Who uses safe ride programs: an examination of the dynamics of individuals who use a safe ride program instead of driving home while drunk

Drinking and driving are still a serious concern on the roads, even though the last twenty years has seen an increase in exposure to various designated driver programs. Even though a majority of people have either been one or used one, most designated drivers have still consumed some alcohol. Another option is that of an outside driver, such as a safe ride program in which a safe ride is offered for free by taxis or volunteers. One such program under study, offers a ride home for both the driver as well as their vehicle. To examine the population who utilizes such a program two studies were conducted which included 1,985 participants (1206 male, 744 female) from two major California cities. The volunteer drivers gathered data during their rounds between January 2002 and September 2002. If the current safe ride program not been in place 632 Participants (44%) reported that they would have driven themselves home. 582 participants (40%) have used back roads in the past to evade being stopped by the police; on average they used back roads 3.4 times in the past month. When questioned about having control over not drinking and driving 455 (32%) participants didn't feel they had control over their choice to avoid drinking and driving. Participants who reported having driven back roads in the past to avoid confrontation with the police after drinking had significantly higher estimated BAC levels than those who said they had never done so. This sample reflected similar populations.     

Prevalence and determinants of driving habits in the oldest old: Results of the multicenter prospective AgeCoDe-AgeQualiDe study

AimTo present data on the prevalence of driving habits and to identify the determinants of driving habits among the oldest old in Germany.MethodsCross-sectional data were used from the “Study on Needs, health service use, costs and health-related quality of life in a large sample of oldest-old primary care patients (85+)” (AgeQualiDe), including primary care patients aged 85 years and above (n = 549 at FU 9, mean age was 90.3 years; 86–101 years). Driving habits were measured (driving a car; frequency of driving a car and driving duration). Correlates were quantified using widely established scales (e.g., Geriatric Depression Scale, Instrumental Activities of Daily Living Scale). Multiple regression models were used to identify the determinants of driving habits.ResultsSixteen percent (87 out of 549) drove a car. Among the car-drivers, about 80% drove at least several times a week and about two-thirds drove longer distances (>15 min). Multiple logistic regressions showed that among the oldest old being a male was more likely to be a current driver compared to being a female. Other significant factors were subjective memory impairment, severe visual impairment, functional and cognitive impairment. Correlates of frequency of driving a car and driving duration were further identified.ConclusionAbout one in six very old Germans is still a regular car driver. Several determinants of driving habits among the oldest old were identified. Future longitudinal studies are required to clarify the factors leading to changes in driving habits.     

Changes in driving patterns and worsening depressive symptoms among older adults.

OBJECTIVES: This study examined whether changes in driving patterns-driving cessation and reduction-have negative consequences for the depressive symptoms of older Americans and whether these consequences are mitigated for people with a spouse who drives. METHODS: The project used data from 3 waves of the Asset and Health Dynamics Among the Oldest Old (AHEAD) study. Depressive symptoms were assessed with an abbreviated Center for Epidemiologic Studies-Depression scale. Using 2 models, the project examined how driving cessation and reduction that occurred between Waves 1 and 2 contributed to increases in depressive symptoms between Waves 2 and 3. The first model included the entire sample (N = 5,239), and the second model focused on drivers only (n = 3,543). A third model added interaction terms to the analysis to consider whether respondents who stopped driving but had a spouse who drove were less at risk of worsening depressive symptoms. RESULTS: Respondents who stopped driving had greater risk of worsening depressive symptoms. Drivers who restricted their driving distances before the study began also had greater risk of worsening depressive symptoms, but seemingly less so than the respondents who stopped driving altogether. For respondents who stopped driving, having a spouse available to drive them did not mitigate the risk of worsening symptoms. DISCUSSION: Changes in driving patterns can be deleterious for older people's depressive symptoms. Initiatives for assisting older people should focus on strategies that help them retain driving skills, that prepare them for the possible transition from driver to ex-driver, and that ensure that they have access to mental health therapies if driving changes are imminent.     

