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Simulated driving offers a convenient test of driving ability for older drivers, although the viability of using simulated driving with this population is mixed. The relative weighting of the relevant perceptual, cognitive, and physical factors may vary between simulated and on-road driving. The current study was designed to assess this possibility. We conducted simulated and on-road driving tests of 61 older adults aged 66–92 years. To ensure that the driving performance was measured similarly between the two driving modalities, we employed the Record of Driving Errors (RODE) driving assessment system during both driving tests. Correlation and random weights analysis (RWA) results indicated only modest evidence of correspondence between the simulated and on-road driving performances. The primary factors operative in both simulated and on-road driving was Useful Field of View and a measure of basic cognition. Unique factors for simulated driving included a measure of physical mobility (Time-Up-and-Go) and spatial reasoning (Line), and for on-road driving included chronological age and sensorimotor processing (Trail-Making Task A). Chronological age was correlated primarily the on-road rather than simulated test, was greatly reduced with the inclusion of additional explanatory factors, and likely reflects driving efficiency rather than driving safety. We conclude that simulated driving in healthy older drivers can be beneficial for research purposes to assess cognitive and perceptual factors that underly driving effectiveness, although it cannot serve as a clear proxy for on-road driving. [ABSTRACT FROM AUTHOR]

The state of the driver of being extremely tired or sleepy through the operation of the vehicle is called driver drowsiness. Different factors caused this state such as alcohol, lack of sleep, and the side effect of some medication. The drowsiness of drivers is a serious safety lead to accidents or fatalities on external and internal roads. The increased number of road accidents resulted from drowsy driving. A special smart, reliable, and accurate system, Using Python language 3.6 for Windows, was designed to build an alert system for drivers in detecting drowsiness driver. This system is crucial in reducing accidents road by the ability to concentrate, react quickly, and produce sound decisions through driving. This system implements a real-time detector that can monitor the states of drivers through driving. Smart cameras with 16-megapixel were used to ensure that capturing photos have a high quality. These cameras were used in gathering the driver's dataset in different alertness states, including both alert states and drowsy. The collected dataset is processed by extracting all relevant features such as head movement, yawning, and eye closure, which were used in identifying the driver's drowsiness. Python's libraries such as TensorFlow, OpenCV, Keras, and Pygame are used for extracting all the above features. Viola-Jones algorithm is used in face eye region detecting and extracting from the image of the face in the proposed system. A Support Vector Machine (SVM) algorithm was used in classifying between drowsy and non-drowsy drivers. The system is tested and evaluated in the real world, to ensure that the system is reliable and robust; it has high performance and accuracy, and the accuracy is about 99.1%. This system can be used in manufacturing vehicles. [ABSTRACT FROM AUTHOR]

AbstractUsing results from the 2017 Nevada Youth Risk Behavior Survey, this research aims to understand factors associated with driving under the influence of alcohol (DUIA), marijuana (DUIM), and both alcohol and marijuana (DUIB) among students who reported they drove and used alcohol and/or marijuana recently. DUIM was the most prevalent behavior (16.4%), followed by DUIB (9.3%) and DUIA (4.9%). Weighted multinomial logistic regression analysis showed more risk and protective factors were associated with DUIB than DUIM and DUIA. To decrease motor vehicle crashes among adolescents, interventions should address modifiable factors for driving under the influence of both alcohol and marijuana. [ABSTRACT FROM AUTHOR]

Although driving to and from work is an unavoidable part of the working life of many people, little is known about the relationship between work-related and drive-related cognitive load in daily commuting. To explore those relationships, Study 1 examined the effect of a demanding driving period on the performance of a subsequent cognitive task (mimicking a home-to-work commuting scenario). That driving-related higher cognitive load than the control condition was associated with an increased accuracy in the following cognitive task. Study 2 examined the effects of a period of demanding cognitive tasks on the performance of a subsequent driving task (mimicking a work-to-home commuting scenario). Although no reliable effect on speed or lane keeping ability in a virtual motorway scenario was observed, the completion of tasks under the higher cognitive load condition before driving led to a modest increase in the distance kept from the car ahead. The two sets of findings suggest that moderate levels of cognitive load could modulate the performance in timely contiguous tasks. The process underpinning possible spillover effects with such timestamp is unknow but might be linked to the activation of long-lasting attentional processes involving alertness. Hence, this exploratory study can be a catalyst for future studies investigating the interplay between cognitive load and driving in scenarios of daily commuting. [ABSTRACT FROM AUTHOR]

Purpose: To describe the sociodemographic and cognitive profile of participants enrolled in an adapted driving program for individuals with neurological conditions, to explore the association between cognitive functioning and driving program outcome, and to describe driving habits after program completion. Methods: This study combined retrospective chart review and cross-sectional data collection. Results: The sample included 71 participants with neurological disorders (aged 15–56 years, M = 22.2 ± 8.6; 39% women). Driving program was either successful (47%), failed (7%), discontinued (34%), or ongoing (13%). Among 35 participants with complete neuropsychological and driving program outcome data, those who successfully completed the program showed better attention functioning, and better performance relative to global functioning for attention, executive functions, and working memory, compared to those who discontinued/failed the program. Among 21 participants who completed a telephone questionnaire on average 3.7 years after program enrollment, 67% obtained their driver's license and drove regularly. Participants reported high levels of satisfaction with the program. Conclusion: These results suggest that approximately half of the persons enrolled in a driver training program designed for learners with neurological conditions, obtain a driver's license; and that attention, and to a lesser extent executive functioning and working memory, are related to driving program success. IMPLICATIONS FOR REHABILITATION: In individual with neurological conditions, learning how to drive can be challenging. An adapted driver training program, involving collaboration between driving instructors and healthcare professionals, simplification of theoretical learning, and increasing driving practice opportunities, can be effective, both in terms of licensing success and client satisfaction. Conducting a pre-driving program neuropsychological assessment, with identification of cognitive strengths and weaknesses, can provide valuable information for clinicians and driving instructors for optimizing training and predicting outcome. Better performance in attention, and better relative to global cognitive functioning in attention, executive functions, and working memory, are related to higher success rate of an adapted driving program. [ABSTRACT FROM AUTHOR]

