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At least 73 records · Page 4Linked to original sources
PubMed2005

Closed-loop control of respiratory drive using pressure-support ventilation: target drive ventilation.

By using diaphragm electrical activity (multiple-array esophageal electrode) as an index of respiratory drive, and allowing such activity above or below a preset target range to indicate an increased or reduced demand for ventilatory assistance (target drive ventilation), we evaluated whether the level of pressure-support ventilation can be automatically adjusted in response to exercise-induced changes in ventilatory demand. Eleven healthy individuals breathed through a circuit (18 cm H2O/L/second inspiratory resistance at 1 L/second flow; 0.5-1.0 L/second expiratory flow limitation) connected to a modified ventilator. Subjects breathed for 6-minute periods at rest and during 20 and 40 W of bicycle exercise, with and without target drive ventilation (the target was set to 60% of the increase in diaphragm electrical activity observed between rest and 20 W of unassisted exercise). With target drive ventilation during exercise, the level of pressure-support ventilation was automatically increased, reaching 13.3 +/- 4.0 and 20.3 +/- 2.8 cm H2O during 20- and 40-W exercise, respectively, whereas diaphragm electrical activity was reduced to a level within the target range. Both diaphragmatic pressure-time product and end-tidal CO2 were significantly reduced with target drive ventilation at the end of the 20- (p < 0.01) and 40-W (p < 0.001) exercise periods. Minute ventilation was not altered. These results demonstrate that target drive ventilation can automatically adjust pressure-support ventilation, maintaining a constant neural drive and compensating for changes in respiratory demand.

Adult↗
PubMed1995

Effect of driving speed on reaction time during motorway driving.

Effects of driving speed (70, 90 and 110 km/h) on subsidiary auditory reaction time were studied during car driving on a motorway with a speed limit of 110 km/h. Driving distance was held constant at about 200 km. Twenty-four subjects participated in a repeated-measurement design. Reaction time was found to be slower at 70 km/h than at 110 km/h. Before and after the driving session, the subjects' simple reaction time, mood, and alertness were measured in the laboratory. No significant differential after-effects of driving speed were found on any of these measures, although subjects rated themselves as less energetic towards the end of their journey when driving at the former compared to the latter speed.

Adult↗
PubMed2005

Are bad drivers more impaired by alcohol? Sober driving precision predicts impairment from alcohol in a simulated driving task.

The contribution of driver experience to risk for alcohol-related crashes is based on the tacit assumption that driver experience contributes to driver skill which could mediate the impairing effects of alcohol on driving performance. Surprisingly, few studies of alcohol effects on simulated driving performance have examined the role of driver skill as a mediator of the intensity of alcohol impairment. The present study examined the degree to which individual differences in driving skill mediated the intensity of impairment produced by a moderate dose of alcohol in a group of young adult drivers. Twenty-eight participants were familiarized with a simulated driving road test. After determining their baseline skill level, participants' driving performance was re-tested under either an active dose of alcohol (0.65 g/kg) or a placebo. Results showed that alcohol reduced driving precision, as evident by the increased within-lane deviation observed under the drug. Moreover, those individuals with poorer baseline skill levels showed the greater impairments in response to alcohol. The results highlight the importance of understanding interactions between driver skill level and the effects of alcohol and possibly other drugs.

Accidents, Traffic↗
PubMed2001

[Interactive driving simulation--a new approach to diagnosis and rehabilitation of driving skills].

Until recently, major methodological problems were faced in the assessment and rehabilitation of driving ability in neurological patients, concerning practical driving lessons and driving tests as well as neuropsychological tests and therapies. The use of highly-advanced driving simulators may solve parts of this problem. However, a basic requirement for effective rehabilitation is the patients' acceptance of this method. In a semi-standardized interview with 56 patients we found that the driving simulator recently installed in the Neurological Rehabilitation Centre "Godeshöhe" was rated mainly positively. Also, patients experienced the simulator to be motivating, effective and informative. Hence, a very important prerequisite for successful use of driving simulators in neurological rehabilitation is given.

Adult↗
PubMed2003

Speed-of-processing and driving simulator training result in improved driving performance.

Useful field of view, a measure of processing speed and spatial attention, can be improved with training. We evaluated the effects of this improvement on older adults' driving performance. Elderly adults participated in a speed-of-processing training program (N = 48), a traditional driver training program performed in a driving simulator (N = 22), or a low-risk reference group (N = 25). Before training, immediately after training or an equivalent time delay, and after an 18-month delay each participant was evaluated in a driving simulator and completed a 14-mile (22.5-km) open-road driving evaluation. Speed-of-processing training, but not simulator training, improved a specific measure of useful field of view (UFOV), transferred to some simulator measures, and resulted in fewer dangerous maneuvers during the driving evaluation. The simulator-trained group improved on two driving performance measures: turning into the correct lane and proper signal use. Similar effects were not observed in the speed-of-processing training or low-risk reference groups. The persistence of these effects over an 18-month test interval was also evaluated. Actual or potential applications of this research include driver assessment and/or training programs and cognitive intervention programs for older adults.

