Elderly Drivers Research Articles

Long‐Lasting Stabilization and Improvement of Dry Age‐Related Macular Degeneration by a High Oral Taurine Dose

Purpose: To examine the therapeutic potential of the amino acid taurine in the non‐ neovascular or ∙dry” form of Age‐Related Macular Degeneration (AMD), one of the main causes of vision loss in the elderly, which still lacks effective treatments. Taurine is the most abundant amino acid in the retina and exerts trophic and neuroprotective actions in cellular and animal models. Likewise, a recent Science paper indicates that taurine deficiency is a driver of aging and that taurine supplementation may be an effective treatment for age‐related diseases. Case Description: A dry AMD patient (F.A., male, 62‐yr old) presented a Snellen best corrected visual acuity of 0.15 on the Right Eye (RE) and 0.2 on the Left Eye (LE) in June 2013, together with central retina atrophy and reduction of central macular thickness to 144 µm (RE) and 159 µn (LE) (OCT analysis; Topcon 3D OCT1000). Oral taurine intake (600 mg t.i.d.) arrested macular degeneration over a 5.5‐yr period and moderately improved visual acuity and macular thickness after doubling the dose from 1.8 g/day to 3.6 g/day in December 2018. This improvement remained stable until last control visit in January 2023. Conclusion: Taurine may have disease‐modifying properties in dry AMD at the dose used. The present observations add to existing literature to foster proof‐of‐concept clinical trials using a high oral dose of taurine for the treatment of AMD.

Demographic adjustments to driver death rates by vehicle type and size

Objective Driver death rates per million registered vehicles are often used to compare the real-world crash experiences of vehicles of different types and sizes. However, these rates are affected by the risky behavior of drivers (e.g., speeding, impaired driving, lack of restraint use) that differs by age and gender. This paper presents a method for adjusting driver death rates to account for differences in driver age and gender. Methods Driver death rates per million registered vehicles per year were calculated for passenger vehicles of model year 2020. To account for potential differences in driver exposure by age and gender, which can affect motor vehicle crash and injury experience, an algebraic method was used to standardize these rates to a common distribution of female drivers ages 25–64. The standardization depends upon an independent estimate of the relative fatality risk for female drivers ages 25–64. Results The smallest vehicles tended to have higher driver death rates compared with larger vehicles. However, for sports cars, this trend was reversed; larger sports cars had higher driver death rates. Vehicle types popular with male drivers, such as sports cars and pickups, had standardized death rates that were much lower than the raw rates. Conclusions The adjustment for driver age and gender greatly reduced the variability of driver death rates among vehicle types. The procedure used here to adjust driver death rates for driver age and gender can be extended to any situation where it is desired to compare the crash rates of two or more subgroups of a population.

