Effects of age and illumination on night driving: a road test

OBJECTIVE: This study investigated the effects of drivers' age and low light on speed, lane keeping, and visual recognition of typical roadway stimuli. BACKGROUND: Poor visibility, which is exacerbated by age-related changes in vision, is a leading contributor to fatal nighttime crashes. There is little evidence, however, concerning the extent to which drivers recognize and compensate for their visual limitations at night. METHOD: Young, middle-aged, and elder participants drove on a closed road course in day and night conditions at a "comfortable" speed without speedometer information. During night tests, headlight intensity was varied over a range of 1.5 log units using neutral density filters. RESULTS: Average speed and recognition of road signs decreased significantly as functions of increased age and reduced illumination. Recognition of pedestrians at night was significantly enhanced by retroreflective markings of limb joints as compared with markings of the torso, and this benefit was greater for middle-aged and elder drivers. Lane keeping showed nonlinear effects of lighting, which interacted with task conditions and drivers' lateral bias, indicating that older drivers drove more cautiously in low light. CONCLUSION: Consistent with the hypothesis that drivers misjudge their visual abilities at night, participants of all age groups failed to compensate fully for diminished visual recognition abilities in low light, although older drivers behaved more cautiously than the younger groups. APPLICATION: These findings highlight the importance of educating all road users about the limitations of night vision and provide new evidence that retroreflective markings of the limbs can be of great benefit to pedestrians' safety at night.     

Time perception as a workload measure in simulated car driving

In experimental studies using flight simulations subjects’ duration estimates have shown to be an effective indicator of cognitive task demands. In this study we wanted to find out whether subjective time perception could serve as a measure of cognitive workload during simulated car driving. Participants drove on a round course of a driving simulator consisting of three different environments with different levels of task demands. Drivers were required to perform a time-production task while driving the vehicle. Electrodermal activity and subjective ratings of mental workload (SWAT) were recorded simultaneously. The length of produced intervals increased significantly in more complex driving situations, as did electrodermal activity and subjective ratings of mental workload. Thus, time production is a valid indicator of cognitive involvement in simulated driving and could become a valid method to measure the current mental workload of car drivers in various traffic situations.     

Systematic review of the relationship between quick returns in rotating shift work and health-related outcomes

A systematic literature search was carried out to investigate the relationship between quick returns (i.e. 11.0 hours or less between two consecutive shifts) and outcome measures of health, sleep, functional ability and work–life balance. A total of 22 studies published in 21 articles were included. Three types of quick returns were differentiated (from evening to morning/day, night to evening, morning/day to night shifts) where sleep duration and sleepiness appeared to be differently affected depending on which shifts the quick returns occurred between. There were some indications of detrimental effects of quick returns on proximate problems (e.g. sleep, sleepiness and fatigue), although the evidence of associations with more chronic outcome measures (physical and mental health and work–life balance) was inconclusive.

Practitioner Summary: Modern societies are dependent on people working shifts. This study systematically reviews literature on the consequences of quick returns (11.0 hours or less between two shifts). Quick returns have detrimental effects on acute health problems. However, the evidence regarding effects on chronic health is inconclusive.     

Who is sleepier on the night shift? The influence of bio-psycho-social factors on subjective sleepiness of female nurses during the night shift

Sleepiness is a common complaint during the night shift and may impair performance. The current study aims to identify bio-psycho-social factors associated with subjective sleepiness during the night shift. Ninety-two female nurses working rotating shifts completed a sociodemographic questionnaire, the Munich ChronoType Questionaire for shift workers, the Pittsburg Sleep Quality Index, and the Pre-sleep Arousal Scale. Subjective sleepiness was measured hourly during two night shifts using the Karolinska Sleepiness Scale, and activity monitors assessed sleep duration 24-h before each shift. Findings showed that increased sleepiness was associated with increased age in nurses with early chronotypes and with more children. High cognitive pre-sleep arousal, but not sleep, was associated with increased sleepiness, especially in late chronotypes. The impact of bio-psycho-social factors on night shift sleepiness is complex, and depends on mutual interactions between these factors. Nurses most prone to increased sleepiness must develop personal strategies for maintaining vigilance on the night shift.