Aged↗
PubMed1993

Sleepiness in long distance truck driving: an ambulatory EEG study of night driving.

Eighteen truck drivers had their EEG recorded continuously during a night or evening drive between southern Sweden and Stockholm (500 km). They also carried out self ratings of sleepiness and performance every hour. The EEG was subjected to spectral analysis. The drivers were divided into two groups with a night group (n = 7) who drove between 20:30 to 97:20 and an evening group (n = 11) who drove between 18:20 and 04:00. The night group showed higher subjective sleepiness and lower subjective performance, and increased alpha and theta burst activity during the last three hours of the drive. The groups did not differ for the first 2-3 h of the drive. For the night group, a significant intraindividual correlation was found between subjective sleepiness and EEG alpha burst activity. End-of-the-drive subjective sleepiness and alpha burst activity were significantly correlated with total work hours and arrival time but not with age, diurnal type, prior (rated) sleep length, total break time, drive time or prior time awake. A regression analysis showed that total work hours and total break time predicted 66% of the variance of alpha burst activity during the end of the drive.

Adult↗
PubMed1977

Experimental population genetics of meiotic drive systems. I. Pseudo-Y chromosomal drive as a means of eliminating cage populations of Drosophila melanogaster.

The experimental population genetics of Y-chromosome drive in Drosophila melanogaster is approximated by studying the behavior of T(Y;2),SD lines. These exhibit "pseudo-Y" drive through the effective coupling of the Y chromosome to the second chromosome meiotic drive locus, Segregation distorter (SD). T(Y;2),SD males consequently produce only male offspring. When such lines are allowed to compete against structurally normal SD(+) flies in population cages, T(Y;2),SD males increase in frequency according to the dynamics of a simple haploid selection model until the cage population is eliminated as a result of a deficiency in the number of adult females. Cage population extinction generally occurs within about seven generations.-Several conclusions can be drawn from these competition cage studies:(1) Fitness estimates for the T(Y;2),SD lines (relative to SD(+ )) are generally in the range of 2-4, and these values are corroborated by independent estimates derived from studies of migration-selection equilibrium. (2) Fitness estimates are unaffected by cage replication, sample time, or the starting frequency of T(Y;2),SD males, indicating that data from diverse cages can be legitimately pooled to give an overall fitness estimate. (3) Partitioning of the T(Y;2),SD fitnesses into components of viability, fertility, and frequency of alternate segregation (Y + SD from X + SD(+)) suggests that most of the T(Y;2),SD advantage derives from the latter two components. Improvements in the system might involve increasing both the viability and the alternate segregation to increase the total fitness. While pseudo-Y drive operates quite effectively against laboratory stocks, it is less successful in eliminating wild-type populations which are already segregating for suppressors of SD action. This observation suggests that further studies into the origin and rate of accumulation of suppressors of meiotic drive are needed before an overall assessment can be made of the potential of Y-chromosome drive as a tool for population control.

Animals↗
PubMed2004

'Doctor, when can I drive?': an update on the medico-legal aspects of driving following an injury or operation.

In line with recent changes in UK legislation, we updated our position regarding the determination of fitness to drive. The responsibility for determining the fitness to drive of an individual now rests entirely with the Driving and Vehicle Licensing Agency (DVLA). Previous work on this subject was reviewed, updated published documents were evaluated and a literature search on fitness to drive following an injury or operation was carried out. We should advise our patients to drive once they feel safe, but they should be careful during the earlier stages of rehabilitation. If in any doubt, the driver should contact the DVLA and take advice accordingly from their medical advisors.

Automobile Driving↗
PubMed2001

Self-reports of safe driving behaviors in relationship to sex, age, education and income in the US adult driving population.

This study analyzed the data of a health and safety survey conducted on a representative sample of the adult driving population. The analysis focused on the relationships between self-reported safe driving behaviors (including belt use, observing speed limits, and abstaining from drinking and driving), and demographic characteristics (including sex, age, education and income). The results showed that the three behaviors are quite independent of each other, and, contrary to some stereotypes, there is no single high-risk group that is most likely to violate all three safe driving behaviors. The only consistent effect was that of sex: women reported higher observance rates of all three behaviors. Reported use of safety belts increases with age and education for both men and women. However while for women the reported use increases with income, for males the reported use does not change with income. Complete avoidance of drinking and driving was reported by most drivers in all groups, and the high rates hardly varied across the different age, education, and income groups. The number of people who reported that they observe the speed limit all the time increased with age, but decreased with increasing education and income. The results have implications for identifying violation-specific high-risk groups, and stressing different factors for each.

