VISION AND DRIVING*

The major studies on the inter-relationship between visual performance and road accident records are briefly reviewed. Statutory standards of vision for vehicle drivers are discussed, together with the responsibilities of the driver, Licensing Authority and those offering advice to drivers on their standards of vision.     

GOOD VISION AND GOOD VISIBILITY*

ABSTRACT: The reason for inconclusive results from most attempts to relate visual acuity to accident proneness is discussed and reference is made to Kraft and Forbes' investigation which used a different approach to this problem with more satisfactory results. The need for and basis of minimum visual standards for driver licensing purposes is discussed and reference made to disabilities experienced even with 6/12 vision. The need for up to date, adequate, vision tests by police licensing departments is stressed and better and stricter methods of testing are urged. The disadvantage of the colour defective driver in relation to traffic signals lights is referred to and redesigning of traffic signals by use of directional shapes is urged. The unsatisfactory safety aspects of lighting of many pedestrian crossings is discussed and need for incorporation of amber flashing lights is stressed. Consideration to the introduction of reflectorised number plates is also recommended. Good vision and good visibility are even more important at night than by day. A reduction of 25% in night accident fatalities and injuries could be anticipated from bringing street lighting up to the S.A.A. C19 Code. It is urged that all States should introduce a Traffic Route Highway Subsidy Scheme similar to that of New South Wales. It is suggested that the potentialities of visual aids in driver training merit further study. Australia is urged to study the excellent system of drivers' vision screening and professional reports used by Texas U.S.A.). It is suggested that Australia with a population only a little larger than Texas should aim to introduce as good a system.     

NORMAL AND ABNORMAL COLOUR VISION*

Colour vision defects occur commonly in the male population but, in general, do not cause severe handicap. However a child should be made aware of his defect and of the extent of his limitations before embarking on a career. In evaluating the worth of a trained employee, experience and past performance must obviously be weighed against any discovered colour vision defect. Most colour vision anomalies are physiological variants and there is no immediate prospect of discovering a means by which the colour sense can be rendered normal.     

ASSESSMENT OF THE QUEENSLAND SCHOOL HEALTH SERVICE VISION SCREENING PROGRAMME

Despite the widespread acceptance of vision screening programmes as a means of detecting ocular disorders in children, there has been little formal assessment of their validity and reliability One such screening programme is conducted in Queensland State Primary Schools by the Division of School Health Services of the State Department of Health A group of 877 children was screened by the Service and subsequently subjected to a formal independent ophthalmological examination A comparison of the results of these procedures revealed that the visual screen as performed by the Service was highly accurate in the determination of distant visual acuity Detection of manifest strabismus was less satisfactory, with between 30 and 74% of sufferers being detected There is no evidence to suggest that a more complex protocol will improve the detection of ocular disorders Rather. a more effective implementation of the current screening procedure is required     

FLIGHT-DECK VISION OF PROFESSIONAL PILOTS*

Alterations to the near visual acuity requirements for professional pilots are recommended, and the reasons for these proposed alterations are discussed. The factors which influence the power and type of lens chosen for flight-deck use by a presbyopic pilot are presented, particular reference being made to the range of distances over which the main instrument panel should appear clear rather than the single distance usually considered. The possibilities of ophthalmic correction for the overhead panel are briefly examined and are concluded to be less satisfactory than a human factors engineering solution.     

ORIGINS OF COLOUR VISION STANDARDS WITHIN THE TRANSPORT INDUSTRY

Colour vision standards should reflect changes in our understanding of the nature of these defects as well as technological advances that place less importance upon the visual senses of the human operator. Therefore it is suggested that visual standards be subject to routine reviews in order to assess their suitability for modern work environments. This paper gives a chronological account of the introduction of colour vision standards by several national transport authorities and identifies historical reasons that led to their implementation. It is concluded that the same factors that gave rise to the adoption of early colour vision standards are still relevant for modern transport systems. However the recent deployment of automatic or semi-automatic control or navigational systems has substantially altered man's role from being the primary source of information input to one of a monitoring process. This has generated a good deal of debate and uncertainty regarding the level of responsibility that a human operator has for the control of modern transport vehicles. Nevertheless, it is argued that in the absence of complete automation some type of visual standard is needed whenever visual judgements must be made by human observers.     

VISION AND LEARNING

Although it is difficult to assess the role of visual factors in the developing child's ability to learn, the basis for learning through vision is established at conception and develops throughout life. The optometrist has a duty to offer guidance when the rate of sequence of visual development seems to be disturbed.     

LIGHT AND VISION

[Abstract of an Address by Sir John Parsons to the Illuminatiñg Engineering Society on May 11, 1943.