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Older adults aged 70 and older who drive have higher crash death rates per mile driven compared to middle aged (35-54 years) adults who drive in the US. Prior studies have found that depression and or antidepressant medication use in older adults are associated with an increase in the vehicular crash rate. Using data from the prospective multi-site AAA Longitudinal Research on Aging Drivers Study, this analysis examined the independent and interdependent associations of self-reported depression and antidepressant use with driving behaviors that can increase motor vehicle crash risk such as hard braking, speeding, and night-time driving in adults over age 65. Of the 2951 participants, 6.4% reported having depression and 21.9% were on an antidepressant medication. Correcting for age, race, gender, and education level, participants on an antidepressant had increased hard braking events (1.22 [1.10-1.34]) but self-reported depression alone was not associated with changes in driving behaviors.

BACKGROUND: Dietary supplement (DS) use is common and increasing among older adults, though much data available on use frequencies are from surveys and performed cross-sectionally. This paper sought to assess the frequency and pattern of dietary supplement use among older adults over time. METHODS: A secondary analysis of data from the AAA LongROAD study, a longitudinal prospective cohort study of older adult drivers, using data from baseline and the first two years of follow up included a total of 2990 drivers aged 65-79 years recruited at five study sites across the US from July 2015 to March 2017. Participants underwent baseline and annual evaluations, which included a brown bag medication review. DS were identified and categorized according to type and key components. Prevalence and pattern of DS use over time and relationship to demographics were measured with frequency and Chi squared analyses. RESULTS: 84% of participants took at least one dietary supplement during the 2-year study period, and 55% of participants continually reported use. DS accounted for approximately 30% of the total pharmacologic-pill burden in all years. Participants who were White non-Hispanic, female, 75-79 years of age at baseline, and on more non-supplement medications took significantly more dietary supplements (P

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]

BACKGROUND: Trajectories of health-related quality of life (HRQoL) after driving cessation (DC) are thought to decline steeply, but for some, HRQoL may improve after DC. Our objective is to examine trajectories of HRQoL for individuals before and after DC. We hypothesize that for urban drivers, volunteers and those who access alternative transportation participants health may remain unchanged or improve. METHODS: This study uses data from the AAA Longitudinal Research on Aging Drivers (LongROAD) study, a prospective cohort of 2,990 older drivers (ages 65-79 at enrollment). The LongROAD study is a five-year multisite study and data collection ended October 31, 2022. Participants were recruited using a convenience sample from the health centers roster. The number of participants approached were 40,806 with 7.3% enrolling in the study. Sixty-one participants stopped driving permanently by year five and had data before and after DC. The PROMIS®-29 Adult Profile was utilized and includes: 1) Depression, 2) Anxiety, 3) Ability to Participate in Social Roles and Activities, 4) Physical Function, 5) Fatigue, 6) Pain Interference, 7) Sleep Disturbance, and 8) Numeric Pain Rating Scale. Adjusted (age, education and gender) individual growth models with 2989 participants with up to six observations from baseline to year 5 in the models (ranging from n = 15,041 to 15,300) were utilized. RESULTS: Ability to participate in social roles and activities after DC improved overall. For those who volunteered, social roles and activities declined not supporting our hypothesis. For those who accessed alternative transportation, fatigue had an initial large increase immediately following DC thus not supporting our hypothesis. Urban residents had worse function and more symptoms after DC compared to rural residents (not supporting our hypothesis) except for social roles and activities that declined steeply (supporting our hypothesis). CONCLUSIONS: Educating older adults that utilizing alternative transportation may cause initial fatigue after DC is recommended. Accessing alternative transportation to maintain social roles and activities is paramount for rural older adults after DC especially for older adults who like to volunteer.

INTRODUCTION: Frailty and low physical performance are modifiable factors and, therefore, targets for interventions aimed at delaying driving cessation (DC). The objective was to determine the impact of frailty and physical performance on DC. METHODS: Multisite prospective cohort of older drivers. The key inclusion criteria are as follows: active driver age 65-79 years, possessing a valid drivers license, without significant cognitive impairment, and driving a 1996 car or a newer model car. Of the 2,990 enrolled participants, 2,986 (99.9%) had at least one frailty or Short Physical Performance Battery (SPPB) measure and were included in this study. In total, 42% of participants were aged 65-69 years, 86% were non-Hispanic white, 53% were female, 63% were married, and 41% had a high degree of education. The Fried Frailty Phenotype and the Expanded Short Physical Performance Battery (SPPB) from the National Health and Aging Trends Study were utilized. At each annual visit, DC was assessed by the participant notifying the study team or self-reporting after no driving activity for at least 30 days, verified via GPS. Cox proportional hazard models, including time-varying covariates, were used to examine the impact of the SPPB and frailty scores on time to DC. This assessment included examining interactions by sex. RESULTS: Seventy-three participants (2.4%) stopped driving by the end of year 5. Among women with a fair SPPB score, the adjusted hazard ratio (HR) of DC was 0.26 (95% confidence interval (CI) 0.10-0.65) compared to those with a poor SPPB score. For those with a good SPPB score, the adjusted HR of DC had a p-value of

Although talk generated by health messages can spread message content and promote positive behavior change, little is known about what message features may be more likely to prompt conversation. Given theoretical and research support for sequential emotional experiences to increase the intensity of emotion and the extent of engagement with the emotional content – both of which are expected to positively influence talk and persuasion – we examined whether shifts in emotion within a health message influenced these outcomes. In a longitudinal experiment, we compared the effects of two texting while driving prevention messages containing a shift in emotional valence (negative to positive and positive to negative) with two single-valence emotional messages (negative-only and positive-only) on talk and persuasion (N = 333). Results indicated that emotional shift messages generated more talk than single-valence messages because they elicited greater emotional intensity and deeper message processing. These variables also mediated the effect of emotional shift messages on persuasion both immediately following message exposure and one week later, though intentions to avoid texting while driving immediately after message exposure had a greater influence on beliefs and behavior at the one-week follow-up than talk. These findings suggest that talk may play a more important role in spreading message content and reinforcing message-generated change rather than creating change itself. [ABSTRACT FROM AUTHOR]

