. Greater exposure to infrastructure was both associated with engagement in PA_TRA (km_unweighted: aOR = 1.04, km_weighted: aOR = 1.07, p &lt; .0001) and PA_REC (km: aOR = 1.02, km_weighted: aOR = 1.03, p &lt; .0001), as well as duration of PA_TRA (km: β = 0.03, km_weighted: β = 0.06, p &lt; .0001) and PA_REC (km: β = 0.01, km_weighted: β = 0.02, p &lt; .0001). Compared to the lowest level of infrastructure (category 1), the highest level (category 5) was associated with greater engagement and duration of PA_TRA (aOR = 1.88, 95 % CI: 1.69–2.09; β = 0.50, 95 % CI: 0.42–0.58) and PA_REC (aOR = 1.26, 95 % CI: 1.13–1.39, β = 0.19, 95 % CI: 0.11–0.27). Cycling infrastructure, especially of higher comfort and safety, is associated with engagement and duration of PA_TRA and PA_REC among urban-dwelling Canadians. Future longitudinal work is needed to explore associations with cycling-only outcomes, as well as identifying the actual cycling infrastructure used.</div></div>","PeriodicalId":47838,"journal":{"name":"Journal of Transport & Health","volume":"42 ","pages":"Article 102046"},"PeriodicalIF":3.2,"publicationDate":"2025-04-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143767883","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Comparing pedestrian and cyclist injuries from falls and collisions in British Columbia, Canada: Frequencies and population characteristics","authors":"Michael Branion-Calles ,&nbsp;Andrea Godfreyson ,&nbsp;Kate Berniaz ,&nbsp;Neil Arason ,&nbsp;Shannon Erdelyi ,&nbsp;Meghan Winters ,&nbsp;Kay Teschke ,&nbsp;Fahra Rajabali ,&nbsp;M. Anne Harris ,&nbsp;Jeffrey R. Brubacher","doi":"10.1016/j.jth.2025.102044","DOIUrl":"10.1016/j.jth.2025.102044","url":null,"abstract":"<div><h3>Introduction</h3><div>Walking and cycling offer health benefits but carry injury risks. Traditional road safety datasets often exclude pedestrian and cyclist falls, despite emerging evidence that injuries from falls occur more frequently than collisions with motor vehicles.</div></div><div><h3>Methods</h3><div>This research compared the frequency of pedestrian and cyclist injuries from falls versus collisions using hospital admissions data from a linked database of road traffic injuries in British Columbia, Canada, which combined hospital admissions, and sociodemographic information from 2015 to 2019. Additionally, we examined differences in injury severity and population characteristics between those injured in falls versus collisions.</div></div><div><h3>Results</h3><div>Of 6807 pedestrian hospital admissions, 68.8 % were from falls—2.3 times higher than motor vehicle collisions (29.2 %). Among 2409 cyclist admissions, falls accounted for 48.6 %–1.8 times higher than motor vehicle collisions (27.6 %). More severe injuries (MAIS3+) occurred less frequently in falls (25.0 % pedestrians, 17.9 % cyclists) than in collisions with motor vehicles (39.7 %, 27.4 %). We also found that falls disproportionately happen to older adults, females, higher-income individuals, and rural residents with more pronounced differences in pedestrians.</div></div><div><h3>Conclusions</h3><div>Our analysis revealed that pedestrian and cyclist falls are major contributors to the burden of road traffic injury and emphasizes the need for their inclusion in road safety surveillance and research. Reliance on datasets that exclude falls, or failing to consider falls as a road safety issue, can potentially hinder the development of infrastructure and built environment design solutions aimed at reducing the frequency and severity of fall injuries to pedestrians and cyclists.</div></div>","PeriodicalId":47838,"journal":{"name":"Journal of Transport & Health","volume":"42 ","pages":"Article 102044"},"PeriodicalIF":3.2,"publicationDate":"2025-04-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143760921","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Revisiting independent mobility and healthy aging connection using a double machine learning","authors":"Yuexia Chen,&nbsp;Wanru Du,&nbsp;Peng Jing,&nbsp;Yaqi Liu,&nbsp;Jie Ye,&nbsp;Huiqian Sun","doi":"10.1016/j.jth.2025.102041","DOIUrl":"10.1016/j.jth.2025.102041","url":null,"abstract":"<div><h3>Introduction</h3><div>The rapid aging of the population has placed significant pressure on medical resources and hindered healthy aging. Scholars highlight the critical link between independent mobility and healthy aging, as it enables older adults to actively engage in social and community life. While existing studies often assess independent mobility through driving ability, they tend to overlook the impact of other travel patterns, such as public transport and walking. Differences in commonly used travel patterns may shape older adults’ perceptions of independent mobility, thereby influencing its effect on healthy aging.