No counseling for HIV tests: a problem at private sites

The Centers for Disease Control and Prevention (CDC) states in a recent Morbidity and Mortality Weekly Report that private health care providers are not providing enough counseling to patients when they receive their HIV-antibody test results. Overall, individuals tested at public sites were more than 1.5 times more likely to receive counseling than those tested at private sites; although private providers perform three times as many tests as public providers. The CDC recommends that all patients receiving an HIV test be given pre- and post-test counseling, regardless of their results. Patients often have to wait up to two weeks for their results, and many fail to return for results. For those patients who do return, the study found a wide variation by state in post-test counseling offered by private providers. The American Medical Association (AMA) is concerned about the results and is considering initiating a renewed training program for primary care physicians. Along with the CDC, the AMA is implementing a pilot project that will determine what type of counseling training is best suited for physicians.     

Effects of chronic beta-blockade on intra-arterial blood pressure during motor car driving.

Continuous intra-arterial blood pressure recordings during motor car driving were performed in 15 patients with untreated essential hypertension, using the "Oxford" recording technique. Each subject was an experienced driver who used his car every day, and for the study drove from his work place to the hospital during the later afternoon. This drive took place in urban traffic and the average duration was 20.9 minutes. Blood pressure during car driving was remarkably stable, and the average systolic and diastolic pressures were similar to the mean daytime pressure. After 16 weeks of treatment with oxprenolol each patient was restudied. Blood pressure during driving had dropped from 176/107 to 160/93 mmHg, but the blood pressure response to driving and blood pressure variation during driving (expressed as the coefficient of variation) were unchanged. After treatment, the mean daytime systolic pressure was lower than the mean pressure during driving, but the relative antihypertensive effect during driving was similar to that observed in the same patients during dynamic exercise on a bicycle ergometer. No drug-induced side effects occurred and there were no apparent effects on driving ability. Chronic treatment with oxprenolol reduced blood pressure during car driving without affecting the normal blood pressure response to driving.     

The prevalence of sleep related disorders among the drivers and it's relation with traffic accidents

Studies consistently show that patients with sleep related diseases (SRD) have higher accident rates. Polysomnography (PSG) is the gold standard for the diagnosis of SRD. Sleep habits questionnaires are also useful tool for research of the prevalence of SRD on large populations. The aim of this study is to investigate the prevalence of SRD and SRD related traffic accidents on the whole population of professional drivers in Sivas city. A questionnaire that includes questions about drivers' background such as how long they have been driving, if they had any accidents, and if they drive just in Sivas city or inter state. This questionnaire composed of 50 questions about SRD and was asked to drivers answer them face to face. Three hundred forty male drivers participated for this study. Their mean age was 39.5+/-9.3 (21-68) years. The mean driving duration was 13.3+/-7.9 years. The percentage of drivers who drove in Sivas was 52.1% and 47.9% of the drivers drove inter state. The percentage of drivers who had at least one accident was 36.3%. The prevalence of habitual snoring, insomnia, sleep apnea, nocturnal myoklonus were 41.2%, 39.1%, 32.9%, and 33.6% respectively. The traffic accident Odds ratio was 1.619 for drivers with habitual snoring (95% CI, 1.034 to 2.536, p=0.02). In conclusion, this study found out that drivers with habituel snoring seems to have tendency (approximately 2-folds) of involving in traffic accidents than drivers who do not have habituel snoring. Polysomnography of candidate drivers with sleep disordered symptoms has to be logical before giving to driving license.     

Self-treatment of hypoglycemia while driving

OBJECTIVE: While it is clear that progressive diabetic hypoglycemia leads to neuroglycopenia, which impairs driving, it is not clear what contributes to patients' detection and subsequent self-correction of hypoglycemia/driving impairments. Drivers with Type 1 Diabetes Mellitus (T1DM) who did and did not engage in self-treatment during experimental hypoglycemia driving are compared physiologically and psychologically. METHOD: 38 drivers with T1DM drove a sophisticated driving simulator during euglycemia and progressive hypoglycemia. Subjects were continually monitored for driving performance, EEG activity and whether they self-treated with a glucose drink. Every 5 min measures were taken of blood glucose (BG) and epinephrine levels, perceived neurogenic and neuroglycopenic symptoms and driving ability. For the four weeks prior to this hospital study, subjects participated in a field study. Using a hand-held computer just prior to routine self-measurements of BG, subjects rated neurogenic and neuroglycopenic symptoms and made judgements about BG level and ability to drive as they did in the hospital. RESULTS: Drivers who did and did not self-treat did not differ in terms of their pre-hospital exposure to hypoglycemia, their depth and rate of BG fall during experimental testing, or their epinephrine response to hypoglycemia. Subjects who self-treated detected more neurogenic and neuroglycopenic symptoms than those who did not self-treat. They also experienced less EEG defined neuroglycopenia during the progressive hypoglycemic drive as compared to those who did not self-treat. Perceived need to self-treat and EEG parameters correctly classified 88% of those who did treat from those who did not self-treat. Further, subjects who self-treated were more aware of hypoglycemia and when not to drive while hypoglycemic in the field study. CONCLUSION: There is a narrow window between a patient's detection of hypoglycemic symptoms and the need to self-treat, and neuroglycopenia, which impairs self-treatment. Consequently, drivers with T1DM should be vigilant for signs of hypoglycemia and driving impairment (e.g. trembling, uncoordination, visual difficulties) and encouraged to treat themselves immediately when they suspect hypoglycemia while driving.     

