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The research focuses on the methodology of preparing a concept and application scenarios for alternative sources of energy in transportation. The ideas and interpretations are not strictly limited to automobile transport but also reach into other areas of using and processing energy. The conceptual approach to the choice of sources, with the aim of securing the efficient use of energy conversion, is illustrated on the model embodiment embedded in a passenger car; the relevant presentation is centered on an experiment focusing on the linear arrangement of a driven electromagnetic generator. This involves generating and collecting energy for not only the accumulation of electrical energy using relatively independent systems, but also for direct use within driving needs. In the modeled example, the supplied energy is assumed to be in a range of constant power from p = 10 W to 50 kW (200 kW). The given example of the design of the choice of energy conversion sources and the use of generators in a passenger car shows the possibilities, limitations, and variants for demonstrating the requirements relating to a simple driving mode. The application of a linear or cylindrical internal combustion engine is considered for a specific set mode of the car. Variants of suitable uses of the accumulated energy in compressed air are proposed. The use of light and thermal forms of energy is considered for additional forms. As an experimental example, the use of generators derived from vibration harvesters is shown. The proposed energy generation arrangement can be controlled and optimized for specific transport tasks. The generation and accumulation of energy can be employed in the form of electrical energy, as kinetic energy for direct use in driving, or to accumulate in compressed air for later use. Solar energy can be used directly or can be accumulated. The combustion unit can serve as a source of kinetic energy or also to store energy for further use. The concept of alternative sources is based on known methods of use in other industries. The model combination of resources and its simple analysis in the concept of resource selection is demonstrated on an example of an application in passenger cars. [ABSTRACT FROM AUTHOR]

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Accident analyses repeatedly reported the considerable contribution of run-offroad incidents to fatalities in road traffic, and despite considerable advances in assistive technologies to mitigate devastating consequences, little insight into the drivers' brain response during such accident scenarios has been gained. While various literature documents neural correlates to steering motion, the driver's mental state, and the impact of distraction and fatigue on driving performance, the cortical substrate of continuous deviations of a car from the road - i.e., how the brain represents a varying discrepancy between the intended and observed car position and subsequently assigns customized levels of corrective measures - remains unclear. Furthermore, the superposition of multiple subprocesses, such as visual and erroneous feedback processing, performance monitoring, or motor control, complicates a clear interpretation of engaged brain regions within car driving tasks. In the present study, we thus attempted to disentangle these subprocesses, employing passive and active steering conditions within both error-free and error-prone vehicle operation conditions. We recorded EEG signals of 26 participants in 13 sessions, simultaneously measuring pairs of Executors (actively steering) and Observers (strictly observing) during a car driving task. We observed common brain patterns in the Executors regardless of error-free or error-prone vehicle operation, albeit with a shift in spectral activity from motor beta to occipital alpha oscillations within erroneous conditions. Further, significant frontocentral differences between Observers and Executors, tracing back to the caudal anterior cingulate cortex, arose during active steering conditions, indicating increased levels of motor-behavioral cognitive control. Finally, we present regression results of both the steering signal and the car position, indicating that a regression of continuous deviations from the road utilizing the EEG might be feasible. [ABSTRACT FROM AUTHOR]

Adel Alshahrani,1 Hussain Saleh H Ghulam,1 Raee S Alqhtani,1 Yousef Hamad Hassan Al Sharyah,1 Hashim Ahmed,1 Aafreen Aafreen,2 Abdur Raheem Khan,2 Ashfaque Khan,2 Ausaf Ahmad3 1Department of Medical Rehabilitation Sciences-Physiotherapy Program, College of Applied Medical Sciences, Najran University, Najran, 55461, Saudi Arabia; 2Department of Physiotherapy, Integral University, Lucknow, India; 3Department of Community Medicine, IIMSR, Integral University, Lucknow, IndiaCorrespondence: Abdur Raheem Khan, Department of Physiotherapy, Integral University, Lucknow, India, Tel +9616739965, Email abdul.fortis@gmail.comPurpose: Prolonged sitting during driving is linked to neck pain, uncomfortable body positions, and repetitive motions. Recognizing these challenges, this study aimed to investigate Cervical Health Parameters in Car Drivers.Methods: The sample consisted of 160 car drivers between 25 and 45 years. This subject was then divided into two groups based on neck pain. Participants met the required criteria, such as being between 25– 45 years of age, maintaining a BMI of 18– 24, and driving for at least 2 hours each day for at least 3– 5 years. To evaluate the results, we employed a clinometer and compass app on a smartphone to measure the Cervical Range of Motion (CROM). We used Surgimap software to estimate the Craniovertebral Angle (CVA), and a (Cervical range of motion) CROM device was used for proprioception assessment.Results: The result shows the participants in neck pain group displayed lower Cervical Range of Motion (CROM) values than without neck Pain Group. Similarly, the Craniovertebral Angle (CVA) was smaller in the neck Pain Group (mean difference of − 6.3°), indicating a more forward head posture. Neck pain resulted in a mean difference of − 4.5° in proprioception accuracy. This indicates that neck pain affects CROM, CVA, and proprioception in car drivers.Conclusion: Car driving significantly impacts cervical parameters in individuals with neck pain, reducing cervical range of motion, altered craniovertebral angle, and diminished proprioceptive accuracy. These findings emphasize the need for ergonomic interventions and proprioceptive training tailored for drivers. Future research should broaden demographic parameters and consider potential confounders to provide a holistic understanding of the relationship between car driving and neck health.Keywords: car driving, cervical range of motion, craniovertebral angle, proprioception, neck pain

Accident analyses repeatedly reported the considerable contribution of run-off-road incidents to fatalities in road traffic, and despite considerable advances in assistive technologies to mitigate devastating consequences, little insight into the drivers’ brain response during such accident scenarios has been gained. While various literature documents neural correlates to steering motion, the driver’s mental state, and the impact of distraction and fatigue on driving performance, the cortical substrate of continuous deviations of a car from the road – i.e., how the brain represents a varying discrepancy between the intended and observed car position and subsequently assigns customized levels of corrective measures – remains unclear. Furthermore, the superposition of multiple subprocesses, such as visual and erroneous feedback processing, performance monitoring, or motor control, complicates a clear interpretation of engaged brain regions within car driving tasks. In the present study, we thus attempted to disentangle these subprocesses, employing passive and active steering conditions within both error-free and error-prone vehicle operation conditions. We recorded EEG signals of 26 participants in 13 sessions, simultaneously measuring pairs of Executors (actively steering) and Observers (strictly observing) during a car driving task. We observed common brain patterns in the Executors regardless of error-free or error-prone vehicle operation, albeit with a shift in spectral activity from motor beta to occipital alpha oscillations within erroneous conditions. Further, significant frontocentral differences between Observers and Executors, tracing back to the caudal anterior cingulate cortex, arose during active steering conditions, indicating increased levels of motor-behavioral cognitive control. Finally, we present regression results of both the steering signal and the car position, indicating that a regression of continuous deviations from the road utilizing the EEG might be feasible.