</div></div><div><h3>Methods</h3><div>This paper utilizes Double Machine Learning to analyze the causal effects of independent mobility on healthy aging and explores the mediation role of social participation in this relationship.</div></div><div><h3>Results</h3><div>The findings show that independent mobility impacts healthy aging in multiple dimensions, with anxiety being the most significantly affected. Additionally, social activities, such as tai chi and square dancing, exhibit a statistically significant mediation effect.</div></div><div><h3>Conclusion</h3><div>These results provide valuable insights for policymakers, emphasizing the need to improve public transportation and pedestrian infrastructure while promoting social participation to enhance healthy aging among older adults.</div></div>","PeriodicalId":47838,"journal":{"name":"Journal of Transport & Health","volume":"42 ","pages":"Article 102041"},"PeriodicalIF":3.2,"publicationDate":"2025-04-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143739442","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Electric scooter use: The perspective of university students","authors":"Muhammed Emin Cihangir Bagdatli,&nbsp;Gokhan Godebey","doi":"10.1016/j.jth.2025.102039","DOIUrl":"10.1016/j.jth.2025.102039","url":null,"abstract":"<div><h3>Introduction</h3><div>E-scooters stand out as a vehicle that has the potential to support the mode shift towards more sustainable transport and to achieve greater equity in mobility. There is a need to examine the attitudes and views of various segments of society towards e-scooters to understand the impact of this new vehicle on cities and to provide various operational and safety solutions.</div></div><div><h3>Methods</h3><div>This study conducted a face-to-face survey focusing on revealing the perspectives of university students in nine major cities in Türkiye. A survey was carried out with a total of <em>1302</em> people, and <em>1211</em> valid questionnaires were provided for statistical analysis. Various results related to the university students' views and attitudes on e-scooter use were achieved through the binary and ordered logit models.</div></div><div><h3>Results</h3><div>Results principally provide the variables affecting the current and future use of e-scooters. The remarkable results are outlined as follows: (i) E-scooter use is positively affected by university students' attitudes that e-scooters are enjoyable and economical, and they offer time savings and ease of use. (ii) Short-distance and short-duration commute trips by e-scooters are embraced by university students. (iii) The risk of falling, the high fees of shared e-scooters, access problems to shared e-scooters, and aesthetic concerns are major obstacles to e-scooter use.</div></div><div><h3>Conclusions</h3><div>Developing all aspects of micromobility is well-known to be a critical task for a healthier and sustainable urban life. This study, which focuses on university students' perspectives on e-scooter use, can be seen as a part of this task, and the findings and discussions may be beneficial for transport infrastructure providers and policymakers.</div></div>","PeriodicalId":47838,"journal":{"name":"Journal of Transport & Health","volume":"42 ","pages":"Article 102039"},"PeriodicalIF":3.2,"publicationDate":"2025-03-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143734932","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Deconstructing the barriers and facilitators of e-bike helmet usage: A structural equation modeling approach","authors":"Mingyang Pei ,&nbsp;Zikang Huang ,&nbsp;Ting Huang ,&nbsp;Ke Wang ,&nbsp;Xin Ye","doi":"10.1016/j.jth.2025.102035","DOIUrl":"10.1016/j.jth.2025.102035","url":null,"abstract":"<div><h3>Introduction</h3><div>E-bike accidents are on the rise in China as shared e-bikes become more popular. Helmet usage could prevent e-bike riders from severe head injuries in e-bike accidents. Investigating the underlying determinants that influence the intention towards helmet use is of paramount importance.</div></div><div><h3>Methods</h3><div>Drawing upon the theoretical underpinnings of the Theory of Planned Behavior, this study puts forth an augmented framework to analyze a dataset comprising responses from 1300 shared e-bike users in Guangzhou, China. By employing structural equation modeling, we aim to pinpoint the pivotal factors influencing helmet use intention, with a particular emphasis on attitudes, punishments for not wearing helmets, subjective norms, safety awareness, personal characteristics, and service level of helmets.