Search PubMed⌕ Search

SEARCH · Search PubMed

Results for “Drive”

Search indexed PubMed citations on genomics, clinical trials, systematic reviews and public health. Explore titles, authors and supplied subject terms, then open the PubMed record.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 307 records · Page 17Linked to original sources
PubMed2006

An audit of advice on fitness to drive during accident and emergency department attendance.

INTRODUCTION: Large numbers of patients attending accident and emergency (A&E) departments drive to and from the consultation. This audit set out to examine if patients attending A&E were advised about their fitness to drive. METHOD: The authors carried out a retrospective audit over a one month period. The Driver and Vehicle Licensing Authority (DVLA) booklet "At a glance guide to the current medical standards of fitness to drive" was used to derive a list of conditions that require driving restrictions. Any condition within these guidelines was audited. If the patient was discharged and diagnosed as having a condition requiring the patient to cease driving, the notes were scrutinised for any evidence that the doctor had given advice about driving. RESULTS: A total of 337 patients were discharged with conditions which may have required some restrictions to driving; 332 sets of notes were available. Twenty two patients needed restrictions to be placed on their driving. Only one patient had any documented evidence of the examining doctor informing them of restrictions to be placed on driving. CONCLUSIONS: The study provides clear evidence that patients were not being informed about their fitness to drive following consultation in the authors' A&E department. Previous studies have shown that doctors' knowledge on driving restrictions is poor. Further education is needed for A&E doctors and patient information leaflets should be provided to explain the restrictions placed on a driver's licence if they have certain illnesses.

Adolescent↗
PubMed1981

Effects of chronic beta-blockade on intra-arterial blood pressure during motor car driving.

Continuous intra-arterial blood pressure recordings during motor car driving were performed in 15 patients with untreated essential hypertension, using the "Oxford" recording technique. Each subject was an experienced driver who used his car every day, and for the study drove from his work place to the hospital during the later afternoon. This drive took place in urban traffic and the average duration was 20.9 minutes. Blood pressure during car driving was remarkably stable, and the average systolic and diastolic pressures were similar to the mean daytime pressure. After 16 weeks of treatment with oxprenolol each patient was restudied. Blood pressure during driving had dropped from 176/107 to 160/93 mmHg, but the blood pressure response to driving and blood pressure variation during driving (expressed as the coefficient of variation) were unchanged. After treatment, the mean daytime systolic pressure was lower than the mean pressure during driving, but the relative antihypertensive effect during driving was similar to that observed in the same patients during dynamic exercise on a bicycle ergometer. No drug-induced side effects occurred and there were no apparent effects on driving ability. Chronic treatment with oxprenolol reduced blood pressure during car driving without affecting the normal blood pressure response to driving.

Adult↗
PubMed2006

Measures of visual function and their association with driving modification in older adults.

PURPOSE: Older drivers may place restrictions on their driving by reducing their mileage and avoiding high-risk driving situations in an effort to improve safety. This project identifies what types of visual function loss are associated with subsequent driving modifications. METHODS: Data were used from the baseline and 2-year follow-up rounds of the Salisbury Eye Evaluation project, a cohort study of 2520 older adults. Measures of visual function tested were visual acuity, contrast sensitivity, visual fields, and glare sensitivity. Driving information was self-reported. Among drivers at baseline who continued to drive at follow-up, multiple logistic regression was used to estimate the odds of incident driving modification by visual function status. RESULTS: Worse baseline scores in acuity, contrast sensitivity, and central and lower peripheral visual fields were individually associated with an increased odds of reduced mileage 2 years later (linear trend P < 0.05). Worse baseline scores in contrast sensitivity and central and lower peripheral visual fields were individually associated with a greater odds of cessation of night driving 2 years later, whereas worse baseline acuity scores were associated with an increased odds of cessation of driving in an unfamiliar areas 2 years later (linear trend P < 0.05). CONCLUSIONS: Older drivers with worse visual function were more likely to modify their driving by reducing mileage and avoiding high-risk driving situations. Furthermore, these modifications to driving differed depending on what type of visual function was affected.