Aim: Driving cessation is strongly associated with adverse health outcomes in older adults. Although numerous studies have focused on driving skill interventions for safe driving, the effects of interventions on car accidents remain unclear. We designed a randomized controlled trial to examine the effects of driving skill training on the prevention of car accidents among community‐dwelling older adults using on‐road training. Methods: A total of 1408 community‐dwelling older drivers aged ≥65 years participated in the randomized controlled trial with blinded endpoint assessment. Participants randomized to the intervention group (n = 697) underwent four sessions, with 200 min re‐training focused on the problem of driving in the older people. Controls (n = 697) received one classroom education session. On‐road driving performance was assessed by certified driving school instructors in a driving school. The primary endpoint is an incident car accident, which will be detected based on the Japanese national car accident report data, after 24 months. Discussion: This study has the potential to provide the first evidence of the effectiveness of on‐road driving skill training regarding the prevention of car accidents. If our trial results show a lower number of car accidents due to driving skill training, this kind of intervention will provide an effective method for maintaining safe driving. These results will be disseminated to the appropriate national transportation agencies to improve or modify safe driving policies and possibly extend the validity of driver's licenses for older adults. Trial Registration: UMIN‐CTR (identification number: UMIN000034709). Registered 31 October 2018. Geriatr Gerontol Int 2024; 24: 1218–1222. [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]

Introducing automated vehicles into road traffic and robots into urban public environments puts artificial agents in space-sharing conflicts with humans. Humans anticipate, avoid, and smoothly resolve space-sharing conflicts by implicit and explicit communication enabled by uniquely human shared intentionality. Smooth coordination among artificial, partly automated, teleoperated, and human agents needs to be supported by coactive design optimizing observability, predictability, and directability to foster robustness of operation. Available humans should be employed by 'wizard interfaces' to support automation, for example, in recognizing intentions, in anticipating difficulties, and in predicting for foresighted coordination. Human capabilities are not just helpful for efficiency and robustness but necessary to cope with exceptional events and failures. For quickly removing blocks and resuming operation, available humans should be employed and authorized by measures of 'shepherd raising'. Because non-human agents are at a disadvantage in public environments and potentially block operation for extended intervals if they are bullied or denied help, benevolence and cooperation are essential in hybrid societies. Cooperation in public environments is higher in functional societies and can be fostered towards artificial agents in particular by coactive design increasing trust, by influencing mindless and mindful anthropomorphism, and further determinants of reciprocal altruism. RELEVANCE STATEMENT: Embodied technologies moving as artificial agents in public environments entail challenges of coordination with human agents. Artificial agents in public environments are partially or temporarily operated by humans and should ideally function smoothly as partners in joint activities. From the perspective of Ergonomics and Human Factors, the necessity and benefits of employing humans for robustness of operation and handling exceptional events are highlighted. A range of measures for gaining and supporting human contributions are suggested. [ABSTRACT FROM AUTHOR]

Objective: To investigate the relationship between on-road driving remediation and achieving fitness to drive following acquired brain injury. Design: Randomized controlled trial. Setting: Tertiary hospital outpatient driver assessment and rehabilitation service, Australia. Participants: Thirty-five participants (54.3% male), aged 18–65 years, 41 days-20 years post-acquired brain injury (including stroke, aneurysm, traumatic brain injury) recommended for on-road driving remediation following occupational therapy driver assessment were randomly assigned to intervention (n = 18) and waitlist control (n = 17) groups. Intervention: Intervention group received on-road driving remediation delivered by a qualified driving instructor in a dual-control vehicle. The waitlist control group completed a 6 week period of no driving-related remediation. Main measure: Fitness to drive rated following the conduct of an on-road occupational therapy driver assessment with a qualified driving instructor where outcome assessors were blinded to group allocation. Results: The intervention group were significantly more likely to achieve a fit to drive recommendation than no driving specific intervention (p = 0.003). Conclusion: Following comprehensive assessment, individualized on-road driving remediation programs devised by an occupational therapist with advanced training in driver assessment and rehabilitation and delivered by a qualified driving instructor are significantly associated with achieving fitness to drive after acquired brain injury. [ABSTRACT FROM AUTHOR]

Background: Sexual violence is a major public health concern that has a detrimental impact on mental health, physical health, and academic performance. College students represent a population that is at an increased risk of experiencing sexual violence. Alcohol use, and more specifically, heavy drinking during pregaming events, is associated with increased risk of sexual violence. Studies have demonstrated that protective behavioral strategies have effectively reduced heavy drinking and the risk of alcohol-related consequences, including sexual violence victimization. Objectives: This study aims to examine the association between experiences of sexual violence in college and subsequent use of pregaming protective strategies. Results: Data from 468 college students (67% female, 33% male) were analyzed. Over 42% of participants reported experiencing sexual violence in college. While adjusting for pregaming frequency and sex, results revealed that those who reported experiencing sexual violence in college were significantly less likely to use pregaming protective behavioral strategies compared to those without such experiences. Specifically, survivors of sexual violence were less likely to report using the protective behavioral strategies of minimizing intoxication, as well as behaviors related to safety and familiarity (e.g., using a designated driver after pregaming). Conclusions: The findings have important implications for interventions aimed at empowering survivors of sexual violence. Future research should focus on understanding survivor's motives and mechanisms to use pregaming protective behavioral strategies to reduce the risk of re-victimization. [ABSTRACT FROM AUTHOR]

Introduction: While a small number of occupational therapists have additional training as driver assessors, all occupational therapists have a duty of care to address driving as an occupation. This study aimed to develop a resource to support Australian non-driver trained occupational therapists in daily practice to address driving with clients who may require on-road assessment due to a health concern. Method: A literature review and comprehensive process for the development of a driving clinical decision pathway was followed using four phases. A virtual nominal group technique was used to investigate the content validity of the driving clinical decision pathway. Purposive sampling was used to recruit two groups of occupational therapists to participate in a virtual nominal group technique. Results: A driving clinical decision pathway was developed with five key sections. The 11 participants attended 1 of 2 virtual nominal group technique for 120 minutes each, where 100% consensus was achieved with both groups relating to the content validity of the clinical decision pathway content, and ease of use. Conclusion: Driving is a meaningful goal for all adults who have health-related challenges. A comprehensive driving clinical decision pathway has been developed and made available that supports Australian non-driver trained occupational therapists to address driving as an occupation that maintains individuals' independence and public safety. [ABSTRACT FROM AUTHOR]