Optimal seatbelt practices for pregnant women with twins at different gestational ages remain uncertain. To offer recommendations for a comfortable seatbelt system, this cross-sectional observational study explored seatbelt usage and driving habits among women with twins across various pregnancy stages through an online survey that explored driving conditions and comfortable seatbelts at different stages of pregnancy. Women who drove daily before their pregnancy with twins decreased their driving frequency as the pregnancy progressed. Correct seatbelt usage was lower and no seatbelt usage was higher among pregnant women with twins than those with singleton pregnancies. They adapted their seatbelt-wearing techniques to minimise pressure on the chest in the first and third trimesters and the abdomen from the second trimester onwards. The comfortable seatbelts were those that could alleviate belt pressure, featuring waist belts to reduce pressure, wider belts to avoid localised pressure, and shoulder belts resembling a backpack type. When wearing a seatbelt, avoiding pressure on the thorax and abdomen is key for pregnant women with twins. This study suggests that the suitability of driving for pregnant women with twins in their last trimester and the reliability of seatbelts designed for such women should be further examined and validated. [ABSTRACT FROM AUTHOR]

Background: Driving cessation is one of the most challenging life transitions, associated with multiple negative consequences for individuals living with late-onset dementia. This paper extends the literature as to date there is no published review that details the experiences of people living with young onset dementia ("YOD"). Methods: A comprehensive search of the literature was conducted using the scoping review methodology. Results: Ten studies were included for full text review of 1634 initially identified through database searching. The results of the included articles indicated areas of concern for people living with YOD and their family members including, loss of independence; role change; threat to self-identify; feelings of isolation, grief; acceptance; predictors of driving cessation. Conclusion: There is a lack of robust evidence related to driving cessation and the experiences of people living with YOD. No published paper reported psychosocial interventions specifically targeted at supporting persons with YOD through driving cessation. [ABSTRACT FROM AUTHOR]

Many studies have compared individuals who use cannabis for recreational versus medical purposes, but little is known about the moral norms and risk perceptions toward recreational versus medical cannabis while driving. This study aims to examine young Israeli adults’ behaviors, perceived moral norms, and perceived risk regarding driving under the influence of recreational versus medical cannabis. Methods: The study was conducted using quantitative questionnaires. Participants were 504 young adults, aged 18–30 (M = 25.26; SD = 5.40), of whom 314 (62.3%) were women. Results: Driving under the influence of medical cannabis was perceived as more moral and less risky than driving under the influence of recreational cannabis. Significant positive correlations were observed between perceived risk and perceived moral norms for both types of cannabis. Significant negative correlations were found between the frequency of driving under the influence of recreational cannabis and the perceived risk and perceived moral norms associated with both types of cannabis. Conclusion: Policymakers should promote prevention, harm reduction, and enforcement interventions to address the issue of driving under the influence of both recreational and medical cannabis. [ABSTRACT FROM AUTHOR]

Summary: Infant sleep problems have been associated with a myriad of adverse child and parent outcomes, yet whether these problems may pose a risk for parents on the road has received little research attention. This study sought to test whether mothers of infants with insomnia are at an elevated risk for vehicular crashes, by comparing their objectively measured driving performance with that of mothers of well‐sleeping infants and with that of women without children. Fifty‐four women from these three groups completed a simulated driving task. Outcome measures included standard deviation of lateral position, number of lane crossings, standard deviation of speed, average speed and maximum speed. Women additionally reported on their driving behaviour using the Driving Behaviour Questionnaire, and on sleep, sleepiness and insomnia symptoms using 7‐day sleep diaries and questionnaires. Mothers of infants with insomnia demonstrated greater lane deviation (Wald = 9.53, p = 0.009), higher maximum speed (Wald = 6.10, p = 0.04) and poorer self‐rated driving behaviour (Wald = 7.44, p = 0.02) compared with control groups. Analyses also indicated that driving performance in mothers of infants with insomnia tended to be poorer relative to control groups with the progression of time on task. While further research is needed to assess the scope of these effects, our findings suggest that parents, healthcare providers and policymakers should be aware of the potential consequences of infant sleep problems on road safety, and collaborate to establish strategies to mitigate these risks. [ABSTRACT FROM AUTHOR]

Unfavorable genetic correlations between milk production, fertility, and urea traits have been reported. However, knowledge of the genomic regions associated with these unfavorable correlations is limited. Here, we used the correlation scan method to identify and investigate the regions driving or antagonizing the genetic correlations between production vs. fertility, urea vs. fertility, and urea vs. production traits. Driving regions produce an estimate of correlation that is in the same direction as the global correlation. Antagonizing regions produce an estimate in the opposite direction of the global estimates. Our dataset comprised 6567, 4700, and 12,658 Holstein cattle with records of production traits (milk yield, fat yield, and protein yield), fertility (calving interval) and urea traits (milk urea nitrogen and blood urea nitrogen predicted using milk‐mid‐infrared spectroscopy), respectively. Several regions across the genome drive the correlations between production, fertility, and urea traits. Antagonizing regions were confined to certain parts of the genome and the genes within these regions were mostly involved in preventing metabolic dysregulation, liver reprogramming, metabolism remodeling, and lipid homeostasis. The driving regions were enriched for QTL related to puberty, milk, and health‐related traits. Antagonizing regions were mostly related to muscle development, metabolic body weight, and milk traits. In conclusion, we have identified genomic regions of potential importance for dairy cattle breeding. Future studies could investigate the antagonizing regions as potential genomic regions to break the unfavorable correlations and improve milk production as well as fertility and urea traits. [ABSTRACT FROM AUTHOR]