Adult↗
PubMed1998

To drive or not to drive: the influence of social factors on the decisions of elderly drivers.

Being able to drive is considered to be an important, if not vital, component of mobility in many jurisdictions. From a large population-based health survey, carried out in Ontario, Canada in 1990 it is estimated that 37.5% of the population aged 80 or older drives a motor vehicle at least once a year. Data from the survey have been used to make comparisons of drivers and non-drivers: people who drive are more likely to be male, to be married and to report no more than one chronic disease. People who do not drive are more likely to live in larger households and to report two or more chronic diseases. Although many of these factors are clearly related to one another, they exert independent associations with whether people drive after other factors have been controlled. Drivers and non-drivers have similar frequency of contact with family and friends after other variables have been controlled for.

Aged↗
PubMed2001

Illicit drugs and fitness to drive: assessment in Spanish Medical Driving Test Centres.

This study investigated the incidence of problems related to illicit drugs and fitness to drive among 8043 Spanish drivers assessed in 25 Medical Driving Test Centres at national level. In accordance with Spanish and European Union legislation, driving licences cannot be issued or renewed to people suffering from illicit drug-related problems. A small percentage (0.3%; n=24) of drivers interviewed had problems relating to drug use (abuse, dependence and induced disorders) and half of them (n=12) were also diagnosed as having problems with alcohol. Drivers with illicit drug-related problems were more often involved in road accidents and committed more traffic infractions during the last year (33.3%, n=8, and 79.2%, n=19, respectively) than those without problems related to illegal drug taking (12.3%, n=986, and 9.3%, n=748, respectively). Of drivers with drug problems 70.8% (n=17) were considered fit to drive. The results show that the incidence of drug-related problems is rare among Spanish drivers, and that in three out of four cases drivers with drug-related problems were considered fit to drive.

Accidents, Traffic↗
PubMed2005

Impaired alertness and performance driving home from the night shift: a driving simulator study.

Driving in the early morning is associated with increased accident risk affecting not only professional drivers but also those who commute to work. The present study used a driving simulator to investigate the effects of driving home from a night shift. Ten shift workers participated after a normal night shift and after a normal night sleep. The results showed that driving home from the night shift was associated with an increased number of incidents (two wheels outside the lane marking, from 2.4 to 7.6 times), decreased time to first accident, increased lateral deviation (from 18 to 43 cm), increased eye closure duration (0.102 to 0.143 s), and increased subjective sleepiness. The results indicate severe postnight shift effects on sleepiness and driving performance.

Accidents, Traffic↗
PubMed2006

Target detection and driving behaviour measurements in a driving simulator at mesopic light levels.

During night-time driving hazardous objects often appear at mesopic light levels, which are typically measured using light meters with a spectral sensitivity that is only valid for photopic light levels. In order to develop suitable mesopic models a target detection experiment was performed in a driving simulator. While subjects drove along a winding road they had to respond to randomly presented circular targets at various eccentricities. The background luminance ranged between 0.01 and 10 cd m(-2), and was either white, yellow, red or blue. The RT, number of missed targets, and driving behaviour were measured. The results show that target detection and driving performance get poorer with decreasing background luminance and increasing eccentricity of the target, in particular for the red colour. At high driving speeds and low luminances subjects tend to neglect left off-axis targets. Luminance calculated with existing reaction-time-based mesopic models fits better to RT data than the widely-used photopic luminance.

Adult↗
PubMed2006

Unsafe driving behaviour and four wheel drive vehicles: observational study.

OBJECTIVE: To assess the level of compliance with the new law in the United Kingdom mandating penalties for using a hand held mobile phone while driving, to compare compliance with this law with the one on the use of seat belts, and to compare compliance with these laws between drivers of four wheel drive vehicles and drivers of normal cars. DESIGN: Observational study with two phases-one within the "grace" period, the other starting one week after penalties were imposed on drivers using such telephones. SETTING: Three busy sites in London. PARTICIPANTS: Drivers of 38,182 normal cars and 2944 four wheel drive vehicles. MAIN OUTCOME MEASURES: Proportions of drivers seen to be using hand held mobile phones and not using seat belts. RESULTS: Drivers of four wheel drive vehicles were more likely than drivers of other cars to be seen using hand held mobile phones (8.2% v 2.0%) and not complying with the law on seat belts (19.5% v 15.0%). Levels of non-compliance with both laws were slightly higher in the penalty phase of observation, and breaking one law was associated with increased likelihood of breaking the other. CONCLUSIONS: The level of non-compliance with the law on the use of hand held mobile phones by drivers in London is high, as is non-compliance with the law on seat belts. Drivers of four wheel drive vehicles were four times more likely than drivers of other cars to be seen using hand held mobile phones and slightly more likely not to comply with the law on seat belts.

