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At least 37 records · Page 2Linked to original sources
PubMed2006

Driving fear and driving skills: comparison between fearful and control samples using standardised on-road assessment.

The present study explores driving skills in a group of 50 media-recruited driving-fearful and 50 control drivers, all of whom were women. Participants completed an on-road practical driving assessment with a professional driving instructor. Diagnostic as well as pre-post self-report and instructor driving assessments were conducted. Fearful drivers made more errors on the driving assessment than controls. However, the pattern of errors was identical for both groups, indicating that fear and anxiety may be associated with the number rather than the type of driving errors made. These differences remained when factors such as driving history, current driving frequency, and diagnosis were controlled using case selection. More research is needed to replicate the findings in more diverse samples. Additional work should also aim to clarify the specific role of driving skills in driving fear, which will facilitate treatment planning for exposure-based treatments and help identify cases where driving skills assessment may be appropriate.

Accidents, Traffic↗
PubMed2003

Deconstructing a gender difference: driving cessation and personal driving history of older women.

PROBLEM: The purpose of this study is to understand the reasons behind older women's driving cessation by comparing the driving histories of Finnish women who either gave up or renewed their drivers license at the age of 70. METHOD: A mail survey was sent to all Finnish women born in 1927 who gave up their license in 1997 (N=1,476) and to a corresponding random sample of women who renewed their license (N=1,494). The total response rate was 42.1%. RESULTS: The length and level of activity of personal driving history were strongly associated with driving cessation and continuation. Ex-drivers tended to have an inactive driving career behind them, whereas drivers had a more active personal driving history. In addition, those women with an active, "male-like" driving history who had decided to stop driving gave reasons for driving cessation that were similar to what is known about older men's reasons to give up driving. The results suggest that the decision to stop driving is related to driving habits rather than gender.

Aged↗
PubMed2000

[The driving simulation test "carsim" for assessing vigilance. Effect of driving practice and other factors in health subjects and in patients with sleep apnea syndrome].

Among other factors, obstructive sleep apnoea (OSAS) patients suffer from impaired continuous attention. For registration and objectification as well as observation of the course of therapy, driving simulation programmes are particularly suitable. "Carsim", a driving simulation newly developed by us, simulates a bendy road via a screen where a vehicle is supposed to be kept on the right lane by operating a steering wheel. Apart from examination of quality criteria (objectivity, reliability, validity) and establishment of standard values, the influence of significant variables (age, gender, school education, profession, duration of disorder, AHI, BMI, visual and motor functionability, driving license, driving experience, Epworth score, accident frequency) on patients and healthy controls requires to be evaluated. For this purpose, 100 healthy controls, 200 OSAS patients and 30 patients under nCPAP were analysed. In healthy persons and patients under nCPAP, driving experience had no impact on the driving simulation results. OSAS patients with no driving license and no driving experience achieved lower marks for tracking than patients with driving license or a lot of driving experience (no driving license: x = 8058 +/- 10,878 track deviations; with driving licence: x = 2111 +/- 6564 track deviations; p < .001). According to our findings, untreated OSAS severely interferes with patients' attention capacity as well as their coping strategies.

Arousal↗
PubMed1983

The current status of the psychoanalytic theory of instinctual drives. I: Drive concept, classification, and development.

The evolution of Freud's theory of instinctual drives, with the accompanying models of a mental apparatus, is remarkable for its tenacious adherence to addressing the fundamental problems of human psychology, here phrased as the problems of body-mind-environment relationships. The concept of instinctual drives continues to be one of the most pervasive concepts of psychoanalysis, weathering considerable attack over the last several decades, although losing some clarity in the process. I have cited and discussed as basic issues of the concept of instinctual drives: the relationship of observational data and theoretical constructs in psychology; whether our construct of drives is or should be or can be purely psychological; the problem of conceptualizing the ontogenetic origin of mind; the issues of the "force-meaning conjunction" and the problem of psychic energy in psychoanalytic constructs; and the relation of our concept of instinctual drives to the concept of instincts in general. It seems that progress with these fundamental issues might be made by utilizing models that are more homologous with present knowledge in related fields than is Freud's reflex arc model of the nervous system, in order to build a better drive construct within the framework of psychoanalysis. The classification of instinctual drives remains a problem. Clinically, aggression seems to be a factor in conflict, very much like sexuality. Despite widespread acceptance of the idea of aggression as simply parallel to sexuality in all respects, there are major discrepancies. Perhaps aggression cannot be viewed as a drive after all; perhaps our drive construct needs to be modified to accommodate aggression. Certainly, controversy in this area has interfered with the production of good clinical studies which could begin to increase our understanding of aggression and its place in the human personality. The psychoanalytic theory of drive development has probably undergone less change in the last forty years than other aspects of drive theory, although careful observational work has led to alterations of our views of the age of onset of genital awareness, of female sexual development and function, and of the latency period. This is the conclusion of the first of two papers examining the post-Freud development of the theory of instinctual drives in psychoanalysis. The companion paper follows on p. 402 of this issue of The Psychoanalytic Quarterly.