Lane Departure Warning Systems (LDWS) generate a warning in case of imminent lane departure. LDWS have proven to be effective and associated human-machine cooperation modelled. In this study, LDWS acceptance and its impact on visual and steering behaviour have been investigated over 6 weeks for novice and experienced drivers. Unprovoked lane departures were analysed along three driving tasks gradually more demanding. These observations were compared to a baseline condition without automation. The number of lane departures and their duration were dramatically reduced by LDWS, and a narrower visual spread of search during lane departure events was recorded. The findings confirmed LDWS effectiveness and suggested that these benefits are supported by visuo-attentional guidance. No specific influence of driving experience on LDWS was found, suggesting that similar cognitive processes are engaged with or without driving experience. Drivers' acceptance of LDWS lowered after automation use, but LDWS effectiveness remained stable during prolonged use. Practitioner summary: Lane Departure Warning Systems (LDWS) have been designed to prevent lane departure crashes. Here, LDWS assessment over a 6-week period showed a major drop in the number of lane departure events increasing over time. LDWS effectiveness is supported by the guidance of drivers' visual attention during lane departure events. [ABSTRACT FROM AUTHOR]

Objectives: Few studies have examined motor function in determining the suitability of patients with stroke to resume driving a car. Patients with hemiplegia usually control car pedals with the unaffected lower limb. However, motor control on the unaffected side is also impaired in patients with stroke. This study aimed to clarify the neurophysiological characteristics of pedal switching control during emergency braking in patients with hemiplegia. Methods: The study participants consisted of 10 drivers with left hemiplegia and 10 age-matched healthy drivers. An experimental pedal was used to measure muscle activity and kinematic data during braking, triggered by the light from a light-emitting diode placed in front of the drivers. Results: The patient group took the same reaction time as the healthy group. However, from the visual stimulus to the release of the accelerator pedal, the patient group had higher muscle activity in the tibialis anterior and rectus femoris and had faster angular velocities of hip and knee flexion than the healthy group. In addition, the patient group had higher co-contraction activities between flexors and extensors. From the accelerator pedal release to brake contact, the patient group had slower angular velocities of hip adduction, internal rotation, ankle dorsiflexion, internal return, and internal rotation than the healthy group. Conclusions: Patients with hemiplegia exhibited poor control of pedal switching using their unaffected side throughout the pedal-switching task. These results indicate that the safety related to car-pedal control should be carefully evaluated while deciding whether a patient can resume driving a car after a stroke. [ABSTRACT FROM AUTHOR]

Background: Car driving is more and more automated, to such an extent that driving without active steering control is becoming a reality. Although active driving requires the use of visual information to guide actions (i.e., steering the vehicle), passive driving only requires looking at the driving scene without any need to act (i.e., the human is passively driven). Materials & Methods: After a careful search of the scientific literature, 11 different studies, providing 17 contrasts, were used to run a comprehensive meta‐analysis contrasting active driving with passive driving. Results: Two brain regions were recruited more consistently for active driving compared to passive driving, the left precentral gyrus (BA3 and BA4) and the left postcentral gyrus (BA4 and BA3/40), whereas a set of brain regions was recruited more consistently in passive driving compared to active driving: the left middle frontal gyrus (BA6), the right anterior lobe and the left posterior lobe of the cerebellum, the right sub‐lobar thalamus, the right anterior prefrontal cortex (BA10), the right inferior occipital gyrus (BA17/18/19), the right inferior temporal gyrus (BA37), and the left cuneus (BA17). Discussion: From a theoretical perspective, these findings support the idea that the output requirement of the visual scanning process engaged for the same activity can trigger different cerebral pathways, associated with different cognitive processes. A dorsal stream dominance was found during active driving, whereas a ventral stream dominance was obtained during passive driving. From a practical perspective, and contrary to the dominant position in the Human Factors community, our findings support the idea that a transition from passive to active driving would remain challenging as passive and active driving engage distinct neural networks. [ABSTRACT FROM AUTHOR]

Highlights: λ Information on driving cessation has rarely been reported for Taiwan. λ Stride length and conceptualization are identified as predictors of driving cessation for the first time. λ Marital status, body mass index, heart disease, and regular exercise are also associated with driving cessation. This 4-year prospective cohort study was conducted to identify predictors of driving cessation among older people in Taiwan. Individuals who had visited the outpatient clinics of a general hospital in Taipei City, were aged ≥ 65 years, and drove a car at least once a week were recruited for this study. Baseline data on sociodemographics, lifestyle behaviors, health conditions, driving characteristics, and functional measures were collected. The driving status of participants was followed up through telephonic interviews at 2-month intervals. Driving cessation was defined as not having driven a car in the previous 6 months. Of the 245 drivers in the study, 86 (35.1%) had ceased driving. A proportional hazard model revealed that after adjustment for age, sex, height, and other variables, older drivers who were widowed, were single or divorced (hazard ratio [HR] = 2.90; 95% confidence interval [CI], 1.58–5.31), had coronary artery disease (HR = 3.48; 95% CI, 1.90–6.40), and had a short stride length (HR = 0.97; 95% CI, 0.96–0.98) were significantly more likely than their counterparts to cease driving. By contrast, older drivers who were overweight or obese (HR = 0.51; 95% CI, 0.31–0.83), exercised at least 3 times a week (HR = 0.54; 95% CI, 0.33–0.88), and had high scores on cognitive conceptualization (HR = 0.89; 95% CI, 0.82–0.97) were significantly less likely to cease driving. Numerous factors, including marital status, body mass index, coronary artery disease, stride length, cognitive conceptualization, and regular exercise, were identified as predictors among older Taiwanese drivers. Gait characteristics were identified as a predictor of driving cessation for the first time, but the underlying mechanism requires further investigation. [ABSTRACT FROM AUTHOR]

