Older people are more active and fit than previous generations. Hence, they are more mobile than ever. However, they continue to suffer a reduction in quality of life when giving-up driving. This paper reports research carried out to identify the role of mobility and accessibility in older people"s self-reported quality of life, through an in-depth examination of older people"s travel needs. A wholly qualitative approach, utilising a variety of data collection methods including focus groups, interview and diary completion, was employed with 57 people aged over 65 in the UK, of which 26 were drivers and 31 had recently given-up driving. The findings emphasise the importance of mobility for accessing services and shops. However, the reasons why older people travel and the importance of mobility go beyond accessibility to include the desire for independence, control, maintaining status, inclusion, "normalness" and travel for its own sake. These are all related to an individual"s perception of quality of life. When older people give-up driving their self-reported quality of life is reduced and this seems very much related to a reduction in affective and aesthetic qualities of mobility that a car affords that walking and using public transport lacks. It is suggested that policy and practice needs to consider such motives for travel.

generated by the novel human Coronavirus SARS-CoV-2, countries across the world are taking measures in order to reduce the effects, or at least to slow it down, in order to better cope with public health and better manage its limited resources. Human-to-human transmissions of SARS-CoV-2 have been described with incubation times between 2-10 days, facilitating its spread via droplets, contaminated hands or surfaces (Kampf et al., 2020). While limited knowledge is available about the SARS-CoV-2 virus, we have some experience with other infectious diseases that might have some similar characteristics. Hypermobility and the spread of diseaseRelevant to transport and health is how our hypermobile society spreads such a disease so quickly. Despite the early evidence to show that the human-to-human transmission of rates of COVID-19 is lower than SARS (Cascella et al., 2020), compared with its respiratory disease family, SARS and MERS, Peeri et al. (2020) show that COVID-19 has spread more rapidly, due in part to increased globalisation and the first epicentre's (Wuhan) accessibility. Wu, J. T. et al. (2020) argue that the abundance of connecting flights, the timing of the outbreak during the Chinese New Year, and the extraordinary rail accessibility of Wuhan to the rest of China has enabled the virus to spread throughout the country, and eventually, globally, in a very short time.We are so connected to one another across the globe for work, for leisure and to stay connected to families and friends. The success of our transport system in terms of mobility and safety means we've become used to taking long haul flights and world cruises with little regard for potential negative side effects. Data from Statistica (2020), show that the number of passengers on scheduled commercial airlines have increased 137% in the past 15 years (Mazareanu, 2020). Although the spread of the SARS-CoV-2 coronavirus has been warned about in the past, the timing and trajectory of it is something very hard to predict. But we have become so blas� e to the negative side effects of large scale travel and mobility that we consider it normal to do long journeys and expect little to no negative externalities or that someone else is taking care of those, whether they are pollution, injuries, or the break-up of local communities. Effects of curtailing transportIn addition, we see the mass consequences of having to curtail mobility with many countries introducing lock-downs with significant repercussions for work, but also for fulfilling everyday duties, getting shopping in and seeing friends and family. Who knows at the moment how long such a lock down will last in many countries, and further what effect it will have on changing our mobility

Driving cessation for many older people is associated with a poorer quality of life and can lead to health problems such as depression. This paper aims to reveal the process of giving-up driving, examining in particular triggers for giving-up driving, how information on alternative modes of transport is sought and how new transport and travel behaviour is integrated into older people's lives. It examines the challenges faced and how these are overcome and what impact the process has on self-reported quality of life, as articulated by the participants themselves. To this end, twenty-one individuals from three locations in the United Kingdom (UK) were followed over a period of 10 months, through five waves of data collection. Each participant took part in three interviews, a focus group and completed a diary of travel behaviour. Findings suggest that although a similar pattern was found between the trigger and life post-car, not all older people go through the stages of giving-up driving in the same way. Instead, a range of responses are seen, from contemplation of gradually reducing driving, through to stopping abruptly, with the route taken having consequences for the eventual outcome for any individual. Triggers for contemplating driving cessation could be varied and often involved health and social factors. Importantly, people who engaged in pre-planning reported a relatively higher quality of life beyond the car, whilst for those who were more reactive and engaged in little or no pre-planning a poorer quality of life resulted. In addition (and in conjunction with planning), other factors, such as flexibility in travel destinations, the role of family and friends, and wider support networks are also seen as important. With such evidence of the importance of preplanning it is suggested that more could be done to support giving-up driving and encouraging contemplation at a younger age to mitigate the negative effects experienced by some.

