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In recent years, with the advancement of urbanization and the increase in traffic congestion, the demand for autonomous driving has been steadily growing in order to promote sustainable urban development. The evolution of automotive autonomous driving systems significantly influences the progress of sustainable urban development. As these systems advance, user evaluations of their performance vary widely. Autonomous driving systems present both technological advantages and controversies, along with challenges. To foster the development of autonomous driving systems and facilitate transformative changes in urban traffic sustainability, this research aims to explore user behavior regarding the continued use of autonomous driving systems. It is based on an extended technology acceptance model, examining the impacts of user scale, perceived importance, post-experience regret, user driving habits, and external factors on the intention to continue using these systems. The conclusions are as follows. (1) A model design is constructed that uses user scale, perceived importance, and regret after experience as antecedent variables, with user driving habits as a mediating variable to explain the intention to continue using autonomous driving systems, demonstrating a degree of innovation. (2) It is verified that user driving habits are a key factor determining the intention to continue using these systems, highlighting the importance of user habits in the application of autonomous driving systems. (3) Perceived importance significantly affects both user driving habits and the intention to continue using the system, while regret after experience has a significant negative correlation only with habit formation and does not directly affect the intention to continue use, indicating that users are more concerned with the actual functionality and practicality of the system. (4) User scale is shown to indirectly influence the intention to continue using through various pathways, providing a new perspective for related theoretical research. (5) Aside from safety capabilities, other external factors such as economic benefits and technological stability significantly influence the intention to continue using, while the lack of significance for safety capabilities may be due to users trusting their own driving skills in critical moments. (6) The research results offer valuable references for the improvement and promotion of autonomous driving systems, emphasizing the practicality and usability of the system. (7) This study provides a new theoretical framework for the application of habit theory and regret theory in related fields. Therefore, through empirical analysis, this research delves into the key factors influencing the intention to continue using autonomous driving systems, offering certain reference value for the development of autonomous driving systems and contributing to their theoretical development and practical application. [ABSTRACT FROM AUTHOR]

Background: Migraine headache is common in older adults, often causing symptoms that may affect driving safety. This study examined associations of migraine with motor vehicle crashes (MVCs) and driving habits in older drivers and assessed modification of associations by medication use. Methods: In a multi‐site, prospective cohort study of active drivers aged 65–79 (53% female), we assessed prevalent migraine (i.e., ever had migraine, reported at enrollment), incident migraine (diagnosis first reported at a follow‐up visit), and medications typically used for migraine prophylaxis and treatment. During 2‐year follow‐up, we recorded self‐reported MVCs and measured driving habits using in‐vehicle GPS devices. Associations of prevalent migraine with driving outcomes were estimated in multivariable mixed models. Using a matched design, associations of incident migraine with MVCs in the subsequent year were estimated with conditional logistic regression. Interactions between migraine and medications were tested in all models. Results: Of 2589 drivers, 324 (12.5%) reported prevalent migraine and 34 (1.3%) incident migraine. Interactions between migraine and medications were not statistically significant in any models. Prevalent migraine was not associated with MVCs in the subsequent 2 years (adjusted OR [aOR] = 0.98; 95% CI: 0.72, 1.35), whereas incident migraine significantly increased the odds of having an MVC within 1 year (aOR = 3.27; 1.21, 8.82). Prevalent migraine was associated with small reductions in driving days and trips per month and increases in hard braking events in adjusted models. Conclusion: Our results suggest substantially increased likelihood of MVCs in the year after newly diagnosed migraine, indicating a potential need for driving safety interventions in these patients. We found little evidence for MVC risk or substantial changes in driving habits associated with prevalent migraine. Future research should examine timing, frequency, and severity of migraine diagnosis and symptoms, and use of medications specifically prescribed for migraine, in relation to driving outcomes. [ABSTRACT FROM AUTHOR]

Abstract This paper uses the Entropy Weight Method‐Grey Relational Analysis (EWM‐GRA) and Covariance Base Structural Equations Model (CB‐SEM) to study the relationships between driving habits and efficiency. EWM‐GRA ranks 12 indicators in terms of their relevance of lane‐changing and driving efficiency. Based on this, a CB‐SEM‐based framework to describe the relevance between driving habits and lane‐changing is established, focusing on the effects of lane‐changing and car‐following behaviour. To validate the established framework, NGSIM trajectory data is used as measurement variables to describe latent variables. Several hypotheses about the relationships between the latent variables in this framework are proposed, and they are verified using trajectory data. The results show that driving habits have a direct impact on efficiency, and this impact becomes more significant when associated with lane‐change behaviour.