Aged↗
PubMed2002

Parenting practices and adolescent risky driving: a three-month prospective study.

This study examined relations between risky driving, parenting, and deviance, and the stability of risky driving over time. Two hundred and sixty-one licensed adolescents completed telephone interviews about risky driving, parenting practices, and orientations toward deviance at baseline and about risky driving at follow-up 3 months later. The results indicated that risky driving at follow-up was predicted by risky driving at baseline, parental restrictions on driving, and sensation seeking. In addition, risky driving was stable within 80% of teens. When compared with adolescents with low risky driving over time (n = 129), adolescents with high risky driving over time (n = 79) were 3 times more likely to report low parental monitoring, 2 times more likely to report low parental restrictions, and almost 5 times more likely to report high deviance acceptance. The results suggest that high levels of risky driving are related to parenting.

Adolescent↗
PubMed2005

Effect of simulator training on driving after stroke: a randomized controlled trial.

BACKGROUND: Neurologically impaired persons seem to benefit from driving-training programs, but there is no convincing evidence to support this notion. The authors therefore investigated the effect of simulator-based training on driving after stroke. METHODS: Eighty-three first-ever subacute stroke patients entered a 5-week 15-hour training program in which they were randomly allocated to either an experimental (simulator-based training) or control (driving-related cognitive tasks) group. Performance in off-road evaluations and an on-road test were used to assess the driving ability of subjects pre- and post-training. Outcome of an official predriving assessment administered 6 to 9 months poststroke was also considered. RESULTS: Both groups significantly improved in a visual and many neuropsychological evaluations and in the on-road test after training. There were no significant differences between both groups in improvements from pre- to post-training except in the "road sign recognition test" in which the experimental subjects improved more. Significant improvements in the three-class decision ("fit to drive," "temporarily unfit to drive," and "unfit to drive") were found in favor of the experimental group post-training. Academic qualification and overall disability together determined subjects that benefited most from the simulator-based driving training. Significantly more experimental subjects (73%) than control subjects (42%) passed the follow-up official predriving assessment and were legally allowed to resume driving. CONCLUSIONS: Simulator-based driving training improved driving ability, especially for well educated and less disabled stroke patients. However, the findings of the study may have been modified as a result of the large number of dropouts and the possibility of some neurologic recovery unrelated to training.

Accidents, Traffic↗
PubMed2001

Individual state driving restrictions for people with epilepsy in the US.

BACKGROUND: States in the United States vary widely in their approaches to restricting driving for patients with epilepsy. Many states have shortened seizure-free restrictions or have adopted flexible regulations that consider individual clinical factors in determining driving privileges. The authors summarized state driving restrictions for patients with seizures, particularly unpublished regulatory practices, and determined the role and liability of physicians in judging driving safety for patients with epilepsy. METHODS: The authors surveyed motor vehicle administration bureaus in the 50 states and the District of Columbia and compared the laws, regulations, and practices restricting driving for people with epilepsy. Key responses from a questionnaire were confirmed by state motor vehicle administrations with phone interviews and by a signed executive summary. RESULTS: Twenty-eight states, including the District of Columbia, have laws requiring patients with epilepsy to be free of seizures for single fixed periods, with a median restriction of six months (range, 3 to 12 months). Twenty-three states have adopted more flexible approaches to restricting driving, such as varying seizure-free restrictions based on individual clinical factors. Many states allow patients to drive after shorter seizure-free periods than stated in their laws. These practices, however, are usually unpublished and not easily accessible. Physicians helped determine when their patients may drive in 13 states and were not legally shielded for their assessments in six of these states. CONCLUSIONS: States vary widely in how they regulate driving for patients with seizures. These varied regulatory approaches present potentially valuable models to determine how driving might be best regulated to protect public and patient safety optimally while permitting patients with controlled seizures to drive.