• This study pioneered the analysis of hazard prediction and risky decision-making of non-hemineglect stroke drivers. • Experienced drivers with a left-side strokes had a lower hazard prediction accuracy than drivers with a right-sided strokes and healthy drivers. • The accuracy of drivers in the hazard prediction test was greater in the familiar videoclips filmed in Spain. • Drivers demonstrated a greater disposition to assume risks in the English video clips (unfamiliar driving situation) The stroke survivor's independence is severely limited if they are prevented from driving, and regaining this ability could be vital to their recovery. Our pioneering study analysed hazard prediction and risky decision-making among drivers who had suffered non-hemineglect strokes. Two groups of experienced drivers were recruited with one group comprising 37 healthy drivers (M = 54.5 years old, SD = 6.59) and the other consisting of 37 drivers who had had non-hemineglect strokes (M = 55.1 years old, SD = 13.7). In terms of lesion location, 59 % (n = 22) had suffered a left-hemisphere injury, 35 % (n = 13) a right-hemisphere injury, and 5 % (n = 2) a bilateral injury. Hemineglect patients were excluded. Participants were shown naturalistic driving video clips which had been recorded from the driver's point of view. These were filmed both in the participants' familiar home country (Spain) and also in an unfamiliar country (England). The hazard prediction test showed a number of hazardous situations which were caused by another road user (e.g. an oncoming car invading the lane). Each video clip ended as the hazard began to unfold, and participants had to choose the correct response to identify the hazard, where it occurred, and the likely outcome in that particular traffic situation (situation awareness). In the risky decision-making test, participants were shown video clips whereby the hazards were possibly caused by risky driving behaviour (e.g. driving through a junction with an amber traffic light). The participants were also shown video clips which set up the potential for risky behaviour and they were asked how likely they were to proceed with that risky manoeuvre (e.g. to overtake a cyclist or drive through a junction with an amber traffic light) on a 6-point Likert scale. In the hazard prediction test, a statistically significant group effect was found, with healthy drivers attaining greater accuracy compared to drivers who had suffered a stroke. More specifically, drivers with left-sided strokes had lower hazard prediction accuracy (M = 59.1 %, SD = 16.7) than drivers with right-sided strokes (M = 64.6 %, SD = 11.8) and healthy drivers, who had the highest accuracy percentage (M = 68.6 %, SD = 13.1). Moreover, a significant effect was found regarding familiarity, and driver accuracy in the hazard perception test was found to be greater in the video clips filmed in Spain than those filmed in England. However, the interaction between these factors was not significant. Regarding the risky decision-making test, the only statistically significant effect was with the familiarity of the video clips, whereby drivers displayed a greater disposition to assume risks in the English video clips (unfamiliar driving environment) than in the Spanish clips. Hazard prediction training would be particularly helpful for drivers who had suffered left-hemisphere strokes since it is more difficult for such drivers to process details. [ABSTRACT FROM AUTHOR]

• Adolescents with ADHD are poorer than adolescents with no-ADHD in driving skills. • The ADHD group drive at speed and stop less at red lights and crosswalks. • Computerized cognitive training improves executive functioning in adolescents with ADHD. • Driving skills of both ADHD and non-ADHD adolescents were enhanced after training. • Computerized cognitive training may improve driving skills in the pre-driving stage. Youth with Attention Deficit Hyperactivity Disorder (ADHD) face challenges with road safety. While executive functions are developing in all young drivers, those diagnosed with ADHD have deficits in executive functions that are known to be important in driving. The aims of this study were to compare the executive functions and driving skills of adolescents identified with and without ADHD, and to evaluate whether a computerized cognitive training program is associated with improvement in executive functions (i.e., attention, working memory, inhibition) and driving skills. The hypotheses were: a) compared to a group of adolescents without ADHD, executive functions and driving skills of adolescents with ADHD will be poorer at pre-training; and b) while both groups will improve their executive function and driving skills after receiving the computerized cognitive training, the improvement will be greater in the ADHD group. This study used a quasi-experimental pre- and post-training control group design. Thirty adolescents aged 16 to 18 years with no prior driving experience participated in the study. Half (50 %) were diagnosed with ADHD and groups were matched by age. The Integrated Visual and Auditory (IVA-2) functional test was administered to insure proper inclusion in both groups. Twelve 45-minute sessions aimed at improving executive functioning were provided to both groups with the Captain's Log cognitive training software. Executive functioning was measured with cognitive tasks: attention with the Continuous Performance Task (CPT), working memory with the N-Back task, and inhibition with a Go/No Go task. Driving skills were appraised with a virtual reality driving task measuring speed management (mean, variability, percentage over the speed limit) and stopping (deceleration, and frequency of stopping at red traffic lights and pedestrian crosswalks). Executive functioning and driving skills were measured at pre- and post-training. Two repeated measures MANOVA were used to test the research hypotheses. Results from the IVA-2 confirmed group membership. At pre-training, the analyses showed that the ADHD group performed more poorly than the non-ADHD group on the CPT, N-Back, Go/No Go, and driving task (higher average driving speed, higher speed standard deviation and stopping less at red lights and crosswalks). At post-training, there was a significant improvement in executive functions and driving skills in both groups. Compared to the non-ADHD group, the cognitive training program was associated with stronger improvement in executive functions for the ADHD group. However, improvement in driving skills did not differ between groups. Results confirmed previous findings that computerized cognitive training is associated with greater improvement in executive functioning in adolescents diagnosed with ADHD than in non-ADHD individuals. Results also suggest that the training may have some potential to improve driving skills of both adolescents with and without ADHD in the pre-driving stage. Future research is recommended to examine computerized cognitive training aiming more directly to improve on-road driving performance of young ADHD individuals. [ABSTRACT FROM AUTHOR]

Background: Functional neurological disorder (FND) is a common neurological diagnosis that encapsulates a range of incapacitating clinical presentations. These include functional seizures, movement disorders, and sensory disturbances. Safe driving requires both cognitive skills and physical abilities, which may be impacted by FND symptoms. The primary objective of this study was to gain deeper insights into the challenges faced by people with FND when driving. Methods: A qualitative study and interpretative phenomenological analysis were conducted. Individuals experiencing functional seizures and/or movement disorders completed both questionnaires and semi‐structured interviews about FND symptoms, driving behavior, and crashes. Results: A total of 26 patients with FND participated in this study. Based on the interviews, four key themes were identified: (1) driving difficulties experienced by individuals with FND; (2) strategies utilized by people with FND to overcome difficulties experienced while driving; (3) barriers preventing driving challenges being addressed in this population; and (4) crashes and perceived dangerous driving events experienced by individuals with FND. All participants reported that driving a car provoked FND symptoms and this affected their driving ability. FND sufferers reported using a number of strategies such as limiting how far they drive and relying on advanced driver assistance system features to help manage their associated symptoms, such as fatigue and/or pain. Several participants reported crashes and perceived dangerous driving events since developing FND. Conclusion: Individuals experiencing FND often employ self‐regulation techniques, yet the extent to which these methods enhance driving safety remains uncertain. The variable nature of the disorder makes judging an individual's driving risk particularly difficult. The themes emerging from the interviews highlighted the need for further empirical research to inform guidelines and best practice when determining the impact of FND on an individual's driving safety. [ABSTRACT FROM AUTHOR]