87 Virtual Driving Relates to Real-World Risky Driving

Objective:Driving is a cognitively demanding activity commonly affected by brain injury and illness. Accurate driving assessment is essential for reducing risk, optimizing independence, and informing driving-related interventions. Virtual reality driving simulation (VRDS) enables safe, sensitive, objective, and standardized measurement of driving abilities. VRDS has been validated in relation to self-reports and driver records. However, self-reports are subjective, and driver records include only major events (collisions, violations). Video telematics platforms can measure naturalistic driving in a more objective and sensitive manner. The present study used video telematics to examine relationships between VRDS performance and directly observed naturalistic driving.Participants and Methods:20 healthy adult drivers (ages 23-61, mean age=36; 75% women) completed a VRDS assessment that included 1) driving on a straight road, 2) following a truck on a highway, and 3) reacting to a child running into a street to retrieve a ball. Primary VRDS measures were 1) speed and lane management on the straight road; 2) speed and following distance management in the truck-following task; and 3) reaction time, stopping, and distance from the child in the child-ball task. Participants also completed 28 days of naturalistic driving with a video telematics platform in their vehicle. Driving events were detected automatically using accelerometer, GPS, and video data, and driving behaviors were coded by driving risk analysts. The primary naturalistic measure was the number of unsafe driving behaviors per hour driven; specific driving behaviors served as exploratory variables. We examined correlations between VRDS and naturalistic driving variables. Given limited statistical power, we reported correlations that were small-to-medium or greater (r>.2) in primary analyses and medium-to-large or greater (r>.4) in exploratory analyses.Results:On average, drivers exhibited approximately one unsafe driving behavior per hour (M=0.9, SD=0.9, range=0.1-2.7). Common behaviors were failing to stop, unsafe following distance, speeding, and cell phone use. No collisions occurred. Average lane position in VRDS (specifically, leftward deviation from the center of the lane) was correlated with more real-world unsafe driving behaviors per hour (r=.35, p=.13), as were higher average straight road speed (r=.26, p=.27), greater straight road speed variability (r=.28, p=.24), and failing to stop for the child in the child-ball task (r=.22, p=.36). In exploratory analyses, failing to stop for the child was associated with real-world distracted driving (r=.45, p=.047), greater lane position variability in VRDS was associated with real-world unsafe following distance (r=.57, p=.009), and greater speed variability in VRDS was associated with real-world seat belt non-use/misuse (r=.49, p=.03).Conclusions:The present findings provide preliminary evidence that VRDS variables are related to directly observed naturalistic driving, supporting the potential utility of VRDS as a sensitive, ecologically valid driving evaluation tool. As the present study used a small sample of healthy drivers, further research will explore this topic in larger samples and in clinical populations, such as acquired brain injury. Future work will also investigate whether incorporating VRDS with conventional driving evaluation tools (e.g., neuropsychological tests, behind-the-wheel assessments) can enhance the ability of clinical driving evaluations to predict real-world risky driving.

심층면접과 텍스트 마이닝 기반의 고령 운전자 스트레스 유발 교통상황 시나리오 구축

심층면접과 텍스트 마이닝 기반의 고령 운전자 스트레스 유발 교통상황 시나리오 구축

Stability of factors influencing walking-along-the-road pedestrian injury severity outcomes under different lighting conditions: A random parameters logit approach with heterogeneity in means and out-of-sample predictions

Pedestrians walking along the road’s edge are more exposed and vulnerable than those on designated crosswalks. Often, they remain oblivious to the imminent perils of potential collisions with vehicles, making crashes involving these pedestrians relatively unique compared to others. While previous research has recognized that the surrounding lighting conditions influence traffic crashes, the effect of different lighting conditions on walking-along-the-road pedestrian injury severity outcomes remains unexplored. This study examines the variations in the impact of risk factors on walking-along-the-road pedestrian-involved crash injury severity across various lighting conditions. Preliminary stability tests on the walking-along-the-road pedestrian-involved crash data obtained from Ghana revealed that the effect of most risk factors on injury severity outcomes is likely to differ under each lighting condition, warranting the estimation of separate models for each lighting condition. Thus, the data were grouped based on the lighting conditions, and different models were estimated employing the random parameter logit model with heterogeneity in the means approach to capture different levels of unobserved heterogeneity in the crash data. From the results, heavy vehicles, shoulder presence, and aged drivers were found to cause fatal pedestrian walking-along-the-road severity outcomes during daylight conditions, indicators for male pedestrians and speeding were identified to have stronger associations with fatalities on roads with no light at night, and crashes occurring on Tuesdays and Wednesdays were likely to be severe on lit roads at night. From the marginal effect estimates, although some explanatory variables showed consistent effects across various lighting conditions in pedestrian walking-along-the-road crashes, such as pedestrians aged < 25 years and between 25 and 44 years exhibited significant variations in their impact across different lighting conditions, supporting the finding that the effect of risk factors are unstable. Further, the out-of-sample simulations underscored the shifts in factor effects between different lighting conditions, highlighting that enhancing visibility could play a pivotal role in significantly reducing fatalities associated with pedestrians walking along the road. Targeted engineering, education, and enforcement countermeasures are proposed from the interesting insights drawn to improve pedestrian safety locally and internationally.

A - 171 Neuropsychological Performance Relates to Observed Risky Driving in Healthy Adults.