Accidents, Traffic↗
PubMed1993

Young adult drinking-driving: behavioral and psychosocial correlates.

Behavioral and psychosocial correlates of drinking and driving were examined in two independent samples of licensed drivers aged 18 to 25 selected from the Colorado Division of Motor Vehicles database. Mail questionnaires were returned by 2,300 young adults (1,196 in Sample 1; 1,104 in Sample 2). Structural equation modeling was used to examine the relation of a latent-variable measure of drinking-driving to latent-variable measures of other driving behaviors, problem behaviors and psychosocial variables. Drinking-driving, drug-driving and risky driving were found to comprise a more general, second-order factor of problem driving behavior. Drinking-driving was also found to constitute one aspect of a larger second-order latent variable that included problem drinking, marijuana use, other illicit drug use and delinquent-type behavior. In combination, the variables of problem driving, other problem behaviors, psychosocial unconventionality, risk-taking and hostility/aggression accounted for 57% of the variance in young adult drinking-driving. All of these Sample 1 findings were buttressed by confirmatory analyses in the independent Sample 2 data. The conclusion can be drawn that drinking-driving is part of a more general lifestyle involving behavior and psychosocial unconventionality.

Adolescent↗
PubMed2003

College attendance and risk-related driving behavior in a national sample of young adults.

OBJECTIVE: This study examined and sought to explain the relationship between college attendance and indicators of risk-related driving (drinking and driving, seatbelt use) among young adults who participated in the 1999 National Household Survey on Drug Abuse (NHSDA). METHOD: In-home interview data collected from 11,549 18-25 year olds were analyzed to examine the relationship between full- or part-time college status, drinking and driving and seatbelt use. Logistic regression analyses were conducted to determine whether full- or part-time college attendance would be associated with drinking and driving and seatbelt use when adjusting for demographics and age of onset of alcohol use, and whether these relationships would be explained by place of residence (e.g., dormitory), psychosocial factors (e.g., propensity for risk taking, disapproval of driving after drinking) and past-month heavy drinking. RESULTS: The prevalence of drinking and driving in the past year was highest for full-time college students (34.2%), followed by part-time students (32.8%) and other young adults (27.9%). Full-time students were also more likely to report always wearing a seatbelt as a driver (76.1%) or passenger (70.1%) than were part-time students (71.8%, 68.6%) and other young adults (62.7%, 56.7%). These relationships persisted when adjusting for demographic characteristics and age of onset of alcohol use. The higher level of drinking and driving among full-time students was partially explained by psychosocial factors and past-month heavy drinking, but the higher level of drinking and driving among part-time students was not explained by these variables. The higher levels of seatbelt use among full- and part-time college students were also not explained by place of residence, psychosocial factors or heavy drinking. CONCLUSIONS: College students are more likely than other young adults to drink and drive, but are also more likely to wear a seatbelt as a driver or passenger. This pattern of drinking and driving behavior may help to explain similar rates of fatal alcohol-related traffic crashes among college students and other young adults. Additional research is needed to better understand why college students are more likely to drink and drive and wear seatbelts than other young adults in the same age group.

Adult↗
PubMed1993

Driving decrements in type I diabetes during moderate hypoglycemia.