How much can you drink before driving? The influence of riding with impaired adults and peers on the driving behaviors of urban and rural youth

AIMS: Following an ecological model to specify risks for impaired driving, we assessed the effects of youth attitudes about substance use and their experiences of riding in cars with adults and peers who drove after drinking alcohol or smoking cannabis on the youths' own driving after drinking or using cannabis. DESIGN AND METHODS: Participants were 2594 students in grades 10 and 12 (mean age = 16 years and 2 months; 50% girls) from public high schools in urban (994) and rural communities (1600) on Vancouver Island in British Columbia, Canada; 1192 of these were new drivers with restricted licenses. Self-report data were collected in anonymous questionnaires. Regression analyses were used to assess the independent and interacting effects of youth attitudes about substance use and their experiences of riding in cars with adults or peers who drove after drinking alcohol or smoking cannabis on youth driving. FINDINGS: Youth driving risk behaviors were associated independently with their own high-risk attitudes and experiences riding with peers who drink alcohol or use cannabis and drive. However, risks were highest for the youth who also report more frequent experiences of riding with adults who drink alcohol or use cannabis and drive. CONCLUSIONS: Prevention efforts should be expanded to include the adults and peers who are role models for new drivers and to increase youths' awareness of their own responsibilities for their personal safety as passengers.     

Drivers with untreated sleep apnea. A cause of death and serious injury

Three patients with untreated sleep apnea fell asleep while driving and caused serious automobile accidents. One person died, another became permanently paraplegic, and the three patients with sleep apnea were seriously injured in these crashes. This sequela of sleep apnea is not surprising, since subjects with sleep apnea may be poor drivers with a high accident rate and a high incidence of "near-miss" vehicular incidents. Because drivers with untreated sleep apnea may cause a large number of preventable automobile accidents, physicians have specific duties involving these drivers. First, physicians must try to identify impaired drivers with sleep apnea before they have an accident; routinely asking patients about loud snoring and hypersomnolence may help identify these impaired drivers. Second, physicians must consider the diagnosis of sleep apnea when examining patients who fall asleep while driving. Next, physicians must warn their patients with sleep apnea about the risks of driving with untreated sleep apnea. Finally, physicians must treat any seriously impaired driver with sleep apnea and keep these patients from driving until they can receive successful treatment.     

Physical training in patients with valvular heart disease after surgery

The necessity, the methodology and clinical benefit of physical training were evaluated in 85 patients with valvular heart surgery. In 21 patients who had undergone the exercise stress test before surgery, corrective valvular surgery increased maximal oxygen uptake (max.VO2) from 15.4 before to 18.9 ml/min/kg, while 11 (52%) of them failed to increase exercise capacity over 5 METs. Of the total 85 patients, 41 (58%) again showed reduced exercise capacity in the initial postoperative stress test, suggesting that a return to work might be difficult without rehabilitation in these patients. We then compared two training programs: program A of short duration and frequent exercise and program B of longer duration and less frequent exercise, both using a bicycle exercise set at an intensity of 70% of the max.VO2. Both programs similarly increased max.VO2, while patients preferred program A, suggesting that exercise of longer duration could not be tolerated because of deconditioning. Program A was then prescribed to 62 patients, and it increased max.VO2 from 18.2 to 20.7 ml/min/kg after 4 weeks training without any complication. In 9 patients who served as controls undergoing no physical training, no spontaneous improvement in exercise capacity was observed. Of the 76 patients who received either program A or B, 28 patients failed to increase the max.VO2 by 10% or more. These patients presented atrial fibrillation, a cardiothoracic ratio greater than or equal to 60% or exercise-induced ST depression more frequently, suggesting that residual cardiac dysfunction might inhibit the training effects.(ABSTRACT TRUNCATED AT 250 WORDS)     