Driving stress is a multifaceted phenomenon, and the experience of driving invokes stress. Driving causes the activation of stress-response mechanisms, leading to short-term and long-term stress responses resulting in physiological and behavioral changes. The aim of this study was to evaluate driving stress-initiated effects on orofacial functions and health behaviors in the Riyadh population. A cross-sectional survey was conducted in Riyadh using a pre-validated set of questionnaires for habitual information, a driving stress assessment using a driving-behavior inventory, and an assessment of parafunctional habits and effects on orofacial functions. The results indicate that nearly 50% of the sample spends more than two hours commuting, and more than 50% of the sample has inadequate sleep and insufficient exercise. Oral parafunctional habits like nail biting (p = 0.039) and lip or object biting (p = 0.029) had a significant correlation with aggressive driving behaviors, whereas the grinding of teeth (p = 0.011), the clenching of jaws (p = 0.048), lip or object biting (p = 0.018), and pain in mastication (p = 0.036) had a positive correlation with driving dislikes. Driving stress can be detrimental to one's health and not only impacts health behaviors but also induces oral parafunctional habits and adversely affects orofacial regions and functions. Acute driving stress responses may be transient. However, prolonged driving stress can be maladaptive and can increase the risk of chronic diseases including chronic temporomandibular joint disorders and parafunctional habit-related changes in the oral cavity. [ABSTRACT FROM AUTHOR]

In March of 2017 Utah announced its intent to lower the legal blood alcohol content (BAC) for driving from 0.08 to 0.05 g/dL. However, this change did not take effect until 2019. We employ a difference‐in‐ differences strategy on Utah counties using neighboring states as controls to test whether this policy change significantly affected the number of traffic accidents or the severity of those accidents. Results show the policy appears to temporarily decrease the total number of accidents, limited primarily to property damage‐ only accidents. We believe these results may be partially explained by drivers who, after the policy is enacted, avoid reporting property damage‐only accidents if possible. Using insurance claims data, we show there is no corresponding fall in insurance claims or payouts suggesting that the fall in total accidents likely comes from under‐reporting. [ABSTRACT FROM AUTHOR]

BackgroundMethodsResultsConclusionsL-theanine is a non-protein-forming amino acid found in tea. Limited evidence suggests that it improves selective attention. Sleep deprivation impairs attention and psychomotor reactions, affecting automobile driving. We aimed to determine whether L-theanine improves neurobehavioral measures of visual attention in acutely sleep-deprived healthy adults in a traffic-scene-based attention task.In a double-blind, placebo-controlled, counterbalanced, two-way crossover study, we compared the effects of a 200-mg dose of L-theanine with a placebo (150 ml of distilled water) on a computerised, traffic-scene-based visual recognition reaction task in 24 healthy volunteers (age 20–25 years; 13 males) sleep-deprived overnight. The participants made speeded button-presses to imminent accident scenes (i.e. hits), while ignoring safe scenes. They were tested pre-dose and 45 min post-dose, each treatment administered one week apart.Hit rates were more than 90% in all sessions, and were similar in two treatments, pre- vs post-dose. L-theanine significantly reduced false alarms (i.e. responses to safe scenes) (p = 0.014) and increased A′ (i.e. target-distractor discriminability) (p = 0.009), whereas placebo did not (p > 0.05). L-theanine reduced hit reaction time by 38.65 ms (p = 0.007), and placebo by 19.08 ms (p = 0.016), however reaction time changes from baseline were not significantly different between treatments (p > 0.05).L-theanine in high doses appears to improve selective visual attention by concurrently improving information processing speed and target-distractor discriminability in acutely sleep-deprived individuals. This is consistent with previous functional neuroimaging findings, where L-theanine suppressed distractor-processing and default-mode-network activity in visual selective attention tasks. [ABSTRACT FROM AUTHOR]

The article examines a 'trinity' of interconnected components by Mobileye, a company moving into autonomous driving. However, Mobileye is neither an automotive manufacturer, nor a nominal 'big tech' company, but an established maker of 'bolt-on' advanced driver assist systems (ADAS), able to draw on over 65 million vehicles. Through these devices, Mobileye is undertaking a 'platformisation', transforming from an automotive supplier into a provider of autonomous vehicle (AV) platforms. We characterise this as a 'car-agnostic' approach to autonomous driving. Mobileye represents the advancement, and modulation, of a platform logic into a different type of hardware: the car. To understand the implications of this, we argue that Mobileye acts parasitically in three ways: by inserting itself between driver and vehicle, vehicle manufacturer and vehicle data, and specific vehicles and the emerging AV industry. [ABSTRACT FROM AUTHOR]

Background: Methamphetamine is frequently co-consumed with alcohol, yet combined effects on visually guided behaviours have not been experimentally assessed. This study examined whether methamphetamine and alcohol-induced changes in gaze behaviour can be accurately detected and indexed during a simulated driving task to establish characteristic patterns relevant to traffic safety. Methods: In a randomised, placebo-controlled, cross-over study design, the effects of acute oral methamphetamine (0.42 mg/kg) were assessed with and without low doses of alcohol (target 0.04% blood alcohol content) on gaze behaviour during driving. Twenty healthy adults (mean age 29.5 years (SD ± 4.9), 40% female) completed four, 1-h simulated drives with simultaneous eye monitoring using the SensoMotoric Instruments cap-mounted eye tracker over a 4-week experimental paradigm. Gaze entropy measures were used to quantify visual scanning efficiency, expressed as gaze transition entropy and stationary gaze entropy. Fixations, recorded as duration (milliseconds, ms) and rate (count) per minute, were examined in 10-min bins over the duration of the drive. Driving performance was assessed by the standard deviation of lateral position, standard deviation of speed and steering variability. Results: Methamphetamine increased the rate and duration of fixations and produced a less dispersed but more disorganised pattern of gaze during highway driving while preserving performance. Alcohol alone impaired both oculomotor control and driving performance, even when consumed at levels well below the legal limit stipulated in many international jurisdictions. Conclusions: Methamphetamine-affected drivers display inefficient exploration in a limited visual range during driving. Eye-tracking metrics thus show potential for indexing intoxication due to psychoactive substance usage. [ABSTRACT FROM AUTHOR]

Involuntary autobiographical memories (IAMs) have been typically studied with paper diaries, kept for a week or longer. However, such studies are unable to capture the true frequency of IAMs, nor the level of detail that would give new insights into the mechanisms of IAMs. To address this gap, a new audio-recording method was developed and tested on the first author who recorded 674 IAMs while driving a car on a 30–40-minute-long habitual route on 20 occasions. Results revealed very high frequency of IAMs (almost 34 per journey) that were reported more often in response to dynamic (one-off) than static cues. Moreover, a substantial number of memory chains and long-term priming of IAMs by previously encountered incidental stimuli were also recorded. Based on these results, a new theoretical model is proposed in which the occurrence of IAMs is determined by an interplay of factors at the time of the IAM, such as the type of ongoing activity and internal or external triggers, as well as different types of long-term priming. The results also have practical implications for studying mind-wandering and safety issues in driving and aircraft-flying, where periods of concentration are followed by monotony and less demanding tasks. [ABSTRACT FROM AUTHOR]

