Search

Driving posture can lead to musculoskeletal pain. Most work focuses on the lower back; therefore, we know little about automobile seat design and neck posture. This study evaluated an automobile driver seat that individualized upper back support to improve head and neck posture. Specifically, we examined the system's impact on anterior head translation with secondary outcomes of spine posture and perceptions of comfort/well-being compared with a control. Forty participants were block randomized to experience either the activated or deactivated version of the same seating system first. Participants completed two 30-minute simulated driving trials, separated by washout, with continuous measures of anterior head translation, spine posture, and pelvis orientation. Perceptions of comfort/well-being were assessed by survey and open-ended questions immediately following each condition. Small, but statistically significant decreases in anterior head translation and posterior pelvic tilt occurred with the activated seat system. Participants reported lower satisfaction with the activated seat system. Order of the 2 seat conditions affected differences in pelvis orientation and participant perceptions of comfort/well-being. An anthropometric-based seat system targeting upper back support can significantly affect head and pelvic posture but not satisfaction during simulated driving. Future work should examine long-term impacts of these posture changes on health outcomes. [ABSTRACT FROM AUTHOR]

As autonomous vehicles (AV) are becoming more pervasive in transportation, it is important to consider drivers' perceptions of these vehicles. The existing research has investigated taking over AV control, its safety and acceptance. However, the preferences for self-driving in multiple traffic situations have not been extensively investigated. In Part I, we aim to bridge these gaps by investigating such preferences in high and low traffic complexities. Eighty-eight participants in North America were recruited. They viewed video recordings of driving in the city of Toronto, the regional municipality of Waterloo and highways to answer survey questions. Their responses regarding perceptions and preferences were simply analysed using descriptive statistics and Chi-square test at various traffic situations with two traffic complexities. It showed strong preferences for self-driving in most low complexity situations and certain situations in both complexities. These findings can suggest a few applicable design principles of AV decision system regarding traffic situation-based and biased perceptions-based user preferences. In Part II, we extend our analyses to user preferences for multiple two-stage actions of AVs and suggest additional design principles of the system with a more-in-depth insights. [ABSTRACT FROM AUTHOR]

• Eco-driving practice is a path to safer commercial motor vehicle operations. • The study uses safety-related events from 2,637 long-haul class 8 drivers in Canada. • Real-time feedback coach is efficient in eco-driving techniques by using an appropriate amount of engine. • Fuel-efficient techniques reduce 7% of hard-braking events and 4% of collisions for each unit increase in the ISAAC score. • Driver age and cruise control usage affect safety outcomes. Introduction: This study investigates the effect among commercial motor vehicle (CMV) drivers of the adoption of fuel-efficient driving techniques (commonly known as eco-driving) on the odds of being involved in safety-related events. Method: For 2,637 long-haul class 8 drivers employed by four carriers in Canada, information on driving style, total distance driven, and safety-related events like collisions, hard-braking, hard-turning, and stability control events were collected for each trip. Three carriers provided driving style-related data from the ISAAC instrument, which provides a score on a 0 to 100 scale that measures the degree to which a driver is using an appropriate amount of engine power according to driving conditions. The fourth carrier provided data on driving style characteristics, including fuel consumption, use of cruise control, and use of top gear. Depending on the carrier, information on speeding, driver age, and years of experience driving a commercial vehicle was also collected. Logit statistical models were developed to estimate the change in odds of a driver experiencing a safety-related event dependent on the measures of driving style. Results: A one-unit increase in the ISAAC score was associated with a 7%, 8%, 8%, and 4% reduction in the odds of having a hard-braking event, hard left-turn event, hard right-turn event, and collision, respectively. For the carrier not employing the ISAAC system, an increase of 10% in the time spent driving in top gear with steady speed near 100 km per hour (km/h) was associated with a substantial 34% decrease in stability control events. In addition, a year increase in the driver's age, as well as a 1% increase in the amount of time spent driving using cruise control, reduced the number of hard-braking events by 9% and 3%, respectively. Conclusion/Practical Applications: The adoption of fuel-efficient driving techniques enhances the safety of CMV drivers. [ABSTRACT FROM AUTHOR]

Background: Driving is the preferred mode of transportation for adults across the healthy age span. However, motor vehicle crashes are among the leading causes of injury and death, especially for older adults, and under distracted driving conditions. Understanding the neuroanatomical basis of driving may inform interventions that minimize crashes. This exploratory study examined the neuroanatomical correlates of undistracted and distracted simulated straight driving. Methods: One-hundred-and-thirty-eight participants (40.6% female) aged 17-85years old (mean and SD= 58.1± 19.9years) performed a simulated driving task involving straight driving and turns at intersections in a city environment using a steering wheel and foot pedals. During some straight driving segments, participants responded to auditory questions to simulate distracted driving. Anatomical T1-weighted MRI was used to quantify grey matter volume and cortical thickness for five brain regions: the middle frontal gyrus (MFG), precentral gyrus (PG), superior temporal cortex (STC), posterior parietal cortex (PPC), and cerebellum. Partial correlations controlling for age and sex were used to explore relationships between neuroanatomical measures and straight driving behavior, including speed, acceleration, lane position, heading angle, and time speeding or off-center. Effects of interest were noted at an unadjusted p-value threshold of 0.05. Results: Distracted driving was associated with changes in most measures of straight driving performance. Greater volume and cortical thickness in the PPC and cerebellum were associated with reduced variability in lane position and heading angle during distracted straight driving. Cortical thickness of the MFG, PG, PPC, and STC were associated with speed and acceleration, often in an agedependent manner. Conclusion: Posterior regions were correlated with lane maintenance whereas anterior and posterior regions were correlated with speed and acceleration, especially during distracted driving. The regions involved and their role in straight driving may change with age, particularly during distracted driving as observed in older adults. Further studies should investigate the relationship between distracted driving and the aging brain to inform driving interventions. [ABSTRACT FROM AUTHOR]

Ceasing driving is associated with many negative outcomes. We examined the perceived impact of driving cessation among current older drivers. Transcripts from 92 interviews with participants from several locations across Canada were analyzed using inductive thematic analysis. We identified five themes: planning for mobility change, mobility supports and neighborhoods, financial security, fearing loss of control and independence, and coping and acceptance as a part of aging. Findings highlight diverse attitudes toward driving cessation, ranging from avoidance to acceptance, and emphasize the importance of tailored resources for drivers at various stages of behavior change. [ABSTRACT FROM AUTHOR]