Return to work of professional drivers after cardiac rehabilitation]

This study analysed the possibilities of returning to work of professional drivers after a cardiac event and rehabilitation. The population comprised 94 consecutive patients, all men, average age 48.8 years (range 30 to 63 years) referred after coronary bypass surgery (N = 39), myocardial infarction (N = 38), angina (N = 4) or valve replacement surgery (N = 13). Advice on professional reinsertion was given after the rehabilitation program, authorization to drive being given in the absence of cardiac symptoms, residual myocardial ischaemia, severe left ventricular dysfunction and serious ventricular arrhythmias. After 35 months, 4 patients were lost to follow-up; of the 90 remaining patients, the frequency of return to work (maximal at the 9th month) was 65.6% with 84.7% obtaining a renewal of their driving licence. In this series, 81% of patients were asymptomatic, 2 died, 16.7% had further cardiovascular complications. The morbidity and mortality were significantly greater in the group who had to stop driving (N = 40) (32.5% vs 8%, p < 0.001). Non complications occurred during work in those who resumed driving. This study confirms the safety of allowing low risk professional drivers, identified during cardiac rehabilitation by simple, reliable clinical and paraclinical criteria, to return to work.     

A survey of general practitioners' attitudes to older drivers on the New South Wales Central Coast

Objective: To investigate the attitudes of General Practitioners to older drivers on the New South Wales Central Coast. Method: Postal survey. Results: 275 General Practitioners (GP's) were surveyed, with a response rate of 173 (63%). 61% of GP's allowed an older driver with mild Alzheimer's disease to still drive a motor vehicle. 21% of GP's would allow the frail, medically unfit driver to still drive with a restricted licence locally if there was no public transport near by. Only 41% of GP's thought they had enough training to make an appropriate medical driver assessments. Only 29% of GP's routinely asked about driving habits and medical fitness to drive in all of their older patients. 55% of GP's felt that there should be another medical body to oversee all medical driver assessments rather than the GP. Conclusions: These survey results suggest that not all GP's are aware of the regulations for medical driver assessments, are not routinely screening older drivers, are not adequately trained in medical driver assessments, allowing medically unfit drivers to continue to drive, are concerned about the consequences of cancelling an older driver's licence and are unhappy in dealing with these issues.     

Diabetes,Ramadan, and driving - Ensuring patient safety while respecting religious autonomy: A qualitative study

Background and aimsHypoglycaemia due to fasting during Ramadan may affect the ability to perform complex activities among people with type 2 diabetes mellitus (T2D), but it is unclear how this affects one's ability to drive. This study aims to explore driving experiences and coping strategies to ensure safe driving among people with T2D who fast during Ramadan.MethodsWe conducted an exploratory qualitative study and purposefully selected people with T2D who drove and fasted during the past Ramadan period in 2019. In-depth face-to-face interviews were conducted and transcribed verbatim. Data were analysed thematically using a constant comparative method until saturation was achieved (n = 16).ResultsTwo major themes were identified, namely: (1) knowing oneself and (2) voluntary self-restriction. Participants described the importance of understanding how Ramadan fasting affected them and their level of alertness. As such, participants often adjusted their daily activities and tested their blood glucose levels to prevent experiencing hypoglycaemia. Other coping strategies reported include adjusting their medications and driving restrictions or driving in the mornings when they were more alert. Findings from this study shed light on participants' experiences and coping mechanisms while driving during Ramadan.ConclusionGiven the risks and effects of hypoglycaemia among those who fast, there is a need to provide appropriate and focused patient education during Ramadan to people with T2D to ensure they can perform complex activities such as driving safely, especially in Muslim majority countries.     

A self-management program for adult asthma. III. Maintenance and relapse of skills.

