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At least 1,207 records · Page 67Linked to original sources
PubMed1996

A three year outcome evaluation of a theory based drink driving education program.

This study reports on the impact of a "drink driving education program" taught to grade ten high school students. The program which involves twelve lessons uses strategies based on the Ajzen and Madden theory of planned behavior. Students were trained to use alternatives to drink driving and passenger behaviors. One thousand seven hundred and seventy-four students who had been taught the program in randomly assigned control and intervention schools were followed up three years later. There had been a major reduction in drink driving behaviors in both intervention and control students. In addition to this cohort change there was a trend toward reduced drink driving in the intervention group and a significant reduction in passenger behavior in this group. Readiness to use alternatives suggested that the major impact of the program was on students who were experimenting with the behavior at the time the program was taught. The program seems to have optimized concurrent social attitude and behavior change.

Adolescent↗
PubMed1997

Speed and acceleration as measures of driving style in young male drivers.

This study investigated different measures of speed and acceleration as indicators of safe driving style. 58 young males drove a 7.1-km test route twice in an instrumented car. Drivers were instructed to drive as they usually do. Driving style was measured by both site-specific measures (speed on a crest and speed and lateral acceleration in a sharp and a gentle curve) and general measures (maximum speed and lateral and longitudinal accelerations over the route). Analysis of variance (accident involvement x mileage) showed that drivers who had had prior accidents drove at higher speed and higher accelerations on a sharp curve than accident-free drivers. Drivers involved with accidents drove at higher maximum speed, left accelerations (at right-hand curves), and Equivalent Vector Acceleration, a mean parameter of accelerations, than accident-free drivers. However, multiple regression analysis indicated that only maximum speed predicted the number of accidents significantly. In conclusion, maximum speed seemed to be a convenient and robust measure of a safe driving style.

Acceleration↗
PubMed1998

Effects of consumption of snacks on simulated driving.

The present study investigated the effects of snacks on simulated driving for 24 volunteers who carried out a driving task three times. On each occasion a presnack baseline of 1 hr. of driving was taken. The snack conditions were (a) no snack (b) a 65 g-filled chocolate bar, and (c) an equicaloric snack of cheese and biscuits. Following the snack the volunteers then carried out another hour of driving. Analysis showed that following consumption of the chocolate the volunteers drove more carefully and hit the side of the track less often.

Automobile Driving↗
PubMed2001

Further evidence of reliability and validity for the driving anger expression inventory.

This study provided evidence of reliability and validity for the four scales of the Driving Anger Expression Inventory. Alpha reliabilities for scales ranged from .84 to .89. Measures of aggressive anger expression while driving (Verbal Aggressive Expression, Personal Physical Aggressive Expression, and Use of the Vehicle to Express Anger scales) correlated positively with each other and negatively with the Adaptive/Constructive Expression scale. Scores on the three aggressive forms of anger expression correlated positively with trait anger and measures of driving-related anger, aggression, and risky behavior, whereas scores on the Adaptive/Constructive Expression scale correlated negatively with these variables. Reports of aggressive and risky behavior correlated most strongly with the Use of the Vehicle to Express Anger scale. Forms of anger expression were minimally or uncorrelated with rated trait anxiety and reports of moving violations, close calls, and accidents. Findings replicated earlier findings and provided further evidence for the reliability and validity of the Driving Anger Expression Inventory.

Accidents, Traffic↗
PubMed1997

The effects of anabolic steroids on driving performance as assessed by the Iowa Driver Simulator.

The effect of physiologic (100 mg/wk) and supraphysiologic (250 and 500 mg/wk) doses of testosterone cypionate (TC) on automobile driving were studied using the Iowa Driver Simulator. Six normal subject volunteers were studied off TC and on TC once steady-state concentrations were achieved after at least three weeks of dosing. Despite the administration of supraphysiologic testosterone doses, an increase in aggressive driving behavior was not detected. Likewise, corresponding psychometric testing using the Buss-Durkee Hostility Inventory to assess aggression was unable to detect any change in aggression in the test subjects. Although aggressive driving behavior may be increased by testosterone administration, the drug itself may not be responsible for these effects. Supraphysiologic doses greater than 500 mg/wk and a semi-controlled research environment may be necessary to produce this effect since case reports of AAS abuse causing altered driving behavior may be multifactorial in nature.