• The impact of music was investigated based on network analyses of driving variables. • Music was found to influence driving mostly at the operational level of cognitive control. • Beyond the operational level, the impact of music on driving behaviours seems rather limited. The purpose of this study was to better understand how music listening impacts driving behaviours, two common activities. Driving behaviours were categorized into three levels of cognitive control (operational, tactical, and strategical) while the selection of the musical background experienced during simulated driving was left to participants. The following characteristics were considered as candidates to investigate driving behaviours changes: individual characteristics in terms of driving experience and music listener (i.e., individual sensitivity to music reward and frequency of music listening), music parameters (i.e., tempo, mode), and mood and emotional changes induced by music. Ninety-two drivers' behaviours were analysed in a variety of simulated driving situations. The findings support the rationale that musical background has the potential to impact driving behaviours. Driving behaviours requiring an "operational" level of cognitive control were found to be the most influenced by the musical stimuli. Music listening was also found to generate mood and emotion changes, which can in turn influence driving behaviours, especially when the induced emotional valence is negative. However, background music's influence on driving behaviours, either direct or mediated by emotional or mood changes, seemed rather limited in terms of effect size. [ABSTRACT FROM AUTHOR]

Forward collision warning systems (FCWSs) monitor the road ahead and warn drivers when the time to collision reaches a certain threshold. Using a driving simulator, this study compared the effects of FCWSs between novice drivers (unlicensed drivers) and experienced drivers (holding a driving license for at least four years) on near-collision events, as well as visual and driving behaviors. The experimental drives lasted about six hours spread over six consecutive weeks. Visual behaviors (e.g., mean number of fixations) and driving behaviors (e.g., braking reaction times) were collected during unprovoked near-collision events occurring during a car-following task, with (FCWS group) or without FCWS (No Automation group). FCWS presence reduced the number of near-collision events drastically and enhanced visual behaviors during those events. Unexpectedly, brake reaction times were observed to be significantly longer with FCWS, suggesting a cognitive cost associated with the warning process. Still, the FCWS showed a slight safety benefit for novice drivers attributed to the assistance provided for the situation analysis. Outside the warning events, FCWS presence also impacted car-following behaviors. Drivers took an extra safety margin, possibly to prevent incidental triggering of warnings. The data enlighten the nature of the cognitive processes associated with FCWSs. Altogether, the findings support the general efficiency of FCWSs observed through a massive reduction in the number of near-collision events and point toward the need for further investigations. [ABSTRACT FROM AUTHOR]

Background: Based on data regarding the prevalence of Parkinson's disease (PD), the prevalence of impulsive control disorders (ICD) in PD, and the percentage of PD patients driving a car, it has to be assumed that at least 50,000 PD patients with ICD in Germany actively drive a car. However, these patients might be at risk for unsafe driving due to ICD-related dysfunctions such as failure to resist an impulse or temptation, to control an act or other altered neurobehavioral processes. Objective: This study determines the influence of ICD on driving ability in PD. Methods: We prospectively compared driving simulator performance of 23 PD patients with and 23 matched patients without ICD. ICD had to be socially compensated and presence was defined clinically for primary and questionnaire-based (QUIP-RS) for post-hoc analyses. Furthermore, between-group comparisons of driving-relevant neuropsychological tests were executed. Results: Except from a lower blinking frequency when changing lanes, overall driving safety of patients with ICD did not differ significantly from those without—regardless of the clinical or QUIP-RS-based ICD definition. ICD severity did not correlate with driving performance, but the latter correlated significantly with mean reaction times and certain neuropsychiatric tests (MoCA, TMT-A, TAP-M "flexibility" and DBQ "error"). Conclusion: Clinically compensated ICD does not seem to impair driving safety in PD patients. Rather, cognitive and attentional deficits appear to be clinical markers for driving uncertainty. [ABSTRACT FROM AUTHOR]

Driving a car is an activity that became necessary for exploration, even when living in the present world. Research exploring the topic of safety on the roads has therefore become increasingly relevant. In this paper, we propose a recognition algorithm based on physiological signals acquired from JINS MEME ES_R smart glasses (electrooculography, acceleration and angular velocity) to classify four commonly encountered road types: city road, highway, housing estate and undeveloped area. Data from 30 drivers were acquired in real driving conditions. Hand-crafted statistical features were extracted from the physiological signals to train and evaluate a random forest classifier. We achieved an overall accuracy, precision, recall and F1 score of 87.64%, 86.30%, 88.12% and 87.08% on the test dataset, respectively. [ABSTRACT FROM AUTHOR]

The present study aimed to investigate the upper trapezius muscle activity during simulated car driving while adopting three different arm positions. Ten participants were instructed to maintain the following positions: hands on the steering wheel (Hands-On), hands not on the steering wheel (Hands-Off) and hands not on the steering wheel but arms on armrests (Armrests). During the tasks, multi-channel surface electromyography (EMG) was recorded from the upper trapezius muscle with 64 two-dimensionally distributed electrodes. Amplitudes of surface EMG in Armrests were lower than in Hands-On (p = 0.004). The spatial distribution of surface EMG changed with time in Hands-Off and Armrests (p < 0.05), but not in Hands-On (p > 0.05). These findings suggest that being freed from steering leads to the recruitment of various muscle fibers/motor units within the upper trapezius muscle and the use of armrests may help reduce the physiological burden loaded on the muscle of drivers. [ABSTRACT FROM AUTHOR]

Fast and accurate braking is essential for safe driving and relies on efficient cognitive and motor processes. Despite the known sex differences in overall driving behavior, it is unclear whether sex differences exist in the objective assessment of driving-related tasks in older adults. Furthermore, it is unknown whether cognitive-motor processes are differentially affected in men and women with advancing age. We aimed to determine sex differences in the cognitive-motor components of the braking performance in older adults. Fourteen men (63.06 ± 8.53 years) and 14 women (67.89 ± 11.81 years) performed a braking task in a simulated driving environment. Participants followed a lead car and applied a quick and controlled braking force in response to the rear lights of the lead car. We quantified braking accuracy and response time. Importantly, we also decomposed response time in its cognitive (pre-motor response time) and motor (motor response time) components. Lastly, we examined whether sex differences in the activation and coordination of the involved muscles could explain differences in performance. We found sex differences in the cognitive-motor components of braking performance with advancing age. Specifically, the cognitive processing speed is 27.41% slower in women, while the motor execution speed is 24.31% slower in men during the braking task. The opposite directions of impairment in the cognitive and motor speeds contributed to comparable overall braking speed across sexes. The sex differences in the activation of the involved muscles did not relate to response time differences between men and women. The exponential increase in the number of older drivers raises concerns about potential effects on traffic and driver safety. We demonstrate the presence of sex differences in the cognitive-motor components of braking performance with advancing age. Driving rehabilitation should consider differential strategies for ameliorating sex-specific deficits in cognitive and motor speeds to enhance braking performance in older adults. [ABSTRACT FROM AUTHOR]

