Australian medical practitioners' perspectives about current practice relating to fitness to drive assessment for older people with dementia and mild cognitive impairment: A qualitative study.

OBJECTIVES: To describe the perspectives of Australian medical practitioners about current practice, and the potential benefit of tools and resources to support fitness to drive assessment for older people with dementia and mild cognitive impairment (MCI). METHODS: Semi-structured interviews with 22 medical practitioners from cognitive/memory clinics, hospitals, general practice and driving fitness assessment services in Australia. Reflexive thematic analysis was conducted. RESULTS: Two overarching themes were generated: (1) Uncomfortable decisions, describing feelings of discomfort expressed by practitioners about making fitness to drive recommendations, with two subthemes: (a) 'Feeling uncertain' and (b) 'Sticking your neck on the line'; and (2) Easing the discomfort, describing participants' desire for tools/resources to support practitioners to increase comfort with fitness to drive recommendations, with two subthemes: (a) 'Seeking certainty' and (b) 'Focusing on the process' conveying two different perspectives about how this may be achieved. There was a desire for a new in-office assessment tool capable of accurately predicting fitness to drive outcomes and views that an evidence-based clinical pathway could improve practitioners' confidence in decision-making. CONCLUSIONS: Perceptions of discomfort relating to fitness to drive assessment of older people with dementia and MCI exist amongst medical practitioners from health-care settings across Australia. In the absence of a well-validated in-office assessment tool, practitioners may benefit from an evidence-based clinical pathway to guide driving recommendations.

"You just have to be careful how you do it": A qualitative study of the Healthwise decision aid for older drivers.

OBJECTIVE: Decisions about driving retirement are difficult for older adults, their families, and health care providers. A large randomized trial found that an existing online Healthwise decision aid decreased decision conflict and increased knowledge about driving decisions. This study sought to discover how, when, and where the tool might be most effective for older drivers, their family members, and their health care providers. METHODS: We used one-on-one, semistructured interviews (June-December 2023) to explore perspectives on the content of the Healthwise online driving decision aid and its potential use. Participants were health care providers or subject matter experts in older driver research or policy. Transcribed interviews were coded and analyzed with a team-based approach to identify emerging themes. RESULTS: Across interviews (16 health care providers; 15 experts), emerging themes related to considerations (barriers, benefits, and settings for use) that were (1) individual or interpersonal or (2) institutional or cultural, as well as feedback on (3) decision aid content and structure. Findings included concerns over agism and damaging provider-patient relationships, along with identified benefits of integrating tools into electronic health records and a need for consolidated, easy-to-access resources for both providers and patients. CONCLUSION: Attention to individual, interpersonal, institutional, and cultural factors may enhance the use and dissemination of an online decision aid about driving, as well as its effectiveness in decision making. Future work should include views of additional stakeholders and studies on implementation of decision aids into real-world settings.

Associations between driving status, frequency of transport use after driving cessation, and social frailty among middle-aged and older people aged 60 years and older.

Background: The use of transport other than cars is a modifiable factor in the association between driving cessation and social frailty. Clarifying this relationship may serve as a new preventive measure against social frailty among current non-drivers. This study examined the potential association of driving status and transport use with social frailty, as well as between the frequency of transport use and social frailty, among current non-drivers. Methods: This study included 977 middle-aged and older adults (average age 65.3 ± 4.8 years). The participants were classified as transport users (more than a few times a week) and transport non-users (less than a few times a month). Based on driving status and transport use, the groups were further classified into current driver, current non-driver/transport user, and current non-driver/transport non-user groups. We performed statistical analyses to examine the relationships between driving status, transport use, and social frailty. Results: The current non-driver/transport non-user group showed a significant association with a higher social frailty. The current non-driver/transport user group showed no association with social frailty compared with the current driver group. The current non-driver/transport non-user group showed a significant association with a higher social frailty rate (OR 2.14, 95%CI 1.25-3.73). Conclusions: Participants who did not drive or take transport showed significant associations with increased social frailty. Compared with current driver/transport use, current non-driver/transport non-use was associated with social frailty.

Prevalence and correlates of depressive symptoms among professional drivers in Saudi Arabia: A cross-sectional study.

BACKGROUND: Professional drivers in Saudi Arabia may be at increased risk for mental illness because of their expatriate status, long driving hours, and unhealthy lifestyles. OBJECTIVE: To assess the prevalence and correlates of depressive symptoms among professional drivers in Saudi Arabia, most of whom are expatriates. METHODS: Professional drivers (n = 324) were interviewed after convenient sampling of transportation companies. The Depression Anxiety Stress Scale-21 (DASS-21) was used to screen for depressive symptoms. Correlates of depressive symptoms were identified using Cox regression with a fixed follow-up time. RESULTS: Of the drivers, 20.4% had moderate to severe depressive symptoms. Sleep quality was found to be a significant independent correlate of depressive symptoms. Drivers with poor and fair sleep quality had higher risk of depressive symptoms than drivers with excellent sleep quality (poor: OR = 5.8, CI: 1.95-17.11; fair: OR = 4.5, CI: 1.68-11.96). CONCLUSION: The frequency of depressive symptoms among professional drivers in Saudi Arabia is high (one out of five). Companies should consider screening for depressive symptoms and sleep disorders among employees and should provide referrals as needed.

Investigating the relationship between multiple sclerosis disability and driving performance: A comparative study of the multiple sclerosis functional composite and expanded disability status scale.