Adult↗
PubMedDate not supplied

The parkinsonian and driving.

A survey of 15 members of branches of the Parkinson's Disease Society was undertaken by a medical student as part of a course in social medicine. Most of the individuals had given up driving a car but only a third of the group had notified the Driving and Vehicle Licensing Centre of their disorder, which they are required to do; similarly, most had neglected to inform their insurance companies of the diagnosis. Four people admitted that Parkinson's disease had been a contributory factor in an accident involving another vehicle, and anxiety over being a hazard was admitted by most of the group. Giving up driving exacerbated the premature social ageing encountered in Parkinson's disease, and those afflicted should be encouraged to liaise more closely with arrangements for re-education in methods of safe driving.

Accidents, Traffic↗
PubMedDate not supplied

Driving after a severe head injury.

The driving activities of 50 head-injury survivors were surveyed 6 months or more post-discharge. Of these, 21 (42%) possessed a valid drivers licence, but only 19 (38%) were actually operating motor vehicles at follow-up. Only measures of spatial/perceptual deficits were found to discriminate between groups of drivers and non-drivers. The recommendations of rehabilitation staff did not appear to have much influence on the final decision whether or not the survivor resumed driving activities. Most of the drivers did not report post-injury accidents or traffic violations, perhaps because several participants were restricting their driving activities. The willingness voluntarily to restrict driving behaviours may offer some head-injury survivors the opportunity to continue to enjoy this important daily living activity under selected circumstances.

Activities of Daily Living↗
PubMedDate not supplied

Driving for handicapped people.

Physical handicaps often make it difficult to use an ordinary production car. Access can be a major problem for both driver and passenger, while the design of controls has to be matched to the functional capabilities of the individual driver. Provision of an adequate driving posture and storage for a wheelchair also have to be considered. Many of these problems can be overcome by suitable adaptations to the vehicle. Recent work in this field is reviewed to summarize the ergonomic guidelines that are available. The driving task also requires cognitive skills and adequate speeds of reaction as well as physical skills and capabilities. Better methods of assessing these are gradually being developed, but much further work is necessary in this area. Disabled drivers need instructors who are skilled in training for their special needs. New developments have occurred in powered controls and in their mode of operation, allowing greater numbers of severely disabled people to drive. Steering controls can now be produced which require virtually zero force or very little movement to operate, and driving with a single multi-function control can be expected in the very near future.

Activities of Daily Living↗
PubMed1988

Fitness to drive and the general practitioner.

This study investigates general practitioners' (GPs') knowledge and opinions on fitness to drive after stroke. Questionnaires were sent to 650 GPs. Despite a low response rate (24%) results suggest that most GPs rarely see stroke patients regarding driving fitness. There appears to be some confusion over terms used in the handbook issued to medical practitioners. Only a quarter of GPs knew of any driving assessment facilities and very few had ever referred a patient to a clinical psychologist for cognitive assessment. Almost all responding GPs (98%) wanted the opportunity to refer patients for assessment based on research findings. The current approach to assessment of driving fitness after stroke appears inconsistent. It is hoped that new assessment methods being developed will help to improve on the present system.

Automobile Driving↗
PubMed1986

Drinking and driving among high school students.

A questionnaire survey of high school students conducted in 1983 provided information on their self-reported drinking and driving practices. By age 15 the majority reported drinking alcoholic beverages. By age 17 half or more of the males and one-third of the females reported driving after drinking at least once in the past month. About one-quarter of the students estimated that six or more cans of beer would be required to make someone an unsafe driver. Reported frequency of driving after drinking was associated with less time spent on homework and poorer academic performance, working part time, greater participation in social activities, less perceived parental influence regarding their travel, owning a car, driving high mileage, speeding, and having crashes and violations.

Achievement↗
PubMed1986

Portable breath alcohol testers and drinking-driving behavior of convicted drunk drivers.

