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The neural correlates of driving performance identified using positron emission tomography.

Driving is a complex behavior involving multiple cognitive domains. To identify neural correlates of driving performance, [15O]H2O positron emission tomography was performed using a simulated driving task. Compared with the resting condition, simulated driving increased regional cerebral blood flow (rCBF) in the cerebellum, occipital, and parietal cortices. Correlations between rCBF and measurements of driving performance were evaluated during simulated driving. Interestingly, rCBF in the thalamus, midbrain, and cerebellum were positively correlated with time required to complete the course and rCBF in the posterior cingulate gyrus was positively correlated with number of crashes during the task. These brain regions may thus play roles in the maintenance of driving performance.

Adult↗

Cognitive, sensory and physical factors enabling driving safety in older adults.

We reviewed literature on cognitive, sensory, motor and physical factors associated with safe driving and crash risk in older adults with the goal of developing a model of factors enabling safe driving behaviour. Thirteen empirical studies reporting associations between cognitive, sensory, motor and physical factors and either self-reported crashes, state crash records or on-road driving measures were identified. Measures of attention, reaction time, memory, executive function, mental status, visual function, and physical function variables were associated with driving outcome measures. Self-monitoring was also identified as a factor that may moderate observed effects by influencing driving behavior. We propose that three enabling factors (cognition, sensory function and physical function/medical conditions) predict driving ability, but that accurate self-monitoring of these enabling factors is required for safe driving behaviour.

Accidents, Traffic↗

The effects of the opioid pharmacotherapies methadone, LAAM and buprenorphine, alone and in combination with alcohol, on simulated driving.

While methadone is currently the primary pharmacotherapy used in the treatment of heroin dependence in Australia, levo-alpha-acetyl-methodol (LAAM) and buprenorphine are new pharmacotherapies that are being examined as alternatives to methadone maintenance treatment. The aim of this research is to consider the effects of the methadone, buprenorphine and LAAM, as used in maintenance pharmacotherapy for heroin dependence, upon simulated driving. Clients stabilised in methadone, LAAM and buprenorphine treatment programs for 3 months, and a control group of non-drug-using participants, took part in this study which involved operating a driving simulator over a 75 min period. All participants attended one session without alcohol and one session with alcohol at around the 0.05% blood alcohol level. Simulated driving skill was measured through standard deviations of lateral position, speed and steering wheel angle, and reaction time to a subsidiary task was also measured. While alcohol impaired all measures of driving performance, there were no differences in driving skills across the four participant groups. These findings suggest that typical community standards around driving safety should be applied to clients stabilised in methadone, LAAM and buprenorphine treatment. The findings are important in terms of the widespread implementation of these treatment options in Victoria given that a large proportion of pharmacotherapy clients drive.

Adult↗

Comparing safety climate factors as predictors of work-related driving behavior.

INTRODUCTION: Research suggests safety climate (SC) is a strong predictor of safety-related outcomes in organizations. This study explores the relationship between six SC dimensions and four aspects of work-related driving. METHOD: The SC factors measured were "communication and procedures," "work pressures," "relationships," "safety rules," "driver training," and "management commitment." The aspects of self-reported occupational driving measured were traffic violations, driver error, driving while distracted, and pre-trip vehicle maintenance. RESULTS: Hierarchical regression analyses revealed that the SC factors accounted for significant amounts of variance in all four aspects of work-related driving, over and above the control factors of age, sex, and work-related driving exposure. However, further investigation indicated certain SC factors (particularly safety rules, communication, and management commitment) were more strongly related to specific aspects of work-related driving behavior than others. Together, the SC factors were better able to predict self-reported distraction from the road than the other aspects of driving behavior measured. Implications for occupational safety, particularly for the management of work-related drivers are discussed.

Accidents, Traffic↗

Effect of driving duration and partial sleep deprivation on subsequent alertness and performance of car drivers.

The effect of partial sleep deprivation and driving duration on subsequent alertness and performance in car drivers was investigated. Twenty healthy male subjects, between 25 and 55 years of age, free from any sleep disorder, took part in two simulated driving sessions carried out between 2 p.m. and 4 p.m. Before one session, subjects were sleep deprived as they were allowed to sleep only between 3 a.m. and 7 a.m. during the preceding night. Throughout the driving task, the subjects' driving performance, electroencephalogram and Karolinska Sleepiness Scale (KSS) score were recorded. The results revealed that sleep deprivation had an effect on KSS score but not on the (alpha+theta) spectral power, while driving duration had an effect on these two parameters. This effect was also influenced by sleep restriction. Time on driving task alone had a significant effect on driving performance; the sleep restriction having only an effect on one of the performances indices studied: the number of right edge-line crossings. These results are interpreted in terms of the relationship between level of alertness and performance impairment.