Practitioner Summary: This study aims to identify bio-psycho-social factors associated with subjective sleepiness of female nurses during the night shift. Increasing sleepiness was associated with increased age in nurses with early chronotypes and with more children. Increased cognitive pre-sleep arousal, but not sleep, was associated with increased sleepiness, especially in late chronotypes.     

Can a short nap and bright light function as implicit learning and visual search enhancers?

The present study examined effects of a short nap (20 min) and/or bright light (2000 lux) on visual search and implicit learning in a contextual cueing task. Fifteen participants performed a contextual cueing task twice a day (1200–1330 h and 1430–1600 h) and scored subjective sleepiness before and after a short afternoon nap or a break period. Participants served a total of four experimental conditions (control, short nap, bright light and short nap with bright light). During the second task, bright light treatment (BLT) was applied in the two of the four conditions. Participants performed both tasks in a dimly lit environment except during the light treatment. Results showed that a short nap reduced subjective sleepiness and improved visual search time, but it did not affect implicit learning. Bright light reduced subjective sleepiness. A short nap in the afternoon could be a countermeasure against sleepiness and an enhancer for visual search.

Practitioner Summary: The study examined effects of a short afternoon nap (20 min) and/or bright light (2000 lux) on visual search and implicit learning. A short nap is a powerful countermeasure against sleepiness compared to bright light exposure in the afternoon.     

The effects of a self-selected nap opportunity on the psychophysiological,performance and subjective measures during a simulated industrial night shift regimen

This study compared the effects of a 1 h self-selected recovery period to those of a standard night shift arrangement (with a total break time of 1-h) over a simulated three-day night shift schedule in a laboratory setting. Results showed that the inclusion of the flexible nap scheme resulted in higher performance output, improvements in physiological strain responses and reduced sleepiness during each night shift and generally over the three-night cycle. Certain variables also revealed the impact of napping compared with the standard rest break condition on the circadian rhythm. The sleep diary records show that the inclusion of the current intervention did not significantly reduce daytime recovery sleep. The results suggest that the potential benefits of flexible napping may outweigh the logistical effort it requires in a workplace environment.

Practitioner summary: Consensus on appropriate napping strategies for shift work remains a challenge. This simulated night shift laboratory study sought to determine the effects of a 1-h self-selected nap opportunity relative to a normal shift set-up. The nap improved performance and decreased sleepiness, without affecting daytime sleep.     

Effects on vigilance performance and sleepiness of alcohol given in the early afternoon ('post lunch') vs. early evening

There is a propensity for sleepiness in the early afternoon ('post-lunch dip'), that contrasts with the circadian peak of alertness in the evening. Alcohol has a soporific effect, and one might expect it to be more potent in the early afternoon than in the evening. This is a little explored area. Four, two or nil (English) units of alcohol (producing maximum blood alcohol concentrations [BACs] of approx. 70, 35 and less than 5 mg alcohol 100/ml blood respectively) were given with food to eight women, at 1300h or 1830h, in a double-blind randomized repeated-measures design. After this consumption, subjects underwent 1 h of vigilance testing. They rated themselves for sleepiness on a half-hourly basis. There were significant main effects for dose and for time of day with: reaction time, hits and sleepiness scores. There was also a significant dose x time of day interaction with: reaction time and hits. That is, two and four units of alcohol produced greater impairment in the afternoon compared with the corresponding evening values. Implications of these findings for driving behaviour are discussed (the maximum legal BAC for car drivers in the UK is 80 mg/100 ml blood).     