With the continuous improvement of the world’s economic development level, traffic pressure on the road networks of major cities around the globe has been increasing. Influenced by multiple factors, traffic pressure on urban road networks is not balanced in different directions and at different times. We evaluated and analyzed the efficiency of traffic operations and pollutant emission levels at different time periods and traffic volumes using micro traffic simulation software against the background of real roads in the Nishi-Waseda area of Tokyo. We determined the standard traffic volume based on the pollutant emission level and designed three on-street parking schemes, considering different driving habits and application scenarios, and conducted a comparative analysis of different parking scenarios. In terms of pollutant emission levels, scheme A (far to near scheme) reduced carbon monoxide emissions by 2.86% and 0.97%, respectively, compared to the other two parking schemes. The NOx and VOC emissions were also lower than those in the other two scenarios. This study aims to develop a methodology for assessing traffic operations and pollution emissions based on a real road environment. By designing and comparing different on-street parking schemes, a comparative analysis revealed the efficacy of various parking management strategies in mitigating the environmental impacts. Moreover, this study provides a valuable reference for understanding dynamic changes in traffic pressure on urban road networks and their impact on the environment.

This paper uses the Entropy Weight Method‐Grey Relational Analysis (EWM‐GRA) and Covariance Base Structural Equations Model (CB‐SEM) to study the relationships between driving habits and efficiency. EWM‐GRA ranks 12 indicators in terms of their relevance of lane‐changing and driving efficiency. Based on this, a CB‐SEM‐based framework to describe the relevance between driving habits and lane‐changing is established, focusing on the effects of lane‐changing and car‐following behaviour. To validate the established framework, NGSIM trajectory data is used as measurement variables to describe latent variables. Several hypotheses about the relationships between the latent variables in this framework are proposed, and they are verified using trajectory data. The results show that driving habits have a direct impact on efficiency, and this impact becomes more significant when associated with lane‐change behaviour. [ABSTRACT FROM AUTHOR]

• Dutch drivers behave less aggressively and committed fewer violations. • Iranian drivers were more inclined to commit risky behaviors such as speeding or illegal overtaking. • Iranian drivers were more prone to breaking traffic laws across a range of situations. • The SEM results indicated a higher probability of crashes for those committing more violations. • Drivers who made more driving errors were more likely to be involved in crashes. Introduction : The rates of road traffic injuries and fatalities in developing countries are significantly higher than in developed countries. This study examines the differences in driving behavior, road safety attitudes, and driving habits between a developed country (the Netherlands) and a developing country (Iran), which bear major differences in terms of crash involvement per population. Method : In this context, this study assesses the statistical association of crash involvement with errors, lapses, aggressive driving incidents, and non-compliance with traffic rules, attitudes, and habits. Structural equation modeling was used to evaluate data obtained from 1,440 questionnaires (720 samples for each group). Results : The results revealed that more insecure attitudes toward traffic-regulation observance, negative driving habits, and risky behaviors, such as traffic rule violations act as influential factors of crash involvement. Iranian participants showed a greater likelihood to get involved in violations and driving habits with a higher level of risk. In addition, lower levels of safety attitudes toward traffic-regulation observance were observed. On the other hand, Dutch drivers were more likely to report lapses and errors. Dutch drivers also reported safer behavior in terms of unwillingness to engage in risky behaviors such as violations (speeding and no-overtaking). The structural equation models for crash involvement based on behaviors, attitudes, and driving habits were also evaluated for their accuracy and statistical fit using relevant indicators. Practical Applications : Finally, the findings of the present study point out the need for extensive research in some areas to foster policies that can effectively enhance safer driving. [ABSTRACT FROM AUTHOR]

