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PubMed1996

Effects of driving pressure and recurrent laryngeal nerve stimulation on glottic vibration in a constant pressure model.

Glottic phonatory parameters have been studied in constant flow models; however, the lung-thorax system is better viewed as a constant pressure source. Adjusting the driving pressure and recurrent laryngeal nerve stimulation as independent variables, rather than as dependent variables, may provide a more physiologic understanding of laryngeal function and glottic parameters, including subglottic pressure, airflow, fundamental frequency, and glottic area. In three dogs subglottic pressure and airflow were measured in two separate conditions: with constant recurrent laryngeal nerve stimulation and varying driving pressure, and with constant driving pressure and varying recurrent laryngeal nerve stimulation. Videostroboscopic measures on four dogs assessed glottic areas with constant recurrent laryngeal nerve stimulation at different driving pressures. With constant recurrent laryngeal nerve stimulation, increasing driving pressure had no effect on glottic areas, whereas subglottic pressure, fundamental frequency, and airflow increased significantly. However, changes in subglottic pressure were minimal in comparison with changes in driving pressure. At constant driving pressure, increasing recurrent laryngeal nerve stimulation increased subglottic pressure and fundamental frequency and decreased airflow. These findings suggest that during phonation subglottic pressure is primarily dependent on recurrent laryngeal nerve stimulation and laryngeal muscular contraction, but not on lung driving pressure.

Analysis of Variance↗

PubMed1998

Kinematics and kinetics of the drive off the front foot in cricket batting.

A cinematographic analysis of the drive off the front foot (D) and the forward defensive stroke (FD) was undertaken to establish the kinematic and kinetic factors involved in playing these strokes against medium-fast bowling. Fourteen provincial cricket batsmen were filmed at 100 Hz while batting on a turf pitch with a specially instrumented bat. Results for the drive off the front foot revealed that the movement and stroke pattern were generally supportive of the coaching literature, with the forward defensive stroke forming the basis of the drive. Certain mechanical differences, although non-significant, were evident to facilitate the attacking nature of the front foot drive and included a higher backlift (FD = 0.65 m; D = 0.74 m), later commencement of the stride (FD = 0.64 s pre-impact; D = 0.58 s pre-impact) and downswing of the bat (FD = 0.38 s pre-impact; D = 0.36 s pre-impact), a shorter front foot stride (FD = 0.72 m; D = 0.68 m) with the front foot placement taking place later (FD = 0.14 s pre-impact; D = 0.06 s pre-impact), and the back foot dragging further forward at impact (FD = 0.05 m; D = 0.10 m). The front upper limb moved as a multi-segmental series of levers, which resulted in the drive showing significantly greater (P< 0.05) peak bat horizontal velocity at 0.02 s pre-impact (FD = 3.53 +/- 3.44 m s(-1); D = 11.8 +/- 4.61 m x s(-1)) and 0.02 s post-impact (FD = 2.73 +/- 2.88 m x s(-1); D = 11.3 +/- 4.21 m x s(-1)). The drive showed a significantly greater (P < 0.05) bat-ball closing horizontal velocity (FD = 24.2 +/- 4.65 m x s(-1); D = 32.3 +/- 5.06 m x s(-1)) and post-impact ball horizontal velocity (FD = 6.85 +/- 5.12 m x s(-1); D = 19.5 +/- 2.13 m x s(-1)) than for the forward defensive stroke. The point of bat-ball contact showed nonsignificant differences, but occurred further behind the front ankle (FD = 0.09 +/- 0.17 m; D = 0.20 +/- 0.13 m), with the bat more vertical at impact (FD = 62.6 +/- 6.53 degrees ; D = 77.8 +/- 7.05 degrees). Significant differences (P< 0.01) occurred between the grip forces of the top and bottom hands for the two strokes, with the principal kinetic finding that the top hand plays the dominant role during the execution of the drive with the bottom hand reinforcing it at impact. Similar grip force patterns for the two strokes occurred during the initial part of the stroke, with the drive recording significantly greater (P < 0.05) forces at 0.02 s pre-impact (top hand: FD = 129 +/- 41.6 N; D = 199 +/- 40.9 N; bottom hand: FD = 52.2 +/- 16.9 N; D = 91.8 +/- 41.1 N), at impact (top hand: FD = 124 +/- 29.3 N; D = 158 +/- 56.2 N; bottom hand: FD = 67.1 +/- 21.5 N; D = 86.2 +/- 58.2 N) and 0.02 s post-impact (top hand: FD = 111 +/- 22.2 N; D = 126 +/- 28.5 N; bottom hand: FD = 65.5 +/- 26.9 N; D = 82.4 +/- 28.6 N).