</div></div><div><h3>Result</h3><div>Attitudes, punishments, subjective norms, safety awareness, and service level were identified as five statistically significant factors. Among these, the most potent determinant of an individual's intention to use a helmet was found to be their underlying attitude towards this safety measure. The first two factors (attitudes and punishments) have direct effects on helmet use intention, while the other three determinants have indirect effects that are mediated by attitudes.</div></div><div><h3>Conclusions</h3><div>Promoting positive attitudes toward helmet use may be more effective than other factors for encouraging their adoption among shared e-bikers. Positive attitudes can be fostered by establishing a helmet-use behavioral norm, increasing shared e-bikers’ safety awareness, and improving helmet quality provided by merchants. As a result of the findings, the current penalty for not wearing a helmet may need to be adjusted to motivate more people to wear helmets.</div></div>","PeriodicalId":47838,"journal":{"name":"Journal of Transport & Health","volume":"42 ","pages":"Article 102035"},"PeriodicalIF":3.2,"publicationDate":"2025-03-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143734931","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Low uptake of driver refresher courses by older adults: An examination of potential explanatory variables using the Candrive cohort","authors":"Michel Bédard ,&nbsp;Hillary Maxwell ,&nbsp;Isabelle Gélinas ,&nbsp;Barbara Mazer ,&nbsp;Gary Naglie ,&nbsp;Michelle M. Porter ,&nbsp;Mark J. Rapoport ,&nbsp;Holly Tuokko ,&nbsp;Brenda Vrkljan ,&nbsp;Shawn Marshall","doi":"10.1016/j.jth.2025.102043","DOIUrl":"10.1016/j.jth.2025.102043","url":null,"abstract":"<div><h3>Introduction</h3><div>Older drivers benefit from driver refresher courses, particularly courses with on-road training. Yet, the uptake of these courses and the factors associated with taking them is poorly documented.</div></div><div><h3>Methods</h3><div>We used data from the Candrive prospective cohort (N = 928) to examine these issues using variables representing sociodemographic factors (e.g., age), health-related factors (e.g., medical conditions), and driving-related factors (e.g., driving comfort). The outcome variable was operationalized as having taken a non-mandatory refresher course in the last 10 years or never.</div></div><div><h3>Results</h3><div>Participants’ mean age was 76.21 (SD = 4.85) and 576 (62.1 %) were males. Ninety-eight participants (10.6 %) reported having taken a non-mandatory refresher course within the last 10 years, and less than half of those reported that it included an on-road component. Only nine percent of participants had discussed driving with a physician. The multivariable regression model (N = 746; −2 log likelihood = 515.10, p &lt; .001, Nagelkerke <em>R</em>² = 0.12) identified five variables as statistically significant. The odds of having taken a course were higher with age (OR = 1.53, 95 % CI = 1.23, 1.92), when one’s driving was perceived as important for others (OR = 1.87, 95 % CI = 1.26, 2.80), and for participants who spoke to their family (OR = 1.80, 95 % CI = 1.04, 3.09) or to a physician about driving (OR = 2.24, 95 % CI = 1.15, 4.36); the odds were lower for those who benefited the most personally from driving (OR = 0.64, 95 % CI = 0.51, 0.82).</div></div><div><h3>Conclusions</h3><div>The uptake of driver refresher courses is low and few discussions about driving took place with physicians. Further research is needed to understand the barriers and facilitators related to older drivers’ involvement in refresher courses.</div></div>","PeriodicalId":47838,"journal":{"name":"Journal of Transport & Health","volume":"42 ","pages":"Article 102043"},"PeriodicalIF":3.2,"publicationDate":"2025-03-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143726150","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Canadian population-based survey of commercial drivers during the COVID-19 pandemic: Health- and safety-related factors affecting collision risk","authors":"Jennifer K. Johnson ,&nbsp;Evelyn Vingilis ,&nbsp;Jane Seeley ,&nbsp;Doug Beirness ,&nbsp;Jeffrey R. Brubacher ,&nbsp;Brian Jonah ,&nbsp;Mark J. Rapoport ,&nbsp;Gina Stoduto ,&nbsp;Branka Agic ,&nbsp;Christine M. Wickens","doi":"10.1016/j.jth.2025.102038","DOIUrl":"10.1016/j.jth.2025.102038","url":null,"abstract":"<div><h3>Background</h3><div>Commercial motor vehicles are imperative to Canada to deliver goods and services. Timely delivery during the COVID-19 pandemic meant commercial drivers had to work longer hours in difficult conditions, with increased risk of COVID-19 exposure, morbidity and mortality.