Usage‐based insurance is becoming the new standard in vehicle insurance; it is therefore relevant to find efficient ways of using insureds' driving data. Applying anomaly detection (AD) to vehicles' trip summaries, we develop a method allowing to derive a "routine" and a "peculiarity" anomaly profile for each vehicle. To this end, AD algorithms are used to compute a routine and a peculiarity anomaly score for each trip a vehicle makes. The former measures the anomaly degree of the trip compared with the other trips made by the concerned vehicle, while the latter measures its anomaly degree compared with trips made by any vehicle. The resulting anomaly scores vectors are used as routine and peculiarity profiles. Features are then extracted from these profiles, for which we investigate the predictive power in the claim classification framework. Using real data, we find that features extracted from the vehicles' peculiarity profile improve the classification. [ABSTRACT FROM AUTHOR]

Background/aims: In the light of the restricted knowledge, our aim was to explore the frequency and correlates of driving status among the oldest old. Methods: Data came from the representative "Survey on quality of life and subjective well-being of the very old in North Rhine-Westphalia (NRW80 +)" consisting of community-dwelling and institutionalized individuals ≥ 80 years residing in the most populous German state (North Rhine-Westphalia; n = 1,832 in the analytical sample, mean age: 86.5 years). The present driving status (no; yes, I drive myself; yes, as a passenger; yes, as driver and passenger) served as outcome measure. Results: Overall, 43.62% (95% CI 40.98–46.29%) of the individuals did not drive, whereas 30.12% (95% CI 27.75–32.59%) of the individuals drove by themselves, 20.97% (95% CI 18.91–23.20%) of the individuals drove as a passenger, and 5.29% of the individuals drove both (by themselves and as a passenger) (95% CI 4.16–6.71%). Multinomial logistic regressions showed, e.g., that being male (RRR: 0.13, 95% CI 0.09–0.18), younger age (RRR: 0.88, 95% CI 0.84–0.91), being married and living together with spouse (RRR: 1.48, 95% CI 1.08–2.02), living in a private household (RRR: 0.04, 95% CI 0.01–0.35), better self-rated health (RRR: 1.26, 95% CI 1.02–1.56), and lower functional impairment (RRR: 19.82, 95% CI 12.83–30.62) were positively associated with 'Yes, I drive myself' (compared to not driving a car). Discussion/conclusions: A sizable proportion of the individuals aged 80 years and above still drove by themselves. Less than half of the oldest old individuals did not drive. Moreover, our current study identified some correlates of driving status among individuals in latest life. [ABSTRACT FROM AUTHOR]

Worldwide targets on specific CO2 emissions (g/km) seem to make the use of internal combustion engines (ICE) prohibitive when adopting conventional driving cycles concerning road transport.This research comes therefore from the necessity of an accurate analysis of the real driving habits in order to evaluate whether its implementation on an alternative powertrain, suitable to differentiate urban (local zero emissions) and extra-urban travels (highest performances of ICEs, even better than electric motors when contemplating the entire energy chain), can guarantee the compliance with specific CO2 emissions reduction legislation; this last has been introduced with the aim of containing or even erasing global emissions from the transport sector in next years.After an overview of all the main available technological alternatives, as regards powertrains, the Plug-in Hybrid (PHEV) solution has been analysed.An experimental driving cycle is proposed by combining representative cycles obtained from a previous study, based on data provided by FCA, now Stellantis, where a clustering procedure has been applied to a sample of over two-thousand real journeys made in 2015 and 2016 in all Europe with conventional automobiles; appropriate ranges of distance, time, average speed in urban and extra urban conditions, idle times and stops have been identified thanks to a statistical analysis and the cycle has been created with all of these requirements to be as similar as possible to most of daily trips by road transport.PHEV market has been examined in order to identify the components and architectures that characterize the most registered automobiles; a realistic model has therefore been created and used for the experimental cycle simulation.Simulation results show that PHEV technology has the potential to consume 69% less fuel than a conventional vehicle counterpart with a consequent reduction of 71% in emitted tank-to-wheel (TTW) tons of CO2 and significant reductions in fuel expenditure, in one year, because of the different source of energy.

