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.     

VISION SCREENING IN INDUSTRY: OBJECTIVES AND METHODS*

Management may decide to use vision screening to assist in selection of personnel, or as a step in the provision of better vision for employees. There are difficulties in analysing the relationships between visual abilities and job, competence and management should consult vision experts when considering the matter. Before commencing a vision screening programme the job's visual task should be analysed and the importance of the various visual parameters assessed. Vision can be screened by a modified clinical technique or with instrumental screeners. A number of instrumental screeners are described here. Results from instrumental vision Screening have good reliability and fairly good validity. For jobs of high visual demand or where vision is crucially important a modified clinical technique should be used for screening.     

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.     

LIGHT AND VISION

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

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.     

THE LOW VISION PATIENT OF TOMORROW*

Our definition of low vision has been in terms of visual acuity, occasionally with reference to visual field restriction; a concept which tends to produce ‘seeing’ and ‘non-seeing’ groups without giving an indication of the way an individual may see himself or perform in everyday life. Definitions of low vision which encompass a continuum from perfect sight to total blindness provide a more realistic foundation for low vision care. The current patient population of the Association for the Blind Low Vision Clinic has been analysed by age, sex and eye condition and attempts are made to predict changes which will be brought about by more effective treatment, earlier recognition of eye disease and changes in the general population structure. Advances in technology will mean new optical and electronic devices as well as improvements in familiar ones and optometrists must be prepared to bring these to their patients. Changing life styles over the next twenty-five years will create challenges for all but the impact of these changes may be even greater for those with reduced visual functions.     

DRIVER VISION AND TRAFFIC SAFETY

The contribution of vision to traffic accident involvement is examined in this paper. The evidence suggests that the vision test scores so far investigated are of little practical value in predicting accident risk. As finances available for road safety improvement are limited by the community, measures aimed at reducing the number and severity of traffic accidents need to be assessed in terms of their relative costs and benefits. It is concluded that a greater return in accident reduction will be achieved by concentrating on significant, identifiable human factors like alcohol rather than on driver vision.