</div></div><div><h3>Objectives</h3><div>were to: (1) compare drivers with commercial drivers' licences with matched drivers without commercial drivers' licences on health and safety factors and driving during the pandemic; (2) examine predictors of collisions since the pandemic among drivers with commercial drivers’ licences.</div></div><div><h3>Methods</h3><div>A sub-analysis of a population-based online survey of Canadian drivers was conducted examining impact of COVID-19 on health and safety factors and driving. Socio-demographics, health and driving variables were compared between matched drivers with and without commercial licences and logistic regression analysis assessed the impact of COVID-19-related health and safety factors on likelihood of commercial driver involvement in collisions.</div></div><div><h3>Results</h3><div>Commercial drivers drove significantly more kilometres, were more likely to have been stopped by police, and more likely to have had at least one collision during the pandemic than non-commercial drivers. No between group differences were found for distress, worry about COVID-19, vaccine status and testing positive for COVID-19, speeding, driving after alcohol or cannabis use.</div><div>Drivers with commercial licences who scored higher on distress, reported less worry about COVID-19, increased speeding and being stopped by the police were all significantly associated with more self-reported collisions.</div></div><div><h3>Conclusions</h3><div>Health and safety factors need to be considered for drivers with commercial licences for collision involvement in future pandemics.</div></div>","PeriodicalId":47838,"journal":{"name":"Journal of Transport & Health","volume":"42 ","pages":"Article 102038"},"PeriodicalIF":3.2,"publicationDate":"2025-03-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143716157","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Mental health facility visits before and after the outbreak of COVID-19: The role of walkable built environment","authors":"Chaeyeon Han ,&nbsp;Bon Woo Koo ,&nbsp;Uijeong Hwang","doi":"10.1016/j.jth.2025.102037","DOIUrl":"10.1016/j.jth.2025.102037","url":null,"abstract":"<div><h3>Introduction</h3><div>Before the COVID-19 pandemic, walkability was linked to improved mental health. However, walkable areas can be more vulnerable to outbreaks of infectious diseases due to increased interaction and proximity between individuals, potentially leading to adverse effects on mental health. Whether walkability maintains its positive association with better mental health during the pandemic remains unclear, especially given mixed findings on whether walkability increases COVID-19 cases.</div></div><div><h3>Methods</h3><div>This study integrates Walk Score®, mental health facility visit frequencies from mobile phone GPS trajectories, and COVID-19 case rates to explore how the relationship between walkability and mental health evolves across three periods: before the pandemic, during its early stages, and in the later stages. Additionally, it examines the role of COVID-19 case rates in this dynamic using mediation analysis.</div></div><div><h3>Results</h3><div>Our findings indicate that Walk Score® consistently associates with reduced frequency of mental health facility visits at all three time points, despite a reversal in the relationship between walkability and COVID-19 case rates from the early to later stages of the pandemic. Mediation analysis revealed that walkability has only direct effects on mental health in the early stages of the pandemic when walkability was found to be correlated with increased COVID-19 case rate. However, both indirect and direct effects were observed when walkability was associated with reduced COVID-19 case rate in the later stages.</div></div><div><h3>Conclusions</h3><div>The study demonstrates that walkable environments consistently offer mental health benefits throughout different pandemic stages. These findings underscore the importance of integrating walkability into urban planning strategies.</div></div>","PeriodicalId":47838,"journal":{"name":"Journal of Transport & Health","volume":"42 ","pages":"Article 102037"},"PeriodicalIF":3.2,"publicationDate":"2025-03-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143696885","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"An investigation of 15-minute neighbourhoods in Surrey, British Columbia: A community-informed social equity analysis for a fast-growing, diverse, Canadian city","authors":"Aayush Sharma,&nbsp;Aman Chandi,&nbsp;Meghan Winters","doi":"10.1016/j.jth.2025.102021","DOIUrl":"10.1016/j.jth.2025.102021","url":null,"abstract":"<div><h3>Introduction</h3><div>Auto-centric urban design drives health and environmental issues. Proximity-based concepts like “15-minute neighbourhoods” can reduce these harms. Most studies on 15-minute neighbourhoods have been in European centres, and few have incorporated community views. Set in a fast-growing city, this study developed a community-informed definition of 15-minute neighbourhoods and explored social equity in accessibility to amenities.