A comparison of circadian rhythms in work performance between physically active and inactive subjects

This study compared circadian rhythms in physiological, subjective, and performance measures between groups exhibiting different levels of habitual physical activity. Fourteen male subjects, aged 19–29 years, were assigned to a physically active (group I, n=7) or a physically inactive (group II,n= 7) group on the basis of leisure–time physical activity. Rectal temperature, oral temperature, resting pulse rate, subjective arousal and sleepiness were measured at 02:00,06:00, 10:00, 14:00, 18:00 and 22:00 in a counter–balanced sequence for each subject. Whole–body flexibility, back and leg strength, grip strength (right and left), flight time in a vertical jump, PWC₁₅₀ and self–chosen work–rate were also recorded at each time point. At least 8h separated each test session. Subjects avoided exercise 48h prior to, and during the experiment. Data were subjected to the group cosinor method. Group I evidenced 1·5–2·5 times greater rhythm amplitudes than Group II for oral temperature, subjective arousal, sleepiness, flexibility, left and right grip strength, submaximal heart rate, and self–chosen work–rate (p<0·05). Oral temperature and arousal for Group I were lower than Group II only at 06:00. Early morning troughs in most of the performance measures were significantly greater for Group I (p<005). The groups did not differ with respect to phasing of the rhythms (p<005). These results confirm with physical performance measures that rhythm amplitudes are higher for physically fit subjects. This could be attributed to greater early–morning troughs in the measures for active individuals. Since the subjects were sedentary immediately prior to testing, it is plausible that these findings are training effects of physical activity.     

Rostering in a rail passenger carrier

In this paper we present an applied study, commissioned by the regional rail passenger carrier EuskoTren, into how the annual workload of drivers can be allocated in an egalitarian fashion. The allocation must meet the constraints arising from working conditions and the preferences of employees, as reflected in collective bargaining agreements. The workload varies over the five periods, into which the year is divided, and according to the day of the week. Moreover, not all morning, evening and night shifts are of equal duration. Reduced services on public holidays are also considered. The solution to the problem proposed is obtained in four linked steps, at each of which a binary programming problem is solved using commercial software. Step one is to build five lists of weekly multi-shift patterns, two of them rotating, that contain all the shifts in the week. Step two consists of the partially rotating annual assignment of patterns to drivers, step three involves the extraction of shifts by reduction of services on public holidays, and step four incorporates the durations in hours into the shifts already assigned. The final solution obtained is quite satisfactory: all drivers are assigned a similar number of morning, evening and night shifts and Sundays off, and they work practically the same number of days and hours per year. The results obtained, the adaptability of the system to new requirements and the computation time used are fully satisfactory to the firm, which has decided to implement the model.     

Time-of-day effects of alcohol intake on simulated driving performance in women.

There is a circadian propensity for sleepiness in the early afternoon (contrasting with an alertness peak early evening) which potentiates the sedating effects of alcohol. However, little research has been done to examine these effects on driving performance. Four units of alcohol (95 ml of 40% spirit) or placebo were given double blind, with a snack to two groups ('early afternoon' and 'early evening') of 12 young women, at either 1310 h or 1810 h. Blood alcohol levels (BACs) were estimated by breathalyser. BACs were within the UK legal driving maximum. Subjects underwent 40 min of monotonous motorway driving in a car simulator. Self-ratings on sleepiness and alcohol effects showed a significantly greater impact of alcohol in the early afternoon relative to the early evening. Whilst neither time of day nor alcohol affected lateral corrective steering movements, alcohol significantly increased the average following-distance and the variability in this distance, especially during the early afternoon. In some subjects from the early afternoon group, this impairment seemed to be to dangerous levels following alcohol.     

Recent changes in driving among older adults.

Driving statistics comparing drivers aged at least 65 years with all drivers are examined for the years 1980 and 1989. In that time older driver fatalities had increased substantially despite a decrease in total driver fatalities. Analyses of size of population, numbers of licensed drivers, estimates of miles driven, and crash rates for these two years imply that the rise in total older driver deaths is related to increasing numbers of older adults who are licensed to drive and an increase in likelihood of fatality following a motor vehicle crash. This latter effect may be associated with a very substantial rise in the numbers of licensed drivers age 70 and older.     