INTRODUCTION: Multiple Sclerosis (MS) can affect the ability to perform complex tasks such as driving. The Expanded Disability Status Scale (EDSS) overlooks cognitive deficits crucial for driving. We investigated the relationship between the Multiple Sclerosis Functional Composite (MSFC), which includes cognitive assessment, and EDSS in relation to driving performance. METHODS:  This exploratory study involved 30 MS patients (mean EDSS 2.4 ± 2.0) and 15 healthy controls. We correlated the results of the EDSS, MSFC, and driving performance tests, namely the Two-Hand Coordination Test (2HAND) and the Speed Anticipation Reaction Test (SART). RESULTS: Patients did not differ from the healthy controls regarding age, sex, and driving experience. However, they exhibited lower mean Z-scores in MSFC, particularly in motor domains, but not in cognitive function. The mean Z-score for the 25-foot Walk test was -0.42 in patients compared to -0.04 in controls. For the 9-hole Peg Test, it was 0.17 in patients versus 1.47 in controls. Patients had a mean total error time of 19.7 seconds for both hands in the 2HAND test, compared to 7.7 seconds in controls. In MS patients, the MSFC and EDSS significantly correlated with SART and 2HAND components. While upper limb function (9-HPT) did not correlate with 2HAND, cognitive function (PASAT) did correlate with the number of 2HAND errors, indicating that cognitive dysfunction impacts driving performance more than physical dysfunction. CONCLUSION: The MSFC may provide valuable insights into the driving abilities of MS patients, potentially offering advantages over the EDSS in predicting driving performance. Further research with larger, more diverse populations across various driving environments is necessary to validate these findings.

Prevalence and factors associated with driving under the influence of alcohol in Brazil.

OBJECTIVES: To estimate the prevalence and factors associated with Driving Under the Influence of Alcohol (DUIA) among car drivers and motorcyclists in Brazil and to evaluate the association between DUIA and self-reported Road Traffic Injuries (RTIs) in these groups. METHODS: A cross-sectional study was conducted using data from adults aged 18 or older who participated in the 2019 National Health Survey. Probability sampling was used to recruit participants, and data collection was carried out through home visits. Data from 31,246 car drivers and 21,896 motorcyclists were analyzed. Key indicators included the proportion (%) of car drivers who consumed alcohol and then drove in the past 12 months and the proportion (%) of motorcyclists who consumed alcohol and then drove in the past 12 months. Multiple Poisson regression was used to determine factors associated with DUIA and the association of this variable with RTIs in both groups. RESULTS: DUIA prevalence was 9.4% (95% Confidence Interval [95% CI] = 8.8-10.0) among car drivers and 11.2% (95% CI = 10.4-12.1) among motorcyclists. Among car drivers, DUIA prevalence was higher in men, young adults, those without a spouse/partner, and lower in individuals with lower income and education level. Among motorcyclists, DUIA prevalence was higher in men, young adults, those living outside the capitals and metropolitan regions, and lower in individuals with lower income. DUIA increased the prevalence of self-reported RTIs in the previous 12 months among car drivers and motorcyclists. CONCLUSIONS: A high prevalence of DUIA was evident among drivers, particularly motorcyclists. The DUIA was more prevalent among men and young adults. The DUIA was associated with an increased magnitude of self-reported RTIs among car drivers and motorcyclists. Despite the extensive legislation for zero tolerance toward DUIA in the country, actions need stricter enforcement.

Factors related to the low-risk perception of driving after cannabis use.

INTRODUCTION: Modifying risk perceptions related to driving after cannabis use (DACU) could deter individuals from enacting this behavior, as low-risk perception is associated with DACU engagement. This study identified sociodemographic characteristics, substance use, other driving behaviors, peer norms, and psychological characteristics that are associated with lower risk perception regarding DACU. METHODS: Canadian drivers aged 17-35 who have used cannabis in the past year (n = 1,467) completed an online questionnaire. A multivariate linear regression model allowed for identifying variables associated with the low-risk perception of DACU (i.e. believing it to be safe as one's driving ability is not impaired by cannabis or by being high). RESULTS: Lower risk perception of DACU was associated with identifying as male, weekly to daily cannabis use, engagement in DACU, general risky driving behaviors, being a passenger of a driver who engages in DACU, number of friends who engage in DACU, and peer approval of DACU. Having driven under the influence of alcohol, living in urban areas, having received traffic tickets in the past three years, and declaring past-week irritability and cognitive problems were associated with holding a higher risk perception related to DACU. DISCUSSION: Road education and prevention programs should target attitudes and perceptions regarding risks shaped by sociocultural norms and past risky driving experiences. They need to reach out more specifically to drivers with the identified characteristics associated with the low-risk perception of DACU. These interventions can potentially help reduce the rate of individuals who engage in this behavior.

Impact of Migraine on Daily Life: Results of the Observational survey of the Epidemiology, Treatment, and Care of Migraine (OVERCOME [Japan]) Study.

INTRODUCTION: The impacts of migraine on daily life, including daily activities and fundamental health indicators (sleep and mental health), have not been described in detail for people with migraine in Japan. METHODS: The cross-sectional ObserVational survey of the Epidemiology, tReatment, and Care Of MigrainE (OVERCOME [Japan]) study was conducted between July and September 2020. Impacts of migraine on housework, family/social/leisure activities, driving, and sleep were assessed using questions from the Migraine Disability Assessment (MIDAS), Migraine-Specific Quality-of-Life Questionnaire, and Impact of Migraine on Partners and Adolescent Children scales and questions developed for OVERCOME (Japan). The Migraine Interictal Burden Scale (MIBS-4) evaluated burden on days without headaches. Depression and anxiety were assessed with the Patient Health Questionnaire (PHQ-8) and Generalized Anxiety Disorder (GAD-7) scales, respectively. Impacts on daily life were also described across MIDAS/MIBS-4 categories. RESULTS: Among 17,071 respondents with migraine, 24.8% required assistance with housework at least sometimes. Migraine interfered with relationships, leisure, and social activities at least sometimes for 31.8%, 41.6%, and 18.0% of respondents, respectively. Between headache days, 26.8% of respondents worried about planning social/leisure activities at least sometimes. Among respondents living with family (N = 13,548), migraine also had impacts on participation in and enjoyment of family activities. Among respondents who drove (N = 10,921), 43.9% reported that symptoms interfered with driving at least sometimes. Migraine interfered with sleep and mood at least sometimes for 52.7% and 70.7% of respondents, respectively. PHQ-8 and GAD-7 thresholds for clinical depression and anxiety were met by 28.6% and 22.0% of respondents, respectively. Impact of migraine on daily life increased with increasing severity of MIDAS/MIBS-4 categories. CONCLUSION: The burden of migraine on daily activities, sleep, and mental health is substantial for people with migraine in Japan. In clinical practice, it is important to evaluate the impact of migraine on daily life in addition to migraine symptoms.