Adult↗

PubMed1981

Experimental population genetics of meiotic drive systems. III. Neutralization of sex-ratio distortion in Drosophila through sex-chromosome aneuploidy.

Laboratory populations of Drosophila melanogaster were challenged by pseudo-Y drive, which mimics true Y-chromosome meiotic drive through the incorporation of Segregation Distorter (SD) in a T(Y;2) complex. This causes extreme sex-ratio distortion and can ultimately lead to population extinction. Populations normally respond by the gradual accumulation of drive suppressors, and this reduction in strength of distortion allows the sex ratio to move rapidly able to neutralize the effects of sex-ration distortion by the accumulation of sex-chromosome aneuploids (XXy, XYY). THis apparently occurs because XX-bearing eggs, produced in relatively high numbers ( approximately 4%) by XXY genotypes, become the main population source of females under strong Y-chromosome drive. Computer simulation for a discrete generation model incorporating random mating with differences in fitness and segregation permits several predictions that can be compared to the data. First, sex-chromosome aneuploids should rapidly attain equilibrium, while stabilizing the population at approximately 60% males. This sex ratio should be roughly independent of the strength of the meiotic drive. Moreover, conditions favoring the accumulation of drive suppressors (e.g., weak distortion, slow population extinction) are insufficient for maintaining aneuploidy, while conditions favoring aneuploidy (e.g., strong distortion, low production of females) lead to population extinction before drive suppressors can accumulate. Thus, the different mechanisms for neutralizing sex-ratio distortion are complementary. In addition, Y drive and sex-chromosome aneuploidy are potentially co-adaptive, since under some conditions neither will survive alone. Finally, these results suggest the possibility that genetic variants promoting sex-chromosome nondisjunction may have a selective advantage in natural populations faced with sex-ratio distortion.

Aneuploidy↗

PubMed2006

Ratchet effect and nonlinear transport for particles on random substrates with crossed ac drives.

We show in simulations that overdamped interacting particles in two dimensions with a randomly disordered substrate can exhibit novel nonequilibrium transport phenomena including a transverse ratchet effect, where a combined dc drive and circular ac drive produce a drift velocity in the direction transverse to the applied dc drive. The random disorder does not break any global symmetry; however, in two dimensions, symmetry breaking occurs due to the chirality of the circular drive. In addition to inducing the transverse ratchet effect, increasing the ac amplitude also strongly affects the longitudinal velocity response and can produce what we term an overshoot effect where the longitudinal dc velocity is higher in the presence of the ac drive than it would be for a dc drive alone. We also find a dynamical reordering transition upon increasing the ac amplitude. In the absence of a dc drive, it is possible to obtain a ratchet effect when the combined ac drives produce particle orbits that break a reflection symmetry. In this case, as the ac amplitude increases, current reversals can occur. These effects may be observable for vortices in type-II superconductors as well as for colloids interacting with random substrates.

Journal Article↗

PubMed2003

A revised economic analysis of restrictions on the use of cell phones while driving.

Evidence that cell phone use while driving increases the risk of being involved in a motor vehicle crash has led policymakers to consider prohibitions on this practice. However, while restrictions would reduce property loss, injuries, and fatalities, consumers would lose the convenience of using these devices while driving. Quantifying the risks and benefits associated with cell phone use while driving is complicated by substantial uncertainty in the estimates of several important inputs, including the extent to which cell phone use increases a driver's risk of being involved in a crash, the amount of time drivers spend using cell phones (and hence their aggregate contribution to crashes, injuries, and fatalities), and the incremental value to users of being able to make calls while driving. Two prominent studies that have investigated cell phone use while driving have concluded that the practice should not be banned. One finds that the benefits of calls made while driving substantially exceed their costs while the other finds that other interventions could reduce motor vehicle injuries and fatalities (measured in terms of quality adjusted life years) at a lower cost. Another issue is that cell phone use imposes increased (involuntary) risks on other roadway users. This article revises the assumptions used in the two previous analyses to make them consistent and updates them using recent data. The result is a best estimate of zero for the net benefit of cell phone use while driving, a finding that differs substantially from the previous study. Our revised cost-effectiveness estimate for cell phone use while driving moves in the other direction, finding that the cost per quality adjusted life year increases modestly compared to the previous estimate. Both estimates are very uncertain.