Driving a car is pivotal to supporting Persons with Disabilities (PwDs) independence and quality of life. The problem of reconfiguring a vehicle to meet both the PwD's needs and the (local or supranational) regulations is far from trivial since it requires the identification of the appropriate modifications and adaptations to be installed on the driver's car. However, PwDs may not be acquainted with the mechanical modification, aids, and devices installed on their cars to allow them to drive, nor may they be aware of the possible configurations available. In the Italian context, this knowledge is strictly regulated by local and European regulations, which—according to the type(s) of impairments a driver has—indicate the possible configurations for the vehicles and the aids and mechanical modifications that need to be implemented. Therefore, to support PwDs in understanding the possible modification(s) their cars could undergo, a novel knowledge-based Decision Support System (DSS) was developed with the support of the Italian National Institute for Insurance against Accidents at Work (INAIL). The DSS exploits ontological engineering to formalize the relevant information on cars' modifications, PwDs' impairments, and a rule engine to match candidate drivers with the (sets of) car configurations that can be installed on their vehicles. Thus, the proposed DSS can enable the drivers to acquire more insights on the types and functionalities of the driving aids they will use. It also supports INAIL in administering the "special driving license". [ABSTRACT FROM AUTHOR]

BACKGROUND: Professional driving requires long hours of work, uncomfortable seats, negotiating rough terrain and highways, and possibly minor repairs and other auxiliary transportation duties. Heavy vehicle drivers driving vehicles such as trucks, bulldozers, etc. due to such working structures are more prone to various musculoskeletal disorders (MSDs) and pain, which is of great concern. OBJECTIVES: In the present study, it is planned to investigate possible ergonomic risk factors such as age, weight, driving exposure, seat suspension systems, lifting heavy weights causing MSDs in drivers of various heavy vehicles. The results of the study are expected to help drivers reduce the risk of MSDs. METHODS: For the present study, the Nordic questionnaire on musculoskeletal disorders was modified and standardized and was administered to the 48 heavy vehicle drivers randomly selected to collect the data. RESULTS: The analysis divulged that over the past 12 months, lower back pain (LBP) emerged as the most dominant pain experienced by 56% of drivers, followed by knee pain (KP) (43%) and neck pain (NP) (39%) respectively. The prevalence of shoulder pain (SP) was observed to be much lower than in previous literature. The logistic regression model further revealed that increasing age, poor suspension system and poor body posture were significantly associated with lower back pain. Additionally, a poor suspension system and lifting heavy weights had significant effect on the drivers' knee pain. CONCLUSION: The results demonstrated the evident necessity for ergonomic consideration in vehicle designing and ergonomic training for heavy vehicle drivers. [ABSTRACT FROM AUTHOR]

BACKGROUND: The dimensional seat design process should consider both the users' tasks and their physical characteristics. OBJECTIVE: To use an approach for the design and evaluation of seat dimensions based on the anthropometric characteristics of the Iranian population and the requirements of tractor operators. METHODS: Some existing equations relating the seat dimensions to anthropometric characteristics were modified according to logical justifications and international standards. A new mathematical-statistical method was used to extract the equations estimating the constant seat dimensions based on the theoretical maximizing of the accommodation level. In addition, an Overall Seat Accommodation Score (OSAS) was developed to represent the mean of seat dimensions accommodation level and dimensional accommodation equality, simultaneously. RESULTS: The dimensional seat design can be affected under different conditions of adjustability, esthetic, and space limitations. However, it was shown that it is possible to improve the design of tractor seats without any significant increase in the final cost and complexity. CONCLUSION: A new approach was used for tractor seats for a sample of Iranian operators and can be used for the design and evaluation of tractor seats for other target populations. [ABSTRACT FROM AUTHOR]

BACKGROUND: The effects of traffic sign information volume (TSIV) on the visual characteristics and workload of novice and experienced drivers were investigated in this study. TSIV plays a crucial role in road traffic safety, and understanding its impact on drivers is essential for designing effective traffic sign systems. OBJECTIVE: This research aimed to compare the visual characteristics and workload of novice and experienced drivers under varying TSIV doses through simulated driving tests. The objective was to provide insights for optimizing the design of road TSIV. METHODS: Six TSIV levels were considered: S0, S1, S2, S3, S4, and S5, representing different workload levels. Participants, including both novice and experienced drivers, were involved in simulated driving scenarios with varying TSIV levels. Eye movement data was collected using an eye tracker device. The study was conducted in China, and appropriate driving simulators and equipment were utilized. RESULTS: The findings revealed several valuable results. Experienced drivers exhibited a higher proportion of saccade behavior in the 30–90 ms time period and did not show rapid saccade behavior during the 0–30 ms period, indicating superior visual search strategies. Both novice and experienced drivers demonstrated improved visual cognitive abilities at the S3 level of TSIV, which corresponds to normal and safe driving conditions. Furthermore, a majority of both groups had saccade amplitudes in the range of 0°–4°, with experienced drivers showing a slightly higher proportion. About 82% of experienced drivers had saccade behavior within the range of 0°–2°, compared to 75% of novice drivers. CONCLUSIONS: The study concludes that the S3 level of TSIV, corresponding to 30 bits/km, is optimal for both novice and experienced drivers. This level promotes better visual performance and reduces visual workload, indicating that drivers' information acquisition capacity and visual search strategies are maximized while keeping the workload associated with driving at a minimum. These findings have significant implications for enhancing driving safety. [ABSTRACT FROM AUTHOR]

From tying one's shoelaces to driving a car, complex skills involving the coordination of multiple muscles are common in everyday life; yet relatively little is known about how these skills are learned. Recent studies have shown that new sensorimotor skills involving re-mapping familiar body movements to unfamiliar outputs cannot be learned by adjusting pre-existing controllers, and that new task-specific controllers must instead be learned "de novo". To date, however, few studies have investigated de novo learning in scenarios requiring continuous and coordinated control of relatively unpractised body movements. In this study, we used a myoelectric interface to investigate how a novel controller is learned when the task involves an unpractised combination of relatively untrained continuous muscle contractions. Over five sessions on five consecutive days, participants learned to trace a series of trajectories using a computer cursor controlled by the activation of two muscles. The timing of the generated cursor trajectory and its shape relative to the target improved for conditions trained with post-trial visual feedback. Improvements in timing transferred to all untrained conditions, but improvements in shape transferred less robustly to untrained conditions requiring the trained order of muscle activation. All muscle outputs in the final session could already be generated during the first session, suggesting that participants learned the new task by improving the selection of existing motor commands. These results suggest that the novel controllers acquired during de novo learning can, in some circumstances, be constructed from components of existing controllers. Author summary: Real-world skills often involve continuous coordination of multiple muscles. Recent studies of sensorimotor skill learning have argued that these skills are not learned by adjusting existing control policies, instead requiring a new controller to be learned "de novo". It remains unclear how such controllers are learned for tasks involving unfamiliar combinations of body movements. In this study, we used a novel human-computer interface task to test this. Over five sessions, participants learned to trace a series of cursor trajectories by coordinating the activation of two muscles. We found that participants tended to reuse the same muscle contractions for trained and untrained variants of the task, and that performance improvements were attributable to improvements in the choice of muscle contractions from a pre-existing repertoire. Our results suggest that new control policies can sometimes be constructed from elements of existing ones. [ABSTRACT FROM AUTHOR]