Background: It is almost unknown whether the driving status is associated with HRQOL among individuals in highest age. Aims: Based on a multicenter prospective cohort study, the objective of this study was to examine whether the driving status is associated with health-related quality of life (HRQOL) among the oldest old in Germany. Methods: Cross-sectional data from follow-up wave 9 (n = 544) were derived from the "Study on Needs, health service use, costs and health-related quality of life in a large sample of oldest-old primary care patients (85+)" (AgeQualiDe). Average age was 90.3 years (± 2.7; 86 to 101 years). The current driver status (no; yes) was used in our analysis. The EuroQoL EQ-5D questionnaire was used to assess HRQOL in this study. Results: Regression analysis showed that being a current driver was associated with the absence of problems in 'self-care' [OR 0.41 (95%-CI 0.17 to 0.98)], and 'usual activities' [OR 0.48 (0.26 to 0.90)], whereas it was not significantly associated with problems in 'pain/discomfort' [OR 0.82 (0.47 to 1.45)] and 'anxiety/depression' [OR 0.71 (0.36 to 1.39)]. Being a current driver was marginally significantly associated with the absence of problems in 'mobility' [OR 0.60 (0.34 to 1.06)]. While being a current driver was not associated with the EQ-VAS in the main model, it was positively associated with the driving status (β = 5.00, p <.05) when functional impairment was removed from the main model. Discussion: Our findings provide first evidence for an association between driving status and HRQOL among the oldest old. Conclusions: Future longitudinal studies are required to evaluate a possible causal relationship between driving status and HRQOL in very old individuals. [ABSTRACT FROM AUTHOR]

Phoning while driving is a factor that increases the risk of an accident. Bluetooth is the only equipment currently tolerated by the law in France; there is however no information concerning phone use habits of sales and marketing people while at the wheel. The aim of this survey which was carried out with a French group of male and female sales and marketing people (N=59) was to identify their driving habits and the possible ensuing risks. The results arising from this sample provide new information about occupational risk on the road. Differential aspects can be noted with respect to gender such as road use. Other differences are observed in the management of professional and private life; for example, the respondents had difficulties separating these two areas, thereby exposing themselves to more risks on the road. Several preventive measures could be adopted to reduce these risks.

Objective: To examine the symptoms experienced and the change in driving habits in individuals with concussion. Materials and methods: A survey was created by a team of rehabilitation professionals who see persons with concussion in their clinics. The survey captured demographics, mechanism of injury, date of injury, symptoms experienced during driving, if drivers felt safe when driving, and changes in driving habits since the concussion. Non-parametric tests were used to compare symptoms experienced and driving habits across three groups which were created based on time since injury. Results: Of the 140 participants, 74% (104/140) had resumed driving after concussion; of these 27% (28/104) reported that they felt unsafe while driving. Forty-four per cent (46/104) experienced symptoms while driving, of which headache, and difficulty concentrating were the most common symptoms experienced throughout the concussion spectrum (acute to chronic phase). Most drivers (78/104, 75%) with concussion had changed their driving habits by driving less often and shorter distances, and by avoiding nighttime driving and heavy traffic areas. Conclusions: Headache and concentration problems were experienced by drivers regardless of the time since injury. Most drivers had made changes to their driving habits. Clinicians should consider the symptom burden patients experience and discuss driving restrictions to ensure driving safety. [ABSTRACT FROM AUTHOR]

• A bibliometric analysis of the state of art in Telematics-Based Automobile Insurance research. • Identification of annual scientific production, country-wise contribution and outlet performance. • An examination of the intellectual structure using cluster analysis. • Accident Analysis and Prevention was a notable journal on this topic. • Consumers' adoption behaviour and their privacy concerns must be investigated. Telematics technology and its implementation in auto insurance have received great interest due to their potential to transform the insurance sector and promote safer driving practices. By implementing telematics technology, insurers may tailor insurance premiums to individual drivers, taking into account their real driving habits and performance, ultimately leading to improved road safety, cost savings, and an empowered driving community. The current study, through bibliometric analysis, carefully identifies and evaluates the existing body of scholarly literature on this subject for the last 21 years, including journal articles, conference papers, and related publications. The analysis uncovers key research studies, influential authors, top publication outlets, top countries with collaborations, and prolific research fields, providing useful insights into the evolution and growth of telematics-based insurance research. Furthermore, thematic mapping, cluster analysis, and critical analysis of top recent studies aided in identifying key research clusters and themes, as well as potential gaps and areas for further exploration, guiding future researchers and policymakers in advancing this transformative technology. [ABSTRACT FROM AUTHOR]

Based on the analysis of the causes of ship accidents, the development prospect and development direction of ship intelligent safe driving, the artificial intelligence safety prediction and intervention model is put forward. This model solves the problem of ship intelligent safety prediction by using intelligent analysis technology and network technology, and promotes the development of ship intelligence and ship safety navigation technology. Additionally, it expands the channels of obtaining information, connects the ship's mechanical and electrical equipment, collects, stores and analyzes the data reasonably, and constructs the intelligent analysis and processing platform of ship small-world data processing to implement intelligent intervention. What is impressive is that it makes ship navigation safer, more economical, more reasonable and optimized, and accelerates the development of ship artificial intelligence safe navigation.

