| 1. |
- Hallvig, D., et al.
(författare)
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Sleepy driving on the real road and in the simulator - A comparison
- 2013
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Ingår i: Accident Analysis and Prevention. - : Elsevier BV. - 0001-4575 .- 1879-2057. ; 50, s. 44-50
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Tidskriftsartikel (refereegranskat)abstract
- Sleepiness has been identified as one of the most important factors contributing to road crashes. However, almost all work on the detailed changes in behavior and physiology leading up to sleep related crashes has been carried out in driving simulators. It is not clear, however, to what extent simulator results can be generalized to real driving. This study compared real driving with driving in a high fidelity, moving base, driving simulator with respect to driving performance, sleep related physiology (using electroencephalography and electrooculography) and subjective sleepiness during night and day driving for 10 participants. The real road was emulated in the simulator. The results show that the simulator was associated with higher levels of subjective and physiological sleepiness than real driving. However, both for real and simulated driving, the response to night driving appears to be rather similar for subjective sleepiness and sleep physiology. Lateral variability was more responsive to night driving in the simulator, while real driving at night involved a movement to the left in the lane and a reduction of speed, both of which effects were absent in the simulator. It was concluded that the relative validity of simulators is acceptable for many variables, but that in absolute terms simulators cause higher sleepiness levels than real driving. Thus, generalizations from simulators to real driving must be made with great caution.
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| 2. |
- Bester, CJ
(författare)
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Comparing road fatilities on three continents
- 2001
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Ingår i: Proceedings of the Conference Road Safety on Three Continents in Pretoria, South Africa, 20-22 September 2000. - Linköping : Statens väg- och transportforskningsinstitut. ; , s. 263-271
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- It has been shown in the past that the road fatality rates of differentcountries are dependent on the total vehicle ownership of such counties.Recent research has revealed that the passenger car ownership is a betterpredictor of the fatality rate of a country. This is also the case for thedifferent continents. When comparing the fatality rates of three continents,it was found that there are other socio-economic factors, such as income,illiteracy and life expectancy that also contribute to the large differencesbetween the developed countries of the Northern Hemisphere and the developingcountries of Africa. Accident and fatality rates can be expressed in terms ofthe population, or the vehicle or passenger car population or the roadnetwork of a country. In the paper the comparisons are made for all four ofthese rates and the differences are discussed. The relationships between roadsafety and the different socio-economic variables as applicable to thecountries of the three continents are also shown. Conclusions are maderegarding the reasons for the differences in fatality rates.
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| 3. |
- Brüde, Ulf, et al.
(författare)
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Vem har kolliderat med vem och var? : analys av omkomna 1996-2005
- 2007
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- This study has been performed by VTI for the Swedish Road Traffic Inspectorate. The aim was to collect data which will make it possible to describe, analyse and try to explain the changes in the number killed in traffic over the period 1996-2005. Previously it was possible to observe long term changes on the basis of a breakdown by state/ municipal road management authorities and a breakdown by accident type. This was no longer possible after the introduction of a new accident data system in 2003. In this project, an alternative breakdown and description of the development in the number killed is proposed. For each individual year (1996-2005) a "collision matrix" is constructed. This matrix shows which road user categories have been killed and whether this has occurred without a collision (single vehicle accident) or in collision with some other traffic element. Breakdowns by "urban/rural", sex and age group are also made in the matrix. Both the assessment of the police and the definition of urban areas by Statistics Sweden SCB have been used as regards the urban/rural breakdown. The breakdown urban/rural is a substitute for municipal/state road management authority, and the breakdown non-collision/collision is a substitute for accident type.
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| 4. |
- Filtness, Ashleigh J, et al.