Handgrip strength in older adults and driving aptitude / Fuerza de prensión manual y aptitud para conducción vehicular de adultos mayores / Força de preensão manual em idosos e a aptidão para condução veicular

ABSTRACT Objective: to analyze handgrip strength as a predictor of the inability to drive in older adults. Method: a cross-sectional study conducted in traffic clinics with 421 older adults in Curitiba-Paraná from January 2015 to December 2018. A sociodemographic and clinical questionnaire, handgrip strength test, and queries from the National Registry of Qualified Drivers form were applied. Results: Reduced handgrip strength was not a predictor of inaptitude for vehicular driving (p=0.649). The predictors of inaptitude were: low education (p=0.011), incomplete elementary education (p=0.027), and cognition (p=0.020). Conclusion: reduced handgrip strength was not shown to predict for loss of driving skills in older adults. Low education level and reduced cognition level are conditions that were shown to be predictors for loss of vehicular driving license.

RESUMEN Objetivo: analizar la fuerza de prensión manual como factor predictivo de inaptitud para la conducción vehicular de adultos mayores. Método: se trata de un estudio transversal llevado a cabo en clínicas de tránsito de Curitiba, Paraná, entre 421 adultos mayores, de enero de 2015 a diciembre de 2018. Se aplicaron los cuestionarios sociodemográfico y clínico, la prueba de fuerza de prensión manual y se consultó el formulario del Registro Nacional de Conductores Habilitados. Resultados: la fuerza de prensión manual reducida no fue un factor predictivo de la incapacidad para conducir (p=0,649). Los predictores de inaptitud fueron: baja educación (p=0,011), estudios primarios incompletos (p=0,027) y cognición (p=0,020). Conclusión: la fuerza de prensión manual reducida no demostró ser predictora de la pérdida de habilidades de conducción vehicular en adultos mayores. El nivel de escolaridad bajo y el nivel cognitivo reducido despuntaron como predictores de la pérdida de habilitación en la conducción vehicular.

RESUMO Objetivo: analisar a força de preensão manual como preditora de inaptidão para condução veicular de idosos. Método: estudo transversal realizado em clínicas de trânsito com 421 idosos em Curitiba-Paraná de janeiro de 2015 a dezembro de 2018. Aplicaram-se questionários sociodemográfico e clínico, teste de força preensão manual e consultas ao formulário de Registro Nacional de Condutores Habilitados. Resultados: A força de preensão manual reduzida não se mostrou preditora de inaptidão para a direção veicular (p=0,649). Os preditores de inaptidão foram: baixa escolaridade (p=0,011), ensino primário incompleto (p=0,027) e cognição (p=0,020). Conclusão: a força de preensão manual reduzida não se mostrou preditora para perda da habilitação na condução veicular de idosos. O baixo nível de escolaridade, o nível de cognição reduzida, são condições que se mostraram preditoras para a perda da habilitação na condução veicular.

Fatores sociodemográficos e clínicos associados à força de preensão manual de idosos condutores de veículos / Sociodemographic and clinical factors associated with handgrip strength in elderly automobile drivers / Factores sociodemográficos y clínicos asociados a la fuerza de prensión de la mano en conductores de vehículos de ancianos

Objetivo: investigar a associação entre força de preensão manual e características sociodemográficas e clínicas de idosos condutores de veículos automotores. Método: estudo transversal, realizado em clínicas de medicina de tráfego na cidade de Curitiba/Paraná, com 421 idosos (≥ 60 anos). Realizou-se análise estatística pelo modelo de Regressão Logística e Teste de Wald, considerando intervalo de confiança de 95% e valores de p <0,05 como significativos. Resultados: oitenta e quatro (20%) idosos apresentaram força de preensão manual reduzida. A força de preensão manual reduzida foi associada à faixa etária (p=0,001) e à hospitalização no último ano (p=0,002). Conclusão: houve associação significativa entre a força de preensão manual de idosos motoristas e as variáveis idade e hospitalização no último ano. Dessa forma, torna-se essencial a inclusão de avaliações específicas, centradas nas variáveis sociodemográficas e clínicas próprias da pessoa idosa, durante o exame de aptidão para dirigir veículos automotores.(AU)

Objective: to investigate the association between handgrip strength and sociodemographic and clinical characteristics of elderly automobile drivers. Method: cross-sectional study, carried out in traffic medicine clinics in the city of Curitiba/Paraná, with 421 elderly people (≥ 60 years old). Statistical analysis was performed using the Logistic Regression model and the Wald Test, considering a 95% confidence interval and p values <0.05 as significant. Results: eighty-four (20%) seniors had reduced handgrip strength. Reduced handgrip strength was associated with age group (p=0.001) and hospitalization in the last year (p=0.002). Conclusion: there was a significant association between the handgrip strength of elderly drivers and the variables age and hospitalization in the last year. Thus, it is essential to include specific assessments, centered on sociodemographic and clinical variables specific to the elderly person, during the aptitude test to drive automobiles.(AU)