This study uses video telematics to examine relationships between neuropsychological performance and directly observed naturalistic driving-as-usual in healthy adult drivers. We hypothesized that visual attention and executive function measures would have the strongest associations with unsafe driving behaviors. Twenty-five healthy drivers (ages 23-61, 62% women) were recruited from the general community into this cross-sectional study. They completed neuropsychological testing and 28days of naturalistic driving with an in-vehicle video telematics platform that detected unsafe driving behaviors. The neuropsychological battery measured driving-relevant domains, namely visual attention, processing speed, executive function, and visuospatial memory. We examined correlations between neuropsychological measures and unsafe behaviors. Unsafe following distance correlated with better performance on Useful Field of View Selective Attention (r = 0.55, p = 0.004, 95% CI = 0.19-0.77), Symbol Digit Modalities Test Written (r = 0.51, p = 0.009, CI = 0.13-0.76) and Oral (r = 0.51, p = 0.010, CI = 0.13-0.75), Trails B (r = 0.42, p = 0.035, CI = 0.02-0.70), and Stroop Color (r = 0.46, p = 0.022, CI = 0.06-0.72). Speeding correlated with better Spatial Recall Test Immediate (r = 0.48, p = 0.015, CI = 0.10-0.73) and Delay performance (r = 0.42, p = 0.038, CI = 0.02-0.69). In healthy adult drivers, better performance in the domains of visuospatial memory, processing speed, and attention is associated with greater engagement in unsafe driving behaviors. In the absence of concern about cognitive compromise, individuals may feel more comfortable making risky behaviors. We plan to expand this work to broader samples and clinical populations to increase generalizability and applicability to clinical driving evaluations.

Motor Vehicle Crash Risk in Older Adult Drivers With Attention-Deficit/Hyperactivity Disorder

Symptoms of attention-deficit/hyperactivity disorder (ADHD), such as inattentiveness and impulsivity, could affect daily functioning and driving performance throughout the life span. Previous research on ADHD and driving safety is largely limited to adolescents and young adults. To examine the prevalence of ADHD and the association between ADHD and crash risk among older adult drivers. This prospective cohort study collected data from primary care clinics and residential communities in 5 US sites (Ann Arbor, Michigan; Baltimore, Maryland; Cooperstown, New York; Denver, Colorado; and San Diego, California) between July 6, 2015, and March 31, 2019. Participants were active drivers aged 65 to 79 years at baseline enrolled in the Longitudinal Research on Aging Drivers project who were studied for up to 44 months through in-vehicle data recording devices and annual assessments. The data analysis was performed between July 15, 2022, and August 14, 2023. Lifetime ADHD based on an affirmative response to the question of whether the participant had ever had ADHD or had ever been told by a physician or other health professional that he or she had ADHD. The main outcomes were hard-braking events defined as maneuvers with deceleration rates of 0.4g or greater, self-reported traffic ticket events, and self-reported vehicular crashes. Multivariable negative binomial modeling was used to estimate adjusted incidence rate ratios (aIRRs) and 95% CIs of outcomes according to exposure status. Of the 2832 drivers studied, 1500 (53.0%) were women and 1332 (47.0%) were men with a mean (SD) age of 71 (4) years. The lifetime prevalence of ADHD in the study sample was 2.6%. Older adult drivers with ADHD had significantly higher incidence rates of hard-braking events per 1000 miles than those without ADHD (1.35 [95% CI, 1.30-1.41] vs 1.15 [95% CI, 1.14-1.16]), as well as self-reported traffic ticket events per 1 million miles (22.47 [95% CI, 16.06-31.45] vs 9.74 [95% CI, 8.99-10.55]) and self-reported vehicular crashes per 1 million miles (27.10 [95% CI, 19.95-36.80] vs 13.50 [95% CI, 12.61-14.46]). With adjustment for baseline characteristics, ADHD was associated with a significant 7% increased risk of hard-braking events (aIRR, 1.07; 95% CI, 1.02-1.12), a 102% increased risk of self-reported traffic ticket events (aIRR, 2.02; 95% CI, 1.42-2.88), and a 74% increased risk of self-reported vehicular crashes (aIRR, 1.74; 95% CI, 1.26-2.40). As observed in this prospective cohort study, older adult drivers with ADHD may be at a significantly elevated crash risk compared with their counterparts without ADHD. These findings suggest that effective interventions to improve the diagnosis and clinical management of ADHD among older adults are warranted to promote safe mobility and healthy aging.