The use of portable breath alcohol testers by convicted drunk drivers during a drinking-driving educational program had a nonsignificant impact on the frequency of drinking-driving episodes. The use of breath alcohol testers also failed to significantly reduce peak blood alcohol concentration during drinking-driving episodes. However, portable breath testers were used by certain drunk drivers in deciding not to drive after drinking as well as to slow or stop their drinking on occasion.

Adult↗
PubMed1986

Deterrence of drunk driving in Massachusetts: criminal justice system impacts.

This paper examines the extent to which a "toughened" drunk driving law in Massachusetts has deterred drunk driving and the law's impact on criminal justice system operations. Included are analyses of pre- to postlaw trends in: alcohol-related highway fatalities and arrests, drunk driving arraignments and convictions, and jail sentences served by drunk driving offenders. Many of the positive trends found since the implementation of the law (increased arrests, reduced fatalities, and increased conviction rates) actually began before the law took effect. Moreover, the law has exacerbated existing problems in the criminal justice system such as overcrowded jails.

Accidents, Traffic↗
PubMed1992

Young people, alcohol, and driving in two Australian states.

Road traffic accidents are the single largest cause of death in Australia among people aged 15-24. The proposition that a broadly based deterrence measure, such as random breath testing (RBT), would be sufficient to change the behavior of young drivers was tested in a comparison of young drivers in New South Wales (NSW), which has had RBT for 6 years, with young drivers in Western Australia (WA), where there was no RBT. The results demonstrated that NSW young drivers were less likely to drink and drive and more likely to believe their peers would disapprove of drink-driving than were their counterparts in WA. It was concluded that RBT had altered the drink-driving behavior and possibly the beliefs about drink-driving of young people in NSW.

Accidents, Traffic↗
PubMed2006

Using self-reported data to assess the validity of driving simulation data.

In this article, we use self-reported driving behaviors from a written questionnaire to assess the measurement validity of data derived from a driving simulation. The issue of validity concerns the extent to which measures from the experimental context map onto constructs of interest. Following a description of the experimental methods and setting, an argument for the face validity of the data is advanced. Convergent validity was assessed by regressing behaviors observed in thedriving simulatoron self-reported measures of driving behaviors. Significant relationships were found across six measures: accidents, speeding, velocity, passing, weaving between traffic, and behavior at stop signs. Concurrent validity was evaluated with an analysis of simulator accident involvement and attention deficit hyperactivity disorder status. Discriminant validity was assessed using a multitrait-multimethod matrix of simulator and questionnaire data. We concluded that although the relationship between self-reported behaviors and observed responses in the simulator falls short of perfect correspondence, the data collected from the driving simulator are valid measures of the behaviors of interest.

Adolescent↗
PubMed2006

The impact of four-wheel drives on traffic disability and deaths compared to passenger cars.

OBJECTIVE: The aim of this study was to examine the pattern of injuries resulting from road traffic crashes involving four wheel drives (4WD) vehicles and passenger cars in the United Arab Emirates (UAE). DESIGN: Descriptive study. PLACE AND DURATION OF STUDY: Al-Ain and Tawam Hospital, UAE, during a period from 1st January to 31st December 2000. PATIENTS AND METHODS: A questionnaire was created and filled out concerning: sociodemographic information; data about driving behavior and attitude which included driving experience, adherence to traffic laws (including speed limits and wearing seat belt), driving habits, and assessment of sustained injury was performed according to the Abbreviated Injury Score (AIS). RESULTS: A total of 1157 motor vehicle crashes related casualty patients were hospitalized during the year 2000. Of these total patients, 495 victims (42.8%) were involved with 4WDs road traffic crashes related injuries and 72.9% of them required hospitalization. Of these, 76.8% were males, 60.7% were non-UAE nationals. The head injury was more common in those who had crashes from 4WD vehicles (45.6%) than those who had crashes from small cars (37.3%). Abbreviated injury scare showed that four wheelers caused more severe (9.1%), serious (10.3%), critical (8.3%) and moderate injuries (13.9%). A significant higher risk was observed for speed violations (OR=2.06; 95% CI=1.55 - 2.76, p<0.001) property damage (OR=1.54; 95% CI=1.07-2.22, p<0.014) and pedestrian accident (OR=2.09; 95% CI=1.46-2.99, p<0.001). CONCLUSION: The present study findings indicated that nearly half of the road traffic crashes were involved with 4WD vehicles and that most of the injured individuals were pedestrian and younger drivers. Reduction in motor vehicle injuries and deaths represents a major public health success.