Migrants, along with youth, stand at the forefront of gig economy in many countries. Gig work intersects with other domains of migrants' post-migration life, including career development. To substantiate "plural systems of knowledges" [Sultana, R. G. (2021). For a postcolonial turn in career guidance: The dialectic between universalisms and localisms. British Journal of Guidance & Counselling, p. 5] required for understanding such intersecting boundaries, qualitative research that prioritises migrants' local knowledges is essential. This research systemically explores the career development of New Zealand immigrants working as rideshare drivers in Australia and considers the impact of gig work on their career development through the lens of the Systems Theory Framework (STF) of career development. Using a qualitative exploratory multiple case study design, interviews were conducted with four rideshare drivers. Findings highlight the role of systemic influences in the intersections of migration with gig work and career development. The role of the STF of career development in facilitating a systemic exploration through both stages of data collection and data analysis is highlighted. [ABSTRACT FROM AUTHOR]

The Health Resources and Services Administration's (HRSA) Health Center Program provides health care to vulnerable persons across theUS, regardless of their ability to pay for health care.We examined characteristics of populations living within and outside a 30-minute drive-time to HRSA-supported health centers to establish a baseline to better understand the differences in these populations. Using a descriptive, cross-sectional study design and geographic information systems, we found that 94% of persons in the US live within a 30-minute drive-time of a health center. Of those outside a 30-minute drive-time to a health center, 11.7 million (60.11%) are rural and over 1.5 million households (20.32%) lack broadband internet access. [ABSTRACT FROM AUTHOR]

Drawing inspiration from the state‐of‐the‐art object detection framework YOLOv8, a new model termed adverse weather net (ADWNet) is proposed. To enhance the model's feature extraction capabilities, the efficient multi‐scale attention (EMA) module has been integrated into the backbone. To address the problem of information loss in fused features, Neck has been replaced with RepGDNeck. Simultaneously, to expedite the model's convergence, the bounding box's loss function has been optimized to SIoU loss. To elucidate the advantages of ADWNet in the context of adverse weather conditions, ablation studies and comparative experiments were conducted. The results indicate that although the model's parameter count increased by 18.4%, the accuracy for detecting rain, snow, and fog in adverse weather conditions improved by 22%, while the FLOPs (floating point operations) decreased by 5%. The results of the comparison experiments conducted on the WEDGE dataset show that ADWNet outperforms other object detection models in adverse weather in terms of accuracy, model parameters and FLOPs. To validate ADWNet's real‐world efficacy, data was extracted from a car recorder under adverse conditions on highways, visual inference was conducted, and its accuracy was demonstrated in interpreting real‐world scenarios. The config files are available at https://github.com/Xinyun‐Feng/ADWNet. [ABSTRACT FROM AUTHOR]

Background: Road traffic injuries are the major health problems and leading cause of death and injury around the world. This study was conducted in order to observe the pattern of external injuries and internal injuries. In many set ups there may not be adequate facilities for investigations like imaging. If it is possible to know the common patterns in external and internal injuries it would be possible to give appropriate care and prioritise the treatment. Methods: An autopsy based prospective study was conducted during the period 2011 to 2013 in the Department of Forensic Medicine after obtaining ethical clearance The pattern of external and visceral injuries in cases of motorised two wheeler accidents were observed and documented. Conclusion: Out of 37 cases examined at autopsy Among external injuries Abrasions are commonly seen involving the whole body. Among Visceral injuries Contusions are seen more in Lungs followed by Kidney Spleen, Heart and Liver.Among laceration Liver has the most followed by lung and Spleen. [ABSTRACT FROM AUTHOR]

Emotion is an important factor that can lead to the occurrence of aggressive driving. This paper proposes an association rule mining-based method for analysing contributing factors associated with aggressive driving behaviour among online car-hailing drivers. We collected drivers' emotion data in real time in a natural driving setting. The findings show that 29 of the top 50 association rules for aggressive driving are related to emotions, revealing a strong relationship between driver emotions and aggressive driving behaviour. The emotions of anger, surprised, happy and disgusted are frequently associated with aggressive driving behaviour. Negative emotions combined with other factors (for example, driving at high speeds and high acceleration rates and with no passengers in the vehicle) are more likely to lead to aggressive driving behaviour than negative emotions alone. The results of this study provide practical implications for the supervision and training of car-hailing drivers. PRACTITIONER SUMMARY: Based on the association rule mining method, we found a close connection between drivers' emotional states and the manifestation of aggressive driving behaviours. The findings indicate that the combination of negative emotions and various contributing factors significantly amplifies the likelihood of aggressive driving. [ABSTRACT FROM AUTHOR]

Driving in urban areas can be challenging and encounter acute stress. To detect driver stress, collecting data on real roads without interfering the driver is preferred. A smartphone-based data collection protocol was developed to support a naturalistic driving study. Sixty-one participants drove on predetermined real road routes, and driving information as well as physiological, psychological, and facial data were collected. The algorithm identified potentially stressful events based on the collected data. Participants classified these events as low, medium, or highly stressful events by watching recorded videos after the experiment. These events were then used to train prediction models. The best model achieved an accuracy of 92.5% in classifying low/medium/highly stressful events. The contribution of physiological, psychological, and facial expression indices and individual profile information was evaluated. The method can be applied to visualise the geographical distribution of stressors, monitor driver behaviour, and help drivers regulate their driving habits. Practitioner Summary: The data collection protocol for driving on real roads and the stressful event identification method could potentially be applied for in-vehicle driver status monitoring and stress intervention. [ABSTRACT FROM AUTHOR]