Liquid-biopsy proteomics combined with AI identifies cellular drivers of eye aging and disease in vivo

Single-cell analysis in living humans is essential for understanding disease mechanisms, but it is impractical in non-regenerative organs, such as the eye and brain, because tissue biopsies would cause serious damage. We resolve this problem by integrating proteomics of liquid biopsies with single-cell transcriptomics from all known ocular cell types to trace the cellular origin of 5,953 proteins detected in the aqueous humor. We identified hundreds of cell-specific protein markers, including for individual retinal cell types. Surprisingly, our results reveal that retinal degeneration occurs in Parkinson's disease, and the cells driving diabetic retinopathy switch with disease stage. Finally, we developed artificial intelligence (AI) models to assess individual cellular aging and found that many eye diseases not associated with chronological age undergo accelerated molecular aging of disease-specific cell types. Our approach, which can be applied to other organ systems, has the potential to transform molecular diagnostics and prognostics while uncovering new cellular disease and aging mechanisms.

RAD54B inhibits vascular endothelial senescence via suppression of CHK1/p53/p21 pathway.

RAD54B belongs to the SNF2/SWI2 superfamily, participating in homologous recombination repair. DNA damage is the central driver of aging, but there is no direct evidence of an association between RAD54B and vascular aging. The present study sought to investigate the role and mechanisms of RAD54B in endothelial senescence. In senescent animal models, including spontaneously hypertensive rats, normal aging mice, and D-gal-induced senescent mice, and senescent cell models induced by H2O2, D-gal, and culture, RAD54B was remarkably downregulated. Knockdown of RAD54B increased the expression of p53 and p21, increased the ratio of SA-β-gal-positive cells, and decreased the proportion of EdU-positive cells. Conversely, overexpression of RAD54B reversed the senescent phenotypes stimulated by H2O2 and delayed replicative endothelial senescence. Mechanistically, silencing RAD54B compensatorily increased the expression of RAD51/XRCC4, which remained unchanged in H2O2-induced senescence. RAD54B lacking the SNF2 domain could still reverse the increasing expression of p53/p21 induced by H2O2. RAD54B reduced γH2A.X expression and inhibited the expression and phosphorylation of CHK1. In conclusion, RAD54B exerts a direct protective effect against DNA damage through enhancing homologous recombination repair in endothelial senescence, resulting in inhibition of the downstream CHK1/p53/p21 pathway, suggesting that RAD54B may be a potential therapeutic target for vascular aging-associated diseases.

Driving performance acutely after mTBI among young drivers

ObjectiveMild traumatic brain injury (mTBI) can impair executive function, learning, and memory, which can negatively impact driving ability. However, little is known how the driving performance of young drivers may be impacted acutely after mTBI. This study aimed to evaluate simulated driving within 96 h of mTBI among young drivers as compared to matched healthy controls, and assess the effects of increased cognitive load on driving performance. MethodsInjured young drivers ages 16 to 24 with physician-confirmed mTBI were enrolled from two sites (University of Alabama at Birmingham and Ohio State University) and completed the assessment on a high-fidelity driving simulator within 96 h of injury. Matched healthy controls were young drivers without mTBIs matched with an index mTBI by age, sex, athlete status, and driving experience. Participants drove four scenarios in a 2x2 design: with/without cognitive load and with/without critical events. Linear mixed models were used to compare the driving outcomes between mTBI drivers and healthy controls. ResultsA total of 38 participants were included, with 25 cases and 13 controls. Standard deviation of lateral position, following distance and reaction time were analyzed. The preliminary findings indicated that mTBI drivers tended to maintain more distance to the car in front of them than healthy controls. High cognitive load was associated with slower reaction time regardless of TBI status. ConclusionsThis study is the first to assess simulated driving performance among young drivers with mTBI acutely post-injury. The findings will have important clinical implications on when young drivers may return to driver post-mTBI and at what conditions. Additional research is warranted to confirm these results.

