Typical Brake Reaction Times Across the Life Span

This paper provides average brake reaction times for healthy community living adults from 16 to 90+ years of age, divided by gender. Using consistent directions and context, the RT-2S Simple Brake Reaction shows that average brake reactions for males is 0.50 seconds (median = 0.48, minimum = 0.25 maximum = 0.92) and for females is 0.53 seconds (median = 0.51 minimum = 0.30 maximum = 1.36). The use of a brake reaction timer to assess fitness to drive may be useful for clients recovering from orthopedic surgery, while use as a driving determinate of older adults should be done in conjunction with other tools.     

Nasal continuous positive airway pressure (nCPAP) treatment for obstructive sleep apnea, road traffic accidents and driving simulator performance: a meta-analysis

We used meta-analysis to synthesize current evidence regarding the effect of nasal continuous positive airway pressure (nCPAP) on road traffic accidents in patients with obstructive sleep apnea (OSA) as well as on their performance in driving simulator. The primary outcomes were real accidents, near miss accidents, and accident-related events in the driving simulator. Pooled odds ratios (ORs), incidence rate ratios (IRRs) and standardized mean differences (SMDs) were appropriately calculated through fixed or random effects models after assessing between-study heterogeneity. Furthermore, risk differences (RDs) and numbers needed to treat (NNTs) were estimated for real and near miss accidents. Meta-regression analysis was performed to examine the effect of moderator variables and publication bias was also evaluated. Ten studies on real accidents (1221 patients), five studies on near miss accidents (769 patients) and six studies on the performance in driving simulator (110 patients) were included. A statistically significant reduction in real accidents (OR = 0.21, 95% CI = 0.12–0.35, random effects model; IRR = 0.45, 95% CI = 0.34–0.59, fixed effects model) and near miss accidents (OR = 0.09, 95% CI = 0.04–0.21, random effects model; IRR = 0.23, 95% CI = 0.08–0.67, random effects model) was observed. Likewise, a significant reduction in accident-related events was observed in the driving simulator (SMD = −1.20, 95% CI = −1.75 to −0.64, random effects). The RD for real accidents was −0.22 (95% CI = −0.32 to −0.13, random effects), with NNT equal to five patients (95% CI = 3–8), whereas for near miss accidents the RD was −0.47 (95% CI = −0.69 to −0.25, random effects), with NNT equal to two patients (95% CI = 1–4). For near miss accidents, meta-regression analysis suggested that nCPAP seemed more effective among patients entering the studies with higher baseline accident rates. In conclusion, all three meta-analyses demonstrated a sizeable protective effect of nCPAP on road traffic accidents, both in real life and virtual environment.     

Automatism and driving offences

Automatism is a rarely used defence, but it is particularly used for driving offences because many are strict liability offences. Medical evidence is almost always crucial to argue the defence, and it is important to understand the bars that limit the use of automatism so that the important medical issues can be identified. The issue of prior fault is an important public safeguard to ensure that reasonable precautions are taken to prevent accidents. The total loss of control definition is more problematic, especially with disorders of more gradual onset like hypoglycaemic episodes. In these cases the alternative of ‘effective loss of control’ would be fairer. This article explores several cases, how the criteria were applied to each, and the types of medical assessment required.     

Self-reported health conditions and related driving reduction in older drivers

Abstract

We surveyed self-reported lifetime health conditions (using National Health and Aging Trends Study questions) and related driving reduction in a large multi-site older driver cohort (n?=?2990) from the AAA Longitudinal Research on Aging Drivers (LongROAD) Study’s baseline assessment. Those reporting reduced driving (n?=?337) largely attributed reduction to musculoskeletal (29%), neurologic (13%), and ophthalmologic (10%) conditions. Women reported health condition-related driving reduction more often than men (14% versus 8%, p<.001). Mobility affects well-being; health professionals should consider that health conditions may cause older adults to reduce driving. Gender differences deserve attention in future research and education efforts.     

100 Years of radionuclide metrology

The discipline of radionuclide metrology at national standards institutes started in 1913 with the certification by Curie, Rutherford and Meyer of the first primary standards of radium. In early years, radium was a valuable commodity and the aim of the standards was largely to facilitate trade. The focus later changed to providing standards for the new wide range of radionuclides, so that radioactivity could be used for healthcare and industrial applications while minimising the risk to patients, workers and the environment. National measurement institutes responded to the changing demands by developing new techniques for realising primary standards of radioactivity. Looking ahead, there are likely to be demands for standards for new radionuclides used in nuclear medicine, an expansion of the scope of the field into quantitative imaging to facilitate accurate patient dosimetry for nuclear medicine, and an increasing need for accurate standards for radioactive waste management and nuclear forensics.     

汽车驾驶员神经行为功能与行车事故研究

本文应用世界卫生组织神经行为核心测试组合（ＷＨＯ。ＮＣＴＢ）对１２５名汽车驾驶员（事故组８５人，无事故组４０人）及５１名对照人员进行了神经行为功能测试。结果显示：事故组驾驶员中明显存在紧张－焦虑、疲劳－惰性不良情绪状态；事故组驾驶员与无事故组及对照组相比，其六项神经行为功能，尤其是注意力、反应速度和感知－运动速度较差；但在无事故组驾驶员中尚未发现明显不良情绪和神经行为功能状态存在；汽车驾驶员的神经行为功能随年龄增大而减弱，随文化水平提高而增强，并与其造成的行车事故之间存在着显著的负性作用。结果提示：神经行为功能测试可做为汽车驾驶员行车事故研究指标并用于职业选择和培训；严格从心理－生理、文化水平和从业年限方面挑选心身健康的优秀驾驶员，以预防和减少交通事故。