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 433 records · Page 24Linked to original sources
PubMed2005

The contribution of alcohol to night time crash risk and other risks of night driving.

Many studies show that driving at night is more risky in terms of crash involvements per distance travelled than driving during the day. The reasons for this include the more prevalent use of alcohol by drivers at night, the effects of fatigue on the driving task and the risk associated with reduced visibility. Although the consumption of alcohol prior to driving occurs most commonly at night, drink-driving is not inherently a night time risk factor. This study decomposes the New Zealand risk of driving at night into risk associated with alcohol and risk associated with inherently night time factors. The overall risk associated with alcohol use by drivers was shown to decrease with increasing age for the most risky situation analysed (male drivers on weekend nights). Given the levels of drinking and driving on weekend nights, the overall effect of alcohol was shown to contribute almost half of weekend night time risk for drivers aged under 40 on lower volume roads, but to contribute little to overall risk on higher-volume roads, consistent with other research showing that higher-volume roads are not favoured by drinking drivers. Risk at night relative to risk during the day (excluding risk associated with drinking and driving) was shown to decrease with age. Roads with illumination at night are less risky at night relative to during the day than roads without illumination. The risks estimated in this paper reflect the behaviour of the road users studied and their prevalence on the roads under the conditions analysed.

Accidents, Traffic↗
PubMed2006

Predictors of driving exposure and avoidance in a field study of older drivers from the state of Maryland.

Using structural equation modeling techniques, this study examines causal models of driving avoidance and exposure among older adults. Prior studies have revealed that past incidence of falls, Useful Field of View (UFOV) test performance, and Trails Making test performance are predictive of subsequent motor vehicle crash involvement [Owsley, C., Ball, K., McGwin Jr., G., Sloane, M.E., Roenker, D.L., White, M.F., Overley, E.T., 1998. Visual processing impairment and risk of motor vehicle crash among older adults. J. Am. Med. Assoc. 279 (14), 1083-1088; Sims, R.V., McGwin, G., Pulley, L., Roseman, J.M., 2001. Mobility impairments in crash-involved older drivers. J. Aging Health 13 (3), 430-438; Stutts, J.C., 1998. Do older drivers with visual nd cognitive impairments drive less? J. Am. Geriatr. Soc. 46, 854-861]. Data analyses used these indices, along with age, health, measures of physical functioning, and additional measures of cognitive functioning, to examine driving exposure and avoidance behaviors. A field sample of 4,234 drivers, 55 years of age and older, were recruited from the Maryland Motor Vehicles Administration after renewing their driver's licenses. A performance-based assessment, which included the Gross Impairment Screening battery and task 2 of the UFOV test, was completed by participants. A sub-sample of participants (n=815) were interviewed by telephone about their health and mobility 3-6 months following the initial assessment at a renewal center. In addition to age and gender, latent variables for health status, physical functioning, cognitive functioning, driving exposure, and driving avoidance were created. Direct and indirect causal paths were specified. Age, gender, health status, and cognitive functioning had direct effects on both driving exposure and driving avoidance; physical functioning did not have a direct effect on driving exposure or avoidance. The implications of these findings are discussed as they relate to designing interventions to promote mobility.

Accidents, Traffic↗
PubMed2005

Twelve-month prevalence and changes in driving after drinking: United States, 1991-1992 and 2001-2002.