Accidents, Traffic↗
PubMed1999

Preventing impaired driving.

Although moderate drinking does not necessarily increase a person's blood alcohol concentration (BAC) to the level at which driving is legally prohibited in the United States, any drinking can impair driving tasks. In addition to laws establishing lower legal BAC limits for drivers, legislative approaches for reducing alcohol-impaired driving include imposing sanctions for drinking and driving and restricting alcohol's availability.

Accidents, Traffic↗
PubMed2000

Impact of a mandatory physician reporting system for cardiac patients potentially unfit to drive.

CONTEXT: Sudden cardiac incapacitation of a driver may lead to the death or serious injury of passengers or bystanders. This has raised public safety concerns and has led to the creation of legislation to protect the public. Some jurisdictions in Canada and the United States have introduced mandatory physician reporting of patients who may be unfit to drive for medical reasons. The impact on motor vehicle accident (MVA)-related morbidity and mortality of mandatory physician reporting for at-risk cardiac patients is unknown. OBJECTIVE: To determine the impact of mandatory physician reporting legislation (for cardiac patients) in Ontario (population 10.3 million) on MVA-related morbidity and mortality. DATA SOURCES: Reporting data were obtained from the Ontario Ministry of Transportation. Incidence and prevalence data were taken from Ontario Ministry of Health sources and from the literature (MEDLINE). Data for modelling were taken from the literature (MEDLINE) and from the Canadian Cardiovascular Society's Consensus Conference document on cardiac illness and fitness to drive. DATA EXTRACTION: Licence suspension data (correlated with medical illness) were taken directly from government documents. These were then applied to a 'risk of harm' formula used to calculate the risk posed to bystanders and passengers by the suspended patients if they had continued to drive. Canadian licence suspension guidelines were then reviewed in conjunction with cardiac disease incidence and prevalence data to arrive at the number of patients who should have been suspended. Physician compliance with the legislation was then calculated, along with the potential impact on MVA-related morbidity and mortality in the scenario of 100% physician compliance. STUDY SELECTION: All Ontario drivers who had licence suspensions in 1996 for reasons of cardiac disease were included in the analysis. DATA SYNTHESIS: Nine hundred and ninety-four licences were suspended for cardiac reasons in 1996, compared with an estimated 72,407 that should have been suspended if Canadian guidelines had been followed (1.4%). Less than one death or serious injury was avoided as a result of the legislation (from the 'risk of harm' formula). If all drivers with cardiac illness had been suspended from driving, up to 29.2 such events could potentially have been avoided. However, only 13 of 929 (1.4%) road fatalities in Ontario in 1996 were attributed to a driver with a medical illness. CONCLUSIONS: Mandatory physician reporting of patients with cardiac illness has a negligible impact on MVA-related morbidity and mortality.

Accidents, Traffic↗
PubMed2000

[Automobile driving after a brain injury].

BACKGROUND: Little is known about driving fitness after brain damage. MATERIAL AND METHODS: The present study describes 62 brain injured patients, 36 with cerebral vascular accidents, 15 with traumatic brain injuries, and 11 with other neurological diseases, mean age 50 years, who after thorough assessment had been found fit enough for driving a car. 15 months later they were sent a questionnaire about their driving behaviour and skills. RESULTS: A higher number of traffic incidents were found after brain injury, but the difference was not significant. Patients with traumatic brain injury had a significantly higher number of traffic incidents post-injury than patients with stroke. A majority of those involved in incidents were young males with traumatic brain injury, who had deficits in cognitive executive functions. INTERPRETATION: Patients with traumatic brain injuries seem to need special attention when assessed for driving. Time to follow-up is too short for the results to be conclusive for the whole material of brain-injured patients. Further studies should be conducted.

Adult↗