Technology is entwined in 21st Century society, and within the lives of people across all ages. The Technology In Later Life (TILL) study is the first piece of work contributing to the impact, behavior, and perception of technology use, by adults aged ≥70 years, residing in rural and suburban areas. TILL is an international, multi-centred, multi-methods study investigating and conceptualizing how various technologies impact the lives of older adults; residing in urban and rural locations in the United Kingdom (UK) and Canada. This in-depth study recruited 37 participants via a multi-methods approach. Analysis of the findings ascertained two overarching themes: facilitators of technology use (i.e., sharing of information and feeling secure), and detractors of technology (i.e., feelings of apprehension of use). Proposed recommendations include promotion of technology from a strengths-based perspective focusing on positive opportunities technology to improve health and wellbeing, creating a peer support network to assist with learning of new technology, and the need to examine further how intergenerational relationships may be enhanced through the use of technology. The distinction of these themes narrates to the originality of this initial study and milieu of recruited participants, intersecting across the fields of gerontology, geography, social sciences, and gerontechnology.

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The world's population is ageing. Older people are healthier and more active than previous generations. Living in a hypermobile world, people want to stay connected to dispersed communities as they age. Staying connected to communities and social networks enables older people to contribute and connect with society and is associated with positive mental and physical health, facilitating independence and physical activity while reducing social isolation. Changes in physiology and cognition associated with later life mean longer journeys may have to be curtailed. A shift in focus is needed to fully explore older people, transport and health; a need to be multidisciplinary in approach and to embrace social sciences and arts and humanities. A need to embrace different types of mobilities is needed for a full understanding of ageing, transport and health, moving from literal or corporeal through virtual and potential to imaginative mobility, taking into account aspirations and emotions. Mobility in later life is more than a means of getting to destinations and includes more affective or emotive associations. Cycling and walking is facilitated not just by improving safety but through social and cultural norms. Car driving can be continued safely in later life if people make appropriate and informed decisions about when and how to stop driving; stringent testing of driver ability and skill has as yet had little effect on safety. Bus use facilitates physical activity and keeps people connected but there are concerns for the future of buses. The future of transport may be more community led and involve more sharing of transport modes.

As the use of technology becomes further integrated into the daily lives of all persons, including older adults, it is important to investigate how the perceptions and use of technology intersect with intergenerational relationships. Based on the international multi-centered study Technology In Later Life (TILL), this paper emphasizes the perceptions of older adults and the interconnection between technology and intergenerational relationships are integral to social connectedness with others. Participants from rural and urban sites in Canada and the UK (n = 37) completed an online survey and attended a focus group. Descriptive and thematic analyses suggest that older adults are not technologically adverse and leverage intergenerational relationships with family and friends to adjust to new technologies and to remain connected to adult children and grandchildren, especially when there is high geographic separation between them. Participants referenced younger family members as having introduced them to, and having taught them how to use, technologies such as digital devices, computers, and social networking sites. The intergenerational support in the adoption of new technologies has important implications for helping older persons to remain independent and to age in place, in both age-friendly cities and in rural communities. The findings contribute to the growing literature in the fields of gerontology and gerontechnology on intergenerational influences and the impacts of technology use in later life and suggest the flexibility and willingness of older persons to adopt to new technologies as well as the value of intergenerational relationships for overcoming barriers to technology adoption.

Background Isolation precautions in patients with multi-drug-resistant bacteria and other communicable infectious agents can be associated with adverse effects. Patients’ perspectives of isolation suggest that the imposed environment and procedures create barriers to their physical, social and emotional needs. Aims The purpose of this paper is to review the literature to uncover any reliable evidence supporting the assertion that stigma is a significant characteristic of the experience of source isolation in healthcare settings. Methods The methodological framework of Arksey and O’Malley was applied to this review. A total of 14 papers identified from 189 abstracts screened were included in the review. Results The research reviewed suggests a clear association between stigmatisation and isolation in which stigma does have a direct negative effect on patients placed in hospital isolation. None of the studies found evidence to the contrary. Conclusions The implications of this literature review for policy-makers and healthcare professionals suggest that when isolation or other forms of constraint are implemented and in use, patients must be provided with strengthened forms of support, including social and emotional support, and given access to healthcare of optimal quality to prevent the associated adverse effects of isolation as much as possible.