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PubMed1964

TRAFFIC ACCIDENTS--EPIDEMIOLOGY AND MEDICAL ASPECTS OF PREVENTION.

Injuries and deaths from traffic accidents are a public health problem of epidemic proportions and justify intensive epidemiological research. The human factor is responsible for the majority of traffic accidents. The literature concerning the human factor is reviewed, and it is concluded that psychosocial influences are most important, though medical conditions may be responsible for 3 to 4% of accidents. Problems concerning the medical examination of drivers are discussed and the need is emphasized to find some means of removing from the road those drivers who continue to drive in spite of repeated medical advice not to do so. Some of the medical conditions influencing driver safety are discussed. It is recommended that each Division of The Canadian Medical Association should publish a guide for physicians who examine drivers. The advantages of a uniform guide in Canada are stressed.

Accident Prevention↗
PubMed2001

[Medical judgement on driving capability].

Driving is an activity which puts forward the question of whether the driver is able to competently fulfill the task or not. Driving is affected or altered by age and various illnesses and the driver may not always concede that his/her driving ability is affected by these. The examination of driver capability is an important target. This can be seen especially during car accidents when the driver is examined and it is discovered that he/she is aggressive, has poor vision, old age, is epileptic, or consumed alcohol or drugs.

Aged↗
PubMed1991

[Driving fitness of apprehended alcoholics--fitness test and remedial psychological traffic education].

1) No Therapy Without Screening: According to the prevailing opinion of jurists and psychologists) who are occupied with problems concerning post-schooling and of the traffic authorities in charge of issuing driving licences screening is absolutely necessary with regard to traffic-psychological post-schoolings as characteristical maladjustments of either reparable or irreparable nature can only be detected at such screening). Only medical and psychological screening can help to achieve the necessary clarification.) Screening is frequently connected with counselling for therapy, as it is for example stressed in the names of the institutions concerned in the länder of Rhineland-Palatine, North Rhine-Westphalia and Lower Saxony). 2) Exclusion of Drink-Drivers: Screening is particularly essential to exclude the so called drink-drivers who are alcoholics from post-schooling. The necessity of such an exclusion is stressed by Müller's) latest investigation of traffic--accident data in correlation to the blood-alcohol concentration, and it must be assumed that the percentage of undetected drink-drivers with a medium blood-alcohol concentration is extremely high. One has to agree with Himmelreich) that models for post-schooling must not exclude alcoholics and criminal offenders. In this case one has to differentiate between the problem drinker) who can be post-schooled and the drink-driver described by Winkler.) Bode) and Scherer) with rigid drinking habits, a raised disposition for risk) and a reduced responsibility according to sections 20, 21 of the German Criminal Law (StGB) to such an extend that a consciousness of guilt can be ruled out). Already after the preliminary examination of such alcoholics) it has to be assumed that an immediate traffic-psychological post-schooling will hardly be successful because of the lack or considerably reduced ability of responsibility. Post-schoolings do not have compensatory effects when regular alcohol abuse (drink-driver) is concerned. In extreme cases a detoxication and the attendance of sessions of a self-help group would have to take place first. Only afterwards a traffic-psychological post-schooling can be carried out as a long term therapy. 3) Models for the Post-schooling of Individuals Tested: The "Saarbrücken model" of a collaboration of the medical-psychological institutes of the technical supervision union (TUV) and independent psychologists allows a culmination of different post-schooling and control measures with drink-drivers after negative examinations: medical tests, laboratory, chemical checks of the liver data, traffic-psychological post-schoolings of individuals and the attendance of sessions of self-help groups.(ABSTRACT TRUNCATED AT 400 WORDS)

Accidents, Traffic↗
PubMed1990

[Remedial courses for alcohol apprehended drivers are effective!].

The effectiveness of the IFT, I.R.A.K. and LEER courses for drinking drivers has been examined thoroughly in an exhaustive scientific study. Empirical tests have clearly demonstrated that all three models are successful. In a critical analysis of these results, Hundhausen questions the effectiveness of the models. Hundhausen's arguments in this analysis are based on erroneous assumptions. This reply demonstrates the incorrectness of his argumentation.

Accidents, Traffic↗
PubMed1990

[Psychological aspects of traffic fitness of aging car drivers].

With the increase in the proportion of older car drivers in road traffic of the G.D.R. it becomes more necessary to carry out traffic psychological fitness examinations stronger related to health indications. The present paper is occupied with accident frequency, accident causes, indications of age-induced changes in relevant traffic psychological performance demands, and it gives references with regard to a self-assessment of age-induced impairments in driving behaviour.

Accidents, Traffic↗
PubMed2001

[Automobile drivers with retinal diseases - a prospective analysis].

BACKGROUND: The study was designed to prospectively evaluate the driving habits of patients with retinal diseases, who were referred to the specialised retinal ambulatory care center of the Landesaugenklinik Salzburg. The main purpose of this study was to compare the legal requirements for visual acuity, as currently valid in Austria and Germany for driving motor vehicles, with the results found in this patients cohort and to analyse driving patterns of the patients with valid licenses. With these data, it seems possible to suggest a suitable time for a legally mandatory eye examination as to identify subjects with a potentially rising higher accident risk when driving. MATERIALS AND METHODS: In this study, 100 patients - all holders of a valid driving licence - with diabetic retinopathy or age related macular degeneration were enrolled. From each patient, the visual acuity (corrected or uncorrected depending on the driving habit) was recorded and a detailed questionnaire regarding the actual driving habits was requested. The resulting data were analysed in view of the legal requirements of both countries, Austria and Germany. RESULTS: Of 100 patients holding a valid driving licence a total of 31 were driving their motor vehicles with a legally insufficient visual acuity, 26 of 50 still driving. Of 50 patients suffering from diabetic retinopathy, 26 drove their cars illegally. Only 4 out of the above mentioned 31 patients had received sufficient information from their referring ophthalmologists. The average age of "illegal" drivers was 66.2 years. CONCLUSIONS: Within the European Community common legal requirements for driving a motor vehicle (regarding mainly the visual acuity) be clearly defined and a mandatory eye exam performed by qualified ophthalmologists for older subjects should be postulated. An individual and age related time limit to be placed on the driving licences of persons suffering from systemic diseases associated with relevant visual loss should to be discussed. Furthermore, ophthalmologists should be obliged to give detailed information to the patient with adequate documentation.

Aged↗