Recent advances in environmental psychology highlighted the beneficial role of greenspace exposure on cognition. We conducted a systematic review of the available studies on the association of long-term exposure to greenspace and cognitive functions across the lifespan. PRISMA guidelines and the PECOs method were applied to screen for eligible studies. Twenty-five studies from Scopus, PubMed, and PsycINFO met the inclusion criteria. Six studies were longitudinal and nineteen cross-sectional. Fifteen studies focused on schoolchildren, six studies on adults, and four on the elderly. Twenty studies used the NDVI to assess greenspace exposure and the remaining used other indexes. Eight studies employed academic achievement as the outcome, eight studies global cognition, six studies attention/executive functions, and three studies memory. The evidence was inconsistent but suggestive for a beneficial role of greenspace exposure on cognitive functions. Further studies are required, especially among adults and older people, by adopting longitudinal designs.

The aging population is rapidly growing across the world, with the number of people aged 65 or older projected to reach 1.6 billion by 2050. As such, it is essential to consider how to develop sustainable transport systems that are age-friendly. This perspective paper investigates how to foster an age-friendly transport system with a particular focus on public and sustainable transport options for the elderly. Existing transport systems are evaluated to determine their adherence to an effective age-friendly transport system in terms of three main requirements, namely affordability, accessibility and safety. Then, a psychological perspective is introduced by considering the psycho-physical needs and preferences of the elderly as well as individual factors affecting them. Four areas are considered: (a) independence and autonomy, (b) comfort and convenience, (c) social inclusion and ageism, (d) physical health and well-being, especially injuries due to mobility and fear connected with them. Finally, a proposal is made about psychological training programs directed to both elderly users and transport workers to overcome concerns for an age-friendly transportation system. Such programs could effectively support the age-friendly use of public transport systems simply by increasing the age-friendly skills of both users as well as transport workers.

Mild Cognitive Impairment (MCI) is a transition stage between normal aging and dementia and can be useful to monitor the cognitive status of people at risk of dementias. Our aims were to investigate the prevalence of amnestic and non-amnestic MCI in a South Italian elderly population, and to identify socio-demographic, clinical and lifestyle factors associated with MCI. A cross-sectional retrospective population study on 839 community-dwelling participants over 60 years of age was carried out. Elderly people were administered a brief neuropsychological screening to identify their cognitive and functional status, and a questionnaire to investigate several socio-demographic, clinical, and lifestyle factors. Prevalence estimate for MCI was 12.0% (95% CI: 10.0–14.5%), for amnestic MCI was 7.4% (95% CI: 5.8–9.4%), and for non-amnestic MCI was 4.6% (95% CI: 3.4–6.4%), for people older than 60 years of age. Logistic regression models, corrected for age, sex, and education, revealed a significant association of MCI with the following factors: age, education, intellectual activities, and topographical disorientation. On the other hand, education, clinical factors (e.g., depression level and perceived physical pain), lifestyle factors (e.g., smoking, alcohol, and leisure/productive activities), dietary habits, quality of life, and self-reported topographical disorientation were non-significantly associated with MCI. Prevalence estimates and the association of MCI and its subtypes with risk and protective factors were discussed in comparison with the most recent systematic reviews and meta-analyses.

A growing body of evidence is suggestive for the beneficial role of contact with greenspace (e.g., use of greenspace, visual access to greenspace, etc.) on mental health (e.g., depression, anxiety, etc.). In addition, several studies have pointed out the benefits of social support and social interaction on psychological wellbeing. Even if evidence on the association between contact with greenspace and perceived social support were mixed, it was supposed that the use of greenspace could enhance social interactions and perceived social support, especially among older adults. The present study aims to explore the effect of use of greenspace on geriatric depression in a sample of South-Italian older adults and the mediating role of perceived social support in this association. A structural equation model was tested in a sample of 454 older adults (60–90 years old) residing in the Metropolitan Area of Bari, Apulia. The fit indices revealed the goodness of fit of the model (CFI = 0.934; TLI = 0.900; IFI = 0.911; NFI = 0.935; RMSEA = 0.074; SRMR = 0.056). Results showed that the use of greenspace was inversely associated with geriatric depression through perceived social support. These findings underlined the relevance of perceived social support on the pathway linking use of greenspace and geriatric depressive symptoms. This evidence may be useful to policymakers to plan interventions for promoting physical access to greenspace and social participation in an age-friendly city framework.

The study aimed to determine the sociodemographic and psychological profiles of drivers with a history of motor vehicle crashes (MVCs), following the contextual-mediated model of crash involvement, and trying to define similarities and differences with drivers without MVCs. Although road trauma prevention has become a central public health issue, the study of psychological determinants of MVCs does not have consistent results due to methodological and theoretical weaknesses. Three-hundred and forty-five active drivers (20% females) completed an extensive office-based fitness-to-drive evaluation including measures of cognition, personality, self-reported driving-related behaviors, attitudes, as well as computerized measures of driving performance. The Classification and Regression Tree method (CART) was used to identify discriminant predictors. The classification identified several relevant predictors; the personality trait of Discostraint (as a distal context variable; cut-point: 50 T points) and motor speed (as a proximal context variable; cut-point: 64 percentile ranks). The global classification model increased approximately 3 times the probability of identifying people with a history of MVC involvement, starting from an estimated prevalence of being involved in an MVC in a period of five years in the population of active drivers. Consistent with the ‘contextual-mediated model of traffic accident involvement’, the results of the present study suggest that road trauma analysis should focus on both distal and proximal driver-related factors by paying attention to their association in determining MVCs. These results represent a valuable source of knowledge for researchers and practitioners for preventing road trauma.