Diabetic hypoglycemia produces cognitive-motor slowing, which is assumed to increase risk of automobile crashes. This study investigated driving decrements during and after hypoglycemia, and the patients' awareness of driving decrements. We used a randomized, single-blind, crossover design and conducted the study at the University of Virginia's General Clinical Research Center. We studied a volunteer sample of 27 consecutive adult type I diabetic patients who responded to newspaper ads. Two dropped out (final n = 25). Mean age (+/- SD) was 35.9 +/- 14 yr. Diabetes history was 14.6 +/- 10.5 yr, with HbA1 of 10.8 +/- 2.9%. Driving experience was 19 +/- 13.2 yr. Participants drove a state-of-the-art driving simulator on two consecutive days: Control day involved four euglycemia (mean blood glucose, 6.3 +/- 0.89 mM) driving tests; experimental day involved testing at euglycemia, mild hypoglycemia (mean blood glucose, 3.6 +/- 0.33 mM), moderate hypoglycemia (mean blood glucose, 2.6 +/- 0.28 mM), and again at euglycemia. Patients were blind to blood glucose manipulations and levels. Driving performance was not disrupted at mild hypoglycemia nor after recovery from moderate hypoglycemia. Moderate hypoglycemia disrupted steering, causing more swerving (P < 0.03), spinning (P < 0.03), time over midline (P < 0.05), and time off road (P < 0.01). It also resulted in an apparent compensatory slowing, with more very slow driving (P < 0.04). Global driving performance decrements were observed in 35% of the patients, only 50% of whom stated they would not drive under similar conditions. Driving decrements were unrelated to demographic, disease, or driving history variables.(ABSTRACT TRUNCATED AT 250 WORDS)

Accidents, Traffic↗
PubMed1999

Saskatchewan physicians' attitudes and knowledge regarding assessment of medical fitness to drive.

BACKGROUND: Although legislation has been introduced in Saskatchewan for mandatory reporting by physicians of patients considered medically unfit to drive, little is known about physicians' attitudes, knowledge or resources with regard to evaluating medical fitness to drive. METHODS: The objective of this study was to determine Saskatchewan physicians' attitudes, knowledge, training, resources and current educational needs with regard to evaluating medical fitness to drive. A questionnaire survey of all physicians in the province who were identified as likely to be involved in determining medical fitness to drive was conducted between October and December 1996. RESULTS: Of the 1102 physicians who received a questionnaire, 690 (62.6%) responded, of whom 167 were excluded because they were not involved in assessing fitness to drive. Thus, 523 (55.9%) of the 935 eligible physicians surveyed completed the questionnaire. Most (57.6% [298/517]) of the respondents indicated that they do not hesitate to report patients medically unfit to drive; however, 59.5% (307/516) felt that the physician-patient relationship is negatively affected by reporting. Overall, 85.5% (444/519) of the respondents felt that restricted licensing is a fair alternative for people who might otherwise be denied a full licence. The availability of restricted licensing positively influenced the decision to report for 60.3% (313/519) of the respondents. Significantly more rural physicians than urban physicians believed that the need to drive was greater for rural residents than for urban dwellers (81.2% [95/117] v. 64.2% [257/400], p < 0.001). Physician knowledge regarding specific medical conditions and fitness to drive was generally poor. The resource most commonly used in determining medical fitness to drive was the Physicians' Guide to Driver Examination (71.1% [361/508] of respondents). The most useful continuing medical education methods indicated by physicians for assessing medical fitness to drive included conference presentations, workshops and journal articles. INTERPRETATION: Most of the Saskatchewan physicians surveyed supported restricted licensing, and the availability of restricted licensing made them more likely to report patients considered medically unfit to drive. The physician-patient relationship was felt to be negatively affected by reporting.

Attitude of Health Personnel↗
PubMed2003

[Fitness-to-drive in neurological disorders].

Driving-license holders with health problems are morally obliged to report this to the Driver Licensing Centre (CBR). The CBR can then further investigate the matter and either insist that technical modifications be made to the vehicle or declare the driver (temporarily) unfit to drive a vehicle. After an epileptic seizure a driver may not drive a car or ride a motorcycle for six months. Following multiple seizures this period is extended to one year after the last seizure. Exceptions can be made only if certain established criteria are fulfilled. Following cerebral infarction or cerebral haemorrhage, the driving-license holder is considered unfit to drive for at least six months. After this period fitness-to-drive is dependent on the presence of any disorders of function and the results of a CBR driving test. Persons with an intracranial tumour are assessed on the presence of any disorders of function and may be given a driving license valid for a limited period of time only. A transient ischaemic attack (TIA) or the chance discovery of an unruptured intracranial aneurysm or vascular malformation which does not need treatment, does not necessarily affect fitness to drive. Persons with syncope, progressive neurological disorders or stationary functional disorders should undergo medical assessment and, if necessary, take a CBR driving test. In the case of all neurological disorders, the rules are stricter for professional drivers of cars and motorcycles as well as holders of driving licenses for heavy-goods vehicles and buses.