Aims: Male driving while impaired (DWI) offenders are at heightened risk for engaging in risky driving. Males in a depressed mood are also more prone to alcohol misuse, which may further contribute to risky driving. This manuscript investigates the predictive potential of combined depressed mood and alcohol misuse on risky driving outcomes 3 and 9 years after baseline in male DWI offenders. Methods: At baseline, participants completed questionnaires assessing depressed mood (Major Depression scale of the Millon Clinical Multiaxial Inventory-III), alcohol misuse (Alcohol Use Disorders Identification Test), and sensation-seeking (Sensation Seeking Scale-V). Risky driving data (Analyse des comportements routiers; ACR3) were collected at follow-up 3 years after baseline. Driving offence data were obtained for 9 years after baseline. Results: There were 129 participants. As 50.4% of the sample were missing ACR3 scores, multiple imputation was conducted. In the final regression model, R2  = 0.34, F (7,121) = 8.76, P  < 0.001, alcohol misuse significantly predicted ACR3, B  = 0.56, t  = 1.96, P  = 0.05. Depressed mood, however, did not significantly predict ACR3 and sensation-seeking was not a significant moderator. Although the regression model predicting risky driving offences at Year 9 was significant R2  = 0.37, F (10,108) = 6.41, P  < 0.001, neither depressed mood nor alcohol misuse was a significant predictor. Conclusions: These findings identify alcohol misuse as a predictor of risky driving 3 years after baseline among male DWI offenders. This enhances our prediction of risky driving, extending beyond the widely researched acute impacts of alcohol by exploring chronic patterns. [ABSTRACT FROM AUTHOR]

Design: This was a prospective observational study. Background and Aims: The characteristics of cannabis‐involved motor vehicle collisions are poorly understood. This study of injured drivers identifies demographic and collision characteristics associated with high tetrahydrocannabinol (THC) concentrations. Setting: The study was conducted in 15 Canadian trauma centres between January 2018 and December 2021. Cases The cases (n = 6956) comprised injured drivers who required blood testing as part of routine trauma care. Measurements We quantified whole blood THC and blood alcohol concentration (BAC) and recorded driver sex, age and postal code, time of crash, crash type and injury severity. We defined three driver groups: high THC (THC ≥ 5 ng/ml and BAC = 0), high alcohol (BAC ≥ 0.08% and THC = 0) and THC/BAC‐negative (THC = 0 = BAC). We used logistic regression techniques to identify factors associated with group membership. Findings Most injured drivers (70.2%) were THC/BAC‐negative; 1274 (18.3%) had THC > 0, including 186 (2.7%) in the high THC group; 1161 (16.7%) had BAC > 0, including 606 (8.7%) in the high BAC group. Males and drivers aged less than 45 years had higher adjusted odds of being in the high THC group (versus the THC/BAC‐negative group). Importantly, 4.6% of drivers aged less than 19 years had THC ≥ 5 ng/ml, and drivers aged less than 19 years had higher unadjusted odds of being in the high THC group than drivers aged 45–54 years. Males, drivers aged 19–44 years, rural drivers, seriously injured drivers and drivers injured in single‐vehicle, night‐time or weekend collisions had higher adjusted odds ratios (aORs) for being in the high alcohol group (versus THC/BAC‐negative). Drivers aged less than 35 or more than 65 years and drivers involved in multi‐vehicle, daytime or weekday collisions had higher adjusted odds for being in the high THC group (versus the high BAC group). Conclusions: In Canada, risk factors for cannabis‐related motor vehicle collisions appear to differ from those for alcohol‐related motor vehicle collisions. The collision factors associated with alcohol (single‐vehicle, night‐time, weekend, rural, serious injury) are not associated with cannabis‐related collisions. Demographic factors (young drivers, male drivers) are associated with both alcohol and cannabis‐related collisions, but are more strongly associated with cannabis‐related collisions. [ABSTRACT FROM AUTHOR]

Copyright of Journal of Medical Imaging & Radiation Sciences is the property of Elsevier B.V. and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Introduction: Driving is an important occupation that influences a person's ability to access community resources and participate in meaningful activities. Occupational therapists and other clinicians who are trained as driver rehabilitation specialists provide interventions to improve function and independence in driving. The objective of this study was to examine consistency of adaptive driving equipment prescription and driver retraining recommendations for clients with physical impairment and identify factors that influence driver rehabilitation recommendations. Methods: Clinicians practicing in Canada and the United States were surveyed electronically. Data were analyzed using descriptive statistics and content analysis. Results: Out of 36 respondents, the majority (97.2%) were occupational therapists. Completion of in-clinic (97.0%) and on-road (84.4%) evaluations were consistent among the majority of respondents, yet components comprising evaluations varied. Fewer respondents were in agreement in equipment recommendations for secondary controls. Respondents emphasized the importance of clinical reasoning skills when making equipment and intervention recommendations. Conclusion: Further development of clinical guidelines and advanced training in driver rehabilitation may be beneficial to facilitate clinical reasoning and improve consistency of practice. [ABSTRACT FROM AUTHOR]

This study identifid the most prominent risk factors associated with driving after cannabis use (DACU). 1,126 Canadian drivers (17–35 years old) who have used cannabis in the past 12 months completed an online questionnaire about sociodemographic information, substance use habits, cannabis effect expectancies, driving behaviours and peers' behaviours and attitudes concerning DACU. A hierarchical logistic regression allowed identifying variables that were associated with DACU. Income (CA$30,000–CA$69,000), weekly-to-daily cannabis use, higher level of cannabis-related problems, expectation that cannabis facilitates social interactions, drunk driving, belief that DACU is safe, general risky driving behaviours, having a few friends who had DACU and injunctive norms predicted past 12-month DACU. Older age, holding negative expectations concerning cannabis, driving aggressively and perceived accessibility of public transportation decreased the probability of DACU. With restricted resources, programmes will be more efficient by targeting Canadian young adults most inclined to DACU by focussing on these risk factors. [ABSTRACT FROM AUTHOR]

Introduction: The global incidence of dementia is increasing, and cognitively impaired drivers are at a higher risk of crashes compared to healthy drivers. Doctors face challenges in assessing these at-risk drivers, with questionable adherence to existing guidelines. This study aimed to review and compare guidelines for managing cognitively impaired drivers from various countries., Method: A scoping review was conducted to identify relevant guidelines, which were then descriptively compared with Singapore's guideline., Results: Eleven guidelines from 8 countries: US (n=2), Canada (n=2), UK (n=2), Ireland, Belgium, Australia, New Zealand and Singapore were reviewed. All guidelines support driving assessments and conditional licensing in ordinary (i.e. non-professional) drivers with dementia. Canada stands out for not allowing co-piloting and geographical restrictions in conditional licensing practice. Few guidelines provide indemnity for doctors reporting to licensing authorities, and communication about the impact of dementia on car insurance is rarely addressed. Most Western guidelines include evidence-based approaches, provisions for drivers with mild cognitive impairment and early discussions on transitioning from driving. A clinic-based functional screening toolbox and 2 clinical algorithms (1 with and 1 without the Clinical Dementia Rating scale) were identified as having universal applicability. Singapore's guideline, by comparison, is outdated and lacks both developmental rigour and guidance on managing mild cognitive impairment and transitioning drivers out of driving., Conclusion: Comprehensive, evidence-based guidelines from Western countries provide valuable resources that can help Singapore design or update its guideline.