Objetivo: investigar la asociación entre la fuerza de prensión de la mano y las características sociodemográficas y clínicas de los ancianos conductores de vehículos automotores. Método: estudio transversal, realizado en clínicas de medicina de tránsito de la ciudad de Curitiba/Paraná, con 421 ancianos (≥ 60 años). El análisis estadístico fue realizado por el modelo de Regresión Logística y Test de Wald, considerando intervalo de confianza de 95% y valores de p <0,05 como significativos. Resultados: 84 (20%) sujetos ancianos presentaron reducción de la fuerza de prensión de la mano. La reducción de la fuerza de prensión de la mano se asoció al grupo de edad (p=0,001) y a la hospitalización en el último año (p=0,002). Conclusión: hubo una asociación significativa entre la fuerza de prensión de la mano de los conductores ancianos y las variables edad y hospitalización en el último año. Así pues, es esencial incluir evaluaciones específicas, centradas en las variables sociodemográficas y clínicas de los ancianos, durante el examen de aptitud para conducir vehículos automotores.(AU)

Lower extremities task of pressing an "accelerator" or a "brake": association with traffic accidents in older drivers - a preliminary study / A tarefa das extremidades inferiores de pressionar um "acelerador" ou um "freio": associação com acidentes de trânsito em motoristas mais velhos - um estudo preliminar

ABSTRACT Traffic accidents by older drivers are a social urgent problem. The National Police Agency (NPA) in Japan has institutionalized the Cognitive Function Test (NPA test) for renewal of a driver's license for older adults. However, driving ability cannot be simply evaluated by usual cognitive tests on the desk. Objective: It is important to add an on-road test, but if not possible, we can use simulators. Before doing simulators, it is important to use the right foot to control the accelerator and brake pedals. We applied the Posner paradigm (visual attention test) for lower extremities. Methods: The participants were older adults. They and their families had anxiety about their driving. The 66 participants (44 men and 22 women) were divided into groups with and without experience of a traffic accident, and the following tests were examined: General cognitive and executive function tests, the NPA test, and an original Lower Extremity Reaction Test. Each participant was asked to press the "brake" or "accelerator" pedal by the right foot as quickly as possible in response to a traffic situation shown on the screen. Results: Compared to participants with favorable reactions to the Lower Extremity Reaction Test, those with poor reaction time tended to have more traffic accidents (OR=6.82), rather than the result of the NPA test. Conclusions: The results suggest that the probability of having a traffic accident can be better evaluated using the Lower Extremity Reaction Test.

RESUMO Os acidentes de trânsito por motoristas idosos são um problema social urgente. A Agência Nacional de Polícia (National Police Agency - NPA) no Japão institucionalizou o Teste de Função Cognitiva (teste NPA) para renovação de carteira de motorista para idosos. No entanto, a capacidade de dirigir não pode ser avaliada simplesmente por testes cognitivos usuais escritos. Objetivo: É importante adicionar um teste em estrada, mas se não for possível, simuladores podem ser utilizados. Antes de fazer simulações, é importante usar o pé direito para controlar os pedais do acelerador e do freio. Aplicamos o paradigma de Posner (teste de atenção visual) para extremidades inferiores. Métodos: Os participantes eram idosos. Eles e suas famílias tinham ansiedade sobre a condução de veículos. Os 66 participantes (44 homens e 22 mulheres) foram divididos em grupos com e sem experiência de acidente de trânsito, e foram examinados os seguintes testes: testes cognitivos gerais e funções executivas, o teste NPA, e um Teste de Reação de Extremidade Inferior original. Cada participante foi solicitado a pressionar o pedal de "freio" ou "acelerador" com o pé direito o mais rápido possível em resposta a uma situação de trânsito mostrada na tela. Resultados: Comparados aos participantes com reações favoráveis ao Teste de Reação de Extremidade Inferior, aqueles com tempo de reação ruim tenderam a ter mais acidentes de trânsito (OR=6,82) do que o resultado do teste NPA. Conclusões: s resultados sugerem que a probabilidade de ocorrência de um acidente de trânsito pode ser melhor avaliada por meio do Teste de Reação da Extremidade Inferior.

Verbal Learning as a predictor of risks of accidents in elderly drivers / Aprendizado verbal como preditor de risco de acidentes em idosos

ABSTRACT Background: Age-related cognitive decline impacts cognitive abilities essential for driving. Objective: We aimed to measure main cognitive functions associated with a high number of traffic violations in different driving settings. Methods: Thirty-four elderly individuals, aged between 65 and 90 years, were evaluated with a driving simulator in four different settings (Intersection, Overtaking, Rain, and Malfunction tasks) and underwent a battery of cognitive tests, including memory, attention, visuospatial, and cognitive screening tests. Individuals were divided into two groups: High-risk driving (HR, top 20% of penalty points) and normal-risk driving (NR). Non-parametric group comparison and regression analysis were performed. Results: The HR group showed higher total driving penalty score compared to the NR group (median=29, range= 9-44 vs. median=61, range= 47-97, p<0.001). The HR group showed higher penalty scores in the Intersection task (p<0.001) and the Overtaking and Rain tasks (p<0.05 both). The verbal learning score was significantly lower in the HR group (median=33, range=12-57) compared with the NR group (median=38, range=23-57, p<0.05), and it was observed that this score had the best predictive value for worse driving performance in the regression model. General cognitive screening tests (Mini-Mental State Examination and Addenbrooke's Cognitive Evaluation) were similar between the groups (p>0.05), with a small effect size (Cohen's d=0.3 both). Conclusion: The verbal learning score may be a better predictor of driving risk than cognitive screening tests. High-risk drivers also showed significantly higher traffic driving penalty scores in the Intersection, Overtaking, and Rain tests.