Motorcycles have the highest rate of vehicle collisions in Thailand, causing deaths, injuries, and disability--this quasi-experimental study aimed to test gamification's effectiveness in preventing risky motorcycle driving behaviors. The participants were senior secondary school students in Bangkok who used motorcycles daily to travel between home and school. Students in grade 11 and in two classrooms were randomly selected and assigned to experimental and control groups. Then, random sampling was used to select the participants who met the inclusion criteria in the experimental group (n = 37) receiving the behavioral risk prevention program using gamification for six weeks and the control group (n = 38) receiving a regular program from school. Questionnaires used for data collection were the Demographic and Motor Cycle Related Behavior and Experience Form, the Prevention Motivation Questionnaire, and the Intention of Driving Safety Questionnaire. Descriptive, and paired and independent t-tests were used to analyze the data. The results revealed that the mean score of prevention motivation and the intention of driving safety in the experimental group after receiving the program were significantly higher than before receiving the intervention program and significantly higher than the control group. This study underscores the potential of using gamification to prevent adolescent motorcycle accidents. However, further research is necessary to evaluate the program's long-term effectiveness in different settings. Moreover, it highlights the importance of reinforcing training and licensing for motorcycle driving among adolescents. [ABSTRACT FROM AUTHOR]

Purpose: A growing body of research indicates a correlation between occupational exposure, particularly among individuals in driving-related occupations, and the incidence of low back pain (LBP). Methods: Databases were systematically searched, including PubMed, Embase, Web of Science, Cochrane Library, and SinoMed, from their inception through December 2023 for relevant studies of the prevalence and risk factors of LBP among professional drivers. Subsequent meta-analyses were performed utilizing Stata 17.0 and RevMan 5.4 software, while risk factor indicators were assessed using the Grading of Recommendations, Assessment, Development and Evaluation evidence quality grading system. Results: A systematic review and meta-analysis comprising 19 studies involving 7,723 patients indicated that the incidence of LBP among drivers was 39% (95% confidence interval [CI] 0.20–0.57) in the past 7 days and 53% (95% CI 0.43–0.63) in the past 12 months. A subgroup analysis revealed a prevalence of 48% (95% CI 0.33–0.64) in 2005–2015 and 56% (95% CI 0.42–0.70) in 2016–2023. Among the identified factors, robust evidence highlighted age ≥ 41 years (odds ratio [OR] = 2.10; 95% CI 1.36–3.24; P = 0.0008), alcohol consumption (OR = 1.75; 95% CI 1.31–2.34; P = 0.0001), sleeping < 6 h/night (OR = 1.60; 95% CI 1.13–2.24; P = 0.007), uncomfortable seating (OR = 1.71; 95% CI 1.23–2.36; P = 0.001), improper driving posture (OR = 2.37; 95% CI 1.91–2.94; P < 0.00001), and manual handling (OR = 2.23; 95% CI 1.72–2.88; P < 0.00001) as significant risk factors for LBP. There was moderate evidence of a lack of exercise (OR = 1.78; 95% CI 1.37–2.31; P < 0.0001), working > 10 h/day (OR = 2.49; 95% CI 1.89–3.28; P < 0.00001), > 5 years' driving experience (OR = 2.12; 95% CI 1.66–2.69; P < 0.00001), a lack of back support (OR = 1.81; 95% CI 1.25–2.62; P = 0.002), high work-related pressure (OR = 2.04; 95% CI 1.59–2.61; P < 0.00001), and job dissatisfaction (OR = 1.57; 95% CI 1.23–2.01; P = 0.0003) as moderate risk factors. There was no evidence of body mass index or smoking as risk factors for LBP among professional drivers. Conclusion: The current evidence indicates an increasing annual trend in the prevalence of LBP among professional drivers. Factors including age ≥ 41 years, alcohol consumption, and sleeping < 6 h/night were among the 12 influential factors contributing to LBP in professional drivers. Enhancing awareness of these factors and formulating targeted preventive strategies may be beneficial. [ABSTRACT FROM AUTHOR]

Background: Head injuries are the most common cause of death in some motorized vehicles for which helmet use can significantly decrease the risk. Our objective was to determine rural adolescents' attitudes regarding helmets and their use while riding ATVs, motorcycles and dirt bikes. Methods: A convenience sample of 2022 Iowa FFA (formerly Future Farmers of America) Leadership Conference attendees were surveyed. After compilation, data were imported into the statistical program, R (https://www.R-project.org/). Descriptive statistics, contingency table, logistic regression and non-parametric alternatives to ANOVA analyses were performed. Results: 1331 adolescents (13–18 years) participated. One half lived on a farm, 21% lived in the country/not on a farm and 28% were from towns. Nearly two-thirds (65%) owned an ATV with 77% of all having ridden one in the past year. Farm residents had the highest ATV ownership (78%) and having ridden (80%) proportions, both p < 0.001. Overall, ownership and ridership for motorcycles (22% and 30%, respectively) and dirt bikes (29% and 39%, respectively) was significantly less than ATVs, all p < 0.001. Of ATV riders, those living on farms or in the country/not on a farm rode them more frequently than those from towns, p < 0.001. Higher percentages always/mostly wore helmets when riding dirt bikes (51%) and motorcycles (57%) relative to ATVs (21%), p < 0.001. Those from farms had lower proportions wearing helmets versus those living elsewhere for all vehicles. Helmet use importance ratings (1–10, 10 high) were not different for motorcycles (mean 8.6, median 10) and dirt bikes (mean 8.3, median 10), but much lower for ATVs (mean 6.1, median 6). Females, non-owners, and helmet law supporters all had higher helmet use importance ratings. Males, those from farms, and owners and riders of the vehicles all had lower proportions that supported helmet laws. Support for helmet laws was significantly lower for ATVs (30.7%) than dirt bikes (56.3%) or motorcycles (72.3%), both p < 0.001. Those whose families had strict ATV "No Helmet, No Riding" rules had much higher helmet use and helmet importance ratings. Conclusions: Our study indicates that the safety culture surrounding helmet use is relatively poor among rural adolescents, especially on farms, and deserves targeted interventions. [ABSTRACT FROM AUTHOR]

Background Visual fields are important for postural stability and ability to manoeuvre around objects. Objective Examine the association between visual field loss and falls requiring hospitalisation in adults aged 50 +. Methods Older adults aged 50+ with and without visual field loss were identified using a fields database obtained from a cross-section of ophthalmologists' practices in Western Australia (WA). Data were linked to the Hospital Morbidity Data Collection and WA Hospital Mortality System to identify participants who experienced falls-related hospitalisations between 1990 and 2019. A generalised linear negative binomial regression model examined the association between falls requiring hospitalisation for those with and without field loss, based on the better eye mean deviation (mild: −2 to –6 dB, moderate: −6.01 dB to –12 dB, severe < −12.01 dB) in the most contemporaneous visual field test (3 years prior or if not available, 2 years after the fall), after adjusting for potential confounders. Results A total of 31 021 unique individuals of whom 6054 (19.5%) experienced 11 818 falls requiring hospitalisation during a median observation time of 14.1 years. Only mean deviation index of <−12.01 dB (severe) was significantly associated with an increased rate of falls requiring hospitalisations by 14% (adjusted IRR 1.14, 95% CI 1.0–1.25) compared with no field loss, after adjusting for potential confounders. Other factors included age, with those aged 80+ having an increased rate (IRR 29.16, 95% CI 21.39–39.84), other comorbid conditions (IRR 1.49, 95% CI 1.38–1.60) and diabetes (IRR 1.25, 95% CI 1.14–1.37). Previous cataract surgery was associated with a decreased rate of falls that required hospitalisations by 13% (IRR 0.87, 95% CI 0.81–0.95) compared with those who did not have cataract surgery. Conclusion The findings highlight the importance of continuous clinical monitoring of visual field loss and injury prevention strategies for older adults with visual field loss. [ABSTRACT FROM AUTHOR]