Objective: To examine long-haul truck drivers (LHTD) perceptions of COVID-19 and their use of health and safety practices. Methods: 146 LHTD completed an online survey to collect data on their experiences with COVID-19. Data were analyzed using descriptive and inferential statistics, and thematic analysis for open-ended responses. Results: LHTD were aged from 22 to 79 years (mean age 48.1 +/- 11.8); 82.2% were men. Almost half of the sample were not concerned about COVID-19. Those not concerned were significantly less likely to employ health and safety practices (eg, wearing masks, social distancing), were less educated and healthier. They also perceived COVID-19 to not be real or a serious threat to their health. Conclusions: Tailored education approaches are needed to provide evidence-based data on COVID-19 risks and complications. [ABSTRACT FROM AUTHOR]

Trucking is a key industry in Canada with around 180 000 professional drivers. As an industry it has a disproportionately high injury claim rate, particularly for back injuries. Whole-body vibration (WBV) can contribute to the onset and development of low back disorders, and is a well-documented exposure among driving professions. A widely adopted WBV mitigation measure focuses on hydraulic and/or pneumatic passive suspension systems both in the driver's seat and underneath the vehicle cab. Passive suspension 'air-ride' seats are the current industry standard but new technologies such as the electromagnetic active vibration cancelling (EAVC) seats offer potentially substantial improvements in WBV reduction. In this paper, we evaluate and compare four commonly used truck seats (three air-ride, one EAVC) for their vibration damping characteristics and WBV exposure attenuation in on- and off-road conditions. We recruited 24 professional truck drivers who drove 280 km (mixed on-road and off-road) in ore-haul trucks under four different seating conditions. Following the ISO 2631-1 WBV standard, vibration measurements were made on the cab floor and seat pad, and 8-h average weighted vibration (A(8)) and 8-h vibration dose values (VDV(8)) were calculated, as well as the Seat Effective Amplitude Transmissibility (SEAT), and daily vibration action limits (DVALs). These measures were compared between seat types, as well as road conditions. The EAVC seat gave best performance for both A(8) (0.27 m s−2) and VDV(8) (6.6 m s−1.75). The EVAC seat had the lowest SEAT tested (36.2%) and the longest DVAL. However, among the three passive air-suspension seats, two showed significantly reduced A(8) (0.43 and 0.44 m s−2) and VDV(8) (9.1 and 9.3 m s−1.75) exposures relative to the third passive air-suspension seats [A(8) (0.54 m s−2) and VDV(8) (11.1 m s−1.75)]. These differences in exposures among the three passive air-suspension seats resulted in varying DVAL times, with the worst performing seat reaching the DVAL after only 6.3 h of driving. There was also a seat by road type interaction; there were performance differences between the passive air-suspension seats on-road, but not off-road. The observed reduction of the WBV exposures measured from the EAVC seat was consistent with previous results. But we showed that there can also be substantive differences among seats that are the current industry standard. These differences were more evident on-road than off-road, which suggests that more work needs to be done to understand seat performance characteristics, and in matching the correct seat technology to the driving task. We demonstrated that WBV exposures in current industry conditions may exceed health-based exposure limits; this has policy relevance because WBV exposures are linked to prevalent and costly adverse health conditions in a working population that is ageing. Increased WBV measurement collection is recommended to ensure the anticipated exposure attenuations are achieved when seats are relied upon as an engineered control against WBV. [ABSTRACT FROM AUTHOR]

Objective: To describe and compare the working conditions of long-haul truck drivers (LHTD) before and during the Coronavirus (COVID-19) pandemic and to assess the perceptions of LHTDs on accessing food, restrooms, and parking. Methods: An online survey was disseminated between August 2020 and March 2021 to various trucking organizations across Canada to collect data on health and wellness during COVID-19. Data were analyzed using descriptive and inferential statistics, and thematic analysis for open-ended responses. Results: The sample included 146 LHTD (mean age 48.1 ± 11.8; 82.2% were men). Participants reported issues with finding parking, washrooms, and food. Compared with before COVID-19, LHTD worked significantly more hours and consumed more caffeine; and more than 50% reported being fatigued. Conclusions: Improving the working conditions of LHTD is critical to support their health and wellbeing, both during and after the pandemic. [ABSTRACT FROM AUTHOR]

Objective: Long-haul truck drivers suffer increased health risk, but how they use healthcare is unknown. The objectives of this study were to explore the health experiences of these drivers, their healthcare experiences, and their relationship with their main medical provider. Methods: In-depth semi-struc- tured interviews were conducted with 13 Canadian long-haul truck drivers. The majority (85%) were men and recruited at a truck stop on a major transport corridor between Canada and the United States. Results: Through phenomenological analysis of the transcribed interviews, themes of persever- ance, isolation, dehumanization, and working in a hidden world emerged as major influences on the health experiences of these drivers. Barriers to their medical provider were also revealed. Conclusions: Continuous exposure to a stressful work environment and inadequate access to primary care likely negatively affect the health of long-haul truck drivers. Given the experiences of this small group of drivers, improved healthcare and health resource availability might mitigate the risk of this occupational group. [ABSTRACT FROM AUTHOR]

Introduction: Modifying risk perceptions related to driving after cannabis use (DACU) could deter individuals from enacting this behavior, as low-risk perception is associated with DACU engagement. This study identified sociodemographic characteristics, substance use, other driving behaviors, peer norms, and psychological characteristics that are associated with lower risk perception regarding DACU., Methods: Canadian drivers aged 17-35 who have used cannabis in the past year (n = 1,467) completed an online questionnaire. A multivariate linear regression model allowed for identifying variables associated with the low-risk perception of DACU (i.e. believing it to be safe as one's driving ability is not impaired by cannabis or by being high)., Results: Lower risk perception of DACU was associated with identifying as male, weekly to daily cannabis use, engagement in DACU, general risky driving behaviors, being a passenger of a driver who engages in DACU, number of friends who engage in DACU, and peer approval of DACU. Having driven under the influence of alcohol, living in urban areas, having received traffic tickets in the past three years, and declaring past-week irritability and cognitive problems were associated with holding a higher risk perception related to DACU., Discussion: Road education and prevention programs should target attitudes and perceptions regarding risks shaped by sociocultural norms and past risky driving experiences. They need to reach out more specifically to drivers with the identified characteristics associated with the low-risk perception of DACU. These interventions can potentially help reduce the rate of individuals who engage in this behavior., Competing Interests: Declaration of competing interest The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper., (Copyright © 2024 Elsevier Ltd. All rights reserved.)