Automobile Driver Examination↗
PubMed2004

Time course of changes in driving simulator performance with and without treatment in patients with sleep apnoea hypopnoea syndrome.

BACKGROUND: Improvements in driving simulator performance have been demonstrated in patients with sleep apnoea hypopnoea syndrome (SAHS) after several months of treatment, but it is not known how quickly these improvements are achieved and lost. The aim of this study was to assess the time course of changes in driving simulator performance in patients with SAHS following treatment with continuous positive airways pressure (CPAP). METHODS: Eighteen patients with severe SAHS performed a driving simulator test at baseline (before treatment) and at days 1, 3, and 7 of a 2 week CPAP trial period. CPAP was then discontinued and the patients performed three further driving simulator tests after 1, 3, and 7 days. Eighteen patients with severe SAHS acted as controls and performed the driving simulator test on seven occasions in a pattern similar to that of the treated patients. RESULTS: Significant improvements in tracking error (p=0.004), reaction time (p=0.036), and the number of off road events per hour (p=0.032) were seen in the CPAP treated group compared with the controls at 7 days. Following discontinuation of CPAP for 7 days a significant difference in driving simulator performance persisted between the two groups, but the size of the difference had reduced. CONCLUSION: Driving simulator performance in patients with severe SAHS improves within the first few days of starting CPAP and these improvements appear to be sustained for up to 1 week after withdrawal. Further data about the usefulness of driving simulators in predicting safe driving are needed before these results can be used in advising patients on driving. However, the data appear to suggest that driving can be safely resumed after a few days of effective CPAP treatment.

Automobile Driving↗
PubMed2005

Driving problems in patients with rheumatoid arthritis.

OBJECTIVE: To assess driving problems experienced by patients with rheumatoid arthritis (RA) and to examine the relationship between functional status and driving difficulty. METHODS: Using the South Eastern Ontario Medical Organization (SEAMO) database, we identified 721 patients with RA from both urban and rural backgrounds. They completed a cross-sectional, self-administered mail survey that included the Health Assessment Questionnaire (HAQ-DI) and a co-morbidity questionnaire. We assessed the proportion of drivers versus non-drivers and patients who reported difficulty driving and who used vehicle adaptations. RESULTS: Survey response rate was 74% and 92.2% of the subjects were current drivers. Fifty percent of the current drivers reported a little difficulty, 6.8% reported quite a bit of difficulty, and 1.5% a great deal of difficulty driving. Major reasons given for why RA limited their driving were stiffness and pain. Frequent use of mobility aids (adjusted odds ratio, OR: 5.85), HAQ-DI > or = 1 (adjusted OR: 3.40), and older age (adjusted OR: 1.04) were significant predictors of an individual with RA discontinuing driving. Higher levels of disability (HAQ-DI) were associated with a greater number of problems reported with driving and with curtailment of driving. A multivariate logistic regression determined that having a HAQ-DI > or = 1 (adjusted OR: 4.3) and difficulties sitting in the vehicle (adjusted OR: 2.9) were associated with RA limiting driving. CONCLUSION: Over 50% of respondents reported some degree of difficulty driving due to their RA. Scores on HAQ-DI > or = 1 were associated with difficulty driving. Further validation of our findings needs to be performed.

Aged↗
PubMed1990

Driving safety after brain damage: follow-up of twenty-two patients with matched controls.