Aggression↗
PubMed2005

Parent-teen disagreement of parent-imposed restrictions on teen driving after one month of licensure: is discordance related to risky teen driving?

The purpose of the investigation was to determine if parent-teen discordance for parent-imposed restrictions on driving conditions, driving rules, and the consequences for driving rule violations were related to risky teen driving. A total of 579 parents and their newly licensed teens were interviewed by telephone, 1 month after teens obtained provisional licenses. In multiple regression analyses, the degree of disagreement with parent restrictions on driving conditions and parent-imposed consequences for driving rule violations were negatively associated with a composite measure of teen risky driving. Female parents were negatively associated and male teens were positively associated with risky driving, but discordance with restricted driving conditions was the most important predictor. Discordance may reflect poor parent-teen relations or inadequate communication about parental expectations. The findings suggest that increasing parent-teen concordance on parent-imposed driving restrictions may help reduce risky teen driving.

Adolescent↗
PubMed2005

Self-reported driving behaviour and attitudes towards driving under the influence of cannabis among three different user groups in England.

The study characterized self-reported driving behaviour, attitudes towards driving and assumptions about the effects of cannabis on driving, among two different volunteer groups: 63 regular cannabis users (RCUs; cannabis use>monthly) and 46 undergraduate student users, all from the West Midlands. More detailed information was provided by structured interviews with an additional sample of 23 regular users from southern England. Within each group, many respondents had driven whilst under the influence of cannabis (regular users, 82%; students, 40%; interviewees, 100%). Majorities among the regular users and interviewees continued to do so at least monthly. Most users believed that cannabis impaired driving only slightly. More stops by the police for drug-driving than for drink-driving were reported, but these rarely resulted in conviction and were not deterrent. Hence, cannabis users are very willing to drive after using the drug (often combined with alcohol), and even while intoxicated. They consider its effects on driving to be minimal; indeed, many consider it to promote better driving. Attitudes towards drink-driving were much more negative. Finally, most interviewees said that roadside drug testing would be the only efficacious deterrent to drug-driving.

Adult↗
PubMed2000

Assessment of university students' coping strategies and reasons for driving in high-risk drinking-driving situations.

A total of 116 students (87 women; 29 men) enrolled at a large, public Midwestern university in the United States were recruited to complete a set of demographic questionnaires and drinking-driving episode surveys. The latter surveys assessed participants' reported motivations for driving or not driving during four recent drinking episodes. Content analyses were used to develop lists of commonly reported reasons for not driving (e.g. found alternate transportation), reasons for driving after drinking (e.g. perceived need to go to destination), potential alternatives to driving after drinking (e.g. walking to destination), and strategies used to avoid detection or arrest by police (e.g. driving more slowly, using back roads or side streets). Participants made both situational and self-coping attributions to explain why they did not, on occasion, drive after drinking. These results may be used as a foundation for prevention and education programs that are designed to: (a) encourage use of coping strategies and alternatives to driving while disputing peer-generated justifications for driving after drinking, and (b) challenge the value of potentially unsafe strategies for avoiding detection and arrest when driving under the influence.

Accidents, Traffic↗
PubMed1996

[Driving of a motor vehicle after implantation of a cardioverter-defibrillator in malignant heart rhythm disorders. Criteria for the medical assessment of driving fitness in Europe].