Importance: Scanning the environment is critical for driving safety. The ScanCourse is a functional assessment that assesses a person's ability to scan the environment for visual information while in motion. Measurement properties for the ScanCourse have been reported; however, its predictive validity is unknown. Objective: To determine the predictive validity of the ScanCourse for on-road driving performance and establish clinical cutoff scores. Design: Retrospective chart reviews were conducted over a 6-mo period. Setting: Four Canadian driver rehabilitation programs. Participants: Charts from patients with neurological or vision conditions were eligible if they contained ScanCourse and on-road driving evaluation results between September 1, 2008, and August 30, 2018. Three hundred twenty-five charts were included for analysis. Outcomes and Measures: Area under the curve (AUC) analysis was used to determine the predictive validity of ScanCourse scores for on-road outcomes; cutoff scores were established by optimizing sensitivity and specificity. Results: The ScanCourse had an AUC of.702. The optimal cutoff score was 18/20 with a sensitivity of 76.7% and a specificity of 47.1%. Conclusions and Relevance: Assessing the scanning abilities of at-risk drivers who intend to return to driving after sustaining an injury can help identify safety risks and inform interventions. The ScanCourse was found to have acceptable discriminatory ability for on-road driving performance. This study provides evidence supporting its continued use as a screening tool to assess driver fitness with an identified optimal cutoff score for clinical use. What This Article Adds: Measuring the predictive ability of the ScanCourse assessment in relation to on-road driving performance provides occupational therapists with an evidence-based clinical tool to assist with screening fitness to drive among at-risk people. [ABSTRACT FROM AUTHOR]

Objective: The purpose of this study was to examine the association between diagnosed medical conditions and prospective crashes in commercial motor vehicle (CMV) drivers. Methods: Three databases (demographics, medical conditions, and crashes) from the Saskatchewan Government Insurance (SGI) were linked and filtered to examine whether various medical diagnoses were associated with prospective crashes from 2007 to 2017. Univariate and cox proportional hazard analysis were calculated for medical conditions and their association with crash risk. Results: Crashes occurred on average within 2 years following a medical diagnosis. Between 16% and 21% of drivers with diabetes, vision impairment, sleep apnea and cardiovascular disease crashed post diagnosis. Conclusions: Licensing authorities and policy makers should consider further assessment if a CMV driver has been diagnosed with either diabetes or multiple sclerosis. [ABSTRACT FROM AUTHOR]

Background: In October 2018, Canada became the second country in the world to legalize cannabis. However, at this stage in the implementation process, it can be challenging to get a sense of the outcomes of this policy shift – hence why we turned to media. Purpose/objectives: We present the results of a qualitative content analysis conducted on the media coverage between October 2018 and April 2019. Methods: We used Google News and ProQuest database to complete our search. We included online media articles published between October 2018 and April 2019 in English. This left us with 81 eligible articles. These articles were analyzed by blending deductive and inductive approaches. Results: The articles were grouped into 5 categories: 1) housing, 2) access, 3) workplace, 4) driving, and 5) public consumption. Each category was then analyzed to identify emerging themes across news stories. Overall, we found that non-governmental actors such as landlords and employers were given a great deal of flexibility to introduce overly broad and restrictive regulations that disproportionately impact various communities. We also found that emphasis was placed on banning cannabis in various spheres of life as opposed to adapting to the new reality that cannabis is now legal. Conclusion: Real-time observations are critically needed to better understand the impact of policy implementation across the three levels of government: federal, provincial and territorial, and municipal. Our findings suggest that media coverage analysis can help us understand and track issues as they arise. [ABSTRACT FROM AUTHOR]

BACKGROUND: Most ambulance collisions happen in emergency driving conditions and are caused by human factors. OBJECTIVE: This study investigated the influence of human factors associated with time pressure, patient-care intervention, and health status on the physiological responses of simulated emergency driving tasks. METHODS: A cohort of seventeen experienced paramedics performed a battery of three simulated diving tasks. The driving tasks were a non-urgent and two urgent driving simulations (one to the scene and one to the hospital). The second urgent driving task was preceded by a patient-care simulation (unstable cardiac patient with cardiopulmonary resuscitation). RESULTS: The physiological responses between the three driving tasks were not significantly different due to time pressure and patient-care intervention. It is postulated that the physiological response of experienced paramedics was influenced by the fact that they are accustomed to handling stressful situations daily. Furthermore, it was observed that paramedics with health conditions were more physiologically aroused during the urgent driving scenarios (pre and post-intervention), suggesting they might have an elevated risk of collision when they drive with urgency. Paramedics with health conditions also had higher physiological responses for the post-intervention baseline, leading to a longer recovery time period, which might represent an elevated risk of developing chronic health problems or amplifying existing ones. CONCLUSIONS: The findings of this research suggest that experienced paramedics manage the influence of time pressure and the impact of challenging patient-care well. Paramedics with health conditions represent an elevated risk of collision. [ABSTRACT FROM AUTHOR]

In the early 20th century, the numbers of motor vehicles in use grew rapidly in the USA, Canada, and many European countries. By the 1930s, the number of automobile crashes and the resulting deaths and injuries was a significant problem and various safety organizations tried to address it with education and publicity programs aimed at changing driver behaviour. It is not clear when the high crash risks of young drivers were first identified, but in the early 1930s driver education courses began to be offered in US high schools (feasible because US licensing ages were 16 or younger) and soon such courses were being touted (with no evidence) as 'the most obvious way' to reduce traffic crashes. Over the years many claims were made for the effectiveness of high school driver education, however, it was not until the late 1960s that competent research studies (including randomized control trials) were undertaken. The consistent findings from these studies have been that high school driver education does not reduce crashes. Furthermore, the trained students get their licenses sooner, and because teenagers have very high crash risks, the net result of high school driver education is increased numbers of crashes. [ABSTRACT FROM AUTHOR]

The widespread of Autonomous Vehicle (AV) promises a transportation system revolution. Despite its potential benefits, there has been an unsolved discussion of how AV should behave during unavoidable crash situations, which is known as the Moral Dilemma of AV. The goal of this study is to investigate how AV Morality can be designed to align with human values by observing human moral reasoning process, which could be applicable for AV Moral Dilemma scenarios. To do that, we used an exploratory sequential mixed-research methodology to compare human moral reasoning types from two cultures: Korea, a highly collectivist culture, and Canada, a typical individualist culture. First, unavoidable crash scenarios that reflect the complex real-world crash contexts were developed. Second, a moral thought experiment in the form of in-depth interviews was conducted for both cultures (N = 70, Koreans = 33, Canadians = 37). Finally, K-means clustering analysis was conducted. As a result, three human moral reasoning types (Moral Altruist, Moral Non-determinist, and Moral-Deontologist) were defined. The study results reduce abstractness of AV morality by defining distinct moral decision-making patterns which are described by moral value. The findings provide guidelines for designing culture-specific moral behaviors, provide guidelines for AV practitioners, and increase AV morality transparency for the public. • Cultural comparison of the decision-making process in autonomous vehicle moral dilemma •32 moral value codes that occur during ethical decision-making processes were found •Three distinct moral reasoning types applicable to autonomous vehicles were defined •Different cultures showed the differing proportion of moral reasoning types [ABSTRACT FROM AUTHOR]