Exploring traffic accidents patterns: Spatial distribution and socio-economic determinants

&lt;p class="Els-keywords"&gt;This study employs a machine learning methodology, specifically the decision tree algorithm, in conjunction with the Quantum Geographic Information System (QGIS), to conduct a rigorous analysis of traffic accident data. The research aims to investigate various factors associated with traffic accidents, with a particular emphasis on their spatial distribution and the socio-economic determinants contributing to recurring accidents caused by drivers. The study focuses on the city of Duhok, located in the Kurdistan Region of Iraq, and utilizes a questionnaire to collect data from drivers regarding accident locations and the frequency of accidents within the past decade (from 2010 to 2020). The findings of the study reveal that the city center experiences the highest concentration of accidents, while severe collisions tend to occur in specific “black spots” scattered across the city’s road network. The decision tree model, employed to classify drivers with multiple accidents, identifies the primary causes of accidents as traffic conditions, traffic law violations, and overspeeding. Furthermore, the accident locations are found to be influenced by various factors, including different types of road hierarchy. The age and gender of drivers also contribute to accident patterns. These research findings have practical implications for enhancing road safety measures and reducing the frequency of traffic accidents. The utilization of machine learning techniques, combined with the analysis of spatial data through QGIS, provides a comprehensive understanding of the underlying factors contributing to accidents. Moreover, this research contributes novel insights to the field of road traffic accidents and safety, particularly in the context of the city of Duhok in Kurdistan Region, Iraq, and provides a valuable reference for future studies in the domain of road safety and urban planning.&lt;/p&gt;

Senescent cells at the crossroads of aging, disease, and tissue homeostasis.

Originally identified as an outcome of continuous culture of primary cells, cellular senescence has moved beyond the culture dish and is now a bona fide driver of aging and disease in animal models, and growing links to human disease. This cellular stress response consists of a stable proliferative arrest coupled to multiple phenotypic changes. Perhaps the most important of these is the senescence-associated secretory phenotype, or senescence-associated secretory phenotype -a complex and variable collection of secreted molecules release by senescent cells with a number of potent biological activities. Senescent cells appear in multiple age-associated conditions in humans and mice, and interventions that eliminate these cells can prevent or even reverse multiple diseases in mouse models. Here, we review salient aspects of senescent cells in the context of human disease and homeostasis. Senescent cells increase in abundance during several diseases that associated with premature aging. Conversely, senescent cells have a key role in beneficial processes such as development and wound healing, and thus can help maintain tissue homeostasis. Finally, we speculate on mechanisms by which deleterious aspects of senescent cells might be targeted while retaining homeostatic aspects in order to improve age-related outcomes.

Analyzing driver injury severity in two-vehicle rear-end crashes considering leading-following configurations based on passenger car and light truck involvement

Rear-end crash is a major type of traffic crashes leading to a large number of injuries and fatalities each year, and passenger cars and light trucks are two main vehicle types in rear-end crashes on US roadways. Passenger cars and light trucks are different in size, vehicle mass and driver’s vision. It is necessary to investigate the driver injury outcome patterns in rear-end crashes between passenger cars and light trucks considering crash configurations regarding the leading and following vehicle types. This study employs latent class multinomial logit (MNL) model to examine the risk factors on driver injury severity along with heterogeneity in variable effects presented by the cluster pattern in two-vehicle rear-end crashes involving passenger cars and light trucks, considering four crash configuration types, i.e., a passenger car struck by a passenger car, a light truck struck by a light truck, a passenger car struck by a light truck, and a light truck struck by a passenger car as exploratory variables. A model with two latent classes, which indicates the heterogeneity in variable effects among all the observations, is found to best fit the 7-year crash dataset from Washington State. The pseudo-elasticities are calculated to quantify the marginal effects of the contributing factors. The risk factors curve and sloping road condition, driver without seatbelt, and driver age of 65 and above increase driver fatality and serious injury risk greatly, and these three factors contribute from different latent classes. The crash configuration of a passenger car struck by a light truck is found to be one of class characteristics factors, which indicates that the heterogeneity exists between these two vehicle types. This factor is also a risk factor of injury. Furthermore, the leading vehicle is found to be much more vulnerable and closely related to injury, especially when it is in the crash of a passenger car struck by a light truck. The latent classes discovered give theoretical evidence of how to appropriately select subset data for further model construction for practical interest of serious injury prevention. The risk factors and their influence on injury severity provide beneficial insights on developing relevant countermeasures and strategies for injury severity mitigation on rear-end crashes involving passenger cars and light trucks.