RESUMO Antecedentes: O declínio cognitivo relacionado à idade impacta as habilidades cognitivas essenciais para direção. Objetivos: Nosso objetivo foi medir as funções cognitivas associadas ao alto número de violações de trânsito em diferentes contextos de direção. Métodos: Trinta e quatro idosos entre 65 e 90 anos foram avaliados em simulador de direção em quatro diferentes contextos (Travessia, Ultrapassagem, Chuva e Mal-funcionamento) e realizaram uma série de testes cognitivos, incluindo memória, atenção, visuoespacial e rastreamento. Indivíduos foram então divididos em dois grupos: Alto Risco de condução (HR, top 20% de pontos de penalidades de condução), e Risco Normal (NR). Comparações não-paramétricas e análise de regressão foram realizadas. Resultados: O grupo HR mostrou aumento no escore total de penalidades de condução quando comparado com o grupo NR (mediana=29, limites=9-44 vs. mediana=61, limites=47-97, p<0.001). O grupo HR mostrou maiores escores de penalidade na tarefa de Travessia (p<0.001), Ultrapassagem e Chuva (p<0.05 ambos). O escore de aprendizado verbal foi significativamente menor no grupo HR (mediana=33, limite=12-57) comparado com o grupo NR (mediana=38, limite=23-57, p<0.05), e foi observado que este escore foi o melhor preditor de pior performance de condução no modelo de regressão. Testes de rastreio cognitivo (Mini-exame do estado mental e Avaliação Cognitiva de Addenbroke) foram similar entre os grupos (p>0.05), com pequena magnitude de efeito (Cohen's d=0.3). Conclusões: O escore de aprendizado verbal pode ser o melhor preditor de risco de condução do que os testes de rastreio cognitivos. Motoristas de alto risco também mostraram maior escores de penalidade de trânsito nos testes de Travessia, Ultrapassagem e Chuva.

Revisión sistemática de estudios sobre intervenciones que promueven la salud en conductores profesionales

Resumen: Introducción: Los trabajadores que se dedican al rubro de conducción están expuestos a factores que dificultan su quehacer laboral, tales como: problemas asociados a la temperatura, ruidos y vibraciones, ventilación insuficiente e ineficiente, atascos y relacionamientos interpersonales con los pasajeros. Objetivo: Identificar, en el estado del arte disponible, qué intervenciones promueven la salud de los conductores profesionales. Material y método: Revisión sistemática, siguiendo las recomendaciones de Preferred Reporting Items for Systematic reviews and Meta-Analyses (PRISMA), orientada por la pregunta: ¿qué intervenciones promueven la salud de los conductores profesionales? Resultados: La búsqueda arrojó 1303 artículos, de los cuales se incluyeron 11; las intervenciones identificadas se asociaron a dispositivos portátiles y mensajería de salud móvil, entrevistas motivacionales, documentos interactivos, exposición a entornos naturales, programas intensivos, asesoramiento, cambios a nivel de políticas, cambios ambientales y de sistemas. Conclusión: Se identificaron intervenciones que incluyeron a la tecnología, entrevistas, el ambiente y control estratégico. Se recomienda la implementación de las intervenciones identificadas, pues se torna perentorio el abordaje de la salud de los conductores profesionales, considerando las características descritas en el presente estudio.

Resumo: Introdução: Os trabalhadores envolvidos na condução estão expostos a fatores que dificultam o seu trabalho, tais como: problemas associados à temperatura, ruído e vibrações, ventilação insuficiente e ineficiente, engarrafamentos e relações interpessoais com os passageiros. Objetivo: Identificar, a partir do estado da arte disponível, quais as intervenções que promovem a saúde dos condutores profissionais. Método: Revisão sistemática, seguindo as recomendações dos itens Preferred Reporting Items for Systematic Reviews e Meta-Analyses (PRISMA), orientada pela pergunta: Quais intervenções promovem a saúde dos condutores profissionais? Resultados: A pesquisa produziu 1303 artigos, dos quais 11 foram incluídos; as intervenções identificadas foram associadas a dispositivos portáteis e mensagens de saúde móveis, entrevistas motivacionais, documentos interativos, exposição a ambientes naturais, programas intensivos, aconselhamento, mudanças a nível político, mudanças ambientais e de sistemas. Conclusão: Foram identificadas intervenções que incluíram tecnologia, entrevistas, ambiente e controle estratégico; recomenda-se a implementação das intervenções identificadas, pois é imperativo abordar a saúde dos condutores profissionais, considerando as características descritas no presente estudo.

Abstract: Introduction: Workers engaged in the driving field are exposed to factors that hinder their work tasks, such as: problems associated with temperature, noise and vibrations, insufficient and inefficient ventilation, traffic jams and interpersonal relationships with passengers. Objective: To identify, in the available state of the art, which interventions promote the health of professional drivers. Method: Systematic review, following the recommendations of the Preferred Reporting Items for Systematic Reviews and Meta-Analyses (PRISMA), guided by the question: what interventions promote the health of professional drivers? Results: The search yielded 1303 articles, of which 11 were included; the interventions identified were associated with handheld devices and mobile health messaging, motivational interviewing, interactive documents, exposure to natural environments, intensive programs, counseling, policy-level changes, environmental and systems changes. Conclusion: Interventions were identified that included technology, interviews, the environment and strategic control; the implementation of the identified interventions is recommended, since it is urgent to address the health of professional drivers, considering the characteristics described in this study.

Associação entre cognição, velocidade da marcha e habilitação veicular em idosos / Relación entre cognición, velocidad de la marcha y licencia de conducir en adultos mayores / Association between cognition, gait speed and vehicle habilitation in elderly people

Resumo Objetivo: Investigar a associação entre cognição, velocidade da marcha e resultado final da habilitação veicular de idosos candidatos à Carteira Nacional de Habilitação. Métodos: Estudo quantitativo de corte transversal desenvolvido em 12 clínicas de trânsito de Curitiba/Paraná/Brasil. A amostra do tipo probabilística foi constituída por 421 idosos (≥ 60 anos). Para a coleta de dados foram aplicados o Mini-Exame do Estado Mental (MEEM), teste de velocidade da marcha e realizadas consultas ao formulário Registro Nacional de Condutores Habilitados. A relação entre as variáveis foi identificada por meio do teste de regressão linear múltipla, método stepwise, utilizando-se o programa estatístico R versão 3.4.0. Resultados: Observou-se que, ao aumentar o escore no MEEM em uma unidade a chance do idoso ser considerado inapto temporariamente para dirigir diminui em 54,96% (95%; IC 28,47% - 92,69%; p<0,0001), e ao aumentar uma unidade no escore do MEEM houve um aumento na velocidade da marcha (VM) de 0,0091 (95%; IC 0,0005 - 0,0174; p=0,0366). Conclusão: O elevado escore no MEEM diminuiu a probabilidade do idoso ser considerado inapto temporariamente para dirigir veículos automotores e houve uma tendência de aumento da VM com o aumento dos escores do MEEM. A VM é um importante indicador a ser avaliado em idosos motoristas, logo, é um tópico a ser incluído nas avaliações das clínicas de trânsito, assim como o rastreamento cognitivo, fundamental para avaliar um conjunto de atividades mentais necessárias à direção veicular segura.