</div></div><div><h3>Methods</h3><div>Based in Surrey, British Columbia, Canada (population 580,000), this mixed-methods study involved mapping and community engagement. We created preliminary maps of 15-minute neighbourhoods by using open data for 6 amenity types (community centres, educational facilities, grocery stores, health facilities, parks, and public transit) and mapping spatial access by walking/cycling for every dissemination area using ArcGIS and r5r. We then hosted focus groups with equity-deserving residents (n = 102) to understand if these preliminary maps aligned with their experiences and gather input on what was missing and what concerns they had. We drew on participants’ input to create a community-informed definition and refined maps. With census data (2021), we conducted a social equity analysis by calculating the percentage of residents living in 15-minute neighbourhoods and assessing access for equity-deserving populations.</div></div><div><h3>Results</h3><div>Overall, 52% of Surrey residents lived in areas considered 15-minute neighbourhoods. Participants felt maps missed some amenities (e.g., places of worship) and that beyond amenities, supportive infrastructure, safety, and terrain were vital. We produced bivariate maps, including microscale design features, highlighting areas with many amenities but little supportive infrastructure. The social equity analysis did not highlight inequities in spatial access; rather, areas with more children/youth living in one-parent households, Indigenous peoples, low income residents, and recent immigrants were more likely to be 15-minute neighbourhoods.</div></div><div><h3>Conclusions</h3><div>Community voices added insights into factors beyond amenities that matter. As proximity-based planning proceeds, care is needed to ensure that future city design meets the needs of all residents.</div></div>","PeriodicalId":47838,"journal":{"name":"Journal of Transport & Health","volume":"42 ","pages":"Article 102021"},"PeriodicalIF":3.2,"publicationDate":"2025-03-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143683179","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Driving status, avoidance, and visual impairment among older adults in the United States","authors":"Shu Xu ,&nbsp;Philippa J. Clarke ,&nbsp;Lindsey B. De Lott ,&nbsp;Mickey Nguyen ,&nbsp;Joshua R. Ehrlich","doi":"10.1016/j.jth.2025.102036","DOIUrl":"10.1016/j.jth.2025.102036","url":null,"abstract":"<div><h3>Background</h3><div>Late-life visual impairment (VI) increases driving difficulty and affects driving outcomes, such as driving cessation and avoidance. Existing studies are limited by small sample sizes and a lack of objective VI measures in older drivers on a national scale.</div></div><div><h3>Methods</h3><div>Using nationally representative data from the 2022 National Health and Aging Trends Study, we examined associations between objectively measured VI, driving cessation, and avoidance among U.S. adults aged ≥65 (n = 4980). VI was defined using measures of binocular distance visual acuity and contrast sensitivity (CS). Driving cessation was defined as no longer driving in the prior month, and driving avoidance included avoiding driving at night, alone, and on highways.</div></div><div><h3>Results</h3><div>Weighted sample characteristics showed that 9.4 % of older adults had distance VI (DVI) and 9.2 % had CS impairment (CSI). Nearly half of older adults with VI avoided driving at night, about 1 in 7 avoided driving alone, and more than 1 in 4 avoided driving on highways. Compared to those without any VI, older adults with any type of VI were more likely to report driving cessation (OR = 2.31F, 95 %CI = 1.62–3.29) and to avoid driving at night(OR = 1.63, 95 %CI = 1.15–2.32), on highways(OR = 1.41, 95 %CI = 1.02–2.05), and alone(OR = 1.76, 95 %CI = 1.07–2.89). DVI and CSI were each significantly associated with all outcomes, with stronger associations for more severe DVI. For each outcome, the joint association of combined DVI and CSI was stronger than for a single VI.</div></div><div><h3>Discussion</h3><div>Preventing VI and deploying interventions to restore vision are necessary to promote independence in late life by keeping older adults driving safely.</div></div>","PeriodicalId":47838,"journal":{"name":"Journal of Transport & Health","volume":"42 ","pages":"Article 102036"},"PeriodicalIF":3.2,"publicationDate":"2025-03-20","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143683180","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}