Driving after brain damage is a vital issue, considering the large number of patients who suffer from cerebrovascular and traumatic encephalopathy. The ability to operate a motor vehicle is an integral part of independence for most adults and so should be preserved whenever possible. The physician may estimate a patient's ability to drive safely based on his own examination, the evaluation of a neuropsychologist, and a comprehensive driving evaluation--testing, driving simulation, behind-the-wheel observation--with a driving specialist. This study sought to evaluate the ability of brain-damaged individuals to operate a motor vehicle safely at follow-up. These patients had been evaluated (by a physician, a neuropsychologist, and a driving specialist) and were judged able to operate a motor vehicle safely after their cognitive insult. Twenty-two brain-damaged patients who were evaluated at our institution were successfully followed up to five years (mean interval of 2.67 years). Patients were interviewed by telephone. Their driving safely was compared with a control group consisting of a close friend or spouse of each patient. Statistical analysis revealed no difference between patient and control groups in the type of driving, the incidence of speeding tickets, near accidents, and accidents, and the cost of vehicle damage when accidents occurred. The patient group was further divided into those who had, and those who had not experienced driving difficulties so that initial neuropsychologic testing could be compared. No significant differences were noted in any aspect of the neuropsychologic test battery. We conclude that selected brain-damaged patients who have passed a comprehensive driving assessment as outlined were as fit to drive as were their normal matched controls.(ABSTRACT TRUNCATED AT 250 WORDS)

Accidents, Traffic↗
PubMed1990

Effect of basic drive cycle length on the yield of ventricular tachycardia during programmed ventricular stimulation.

The yield of sustained, monomorphic ventricular tachycardia (VT) induced by programmed ventricular stimulation was compared, using basic drive trains of 400 ms, 600 ms and sinus rhythm, to identify the most efficient sequence of basic drive trains to use during programmed stimulation. Fifty-five patients with coronary artery disease and inducible sustained monomorphic VT not requiring countershock to terminate underwent 81 electrophysiology tests in which 1 to 3 extrastimuli were introduced during sinus rhythm and after basic drive trains of 600 and 400 ms. In 72 electrophysiology tests, sustained, monomorphic VT was induced at the right ventricular apex. The yield of VT using a drive cycle length of 400 ms was 63 of 72 (88%), compared to 46 of 72 (64%) when the drive cycle length was 600 ms, and 23 of 72 (32%) when the extrastimuli were introduced during sinus rhythm (p less than 0.001 for all pairwise comparisons). In 14 electrophysiology tests in which VT was not induced using a 400 ms basic drive cycle length at the apex, the yield of VT was higher using a 400 ms drive cycle length at a second right ventricular site (12 of 14) than with a 600 ms drive cycle length (3 of 12) or sinus rhythm (4 of 12) at the apex (p less than 0.05). The yield of sustained, monomorphic VT induced by 1 to 3 extrastimuli increases as the basic drive cycle length shortens. Whereas programmed stimulation is conventionally started during sinus rhythm or with a drive cycle length of 600 ms, the present results suggest that starting with a drive cycle length of 400 ms may be more efficient.

Cardiac Pacing, Artificial↗
PubMed1999

Driving safety among patients with neurocardiogenic (vasovagal) syncope.

Neurocardiogenic syncope is one of the most common causes of syncope. However, the important issue of driving related injury due to syncope in this population is not well defined. Risk of injury due to syncope while driving and driving behavior was evaluated in 155 consecutive patients (92 women and 63 men; mean age 49 +/- 19 years) with history of syncope in whom hypotension and syncope or presyncope could be provoked during head-up tilt testing. Patients with syncope and positive head-up tilt table test were treated with pharmacological therapy. All participants were asked to fill out a detailed questionnaire regarding any driving related injuries and their driving behavior before tilt table testing and during follow-up. Prior to head-up tilt testing two patients had syncope while driving, and one of these patients had syncope related injury during driving. The mean duration of syncopal episodes was 50 +/- 14 months (range 12-72 months). Of the 155 patients, 52 (34%) had no warning prior to syncope, while 103 (6%) had warning symptoms such as dizziness prior to their clinical syncope. Following a diagnosis of neurocardiogenic syncope established by head-up tilt testing, six patients stopped driving on their own. During a median follow-up of 22 months recurrent syncope occurred in five (3.2%) patients. No patient had syncope or injury during driving. In conclusion, syncope and injury while driving in patients with neurocardiogenic syncope is rare. The precise mechanism of this is unclear but may be related to posture during driving. Consensus among the medical community will be needed to provide specific guidelines in these patients.