Adult↗

An instrumented vehicle assessment of problem behavior and driving style: do younger males really take more risks?

An instrumented vehicle was used to obtain behavioral data from 61 drivers ranging in age from 18 to 82. Each driver completed a personality questionnaire and participated in a study described as an evaluation of cognitive mapping and way-finding abilities. An evaluation of relationships between age, personality and driving style revealed that driver age and type A personality characteristics were significant predictors of vehicle speed and following distance, P < 0.05. However, contrary to the earlier research, which relies heavily on a self-reported driving criterion, no significant gender differences were obtained. A factor analysis of several at-risk driving behaviors identified a cluster of correlated driving behaviors that appeared to share a common characteristic identified as aggressive/impatient driving. It is suggested that the correlated cluster of driving behavior provide objective support for the assumptions of response generalization and problem behavior theory. Results are discussed with regard to implications for safe driving interventions and a problem behavior syndrome.

Adolescent↗

The multidimensional driving style inventory--scale construct and validation.

Two studies were conducted in order to develop a multidimensional instrument of driving style. In Study 1, we developed a self-report scale assessing four broad domains of driving style-the multidimensional driving style inventory (MDSI). A factor analysis revealed eight main factors, each one representing a specific driving style--dissociative, anxious, risky, angry, high-velocity, distress reduction, patient, and careful. In addition, significant associations were found between the eight factors, on the one hand, and gender, age, driving history, and personality measures of self-esteem, need for control, impulsive sensation seeking, and extraversion, on the other. In Study 2, further associations were found between the eight driving style factors and measures of trait anxiety and neuroticism. The discussion focused on the validity and utility of a multidimensional conceptualization of driving style.

Adult↗

Time of day variations in driving performance.

Numerous factors may contribute to the 24-hour pattern of automobile accidents. One factor may be a time of day variation in driving ability. In the present study, 11 male subjects operated a driving simulator for 30 minutes at six times of day. Subjects were instructed to maintain a stable position in the left-hand lane and to drive at a constant speed of 80 km/hour. In addition subjects performed a secondary reaction time task. Subjective mood was measured at the beginning and end of each session. Driving performance was measured in terms of the mean and standard deviation of lateral position and speed. The mean and standard deviation of speed varied significantly across the day for both curved and straight segments. Reaction time was also affected by time of day. Performance was more impaired at 0600 and 0200 hours, with improvements in driving performance between 1000 and 2200 hours and an early afternoon dip. These results suggest that driving performance is subject to diurnal variations. Of particular importance is the result that impairments in driving performance in the early afternoon are of a similar magnitude to those occurring in the late evening and early morning.

Accidents, Traffic↗

[Effects of oral cannabis and dronabinol on driving capacity].

Two retrospective epidemiologic studies have shown that cannabis is the main psychoactive substance detected in the blood of drivers suspected of driving under the influence of psychotropic drugs. An oral administration double-blind crossover study was carried out with eight healthy male subjects, aged 22 to 30 years, all occasional cannabis smokers. Three treatments and one placebo were administered to all participants at a two week interval: 20 mg dronabinol, 16.5 mg D9-tétrahydrocannabinol (THC) and 45.7 mg THC as a cannabis milk decoction. Participants were asked to report the subjective drug effects and their willingness to drive under various circumstances on a visual analog scale. Clinical observations, a psychomotor test and a tracking test on a driving simulator were also carried out. Compared to cannabis smoking, THC, 11-OH-THC and THC-COOH blood concentrations remained low through the whole study (<13.1 ng THC/mL,<24.7 ng 11-OH-THC/mL and<99.9 ng THC-COOH/mL). Two subjects experienced deep anxiety symptoms suggesting that this unwanted side-effect may occur when driving under the influence of cannabis or when driving and smoking a joint. No clear association could be found between these adverse reactions and a susceptibility gene to propensity to anxiety and psychotic symptoms (genetic polymorphism of the catechol-O-methyltransferase). The questionnaires have shown that the willingness to drive was lower when the drivers were assigned an insignificant task and was higher when the mission was of crucial importance. The subjects were aware of the effects of cannabis and their performances on the road sign and tracking test were greatly impaired, especially after ingestion of the strongest dose. The Cannabis Influence Factor (CIF) which relies on the molar ratio of active and inactive cannabinoids in blood provided a good estimate of the fitness to drive.