Background: Insomnia is more common as people age. Several common hypnotics used to treat insomnia often do not adequately alleviate sleep issues in older adults and may be associated with negative residual effects such as an increased risk of falls, cognitive impairment, automobile accidents, and lack of response to auditory stimuli. The objective of these analyses of three clinical studies was to investigate the efficacy and safety of the dual orexin-receptor antagonist lemborexant (LEM) in older adults. Methods: Study E2006-G000-304 (Study 304; NCT02783729) was a randomized, double-blind, placebo (PBO)-controlled, active-comparator trial where subjects with insomnia disorder received LEM 5 mg (LEM5), LEM 10 mg (LEM10), zolpidem tartrate extended-release 6.25 mg (ZOL), or PBO for 30 days. In crossover Study E2006-E044-106 (Study 106; NCT02583451), healthy subjects (good sleepers) received LEM 2.5 mg, LEM5, LEM10, or PBO for eight nights or zopiclone on days 1 and 8 (and PBO on days 2–7). In crossover Study E2006-A001-108 (Study 108; NCT03008447), healthy subjects received a single dose of LEM5, LEM10, PBO, or ZOL. Sleep assessments included polysomnography-based latency to persistent sleep (LPS), wake after sleep onset (WASO), WASO in the second half of the night (WASO2H), sleep efficiency, postural stability, middle-of-the-night and next-day cognitive performance, middle-of-the-night auditory awakening threshold and return-to-sleep latency, and driving performance. Results: Overall, 453 of 1006 (45%; Study 304), 24 of 48 (50%; Study 106), and 28 of 56 (50%; Study 108) subjects were aged ≥ 65 years. In Study 304, LEM decreased (improved) LPS, WASO, and WASO2H from baseline more than ZOL and PBO; subjects treated with LEM had greater increases in sleep efficiency (improved) than with ZOL or PBO. In both Studies 304 and 108, postural stability was not impaired at waketime in subjects who received LEM compared with PBO. At waketime, LEM did not impair memory compared with PBO. In Study 108, following middle-of-the-night awakening, LEM and ZOL did not affect subjects' ability to awaken to auditory stimuli; LEM did not affect tests of memory and attention. In Study 106, LEM did not impair next-day driving performance in healthy elderly compared with PBO. LEM was well tolerated in subjects aged ≥ 65 years. Conclusions: LEM provided benefits on sleep variables without next-morning residual effects in subjects aged ≥ 65 years, supporting LEM as a treatment option for older adults with insomnia. Trial Registration Numbers and Dates of Registration: Study 304: ClinicalTrials.gov identifier, NCT02783729, date of registration, 26 May 2016. Study 106: ClinicalTrials.gov identifier, NCT02583451, date of registration, 22 October 2015. Study 108: ClinicalTrials.gov identifier, NCT03008447, date of registration, 2 January 2017. Plain Language Summary: The prevalence of insomnia increases with age; however, some hypnotics used for treating insomnia do not adequately resolve sleep problems in older adults and may be associated with adverse residual effects. Specifically, some hypnotics pose safety concerns in this population of patients who are generally more vulnerable to treatment-related effects, including increasing the risk of falls, risks of cognitive impairment, automobile accidents, and unresponsiveness to auditory stimuli. Safer and more effective insomnia medications are needed to reduce sleep problems with improved side-effect profiles. This analysis of lemborexant clinical studies conducted in adult subjects at least 65 years old found the drug to be effective without impairing memory, attention or balance the following day compared with placebo. These subjects were normal sleepers (for age) or had insomnia disorder. Furthermore, lemborexant was not associated with impaired ability to drive the next morning or awaken to loud middle-of-the-night sounds. Lemborexant was well tolerated in these older adults, similar to findings for adults aged at least 18 years. These findings indicate that lemborexant may be an appropriate treatment option for insomnia in older adults. [ABSTRACT FROM AUTHOR]

Purpose: Audiological services are underused, possibly because patients need to drive long distances to see a provider. In this study, we measured the association of drive times to the nearest audiologist with population density, income, ethnicity, race, and distance to the nearest audiology graduate program. Method: Drive times for each census block group to the nearest audiologist were measured using census data, the National Provider Identifier Registry, and a geographic analyzing tool called ArcGIS for all block groups within the United States. The association between drive times and population density, income, ethnicity, race, and audiology program distance was evaluated with a population density--matched case--control study and multiple linear regression analyses. Results: Approximately 5.29 million Americans need to drive at least 1 hr to visit their closest audiologist. The 10% most rural-dwelling Americans drive an average of 33.8 min. The population density--matched case--control study demonstrated that percent below poverty, percent identifying as Hispanic, and travel times to the nearest audiology program were all significantly higher in census block groups with high drive times to the nearest audiologist. An average of 7.96% of individuals in census block groups with low drive times identified as Hispanic, but 18.8% identified as Hispanic in high drive time groups. The multiple linear regression showed that the effect of demographics and distance to the nearest audiology program was highest in rural areas. In both analyses, adjusting for poverty did not drastically change the effect of percent identifying as Hispanic on drive times. Conclusions: Long drive times restrict access to audiological care for those who live in rural areas. This restriction disproportionately affects those in rural areas who identify as Hispanic or have low income. [ABSTRACT FROM AUTHOR]