BACKGROUND: Transportation accidents are a global health concern and a leading cause of death. OBJECTIVE: A pragmatic way to decrease these accidents is to examine the routine opportunities that lead to them. Opportunities for accidents were identified by qualitatively examining the tacit knowledge possessed by truck drivers who observe unsafe driving behaviors near their trucks. METHODS: Face-to-face interviews were conducted with 158 truck drivers from 30 states in the United States (US) and three Canadian provinces. During the interviews, truck drivers made 703 observations of unsafe actions they routinely observe car drivers doing near their trucks. The observations were coded and analyzed with the assistance of a qualitative data analysis software program. RESULTS: The findings revealed 20 unsafe driving behaviors that lead to elevated risk for car drivers. The most common unsafe action (observed by 89% of truckers) involved cars passing trucks and then cutting back into their lane too soon – the 'front no zone' safe space. Driving distractions comprised the second group of most commonly observed risky behaviors. CONCLUSIONS: The findings reveal that new drivers should receive truck driver awareness training as part of their licensing process and that public health campaigns be developed on the risks of driving near trucks. [ABSTRACT FROM AUTHOR]

Aim: We conducted a responsibility analysis to determine whether drivers injured in motor vehicle collisions who test positive for Δ‐9‐tetrahydrocannabinol (THC) or other drugs are more likely to have contributed to the crash than those who test negative. Design Prospective case–control study. Setting: Trauma centres in British Columbia, Canada. Participants: Injured drivers who required blood tests for clinical purposes following a motor vehicle collision. Measurements Excess whole blood remaining after clinical use was obtained and broad‐spectrum toxicology testing performed. The analysis quantified alcohol and THC and gave semiquantitative levels of other impairing drugs and medications. Police crash reports were analysed to determine which drivers contributed to the crash (responsible) and which were 'innocently involved' (non‐responsible). We used unconditional logistic regression to determine the likelihood (odds ratio: OR) of crash responsibility in drivers with 0 < THC < 2 ng/ml, 2 ng/ml ≤ THC < 5 ng/ml and THC ≥ 5 ng/ml (all versus THC = 0 ng/ml). Risk estimates were adjusted for age, sex and presence of other impairing substances. Findings We obtained toxicology results on 3005 injured drivers and police reports on 2318. Alcohol was detected in 14.4% of drivers, THC in 8.3%, other drugs in 8.9% and sedating medications in 19.8%. There was no increased risk of crash responsibility in drivers with THC < 2 ng/ml or 2 ≤ THC < 5 ng/ml. In drivers with THC ≥ 5 ng/ml, the adjusted OR was 1.74 [95% confidence interval (CI) = 0.59–6.36; P = 0.35]. There was significantly increased risk of crash responsibility in drivers with blood alcohol concentration (BAC) ≥ 0.08% (OR = 6.00;95% CI = 3.87–9.75; P < 0.01), other recreational drugs detected (OR = 1.82;95% CI = 1.21–2.80; P < 0.01) or sedating medications detected (OR = 1.45; 95%CI = 1.11–1.91; P < 0.01). Conclusions: In this sample of non‐fatally injured motor vehicle drivers in British Columbia, Canada, there was no evidence of increased crash risk in drivers with Δ‐9‐tetrahydrocannabinol < 5 ng/ml and a statistically non‐significant increased risk of crash responsibility (odds ratio = 1.74) in drivers with Δ‐9‐tetrahydrocannabinol ≥ 5 ng/ml. [ABSTRACT FROM AUTHOR]

Objective: To characterise on-road driving performance in individuals with traumatic brain injury who fail on-road driving assessment, compared with both those who pass assessment and healthy controls, and the injury and cognitive factors associated with driving performance. Study design: Cross-sectional. Methods: Forty eight participants with traumatic brain injury (Age M = 40.50 SD = 14.62, 77% male, post-traumatic amnesia days M = 28.74 SD =27.68) and 48 healthy matched controls completed a standardised on-road driving assessment in addition to cognitive measures. Results: Individuals with traumatic brain injury who passed on-road driving assessment performed no differently from controls while individuals with traumatic brain injury who failed the assessment demonstrated significantly worse driving performance relative to controls across a range of driving manoeuvres and error types including observation of on-road environment, speed control, gap selection, lane position, following distance and basic car control. Longer time post-injury and reduced visual perception were both significantly correlated with reduced driving skills. Conclusions: This exploratory study indicated that drivers with traumatic brain injury who failed on-road assessment demonstrated a heterogeneous pattern of impaired driving manoeuvres, characterised by skill deficits across both operational (e.g., basic car control and lane position) and tactical domains (e.g., following distance, gap selection, and observation) of driving. These preliminary findings can be used for implementation of future driving assessments and rehabilitation programs. Clinicians should be aware that the majority of individuals with traumatic brain injury were deemed fit to resume driving following formal on-road assessment, despite having moderate to very severe traumatic brain injuries. Drivers with traumatic brain injury who failed an on-road assessment demonstrated a heterogeneous pattern of impaired skills including errors with observation, speed regulation, gap selection, and vehicle control and accordingly had difficulty executing a diverse range of common driving manoeuvres. Comprehensive, formal on-road assessments, incorporating a range of skills, and manoeuvres, are needed to evaluate readiness to return to driving following traumatic brain injury. Individually tailored driver rehabilitation programs need to address these heterogeneous skill deficits to best support individuals to make a successful return to driving post-traumatic brain injury. [ABSTRACT FROM AUTHOR]

This study evaluates the impact of reducing the default speed limit from 50 km/h to 40 km/h on traffic safety and drivers' behavior in Edmonton, Canada. The research comprehensively examines collision and speed data to assess the outcomes of the new speed limit. Collision data was analyzed across three distinct periods: pre-COVID (2017-2019), the COVID period (2019-2021), and the after-implementation period (August 2021 to July 2022). Speed surveys were conducted on 219 road segments before and after the implementation of the speed limit change. The study utilized a before-and-after with a comparison group approach to evaluate the impact on collisions, using 50 km/h roads that maintained their speed limit throughout as the comparison group. The impact of the reduced speed limit on road safety was assessed by analyzing collision data for two periods, pre-COVID (2017-2019) and COVID (2019-2021), compared to the period after setting the new speed limit (2021-2022). Two-sample t-tests were employed to examine the change in speeds. The analysis revealed statistically significant reductions in the overall number of collisions and injuries and fatalities resulting from collisions, by 25% and 31%, respectively. The study also categorized neighborhoods and roads to demonstrate the areas that experienced the greatest benefits. Speed data showed statistically significant reductions in the average and 85th percentile speeds, with drivers lowering their speeds at 115 locations, accounting for 53% of the surveyed locations. Moreover, higher speed reductions were observed on local roads compared to collector roads, and narrower roads compared to wider roads.. Overall, the study demonstrates that reducing the speed limit can lead to lower speeds and fewer collisions on the roads, creating a safer road environment for drivers, pedestrians, and cyclists. Additionally, it provides a detailed framework for municipalities to evaluate the effectiveness of their speed limit reduction programs., Competing Interests: Declaration of Competing Interest The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper., (Crown Copyright © 2023. Published by Elsevier Ltd. All rights reserved.)