Resident physicians often work extended-duration work shifts (EDWSs) exceeding 16 hours. EDWSs are associated with fatigue, workplace errors, mental health problems, and motor vehicle incidents. A 2019 systematic review reported that resident physicians had an increased risk of motor vehicle collisions (MVCs) and of falling asleep at the wheel after EDWSs. This systematic review updates those findings with recent literature. Embase, PubMed, Cochrane Database, and Ovid Medline were searched for original research articles studying resident physician driving safety following EDWS. Two authors independently reviewed articles for inclusion. Both reviewers performed data extraction and quality appraisal for each included article. Six articles met the inclusion criteria. Three articles found associations between EDWS and increased sleepiness in resident physicians. Self-reported sleepiness was increased by 46% following an EDWS compared to a normal-length shift. Objective measures of sleepiness were also increased following an EDWS. Similarly, there was a three-fold increase in adverse driving events following an EDWS compared to pre-EDWS. One study found 3.90 higher odds of an adverse driving incident following an EDWS compared to a day shift. EDWS are associated with an increased risk of adverse driving incidents, including collisions and falling asleep while driving, in resident physicians. Possible solutions including compensation for ride-share and taxi services, scheduled breaks, education on risks of driving while fatigued, and the use of caffeine may lower the risk of adverse driving incidents post-EDWSs. Further research is needed to assess the impact of possible solutions., Competing Interests: Conflicts of interest: In compliance with the ICMJE uniform disclosure form, all authors declare the following: Payment/services info: All authors have declared that no financial support was received from any organization for the submitted work. Financial relationships: All authors have declared that they have no financial relationships at present or within the previous three years with any organizations that might have an interest in the submitted work. Other relationships: All authors have declared that there are no other relationships or activities that could appear to have influenced the submitted work., (Copyright © 2024, Bonnell et al.)

Objectives Guidelines in several countries recommend against driving soon after a stroke; however, some patients resume driving within one month after onset. This study aimed to examine the relationship between neurological and social background factors at intensive care unit (ICU) admission and resumption of motor vehicle driving within 30 days of the first acute stroke/cerebral hemorrhage. Materials and methods Data were extracted from medical records of a single center linked to the National Cerebral and Cardiovascular Center Administration Office for Stroke Data Bank in Japan. The data included age, sex, Japan Coma Scale (JCS), National Institutes of Health Stroke Scale (NIHSS), employment status, family situation, and outcomes of driving resumption in patients with a valid driving license transported to the ICU within 24 hours of stroke onset. Time-to-event analysis was used to explore the associations between these factors and driving resumption, with data censored 30 days from onset. Results In total, 239 patients had complete medical records, of whom 66 resumed driving. A multivariate Cox proportional hazards analysis showed that fewer patients aged ≥65 years resumed driving than those aged <65 years (hazard ratio 0.46; 95% confidence interval: 0.25-0.84; p=0.009). Patients with NIHSS scores ≥5 and JCS scores ≥1 were also less likely to resume driving compared with those with scores <5 (0.22; 0.08-0.56; p=0.008) and 0 (0.13; 0.04-0.37; p<0.001), respectively. Conclusions Age, NIHSS score, and JCS score at ICU admission are independently associated with the likelihood of resuming driving within 30 days of stroke onset. These findings may aid with the provision of support and education to facilitate the efficient resumption of driving after an acute event., Competing Interests: Human subjects: Consent was obtained or waived by all participants in this study. Ethical Review Committee of Suiseikai Kajikawa Hospital issued approval 202303. This retrospective study was approved on August 14, 2023. The study employed an opt-out approach, which was deemed ethically appropriate by the IRB given the retrospective nature of the data collection and minimal risk to participants. Notices were provided (https://www.suiseikai.jp/other/%E8%87%A8%E5%BA%8A%E7%A0%94%E7%A9%B6.html) to inform participants of their right to opt-out. All data were anonymized, ensuring the protection of participants' privacy. This study was conducted in accordance with the Declaration of Helsinki and other relevant international ethical guidelines. Animal subjects: All authors have confirmed that this study did not involve animal subjects or tissue. Conflicts of interest: In compliance with the ICMJE uniform disclosure form, all authors declare the following: Payment/services info: All authors have declared that no financial support was received from any organization for the submitted work. Financial relationships: All authors have declared that they have no financial relationships at present or within the previous three years with any organizations that might have an interest in the submitted work. Other relationships: All authors have declared that there are no other relationships or activities that could appear to have influenced the submitted work., (Copyright © 2024, Morimatsu et al.)

Car driving is supported by perceptual, cognitive, and motor skills trained through continuous daily practice. One of the skills that characterize experienced drivers is to detect changes in the driving environment and then flexibly switch their driving modes in response to the changes. Previous functional neuroimaging studies on motor control investigated the mechanisms underlying behaviors adaptive to changes in control properties or parameters of experimental devices such as a computer mouse or a joystick. The switching of multiple internal models mainly engages adaptive behaviors and underlies the interplay between the cerebellum and frontoparietal network (FPN) regions as the neural process. However, it remains unclear whether the neural mechanisms identified in previous motor control studies also underlie practical driving behaviors. In the current study, we measure functional magnetic resonance imaging (fMRI) activities while participants control a realistic driving simulator inside the MRI scanner. Here, the accelerator sensitivity of a virtual car is abruptly changed, requiring participants to respond to this change flexibly to maintain stable driving. We first compare brain activities before and after the sensitivity change. As a result, sensorimotor areas, including the left cerebellum, increase their activities after the sensitivity change. Moreover, after the change, activity significantly increases in the inferior parietal lobe (IPL) and dorsolateral prefrontal cortex (DLPFC), parts of the FPN regions. By contrast, the posterior cingulate cortex, a part of the default mode network, deactivates after the sensitivity change. Our results suggest that the neural bases found in previous experimental studies can serve as the foundation of adaptive driving behaviors. At the same time, this study also highlights the unique contribution of non-motor regions to addressing the high cognitive demands of driving.