BACKGROUND: Drinking and driving has been identified as one of the most important contributors of motor vehicle fatalities. This paper addressed the existing gap in our public health knowledge regarding the current prevalence of driving after drinking and how this has changed over the past decade. METHODS: Prevalence rates of drinking and driving in 2001-2002, and changes in those prevalence rates between 1991-1992 and 2001-2002 were examined in two large nationally representative surveys of the U.S. population. RESULTS: Overall, the prevalence of driving after drinking was 2.9% in 2001-2002 representing approximately six million U.S. adults. This rate was about three quarters of the rate observed in 1991-1992 (3.7%), reflecting a 22% reduction. Generally, the male-female differentials in the rate of driving after drinking decreased over the past decade. However, the sex ratios increased substantially for under-aged youth over the past decade, reflecting the sharp decrease in prevalence of driving after drinking among 18-20-year-old women. Constant and emerging subgroups at high risk for drinking and driving included Whites, Native Americans, males, under-aged young adults and 21-25-year-olds. CONCLUSIONS: The results of this study highlighted the need to continue to monitor prevalence and changes in driving after drinking. Results are discussed in the context of strengthening existing prevention and intervention efforts and developing new programs with the sociodemographic differentials observed in this study in mind.

Adolescent↗
PubMed2005

The relationship between performance on the standardised field sobriety tests, driving performance and the level of Delta9-tetrahydrocannabinol (THC) in blood.

The consumption of Delta9-tetrahydrocannabinol (THC) as cannabis has been shown to result in impaired and culpable driving. Testing drivers for the presence of THC in blood is problematic as THC and its metabolites may remain in the blood for several days following its consumption, even though the drug may no longer have an influence on driving performance. In the present study, the aim was to assess whether performance on the standardised field sobriety tests (SFSTs) provides a sensitive measure of impaired driving behaviour following the consumption of THC. In a repeated measures design, 40 participants consumed cigarettes that contained either 0% THC (placebo), 1.74% THC (low dose) or 2.93% THC (high dose). For each condition, after smoking a cigarette, participants performed the SFSTs on three occasions (5, 55 and 105 min after the smoking procedure had been completed) as well as a simulated driving test on two occasions (30 and 80 min after the smoking procedure had been completed). The results revealed that driving performance was not significantly impaired 30 min after the consumption of THC but was significantly impaired 80 min after the consumption of THC in both the low and high dose conditions. The percentage of participants whose driving performance was correctly classified as either impaired or not impaired based on the SFSTs ranged between 65.8 and 76.3%, across the two THC conditions. The results suggest that performance on the SFSTs provides a moderate predictor of driving impairment following the consumption of THC and as such, the SFSTs may provide an appropriate screening tool for authorities that wish to assess the driving capabilities of individuals suspected of being under the influence of a drug other than alcohol.

Adult↗
PubMed2006

Long-time results and associations between subjective visual difficulties with car driving and objective visual function 5 years after cataract surgery.

PURPOSE: To determine results and associations between subjective visual difficulties while driving and objective visual function in drivers who had cataract surgery 5 years previously. SETTING: Norrlands University Hospital, Umeå, Sweden. METHODS: This prospective outcomes study examined 189 active drivers who had cataract surgery 5 years earlier. Visual acuity and low-contrast visual acuity (LCVA) were measured, and a questionnaire with driving-specific questions (VF-14 based) was completed. The results were compared with data before and after surgery. RESULTS: Five years after cataract surgery, only a small proportion of patients (3%) drove without fulfilling the visual requirements. Few patients (5%) reported visual difficulties while driving in daylight, but a large proportion (43%) experienced difficulties in darkness, with glare being the most common problem. There was a statistically significant association between an LCVA of less than 20/50 and reporting subjective visual difficulties while driving (odds ratio [OR], 2.6; 95% confidence interval [CI], 1.1 to 6.8). Women had 1.8 times the odds of reporting visual difficulties compared with men (95% CI, 1.0 to 3.5). CONCLUSIONS: Most active drivers had excellent visual acuity and no difficulty with daytime driving and distance estimation 5 years after cataract surgery. A large proportion of patients experienced difficulties while driving at night. These data suggest an adjusted association between LCVA and self-assessed visual difficulties while driving 5 years after cataract surgery. Our data confirm the importance of LCVA in relation to driving, especially in darkness.

Adult↗
PubMed2004

Driving and patients with brain tumours: a postal survey of neurosurgeons, neurologists and radiation oncologists.