AIM OF STUDY: To investigate how medical permission to drive in patients with a cardioverter defibrillator is handled in various European countries. METHODS: A specially developed questionnaire was sent to all 46 delegates of the pacemaker groups of the European Society of Cardiology. They were asked to provide information on the procedures and criteria used in the various countries regarding a driving ban after cardioverter defibrillator implantation (ICD). RESULTS: 39 answers (83%) were received from representatives of 24 countries. 22 (56%) of those replying advised their patients not to drive. A permanent driving ban was recommended by 13 (33%), a temporary one of 3-18 (mean 9 +/- 4) months by 26 (67%). Presyncope was named as a criterion for a ban by 15 (38%), syncope by 13 (33%) and multiple defibrillator shocks by two (5%). Contrary to medical advice not to drive about one third of patients resumed driving, half of them after 6 months. 12 months after implantation most of the patients were again driving. Defibrillator discharges occurred in 2 patients, without consequence. One patient had a fatal car accident, unrelated to loss of consciousness or defibrillator shock. CONCLUSIONS: 1. ICD discharges are an extremely rare cause of driving accidents. 2. About half of the cardiologists recommended a driving ban for a mean of 9 months after ICD. 3. Despite medical ban about half of the patients resumed driving after 6 months. 4. There are as yet no uniform criteria in Europe for judging fitness to drive.

Accidents, Traffic↗
PubMed2005

The impact of visual field loss on driving performance: evidence from on-road driving assessments.

PURPOSE: The purpose of this study was to investigate the relationship between visual field loss and driving performance as determined by on-road driving assessments. METHODS: We reviewed the files of 1350 patients enrolled in a rehabilitation program at the Bloorview MacMillan Rehabilitation Centre, Toronto, Canada. We identified 131 patients with visual field loss who had undergone an on-road driving assessment. These patients had a primary diagnosis of visual impairment or a primary diagnosis of cerebral vascular accident (CVA) with a secondary diagnosis of visual impairment. None of these patients had documentation of neglect, substantial motor or cognitive deficits. We report the data obtained from 13 hemianopics, 7 quadrantanopics, 25 patients with monocular vision, 10 patients with moderate peripheral losses (<135 degrees of horizontal visual field measured at the midline), and 76 patients with mild peripheral losses (between 135 degrees and 186 degrees of horizontal visual field). The on-road assessment consisted of driving in the area surrounding the rehabilitation center, and the outcome was based on performance on a number of tasks commonly encountered in daily driving. For the purposes of this study, the assessment outcomes were classified as safe, unknown, or unsafe. RESULTS: Overall, the extent of visual field loss did not have a significant impact on driving performance (chi2 = 4.37, p = 0.358). However, hemianopia tended to have a worse impact on driving performance than quadrantanopia with a marginally significant result (chi2 = 3.33, p = 0.068). Overall, the location of the visual loss was not significantly related to driving fitness (chi2 = 1.05, p = 0.30). However, localized defects in the left hemifield (chi2 = 9.561, p = 0.002) and diffuse visual loss in the right hemifield (chi2 = 10.395, p = 0.001) seemed to be associated with driving impairments. A large proportion of monocular drivers were safe drivers and the location of their deficit had no significant impact. CONCLUSIONS: Although the extent of visual field defects appears to be related to driving performance as determined by an on-road driving assessment, large individual differences were observed. This highlights the need for individualized on-road assessments for patients with visual field defects.

Automobile Driving↗
PubMed2005

Parent-teen disagreement of parent-imposed restrictions on teen driving after one month of licensure: is discordance related to risky teen driving?

The purpose of the investigation was to determine if parent-teen discordance for parent-imposed restrictions on driving conditions, driving rules, and the consequences for driving rule violations were related to risky teen driving. A total of 579 parents and their newly licensed teens were interviewed by telephone, 1 month after teens obtained provisional licenses. In multiple regression analyses, the degree of disagreement with parent restrictions on driving conditions and parent-imposed consequences for driving rule violations were negatively associated with a composite measure of teen risky driving. Female parents were negatively associated and male teens were positively associated with risky driving, but discordance with restricted driving conditions was the most important predictor. Discordance may reflect poor parent-teen relations or inadequate communication about parental expectations. The findings suggest that increasing parent-teen concordance on parent-imposed driving restrictions may help reduce risky teen driving.

Adolescent↗
PubMed1991

[Automobile driving studies to determine alcohol-induced driving insecurity after dark].