Car driving is supported by perceptual, cognitive, and motor skills trained through continuous daily practice. One of the skills that characterize experienced drivers is to detect changes in the driving environment and then flexibly switch their driving modes in response to the changes. Previous functional neuroimaging studies on motor control investigated the mechanisms underlying behaviors adaptive to changes in control properties or parameters of experimental devices such as a computer mouse or a joystick. The switching of multiple internal models mainly engages adaptive behaviors and underlies the interplay between the cerebellum and frontoparietal network (FPN) regions as the neural process. However, it remains unclear whether the neural mechanisms identified in previous motor control studies also underlie practical driving behaviors. In the current study, we measure functional magnetic resonance imaging (fMRI) activities while participants control a realistic driving simulator inside the MRI scanner. Here, the accelerator sensitivity of a virtual car is abruptly changed, requiring participants to respond to this change flexibly to maintain stable driving. We first compare brain activities before and after the sensitivity change. As a result, sensorimotor areas, including the left cerebellum, increase their activities after the sensitivity change. Moreover, after the change, activity significantly increases in the inferior parietal lobe (IPL) and dorsolateral prefrontal cortex (DLPFC), parts of the FPN regions. By contrast, the posterior cingulate cortex, a part of the default mode network, deactivates after the sensitivity change. Our results suggest that the neural bases found in previous experimental studies can serve as the foundation of adaptive driving behaviors. At the same time, this study also highlights the unique contribution of non-motor regions to addressing the high cognitive demands of driving. [ABSTRACT FROM AUTHOR]

Purpose: This prospective cohort study aimed to examine objective and subjective parameters in patients who underwent total knee replacement (TKR) to assess from when on driving a car can be deemed safe again. Methods: Thirty patients (16 women, 14 men, age 66 ± 11 years) who received TKR of the right knee and 45 healthy controls (26 women, 19 men, age 32 ± 9 years) were asked to perform an emergency braking manoeuvre using a driving simulator. Brake pedal force (BPF), neuronal reaction time (NRT), brake reaction time (BRT), and subjective parameters (pain, subjective driving ability) were measured preoperatively as well as 5 days, 3–4, and 6 weeks after TKR. Results: Preoperative NRT was 506 ± 162 ms, BRT 985 ± 356 ms, and BPF 614 ± 292 N. NRT increased to 561 ± 218 ms, BRT to 1091 ± 404 ms and BPF decreased to 411 ± 191 N 5 days after TKR. Three weeks after surgery, NRT was 581 ± 164 ms and BRT 1013 ± 260 ms, while BPF increased to 555 ± 200 N. Only BPF showed significant differences (p < 0.01). In week 6, all parameters were restored to baseline levels; patients showed significant pain decrease and evaluated their driving ability as "good" again. Conclusion: BPF was the only parameter displaying a significant postoperative decrease. However, preoperative patients' baseline levels and subjective confidence in driving ability were only reached 6 weeks after the operation. These results indicate that a minimum waiting period of 6 weeks should be considered before patients can safely participate in road traffic at their individual preoperative safety level again. Level of evidence: II. [ABSTRACT FROM AUTHOR]

Driving is an important skill for older adults to maintain an independent lifestyle, and to preserve the quality of life. However, the ability to drive safely in older adults can be compromised by age-related cognitive decline. Performing an additional task during driving (e.g., adjusting the radio) increases cognitive demands and thus might additionally impair driving performance. Cognitive functioning has been shown to be positively related to physical activity/fitness such as cardiovascular and motor coordinative fitness. As such, a higher fitness level might be associated with higher cognitive resources and may therefore benefit driving performance under dual-task conditions. For the first time, the present study investigated whether this association of physical fitness and cognitive functioning causes an indirect relationship between physical fitness and dual-task driving performance through cognitive functions. Data from 120 healthy older adults (age: 69.56 ± 3.62, 53 female) were analyzed. Participants completed tests on cardiovascular fitness (cardiorespiratory capacity), motor coordinative fitness (composite score: static balance, psychomotor speed, bimanual dexterity), and cognitive functions (updating, inhibition, shifting, cognitive processing speed). Further, they performed a virtual car driving scenario where they additionally engaged in cognitively demanding tasks that were modeled after typical real-life activities during driving (typing or reasoning). Structural equation modeling (path analysis) was used to investigate whether cardiovascular and motor coordinative fitness were indirectly associated with lane keeping (i.e., variability in lateral position) and speed control (i.e., average velocity) while dual-task driving via cognitive functions. Both cardiovascular and motor coordinative fitness demonstrated the hypothesized indirect effects on dual-task driving. Motor coordinative fitness showed a significant indirect effect on lane keeping, while cardiovascular fitness demonstrated a trend-level indirect effect on speed control. Moreover, both fitness domains were positively related to different cognitive functions (processing speed and/or updating), and cognitive functions (updating or inhibition), in turn, were related to dual-task driving. These findings indicate that cognitive benefits associated with higher fitness may facilitate driving performance. Given that driving with lower cognitive capacity can result in serious consequences, this study emphasizes the importance for older adults to engage in a physically active lifestyle as it might serve as a preventive measure for driving safety.