The validity of driving simulators is a topic that has been addressed ever since their first use. In practice, a comparison of field data and simulator data is often used for validation purposes. A systematic literature search was conducted which identified large heterogeneity in both study designs and statistical methods used in research on simulator validity. Most of the included studies concluded simulator validity (thus equivalence of field data and simulator data) from non-significant results in Null-Hypothesis Significance Testing (NHST), which is a well-known yet somewhat controversial practice. In this work, the consequences of both study design choice and the choice of the statistical method are outlined and alternatives such as using Bayes factor hypothesis testing and equivalence tests are discussed and applied to a real data example. The present paper is intended to shed light on the influence of the statistical method on conclusions drawn from experimental data. For research on driving simulator validity, we highly encourage the use of equivalence tests or Bayes factor hypothesis tests, in particular when evidence of the data suggests that an effect might be absent. [ABSTRACT FROM AUTHOR]

COVID-19 altered travel patterns in the U.S. Studies have analyzed the effect of the pandemic on travel mode, including working from home, but few have focused on automobile ownership—a relationship with potentially long-term consequences for accessibility, household budgets and debt, and policy efforts to meet climate goals. To understand the association between the pandemic and automobile ownership, we rely on a unique credit panel dataset from Experian and examine three different automobile loan-related outcome measures: annualized growth rate of new automobile loan balances, average new loan size, and the number of new loans. We focus specifically on changes across loans in neighborhoods by race/ethnicity, hypothesizing larger increases in automobile debt in Black and Latino/a neighborhoods, where workers are less likely to be able to telework. The annualized growth rate of new automobile loans increased during the pandemic across all neighborhoods by race/ethnicity, increasing most rapidly in Latino/a neighborhoods. Controlling for other factors, loan size increased similarly across neighborhoods by race/ethnicity. The increase in automobile lending in Latino/a neighborhoods, therefore, likely was explained by a significant uptick in the number of new loans. The growth in automobile lending during the pandemic was potentially prompted by pandemic-induced changes in the need for automobiles and facilitated by an expanded social safety net. As the pandemic and its various forms of public financial assistance recede, the findings underscore the importance of ongoing assistance in enabling automobile ownership or shared access among households with limited means whose livelihoods depend on the access that vehicles provide. • Annualized growth rates of new automobile loans increased during the COVID-19 pandemic across all neighborhoods. • Annualized growth rates of new automobile loans increased most rapidly in Latino/a neighborhoods. • New automobile loan size increased similarly across neighborhoods by race/ethnicity. • The increase in lending in Latino/a neighborhoods likely was due to a significant uptick in the number of new loans. • Policies should enable automobile ownership or shared access among poor households whose livelihoods depend on this access. [ABSTRACT FROM AUTHOR]

Importance: Although the Assessment of Motor and Process Skills (AMPS) is an excellent tool for evaluating the functional performance of instrumental activities of daily living (IADLs), a limited number of studies have used the AMPS for decisions regarding the IADL of fitness to drive and community mobility. Objective: To determine the specificity and sensitivity of the AMPS as a tool for determining a person's fitness to drive. Design: Cross-sectional observational design. Setting: Three driving rehabilitation programs in three states. Participants: Participants were 388 community-living adults (M age = 68.74 yr, SD = 11.53); 196 adults were recruited before completing a comprehensive driving evaluation, and 192 were recruited in two other studies of older drivers. Outcome and Measures: AMPS and results of comprehensive driving evaluation or on-road assessment. Results: Using a logistical regression, AMPS Motor and Process Skills scores yielded a sensitivity of 84.6% and a specificity of 88.8%. The odds ratio of the AMPS Motor Skills score was.347; for the AMPS Process Skills score, it was.014. Using cross-validations, the model with AMPS Motor and Process scores produced a cross-validation area under the curve of.918, with sensitivity and specificity of 84.6% and 88.4%, respectively, and a probability greater than.334 was used for predicting a fail or drive-with-restriction evaluation. Conclusions and Relevance: The AMPS Motor and Process Skills scores revealed significant differences between those who failed or had driving restrictions and with those who passed the driving evaluation, which supported the AMPS as an effective tool for predicting fitness to drive. Plain-Language Summary: This study demonstrates how the Assessment of Motor and Process Skills (AMPS), as a top-down occupational therapy assessment tool, can be used to differentiate between medically at-risk drivers who are likely to pass a comprehensive driving evaluation and those who are likely to fail or need restrictions. AMPS will assist occupational therapy practitioners in determining who is most appropriate to receive driving rehabilitation services and/or when to refer a person for a comprehensive driving evaluation. This study found that the Assessment of Motor and Process Skills (AMPS) can be used to differentiate between medically at-risk drivers who are likely to pass a comprehensive driving evaluation and those who are likely to fail or need restrictions. [ABSTRACT FROM AUTHOR]

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Decisions about driving retirement are difficult for older adults, their families, and health care providers. A large randomized trial found that an existing online Healthwise decision aid decreased decision conflict and increased knowledge about driving decisions. This study sought to discover how, when, and where the tool might be most effective for older drivers, their family members, and their health care providers. We used one-on-one, semistructured interviews (June–December 2023) to explore perspectives on the content of the Healthwise online driving decision aid and its potential use. Participants were health care providers or subject matter experts in older driver research or policy. Transcribed interviews were coded and analyzed with a team-based approach to identify emerging themes. Across interviews (16 health care providers; 15 experts), emerging themes related to considerations (barriers, benefits, and settings for use) that were (1) individual or interpersonal or (2) institutional or cultural, as well as feedback on (3) decision aid content and structure. Findings included concerns over agism and damaging provider–patient relationships, along with identified benefits of integrating tools into electronic health records and a need for consolidated, easy-to-access resources for both providers and patients. Attention to individual, interpersonal, institutional, and cultural factors may enhance the use and dissemination of an online decision aid about driving, as well as its effectiveness in decision making. Future work should include views of additional stakeholders and studies on implementation of decision aids into real-world settings. [ABSTRACT FROM AUTHOR]

Background: During the COVID-19 pandemic, older adults were considered one of the most vulnerable groups as they faced obstacles when traveling for daily activities. This study examined the impact of the pandemic on travel behaviors among older adults, aiming to shed light on the challenges they faced and potential strategies for support. Methods: We conducted semi-structured, individual interviews with older adults. The data were analyzed using thematic analysis. In addition, their trip frequencies and usage of different transportation modes were descriptively analyzed. Results: While the participants reduced overall trip frequency during the pandemic, they were more observant when discussing essential needs. Study participants emphasized their reliance on family members for rides to essential destinations. Non-drivers faced added stressors and fears, particularly regarding safety measures and hygiene protocols on public transportation. Several individuals embraced ride-hailing services as a viable transportation solution, indicating benefits such as reduced exposure to crowded public transit and increased convenience. Conclusions: Macro-level efforts should include supplementary technological and transportation assistance services, along with increased awareness of safety protocols within public transit. These initiatives are expected to enhance the accessibility of existing mobility systems for older adults. [ABSTRACT FROM AUTHOR]