This study was aimed at evaluating the consistency of driving advice given by treating clinicians to patients diagnosed with brain tumours. Secondary aims include assessing the awareness of current driving guidelines and whether or not there was a need for more specific guidelines in this group of patients. This was undertaken utilizing a scenario-based postal survey. The results show an overall poor consistency in the answers provided for each case scenario. 73.1% respondents were not aware of any current driving guidelines. Of those who were aware of driving guidelines, 67.7% wanted more specific guidelines to be developed. Possible explanations for this are a lack of awareness of the existence of any driving guidelines and a lack of objective criteria in the current driving guidelines. The authors recommend that the current driving guidelines be comprehensively distributed to clinicians who treat patients with brain tumours, as well as forming a multi-disciplinary working party to develop more specific and objective driving guidelines.

Adult↗
PubMed2003

Using a driving simulator to identify older drivers at inflated risk of motor vehicle crashes.

PROBLEM: To develop appropriate assessment criteria to measure the performance of older drivers using an interactive PC-based driving simulator, and to determine which measures were associated with the occurrence of motor-vehicle crash. METHOD: One hundred and twenty-nine older drivers residing in a metropolitan city volunteered to participate in this retrospective cohort study. Using the driving simulator, appropriate driving tasks were devised to test the older drivers, whose performances were assessed by 10 reliable assessment criteria. Logistic regression analysis was then undertaken to determine those criteria that influence the self-reported crash outcome. RESULTS: As expected, driving skill of older drivers was found to decline with age. Over 60% of the sample participants reported having at least one motor-vehicle crash during the past year. Adjusting for age in a logistic regression analysis, the cognitive abilities associated with the crash occurrence were working memory, decision making under pressure of time, and confidence in driving at high speed. SUMMARY: The findings of this retrospective study indicated those individuals at inflated risk of vehicle crashes could be identified using the PC-based interactive driving simulator. Prospective studies need to be undertaken to determine whether the driving simulator can predict future crash events. IMPACT ON INDUSTRY: This study demonstrated an economical driving simulator approach to screen out problematic or unsafe older drivers before a more detailed but expensive road test is considered.

Accidents, Traffic↗
PubMed2001

Sensation seeking, risky driving and behavioral adaptation.

A study on the relationship between sensation seeking (SS) and risky driving, aggressive driving and behavioral adaptation is reported on. College students completed a questionnaire concerning their driving behavior and level of sensation seeking. Results indicated that high SS's were significantly more likely than low SS's to speed, not wear belts, drink frequently, drive after drinking, perceive a low risk of detection for impaired driving, and perceive that they could drink more beer before being impaired. High SS's were also more likely to report aggressive driving habits. High SS's were significantly more likely than low SS's to say that they would drive faster on highways and on wet roads and drive after drinking, if operating a vehicle equipped with anti-lock brakes. The results are consistent with previous research.

Adaptation, Psychological↗
PubMed2000

Does a threat appeal moderate reckless driving? A terror management theory perspective.

A series of two studies examined the effects of threat appeals on reckless driving from a terror management theory perspective. In both studies, all the participants (N = 109) reported on the relevance of driving to their self-esteem, and, then, half of them were exposed to a road trauma film and the remaining to a neutral film. In Study 1, the dependent variable was the self-report of intentions to drive recklessly in hypothetical scenarios. In Study 2, the dependent variable was actual behavior (driving speed) in a driving simulator. Findings indicated that a road trauma film led to less reported intentions of reckless driving, but to higher driving speed than a neutral film. These effects were only found among participants who perceived driving as relevant to their self-esteem. The discussion emphasized the self-enhancing mechanisms proposed by the terror management theory.

Accidents, Traffic↗
PubMed2003

Driving performance in cold, warm, and thermoneutral environments.