Driving is an important skill for older adults to maintain an independent lifestyle, and to preserve the quality of life. However, the ability to drive safely in older adults can be compromised by age-related cognitive decline. Performing an additional task during driving (e.g., adjusting the radio) increases cognitive demands and thus might additionally impair driving performance. Cognitive functioning has been shown to be positively related to physical activity/fitness such as cardiovascular and motor coordinative fitness. As such, a higher fitness level might be associated with higher cognitive resources and may therefore benefit driving performance under dual-task conditions. For the first time, the present study investigated whether this association of physical fitness and cognitive functioning causes an indirect relationship between physical fitness and dual-task driving performance through cognitive functions. Data from 120 healthy older adults (age: 69.56 ± 3.62, 53 female) were analyzed. Participants completed tests on cardiovascular fitness (cardiorespiratory capacity), motor coordinative fitness (composite score: static balance, psychomotor speed, bimanual dexterity), and cognitive functions (updating, inhibition, shifting, cognitive processing speed). Further, they performed a virtual car driving scenario where they additionally engaged in cognitively demanding tasks that were modeled after typical real-life activities during driving (typing or reasoning). Structural equation modeling (path analysis) was used to investigate whether cardiovascular and motor coordinative fitness were indirectly associated with lane keeping (i.e., variability in lateral position) and speed control (i.e., average velocity) while dual-task driving via cognitive functions. Both cardiovascular and motor coordinative fitness demonstrated the hypothesized indirect effects on dual-task driving. Motor coordinative fitness showed a significant indirect effect on lane keeping, while cardiovascular fitness demonstrated a trend-level indirect effect on speed control. Moreover, both fitness domains were positively related to different cognitive functions (processing speed and/or updating), and cognitive functions (updating or inhibition), in turn, were related to dual-task driving. These findings indicate that cognitive benefits associated with higher fitness may facilitate driving performance. Given that driving with lower cognitive capacity can result in serious consequences, this study emphasizes the importance for older adults to engage in a physically active lifestyle as it might serve as a preventive measure for driving safety. [ABSTRACT FROM AUTHOR]

Traffic congestion is a major issue of Asian megacities which causes the irritation, anger and frustrations among drivers and owners of vehicles during driving in these cities. This paper aims at understanding traffic congestion issues from the perception and experiences of car drivers and owners and their satisfaction level concerning accessibility of circulation within urban roads of Karachi. The issues addressed in this respect are road construction, traffic flow, road crossing, shopping malls along roads, traffic blockage due to VIP movement, congestion during school timing, animal presence on roads, traffic police behavior, marriage halls along the roads, peak hour traffic jams, traffic jams during sociopolitical and religious rallies, road disputes, traffic congestion due to young inexperienced drivers, alternate road availability and pedestrian bridges. The method of investigating these issues is through 42 questionnaire surveys with car drivers and car owners from June to October 2018 on urban roads of Karachi. The analysis of feedback from respondents showed that, more than 90% respondents were satisfied with construction of pedestrian bridges and annoyed with sociopolitical and religious rallies on main urban roads. More than 80% respondents were satisfied with marriage halls along the roads, felt congestion during peak hours and preferred alternate routes to go home. More than 70% agreed that, young and inexperienced drivers cause traffic congestion and felt unsatisfied and displeased with disputes on the streets among residents, traffic police and drivers. More than 60% respondents were satisfied with the road construction but annoyed with VIP protocol and felt congestion during school timings and quite uncomfortable while crossing the road. More than 50% respondents were unsatisfied with shopping malls on both sides of the road, presence of animals on main roads and behavior of traffic police during traffic jams. Finally, concerning traffic flow the respondents were equally divided in their perception. Thus this research presents a detailed perspective of people regarding traffic congestion issues in Karachi for the appropriate response by decision makers of urban transport planning and urban traffic management institutions in city. [ABSTRACT FROM AUTHOR]

To investigate the impact of environmental noise on the cognitive abilities of drivers, this study, using in-vehicle voice interaction as an example, conducted laboratory experiments to assess the effects of road traffic noise, entertainment noise, and white noise stimuli on drivers' attention and short-term memory. The noise levels simulated to mimic acoustic conditions during car driving ranged from 35 dB(A) to 65 dB(A). The conclusions drawn were as follows: (1) Noise levels directly influenced subjective annoyance levels, with annoyance linearly increasing as noise levels escalated; (2) Both attention and short-term memory task reaction times of drivers were significantly influenced by noise types. Compared to traffic noise and white noise, drivers' cognitive efficiency was lower under entertainment noise. (3) Performance in complex cognitive tasks was more susceptible to noise levels compared to simple cognitive tasks; (4) Experimentally, it was found that drivers exhibited the highest cognitive efficiency in cognitive tasks when the environmental noise level was 55 dB(A), as opposed to noise levels of 35 dB(A), 45 dB(A), and 65 dB(A). [ABSTRACT FROM AUTHOR]

Drunkenness and/or hypoglycaemia are frequent possible causes of unusual behavior. The aim of this study was to demonstrate two contradictory reviews of experts for retrospective assessment of driver´s condition in the course of a car crash where the driver denied the alcohol blood test. One expert, having seen the police and medical reports, concluded the driver was influenced by alcohol. The argument of the other expert, based on his own investigation including selfmonitoring and a model experiment, resulted in the conclusion that the driver was probably influenced by hypoglycaemia. The question arises, whether the persons involved (drivers, police, physicians and others) could be able to improve the consequences of the accident. [ABSTRACT FROM AUTHOR]

Rationale: Assessment of the effects of medicines on the risks of car driving must be derived from laboratory tests, simulated driving or real on-road driving tests. Relevance of tests is determined by their sensitivity and predictive ability for the probability of accidents or damage. This cannot be determined directly, but methods should be able to at least detect the effects of a positive control in dosage known to be clearly associated with increased risk.Objectives: A driving simulator was evaluated in comparison with a battery of validated tests of CNS performance, the NeuroCart®. Alcohol in a concentration exactly at the legal limit (0.5 g L-1) and well above (1.0 g L-1) as well as alprazolam (1 mg) was used as positive control.Methods: This was a randomised, cross-over study using a double dummy blinded design in 24 healthy study subjects (12 M, 12 F) aged 20-43 years. Alcohol was infused intravenously using a validated clamping protocol to obtain concentrations of 0.5 g L-1 and on another occasion 1.0 g L-1. Alprazolam was given orally. Driving tests and lab tests were done at regular time intervals during a study day.Results: Alprazolam and alcohol significantly affected the main parameters of driving in the simulator and affected scores of safe driving and alprazolam increased the odds ratio of a virtual crash. Several laboratory measurements of psychomotor performance were affected by the reference substances as expected and correlated significantly with the driving performance.Conclusions: The driving simulator can detect effects of reference substances at levels that are known to negatively affect driving. [ABSTRACT FROM AUTHOR]