Journal Article↗

PubMed2004

Sperm survival in female stalk-eyed flies depends on seminal fluid and meiotic drive.

Sperm competition is common in many insect species; however, the mechanisms underlying differences in sperm precedence are not well understood. In the stalk-eyed fly, Cyrtodiopsis whitei (Diptera, Diopsidae), sperm precedence is influenced by the presence of sex chromosome meiotic drive. When drive-carrying males compete with non-driving males for fertilizations within a female, the number of progeny sired by drive males is significantly fewer than predicted by sperm mixing alone. Thus, drive males apparently suffer not only a reduction in the number of viable sperm produced, but also a reduction in sperm competitive ability. In this study, we manipulated the amount and source of seminal fluid and sperm received by females by interrupting copulations before sperm, but after seminal fluid, was transferred. We find that seminal fluid from another male influences the number of progeny sired by a drive-carrying male when both males mate with the same female. Sperm viability staining reveals that sperm from drive males are incapacitated by seminal fluid from other males within the female reproductive tract. These results suggest that multiple mating by females enables seminal fluid products to interact differentially with sperm and may reduce the transmission advantage of the drive chromosome.

Analysis of Variance↗

PubMed2004

New Mexico's 1998 drive-up liquor window closure. Study I: effect on alcohol-involved crashes.

AIMS: To determine the spatial relationship between drive-up liquor window locations and alcohol-related traffic crashes for 2 years before and after New Mexico banned drive-through alcohol sales. DESIGN: Current liquor licenses, crash data, roadway information and US Census data were used in this analysis. Cross-sectional and longitudinal regression analyses were applied to the entire state, and to Albuquerque only. FINDINGS: Of all NM liquor licenses, 189 (9%) included drive-up sales, which co-occurred with on- or off-premise licenses (94%). The rate of non-pedestrian alcohol-related crashes relative to non-pedestrian total crashes showed an increasing trend prior to closure and a decreasing trend after the closure. Cross-sectional analyses in Albuquerque revealed that the percentage of alcohol-involved crashes was not related to densities of on- or off-premise outlets per kilometer of roadway, or to percentage of drive-up outlets. Statewide, the percentage of drive-up outlets was not significantly related to the percentage of alcohol-related crashes within census tracts but was associated positively with the percentage of alcohol-related crashes in surrounding census tracts. There was no statistically significant relationship between number of drive-ups and percentage of alcohol-related crashes in either longitudinal model. CONCLUSIONS: Despite the declining rate of alcohol-related crashes following closure of drive-up liquor windows, both in Albuquerque and statewide, regression models using spatial data do not demonstrate definitively an association between the decline and the closure of the drive-up liquor windows.

Accidents, Traffic↗

PubMed1995

Dynamics and control of instrumented harmonic drives.

Since torque in harmonic drives is transmitted by a pure couple, harmonic drives do not generate radial forces and therefore can be instrumented with torque sensors without interference from radial forces. The installation of torque sensors on the stationary component of harmonic drives (the Flexipline cup in this research work) produce backdrivability needed for robotic and telerobotic compliant maneuvers. Backdrivability of a harmonic drive, when used as torque increaser, means that the output shaft can be rotated via finite amount of torque. A high ratio harmonic drive is non-backdrivable because its output shaft cannot be turned by applying a torque on it. This article first develops the dynamic behavior of a harmonic drive, in particular the non-backdrivability, in terms of a sensitivity transfer function. The instrumentation of the harmonic drive with torque sensor is then described. This leads to a description of the control architecture which allows modulation of the sensitivity transfer function within the limits established by the closed-loop stability. A set of experiments on an active hand controller, powered by a DC motor coupled to an instrumented harmonic drive, is given to exhibit this method's limitations.