Patient self-management programs have become an integral part of asthma treatment. The goal of such programs is to strengthen the partnership between patients and health care providers in controlling the condition. The present study analyzed how well patients maintained or relapsed in performing asthma self-management skills over time and across settings. It was conducted by contacting patients who had been involved in a successful self-management program an average of 6 years after their participation or an average of 7 years after they completed training. Seventy percent of the patients agreed to participate and complete, either by themselves or over the telephone, a structured interview regarding their experiences in performing asthma self-management. On the basis of their responses, 53 participants were categorized into two groups: continuers or relapsers, according to previously developed and published criteria for relapse. Characteristics that distinguished the two groups were described. As anticipated, those classified as continuers reportedly exhibited broader repertoires of self-management skills across an array of settings. They credited their performance with maintaining control over their asthma. However, two unexpected findings emerged in the study: First, all patients continued to use self-management skills to one degree or another 7 years after they had acquired these skills. Even patients who were categorized as relapsers regularly performed some self-management skills, often involving self-monitoring of their breathing. Second, half of the patients in the relapse group reported that their asthma was in remission and that they were asymptomatic. The self-management skills they reportedly used were performed to monitor and prevent a return of asthma.     

Self-reported driving,cognitive status,and physician awareness of cognitive impairment

OBJECTIVES: To assess self-reported driving rates in older people and correlate these data with cognitive status and physician recognition of cognitive impairment. DESIGN: Cross-sectional study. SETTING: A multiphysician private practice clinic in a primarily Asian-American community of Honolulu, Hawaii. PARTICIPANTS: Two hundred ninety-seven ambulatory patients aged 65 and older. MEASUREMENTS: Cognitive function was assessed by physician interview using the Cognitive Abilities Screening Instrument (CASI) and proxy informant data. Subjects' self-reported driving status. Outpatient medical records were reviewed. RESULTS: Sixty percent of the studied population reported that they currently drove. This rate decreased from 73.3% (148/202) for subjects with good CASI performance (CASI 282) to 37.5% (21/56) for subjects with intermediate CASI performance (CASI 74-81.9) and further to 23.7% (9/38)for subjects with poor CASI performance (CASI <74). Further analysis of drivers with intermediate and poor CASI performance scores revealed that almost none of their physicians recognized that these drivers had cognitive problems(4.8% (1/21) of drivers with intermediate CASI performance and 11.1% (1/9) of drivers with poor CASI performance). CONCLUSION: In this convenience sample of older drivers, driving rates dropped precipitously with poorer performance on cognitive tests, yet a significant percentage of individuals with intermediate or poor cognitive test performance reported that they currently drove. This poor performance was often unrecognized by their physicians. Low recognition rates could affect physicians' interventions to curb unsafe driving.     

Trends in Alcohol‐Related Traffic Risk Behaviors Among College Students

Background: Alcohol‐impaired driving is a major public health problem. National studies indicate that about 25% of college students have driven while intoxicated in the past month and an even greater percentage drive after drinking any alcohol and/or ride with an intoxicated driver. The purpose of this investigation was to examine the change in these various alcohol‐related traffic risk behaviors as students progressed through their college experience. Methods: A cohort of 1,253 first‐time first‐year students attending a large, mid‐Atlantic university were interviewed annually for 4 years. Repeated measures analyses were performed using generalized estimating equations to evaluate age‐related changes in prevalence and frequency of each behavior (i.e., ages 19 to 22). Results: At age 19, 17%_wt of students drove while intoxicated, 42%_wt drove after drinking any alcohol, and 38%_wt rode with an intoxicated driver. For all 3 driving behaviors, prevalence and frequency increased significantly at age 21. Males were more likely to engage in these behaviors than females. To understand the possible relationship of these behaviors to changes in drinking patterns, a post hoc analysis was conducted and revealed that while drinking frequency increased every year, frequency of drunkenness was stable for females, but increased for males. Conclusions: Alcohol‐related traffic risk behaviors are quite common among college students and take a significant upturn when students reach the age of 21. Prevention strategies targeted to the college population are needed to prevent serious consequences of these alcohol‐related traffic risk behaviors.     

Experimental intercomparisons of younger and older driver perceptions.