Background: This study examined and compared risk factors and health conditions of truck drivers compared with the general Canadian population., Methods: This study used the Canadian Community Health Survey consisting of 991 male truck drivers and 29,958 male respondents of the general population., Results: Compared with the general population, truck drivers were older, less educated, had lower incomes, worked more hours, and were more likely to be widowed/separated/divorced. In addition, truck drivers had significantly higher rates of cardiovascular disease and obesity and were more likely to be sedentary, smoke, drive when fatigued, and eat unhealthy compared with the general population., Conclusions: Multicomponent interventions are needed to address the poor lifestyle practices of truckers to reduce the high rates of morbidity., Competing Interests: Conflict of interest: None declared., (Copyright © 2023 American College of Occupational and Environmental Medicine.)

Immigrant taxi drivers in metropolitan cities are exposed to experiences of discrimination and occupation-based health risks. Given the structural differences in health care systems in the United States and Canada, we investigated the differences in reports of discrimination, health conditions and concern about health conditions between taxi drivers in New York City and Toronto, Ontario. Participants were recruited for a taxi driver Needs Assessment Survey as part of a Taxi Network needs assessment project using a street side convenience sampling technique in New York City and Toronto. The matched sample contained 33 drivers from Toronto and 33 drivers from NYC. All Toronto drivers in our sample reported having health insurance while over a quarter of NYC drivers did not have health insurance. Toronto drivers reported greater everyday and workplace discrimination. Drivers in both cities experienced higher rates than average, and reported concern about, major health conditions. We also found preliminary evidence suggesting a relationship between experiencing discrimination and reporting chronic pain. Our findings suggest the need for future research to more closely examine the associations between discrimination and health among the taxi driver population. [ABSTRACT FROM AUTHOR]

Introduction Motor vehicle accidents are a significant cause of morbidity and mortality. Safe driving behavior constitutes proper use of seat belts as a driver and as a passenger. The correct use of seat belts has been shown to reduce death and injury following motor vehicle accidents by more than 50%. This study aims at investigating seat belt use and driving habits among Canadians. Method A population-based database from the Canadian Community Health Survey was analyzed. Result About 12% reported that they use seat belts most of the times, rarely or never and 27% of respondents were using cellphone while driving often or sometimes; 8% of respondents admitted to driving after 2 or more alcoholic drinks. Seat belt use in taxi passengers is much lower than in own cars, with 40% not using a seatbelt all of the time when in a taxi. Discussion and conclusions The major risk factors for not wearing seat belt as a passenger include age, education, ethnicity and income. [ABSTRACT FROM AUTHOR]

The disadvantages relating to the financialization of household transport and transport-related debt have yet to receive sufficient attention, partly due to a general lack of data on household-level transport-related liabilities, particularly at small scales of analysis. This issue has risen in importance with increases in households debt levels and changes in the ways automobile purchases are financed. This paper examines the level of automobile-related debt among lower-income households, and the effects of living in automobile-dependent neighbourhoods, using seven of the largest Canadian metropolitan areas as case studies. Detailed household survey data pertaining to both automobile loans and other forms of debt in 2012 are analyzed and compared with census data related to automobile dependence at the neighbourhood (census tract) level. Descriptive and inferential analyses are presented, demonstrating relationships between levels of automobile dependence and higher relative burdens of household indebtedness, particularly for automobile loans, although the relationships are dependent on, and mediated by, local context. The implications for transport policy are discussed. [ABSTRACT FROM AUTHOR]

The impact of visual and visual-cognitive impairments on fitness to drive in persons with multiple sclerosis (PwMS) are not well studied. We quantified visual correlates of fitness to drive in 30 PwMS. PwMS completed visual ability and visual attention assessments, and a standardized on-road assessment, and were compared with 145 older volunteer drivers. PwMS (vs. older volunteer drivers) made more total (W = 12,139, p = .03) and critical driving errors (predictive of crashes) in adjustment to stimuli (W = 11,352, p < .0001), vehicle positioning (W = 11,449, p < .0001), and wide lane turns (W = 9,932, p < .0001). PwMS who failed (vs. passed) made more total (W = 325, p = .04), adjustment to stimuli (W = 321.5, p = .02), and gap acceptance errors (W = 333, p = .03). For PwMS, adjustment to stimuli errors moderately correlated with visual acuity (ρ = .50, p = .006), and gap acceptance errors moderately correlated with visual processing speed (ρ = .40, p = .03). Visual-cognitive impairments may be indicative of critical driving errors and help identify PwMS at-risk for fitness to drive. [ABSTRACT FROM AUTHOR]

Aims: The purpose of this study was to identify and examine the current practices, strengths, and needs of clinicians who provide driver rehabilitation following stroke. Methods: In-depth, semi-structured interviews were conducted with occupational therapists from three major stroke rehabilitation hospitals in southwestern Ontario, Canada. Results: When determining medical fitness to drive after stroke, clinicians reported using office-based measures to screen physical-motor (e.g., strength, range-of-motion) and cognitive-perceptual abilities (e.g., Trail Making Test A and B). Interventions used to improve readiness to return to driving included a combination of tabletop (e.g., letter scanning worksheet), physical (e.g., throw and catch), and technology-based activities (e.g., driving simulator). Conclusions: This study provides information on clinical practices specific to driving rehabilitation after stroke. Results highlight the need for standardizing office-based approaches for assessment and determining interventions based on the best available evidence that reflects the skills needed for driving. [ABSTRACT FROM AUTHOR]