Aircraft↗

PubMed1997

Power output for wheelchair driving on a treadmill compared with arm crank ergometry.

OBJECTIVES: The limiting factors with regard to power output available for wheelchair ambulation have not been identified. The aim of the present study was to correlate power output during wheelchair driving with (i) power output and oxygen uptake during arm crank ergometry and (ii) arm muscle strength. METHODS: Eleven disabled men were examined for maximal power output (POmax) during wheelchair driving on a treadmill and during arm crank ergometry. Oxygen uptake (VO2) was recorded at submaximal and maximal arm crank ergometry in all men and during submaximal wheelchair driving on a treadmill in four men. Power output during wheelchair driving on a treadmill was measured. Static and dynamic elbow muscle strength was measured isokinetically. RESULTS: POmax was significantly lower (P < 0.001) for wheelchair driving (109 (31) W; mean (SD)) than for arm ergometry (163 (49) W). There was a significant correlation between POmax for arm crank ergometry and wheelchair driving (r = 0.73). There was no correlation between POmax and elbow strength. The mechanical efficiency was constant for the different levels on the arm crank ergometry test. The submaximal testing showed a consistently lower mechanical efficiency for wheelchair driving than for arm crank ergometry. CONCLUSIONS: It is suggested that the lower level of power output for wheelchair driving is fully explained by the lower mechanical efficiency. Any improvement in power output available for ambulation must be based on wheelchair ergonomics.

Adult↗

PubMed2026

Acetazolamide to prevent ventilatory drive withdrawal in REM sleep apnoea: a randomised controlled trial.

BACKGROUND: Obstructive sleep apnoea (OSA) pathogenesis during rapid-eye movement (REM) sleep has been linked to dips in ventilatory drive and downstream genioglossus hypotonia. The carbonic anhydrase inhibitor acetazolamide is known to increase ventilatory drive and improve OSA severity. Therefore, we tested the effect of acetazolamide on REM-predominant OSA severity (apnoea hypopnoea index (AHI) and hypoxic burden, co-primary outcomes) and underlying physiological mechanisms (ventilatory drive, ventilation and pharyngeal muscle activity). METHODS: 11 participants with REM-predominant OSA per baseline polysomnography (REM AHI/non-REM AHI≥2) were allocated to receiving acetazolamide 500 mg for three nights (first night at half dose) or placebo according to a randomised, crossover, double-blind design. Detailed physiological polysomnography with recording of diaphragm and genioglossus electromyography was conducted after each intervention, with a 1-week washout in between. RESULTS: As hypothesised, acetazolamide reduced AHI by 35.5% (95% CI 23.1% to 46.3%) and hypoxic burden by 35.9% (95% CI 21.1% to 48.4%) vs placebo (p<0.001), meeting the primary endpoint. Mechanistic analysis in REM revealed that, unexpectedly, acetazolamide did not mitigate dips in ventilatory drive versus placebo (first decile (+0.1 (-1.0 to 1.3) L/min, p=0.8). Rather, acetazolamide reduced collapsibility (increased ventilation at eupneic drive: +1.4 (1.2 to 1.8) L/min) and raised muscle responsiveness (ventilation vs drive slope: +32 (25 to 41) %ventilation/drive, p<0.001; genioglossus versus drive slope: +0.33 (0.13 to 0.54) %max/(L/min), p=0.001). CONCLUSIONS: Acetazolamide modestly improved REM OSA, with meaningful improvements in upper airway physiology, but failed to mitigate the dips in ventilatory drive responsible for REM OSA. TRIAL REGISTRATION NUMBER: NCT05589792.

Humans↗

PubMed1989

Driving simulator performance in patients with sleep apnea.