Drivers over sixty-five years of age and drivers under twenty-one years of age have the highest relative frequency of crashes resulting in injury and death. Attitudes of these two groups were investigated using questionnaires. One hundred twenty-seven (127) younger and one hundred eight (108) older drivers who had voluntarily registered in driving education courses satisfactorily completed questionnaires about attitudes and behaviors pertinent to safe driving. Half of each sample rated the average driver in their age group and the average driver in the opposite age group as regarded thirty-three attitudes promoting safe driving, twenty courteous safe driving behaviors and eleven discourteous, unsafe driving behaviors. Data shows that younger drivers viewed older drivers as overly cautious, too slow to act and apt to cause accidents, and rated their peers as overly aggressive and discourteous. Older drivers characterized younger drivers as deficient in courtesy and safe driving practices, and they rated their peers as cautious, courteous, and aware of age-related limitations. The findings indicate that each group was aware that safety hazards are created by drivers in their age group. It also shows that both groups had a positive impression of some driving practices of their age group, and that the other group was depreciated. The outcome confirms and expands upon conclusions derived from less formal studies about how drivers perceive other roadway users. It also specifies the extent to which particular attitudes and driving practices are attributed to the peer group and to the opposite age group.     

An analysis of an older driver evaluation program

OBJECTIVES: To identify elements of an older driver evaluation program that predict driving performance in older adults. SETTING: Outpatient medical clinic in an academic medical center. DESIGN: A retrospective analysis. PARTICIPANTS: Six hundred sixty-four older adults who were referred to an older driver evaluation program. MEASUREMENTS: A physician trained in geriatric medicine and a clinical geriatric nurse specialist oversaw an experienced driving evaluator and an occupational therapist who conducted assessments of older persons' functional status; reaction time; driving skills; and cognitive, hearing, and vision abilities. Self-report data along with a medical history submitted by patients' primary care physicians supplemented the clinical assessments. RESULTS: A multinomial logistic regression revealed that the Mini-Mental State Examination (MMSE), cues needed with the Trail Making Test, Part B, grip strength, and an interaction effect between the MMSE and reaction time constituted the most parsimonious model for predicting on-the-road performance. A receiver operating characteristic analysis indicated that this index had good sensitivity but low specificity. A binomial regression comparing imperfect and perfect drivers demonstrated the significance of the Traffic Sign and Visual Perception tests. CONCLUSION: Clinicians should employ a multilevel screening process that includes initial cognitive tests, such as the MMSE and the Trail Making Test, Part B, although more studies of driving evaluation programs in medical settings that include random samples of older drivers are needed.     

Antagonistic selection from predators and pathogens alters food-web structure

Selection can alter predator-prey interactions. However, whether and how complex food-webs respond to selection remain largely unknown. We show in the field that antagonistic selection from predators and pathogens on prey body-size can be a primary driver of food-web functioning. In Windermere, U.K., pike (Esox lucius, the predator) selected against small perch (Perca fluviatilis, the prey), while a perch-specific pathogen selected against large perch. The strongest selective force drove perch trait change and ultimately determined the structure of trophic interactions. Before 1976, the strength of pike-induced selection overrode the strength of pathogen-induced selection and drove a change to larger, faster growing perch. Predation-driven increase in the proportion of large, infection-vulnerable perch presumably favored the pathogen since a peak in the predation pressure in 1976 coincided with pathogen expansion and a massive perch kill. After 1976, the strength of pathogen-induced selection overrode the strength of predator-induced selection and drove a rapid change to smaller, slower growing perch. These changes made perch easier prey for pike and weaker competitors against juvenile pike, ultimately increasing juvenile pike survival and total pike numbers. Therefore, although predators and pathogens exploited the same prey in Windermere, they did not operate competitively but synergistically by driving rapid prey trait change in opposite directions. Our study empirically demonstrates that a consideration of the relative strengths and directions of multiple selective pressures is needed to fully understand community functioning in nature.     

Exploring older drivers’ perceptions of driving

This research uses grounded theory to assess the driving needs of 29 older car drivers using four data collection techniques (two waves of focus groups, an interview and a driver diary). Findings suggest that older drivers view themselves as having better driving skills and attitude towards driving compared to when they were younger and compared to other drivers. In addition, they have a good ability to adapt to their changing physiology. Nevertheless, they report difficulty in assessing their own driving ability and cite they would like help to increase self-awareness about the driving task. In addition, the participants report having increasing difficulty in not having enough time to read, compute and comprehend road signs, maintaining a constant speed at the speed-limit, increased tiredness and fatigue and increased sensitivity to glare. The findings suggest given an iterative, qualitative methodology where driving issues are focused upon, older drivers can become more self-aware of their driving limitations and discuss these aspects in the context of ageing physiology.