Curve negotiation performance in a driving simulator as a function of curve geometry

A study was conducted to investigate driver performance on curves. The between-trial factors were Blood Alcohol Content (BAC) level (0.00, 0.7, 0.12 %) and type of driving scenario (eventful versus uneventful). The within-session factors were edgeline width, type of curve-warning sign, and curve type. Twelve male drivers drove continuously for two hours on each of three nights. Each subject negotiated 150 curves during each two-hour drive. Curve radii ranged from 57.3 to 94.2 m (188 to 309.2 ft). Advisory speeds presented on curve-warning signs ranged from 32.2 to 72.4 km/h (20 to 45 mile/h). The driving simulator was a completely instrumented cab resting on a fixed base. The results showed that curve-entry speed increased as radius of curvature increased. Lateral position error was greater on the curve with the smallest radius and least on the curve with the shortest length. Heading error first increased then decreased as curve radius increased. Neither the amount of road used nor the mean computed lateral acceleration were related to curve radius, heading change or length. These results are attributed to the absence of lateral-acceleration cues in the driving simulator.     

Vigilance on the civil flight deck: incidence of sleepiness and sleep during long-haul flights and associated changes in physiological parameters

The study investigated sleepiness and sleep in aircrew during long-haul flights. The objectives were to identify loss of alertness and to recommend a practical approach to the design of an alerting system to be used by aircrew to prevent involuntary sleep. The flights were between London and Miami, covering both day- and night-time sectors, each with a duration of ~9 h. The subjects were 12 British Airways pilots. Various physiological variables were measured that could potentially be used to indicate the presence of drowsiness and involuntary sleep: brain electrical activity (electroencephalogram, EEG), eye movements via the electro-oculogram (EOG), wrist activity, head movements and galvanic skin resistance. The EEG and EOG identified sleepiness and sleep, as well as being potential measures on which to base an alarm system. Ten pilots either slept or showed evidence of sleepiness as assessed by the EEG and EOG. Many of the episodes of sleepiness lasted < 20 s, which could mean that the subjects were unaware of their occurrence and of the potential consequences on performance and vigilance. All physiological parameters showed changes during sleep, although only the EEG and EOG were modified by sleepiness. During sleep, skin resistance was increased, and wrist activity and head movements were absent for long periods. The study indicated that the measurement of eye movements (either alone or in combination with the EEG), wrist activity or head movement may be used as the basis of an alarm system to prevent involuntary sleep. Skin resistance is considered to be unsuitable, however, being related in a more general way to fatigue rather than to sleep episodes. The optimal way to monitor the onset of sleep would be to measure eye movements; however, this is not feasible in the flight deck environment at the present time due to the intrusive nature of the recording methodology. Wrist activity is therefore recommended as the basis of an alertness alarm. Such a device would alert the pilot after ~4–5 min of wrist inactivity, since this duration has been shown by the present study to be associated with sleep. The possibility that sleep inertia (reduced alertness immediately after awakening from sleep) could follow periods of sleep lasting 5 min needs to be considered. The findings reported here might be applicable to other occupational environments where fatigue and sleepiness are known to occur.     

Vigilance on the civil flight deck: incidence of sleepiness and sleep during long-haul flights and associated changes in physiological parameters

