PubMed · 2304857
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S Hempel. Stop-start negotiations.. https://pubmed.ncbi.nlm.nih.gov/2304857/
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OBJECTIVE: To evaluate Motor Free Visual Perceptual Test (MVPT) and Clock Drawing Task (clock test) as quick assessment tools in predicting driving capability of senior drivers for an on-road driving test. DESIGN: Senior drivers (> or = 55 yrs) referred for evaluation and recommendation for license renewal were given the MVPT, clock test, and an on-road driving test. Receiving operating characteristic (ROC) analysis and stepwise multivariate logistic regression (SMLR) were used to develop a probability model to differentiate between capable and incapable senior drivers. RESULTS: Data for 232 seniors who had completed all written tests and the on-road driving test were analyzed. Of the 232 seniors, 131 (56%) were classified as capable and 101 (44%) as incapable drivers on the road test. Mean scores for capable and incapable drivers were MVPT 32.0 +/- 4.0 vs. 28.4 +/- 4.6 and mean clock test score 3.5 +/- 0.8 vs. 2.7 +/- 1.2, and mean processing time was 7.1 + 6.5 vs. 10.6 + 5.5. The means of the three measurements were significantly different between the two groups (P value <0.001). ROC curve analysis revealed an optimal cut point of > or = 32 for MVPT score with 60% sensitivity and 83% specificity. The optimal cut point for clock test scores is > or = 3 with 70% sensitivity and 65% specificity. The optimal cut point for processing times is < or = 6.27 secs with 60% sensitivity and 80% specificity. SMLR showed that the most significant predictor of seniors' driving capabilities are the MVPT test scores and clock test scores. CONCLUSION: MVPT and clock test tools are significant predictors of driving capability on an on-road driving test.
Driving an automobile is an example of a goal-directed activity with high complexity in which different behavioral elements have to be integrated and brought into a sequential order. On the basis of the reafference principle and experimental results on temporal perception and cognitive control, we propose a hierarchical model of driving behavior, which can also be adapted to other goal-directed activities. Driving is conceived of as being controlled by anticipatory neuronal programs; if these programs are disrupted by unpredictable stimuli, which require an instantaneous reaction, behavioral control returns after completion of the reactive mode to the anticipatory mode of driving. In the model different levels of anticipation windows are distinguished which, however, are interconnected, in a bi-directional way: (a) Strategic level with a representation of the driving activity from the beginning to reaching the final goal; (b) Segmented tactical level with the sequence of necessary milestones to reach the goal; (c) Maneuver level where actions like passing another car or keeping a lane are controlled; (d) Short-term integration level of a few seconds which allows immediate anticipations; and (e) Synchronization level for sensorimotor control and complexity reduction within neuronal assemblies. A flow diagram schematically describes different driving situations stressing the anticipatory mode of control. In a pilot experiment with 20 subjects using a virtual driving situation in a car simulator predictions of the model could be verified, i.e., subjects showed a significant preference for the anticipatory mode of driving.
This paper examines the link between traffic offences and criminal offences in Great Britain statistically by linking offence data from two national sources: the Driving and Vehicle Licensing Agency (DVLA) and the Home Office. A stratified sample of over 52,000 drivers was selected from DVLA records and matched with the Home Office Offenders Index. The numbers of motoring and non-motoring offences committed by these drivers between 1999 and 2003 were compared at various levels of detail. The results demonstrate the strength of the relationship between the number of motoring and non-motoring offences committed. For example, men who committed between 4 and 8 non-motoring offences committed on average 21 times as many serious motoring offences as men who committed no non-motoring offences, and 3.9 times as many other motoring offences. The strongest relationship was found for the offence of driving while disqualified: on average, men who committed at least 9 non-motoring offences between 1999 and 2003 committed more than 100 times as many of these offences as men who committed no non-motoring offences. At the other extreme, the number of speeding offences was found to decrease with the number of non-motoring offences committed.