Driving performance deteriorates at high ambient temperatures. Less is known about the effect of low ambient temperatures and the role of subjective aspects like thermal comfort and having control over the ambient temperature. Therefore, an experiment was constructed in which 50 subjects performed a road-tracking task in a cold (5 degrees C), a thermoneutral (20 degrees C) or a warm (35 degrees C) climate. All subjects had a heater/blower (H/B) which generated a fixed amount of heat/wind that could either be controlled or not controlled. In the cold climate, averaged leg skin temperature dropped to 18.5 degrees C and head skin temperature to 24.9 degrees C; the thermal comfort was rated between 'cold' and 'very cold'. In the warm climate, averaged leg skin temperature rose to 36.6 degrees C and head skin temperature to 30.8 degrees C; the thermal comfort was rated as 'hot'. Driving performance in the ambient temperature extremes decreased 16% in the cold environment and 13% in the warm situation. Having control over the local head temperature by adjusting a H/B affected neither thermal comfort nor driving performance. In agreement with the literature on priming effects, subjects who started with the no-control condition performed much better in all driving tasks because they were primed to focus on the driving task as such, rather than the complex combination of temperature controls and driving task. It can be concluded that a thermoneutral temperature in a car enhances driving performance and may thus positively affect safety. Using manual climatic controls in hot or cold cars may interfere with the driving task.

Adult↗
PubMed2003

Motorcycle emissions and fuel consumption in urban and rural driving conditions.

This work reports sampling of motorcycle on-road driving cycles in actual urban and rural environments and the development of representative driving cycles using the principle of least total variance in individual regions. Based on the representative driving cycles in individual regions, emission factors for carbon monoxide (CO), hydrocarbons (HC), nitrogen oxides (NO(x)=NO+NO(2)) and carbon dioxide (CO(2)), as well as fuel consumption, were determined using a chassis dynamometer. The measurement results show that the representative driving cycles are almost identical in the three largest cities in Taiwan, but they differ significantly from the rural driving cycle. Irrespective of driving conditions, emission factors differ insignificantly between the urban and rural regions at a 95% confidence level. However, the fuel consumption in urban centers is approximately 30% higher than in the rural regions, with driving conditions in the former usually poor compared to the latter. Two-stroke motorcycles generally have considerably higher HC emissions and quite lower NO(x) emissions than those of four-stroke motorcycles. Comparisons with other studies suggest that factors such as road characteristics, traffic volume, vehicle type, driving conditions and driver behavior may affect motorcycle emission levels in real traffic situations.

Air Pollutants↗
PubMed2000

Changes in EEG alpha power during simulated driving: a demonstration.

The aim was to assess the suitability of EEG-based techniques to recording activity during a driving simulation task. To achieve this, an inexpensive driving simulator (comprising a steering wheel, pedals and gear shift) were made to function with a personal computer running 'Need for Speed' simulation software. Simulators of this type are both inexpensive and relatively realistic. The EEG was recorded from four sites on the scalp (P3, P4, F3, F4) for two laps during the driving task, and during a replay task. The driving task involved participants driving a vehicle on a simulated undulating, sealed surface circuit, without any other vehicles present. Two men were participants in this experiment. Power spectra were computed and integrated to produce values of relative alpha activity for each channel and recording epoch, a time-series of alpha activity during each recorded segment. Overall values for alpha activity indicated an increase for replay compared to driving, and also driving on lap 5 compared to driving on lap 2. The EEG changes are consistent with the notion of overall reduction of attention during the later laps and the replay task and indicate the potential of such measures for complex motor behaviour.

Adult↗
PubMedDate not supplied

Stages of change and self-efficacy for controlling drinking and driving: a psychometric analysis.

