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54 Conclusion According to FHWA, one in five drivers on U.S. highways is age 65 and older; almost two percent are 85 and older (FHWA, DL-20, 2020). It is crucial that all agencies involved in any aspect of older road user safety work together to develop a common agenda. This will reduce duplication and allow existing funds to target a greater number of compelling safety issues. Collaboration is important to access more funding and effectively address the vast array of older road user programs and policies identified in Guideline No. 13. Partnerships between and among agencies with responsibilities or concerns in these areas can more widely disseminate scalable programs and policies and support one another in confronting the safety and mobility challenges of aging road users. The large cohort of individuals from the baby boom generation, and the fact these individuals are likely to drive much longer than previous generations, point to an increased need for older driver safety programs and policies. As state-level agencies charged with providing information and programs on behavioral traffic safety, SHSOs are a logical place for either developing and managing an older driver safety program or providing funding and leadership for other agencies that conduct these programs. Most SHSOs recognize older driver safety is an issue and have developed data-driven approaches to address road user safety issues. Many track motor vehicle-related fatalities and serious injuries by age in their HSP, including for ages 65+, but few conduct any extensive programming. The reasons include not enough funding and staff, and restrictions on existing funding. With more demand for highway safety programs than available funding, SHSOs must prioritize which programs receive support. SHSOs have proven successful in addressing older road user issues by supporting programs conducted by other agencies or state offices. The Florida DOTâs Safe Mobility for Life program, which is one of the more successful programs in the United States, receives grants from the Florida Safety Office for specific projects and programs. While the Safety Office is part of the DOT, the DOTâs Traffic Engineering and Operations Office developed and now manages the program. The relationship works well, with the SHSO providing support where their knowledge and expertise is most needed. The result is improvements in older driver safety. This approach also ensures the SHSO remains involved in the older driver issue. The extent to which any or all the NHTSA Guideline No. 13 recommendations have been implemented or even pilot tested is unknown. The intent of this research was to provide insight into which elements of Guideline No. 13 SHSOs were implementing. Regarding roadway design, it is unclear whether SHSOs encourage their DOTs to adopt the guidance and treatments offered by FHWA in their Highway Design Handbook for Older Drivers and Pedestrians. Additional findings from the research include ⢠Twenty-one states have added additional testing requirements for older drivers, with most starting at 70 years of age. The most impactful licensing requirement mandates older drivers C H A P T E R 8
Conclusion 55 to report in-person for a license renewal where the DMV could require additional vision, cognitive, and on-road testing. However, little information exists on whether additional tests have an impact on licensing outcomes. ⢠Many older drivers self-regulate and avoid challenging situations such as driving at night, on freeways, in severe weather, or in unfamiliar or congested areas. Restricting or removing an older driverâs license may not result in major reductions in older driver fatalities or serious injuries. ⢠Even though these drivers self-regulate, few plan for when they will no longer be able to drive safely. SHSOs can help by providing information to older drivers on how to develop a trans- portation plan for when driving their vehicles is no longer an option. ⢠One area that may negatively impact this transportation plan is a lack of transportation options. Services have strict eligibility requirements that screen out older drivers or offer services only for older drivers affiliated with the providers, such as a religious organization or senior center. This can be particularly challenging for individuals in rural areas and in underserved communities with limited transportation options. It may be worth the effort to research options available through a senior center, religious organization, friends, and family members. ⢠SHSOs, either directly or through a program they support, are encouraged to reach out and develop tools and information for individuals who interact with older drivers including licensing personnel, physicians and other medical specialists, law enforcement, caregivers, and family members. ⢠The research found most physicians do not evaluate or even discuss driving difficulties with their older patients. Often it is because they do not have sufficient information on the problem, or they feel it would negatively impact the doctor-patient relationship. There is also a lack of information and training to help law enforcement officers recognize, effectively interact with, and report older drivers who are at-risk. ⢠There appears to be a lack of information to help older drivers use or understand vehicle adaptations and technology that may help them with the driving task. As these technologies get more complicated, the need for education on their purpose and use will grow. While it may be difficult for SHSOs to conduct an older driver program, this guide includes examples of what states are doing to address a variety of older road user safety issues, ranging from suggesting how older drivers can take control of their mobility futures to providing ways for family members, friends, and caregivers to discuss driving performance with older drivers. In most cases these are not programs conducted by the SHSO, but the office provides grant support to other agencies or offices to conduct an older driver safety program. The guide also provides suggestions on how to include older driver safety messages in current safety programs. Finally, the guide provides ideas and information on how to evaluate the effectiveness of an older driver initiative using outcome and output measures. SHSOs will gather output measures that indicate whether the programs and projects are being conducted and at what level. These can be important measurements. If there is still no progress in reducing the number and rate of fatalities and serious injuries, the survey information can provide opportunities to conduct project-level evaluations.