• Driving habit is an important predictor across all trip purposes. • Child-related trips are less sensitive to social and situational cues. • Leisure trips have the weakest relationship with driving habits. • Driving habits supresses the relationship of other predictors of driving frequency. This paper presents a classification of motives considered as relevant when selecting a mode of transport, and it examines the relative importance of driving habits, car attitudes, descriptive norms and motives for transport mode choices for commuting, shopping, leisure and child-related trips. A survey was sent by post to 3000 Swedish residents in metropolitan, semi-rural and rural areas (with a response rate of 34.6%). Through an ordinal factor analysis, three classes of motives were extracted: Perceived outcomes, Symbolic and Instrumental motives. Hierarchical proportional odds logistic regression and hierarchical linear regression models assess the relative importance of socio-demographic variables, motives, descriptive norms, car attitudes and driving habits for each kind of trip. These models indicate that the impact of socio-demographic and psychological variables varies across trip purposes. Commuting and child- related trips were primarily predicted by socio-demographic variables. Leisure and shopping trips were mostly predicted by driving habit. Driving habit was a common and strong predictor among all trip purposes. These results are evidence of the power of script-based trips to generate habitual travel behaviours across different trip purposes. Conclusions are made in the light of the usefulness of these results to practitioners and researchers who aim to foster sustainable transportation and to reduce private car use. [ABSTRACT FROM AUTHOR]

In this paper, we propose a car-following model to ensure the car-following safety, stability, comfort and fuel-optimal with consideration of the driver's different driving habits under different headways. During the car-following state, the following vehicle's acceleration is determined by its driving strategy in different headways to fit the driving habits. When the headway is overlong, the following vehicle will shorten the headway by a comfort and fuel-optimal acceleration–uniform motion–deceleration process to ensure the stable car-following behavior. When the headway is too short, the following vehicle take emergency brake to ensure the car-following safety. When the headway is within the desired range, the following vehicle can run at a relatively steady speed since the comfort driving is an important reason for drivers to adopt a new driving behavior. The numerical results show that the proposed model can ensure the safety, stability, comfort, fuel-optimal and the consistency with the driver's driving habits under the car-following state. • A car-following model with driving habit is proposed. • A fuel-optimal driving strategy is proposed. • The relationships between the traffic situation and driving strategy are studied. [ABSTRACT FROM AUTHOR]

Highlights • Prevalence of driving habits and determinants of driving habits was shown. • Multicenter prospective cohort study was used, mean age was 90 years. • About one in six very old Germans is still a regular car driver. • Several determinants of driving habits among the oldest old were identified. Abstract Aim To present data on the prevalence of driving habits and to identify the determinants of driving habits among the oldest old in Germany. Methods Cross-sectional data were used from the "Study on Needs, health service use, costs and health-related quality of life in a large sample of oldest-old primary care patients (85+)" (AgeQualiDe), including primary care patients aged 85 years and above (n = 549 at FU 9, mean age was 90.3 years; 86–101 years). Driving habits were measured (driving a car; frequency of driving a car and driving duration). Correlates were quantified using widely established scales (e.g., Geriatric Depression Scale, Instrumental Activities of Daily Living Scale). Multiple regression models were used to identify the determinants of driving habits. Results Sixteen percent (87 out of 549) drove a car. Among the car-drivers, about 80% drove at least several times a week and about two-thirds drove longer distances (>15 min). Multiple logistic regressions showed that among the oldest old being a male was more likely to be a current driver compared to being a female. Other significant factors were subjective memory impairment, severe visual impairment, functional and cognitive impairment. Correlates of frequency of driving a car and driving duration were further identified. Conclusion About one in six very old Germans is still a regular car driver. Several determinants of driving habits among the oldest old were identified. Future longitudinal studies are required to clarify the factors leading to changes in driving habits. [ABSTRACT FROM AUTHOR]