Although previous studies have shown that patients with obstructive sleep apnea have a higher automobile crash rate than normal subjects, objective measurements of driving performance in patients with sleep apnea have not been reported. Therefore, we compared the driving performance of subjects with untreated, severe sleep apnea to that of control subjects on two driving simulators. Using a simulator with road films, six subjects with untreated, severe apnea performed worse than did a control group of seven normal subjects on both highway and city/rural driving (p less than 0.05). Using a personal computer program simulating a monotonous highway drive, 12 subjects with untreated sleep apnea performed worse than 12 control subjects. The patients with apnea hit a greater number of road obstacles during their 30-minute simulated drive than did the control subjects (44 +/- 52 in patients with apnea versus 9 +/- 7 in control subjects, p less than 0.05). Six patients with apnea hit fewer road obstacles after treatment with nasal continuous positive airway pressure (CPAP) than before treatment (29 +/- 19 before CPAP versus 13 +/- 8 after CPAP, p less than 0.05). We conclude that: (1) driving simulator performance of untreated subjects with severe obstructive sleep apnea is worse than that of control subjects; (2) driving simulator performance of subjects treated with nasal CPAP improves.

Adult↗

PubMed2004

Ventilatory drive and the apnea-hypopnea index in six-to-twelve year old children.

BACKGROUND: We tested the hypothesis that ventilatory drive in hypoxia and hypercapnia is inversely correlated with the number of hypopneas and obstructive apneas per hour of sleep (obstructive apnea hypopnea index, OAHI) in children. METHODS: Fifty children, 6 to 12 years of age were studied. Participants had an in-home unattended polysomnogram to compute the OAHI. We subsequently estimated ventilatory drive in normoxia, at two levels of isocapnic hypoxia, and at three levels of hyperoxic hypercapnia in each subject. Experiments were done during wakefulness, and the mouth occlusion pressure measured 0.1 seconds after inspiratory onset (P0.1) was measured in all conditions. The slope of the relation between P0.1 and the partial pressure of end-tidal O2 or CO2 (PETO2 and PETCO2) served as the index of hypoxic or hypercapnic ventilatory drive. RESULTS: Hypoxic ventilatory drive correlated inversely with OAHI (r = -0.31, P = 0.041), but the hypercapnic ventilatory drive did not (r = -0.19, P = 0.27). We also found that the resting PETCO2 was significantly and positively correlated with the OAHI, suggesting that high OAHI values were associated with resting CO2 retention. CONCLUSIONS: In awake children the OAHI correlates inversely with the hypoxic ventilatory drive and positively with the resting PETCO2. Whether or not diminished hypoxic drive or resting CO2 retention while awake can explain the severity of sleep-disordered breathing in this population is uncertain, but a reduced hypoxic ventilatory drive and resting CO2 retention are associated with sleep-disordered breathing in 6-12 year old children.

Journal Article↗

PubMed2004

The seventh servant: the implications of a truth drive in Bion's theory of 'O'.

Drawing upon Bion's published works on the subjects of truth, dreaming, alpha-function and transformations in 'O', the author independently postulates that there exists a 'truth instinctual drive' that subserves a truth principle, the latter of which is associated with the reality principle. Further, he suggests, following Bion's postulation, that 'alpha-function' and dreaming/phantasying constitute unconscious thinking processes and that they mediate the activity of this 'truth drive' (quest, pulsion), which the author hypothesizes constitutes another aspect of a larger entity that also includes the epistemophilic component drive. It purportedly seeks and transmits as well as includes what Bion (1965, pp. 147-9) calls 'O', the 'Absolute Truth, Ultimate Reality, O' (also associated with infinity, noumena or things-in-themselves, and 'godhead') (1970, p. 26). It is further hypothesized that the truth drive functions in collaboration with an 'unconscious consciousness' that is associated with the faculty of 'attention', which is also known as 'intuition'. It is responsive to internal psychical reality and constitutes Bion's 'seventh servant'. O, the ultimate landscape of psychoanalysis, has many dimensions, but the one that seems to interest Bion is that of the emotional experience of the analysand's and the analyst's 'evolving O' respectively (1970, p. 52) during the analytic session. The author thus hypothesizes that a sense of truth presents itself to the subject as a quest for truth which has the quality and force of an instinctual drive and constitutes the counterpart to the epistemophilic drive. This 'truth quest' or 'drive' is hypothesized to be the source of the generation of the emotional truth of one's ongoing experiences, both conscious and unconscious. It is proposed that emotions are beacons of truth in regard to the acceptance of reality. The concepts of an emotional truth drive and a truth principle would help us understand why analysands are able to accept analysts' interpretations that favor the operation of the reality principle over the pleasure principle--because of what is postulated as their overriding adaptive need for truth. Ultimately, it would seem that Bion's legacy of truth aims at integrating finite man with infinite man.