Background: A better understanding of the relations between patterns of marijuana use and driving risks in young adulthood is needed. Methods: Secondary analyses of self-report data from the Victoria Healthy Youth Survey. Youth (baseline ages 12 to 18; N=662; 52% females) were interviewed biannually (on six occasions) from 2003 to 2013 and classified as abstainers (i.e., used no marijuana in past 12 months), occasional users (i.e., used at most once per week), and frequent users (i.e., used more than once a week). Results: In the frequent user group, 80% of males and 75% of females reported 'being in a car driven by driver (including themselves) using marijuana or other drugs in the last 30 days', 64% of males and 33% of females reported that they were 'intoxicated' with marijuana while operating a vehicle and 50% of males and 42% of females reported being in a car driven by a driver using alcohol. In addition, 28% of occasional users and also a small proportion of abstainers reported 'being in a car driven by a driver using marijuana or other drugs in the last 30 days'. Interpretation: The high frequency of driving risk behaviours, particularly for frequent users, suggest that plans for legalization of recreational use should anticipate the costs of preventive education efforts that present an accurate picture of potential risks for driving. Youth also need to understand risks for dependence, and screening for and treatment of marijuana use disorders is needed. [ABSTRACT FROM AUTHOR]

Background: Alcohol-related motor vehicle collisions (MVCs) are a key concern in current international debates about the effectiveness of minimum legal drinking age (MLDA) laws, but the majority of this literature is based on natural experiments involving MLDA changes occurring 2-4 decades ago.Methods: A regression-discontinuity approach was used to estimate the relation between Canadian drinking-age laws and population-based alcohol-related MVCs (n=50,233) among drivers aged 15-23years in Canada.Results: In comparison to male drivers slightly younger than the MLDA, those just older had immediate and abrupt increases in alcohol-related MVCs of 40.6% (95% CI 25.1%-56.6%; P<0.001) in Ontario; 90.2% (95% CI 7.3%-171.2%; P=0.033) in Manitoba; 21.6% (95% CI 8.5%-35.0%; P=0.001) in British Columbia; and 27.3% (95% CI 10.9%-44.5%; P=0.001) in Alberta; but also an unexpected significant decrease in the Northwest Territories of -102.2% (95% CI -120.7%-74.9%; P<0.001). For females, release from MLDA restrictions was associated with increases in alcohol-related MVCs in Ontario [34.2% (95% CI 0.9%-68.0%; P=0.044)] and Alberta [82.2% (95% CI 41.1%-125.1%; P<0.001)]. Nationally, in comparison to male drivers slightly younger than the legislated MLDA, male drivers just older had significant increases immediately following the MLDA in alcohol-related severe MVCs [27.0% (95% CI 12.6%-41.7%, P<0.001)] and alcohol-related fatal MVCs [53.4% (95% CI 2.4%-102.9%, P=0.04)].Conclusions: Release from Canadian drinking-age restrictions appears to be associated with immediate increases in alcohol-related fatal and non-fatal MVCs, especially among male drivers. [ABSTRACT FROM AUTHOR]

Objective: Road crashes are considered as the eighth leading causes of death. There is a wide disparity in crash severity and law enforcement efficiency among low-, medium-, and high-income countries. It would be helpful to review the crash severity trends in these countries, identify the vulnerable road users, and understand the law enforcement effectiveness in devising efficient road safety improvement strategies.Method: The crash severity, fatality rate among various age groups, and law enforcement strategies of 10 countries representing low-income (i.e., India and Morocco), medium-income (i.e. Argentina, South Korea, and Greece), and high-income (i.e., Australia, Canada, France, the UK, and the United States) are studied and compared for a period of 5 years (i.e., 2008 to 2012). The critical parameters affecting road safety are identified and correlated with education, culture, and basic compliance with traffic safety laws. In the process, possible road safety improvement strategies are identified for low-income countries.Results: The number of registered vehicles shows an increasing trend for low-income countries as do the crash rate and crash severity. Compliance related to seat belt and helmet laws is high in high-income countries. In addition, recent seat belt- and helmet-related safety programs in middle-income countries helped to curb fatalities. Noncompliance with safety laws in low-income countries is attributed to education, culture, and inefficient law enforcement.Conclusion: Efficient law enforcement and effective safety education taking into account cultural diversity are the key aspects to reduce traffic-related injuries and fatalities in low-income countries like India. [ABSTRACT FROM AUTHOR]

Objectives: The objective of this study was to examine the association between dangerous student car drop-off behaviors and historical child pedestrian-motor vehicle collisions (PMVCs) near elementary schools in Toronto, Canada.Methods: Police-reported child PMVCs during school travel times from 2000 to 2011 were mapped within 200 m of 118 elementary schools. Observers measured dangerous student morning car drop-off behaviors and number of children walking to school during one day in 2011. A composite score of school social disadvantage was obtained from the Toronto District School Board. Built environment and traffic features were mapped and included as covariates. A multivariate Poisson regression was used to model the rates of PMVC/number of children walking and dangerous student car drop-off behaviors, adjusting for the built environment and social disadvantage.Results: There were 45 child PMVCs, with 29 (64%) sustaining minor injuries resulting in emergency department visits. The mean collision rate was 2.9/10,000 children walking/year (SD = 6.7). Dangerous drop-off behaviors were observed in 104 schools (88%). In the multivariate analysis, each additional dangerous drop-off behavior was associated with a 45% increase in collision rates (incident rate ratio [IRR] = 1.45, 95% confidence interval [CI], 1.02, 2.07). Higher speed roads (IRR = 1.27, 95% CI, 1.13, 1.44) and social disadvantage (IRR = 2.99, 95% CI, 1.03, 8.68) were associated with higher collision rates.Conclusions: Dangerous student car drop-off behaviors were associated with historical nonfatal child PMVC rates during school travel times near schools. Some caution must be taken in interpreting these results due small number of events and limitations in the data collection, because collision data were collected historically over a 12-year period, whereas driving behavior was only observed on a single day in 2011. Targeted multifaceted intervention approaches related to the built environment, enforcement, and education could address dangerous drop-off behaviors near schools to reduce child PMVCs and promote safe walking to school. [ABSTRACT FROM AUTHOR]

Background. Driver confidence can be measured through concepts such as driving frequency, situational avoidance, and self-perceptions. However, it is not clear how well confidence aligns with actual driving performance. Purpose. We examined the relationship between subjective measures of confidence in driving ability and on-road performance. Method. We report findings from two studies. The first compared scores from the Older and Wiser Driver Questionnaire to an on-road driving evaluation. The second looked at the Day and Night Driving Comfort Scales and Driving Habits and Intentions Questionnaire in relation to an on-road driving evaluation. Findings. No measures of confidence in driving ability were related to on-road driving performance. Implications. Confidence in driving ability bears little relationship to on-road performance. Future research should examine approaches to foster a better match between self-assessments and actual abilities among drivers. [ABSTRACT FROM AUTHOR]