Resumen Objetivo: Investigar la relación entre cognición, velocidad de la marcha y obtención del permiso de conducir en adultos mayores que tramitan la licencia de conducir. Métodos: Estudio cuantitativo de corte transversal llevado a cabo en 12 centros médicos de evaluación de tránsito de Curitiba, estado de Paraná, Brasil. La muestra probabilística fue formada por 421 adultos mayores (≥ 60 años). Para la recolección de datos se aplicó el Mini Examen del Estado Mental (MEEM), la prueba de velocidad de la marcha y se realizaron consultas al formulario del Registro Nacional de Conductores Habilitados. La relación entre las variables fue identificada mediante la prueba de regresión lineal múltiple, método stepwise, con el programa de estadística R versión 3.4.0. Resultados: Se observó que, al aumentar la puntuación del MEEM una unidad, la probabilidad de que el adulto mayor sea considerado no apto temporalmente para conducir se redujo un 54,96 % (95 %; IC 28,47 % - 92,69 %; p<0,0001), y al aumentar una unidad la puntuación del MEEM, hubo un aumento en la velocidad de la marcha (VM) de 0,0091 (95 %; IC 0,0005 - 0,0174; p=0,0366). Conclusión: La puntuación del MEEM elevada redujo la probabilidad de que el adulto mayor sea considerado no apto temporalmente para conducir automóviles y hubo una tendencia de aumento de la VM con un aumento de la puntuación del MEEM. La VM es un indicador importante que debe ser evaluado en adultos mayores conductores. Por lo tanto, es un tema que deberá ser incluido en las evaluaciones de los centros médicos de evaluación de tránsito, así como también el rastreo cognitivo, fundamental para analizar un conjunto de actividades mentales necesarias para una conducción vehicular segura.

Abstract Objective: To investigate the association between cognition, gait speed and the result of vehicle habilitation of elderly candidates for the National Driver's License. Methods: Quantitative cross-sectional study developed in 12 traffic agencies in Curitiba, state of Paraná, Brazil. The probabilistic sample consisted of 421 elderly people (≥ 60 years). The Mini-Mental State Examination (MMSE), gait speed testing and consultations to forms of the National Qualified Drivers Registration were used for data collection. The relationship between variables was identified through the multiple linear regression test, stepwise method, using the statistical program R, version 3.4.0. Results: When increasing a unit in the MMSE score, the chance of the elderly person being considered as temporarily unfit to drive decreased by 54.96% (95% CI; 28.47% - 92.69%I; p<0.0001). When increasing a unit in the MMSE score, there was an increase in gait speed (GS) of 0.0091 (95% CI: 0.0005 - 0.0174; p=0.0366). Conclusion: The high MMSE score decreased the probability of the elderly participant being considered temporarily unfit to drive motor vehicles. There was a trend of higher GS with the increase in MMSE scores. As GS is an important indicator to be assessed in elderly drivers, this topic should be included in evaluations of traffic agencies, as well as cognitive screening, which is essential to assess a set of mental activities necessary for safe driving.

Prevalence of older drivers in Brazil: results from Vigitel 2018 / Prevalência de motoristas idosos no Brasil: resultados do Vigitel 2018

OBJECTIVE: To estimate the prevalence of Brazilian older adults who drive a car/ride a motorcycle, according to sociodemographic characteristics. METHODS: This cross-sectional study uses data from the 2018 Surveillance System for Risk and Protective Factors for Chronic Diseases by Telephone Survey (Vigitel). The prevalence of drivers was determined by an affirmative answer to the following question: "Do you drive a car, motorcycle and/or other vehicle?". RESULTS: Among the 15 333 individuals aged 65 and over living in Brazilian capitals and the Federal District, the overall prevalence of drivers was 28.73% (95%CI 27.22 -30.29) and was higher among men (53.37%; 95%CI 50.45 - 56.28), those with higher education (65.44%; 95%CI 61.98 - 68.75), and individuals aged 65 to 69 years (35.7%; 95%CI 33.06 - 38.61). Among the regions of Brazil, prevalence varied from 35% (Midwest and South) to approximately 22% (North and Northeast). Florianopolis (42.2%; 95%CI 38.05 - 46.47) and Palmas (40.32%; 95%CI 32.74 - 48.38) were the cities with the highest prevalence of older drivers. CONCLUSIONS: Characteristics such as sex, age group, region, and state capital of residence affect the prevalence of older drivers. Our results contribute to knowledge about how older adults choose to move around in large Brazilian cities, enabling proposal of strategies to improve the quality of this population's displacement.