Automobile Driving↗
PubMedDate not supplied

To drive or not to drive: preliminary results from road testing of patients with dementia.

There has been considerable debate about whether driving privileges should be revoked from patients with a diagnosis of dementia and whether highway safety policies should come under closer scrutiny for all elderly. Two case studies are reported of patients with a diagnosis of probable Alzheimer's disease who participated in a pilot project to assess driving. Subjects underwent neurologic and neuropsychological evaluation. Caregivers were included in psychosocial assessments. Patients participated in a specially designed driving evaluation, including an actual road test. Although both patients had mild-to-moderate cognitive impairment on standard tests, one of the patients was deemed safe to drive on the road test while the other was not. These preliminary results suggest that driving skill may not be predictable solely on the basis of the office examination. A road competency test provides a more objective and direct measure on which to base a decision of such important consequence. Implications for public policy and the role for healthcare providers in this process are discussed.

Aged↗
PubMed2006

Driving anger and driving behavior in adults with ADHD.

OBJECTIVE: This study assesses whether anger in the context of driving is associated with the negative driving outcomes experienced by individuals with ADHD. METHOD: ADHD adults (n = 56) complete measures of driving anger, driving anger expression, angry thoughts behind the wheel, and aggressive, risky, and crash-related behavior. Results are compared to two non-ADHD control groups: one from the same community as the ADHD sample (n = 106) but that did not complete all instruments and the other from college students (n = 432) who completed all instruments. RESULTS: ADHD participants report more driving anger and aggressive expression through the use of their vehicle and less adaptive and constructive anger expression than their non-ADHD peers. Adult ADHD drivers rate themselves as more angry, risky, and unsafe drivers and report experiencing more losses of concentration and vehicular control than college students. CONCLUSION: Results are discussed with regard to drivingrelated problems for drivers with ADHD.

Accidents, Traffic↗
PubMed2001

Role of lateral acceleration in curve driving: driver model and experiments on a real vehicle and a driving simulator.

Experimental studies show that automobile drivers adjust their speed in curves so that maximum vehicle lateral accelerations decrease at high speeds. This pattern of lateral accelerations is described by a new driver model, assuming drivers control a variable safety margin of perceived lateral acceleration according to their anticipated steering deviations. Compared with a minimum time-to-lane-crossing (H. Godthelp, 1986) speed modulation strategy, this model, based on nonvisual cues, predicts that extreme values of lateral acceleration in curves decrease quadratically with speed, in accordance with experimental data obtained in a vehicle driven on a test track and in a motion-based driving simulator. Variations of model parameters can characterize "normal" or "fast" driving styles on the test track. On the simulator, it was found that the upper limits of lateral acceleration decreased less steeply when the motion cuing system was deactivated, although drivers maintained a consistent driving style. This is interpreted per the model as an underestimation of curvilinear speed due to the lack of inertial stimuli. Actual or potential applications of this research include a method to assess driving simulators as well as to identify driving styles for on-board driver aid systems.

Acceleration↗
PubMed1998

Vision and driving: selective effect of optical blur on different driving tasks.

A test of static (high-contrast) visual acuity is the most prevalent vision test used to screen driver license applicants worldwide, even though research has largely failed to provide convincing empirical evidence for its role in traffic accidents. The purpose of this research was to evaluate the effect of visual acuity degradation on different components of the driving task. Participants were 24 young licensed drivers (15 men, 9 women) with normal vision. Driving performance was measured while participants wore modified swimmer's goggles to which blurring lenses were affixed in amounts necessary to produce binocular visual acuity levels of 20/20, 20/40 (the prevalent acuity standard for driving), 20/100, and 20/200. Driving performance was measured using the closed-road method of Wood and Troutbeck (1994). Acuity degradation produced significant decrements in road sign recognition and road hazard avoidance as well as significant increments in total driving time. Participants' abilities to estimate whether clearances between pairs of traffic cones were sufficiently wide to permit safe passage of the vehicle and to slalom through a series of traffic cones were relatively unaffected by acuity degradation. Thus the latter tasks appear to be mediated by aspects of central and peripheral vision that are relatively unaffected by optical blur. Potential applications of this type of research include the development of procedures for defining empirically justifiable vision standards for driver licensure.

Adult↗