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PubMed1991

[Automobile driving studies to determine alcohol-induced driving insecurity after dark].

To further elucidate the question whether the criteria for assessing alcohol-induced unfitness to drive should be stricter for night-time than for day-time driving (cf. Schewe et al., 1977) 64 test persons performed automobile driving tests in daylight and in darkness while being sober and while under the influence of alcohol. The first set of tests was done in daylight. A test course of approx. 600 m involving six everyday driving maneuvers had to be covered, first in the sober state and then at blood alcohol concentrations (BAC) of 1.1 g % and 1.4 g %. The driving tests in the dark were performed on the same test course, first in the sober state and then at a BAC of 1.1 g%. In both test series the errors were counted and the driving times measured. Statistical evaluation of the test results was done parametrically (t-test for dependent random samples) and distribution-free (Wilcoxon's test for paired comparison). In the sober state 2.1 errors were made on average during the day and 3.2 errors, i.e. one error more, at night. At 1.1 g %, 4.3 errors occurred during the day but 8.0 errors at night (i.e. 3.7 errors more than during the day). The differences were statistically significant. With 8 errors during night-time driving at 1.1 g % the number of errors was still higher than the average number of 6.8 errors made during day-time driving at 1.4 g %. The average driving times required in the sober state were 241 s during the day and 256 s at night. At 1.1 g %, 243 s were needed during the day and 272 s at night, i.e. on average 17 s more than for day-time driving at 1.4 g % for which 255 s were needed. For an orienting comparison of driving performance it can be assumed that "performance" in the sense meant here is reciprocally proportional to the number of errors and reciprocally proportional to the time required, i.e. on the whole reciprocally proportional to the product from number of errors and time. The deterioration of performance can be illustrated best by assuming performance in the sober state during the day to be 100% and relating the other "performances" thereto.(ABSTRACT TRUNCATED AT 250 WORDS)

Adult↗
PubMed2006

A hierarchical model of operational anticipation windows in driving an automobile.

Driving an automobile is an example of a goal-directed activity with high complexity in which different behavioral elements have to be integrated and brought into a sequential order. On the basis of the reafference principle and experimental results on temporal perception and cognitive control, we propose a hierarchical model of driving behavior, which can also be adapted to other goal-directed activities. Driving is conceived of as being controlled by anticipatory neuronal programs; if these programs are disrupted by unpredictable stimuli, which require an instantaneous reaction, behavioral control returns after completion of the reactive mode to the anticipatory mode of driving. In the model different levels of anticipation windows are distinguished which, however, are interconnected, in a bi-directional way: (a) Strategic level with a representation of the driving activity from the beginning to reaching the final goal; (b) Segmented tactical level with the sequence of necessary milestones to reach the goal; (c) Maneuver level where actions like passing another car or keeping a lane are controlled; (d) Short-term integration level of a few seconds which allows immediate anticipations; and (e) Synchronization level for sensorimotor control and complexity reduction within neuronal assemblies. A flow diagram schematically describes different driving situations stressing the anticipatory mode of control. In a pilot experiment with 20 subjects using a virtual driving situation in a car simulator predictions of the model could be verified, i.e., subjects showed a significant preference for the anticipatory mode of driving.

Automobile Driving↗
PubMed1995

Automobile driving in Huntington's disease.

We assessed the influence of the neurological and cognitive impairments of Huntington's disease (HD) on automobile driving. In a group of 73 HD outpatients, 53 (72%) continued to drive after illness onset. Those no longer driving had more severe symptoms than those still driving. Twenty-nine HD patients who were still driving and 16 healthy control subjects underwent a clinical examination, a cognitive examination, a driving-simulator assessment, and completed questionnaires about driving history and habits. HD patients performed significantly worse than control subjects on the driving-simulator tasks and were more likely to have been involved in a collision in the preceding 2 years (58% of HD vs. 11% of control subjects). Patients with collisions were less functionally impaired but had slower simple reaction time scores than did those without collisions. HD patients are at increased risk for accidents, but patients who have accidents are not easily distinguished from those who do not.

Accidents, Traffic↗
PubMed1992

Sleep apnea syndrome symptoms and automobile driving in a general population.

Automobile accidents are reported as being overrepresented in those suffering from the obstructive sleep apnea syndrome (SAS), evident by snoring, sleep disturbances and diurnal hypersomnia. An estimation of the prevalence of these symptoms amongst an adult population, predominantly automobile drivers, was assessed by using a one-stage questionnaire procedure. From a national random sample of 1214 persons a weighted reply rate of 76% was achieved. Snoring, breath cessations, mid-sleep awakenings, and diurnal hypersomnia were reported in 24, 3.8, 27 and 9.1%, respectively. The maximum prevalence of SAS was estimated as 2.8-5.5% among men, aged 30-69 years, depending on definition used. Driving frequency in potential sleep apneics was similar to that of the entire population studied. Diurnal hypersomnia, considered a consequence of SAS, was reported as an overall 2.2%, corresponding to 100,000 automobile drivers in Sweden.

Adult↗
PubMed1990

Quantitative effects of cetirizine and diphenhydramine on mental performance measured using an automobile driving simulator.

The purpose of this study was to assess the effects of cetirizine on objective measures of mental performance. Fifteen subjects were given single doses of cetirizine (20 mg, 10 mg, and 5 mg) diphenhydramine, 50 mg (positive control), and placebo (negative control) in this randomized, double-blinded, crossover study. An automobile driving simulator, digit symbol substitution, Trails B maze tracking and subjective feelings of drowsiness were measured at 0, 2, 4, 6, 8, and 24 hours after the dose. No differences between placebo and any of the three doses of cetirizine could be detected, however, diphenhydramine produced impaired mental performance and drowsiness. These data indicate that these doses of cetirizine produce little or no effect on cognitive function or mental performance.

Automobile Driving↗