To further elucidate the question whether the criteria for assessing alcohol-induced unfitness to drive should be stricter for night-time than for day-time driving (cf. Schewe et al., 1977) 64 test persons performed automobile driving tests in daylight and in darkness while being sober and while under the influence of alcohol. The first set of tests was done in daylight. A test course of approx. 600 m involving six everyday driving maneuvers had to be covered, first in the sober state and then at blood alcohol concentrations (BAC) of 1.1 g % and 1.4 g %. The driving tests in the dark were performed on the same test course, first in the sober state and then at a BAC of 1.1 g%. In both test series the errors were counted and the driving times measured. Statistical evaluation of the test results was done parametrically (t-test for dependent random samples) and distribution-free (Wilcoxon's test for paired comparison). In the sober state 2.1 errors were made on average during the day and 3.2 errors, i.e. one error more, at night. At 1.1 g %, 4.3 errors occurred during the day but 8.0 errors at night (i.e. 3.7 errors more than during the day). The differences were statistically significant. With 8 errors during night-time driving at 1.1 g % the number of errors was still higher than the average number of 6.8 errors made during day-time driving at 1.4 g %. The average driving times required in the sober state were 241 s during the day and 256 s at night. At 1.1 g %, 243 s were needed during the day and 272 s at night, i.e. on average 17 s more than for day-time driving at 1.4 g % for which 255 s were needed. For an orienting comparison of driving performance it can be assumed that "performance" in the sense meant here is reciprocally proportional to the number of errors and reciprocally proportional to the time required, i.e. on the whole reciprocally proportional to the product from number of errors and time. The deterioration of performance can be illustrated best by assuming performance in the sober state during the day to be 100% and relating the other "performances" thereto.(ABSTRACT TRUNCATED AT 250 WORDS)

Adult↗
PubMed1994

Fitness to drive in patients with cirrhosis and portal-systemic shunting: a pilot study evaluating driving performance.

It has been suggested that some patients with cirrhosis are unfit to operate a motor vehicle. However, performance while driving a motor vehicle has not been evaluated in such patients. In this pilot study, we assessed the fitness to drive of stable individuals with cirrhosis and clinical evidence of portal hypertension, portal-systemic shunting and no prior history of hepatic encephalopathy. We examined 15 ambulatory patients with cirrhosis together with 15 age-, educational level- and driving experience-matched healthy controls. Neuropsychological testing was performed with the Reitan trail test, block design and digit symbol tests as well as visual reaction time. A driving test in the laboratory used a film to measure complex visual reaction time (reaction to road symbols) and threat recognition (accident avoidance). Driving on the road was assessed by a licensed Illinois state driving evaluator. Penalty points were given according to 11 standardized driving categories. As a group, patients with cirrhosis had no significant differences in their performance on a simulator or during actual driving conditions when compared to matched controls. Sixty-six percent of the subjects with cirrhosis had two or more abnormal neuropsychological tests, a criterion used to define the presence of subclinical encephalopathy. No deficiencies in simulated or real driving performance was seen when compared to patients with cirrhosis with normal neuropsychological tests. In this study, stable subjects with cirrhosis and evidence of portal hypertension, portal-systemic shunting, abnormal neuropsychological tests and no prior history of overt encephalopathy did not exhibit a major impairment in their fitness to drive.

Adult↗
PubMed2004

Antihistamines and driving ability: evidence from on-the-road driving studies during normal traffic.

BACKGROUND: All antihistamines are capable of crossing the blood-brain barrier and thus may cause sedation. Most antihistamine users are ambulatory patients and therefore presumably drive a car. OBJECTIVE: To summarize the effects of antihistamine drugs on driving ability. DATA SOURCES AND STUDY SELECTION: A literature search (MEDLINE and cross-references) was performed using the keywords driving and antihistamine. Sixteen studies using the on-the-road driving test during normal traffic were included in the review. Studies were double-blind and placebo-controlled and included a positive control. RESULTS: First-generation antihistamines (diphenhydramine, triprolidine, terfenadine, dexchlorpheniramine, clemastine) significantly impair driving performance after both one-time and repeated (daily) administration. Second-generation antihistamines (cetirizine, loratadine, ebastine, mizolastine, acrivastine, emedastine, mequitazine) may also impair driving performance, but the magnitude and extent of impairment depend on the administered dose, sex, and time between testing and treatment administration. Tolerance develops after 4 to 5 days of administration, but impairment is not absent. Third-generation antihistamines (fexofenadine and levocetirizine) have been shown to produce no driving impairment after both one-time and repeated administration. CONCLUSIONS: First- and second-generation antihistamines may significantly impair driving performance. In the context of driving safety but also taking into account the cardiotoxic properties of some of the second-generation antihistamines, we advise treating patients with third-generation antihistamines such as fexofenadine and levocetirizine.