OBJETIVO: Estimar a prevalência de idosos brasileiros que dirigem carro/motocicleta, de acordo com características sociodemográficas. METODOLOGIA: Trata-se de estudo transversal realizado com dados do Sistema de Vigilância de Fatores de Risco e Proteção para Doenças Crônicas (Vigitel 2018). A prevalência de motoristas foi determinada pela resposta positiva à questão: "O(A) sr.(a) dirige carro, moto e/ou outro veículo?". RESULTADOS: Entre os 15 333 indivíduos de 65 anos ou mais, residentes nas capitais brasileiras e no Distrito Federal, a prevalência de motoristas foi de 28,76% (IC95% 27,22 - 30,29), sendo maior entre os homens (53,37%; IC95% 50,45 - 56,28), naqueles com maior escolaridade (65,44%; IC95% 61,98 - 68,75) e nos indivíduos de 65 a 69 anos (35,79%; IC95% 33,06 - 38,61). Entre as regiões do Brasil, a prevalência variou de 35% (centro-oeste e sul) a, aproximadamente, 22% (norte e nordeste). As capitais com maior percentual de idosos motoristas foram Florianópolis (42,20%; IC95% 38,05 - 46,47) e Palmas (40,32%; IC95% 32,74 - 48,38). CONCLUSÕES: Características como sexo, faixa etária, região e capitais do Brasil afetam a prevalência de motoristas. Espera-se que os resultados apresentados aqui possam contribuir para o conhecimento de como os idosos escolhem se locomover nas grandes cidades brasileiras, permitindo propor estratégias para melhorar a qualidade de deslocamento dessa população.

Factores asociados a calidad de sueño en conductores informales de buses interprovinciales a gran altitud geográfica en Perú / Factors associated to sleep quality on informal drivers of interprovincial buses at high geographic altitude in Peru

RESUMEN Objetivo. Determinar factores asociados a calidad de sueño (CS) en conductores informales de transporte interprovincial en la carretera central Lima-Huancayo durante el primer trimestre del 2018. Métodos. Estudio transversal. Se obtuvo datos sociodemográficos y ocupacionales. Se aplicó el Índice de Calidad de Sueño de Pittsburgh (ICSP). Se obtuvo la prevalencia y factores asociados a CS. Resultados. Participaron 162 conductores. La edad promedio fue 42 ± 10,2 años, 55,6% tenía grado de instrucción técnico, 42% eran casados, 55,6% presentaba dos a tres hijos, 54,9% tenía sobrepeso y 32,1% obesidad. La media del tiempo de experiencia laboral fue 17 ± 6,8 años. El ICSP promedio fue 8,1 ± 3. El 89,6 % presentaba alta frecuencia de CS alterada con grados variables. La edad (p = 0,03) fue el factor asociado a CS alterada. Conclusión. Existe una alta prevalencia de CS alterada en conductores informales. La edad constituyó el principal factor asociado a CS.

ABSTRACT Objective. To determine the factors associated with sleep quality (SQ) in informal interprovincial road bus drivers of Lima-Huancayo central highway during January to March 2018. Methods. Cross-sectional study. Occupational and sociodemographic data were obtained. Pittsburgh Sleep Quality Index (PSQI) was applied. Prevalence and factors associated with SQ were obtained. Results . 162 drivers took part in the study. The average age was 42 ± 10,2 years, 55,6% had a technical instruction education level, 42% were married and 55,6% had between two and three children, 54,9% were overweight and 32,1% had obesity. The average time of work experience as a driver was 17 ± 6,8 years; the average PSQI was 8,1 ± 3. The 89,6 % showed a high frequency of disturbed SQ with variable degrees. Age (p = 0,03) is the factor associated with SQ. Conclusion. There is a high prevalence of disturbed SQ among informal drivers. Age constituted the main factor associated with SQ.

Tendência temporal da prevalência de indicadores relacionados à condução de veículos motorizados após o consumo de bebida alcoólica, entre os anos de 2007 e 2018 / Temporal trend in the prevalence of indicators related to driving a motor vehicle after alcohol consumption, between 2007 and 2018

RESUMO: Objetivo: Analisar a tendência temporal da prevalência de indicadores relacionados à condução de veículos motorizados após o consumo de bebida alcoólica, na população em geral e entre motoristas. Métodos: Estudo de tendência temporal de indicadores relacionados à condução de veículos motorizados após o consumo de bebida alcoólica, entre 2007 e 2018, com base nas informações do sistema de Vigilância de Fatores de Risco e Proteção para Doenças Crônicas por Inquérito Telefônico (Vigitel). A população foi constituída de adultos (≥ 18 anos) residentes nas capitais brasileiras com telefone fixo. A análise de tendência foi realizada pela regressão linear. Resultados: Entre 2007 e 2018 houve redução do indicador "condução de veículo após consumo abusivo de bebida alcóolica pela população" de 2 para 0,7% (p < 0,001). Esse consumo, quando calculado apenas entre motoristas, reduziu de 3,5 em 2011 para 1,6 em 2018 (p < 0,003). A condução de veículo por motoristas após consumo de qualquer quantidade de bebida alcóolica apresentou elevadas prevalências, variando de 15,7% (2011) para 11,4% (2018). As prevalências em todos indicadores foram mais elevadas entre homens, adultos mais jovens (18 a 34 anos) e com maior escolaridade. Conclusão: A prática do consumo abusivo de bebida alcóolica e direção reduziu no Brasil, entretanto a prática de dirigir após o consumo de qualquer quantidade de álcool ainda continua elevada. Portanto, torna-se necessário manter as medidas regulatórias de fiscalização de álcool e direção, visando à redução dos acidentes de trânsito.

ABSTRACT: Objective: To analyze the temporal trend of indicators related to motor vehicle driving after alcohol consumption, in the general population and among drivers. Methods: Temporal trend study of indicators related to driving motorized vehicles after alcohol consumption, between 2007 and 2018, based on information from Vigitel. The population consisted of adults (≥ 18 years old) living in Brazilian capitals with a landline. Trend analysis was performed by linear regression. Results: Between 2007 and 2018, there was a reduction in the indicator "driving a vehicle after alcohol abuse by the population" from 2.0% to 0.7% (p < 0.001). This consumption when calculated only among drivers decreased from 3.5 in 2011 to 1.6 in 2018 (p < 0.003). Driving a vehicle by drivers after consuming any amount of alcohol had high prevalences, ranging from 15.7% (2011) to 11.4% (2018). Prevalence in all indicators was higher among men, younger adults (18 to 34 years) and with higher education. Conclusion: The practice of alcohol abuse and driving reduced in Brazil, however, driving after drinking any amount of alcohol still remains high. Therefore, it is necessary to maintain regulatory measures to control alcohol and driving in order to reduce traffic accidents.