The way the road transport system is developed in a country affects safety. This study aims to identify the roles and relationships of road transport stakeholders and to explore the understanding of control and feedback mechanisms and associated gaps influencing road safety. A System-Theoretic Accident Model and Processes (STAMP) model was applied to document and interview data (n = 30). Participants emphasised the hindrance of overlapping mandates among stakeholders on the road transport system's operations and underlined the roles of coalitions for road safety as system enablers. Further, the withdrawal of some controls by international agencies can increase system vulnerability. Most importantly, critical control and feedback gaps were shown to increase risks for safety within the road transport system. The findings underscore the complexity of the road transport system and add to the discussion on a system's approach to road safety. Practitioner summary: Using a STAMP methodology, we extensively studied the road transport system in Tanzania. Road transport stakeholders were identified through the review of documents, interviews were conducted, and the main findings were discussed. Control and feedback mechanisms and associated gaps were critically presented, recommendations were proposed, and policy implications were suggested. [ABSTRACT FROM AUTHOR]

Objectives. For several years, the so-called 'gig economy' has kept transforming urban transportation dynamics. However, the literature has often overlooked the demanding, stressful and safety-compromising conditions under which delivery riders carry out their occupational tasks. This research aimed to examine whether fatigue acts as a mediating mechanism in the complex relationships among job settings, stress-related psychosocial factors at work and the occurrence of occupational traffic crashes among two-wheeled food delivery riders. Methods. This cross-sectional study field-surveyed 248 food delivery riders operating across various platforms. Participants responded to a questionnaire on work features, psychosocial factors and occupational safety issues. The data underwent both descriptive analyses and structural equation modeling (SEM). Results. As hypothesized, the occupational (riding) crashes of food delivery riders can be largely explained through work-related fatigue, which exerts a full mediation between job settings, stress-related factors and riding safety outcomes. Conclusions. These results highlight fatigue as a significant yet overlooked threat in this occupation, emphasizing the need to connect stress-related conditions with safety incidents, a relationship not previously explored among delivery riders. Moreover, our findings stress the necessity for policies and interventions targeting stress and fatigue management to improve occupational health and road safety in the gig economy era. [ABSTRACT FROM AUTHOR]

Evaluating the driving ability of a vehicle is important in the development of in-vehicle systems and the training of driving skills. Driving ability has been investigated extensively in terms of recognition, judgment, and operation. However, the role of the brain in advanced driving operations within the limits of vehicle performance has not been thoroughly investigated. In this study, we perform functional magnetic resonance imaging to evaluate brain functions associated with advanced driving skills when drivers are shown a video of cornering involving a vehicle slipping sideways. Based on the results, the skilled driver group indicates broad activity in both the right and left parietal associations, right-side primary somatosensory, left-side premotor, and supplementary motor areas. Because the premotor cortex is a region involved in the execution of movement, whereas the supplementary motor cortex is a region involved in spontaneous movement, it is assumed that the skilled drivers visualized the driving operation, and that the brain functions necessary for the operation are activated. These findings indicate that drivers with high skill levels exhibit distinctive brain activities. We believe that a further understanding regarding the brains of skilled drivers will facilitate the development of in-vehicle control that incorporates high driving skills and training. [ABSTRACT FROM AUTHOR]

Skraaning and Jamieson's (2023) article defines, provides examples, and offers a taxonomy for automation failures. They also invite others to apply their concepts to other domains. Driving automation systems along with their myriad of failures provide the perfect test case. This article defines, characterizes, and discusses prevention mechanisms for driving automation system failures. By combining Skraaning and Jamieson's (2023) original taxonomy with characterizations and prevention mechanisms of driving automation system failures, their work is extended and substantiated. [ABSTRACT FROM AUTHOR]

In this study, we evaluated and forecasted the cumulative opportunities for residents to access radiotherapy services in Cali, Colombia, while accounting for traffic congestion, using a new people-centred methodology with an equity focus. Furthermore, we identified 1–2 optimal locations where new services would maximise accessibility. We utilised open data and publicly available big data. Cali is one of South America's cities most impacted by traffic congestion. Methodology: Using a people-centred approach, we tested a web-based digital platform developed through an iterative participatory design. The platform integrates open data, including the location of radiotherapy services, the disaggregated sociodemographic microdata for the population and places of residence, and big data for travel times from Google Distance Matrix API. We used genetic algorithms to identify optimal locations for new services. We predicted accessibility cumulative opportunities (ACO) for traffic ranging from peak congestion to free-flow conditions with hourly assessments for 6–12 July 2020 and 23–29 November 2020. The interactive digital platform is openly available. Primary and secondary outcomes: We present descriptive statistics and population distribution heatmaps based on 20-min accessibility cumulative opportunities (ACO) isochrones for car journeys. There is no set national or international standard for these travel time thresholds. Most key informants found the 20-min threshold reasonable. These isochrones connect the population-weighted centroid of the traffic analysis zone at the place of residence to the corresponding zone of the radiotherapy service with the shortest travel time under varying traffic conditions ranging from free-flow to peak-traffic congestion levels. Additionally, we conducted a time-series bivariate analysis to assess geographical accessibility based on economic stratum. We identify 1–2 optimal locations where new services would maximize the 20-min ACO during peak-traffic congestion. Results: Traffic congestion significantly diminished accessibility to radiotherapy services, particularly affecting vulnerable populations. For instance, urban 20-min ACO by car dropped from 91% of Cali's urban population within a 20-min journey to the service during free-flow traffic to 31% during peak traffic for the week of 6–12 July 2020. Percentages represent the population within a 20-min journey by car from their residence to a radiotherapy service. Specific ethnic groups, individuals with lower educational attainment, and residents on the outskirts of Cali experienced disproportionate effects, with accessibility decreasing to 11% during peak traffic compared to 81% during free-flow traffic for low-income households. We predict that strategically adding sufficient services in 1–2 locations in eastern Cali would notably enhance accessibility and reduce inequities. The recommended locations for new services remained consistent in both of our measurements. These findings underscore the significance of prioritising equity and comprehensive care in healthcare accessibility. They also offer a practical approach to optimising service locations to mitigate disparities. Expanding this approach to encompass other transportation modes, services, and cities, or updating measurements, is feasible and affordable. The new approach and data are particularly relevant for planning authorities and urban development actors. [ABSTRACT FROM AUTHOR]