Automobile Driving↗
PubMed1993

Problem drinking and high-risk driving: an analysis of official and self-reported drinking-driving in New York State.

The authors collected data from 878 respondents at high risk of problem drinking and drunk driving and tested a hypothesis that stipulates problem drinking and high-risk driving as two necessary conditions of drunk driving. Controlling for a number of alcohol and non-alcohol-related variables, the analysis shows problem drinking to have consistent and significant effects on repeat DWI offenses and on the frequency of self-reported drinking-driving events. High-risk driving increases the frequency of self-reported drinking-driving. Males are more likely than females to be arrested for DWI, but there is no gender differences in self-reported drinking-driving. The authors further note a possible 'suppress effect' in that a negative relationship between DWI arrests and high-risk driving is concealed by problem drinking. That is, problem drinkers with multiple DWI arrest records may drive more carefully than before so as to avoid further contact with the police and licensing authorities. Public policy implications of the findings are discussed.

Age Factors↗
PubMed2002

Association between state level drinking and driving countermeasures and self reported alcohol impaired driving.

OBJECTIVES: In 1999, alcohol related motor vehicle crashes in the United States claimed 15786 lives and injured more than 300000 persons. Drinking and driving behavior is shaped by individual and environmental level influences. In this study, the association between each state's driving under the influence of alcohol (DUI) countermeasures and self reported alcohol impaired driving was explored. METHODS: Mothers Against Drunk Driving's (MADD's) Rating the States 2000 survey, which graded states on their DUI countermeasures from 1996-99, was used as an index of each state's comprehensive DUI prevention activities. Information on alcohol impaired driving from residents of each state was obtained from the 1997 Behavioral Risk Factor Surveillance System (BRFSS) survey. The association between the MADD state grades and alcohol impaired driving was assessed using multiple logistic regression. RESULTS: Of the 64162 BRFSS respondents who reported drinking any alcohol during the past month, 2.1% of women and 5.8% of men reported at least one episode of alcohol impaired driving in the past month. Those living in states with a MADD grade of "D" were 60% more likely to report alcohol impaired driving than those from states with a MADD grade of "A" (odds ratio 1.6, 95% confidence interval 1.3 to 2.1). The association existed for men and women. CONCLUSION: These findings suggest that stronger state level DUI countermeasures are associated with lower rates of self reported alcohol impaired driving.

Accidents, Traffic↗
PubMed2000

Effects of fexofenadine, diphenhydramine, and alcohol on driving performance. A randomized, placebo-controlled trial in the Iowa driving simulator.

BACKGROUND: Sedating antihistamines may impair driving performance as seriously as alcohol. OBJECTIVE: To compare the effects of fexofenadine, diphenhydramine, alcohol, and placebo on driving performance. DESIGN: Randomized, double-blind, double-dummy, four-treatment, four-period crossover trial. SETTING: The Iowa Driving Simulator. PARTICIPANTS: 40 licensed drivers with seasonal allergic rhinitis who were 25 to 44 years of age. INTERVENTION: One dose of fexofenadine (60 mg), diphenhydramine (50 mg), alcohol (approximately 0.1% blood alcohol concentration), or placebo, given at weekly intervals before participants drove for 1 hour in the Iowa Driving Simulator. MEASUREMENTS: The primary end point was coherence, a continuous measure of participants' ability to match the varying speed of a vehicle that they were following. Secondary end points were drowsiness and other driving measures, including lane keeping and response to a vehicle that unexpectedly blocked the lane ahead. RESULTS: Participants had significantly better coherence after taking alcohol or fexofenadine than after taking diphenhydramine. Lane keeping (steering instability and crossing the center line) was impaired after alcohol and diphenhydramine use compared with fexofenadine use. Mean response time to the blocking vehicle was slowest after alcohol use (2.21 seconds) compared with fexofenadine use (1.95 seconds). Self-reported drowsiness did not predict lack of coherence and was weakly associated with minimum following distance, steering instability, and leftlane excursion. CONCLUSIONS: Participants had similar performance when treated with fexofenadine or placebo. After alcohol use, participants performed the primary task well but not the secondary tasks; as a result, overall driving performance was poorer. After participants took diphenhydramine, driving performance was poorest, indicating that diphenhydramine had a greater impact on driving than alcohol did. Drowsiness ratings were not a good predictor of impairment, suggesting that drivers cannot use drowsiness to indicate when they should not drive.

Adult↗