Indicators of self-efficacy and motivation to change (stage of change) with regard to drinking and to drinking and driving were examined in a sample of Driving Under the Influence (DUI) offenders in a court-mandated intervention program. Self-administered questionnaires that contained pertinent measures were completed by 210 consenting offenders (34 of whom were female) during the intervention program. A factor analysis of efficacy and stages of change items showed distinct factors for the respective constructs; however, drinking and drinking-and-driving items of the same type (e.g., efficacy or stages of change) tended to codefine common factors, and the factor pattern suggested that motivations and efficacy for changing drinking behavior are critical for avoiding the drinking-and-driving sequence. Most participants were classified into the action stage in both drinking and drinking-and-driving domains. In regression analysis, contemplation of action and self-efficacy measures pertaining to drinking and driving predicted prior crashes and arrests; however, after accounting for recent alcohol problems, action items pertaining to drinking and driving were the best predictors of recent drinking-and-driving incidents.

Adult↗
PubMed2000

Effects of opioids on driving ability.

Driving has been regarded as an activity of daily living that is important in maintaining a person's independence in the community, access to employment, and social activities. Many patients, however, using opioid medications on a regular basis (Chronic Opioid Analgesic Therapy: COAT) to ameliorate their intractable pain have been restricted from driving out of concern that skills would be impaired and driving safety compromised by these medications. Yet there are no driving studies which have explored the effects of using opioid analgesics for an extended period of time. This pilot study was designed to determine the effects of medically prescribed, stable opioid use on the driving abilities of patients with persistent, nonmalignant pain. Sixteen patients with chronic nonmalignant pain on COAT, who met criteria for participation in the study, underwent a comprehensive off-road driving evaluation using measures which have been shown to be sensitive in predicting on-road driving performance. The evaluation consisted of a pre-driver evaluation (PDE), a simulator evaluation (SDE), and behavioral observation during simulator performance. Patients in the COAT group were compared to a historical control group of 327 cerebrally compromised patients (CComp) who had undergone the same evaluation and then passed an on-road, behind-the-wheel evaluation (BTW Pass; n = 162) or failed (BTW Fail; n = 165). Results revealed that COAT patients generally outperformed the CComp patients as a group by equaling or exceeding PDE and SDE scores of the BTW Fail patients as well as the BTW Pass patients on all measures that differentiated the groups. Notably, COAT patients had a relatively poorer performance than CComp patients on specific neuropsychometric tests in the PDE; however, the differences were not statistically significant and did not imply a systematic pattern of scores that reflected domain-specific deficits. Behaviorally, COAT patients were generally superior to CComp patients, also; however, COAT patients had greater difficulty in following instructions and as well as a tendency toward impulsivity, like the BTW fail group. While there was general support for the notion that COAT did not significantly impair the perception, cognition, coordination, and behavior measured in off-road tests that have been regarded as requisite for on-road driving, methodological problems may limit the generalizability of results and recommendations are made for research beyond a pilot study.

Analgesics, Opioid↗
PubMed1999

Driving simulation study: bilateral array multifocal versus bilateral AMO monofocal intraocular lenses.

PURPOSE: To determine whether differences exist in the driving performance of patients with bilateral Array multifocal intraocular lenses (IOLs) and those with bilateral AMO monofocal IOLs under low-contrast environmental conditions. SETTING: The Iowa Driving Simulator at the Center for Computer Aided Design, the University of Iowa, Iowa City, Iowa, USA. METHODS: This prospective study was a test-operator-masked, parallel-group comparison of the driving performance of 33 bilateral multifocal IOL patients and 33 bilateral monofocal IOL patients from the U.S. Array Multifocal study. Driving performance was evaluated under 3 poor visibility conditions (clear weather at night, clear weather at night in the presence of a glare source, and fog). Measures of performance included recognition rates and distances for signs, as well as detection rates, distances, and avoidance behaviors for hazards. Contrast acuity and sensitivity were also measured to evaluate possible correlations with driving performance. RESULTS: No statistically significant differences between the IOL groups were found in 26 of 30 comparisons (86.7%). The monofocal group performed better than the multifocal group in comparisons in which there were statistically significant differences: the percentage of correctly recognized warning signs at night in clear weather (P = .028), sign recognition distances for guide (P = .030) and warning (P = .036) signs in fog, and the detection distance for 1 of 4 hazards (suitcase; P = .026). Correlation coefficients between driving performance and low-contrast acuity and sensitivity were statistically significant; however, they were low and not likely predictive of driving performance. CONCLUSION: Differences between patients with bilateral multifocal IOLs and those with bilateral monofocal IOLs were detected; however, the results indicate no consistent difference in driving performance and safety.