Adult↗

PubMed2004

Modular premotor drives and unit bursts as primitives for frog motor behaviors.

Spinal cord modularity impacts on our understanding of reflexes, development, descending systems in normal motor control, and recovery from injury. We used independent component analysis and best-basis or matching pursuit wavepacket analysis to extract the composition and temporal structure of bursts in hindlimb muscles of frogs. These techniques make minimal a priori assumptions about drive and motor pattern structure. We compared premotor drive and burst structures in spinal frogs with less reduced frogs with a fuller repertoire of locomotory, kicking, and scratching behaviors. Six multimuscle drives explain most of the variance of motor patterns (approximately 80%). Each extracted drive was activated with pulses at a single time scale or common duration (approximately 275 msec) burst structure. The data show that complex behaviors in brainstem frogs arise as a result of focusing drives to smaller core groups of muscles. Brainstem drives were subsets of the muscle groups from spinal frogs. The 275 msec burst duration was preserved across all behaviors and was most precise in brainstem frogs. These data support a modular decomposition of frog behaviors into a small collection of unit burst generators and associated muscle drives in spinal cord. Our data also show that the modular organization of drives seen in isolated spinal cord is fine-tuned by descending controls to enable a fuller movement repertoire. The unit burst generators and their associated muscle synergies extracted here link the biomechanical "primitives," described earlier in the frog, rat, and cat, and to the elements of pattern generation examined in fictive preparations.

Animals↗

PubMed1995

Demographic characteristics, drinking patterns and drink-driving behavior of injured male drivers and motorcycle riders.

OBJECTIVE: The demographic characteristics, usual drinking and drink-driving patterns, incidence of problem drinking, precrash drinking behavior and attitudes towards drink-driving of crash-involved male drivers and riders are described and related to blood alcohol concentration (BAC) on admission to hospital. A better understanding of these issues will enable drink-driving countermeasures to target more specifically those individuals who are most at risk of being killed or injured in alcohol-related road crashes. METHOD: Between June 1985 and April 1987 interviews were conducted with a sample of 302 male drivers and motorcycle riders admitted to the Royal Adelaide Hospital in Adelaide, South Australia. RESULTS: With one exception, the likelihood of having a high BAC (i.e., 80 mg/dl or above) did not differ with demographic profile. As BAC increased, there was a significant increase in: various indices of quantity and frequency of drinking; beer being the preferred beverage; percentages drinking alone, in a hotel, in a vehicle and for various less socially acceptable reasons; frequency of drink-driving; likelihood of previous drink-driving suspension; and, more liberal attitudes towards drink-driving. About 25% of those with a BAC of at least 150 mg/dl were probably experiencing alcohol-related problems prior to the crash, compared with only a very small proportion of those with lower BACs. Precrash drinking most commonly involved drinking in a hotel, drinking with friends and drinking beer, with no significant differences between BAC groups. CONCLUSIONS: The results suggest that usual drinking and drink-driving patterns, as well as attitudes to drink-driving, become more extreme as the BAC of male crash-involved drivers and riders increases.

Accidents, Traffic↗

PubMed1991

[Cardiac assist device with skeletal muscle ventricle--alternate-drive twin pump system as a countermeasure to prevent skeletal muscle fatigue].

