This report reviews the literature on the problems of older traffic participants, in particular older car drivers, cyclists and pedestrians. The results form the basis for the definition of safety improving measures. Accident data show, that per kilometre the risk of injury or death is markedly higher for older traffic participants. A comparison between the three main transport modes shows, that for the elderly driving a car is safer than walking and even more so than riding a bicycle. The accident circumstances of the elderly deviate from those of younger traffic participants at a number of aspects. In absolute numbers, the accident involvement of the elderly in situations with difficult external conditions, such as during peak hours or in bad weather, is small. However, the risk per kilometre is often higher. It seems that the elderly try to avoid complex road and traffic conditions. With respect to their traffic behaviour, it is concluded that the elderly, more than any other group of traffic participants, are inclined to follow clearly defined rules. In dynamic situations, however, they encounter problems, for example in priority situations. The elderly seem to have more problems when they suddenly have to adapt their behaviour to the actual traffic situation. Functional changes as a consequence of aging is one of the major explanations for the traffic safety problems of the elderly. Information processing takes more time and it becomes more difficult to pay attention to two or more parallel tasks. In particular in more complex situations, these functional changes will influence traffic behaviour. Apart from cognitive functions, motor flexibility decreases and the visual functions change. It is emphasized that large individual differences exist in the moment of onset and amount of functional changes. Safety improving measures must be taken from a variety of angles. Some measures must be directed at the elderly themselves. By systematic training and practising of important skills the effects of aging can be limited to a certain extent. The elderly must be informed about the possibilities and limitations to adapt their behaviour, their activities and their vehicle to their physical and cognitive skills. Other measures must be directed at the infrastructure and at the other traffic participants. Small changes in the direct living and shopping area of the elderly, preferably on the basis of the wishes and ideas of the elderly themselves and informing other traffic participants about the specific problems of the elderly and the way this is reflected in their behaviour, are both measures that might contribute to the overall safety of the elderly in traffic.
Abstract