Adult↗

Effect of fatigue on performance measured by a driving simulator in automobile drivers.

OBJECTIVE: To identify risk factors of performance decrement in automobile drivers. METHODS: 114 drivers (age <30 years, n=57; age > or =30 years, n=57) who stopped at a rest stop area on a freeway were recruited for the study. They filled out a questionnaire on their journey, sleep/wake patterns and performed a 30-min test on a driving simulator. The test evaluates, by computerized analysis, the lateral deviation of a virtual car from an appropriate trajectory on a virtual road. A sex/age matched control group was recruited in the community. Control subjects were studied at the same time of day as the index case driver. Controls had normal sleep wake schedule, absence of long driving and performed the same driving test. RESULTS: Drivers performed significantly worse than controls on the driving test. Age and duration of driving were the main factors associated with decreased performance. CONCLUSION: Our driving simulator can identify fatigue generated by driving but results must be considered in relation with age of subjects.

Adolescent↗

Vision impairment and driving.

Driving is the primary mode of travel in many countries. It facilitates the performance of routine daily activities and is thus integral with the concept of quality of life. Vision is inarguably a fundamental component of safe driving. Drivers with certain eye conditions reduce their driving exposure and restrict their driving to the safest times, yet there is preliminary evidence that some eye conditions increase the risk of crashes. Visual acuity is only weakly related to crash involvement, whereas peripheral vision appears to play a more critical role. Color vision deficiency by itself is not a threat to safe driving. Based on the current literature, it is unclear whether other types of visual sensory impairment have a significant impact on driving safety and performance. Tests of visual attention and processing speed show great promise as methods of identifying high-risk drivers. There is a serious need for well-designed studies in key practical areas, such as the safety of low-vision drivers who use bioptic telescopes, the impact of monocular vision impairment on safety, and the effectiveness of vision rescreening policies after initial licensure. For ophthalmologists to guide patients about driving fitness, valid and reliable assessment tools must be developed and made widely available.

Accidents, Traffic↗

Alternative definitions of high risk for impaired driving: the overlap of high volume, frequent heavy drinking and alcohol dependence.

This paper examines the distributions of past-year volume of ethanol intake, frequency of drinking 5+ drinks and alcohol dependence in a representative sample of 18,352 U.S. current drinkers aged 18 years or over. Within categories defined by these three partially overlapping domains, it presents rates of self-perceived impaired driving, i.e. driving after having had too much to drink, in the year preceding interview. High volume drinkers, those with an average daily ethanol intake of 1 ounce or more, composed 19.7% of current drinkers and accounted for 66.5% of all reported ethanol consumption, 72.6% of all heavy drinking days, 49.2% of all alcohol dependence and 62.8% of all impaired driving incidents. Frequent heavy drinkers, those who drank 5+ drinks at least once a week, composed 12.3% of current drinkers and accounted for 42.9% of all reported ethanol consumption, 81.9% of all heavy drinking days, 40% of all alcohol dependence and 57% of all impaired driving incidents. Drinkers with DSM-IV alcohol dependence composed 9.9% of current drinkers and accounted for 28.9% of all reported ethanol consumption, 37% of all heavy drinking days and 56.9% of all impaired driving incidents. The overlap of these three high risk groups, each of which had a probability of at least one impaired driving incident per year, was far from complete. Of individuals who met any of these criteria for high risk drinking (i.e. high volume, frequent heavy drinking or dependence), more than half met only one criterion and only one in seven met all three. The group that did meet all three criteria had such a high rate of impaired driving incidents, an average of 5.14/year, that it accounted for 36.4% of all such incidents despite making up only 3.8% of all current drinkers. The results are discussed in terms of their implications for targeting prevention and intervention efforts, e.g. whether targeting one problematic aspect of drinking behavior will reach drinkers with other types of problem behaviors as well.

Accidents, Traffic↗

A comparison of driver- and passenger-based estimates of alcohol-impaired driving.