The study investigated sleepiness and sleep in aircrew during long-haul flights. The objectives were to identify loss of alertness and to recommend a practical approach to the design of an alerting system to be used by aircrew to prevent involuntary sleep. The flights were between London and Miami, covering both day- and night-time sectors, each with a duration of approximately 9 h. The subjects were 12 British Airways pilots. Various physiological variables were measured that could potentially be used to indicate the presence of drowsiness and involuntary sleep: brain electrical activity (electroencephalogram, EEG), eye movements via the electro-oculogram (EOG), wrist activity, head movements and galvanic skin resistance. The EEG and EOG identified sleepiness and sleep, as well as being potential measures on which to base an alarm system. Ten pilots either slept or showed evidence of sleepiness as assessed by the EEG and EOG. Many of the episodes of sleepiness lasted < 20 s, which could mean that the subjects were unaware of their occurrence and of the potential consequences on performance and vigilance. All physiological parameters showed changes during sleep, although only the EEG and EOG were modified by sleepiness. During sleep, skin resistance was increased, and wrist activity and head movements were absent for long periods. The study indicated that the measurement of eye movements (either alone or in combination with the EEG), wrist activity or head movement may be used as the basis of an alarm system to prevent involuntary sleep. Skin resistance is considered to be unsuitable, however, being related in a more general way to fatigue rather than to sleep episodes. The optimal way to monitor the onset of sleep would be to measure eye movements; however, this is not feasible in the flight deck environment at the present time due to the intrusive nature of the recording methodology. Wrist activity is therefore recommended as the basis of an alertness alarm. Such a device would alert the pilot after approximately 4-5 min of wrist inactivity, since this duration has been shown by the present study to be associated with sleep. The possibility that sleep inertia (reduced alertness immediately after awakening from sleep) could follow periods of sleep lasting 5 min needs to be considered. The findings reported here might be applicable to other occupational environments where fatigue and sleepiness are known to occur.     

A neural network method for detection of obstructive sleep apnea and narcolepsy based on pupil size and EEG.

Electroencephalogram (EEG) is able to indicate states of mental activity ranging from concentrated cognitive efforts to sleepiness. Such mental activity can be reflected by EEG energy. In particular, intrusion of EEG theta wave activity into the beta activity of active wakefulness has been interpreted as ensuing sleepiness. Pupil behavior can also provide information regarding alertness. This paper develops an innovative signal classification method that is capable of differentiating subjects with sleep disorders which cause excessive daytime sleepiness (EDS) from normal control subjects who do not have a sleep disorder based on EEG and pupil size. Subjects with sleep disorders include persons with untreated obstructive sleep apnea (OSA) and narcolepsy. The Yoss pupil staging rule is used to scale levels of wakefulness and at the same time theta energy ratios are calculated from the same 2-s sliding windows by Fourier or wavelet transforms. Then, an artificial neural network (NN) of modified adaptive resonance theory (ART2) is utilized to identify the two groups within a combined group of subjects including those with OSA and healthy controls. This grouping from the NN is then compared with the actual diagnostic classification of subjects as OSA or controls and is found to be 91% accurate in differentiating between the two groups. The same algorithm results in 90% correct differentiation between narcoleptic and control subjects.     

Cataract halos: a driving hazard in aging populations. Implication of the Halometer DG test for assessment of intraocular light scatter

OBJECTIVE AND BACKGROUND: Cataract, regardless of etiology, results in light scatter and subjective glare. Senile cataract is emerging as a crucial factor in driving safely, particularly in night driving and adverse weather conditions. The authors examined this visual impairment using a new Halometer DG test in the eyes of older adult drivers with and without cataract. METHOD: Examined subjects consisted of n=65 older adults with cataract in one or both eyes and n=72 adult drivers who did not have a cataract in either eye. Subjects were examined for distance high contrast visual acuity (VA) and red/green disability glare (DG) with a new halo generating instrument. Subjects also completed a subjective Driving Habits Questionnaire (DHQ), designed to obtain information about driving during the past year. RESULTS: DG increased with age of the driver. VA and Halometer DG testing of better and worse eyes prognosticated impairments which significantly affect driving performance. Cataract subjects demonstrated increased Halometer DG scores and were two to four times more likely to report difficulty with driving at night and with challenging driving situations than were cataract-free drivers. CONCLUSION: DG is a specific cataract-induced functional age-related risk factor of driving difficulty, easily measured by a technician with a new Halometer DG device. APPLICATION: Optometrists and ophthalmologists should incorporate Halometer DG testing in their pre-examination vision testing rooms for patients over age 55, and also perform this test on others who complain about glare. Traffic safety engineers should incorporate automotive optical-microprocessor-aided tests for DG into cars, to alert drivers of mild functional impairments and progressive degrees of DG sensitization.     