• Meta-analysis was conducted to identify factors associated with cognitive load. • Association between physiological metrics and cognitive load was quantified. • Association between eye-tracking metrics and cognitive load was quantified. • Four types of metrics were identified based on their sensitivity to cognitive load. • Modulating factors impacting metric-cognitive load associations were identified. Driving performance can be impaired by a high cognitive load of drivers. Thus, it is important to estimate drivers' cognitive load. Although physiological and eye-tracking metrics have been widely used in many studies to assess cognitive load while driving, conflicts still exist regarding the association between physiological and eye-tracking metrics and different levels of cognitive load. Through a meta -analysis, our study aims to quantify the association between physiological, eye-tracking metrics and cognitive load induced by n-back tasks. A total of 18 articles met the inclusion criteria for the meta -analysis. The results indicate four types of metrics, including the sensitive-to-low ones that can only differentiate the low to medium level of cognitive load (i.e., the power spectrum of θ wave of electroencephalogram at Fp1 channel); high-resolution ones that can differentiate all levels of cognitive load (including pupil size, heart rate, and skin conductance); and low-resolution ones that can only differentiate low and high cognitive load (including the total power spectrum of electrocardiogram, eye blink rate, and respiration rate) and others (the power spectrum of θ wave of electroencephalogram at Fp2 channel). Furthermore, the association between metrics and cognitive load can be modulated by the n-back version, modality of n-back task, automation level, and percentage of male participants. In summary, this study contributes to the literature by quantifying associations between physiological and eye-tracking metrics and different cognitive load levels. Practically, we provide evidence for the selection of physiological and eye-tracking metrics for future driving cognitive load monitoring system design. [ABSTRACT FROM AUTHOR]

Wrist fractures are common injuries associated with high disability in the early recovery period. The impact of wrist fractures on safe return to drive is not understood. (1) To compare the proportion of adults who were drivers in car crashes before and after wrist fracture; (2) To examine potential factors (demographic and/or clinical) associated with increased odds of being a driver in a car crash following wrist fracture. Retrospective cohort study. Three state-wide government datasets (MainRoads Western Australia [WA], Hospital Morbidity Data Collection and the Emergency Department Data Collection) were used to obtain and link demographic, clinical and car crash information relating to adults with a wrist fracture sustained between 2008 and 2017. McNemar's tests were used to compare the proportion of drivers in a car crash within the 2 years prior to and following the fracture date. Multivariable logistic regressions were used to identify if any variables were associated with increased odds of crashing in the post-fracture period. Data relating to 37,107 adults revealed a 3.3% (95% CI 3.0%–3.6%, p < 0.05) decrease in the proportion of drivers in a car crash following wrist fracture, persisting for the entire 2 years post-fracture, when compared to the proportion who crashed before their fracture. Those with more severe wrist fracture injury patterns had 79%(95% CI 1.07–3.0, p = 0.03) higher odds of having a crash in the first 3 months following their injury, compared to those with isolated wrist fracture injuries. These results inform and update return to drive recommendations. The reduced proportion of drivers involved in crashes following wrist fracture persisted for 2 years; longer than the expected physical recovery timeframe. It is important that hand therapists actively educate the sub-group of adults with more severe wrist fracture injury patterns of the increased likelihood of car crash for the 3 months following their fracture. • This the first paper to report on car crashes following wrist fracture. • We provide much needed information to assist with return to drive decision-making. • Those with severe injury had 79% higher odds of crashing in the initial 3-months. • Education is recommended for the sub-group with 3-months of increased crash risk. [ABSTRACT FROM AUTHOR]

Abstract Background Driving cessation is one of the most challenging life transitions, associated with multiple negative consequences for individuals living with late-onset dementia. This paper extends the literature as to date there is no published review that details the experiences of people living with young onset dementia (“YOD”). Methods A comprehensive search of the literature was conducted using the scoping review methodology. Results Ten studies were included for full text review of 1634 initially identified through database searching. The results of the included articles indicated areas of concern for people living with YOD and their family members including, loss of independence; role change; threat to self-identify; feelings of isolation, grief; acceptance; predictors of driving cessation. Conclusion There is a lack of robust evidence related to driving cessation and the experiences of people living with YOD. No published paper reported psychosocial interventions specifically targeted at supporting persons with YOD through driving cessation.

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. [ABSTRACT FROM AUTHOR]

Introduction: Driving has various harmful factors due to its nature, which affect drivers’ health directly and indirectly. Therefore, it is necessary to know the situation and prevalence of these factors in drivers to implement preventive measures. Material and Methods: This cross-sectional study is a part of a cohort study conducted (2016 to 2018) among the professional drivers of Shahroud, Iran. Data related to background information, blood pressure, height, weight, waist circumference, body mass index, blood factors, hearing loss (dB), respiratory performance indicators, sleep disorders, and accidents were collected from the participants with standard tools and methods. Results: This study examined 1461 male professional drivers with an average age of 37.30±6.96 years. A total of 426 participants had metabolic syndrome. 797 and 942 people had different degrees of hearing loss, respectively, in the right and left ear. About 129 people had obstructive sleep apnea, and 1330 people had insomnia. Investigations showed that 351 drivers had at least one accident. Conclusion: This study showed the prevalence of health risk factors in professional drivers at the examined time point. Considering the vital role of drivers in transportation and the country’s economy, it seems necessary to pay more attention to the health of this occupational group. Regular health screening, healthy lifestyle training, improvement of working conditions, and stress management are some interventions that can effectively improve drivers’ health.

Currently, the generation of solid waste is observed as a problem that is escalating to higher levels in all countries of the world and also in Latin America. Thus, this literature review article aims to understand and describe the various waste management procedures used in different countries in the region. A search was carried out in different databases and bibliographic sources, using the Scielo, Dialnet and Scopus platforms. In this way and applying inclusion and exclusion criteria, 30 articles were selected, which were considered to provide the reality of policies, action plans, innovation in management techniques and infrastructure. Finally, the administrative deficiency in waste disposal processes is pointed out, which occurs widely in Latin America, with Brazil being the country that presents the greatest number of studies highlighting the deficiencies of its constituent cities. Furthermore, the impact of the joint work of participatory agents (population, state, private sector) is highlighted, which conditions both the good and bad results of solid waste management.