The Fitness-to-Drive Screening Measure© (FTDS) is a valid and reliable screening tool that identifies at-risk older drivers. Although 12,300 Canadians have used the FTDS in the last 2 years, the resources/recommendations targeted the U.S. context. The objective of this article is to identify the FTDS resources/recommendations appropriate for Canadian users and the barriers that Canadian stakeholders experience when promoting older driver fitness. Twenty stakeholders from three provinces (eight occupational therapists, three certified driver rehabilitation specialists, four physicians, and five members of advocacy organizations) participated in semi-structured interviews. We conducted summative and thematic content analysis. A comprehensive set of resources/recommendations was identified. Barriers to older driver fitness decisions included fear of losing the license, compromising the physician–client relationship, insufficient training/resources for health care professionals, and inadequate alternative transportation. Canadian context-specific resources/recommendations were integrated into a Canadian version of the FTDS. This version may better serve Canadian older drivers, caregivers, and health care professionals. [ABSTRACT FROM AUTHOR]

For the past few years, police officers from the City of Saguenay have been installing a billboard combined with a damaged car along roadsides to make drivers aware of the road risks related to dangerous behaviors at the wheel. To assess the short-term effect of this device, evaluative research with a quasi-experimental design with pre-exposure, during, and post-exposure. The results show a significant decrease ( p < 0.001) of 0.637 km/h for the first site (a 70 km/h zone) and 0.269 km/h for the second site (a 50 km/h zone) when the device is exposed. At the time of this last evaluation, a reduction of 1.255 km/h remained even after the advertising panel was removed. Although minimal, this speed reduction where the billboards are placed shows the police that this awareness-raising approach works since it reduces the speed of motorists at very low cost.

Purpose of the study: The Decisional Balance Scale (DBS) was developed to assess older adults' attitudes related to driving and includes both intrapersonal and interpersonal motivations for driving. This study examined the psychometric properties of the DBS ratings across 3 time points in a sample of 928 older drivers who participated in the Canadian Driving Research Initiative for Vehicular Safety in the Elderly (Candrive). Design and Methods: Measurement invariance of the DBS was assessed longitudinally and across gender. Results: Confirmatory factor analyses revealed that a two-factor model (positive and negative attitudes) for both driving beliefs related to the self and other provided a good fit to the data at each time point. Measurement invariance was supported across time and gender. Significant associations between the DBS factor scores and other driving measures (e.g., perceived driving ability and self-regulatory driving practices) provided evidence of convergent validity. Implications: The DBS appears to be a robust instrument for measuring attitudes toward driving and is recommended for continued use in future research on driving behaviors with older adults. [ABSTRACT FROM AUTHOR]

Except for Quebec, all Canadian provinces have introduced administrative laws to lower the permitted blood alcohol concentration (BAC) to .05% or .04% for driving—or having the care of—a motor vehicle. Using linear mixed effects models for longitudinal data, this study evaluates the effect of administrative BAC laws on fatal alcohol related crashes and law enforcement patterns in Canada from 1987 to 2010. Results reveal a significant decrease of 3.7% (95% C.I.: 0.9–6.5%) in fatally injured drivers with a BAC level equal or greater than .05% following the introduction of these laws. Reductions were also observed for fatally injured drivers with BAC levels greater that .08% and .15%. The introduction of administrative BAC laws led neither to significant changes in the rate of driving while impaired (DWI) incidents reported by police officers nor in the probability of being charged for DWI under the Criminal Code. [ABSTRACT FROM AUTHOR]

ABSTRACT. Aims: The purpose of this study was to examine practices used in driver assessment centers for determining fitness-to-drive (FTD) an automobile using a case-based approach. Methods: Each assessor ( N = 46; 89% of whom were occupational therapists) identified if and how they would assess each of the following cases: (1) a 35-year-old man with paraplegia; (2) a 53-year-old woman post stroke; (3) an 82-year-old man involved in a collision; and (4) a 33- year-old woman with schizophrenia. Results: Over 90% would assess cases 2 and 3, but only 72% and 62% would assess cases 4 and 1, respectively. The average number of off-road tests they would use ranged from 1 to 24 and was highest for case 2 (14 ± 4.6) and lowest for case 1 (10.6 ± 3.4). Over 75% of respondents indicated they would do an on-road test in all four cases. Conclusions: This case-based approach provided further insight into how FTD assessments and ensuing recommendations are tailored for different clientele. [ABSTRACT FROM AUTHOR]

The author presents his perspective on driving styles emphasizing on one-foot style which involves use of right foot for controlling pedals such as brake and accelerator among drivers of U.S. and Canada. He presents a summary of criticism and arguments on one-foot and two-foot styles respectively and compares the reaction time and capabilities of both. He suggests that the reaction time and clumsiness of left foot is higher than right and claims movement time for left to be slower.

The Master Activation model of attention (Michael, Vairet, and Fernandez, Capture attentionnelle en vision: La saillance, la pertinence, et la balance cortico-sous-corticale. In: G. A. Michael (ed),Neuroscience cognitive de l'attention visuelle[Cognitive Neuroscience of Visual Attention], Solal, Marseille, pp. 165–201, 2007; Michael, Lété, and Ducrot, Trajectories of Attentional Development: An Exploration with the Master Activation Map Model,Developmental Psychology, 49:615–631, 2013) was used to study visual attention and driving behaviours of younger and older drivers while parking a car. The salience and the relevance of elements present in the parking environment were manipulated during parking manoeuvres. Different effects on manoeuvring were observed depending on driver characteristics such as age and the extent of the field of view (FV). It was found that the presence of a relevant element, such as a pedestrian, impaired parking performance only among older drivers with a narrower FV. The distinct effects of salience and relevance suggest that they had different statuses in attentional processing of manoeuvring drivers. Practitioner Summary: The study investigated parking behaviour with different levels of salience and relevance of the parking environment. Younger and older drivers made parallel and perpendicular manoeuvres with high or low salience obstacles and in the absence or presence of a pedestrian on the adjacent pavement. Salience and relevance had distinct effects on manoeuvring, depending on the driver's age and FV. [ABSTRACT FROM AUTHOR]

It is clear that while transition from being a driver to being a non-driver is an important, and often negative, event in the life of older adults, there is little support available to help older adults through this transition. This study focuses on increasing our understanding of issues about driving cessation and to inform the development of educational programs to assist older adults in positively adapting to retirement from driving. A total of 201 adults over age 70 with a valid driving license completed a mailed survey containing both open and closed-ended questions. Of the 96% of participants who were current drivers, 73.4% had never considered retiring from driving. While 70.6% of participants indicated that an educational program could help people plan to retire from driving, 55.8% indicated the possibility that they would participate in such a program. Participants provided insights into the format and content of educational programs to help older adults retire from driving including coping after retirement from driving, alternative forms of transportation and how to access them, and helping to decide when to retire from driving. It is imperative for practitioners to identify ways to help older adults who are resistant to planning for retirement from driving. [ABSTRACT FROM AUTHOR]