(författare)
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Sleep-related eye symptoms and their potential for identifying driver sleepiness
- 2014
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Ingår i: Journal of Sleep Research. - : Wiley. - 0962-1105 .- 1365-2869. ; 23:5, s. 568-75
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Tidskriftsartikel (refereegranskat)abstract
- The majority of individuals appear to have insight into their own sleepiness, but there is some evidence that this does not hold true for all, for example treated patients with obstructive sleep apnea. Identification of sleep-related symptoms may help drivers determine their sleepiness, eye symptoms in particular show promise. Sixteen participants completed four motorway drives on two separate occasions. Drives were completed during daytime and night-time in both a driving simulator and on the real road.Ten eye symptoms were rated at the end of each drive, and compared with driving performance and subjective and objective sleep metrics recorded during driving. 'Eye strain', 'difficulty focusing', 'heavy eyelids' and 'difficulty keeping the eyes open' were identified as the four key sleep-related eye symptoms. Drives resulting in these eye symptoms were more likely to have high subjective sleepiness and more line crossings than drives where similar eye discomfort was not reported. Furthermore, drivers having unintentional line crossings were likely to have 'heavy eyelids' and 'difficulty keeping the eyes open'. Results suggest that drivers struggling to identify sleepiness could be assisted with the advice 'stop driving if you feel sleepy and/or have heavy eyelids or difficulty keeping your eyes open'.
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| 5. |
- Legrand, Sara-Ann, et al.
(författare)
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Prevalence of alcohol, illicit drugs and psychoactive medicines in killed drivers in four European countries
- 2013
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Ingår i: International Journal of Injury Control and Safety Promotion. - : Taylor & Francis. - 1745-7300 .- 1745-7319. ; 21:1, s. 17-28
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Tidskriftsartikel (refereegranskat)abstract
- Our objective was to determine the presence of psychoactive substances in blood of drivers killed in road crashes in four European countries. Data from 1118 drivers of car and vans, killed between 2006 and 2009, were collected in Finland, Norway, Portugal and Sweden. The prevalence of any psychoactive substance ranged between 31 and 48%.Alcohol (>= 0.1 g/L) was the most common finding, 87% had a blood alcohol concentration (BAC)>=.5 g/L. Benzodiazepines (1.8-13.3%) and amphetamines (0-7.4%) were the most prevalent psychoactive medicines and illicit drugs, respectively. Alcohol-drug and drug-drug combinations were rather prevalent. Differences in alcohol/drug findings seemed to reflect differences in use in the countries. More research should be done to develop preventive strategies to reduce the number of alcohol- and drug-related traffic accidents targeting at-risk groups, such as drivers with very high BACs and novice drivers.
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| 6. |
- Martens, Marieke H, et al.
(författare)
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The effects of diabetes and low blood sugar levels on driving behaviour : comparison of diabetics and non-diabetics
- 2001
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Ingår i: Proceedings of the conference Traffic Safety on Three Continents. - Linköping : Statens väg- och transportforskningsinstitut. ; , s. 574-583
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- Under contract with the University Medical Centre, Utrecht, TNO Human Factors has conducted research to investigate the effect of diabetes on driving behaviour. In a driving simulator experiment, patients with diabetes and non-diabetics were confronted with various traffic situations. The subject groups always drove the conditions twice. In this, the patient groups drove the route once with euglycaemia (a normal blood sugar level) and once with hypoglycaemia (low blood sugar level). The non-patient group drove the route twice with a normal blood sugar level. Subjects did not know in what condition their blood sugar level would be decreased to the level of hypoglycaemia. In the analysis of the diabetic group, difference was made between people who were aware of their blood sugar level being low and those who did not notice the status of hypoglycaemia. Ninety subjects participated in a driving simulator experiment. Subjects drove on the motorway, a rural road and a city road. During normal driving situations, some critical incidents were encountered (e.g. braking lead vehicle, deciding who has the right of way, coping with curves). During driving, behavioural variables were measured. These variables were Time-To-Line-Crossing, Time-To-Collision, crossing road markings, response times to critical situations and responses to a secondary task. By comparing driving performance between non-patients and patients, and between a normal blood sugar level and hypoglycaemia, the effects of diabetes on driving performance and traffic safety were established. The results showed that in case of a low blood sugar level in Type II diabetics (non-insulin dependent), there is a clear decrease in performance, although some of the effects are also present in that type of diabetics with normal blood sugar levels. Type I (insulin dependent) diabetics did not show any decreased driving performance, not even with low blood sugar levels.
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| 7. |
- Mårdh, Selina, et al.