Many studies on cardiac assist devices using skeletal muscle ventricle (SMV) require preconditioning for 6-9 weeks as a countermeasure to prevent skeletal muscle fatigue. Therefore this method does not seem to be indicated in cases of acute heart failure. However we performed experiments to develop Alternate-Drive Twin SMVs as a cardiac assist device without preconditioning. Adult mongrel dogs were used. In order to obtain adequate alternating SMV during pattern, fundamental experiments were performed. The function of SMVs prepared by rolled pedunculated sartial muscle was studied hydrodynamically in three groups; continuous driving for one hour in group a (n = 3): intermittent driving for 3 hours in group b (n = 15): intermittent driving for 12 hours in group c (n = 3). Group b was divided into three subgroups with interval for 10 minutes in subgroup I (n = 5), for 20 minutes in subgroup II (n = 5), for 30 minutes in subgroup III (n = 5). In group b and c, the recess interval between driving was set the same as the driving interval in each subgroup. All SMVs were stimulated by electrical bursts. In every experiment pump pressure, pump max dp/dt and pump stroke work index/10 kg body weight were measured for 3 hours. In subgroups I and II, pump function decreased gradually, however, the parameters did not show any change for up to 3 hours in subgroup III. We defined the reduction ratio as the difference of parameters before and after driving divided by the value at the start of driving.(ABSTRACT TRUNCATED AT 250 WORDS)

Animals↗

PubMedDate not supplied

Effects of legislative reform to reduce drunken driving and alcohol-related traffic fatalities.

From 1980 through 1985, considerable progress was made across the Nation in reducing drunken driving and fatal automobile crashes. More than 400 chapters of local citizen groups concerned with reducing drunken driving were formed. New media coverage, measured in number of stories, increased fiftyfold from 1980 to 1984. More than 500 legislative reforms were passed. All States now have adopted a legal drinking age of 21. Many also adopted criminal and administrative per se laws and instituted penalty increases for drunken driving. By 1985, the total number of fatal crashes declined to 39,168, a decrease of 6,116, or 16 percent, from the 1980 level of 45,284. Single-vehicle fatal crashes occurring at night, those most likely to involve alcohol, declined by 20 percent, with 3,674 fewer crashes in 1985 than in 1980. Among teenage drivers, declines in fatal crashes were steeper: Fatal crashes decreased 26 percent, and single-vehicle night fatal crashes were down 34 percent. After 1984, however, the number of new citizen groups established and the number of stories appearing in the media began to decline. In 1986, after decreasing for several years, the number of fatal crashes rose 5 percent, and single-vehicle night fatal crashes rose 7 percent, up 1,060 from 1985. Among teenage drivers, the increase in single-vehicle night fatal crashes was even higher, up 17 percent. In 1987, single-vehicle night fatal crashes declined slightly but still remained higher than in 1983, 1984, or 1985. Legal changes, while helpful in reducing drunken driving crashes, may not be sufficient to achieve optimal long-term declines.To sustain the progress of the early 1980s, we need to:* Refocus community and media attention on the drunken driving problem. * Increase police enforcement and public support for enforcement of laws against drunken driving.* Heighten educational and enforcement efforts that target risky traffic behaviors more common among drunken drivers-particularly speeding and failure to wear seatbelts.* Develop educational efforts aimed at all segments of the population to increase informal social pressure to discourage drunken driving and riding in vehicles with drivers who are drunk.Traffic accidents remain the leading cause of death among persons ages I to 34; 52 percent of the 46,050 traffic fatalities in 1986 involved ad river or pedestrian who had been drinking. Without renewed attention to the problems posed by drunken driving, we may be unable to sustain the dramatic progress of the early 1980s.

Accidents, Traffic↗

PubMed1980

[Acoustic evoked driving reactions in the EEG and their conditioning related to the personality factor extraversion-introversion (author's transl)].

Clicks were delivered in trains of 2,5 s duration at click repetition rates of 5 or 8/s to provoke rhythmical activity in the vertex-EEG ('driving response') and to condition the driving response to neutral stimuli in a discrimination paradigm. The Eysenck Personality Inventory was administered to define an independent personality variable, i.e. extraversion-introversion; the interaction of background activity, driving and conditioned driving response with the personality dimension was analyzed. In the background EEG there was a significant difference in the absolute power of the fast alpha-band between introverts and extraverts. Driving was only observed in the fundamental frequency of acoustic stimulation, not in the first harmonic. There was no interaction between driving response and extraversion-introversion or resting EEG activity. Classical conditioning of the driving response was successful with introverts only. Results were interpreted within the framework of Eysenck's personality theory. The possibility to study neurophysiological correlates of memory processes in humans by means of conditioned driving responses is discussed.

Acoustic Stimulation↗