Technological improvements have made highly automated driving (HAD) a reality. The aims of the current contribution are to (1) clarify concepts related to vehicle automation and associated human-machine cooperation issues, (2) summarise research directions that have already been explored with HAD, (3) summarise known effects of HAD on humans' cognitive functions and constructs, (4) discuss current and future issues and challenges for vehicle automation, and (5) extend the debate to the design and use of human tools. Both theoretical and practical insights indicate that HAD is deeply modifying drivers' activity and could result in safety-critical difficulties for drivers under certain circumstances. Attentional processes, workload, situation awareness, behavioural adaptations, the out-of-the-loop phenomenon, acceptance of and trust in automation are the main cognitive dimensions and constructs investigated in order to describe how HAD is impacting driving. Future research directions that may help improve HAD are discussed. Finally, the fact that human tools both result from but simultaneously go beyond individual intelligence is described as the new irony of automation. [ABSTRACT FROM AUTHOR]

Human multitasking has been evaluated with paradigms that administered two—rarely three—concurrent tasks. In everyday life, however, we usually face an ever-changing sequence of distinct concurrent tasks. Available studies therefore provided valuable insights into our ability for dual tasking, but they did not address the natural interplay of dual tasking and task switching. The present study was undertaken to explore the feasibility of two new paradigms which replicate that interplay in virtual reality. We used car driving simulator software to implement a virtual car-driving task as well as a virtual street-crossing task. Either task was administered alone, as well as concurrently with a battery of loading tasks that mimicked activities of everyday life. The loading tasks used different sensory modalities, different cognitive processes, and different output channels and were presented in an ever-changing sequence. Cronbach's alpha scores of key registered variables were high, which indicates that our approach is reliable. Driving and street-crossing performance deteriorated under multitask conditions, which indicates that our approach is sensitive to multitasking. This is the first study to demonstrate the feasibility of an experimental paradigm for the assessment of natural multitasking, i.e., of combined dual tasking and task switching. This paradigm could be of interest for basic science as well as for prevention and rehabilitation settings. [ABSTRACT FROM AUTHOR]

Lane Departure Warning Systems (LDWS) are automation that warn drivers in case of immediate lane departure. While LDWS are associated with increased road safety, little is known about the neural aspects of the cooperation between an LDWS and the driver behind the wheel. The present study addresses this issue by combining fMRI and driving simulation for experienced and novice drivers. The results reveal brain areas activated immediately after warning: it involves areas linked to the alertness network (midbrain, thalamus, anterior cingulate cortex), to motor actions and planning (motor and premotor cortexes; BA4/6 -cerebellum) and to attentional redirection (superior frontal cortex; BA10). There were no differences between experienced and novice drivers in this network of cerebral areas. However, prior driving experience mediates the number of lane departures. The results allow for refining a model of cooperation proposed earlier in the literature, by adding a cerebral dimension. • A driving simulator was combined with fMRI to assess brain areas involved in the processing of lane departure warnings. • Warnings recruited brain areas in the alertness network, the motor and premotor cortexes and the superior frontal cortex. • No differences were found between experienced and novice drivers based on their cerebral activations. • Driving experience modulated the number of lane departures. [ABSTRACT FROM AUTHOR]

Traffic safety essentially depends on the drivers’ alertness and vigilance, especially in monotonous or demanding driving situations. Brain oscillatory EEG activity offers insight into a drivers’ mental state and has therefore attracted much attention in the past. However, EEG measures do not only vary with internal factors like attentional engagement and vigilance but might also interact with external factors like time on task, task demands, or the degree to which a traffic situation is predictable. In order to identify EEG parameters for cognitive mechanisms involved in tasks of high and low controllability, the present study investigated the interaction of time on task, task load, and cognitive controllability in simulated driving scenarios, using an either re-active or pro-active driving task. Participants performed a lane-keeping task, half of them compensating varying levels of crosswind (re-active task), and the other half driving along a winding road (pro-active task). Both driving tasks were adjusted with respect to difficulty. The analysis of oscillatory EEG parameters showed an increase in total power (1–30 Hz) with time on task, with decreasing task load, and in the re-active compared to the pro-active task. Furthermore, the relative power in Alpha band increased with decreasing task load and time on task, while relative Theta power showed the opposite pattern. Moreover, relative Alpha power was also higher in the re-active, than pro-active, driving situation, an effect that even increased with time on task. The results demonstrate that the controllability of a driving situation has a similar effect on oscillatory EEG activity like time on task and task load.

Treatable, or potentially curable, causes of dementia constitute approximately 10 percent of cases. Although the major of dementing illnesses, like Alzheimer’s disease, cannot be cured, ongoing treatment and support are available. Communication with patients and family caregivers, safety and educational measurers, support for caregivers, management of associated symptoms, and use of a multidisciplinary approach to patient management can help bring about a better quality of life for both the patients and their families.

Objectives: Few studies have examined motor function in determining the suitability of patients with stroke to resume driving a car. Patients with hemiplegia usually control car pedals with the unaffected lower limb. However, motor control on the unaffected side is also impaired in patients with stroke. This study aimed to clarify the neurophysiological characteristics of pedal switching control during emergency braking in patients with hemiplegia., Methods: The study participants consisted of 10 drivers with left hemiplegia and 10 age-matched healthy drivers. An experimental pedal was used to measure muscle activity and kinematic data during braking, triggered by the light from a light-emitting diode placed in front of the drivers., Results: The patient group took the same reaction time as the healthy group. However, from the visual stimulus to the release of the accelerator pedal, the patient group had higher muscle activity in the tibialis anterior and rectus femoris and had faster angular velocities of hip and knee flexion than the healthy group. In addition, the patient group had higher co-contraction activities between flexors and extensors. From the accelerator pedal release to brake contact, the patient group had slower angular velocities of hip adduction, internal rotation, ankle dorsiflexion, internal return, and internal rotation than the healthy group., Conclusions: Patients with hemiplegia exhibited poor control of pedal switching using their unaffected side throughout the pedal-switching task. These results indicate that the safety related to car-pedal control should be carefully evaluated while deciding whether a patient can resume driving a car after a stroke.