The aim of this study was to explore self-reported driving habits and the factors associated with these within the first three months of return to driving following traumatic brain injury (TBI). Participants included 24 individuals with moderate to severe TBI (post-traumatic amnesia duration M = 33.26, SD = 29.69 days) and 28 healthy age, education, and gender-matched controls who completed an on-road assessment. Driving frequency and avoidance questionnaires were administered to assess premorbid driving, anticipated driving upon resuming, and driving at three months post-assessment. There were no differences between groups for premorbid driving frequency or avoidance. Individuals with TBI anticipated greater reductions in driving frequency, t(29.57) =  -3.95, p < .001, and increases in avoidance, U = 171.00, z = -2.69, p < .01. On follow up, significant reductions in frequency, t(48)  = -3.03, p < .01, but not avoidance, U = 239.00, z = -1.35, p = .18, were observed. Females were more likely to reduce their driving frequency, rs =  -.43, p < .05, while increased anxiety was associated with increased avoidance r = .63, p < .05, and reduced frequency r = -.43, p < .05. It was concluded that individuals with TBI anticipated changes in their driving habits upon return to driving, indicating an expectation for post-injury changes to their driving lifestyle. On follow up, many of these intended changes to driving habits, particularly in relation to driving frequency, were reported by individuals with TBI, suggestive of some strategic self-regulation. [ABSTRACT FROM AUTHOR]

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

Vehicle navigation is widely used in path planning of self driving travel, and it plays an increasing important role in people's daily trips. Therefore, path planning algorithms have attracted substantial attention. However, most path planning methods are based on public data, aiming at different driver groups rather than a specific user. Hence, this study proposes a personalized path decision algorithm that is based on user habits. First, the categories of driving characteristics are obtained through the investigation of public users, and the clustering results corresponding to the category space are obtained by log fuzzy C-means clustering algorithm (LFCM) based on the driving information contained in the log trajectories. Then, the road performance personalized quantization algorithm evaluation is proposed to evaluate roads from the user's field of vision. Finally, adaptive ant colony algorithm is improved and used to validate the path planning based on the road performance personalized values. Results show that the algorithm can meet the personalized requirements of the user path selection in the path decision. [ABSTRACT FROM AUTHOR]

Car insurance companies have started to collect high-frequency GPS location data of their car drivers. This data provides detailed information about the driving habits and driving styles of individual car drivers. We illustrate how this data can be analyzed using techniques from pattern recognition and machine learning. In particular, we describe how driving styles can be categorized so that they can be used for a regression analysis in car insurance pricing. [ABSTRACT FROM AUTHOR]

Vehicle navigation is widely used in path planning of self driving travel, and it plays an increasing important role in people's daily trips. Therefore, path planning algorithms have attracted substantial attention. However, most path planning methods are based on public data, aiming at different driver groups rather than a specific user. Hence, this study proposes a personalized path decision algorithm that is based on user habits. First, the categories of driving characteristics are obtained through the investigation of public users, and the clustering results corresponding to the category space are obtained by log fuzzy C-means clustering algorithm (LFCM) based on the driving information contained in the log trajectories. Then, the road performance personalized quantization algorithm evaluation is proposed to evaluate roads from the user’s field of vision. Finally, adaptive ant colony algorithm is improved and used to validate the path planning based on the road performance personalized values. Results show that the algorithm can meet the personalized requirements of the user path selection in the path decision.

One of the main approaches aimed at ensuring the movement safety covering the preparation of bus drivers is explained in report. The status of the current driver preparation is analyzed and the insufficiencies in the normative-legal documents and the material-technical base of driving schools are showed. It has been given recommendations to reduce traffic incidents committed by bus drivers on the basis of the development tendency. The driver in many cases can eliminate the emergency situation with this proper functioning. Considering it in the article during the educational and psychological preparation for mastering the high level professional driver knowledge and skills has been given commentary the scientific and practical research. 3 there has also been reelected detail information about the trimmed construction the creation of a training bus [ABSTRACT FROM AUTHOR]