INTRODUCTION: Persons who drive after drinking or ride with drinking drivers are at increased risk of motor vehicle crash. Although alcohol is involved in 40% of fatal motor vehicle crashes yearly, there exist few systems to monitor alcohol-impaired driving. In this study we compare driver- and passenger-based estimates of the prevalence of alcohol-impaired driving. DESIGN: A random-digit-dialing telephone survey of the United States. Participants were adults aged 18 or older who were English- or Spanish-speaking from 5238 households (response rate = 56.1%). RESULTS: From the 4603 respondents who reported driving in the preceding 30 days, we estimate that there were 126 million drinking-driving episodes in the United States in 1994. From the 4380 passengers in the preceding 30 days, we estimate 191 million episodes. Three percent of respondents self-reported as drinking drivers (4.8% of males and 1.3% of females) and 4.9% as passengers of drinking drivers. Drinking drivers were more likely to be passengers of drinking drivers (44% versus 4% of nondrinking drivers). Drinking drivers were also more than twice as likely to report drinking daily, and only one half as likely to report always wearing their safety belts. CONCLUSION: Passengers who report riding with a drinking driver may provide an important estimate of the prevalence of drinking driving. Passengers of drinking drivers represent a high-risk group that is not considered in most prevention efforts. Because being a passenger of a drinking driver is not illegal, it may be an easier topic for clinicians to broach than drinking and driving.

Accidents, Traffic↗

The specific deterrence of administrative per se laws in reducing drunk driving recidivism.

OBJECTIVE: To determine if administrative per se laws are more effective than other forms of sanction against drunk drivers. SEARCH STRATEGIES: The overall goal of the search strategy was to identify all relevant research concerning the specific effects of administrative per se laws in reducing drunk driving recidivism, traffic crashes, and other alcohol-related driving offenses by those drivers with suspended licenses. Known review articles and MEDLINE reviews formed the reference bibliography; numerous databases were searched from 1966 to the present, using such terms as alcohol, driver's license, recidivism, deterrence, and legislation. SELECTION CRITERIA: To be selected the study had to be designed to test the presence of an administrative per se license revocation or restriction in a defined cohort, have a suitable comparison cohort whose sanctions for drunk driving were not administrative per se, and provide relevant data that lead to an objective assessment of recidivism. Types of studies included were randomized controlled trials, nonrandomized controlled trials, other specialized cohort studies, and case-control studies. Three studies were identified; all met inclusion criteria. DATA COLLECTION AND ANALYSIS: One of the studies provided Kaplan-Meier survival curves for failure times defined as days to new conviction following the initial arrest. Odds ratios and 99% confidence intervals were extracted from two of the studies and additional information was supplied by the author of one of the studies. MAIN RESULTS: One study found that one state in the United States experienced a reduction of about one third in repeat arrests for drunk driving over a 3-year period among those who were arrested under administrative per se, relative to recidivism seen in a comparison cohort of drivers prior to administrative per se. Two other states did not experience any change in recidivism. The second study found that drivers whose licenses were suspended under administrative per se were 39% less likely during the first year following suspension to be rearrested on the charge of driving while intoxicated compared with a comparison cohort. This differential persisted into the second year of follow-up, but disappeared by the third year. The third study found both first offenders and repeat offenders arrested under administrative per se were 34% less likely to be involved during the year following their arrest in a subsequent motor vehicle crash compared with those in the comparison cohort. Drivers with administrative per se suspensions were 21% less likely to be involved in additional drunk driving offenses, and 27% less likely to be involved in reckless driving offenses related to alcohol. CONCLUSIONS: Administrative per se laws governing license restriction for drivers have been shown to be effective in some states but not others in decreasing the rates at which these same drivers are subsequently involved in a motor vehicle crash or in another alcohol-related offense, compared with drivers who were sanctioned through other conventional judicial processes. Replications are needed in other states or large driver populations using improved methodology.

Alcohol Drinking↗

[Automobile driving among patients with dementia. Survey in the Poitou-Charentes region].

OBJECTIVES: To determine the characteristics of drivers with dementia and analyze their driving habits. METHODS: The study was conducted among neurologists and geriatricians in the Poitou-Charentes region. We asked 75 physicians to question (according to a structured questionnaire) the patients they saw in January 2004 who were known to suffer from dementia, defined by a Folstein Mini-Mental State (MMS) score pound 25. We compared the epidemiologic characteristics of drivers and nondrivers and described their driving habits. RESULTS: Of the 75 practitioners asked to participate, 27 (36%) accepted and interviewed 146 patients, 74 women and 72 men. Their mean MMS score was 17.6 +/- 5.6 [0-25]. In all, 52 were still driving at the time of the interview, and 48 had stopped, 9 because of motor vehicle accidents. Logistic regression analysis revealed 3 significant variables that differed between the drivers and the nondrivers: drivers were mainly male (p=0.0002), younger (p=0.001) and more recently diagnosed (p=0.003). Half those still driving drove only occasionally (< or =3 times a week), usually during daylight and for short distances. One driver was involved in an accident the year before. DISCUSSION: Patients appeared to be aware of the dangers of driving and avoided taking risks. The MMS score predicted driving status. It is essential to develop simple tests to assess driving ability as objectively as possible.