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Highlights • Driving is a complex yet common activity, but little is known on its neural bases. • This article provides an overview of the cerebral networks supporting driving. • We combined models from ergonomics with neuroscience data in an integrated approach. • We challenged the classical views on driving and proposed a new driver's model. Abstract Car driving, an everyday life activity, has been under the scope of investigation for long. Neurosciences and psychology have contributed to better understand the human processes engaged while driving, to such an extent that a meta-analysis of all available fMRI data is now possible to extract the most relevant information. Using the Activation Likelihood Estimation method, we therefore conducted such a meta-analysis on 9 studies, representing 27 neuroimaging contrasts and 131 participants. We identified a network composed of brain areas underlying the cognitive abilities required for driving: sensorimotor coordination, sensory and attentional processing, high-level cognitive control and allocation of attentional resources. We complemented this meta-analysis with a neuroergonomics approach combining driving control knowledge, distinguishing the strategical, tactical and operational levels, with neuroscientific knowledge and models on cognitive control operated by the prefrontal cortex. The results exposed the distinct neural circuits engaged behind the wheel depending on the task performed. Based on the combination of neuroscientific and ergonomic knowledge, a hybrid car driving framework is also proposed. [ABSTRACT FROM AUTHOR]

Background: There is no clear consensus on when patients with surgically treated right ankle fractures can return to car driving, or how best to assess their fitness to drive. Through a rigorous driving assessment program consisting of both off-road and on-road tests, we aim to determine if these patients are able to pass a standard driving test, even before weight bearing has been initiated.Methods: A prospective grant-funded (Supported by AOTrauma Asia Pacific Ref: AOTAP12-17) clinical study was conducted. Patients aged 25-65 years who underwent surgery for right ankle fractures and held a valid motorcar driving license were recruited in a single institution from 2013 to 2015. The surgeon and a specialist occupational therapist assessed the patients at 2, 6 and 12 weeks post-surgery. A Short Musculoskeletal Functional Assessment (SMFA) Questionnaire was administered and the brake reaction time was measured using a driving simulator. Patients who met the minimal criteria were then subjected to a full on-road driving test in a real-world environment with a driving instructor. A follow-up telephone questionnaire was administered at least 6 months after return to driving to determine if patients had returned to driving safely.Results: A total of 23 patients (8 females, 15 males) were recruited. The mean age was 42.8 (± 12.9) years. There was a significant improvement in the SMFA (p < 0.05) and braking time (p < 0.05) at 6 and 12 weeks post-surgery. Nearly all (91%) patients passed the on-road driving test at 6 weeks, before their fractures had healed or weight bearing was initiated. The questionnaire administered at least 6 months after return to driving revealed that all patients had returned to regular driving safely.Conclusion: We conclude that patients with isolated, surgically treated right ankle fractures can successfully pass a standard driving test at 6 weeks post-surgery, even before weight bearing has been initiated. We also showed that the ability to drive correlates with improvements in the SMFA scores and braking times.Level Of Evidence: II. [ABSTRACT FROM AUTHOR]

Based on a study in four Norwegian cities (Oslo, Stavanger/Sandnes, Bergen and Trondheim) differing in size and centre structure, this article illuminates how residential and workplace location, localarea density and transit accessibility influence different aspects of travel behaviour. We find strong effects of residential and workplace distance to the city centre on overall driving distances and commuting distances. We also find clear effects of local area densities around residences and workplaces on the choice of car as a travel mode, along with less pronounced effects of the distance from dwellings and workplaces to the city centre. In the cities with the best developed transit provision, we also see clear effects of transit accessibility at the residence on the propensity of choosing the car as travel mode. The results provide strong support of Norwegian national policies of urban densification as a planning strategy to curb the growth in urban motoring. However, although the influences of urban structure on travel show many similarities across the four cities, there are also important differences reflecting variations in centre structure (predominantly mono- or polycentric) and population size. The magnitude of the influences of various urban structural characteristics on travel behaviour are thus highly context-dependent. [ABSTRACT FROM AUTHOR]

Car driving as goal-directed behavior is based on anticipations. In everyday driving, most of the time a car is operated in a rather implicit anticipatory mode with little disparity between an anticipated and actual driving result. A disruption of this driving mode goes along with heightened risk perception and changes in somatic states. In an fMRI study, safety and risk perception was investigated in male car drivers with regard to anticipatory control. Neural correlates revealed that perceived safety is accompanied by a higher involvement of primary visual areas, motor areas, the left anterior cingulate cortex (ACC), right hippocampus, right temporo-parietal junction, and in particular – as supported by contrasts with a further condition – of the left parahippocampal gyrus and bilateral precentral gyrus. This indicates stronger retrieval of memory and stored movement programs for impressions of safety, corresponding to an anticipatory mode of driving. Additionally, activation levels in the left ACC were marginally negatively correlated with perceived situational control in risky driving situations. These results highlight the role of anticipatory control in perceived safety on an implicit level relevant for everyday driving. [ABSTRACT FROM AUTHOR]

Drawing on ethnomethodology and conversation analysis, the study examines video data in which drivers with a valid licence participate in voluntary instructor‐led training. The study discusses noticings by the instructor that concern current events or states of affairs and prompt the driver to adjust her driving or that concern habitual practices developed by the driver over time and encourage her to alter them in the future. The former are simple noticings, whereas the latter are prefaced with “I notice that.” The design and timing of the noticings reveal how they are to be understood with respect to the mobile instructional situation. Moreover, they make visible the instructor's ongoing monitoring and assessment of the driver's performance and the instructor's expectations regarding the driver's experience and competence. [ABSTRACT FROM AUTHOR]

Objective: Assess the influence of background music tempo on driving performance.Background: Music with a fast tempo is known to increase the level of arousal, whereas the reverse is observed for slow music. The relationship between driving performance and level of arousal was expected to take the form of an inverted U-curve.Method: Three experiments were undertaken to manipulate the musical background during driving. In Experiment 1, the driver's preferred music track played at its original and modified (plus or minus 30%) tempo were used together with the simple ticking of a metronome. In Experiment 2, music tracks of different tempos were played during driving. In Experiment 3, music tracks were categorized as arousing or relaxing based on the associated perceived level of arousal.Results: Listening to music tended to influence drivers' performances in a car-following task by improving coherence and gain adjustments relative to the followed vehicle but simultaneously shortened the intervehicular time. Although the tempo of the music per se did not directly affect driving behavior, arousing music tracks improved drivers' adjustments to the followed vehicle (Experiment 3).Conclusion: The tempo of the music listened to behind the wheel was not found to influence driving behaviors. However, arousing music improved drivers' responsiveness to changes in the speed of the followed vehicle. However, this benefit was canceled out by a reduction in the drivers' intervehicle safety margin.Application: Listening to arousing music while driving cannot be considered to improve road safety, at least in a car-following task without attentional impairments. [ABSTRACT FROM AUTHOR]