Copyright of Glasnik Slovenskega Etnološkega Društva is the property of Slovene Ethnological Society and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Purpose: To determine if intraocular lens (IOL) choice at the time of cataract surgery affects driving habits. Materials and methods: Pseudophakes who were 28-35 months postbilateral cataract surgery with one of two contemporary one-piece hydrophobic acrylic IOLs (SN60WF or ZCB00) were asked to complete the Driving Habits Questionnaire, a validated instrument for determining self-reported driving status, frequency, and difficulty. To determine if there were any differences in driving habits between the two groups, t-tests and χ2 tests were used. Results: Of 90 respondents, 72 (40 SN60WF and 32 ZCB00) were still active drivers. The SN60WF-implanted subjects were less likely to drive at the same speed or faster than the general flow of traffic, less likely to rate their quality of driving as average/above average, less likely to have traveled beyond their immediate neighborhood, less likely to drive at night, more likely to have moderate-to-severe difficulty driving at night, and more likely to have self-reported road traffic accidents. The differences did not reach statistical significance. Conclusion: Changes in patients' driving habits 2-3 years after cataract surgery may be associated with the type of IOL implanted. A larger study, powered to demonstrate statistical significance, is needed to verify the trends identified in this pilot study and discover possible contributing factors. [ABSTRACT FROM AUTHOR]

Highlights: [•] Examined self-reported driving in older adults with clinical cognitive impairment. [•] Participants had mild cognitive impairment (MCI), dementia, or normal cognition. [•] All participants had similar driving status and frequency. [•] MCI and dementia avoided unfamiliar and high-traffic roads more than normal group. [•] Dementia group avoided left turns and the community more than normal and MCI groups. [Copyright &y& Elsevier]

The article presents research which assessed habits of older drivers three months before driving evaluation in the U.S. The study was conducted to examine older people's driving habits before the mandatory driving cessation, which particularly focuses on self-reported driving habits of safe and unsafe driving. It found that although there is an association between driving habit and performance outcome, it does not predict whether the person is a safe driver.

A study was carried out to increase knowledge about the safety of drivers with disabilities. A questionnaire that focused on the driver's disability, the adaptive equipment, the use of the car, safety, and accident involvement was sent to a random sample of persons with disabilities driving adapted cars. Spinal cord injuries was the most frequent diagnosis (30% of 793 answers) and lower limb disabilities was the most common functional restriction (over 75%). The drivers felt very safe and they had a high level of confidence in the adapted car. They used the car for almost the entire distance travelled (90%), which illustrates how dependent this group is on the car for their mobility. About 1 out of 10 drivers had been involved in an accident during the last 3.5 years, most of them with only material damage. The accident and injury risks of the target group did not differ significantly from the risks of drivers in general. A small number of accidents were attributed to problems with the special equipment in the car. The causes could be unfamiliarity with the controls, an adaptation that did not fully meet the needs of the individual or equipment that broke down. [ABSTRACT FROM AUTHOR]

The purpose of this study was to investigate the influences of age and gender on the driving patterns of 300 older adults. Odds of driving less than every day increased significantly with age and female gender. However, no differences were found in the reduction of overall driving. Females were more likely than men to have stopped or reduced driving under certain adverse conditions and for elective purposes. The driving patterns of today's cohort of older females suggest that the gender gap may be narrowing. Social and cultural issues such as security, safety, and identity with driving may explain existing gender differences. [ABSTRACT FROM AUTHOR]

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

Purpose: Returning to driving post-stroke is a step towards independence. On return to driving following stroke, confidence is related to performance in on-road assessment and self-regulation of driving behaviours occurs. The aim of this study was to examine the relationship between driver's confidence and driving habits post-stroke., Method: Structured telephone surveys were completed with 40 stroke survivors (62% men), of mean age 65 years SD 12.17 who returned to driving post-stroke within the previous 3 years. The survey included: (1) socio-demographics, (2) Adelaide Driving Self Efficacy Scale (ADSES) and (3) Driving Habits Questionnaire (DHQ)., Results: Male stroke survivors were more likely to return to driving, drive further and more often. Stroke survivors under 65 years were likely to drive further. Driving confidence was significantly associated with kilometres driven (p = 0.006), distance driven (p = 0.027) and self-limiting driving (p = 0.00)., Conclusion: Findings indicate a relationship between confidence and driving behaviours post-stroke. Early recognition of driving confidence will help professionals target specific strategies, encouraging stroke survivors to return to full driving potential, access activities and positively influence quality of life. Implications for Rehabilitation Findings indicate a relationship between confidence and driving behaviours post-stroke. Early recognition of driving confidence will help professionals target specific strategies, encouraging stroke survivors to return to full driving potential, access activities and positively influence quality of life.