Accidents, Traffic↗

Neurocognitive impairment and driving performance after coronary artery bypass surgery.

OBJECTIVE: Neurocognitive impairment is common after cardiac surgery but few studies have examined the relationship between postoperative neuropsychological test performance and everyday behavior. The influence of postoperative cognitive impairment on car driving has previously not been investigated. The purpose of this study was to evaluate neurocognitive function and driving performance after coronary artery bypass grafting (CABG). METHODS: Twenty-seven patients who underwent coronary artery bypass grafting with standard cardiopulmonary bypass technique and 20 patients scheduled for percutaneous coronary intervention (PCI) under local anesthesia (control group) were enrolled in this prospective study conducted from April 1999 to September 2000. Complete data were obtained in 23 and 19 patients, respectively. The patients underwent neuropsychological examination with a test battery including 12 tests, a standardized on-road driving test and a test in an advanced driving simulator before and 4-6 weeks after intervention. RESULTS: More patients in the coronary artery bypass grafting group (n=11, 48%) than in the percutaneous coronary intervention group (n=2, 10%) showed a cognitive decline after intervention (P=0.01). In the on-road driving test, patients who underwent coronary artery bypass grafting deteriorated after surgery in the cognitive demanding parts like traffic behavior (P=0.01) and attention (P=0.04). Patients who underwent percutaneous intervention deteriorated in maneuvering of the vehicle (P=0.04). No deterioration was detected in the simulator in any of the groups after intervention. Patients with a cognitive decline after intervention also tended to drop in the on-road driving scores to a larger extent than did patients without a cognitive decline. CONCLUSION: This study indicates that cognitive functions important for safe driving may be influenced after cardiac surgery.

Aged↗

Fitness to drive in older drivers with cognitive impairment.

This paper is a literature review on assessment of fitness to drive in older drivers with cognitive impairment. Early studies on dementia and driving generally failed to distinguish between safe and unsafe drivers on the basis of cognitive test performance. Predictive studies demonstrated that cognitively impaired persons as a group perform significantly worse than controls on both neuropsychological and driving measures. A high prevalence of cognitive impairment was found in groups of older drivers involved in traffic accidents and crashes. However, a large range in neuropsychological test scores has been found. Low to moderate correlations could be established between neuropsychological test results and on-road driving performance, making it difficult to discriminate between cognitively impaired subjects who are fit or unfit to drive. The review concludes with a discussion of methodological difficulties in the field of dementia and driving, including participant selection, the choice of neuropsychological tests, and the operationalization of driving performance.

Accidents, Traffic↗

Effects of two doses of alcohol on simulator driving performance in adults with attention-deficit/hyperactivity disorder.

Prior studies have documented greater impairments in driving performance and greater alcohol consumption among adults with attention-deficit/hyperactivity disorder (ADHD). This study examined whether alcohol consumption produces a differentially greater impairment in driving among adults with ADHD in comparison to a community control group. The present study compared 50 adults with ADHD (mean age 33 years) and 40 control adults (mean age 29 years) on the effects of 2 single, acute doses of alcohol (0.04 and 0.08 blood alcohol concentration) and a placebo on their driving performance. The authors used a virtual reality driving simulator, examiner and self-ratings of simulator performance, and a continuous performance test (CPT) to evaluate attention and inhibition. Approximately half of the adults in each group were randomized to either the low or high dose alcohol treatment arms. Alcohol consumption produced a greater impact on the CPT inattention measures of the ADHD than the control group. Similar results were obtained for the behavioral observations taken during the operation of the driving simulator. Driving simulator scores, however, showed mainly a deleterious effect of alcohol on all participants but no differentially greater effect on the ADHD group. The present results demonstrated that alcohol may have a greater detrimental effect on some aspects of driving performance in ADHD than control adults.

Adult↗