(författare)
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Driving restrictions post-stroke : Physicians' compliance with regulations
- 2017
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Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; , s. 1-4
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Tidskriftsartikel (refereegranskat)abstract
- Objective: Suffering a stroke might lead to permanent cognitive and/or physical impairment. It has been shown that these impairments could have an impact on an individual's fitness to drive. In Sweden, as in many other countries, there are regulations on driving cessation post-stroke. Information on driving cessation should be given to all patients and noted in the journal.The present study sought to determine physician's compliance to driving regulations post-stroke as well as follow-up and gender aspects.Method: A retrospective study of medical records on stroke patients was carried out. The study covered all of the medical records on stroke incidents (n = 342) during a year at a typical medium to large-sized hospital in Sweden.Results: A journal entry on driving cessation post-stroke was missing in 81% of the medical records. Only 2% of the patients were scheduled for a follow-up meeting specifically concerning fitness to drive. Significantly more men than women had an entry on driving in the journal.Conclusions: We conclude that the Swedish regulations on driving cessation post-stroke were not followed at the participating hospital. It is crucial that all stroke patients receive information on driving cessation because their condition might affect fitness to drive. Analysis of follow-up records showed that there was no consistent method for assessment of a patient's fitness to drive. There was also a gender difference in the material, which warrants further investigation.
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| 8. |
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| 9. |
- Sandberg, David, 1980, et al.
(författare)
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The Characteristics of Sleepiness During Real Driving at Night - A Study of Driving Performance, Physiology and Subjective Experience
- 2011
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Ingår i: Sleep. - 1550-9109 .- 0161-8105. ; 34:10, s. 1317-1325
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Tidskriftsartikel (refereegranskat)abstract
- Study Objectives: Most studies of sleepy driving have been carried out in driving simulators. A few studies of real driving are available, but these have used only a few sleepiness indicators. The purpose of the present study was to characterize sleepiness in several indicators during real driving at night, compared with daytime driving. Design: Participants drove 55 km (at 90km/h) on a 9-m-wide rural highway in southern Sweden. Daytime driving started at 09: 00 or 11: 00 (2 groups) and night driving at 01: 00 or 03: 00 (balanced design). Setting: Instrumented car on a real road in normal traffic. Participants: Eighteen participants drawn from the local driving license register. Interventions: Daytime and nighttime drives. Measurement and Results: The vehicle was an instrumented car with video monitoring of the edge of the road and recording of the lateral position and speed. Electroencephalography and electrooculography were recorded, together with ratings of sleepiness every 5 minutes. Pronounced effects of night driving were seen for subjective sleepiness, electroencephalographic indicators of sleepiness, blink duration, and speed. Also, time on task showed significant effects for subjective sleepiness, blink duration, lane position, and speed. Sleepiness was highest toward the end of the nighttime drive. Night driving caused a leftward shift in lateral position and a reduction of speed. The latter two findings, as well as the overall pattern of sleepiness indicators, provide new insights into the effects of night driving. Conclusion: Night driving is associated with high levels of subjective, electrophysiologic, and behavioral sleepiness.
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| 10. |
- Sandberg, David, 1980, et al.
(författare)
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The impact of sleepiness on lane positioning in truck driving
- 2013. - 1
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Ingår i: Driver Distraction and Inattention. - Farnham : Ashgate. - 9781409425854 - 9781315578156 ; , s. 405-416, s. 405-416
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Bokkapitel (refereegranskat)abstract
- This chapter concerns the detection of sleepiness in truck drivers. Data obtained from a driver sleepiness study involving real-world driving are used in order to analyse the performance of several sleepiness indicators based on driving behavior; such as, for example, variability in lateral position and heading angle. Contrary to the results obtained for passenger cars, for heavy trucks it is found that indicators based on variability provide little or no information; their performance does not rise significantly above chance levels.However, the data indicate that there is a significant difference in the average lane position for sleepy and alert drivers, respectively, such that a sleepy driver generally places the vehicle closer (by about 0.2 m) to the centre of the road than an alert driver. The analysis also shows a significant, monotonous, increase in average lateral position (measured from the right, outer, lane boundary towards the lane centre) between the four cases of (i) daytime alert driving, (ii) daytime sleepy driving, (iii) night-time alert driving and (iv) nighttime sleepy driving.
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