O trânsito urbano e os fatores estressantes percebidos por motoristas de ônibus: estudo fenomenológico / Urban traffic and the stress factors perceived by bus drivers: a phenomenological study / El tráfico urbano y los factores estresantes percibidos por los conductores de autobuses: un estudio fenomenológico

Objetivo: discutir as vivências dos motoristas de ônibus através de suas percepções acerca do trânsito e os impactos à saúde sofridos por eles. Método: estudo qualitativo fenomenológico realizado em uma garagem de ônibus situada no Rio de Janeiro. As entrevistas fenomenológicas foram realizadas com 24 motoristas que responderam perguntas semiestruturadas e foram gravadas em dispositivo mp3, posteriormente, transcritas para obtenção das unidades de significado, a coleta de dados ocorreu entre 2017 e 2018. O projeto foi aprovado por Comitê de Ética e Pesquisa. Resultados: da análise fenomenológica das unidades de significados dos depoimentos emergiram duas categorias: o trânsito é instável e estressante e a falta de educação das pessoas afeta os aspectos psíquicos. O ambiente de trabalho determina, expressivamente, o bem-estar dos trabalhadores que nele atuam. Conclusão: diante de tantos limites impostos pela sociedade contemporânea e pelo sofrimento no trabalho, necessário é motiva-los, e também dar-lhes condições de realizar seu trabalho de forma plena.

Objective: to discuss the experience of bus drivers through their perceptions regarding traffic and the health impacts they suffer. Method: in this qualitative phenomenological study conducted at a bus garage in Rio de Janeiro, data were collected in 2017 and 2018 by way of phenomenological interviews of 24 drivers, who answered semi-structured questions. The resulting mp3 recordings were later transcribed to obtain the units of meaning. The project was approved by the research ethics committee. Results: from phenomenological analysis of the units of meaning in the responses, two categories emerged: traffic is unstable and stressful, and people's lack of education has adverse psychological effects. The work environment substantially determines the well-being of those working in it. Conclusion: given all the many constraints imposed by contemporary society and by their suffering at work, it is necessary to motivate them and also assure them the conditions necessary to carry out their work fully.

Objetivo: discutir la experiencia de los conductores de autobuses a través de sus percepciones sobre el tráfico y los impactos en la salud que sufren. Método: en este estudio fenomenológico cualitativo realizado en un garaje de autobuses en Río de Janeiro, se recopilaron datos en 2017 y 2018 a través de entrevistas fenomenológicas a 24 conductores, que respondieron preguntas semiestructuradas. Las grabaciones mp3 resultantes se transcribieron posteriormente para obtener las unidades de significado. El proyecto fue aprobado por el comité de ética de investigación. Resultados: del análisis fenomenológico de las unidades de significado en las respuestas, surgieron dos categorías: el tráfico es inestable y estresante, y la falta de educación de las personas tiene efectos psicológicos adversos. El ambiente de trabajo determina sustancialmente el bienestar de quienes trabajan en él. Conclusión: dadas las muchas restricciones impuestas por la sociedad contemporánea y por su sufrimiento en el trabajo, es necesario motivarlos y también asegurarles las condiciones necesarias para llevar a cabo su trabajo plenamente.

Fatores associados a acidentes de trânsito entre condutores de veículos: achados de um estudo de base populacional / Factors associated with traffic accidents among drivers: findings from a population-based study

Resumo O estudo teve por objetivo identificar fatores associados ao envolvimento em acidentes de trânsito (AT) entre condutores de veículos. Para isso, realizou-se inquérito domiciliar na cidade de Jequié, Bahia, em 2013, com 1.406 condutores. Elaborou-se um modelo conceitual hierarquizado composto por quatro blocos de fatores de exposição, considerando as relações proximais-distais entre estes e o desfecho. Foi empregado modelo de regressão logística multinível para as estimativas de Razão de Chances (RC) e Intervalos de Confiança a 95% (IC95%). Observou-se maior chance de AT entre condutores de 15 a 29 anos (RC=3,15; IC95% 1,24-8,02); de cor da pele preta ou parda (RC=1,56; IC95% 1,03-2,35); motociclistas (RC=1,73; IC95% 1,15-2,60); com antecedentes de multa no trânsito (RC=1,75; IC95% 1,04-2,94); que referiram beber e dirigir (RC=1,68; IC95% 1,12-2,53) e usar telefone celular durante a condução (RC=1,63; IC95% 1,09-2,43). Os fatores proximais modificaram as medidas de associação das exposições dos níveis superiores do modelo hierarquizado, principalmente da variável sexo. Os resultados enfatizam os fatores comportamentais e ratificam o potencial de prevenção dos AT, em virtude da ocorrência de condições evitáveis associadas ao desfecho.

Abstract This study aimed to identify associated factors with drivers' involvement in traffic accidents (TA). Thus, in 2013, a household survey was conducted with 1,406 drivers in Jequié, Bahia, Brazil. A hierarchical conceptual model was established and consisted of four blocks of exposure factors, considering the proximal-distal relationships between them and the outcome. Multilevel logistic regression was applied to estimate the Odds Ratio (OR) and 95% Confidence Intervals (95%CI). Higher TA probability was observed among drivers aged 15-29 years (OR=3.15; 95%CI 1.24-8.02), with black or brown skin color (OR=1.56; 95%CI 1.03-2.35), motorcyclists (OR=1.73; 95%CI 1.15-2.60), with a history of traffic tickets (OR=1.75; 95%CI 1.04-2.94), who reported drinking and driving (OR=1.68; 95%CI 1.12-2.53) and used cell phone while driving (OR=1.63; 95%CI 1.09-2.43). Proximal factors changed the exposure association measures concerning higher levels of determination of the hierarchical model, mainly regarding the gender variable. The results emphasize the behavioral factors and reaffirm the TAs' preventable potential due to the occurrence of avoidable conditions associated with the outcome.