Age-induced unsealing of the "Pandora's box": resurrection of endogenous retroviruses

Aging is like a box full of secrets. Inside this "Pandora's box" lies a ticking time bomb of viruses, obsolete from millions of years ago, called endogenous retroviruses (ERVs). Using different aging models and technologies, researchers have proven that the reactivation of ERVs acts as both a biomarker and driver of aging, which provides potential interventions to “control the plague” of aging.

Taurine deficiency as a driver of aging

Taurine deficiency as a driver of aging

Assessing drivers of high exhumation magnitudes and young cooling ages in the eastern central Andes, southern Peru (13–18°S)

The potential structural controls on exhumation across the southern Peruvian Andes are not well understood, in part due to limited structural studies that co-locate with thermochronometric datasets. We integrate these two datasets and evaluate the relative contribution that fault geometry, magnitude, and shortening rate have on predicted cooling ages. Here we present a balanced cross-section constructed using new structural observations. This section, combined with existing thermochronometer data and a thermokinematic model, investigates the drivers of high exhumation and young canyon thermochronometric ages along the deeply incised Marcapata canyon in southern Peru. Together, these approaches constrain the timing and magnitude of exhumation in this portion of the southern Peruvian Andes and provide a mechanism for documenting how the internal architecture changes along strike.The balanced cross-section (oriented N30E) covers the Subandean Zone to the northeast, the Marcapata canyon on the eastern flank of the southern Peruvian Andes, and the Altiplano-Eastern Cordillera boundary to the southwest (13–18° S). Exhumation is constrained by four low-temperature thermochronometer systems, including apatite and zircon (U-Th)/He (AHe and ZHe, respectively) and fission-track (AFT and ZFT, respectively). The youngest AHe (∼1–3 Ma), AFT (∼3–7 Ma), ZHe (∼4–7 Ma), and ZFT (∼14–17 Ma) ages are located in the center and valley bottom of the Marcapata canyon. The thermokinematically modeled cross-section produces cooling ages determined by fault geometry and kinematics. Reset ZFT ages require burial of Ordovician rocks in excess of 5.5 km above the original 6.5 km depositional depth. We find that the ZFT and ZHe ages in the Eastern Cordillera are sensitive to the history and magnitude of burial, age and location of uplift, and canyon incision. Canyon incision is required to reproduce the youngest canyon thermochronometric ages while slow shortening rates from ∼10 Ma to Present are required to reproduce interfluve thermochronometric ages. Shortening is accommodated by basement faults that feed slip up through three different décollement levels before reaching the surface. The proposed stacked basement geometry sets the first-order cooling signal seen in modeled ages. We determined that the total shortening in this section from the Subandean Zone to the Altiplano is 147.5 km, similar to shortening estimates in an adjacent thermo-kinematically modeled section in the San Gabán canyon 50 km to the southeast. Both the ZHe and ZFT ages in the Marcapata section (4–5 and 14 Ma) are noticeably younger than cooling ages from the San Gabán section (16 and 29 Ma). The Marcapata section's higher magnitude of exhumation is due to a repetition of basement thrusts that continues to elevate the Eastern Cordillera while active deformation occurs in the Subandean Zone. The youngest thermochronometric ages in all four systems are co-located with the overlapping basement thrust geometry. This basement geometry, kinematic sequence of deformation, and canyon incision co-conspire to produce the young cooling ages observed in the Eastern Cordillera.

Is trust a belief, observation, or state: Results from an active inference analysis of driver-automation transitions of control

Transitions of control are an important safety concern for human-automation teams and automated vehicle safety. While trust and situation awareness have been observed to influence transitions of control in automated vehicles, there are few objective measurements, making these concepts difficult to operationalize in increasingly automated decision systems. In this study, we take a step towards quantifying trust by mapping latent driver beliefs extracted from an active inference-factor analysis model of driver behavior and cognitive dynamics to subjective responses to trust questionnaires. Our results show that subjective trust is primarily correlated with model parameters affecting perceptual evidence accumulation rate, and the same parameters are significantly correlated with driver age.