Accidents, Traffic↗
PubMed2002

European Community Respiratory Health Survey calibration project of dosimeter driving pressures.

Two potential sources of systematic variation in output from Mefar dosimeters, the system used in the European Community Respiratory Health Survey (ECRHS) study have been evaluated: individual nebulizer characteristics and dosimeter driving pressure. Output variation from 366 new nebulizers produced in two batches for the second ECRHS were evaluated, using a solute tracer method, at a fixed driving pressure. The relationship between dosimeter driving pressure was then characterized and between-centre variation in dosimeter driving pressure was evaluated in an Internet-based survey. A systematic difference between nebulizers manufactured in the two batches was identified. Batch one had a mean+/-SD output of 7.0+/-0.8 mg x s(-1) and batch two, 6.3+/-0.7 mg x s(-1) (p<0.005). There was a wide range of driving pressures generated by Mefar dosimeters as set, ranging between 70-245 kPa, with most outside the quoted manufacturer's specification of 180+/-5%. Nebulizer output was confirmed as linearly related to dosimeter driving pressure (coefficient of determination (R2)=0.99, output=0.0377 x driving pressure-0.4151). The range in driving pressures observed was estimated as consistent with a variation of about one doubling in the provocative dose causing a 20% fall in forced expiratory volume in one second. Systematic variation has been identified that constitutes potentially significant confounders for between-centre comparisons of airway responsiveness in the European Community Respiratory Health Survey, with the dosimeter driving pressure representing the most serious issue. This work confirms the need for appropriate quality control of both nebulizer output and dosimeter driving pressure, in laboratories undertaking field measurements of airway responsiveness. In particular, appropriate data on driving pressures need to be collected and factored into between-centre comparisons. Comprehensive collection of such data to optimize quality control is practicable and has been instigated by the organizing committee for the European Community Respiratory Health Survey II.

Aerosols↗
PubMed2006

Raising healthy children: examining the impact of promoting healthy driving behavior within a social development intervention.

This study evaluated the impact of two targeted family sessions focused on driving issues delivered within the context of the Raising Healthy Children project. The Raising Healthy Children project began in the fall of 1993, drawing students in the 1st or 2nd grades from 10 schools. Schools were assigned to an intervention or control condition, and the school-wide, family- and student-focused preventive intervention to address developmentally salient risk and protective factors was delivered during elementary and middle school. The family driving sessions were administered to families in the intervention condition prior to and after teenagers received their driver's license. The first session consisted of a home visit with families designed to help parents and their children improve decision-making skills concerning driving and to develop clear standards and expectations regarding driving-related behavior. A second session, at the time of licensure, was designed to help parents and teens develop a written contract that stated family expectations, a plan for monitoring compliance with these expectations, and consequences for compliance or non-compliance. Consistent with the study's group-randomized design, intervention effects were assessed with multi-level logistic regression models in which students were grouped by their original school assignment. These models assessed specific effects of the driving sessions by adjusting for control variables measured when students were in 8th grade, prior to the driving sessions. Results indicated that students in the intervention group were more likely than students in the control group to report that they had a written driving contract (p = .003, OR = 4.98), and had participated in making the driving rules in the family (p = .025, OR = 1.70). Further, students in the intervention group reported significantly fewer risky behaviors including driving under the influence of alcohol (p = .021, OR = .45) and driving with someone who had been drinking (p = .038, OR = .56).

Accidents, Traffic↗