Abstract Drivers must respond promptly to a wide range of possible road hazards, from trucks veering into their lane to pedestrians stepping onto the road. While drivers’ vision is tested at the point of licensure, visual function can degrade, and drivers may not notice how these changes impact their ability to notice and respond to events in the world in a timely fashion. To safely examine the potential consequences of visual degradation on hazard detection, we performed two experiments examining the impact of simulated optical blur on participants’ viewing duration thresholds in a hazard detection task, as a proxy for eyes-on-road duration behind the wheel. Examining this question with older and younger participants, across two experiments, we found an overall increase in viewing duration thresholds under blurred conditions, such that younger and older adults were similarly impacted by blur. Critically, in both groups, we found that the increment in thresholds produced by blur was larger for non-vehicular road hazards (pedestrians, cyclists and animals) compared to vehicular road hazards (cars, trucks and buses). This work suggests that blur poses a particular problem for drivers detecting non-vehicular road users, a population considerably more vulnerable in a collision than vehicular road users. These results also highlight the importance of taking into account the type of hazard when considering the impacts of blur on road hazard detection.

Mental fatigue during driving poses significant risks to road safety, necessitating accurate assessment methods to mitigate potential hazards. This study explores the impact of individual variability in brain networks on driving fatigue assessment, hypothesizing that subject-specific connectivity patterns play a pivotal role in understanding fatigue dynamics. By conducting a linear regression analysis of subject-specific brain networks in different frequency bands, this research aims to elucidate the relationships between frequency-specific connectivity patterns and driving fatigue. As such, an EEG sustained driving simulation experiment was carried out, estimating individuals' brain networks using the Phase Lag Index (PLI) to capture shared connectivity patterns. The results unveiled notable variability in connectivity patterns across frequency bands, with the alpha band exhibiting heightened sensitivity to driving fatigue. Individualized connectivity analysis underscored the complexity of fatigue assessment and the potential for personalized approaches. These findings emphasize the importance of subject-specific brain networks in comprehending fatigue dynamics, while providing sensor space minimization, advocating for the development of efficient mobile sensor applications for real-time fatigue detection in driving scenarios. [ABSTRACT FROM AUTHOR]

(1) Self-regulation of driving is a means of maintaining one's driving identity. The purpose of this study was to investigate the extent to which older drivers with Mild Cognitive Impairment (MCI) are metacognitively aware of the requirements of specific demanding driving conditions and whether this awareness is linked to subjective assessments of cognition. (2) One hundred seventeen (117) older MCI drivers participated in a telephone survey in which they reported their metacognitive experiences in nine driving conditions, listed as an aim of self-regulation. The analyses included the participants' subjective cognitive assessments, both in terms of their cognitive state and their perceived driving self-efficacy. (3) The analyses pointed out a direct and negative effect of age on the formation of the metacognitive feeling of certainty. Furthermore, an indirect effect of sex through driving self-efficacy was established. This effect was negative in the case of the metacognitive feeling of difficulty and the estimation of effort and positive in the case of the metacognitive feeling of certainty. (4) This position points out the need to establish appropriate levels of the perceived self-efficacy of older drivers with MCI, and it raises issues when it moves to fictitious levels. [ABSTRACT FROM AUTHOR]

This paper aims to develop a theoretical interpretation of how satellite navigation transforms drivers' experience of automotive spaces. The use of satellite navigation has, so far, been predominantly studied from a cognitivist perspective based on the computer model of cognition and the theory of spatial disengagement. Experimental studies have concluded that over-reliance on digital navigation tools diminishes spatial orientation and spatial memory. According to the dominant interpretation, satellite navigation causes disengagement from space. After addressing these approaches, the paper introduces an embodied perspective of satellite navigation. This is accomplished by applying the phenomenology of perception of Maurice Merleau-Ponty, whose notions, such as perception, body schema, motor habit, and virtual body, illuminate otherwise undertheorized dimensions of drivers' spaces. By using digital tools for wayfinding, drivers' body schema, virtual body, and perception of space are modified, thereby enabling an engagement with convoluted 'mesh spaces.' This new term is integral to the interpretation of drivers' spaces, as well as being distinct from that of 'hybrid space,' although both aim to conceptualize spaces, including physical objects and their visual representations. Conclusions will be drawn against the broader context of the mediatization of everyday life. [ABSTRACT FROM AUTHOR]

Objectives To characterize the effect of the actual and potential ability to get rides from others on older adults' driving reduction at 3-year follow-up in the United States. Methods We analyzed National Health and Aging Trends Study data from community-dwelling drivers in 2015 (unweighted n  = 5,102). We used weighted logistic regression models to estimate whether getting rides from others in 2015 was associated with older adults increasing the number of driving behaviors they avoided, decreasing the frequency with which they drove, or not driving at 3-year follow-up after adjusting for biopsychosocial variables. We also measured presence of social network members living nearby including household and non-household members and estimated associated odds of driving reduction at 3-year follow-up. Results Older adults who got rides from others in 2015 had greater odds of reporting no longer driving at 3-year follow-up compared to those who did not get rides (adjusted odds ratio [aOR] = 1.53, 95% confidence interval [CI]: 1.11–2.11). We found no statistically significant association between older adults living with others or having more nearby confidantes outside their household and their odds of reducing driving at 3-year follow-up. Discussion These findings suggest that getting rides from others plays an important role in the transition to non-driving for older adults. Future research should examine whether other aspects of social networks (e.g. type, quality, and closer proximity) might also be key modifiable coping factors for older adults transitioning to non-driving. [ABSTRACT FROM AUTHOR]

Loopholes involve misalignments between rules about what should be done and what is actually done in practice. The focus of this paper is loopholes in interactions between human organizations' implementations of task-specific artificial intelligence and individual people. The importance of identifying and addressing loopholes is recognized in safety science and in applications of AI. Here, an examination is provided of loophole sources in interactions between human organizations and individual people. Then, it is explained how the introduction of task-specific AI applications can introduce new sources of loopholes. Next, an analytical framework, which is well-established in safety science, is applied to analyses of loopholes in interactions between human organizations, artificial intelligence, and individual people. The example used in the analysis is human–artificial intelligence systems in gig economy delivery driving work. [ABSTRACT FROM AUTHOR]