전남 지역 농기계 탑승자 인적피해 교통사고의 유형별 특성 및 저감 대책

This study aimed to provide foundational data for establishing measures to prevent&#x0D; agricultural machinery traffic accidents by analyzing Jeonnam Police Agency's data on traffic&#x0D; injuries to agricultural machinery occupants between 2014 and 2018. Out of 760 accidents,&#x0D; 52.9% were vehicle-to-vehicle collision where agricultural machinery operators involved as a&#x0D; secondary party(less responsible to accidents), 25.9% were single agricultural machinery&#x0D; accidents, and 21.2% were vehicle-to-vehicle collision where agricultural machinery operators&#x0D; involved as a primary party(more responsible to accidents). 95.8% of the accident-involved&#x0D; agricultural machinery operators were male, 45.9% were in their 70s, and the main types of&#x0D; agricultural machinery involved in the accidents were power tillers (61.6%), tractors (11.3%),&#x0D; and unidentified types (22.0%). Results of the multivariable logistic regression showed higher&#x0D; death risks for elderly drivers, single machinery accidents (10.0 times higher than primary&#x0D; party accidents), power tiller accidents (1.7 times higher than tractor accidents), and&#x0D; accidents on downhill roads (1.7 times higher than flat or other roads). Different accident&#x0D; characteristics appeared based on involved parties, suggesting the need for specific preventive&#x0D; measures considering each type's accident characteristics and representative accident forms.

Senescence in yeast is associated with amplified linear fragments of chromosome XII rather than ribosomal DNA circle accumulation.

The massive accumulation of extrachromosomal ribosomal DNA circles (ERCs) in yeast mother cells has been long cited as the primary driver of replicative ageing. ERCs arise through ribosomal DNA (rDNA) recombination, and a wealth of genetic data connects rDNA instability events giving rise to ERCs with shortened life span and other ageing pathologies. However, we understand little about the molecular effects of ERC accumulation. Here, we studied ageing in the presence and absence of ERCs, and unexpectedly found no evidence of gene expression differences that might indicate stress responses or metabolic feedback caused by ERCs. Neither did we observe any global change in the widespread disruption of gene expression that accompanies yeast ageing, altogether suggesting that ERCs are largely inert. Much of the differential gene expression that accompanies ageing in yeast was actually associated with markers of the senescence entry point (SEP), showing that senescence, rather than age, underlies these changes. Cells passed the SEP irrespective of ERCs, but we found the SEP to be associated with copy number amplification of a region of chromosome XII between the rDNA and the telomere (ChrXIIr) forming linear fragments up to approximately 1.8 Mb size, which arise in aged cells due to rDNA instability but through a different mechanism to ERCs. Therefore, although rDNA copy number increases dramatically with age due to ERC accumulation, our findings implicate ChrXIIr, rather than ERCs, as the primary driver of senescence during budding yeast ageing.

Differential impacts of road diets on driving behavior among older adults with and without preclinical Alzheimer’s pathology

The driving populace of the United States is aging. The prevalence of Alzheimer disease (AD) will increase in the coming decades. Road diets (that is, the reallocation of one or more lanes of car traffic to other uses) have been proposed as a modification to increase pedestrian safety, particularly for older adults. In contrast, we considered the impacts of road diets on aging drivers, and on those with early pathological accumulation of AD. We observed naturalistic driving data for 60 cognitively normal older drivers (Age Range = 62–87 years, Median = 75 years) driving across three road segments located in the St. Louis metropolitan area, Missouri, United States. We used neuroimaging and lumbar puncture derived biomarker data to determine which of the drivers had preclinical AD. Since previous AD studies identified a variety of changes in driving behavior among older drivers with preclinical AD, we examined driving speed before and after lane repurposing. We found that drivers with preclinical AD drove at lower speeds compared to those without preclinical AD prior to road diet implementation. After lanes were repurposed, there was no statistical difference in the speed between older drivers with and without preclinical AD. We evaluated cognitive performance and found that attentional control had a mediating effect on driver speed, suggesting that an individual’s ability to focus on a specific task and filter out distractions was associated with faster driving. Driving speed after lane repurposing is not mediated by attentional control, suggesting that road diets are impervious to individual driver capacity. We conclude that lane repurposing has potential as an important mobility infrastructure solution that could enhance older driver safety and facilitate aging in place.