Aged↗
PubMedDate not supplied

Determining the focus of driving fears.

Fear of driving has been recognized as a complex diagnostic entity. Studies on flying phobia have drawn similar conclusions, although increasing clarity has been gained through research that indicates that there may be subtypes of flying phobia based on the focus of fear. However, it is unclear if similar subtypes exist for fear of driving. The aim of the present study was to conduct a preliminary investigation of driving fear subtypes and to clarify further whether there were differences between driving-fearful respondents who had been in a motor vehicle accident (MVA) and those who had not. Eighty-five driving-fearful, media-recruited respondents completed a questionnaire that assessed anxiety, avoidance, and concerns related to their driving fears. The sample had high expectations of negative events while driving. There were no significant differences between those who had experienced an MVA and those who had not on various measures of fear severity. Cluster analysis revealed two main foci of fear, one characterized by danger expectancies and the other based on anxiety expectancies and unpleasant driving situations. This emphasizes the importance of assessing both internal and external foci of fear. Although this finding is consistent with the results obtained for flying phobia, more research is required to replicate and extend these results and to develop and evaluate differential treatment programs.

Accidents, Traffic↗
PubMed1998

Should patients with implantable cardioverter-defibrillators be allowed to drive? Observations in 291 patients from a single center over an 11-year period.

Motor-vehicle driving restrictions for patients with implantable cardioverter-defibrillators (ICDs) vary widely throughout the world because safety concerns have never been adequately resolved in this patient population. To address this issue, we examined the driving behavior of 291 ICD patients to correlate the frequency of device therapy during driving, the occurrence of syncopal symptoms, and the incidence of traffic accidents. Fifty of the 291 patients had never driven. Of the remaining 241 patients, 171 (59%) continued driving postimplant and 70 (24%) elected to stop prior to (n = 30) or at the time of ICD implantation (n = 40). Patients were followed for a mean of 38 +/- 26 months (range < 1-124). During this period, no patients died while driving. Of 11 accidents involving 11 driving patients (6%), only 1 was caused by the driver, and none was related to syncopal symptoms or ICD therapy. Although 2 accidents (8%) occurred within 12 months postimplant, the majority (50%) took place after more than 36 months. ICD therapy was delivered in 8 patients (5%) while driving: 13% (1 episode) of the discharges occurred within the first year postimplant, 13% (1 episode) occurred between 1-2 years, and 74% (6 episodes) occurred > 2 years. None of these patients experienced syncope before or during these episodes. A multivariate analysis was unable to identify any variables that might predict increased risk of ICD therapy (with or without sudden death) while driving and consequent motor vehicle accidents. Our data suggest that such events occur only rarely.

Accidents, Traffic↗
PubMed1999

The impact of mortality salience on reckless driving: a test of terror management mechanisms.

A series of 4 studies, based on terror management theory (TMT), examined the effects of mortality salience on risk taking while driving. In all the studies, participants (N = 603) reported on the relevance of driving to their self-esteem. Then half of them were exposed to various mortality salience inductions, and the remaining to a control condition. The dependent measures were either self-reported behavioral intentions of risky driving or driving speed in a car simulator. In Study 4, half of the participants in each condition received positive feedback about their quality of driving. Findings showed that mortality salience inductions led to more risky driving than the control condition only among individuals who perceived driving as relevant to their self-esteem. The introduction of positive feedback about driving eliminated this effect. The results were discussed in light of the self-enhancing mechanisms proposed by TMT.

Accidents, Traffic↗