As the population is ageing, the number of older adults with cognitive impairment (CI) is increasing. Automated vehicles (AVs) can improve independence and enhance the mobility of these individuals. This study aimed to: (1) understand the perception of older adults (with and without CI) and stakeholders providing services and supports regarding care and transportation about AVs, and (2) suggest potential solutions to improve the perception of AVs for older adults with mild or moderate CI. A survey was conducted with 435 older adults with and without CI and 188 stakeholders (e.g. caregivers). The results were analysed using partial least square – structural equation modelling and multiple correspondence analysis. The findings suggested relationships between older adults' level of cognitive impairment, mobility, knowledge of AVs, and perception of AVs. The results provided recommendations to improve older adults' perception of AVs including education and adaptive driving simulation-based training. Practitioner summary: This study investigated the perception of older adults and other stakeholders regarding AVs. The findings suggested relationships between older adults' level of cognitive impairment, mobility, knowledge of AVs, and perception of AVs. The results provided guidelines to improve older adults' perception of AVs. [ABSTRACT FROM AUTHOR]

• Acute MA use (but not abuse) may lead to temporary cognitive enhancements. • Chronic MA use is associated with cognitive and self-regulatory impairment. • Chronic MA use may lead to increased hostility and aggression. • MA related psychopathology may increase the effects on cognition and behaviour. • Both driving performance and behaviour are likely impacted by chronic MA use. Methamphetamine (MA) users are over-represented in vehicle crash statistics but under-represented in the road safety research literature. This systematic review evaluates the current research base relating to MA use and its associated cognitive-behavioural outcomes; and aims to discuss the implications that these findings may have towards driving and future road safety research directions. Following PRISMA guidelines, a literature search was conducted on research studies using six different databases. Inclusion criteria were acute and chronic MA use in humans, with outcome variables relating to cognitive performance, behavioural tendencies, or psychopathology. Primary exclusion criteria included outcomes that were not directly translatable to road safety outcomes (e.g., health) or very specific samples that may have confounded the effects of MA use (e.g., prisoners). In total, 101 publications met the criteria for inclusion in the review. The literature showed that firstly, acute use (but not abuse) of MA may lead to cognitive enhancements, although these findings are not likely translatable to real-world use. Secondly, evidence suggested that chronic MA use is associated with cognitive impairments, self-regulatory difficulties, and increased aggression, suggesting that MA users may be at a significantly increased risk on the road, in a variety of domains. In addition, chronic MA use has been linked to a range of psychological issues (e.g., psychosis; anxiety; depression), which may exacerbate the negative cognitive-behavioural effects of MA. Finally, abstinence from MA was shown to reduce the aversive impacts of chronic MA use, although cognitive improvements have been demonstrated to take much longer, compared to behavioural and psychopathology conditions. The limitations associated with the current MA literature base were evaluated and methodological suggestions were made for future research to better understand the effect of MA use patterns on driving performance and behaviour. [ABSTRACT FROM AUTHOR]

• Investigated mental workload and fatigue of the drivers using EEG. • Conducted experiments in authentic driving environments involving 39 participants. • Revealed higher mental workload on local street with heavy traffic and highway. • Mental fatigue index was correlated with the mental workload indexes. • Established that drivers with more experience exhibited lower mental workload. The safety and performance of automobile drivers depend on many factors. The mental status of the drivers is the foremost factor in ensuring driving safety, in addition to physical elements. Studies with drivers are generally conducted in driving simulators or with scenarios close to actual driving. This study investigated the mental workload of drivers by analyzing electroencephalography data recorded in totally spontaneous real driving tasks, to determine the effect of different road conditions and driving experience. Two mental workload indexes (Frontal Theta/Parietal Alpha and Frontal Midline Theta) and a mental fatigue index (Alpha + Theta/Beta) were calculated using the band powers. Drivers were found to experience a higher mental workload in road sections with heavy traffic and variable road parameters by analyzing EEG data in real traffic. The correlation coefficients between the fatigue index and the two workload indexes were found to be 0.577 and 0.678, respectively. The workload decreased with increasing driving experience. Therefore, having experienced drivers perform commercial driving tasks can ensure safer driving. By employing novel methods to handle real-world EEG data, autonomous driving systems can also benefit. [ABSTRACT FROM AUTHOR]

Older adults with type 1 diabetes may face challenges driving safely. Glucose "above-5-to-drive" is often recommended for insulin-treated diabetes to minimize hypoglycemia while driving. However, the effectiveness of this recommendation among older adults has not been evaluated. Older drivers with type 1 diabetes were assessed while using sensor-augmented insulin pumps during a 2-week clinical trial run-in. Twenty-three drivers (median age 69 years [interquartile range; IQR 65–72]; diabetes duration 37 years [20–45]) undertook 618 trips (duration 10 min [5–21]). Most trips (n = 535; 87%) were <30 min duration; 9 trips (1.5%) exceeded 90 min and 3 trips (0.5%) exceeded 120 min. Pre-trip continuous glucose monitoring (CGM) was >5.0 mmol/L for 577 trips (93%) and none of these had CGM <3.9 mmol/L during driving (including 8 trips >90 min and 3 trips >120 min). During 41 trips with pre-trip CGM ≤5.0 mmol/L, 11 trips had CGM <3.9 mmol/L. Seventy-one CGM alerts occurred during 60 trips (10%), of which 54 of 71 alerts (76%) were unrelated to hypoglycemia. Our findings support a glucose "above-5-to-drive" recommendation to avoid CGM-detected hypoglycemia among older drivers, including for prolonged drives, and highlight the importance of active CGM low-glucose alerts to prevent hypoglycemia during driving. Driving-related CGM usability and alert functionality warrant investigation. Clinical trial ACTRN1261900515190 [ABSTRACT FROM AUTHOR]