The effect of communicational signals on drivers' subjective appraisal and visual attention during interactive driving scenarios

Communicational signals (e.g. lights and horns) are imperative for on-road interaction between drivers. The aim of the present study was to explore how these signals affect drivers' subjective appraisal and visual attention, and how drivers decode the signals from other vehicles within a variety of interactive contexts. Twenty-five male participants (20 valid samples, ranging from 21 to 29 years of age) were recruited to watch film clips of pre-designed interactive scenarios involving common vehicle signals in a full-view simulator (i.e. including road view and mirror views). Participants' attitudes towards the interacting vehicle's behaviours, emotional responses, fixation metrics, and decoded meanings were recorded and analysed. The majority of tested signals, with the exception of the horn used in the behind vehicles, significantly improved drivers' attitudes and pleasure. All signals significantly increased emotional arousal, as well as the total fixation time and mean fixation duration on the interacting vehicle. When the interacting vehicle was visible in mirrors, the signal usage significantly increased the fixation frequency towards it. Meanwhile, a significant decrease in total fixation time and mean fixation duration on the road was reported. The results also demonstrated that the decoded signal contained several meanings simultaneously depending on both the signal type and its interactive context. This study quantified the communication process via vehicular signals under typical situations involving other vehicles, and also suggested new ideas on how to establish more advanced communication between drivers.     

Speed choice by drivers: The issue of driving too slowly

Quite correctly, the majority of road safety speeding initiatives focus on drivers travelling at excessive speeds. This study, however, focused on the potential problem of driving too slowly. Six thousand, four hundred and eighty vehicles from around the Perth metropolitan area in Western Australia had their speeds recorded; observations were also made of these vehicles to identify characteristics of the driver and vehicle. In addition, a community survey with 240 members of the public was conducted to examine their attitudes towards slow drivers. As expected, results showed that older drivers drove more slowly than the other age brackets, women drove more slowly than men, and that heavily laden vehicles drove more slowly than other types of vehicles. Additionally, the slowest days were weekdays and the quickest were Saturdays. Community attitudes, generally mirrored the observational findings, and indicated that the public believed that slow driving was sometimes a safety problem causing some accidents. These data are discussed, and some possible countermeasures are briefly introduced to address the problem.     

Relation between glare and driving performance

The present study investigated the effects of discomfort glare on driving behavior. Participants (old and young; U. S. and Europeans) were exposed to a simulated low-beam light source mounted on the hood of an instrumented vehicle. Participants drove at night in actual traffic along a track consisting of urban, rural, and highway stretches. The results show that the relatively low glare source caused a significant drop in detecting simulated pedestrians along the roadside and made participants drive significantly slower on dark and winding roads. Older participants showed the largest drop in pedestrian detection performance and reduced their driving speed the most. The results indicate that the deBoer rating scale, the most commonly used rating scale for discomfort glare, is practically useless as a predictor of driving performance. Furthermore, the maximum U. S. headlamp intensity (1,380 cd per headlamp) appears to be an acceptable upper limit.     

The influence of vehicle type on the estimation of velocity while driving

Velocity production in the absence of speedometer information was investigated as a function of car size. In the first experiment three vehicles of different sizes were driven by 30 subjects; in the second experiment a different sample of 20 subjects used their own vehicles, which were classified into two size categories. In both experiments subjects were required to drive under conditions of normal and attenuated auditory feedback. The results indicated a greater production accuracy in small compared with large cars and a tendency for drivers of small cars to make greater use of auditory information. The results are discussed in the context of the relative contribution of different sensory channels to the subjective scale of speed