Summary: The Maintenance of Wakefulness Test is widely used to objectively assess sleepiness and make safety‐related decisions, but its interpretation is subjective and normative values remain debated. Our work aimed to determine normative thresholds in non‐subjectively sleepy patients with well‐treated obstructive sleep apnea, and to assess intra‐ and inter‐scorer variability. We included maintenance of wakefulness tests of 141 consecutive patients with treated obstructive sleep apnea (90% men, mean (SD) age 47.5 (9.2) years, mean (SD) pre‐treatment apnea–hypopnea index of 43.8 (20.3) events/h). Sleep onset latencies were independently scored by two experts. Discordant scorings were reviewed to reach a consensus and half of the cohort was double‐scored by each scorer. Intra‐ and inter‐scorer variability was assessed using Cohen's kappa for 40, 33, and 19 min mean sleep latency thresholds. Consensual mean sleep latencies were compared between four groups according to subjective sleepiness (Epworth Sleepiness Scale score < versus ≥11) and residual apnea–hypopnea index (< versus ≥15 events/h). In well‐treated non‐sleepy patients (n = 76), the consensual mean (SD) sleep latency was 38.4 (4.2) min (lower normal limit [mean – 2SD] = 30 min), and 80% of them did not fall asleep. Intra‐scorer agreement on mean sleep latency was high but inter‐scorer was only fair (Cohen's kappa 0.54 for 33‐min threshold, 0.27 for 19‐min threshold), resulting in changes in latency category in 4%–12% of patients. A higher sleepiness score but not the residual apnea–hypopnea index was significantly associated with a lower mean sleep latency. Our findings suggest a higher than usually accepted normative threshold (30 min) in this context and emphasise the need for more reproducible scoring approaches. [ABSTRACT FROM AUTHOR]

Situation awareness (SA) describes an individual's understanding of their surroundings and actions in the near future based on the individual's comprehension and understanding of the surrounding inputs. SA measurements can be applied to improve system performance or human effectiveness in many fields of study, including driving. However, in some scenarios drivers might need to drive in unfamiliar traffic regulations (UFTRs), where the traffic rules and vehicle configurations are a bit different from what the drivers are used to under familiar traffic regulations. Such driving conditions require drivers to adapt their attention, knowledge, and reactions to safely reach the destination. This ability is influenced by the degree of handedness. In such tasks, mixed-/left-handed people show better performance than strong right-handed people. This paper aims to explore the influence of the degree of handedness on SA when driving under UFTRs. We analyzed the SA of two groups of drivers: strong right-handed drivers and mixed-/left-handed drivers. Both groups were not familiar with driving in keep-left traffic regulations. Using a driving simulator, all participants drove in a simulated keep-left traffic system. The participants' SA was measured using a subjective assessment, named the Participant Situation Awareness Questionnaire PSAQ, and performance-based assessment. The results of the study indicate that mixed-/left-handed participants had significantly higher SA than strong right-handed participants when measured by performance-based assessment. Also, in the subjective assessment, mixed-/left-handed participants had significantly higher PSAQ performance scores than strong right-handed participants. The findings of this study suggest that advanced driver assistance systems (ADAS), which show improvement in road safety, should adapt the system functionality based on the driver's degree of handedness when driving under UFTRs. [ABSTRACT FROM AUTHOR]

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

Objectives To assess if brake response times are altered pre and post CT-guided cervical spine nerve root injections. Methods Brake response times were assessed before and after CT-guided cervical spine nerve root injections in a cohort of patients. The average of 3 brake response times was recorded before and 30 min after injection. Statistical analysis was performed using GraphPad. A paired Student t -test was used to compare the times before and after the injections. Results Forty patients were included in this study. The mean age was 55 years. There were 17 male and 23 female patients. There was no significant difference in the mean pre and post CT-guided cervical spine nerve root injection brake response times; 0.94 s (range 0.4-1.2 s) and 0.93 s (range 0.5-1.25 s), respectively (P  = .77). Conclusions Brake response time did not significantly differ pre and 30 min post CT-guided cervical spine nerve root injections. Advances in knowledge To the authors' best knowledge, there are no current studies assessing brake response times post CT-guided cervical spine nerve root injections. While driving safety cannot be proven by a single metric, it is a useful study in demonstrating that this is not inhibited in a cohort of patients. [ABSTRACT FROM AUTHOR]

• We developed a measure (The DARS) of the ability to regulate attention on the road. • The DARS demonstrated a valid and reliable three factor solution across 15 items. • The DARS was positively associated with driver confidence and attentional control. • The DARS was negatively associated with driver stress and emotion dysregulation. • The DARS predicted driver mistakes but not necessarily risky driving behaviour. The ability to regulate attention while driving is a vital skill for remaining safe on the road. However, there is no current self-report method that measures such a construct, potentially limiting research in the area of attention and distraction. This study aimed to develop and validate a new measure, the Driver Attention Regulation Scale (DARS), that can be used to identify how drivers perceive their ability to regulate attention while driving. To achieve this aim, two online surveys were shared with unique samples of Australian drivers. Following the development of an initial item pool, principal components analysis and follow up confirmatory factor analysis were used to test the structure of the items and revealed that three factors emerged: attentional presence (e.g., focus; vigilance), attentional flexibility (e.g., awareness; shifting), and attentional capacity (e.g., processing speed; cognitive resources). Each of the subscales (α = 0.75–0.88) and the total scale (α = 0.87–0.91) exhibited a good internal consistency across the samples. Evidence of external validity was also demonstrated, as the DARS was positively associated with generalised attention regulation measures, and driver confidence, but negatively associated with emotion regulation difficulties, driver stress, and driving errors/lapses. Mediation analyses also indicated that the attentional constructs measured by the DARS may indirectly influence driving behaviours, via their effect on driver stress and confidence. Overall, the DARS has demonstrated promise as a new measure of driving-related attentional skills that can be used in future research to better understand how situational factors may impact drivers' confidence, and also how confidence may influence driving behaviours (e.g., speeding). [ABSTRACT FROM AUTHOR]

• Readiness for change in mobility may be an important element in promoting smooth transitions to non-driving for older people. • Participants who reported positive attitudes towards driving relative to themselves and others were less ready for mobility transition. • Participants who reported lower agreeableness were less ready for mobility transition. For many older adults, driving is an important means of community mobility. With changes in health, aging increases the likelihood of ceasing to drive. Driving cessation is associated with a host of negative physical and mental health outcomes. Increased readiness to transition to non-driving status may mitigate some of the adverse consequences of driving cessation, making the transition to non-driving a pivotal period for intervention. We examined the relationship between attitudes towards driving (positive and negative) and readiness for mobility transition. Participants (n = 253, mean age = 79.13) completed measures of health, cognition, personality, attitudes towards driving, and readiness for mobility change. The results from the multiple hierarchical regression analysis showed that individuals who reported more positive attitudes towards driving relative to themselves (i.e., pro-self scale) and others (i.e., pro-other scale), as well as scored lower on the personality trait agreeableness, were less ready for mobility transition. The results emphasize the importance of taking into account driver attitudes, in addition to health considerations, when supporting the transition to non-driving. [ABSTRACT FROM AUTHOR]