Highway Drivers Research Articles

Sleep disorders and near-miss accidents among summer long-distance highway drivers

To identify risk factors for sleep-related near miss accidents in highway drivers. Cross-sectional survey including the Epworth sleepiness questionnaire, Basic Nordic Sleep Questionnaire, a travel questionnaire, sleep data for the past 24 h, and usual sleep schedules. Highway-patrol officers in France invited a random sample of automobile drivers to participate. 3051 drivers (mean age, 46 ± 13 years; 75% males) completed the survey, yielding an 80% participation rate; 87 (2.9%) drivers reported sleepiness- related near-miss events during the trip and 8.5% during the past year and 2.3% reported sleepiness-related accidents in the past year. Mean driving time was 181 ± 109 min, mean sleep duration during workweeks was 468 ± 74 min, and mean sleep duration in the past 24 h was 480 ± 104 min. Significant risk factors for sleep-related near misses during the trip were near miss in the past year, non-restorative sleep and snoring in the past 3 months, and sleepiness during the interview. Neither sleep time in the past 24 h nor acute sleep debt (sleep time difference between workweeks and past 24 h) correlated with the occurrence of near misses. Sleep-related near miss accidents remain unacceptably common during long drives on the highway, despite improvements in sleep time before the departure. The exact contribution of sleep-related breathing disorders to sleepiness at the wheel needs to be investigated. The study was funded by a grant from the Fondation Vinci pour une conduit responsable.

Sleep disorders, sleepiness, and near-miss accidents among long-distance highway drivers in the summertime

ObjectiveWe aimed to investigate sleepiness, sleep hygiene, sleep disorders, and driving risk among highway drivers. MethodsWe collected data using cross-sectional surveys, including the Epworth Sleepiness Scale (ESS) questionnaire, Basic Nordic Sleep Questionnaire (BNSQ), and a travel questionnaire; we also obtained sleep data from the past 24h and information on usual sleep schedules. Police officers invited automobile drivers to participate. ResultsThere were 3051 drivers (mean age, 46±13y; 75% men) who completed the survey (80% participation rate). Eighty-seven (2.9%) drivers reported near-miss sleepy accidents (NMSA) during the trip; 8.5% of NMSA occurred during the past year and 2.3% reported sleepiness-related accidents occurring in the past year. Mean driving time was 181±109min and mean sleep duration in the past 24h was 480±104min; mean sleep duration during workweeks was 468±74min. Significant risk factors for NMSA during the trip were NMSA in the past year, nonrestorative sleep and snoring in the past 3months, and sleepiness during the interview. Neither sleep time in the past 24h nor acute sleep debt (sleep time difference between workweeks and the past 24h) correlated with the occurrence of near misses. ConclusionsUnlike previous studies, acute sleep loss no longer explains sleepiness at the wheel. Sleep-related breathing disorders or nonrestorative sleep help to explain NMSA more adequately than acute sleep loss.

Effects of Freeway Mileage-Based Toll Scheme on the Short-Range Driver’s Route Choice Behavior

AbstractA mileage-based toll scheme will soon be adopted by Taiwan’s freeway system to replace the current toll station–based model. This new policy will increase the travel cost to some short-range drivers, and they may therefore choose to switch to alternate routes, depending on their perception of the equity and acceptability of the new toll scheme. This study attempts to utilize structural equations and the discrete-choice model to analyze the perceived attitudes of highway drivers toward the mileage-based toll scheme, as well as the effects of the perceived attitudes on route choice behaviors. The results show that perceived equity as well as perceived effectiveness and efficiency have positive effects on the acceptability of toll schemes and the utility to highway users, while switching barriers have negative effects on the utility to highway drivers. In addition, we have established a binary Logit model that incorporates perceived latent variables, the results of which show that a switching behavio...

Influence of driving patterns on life cycle cost and emissions of hybrid and plug-in electric vehicle powertrains

We compare the potential of hybrid, extended-range plug-in hybrid, and battery electric vehicles to reduce lifetime cost and life cycle greenhouse gas emissions under various scenarios and simulated driving conditions. We find that driving conditions affect economic and environmental benefits of electrified vehicles substantially: Under the urban NYC driving cycle, hybrid and plug-in vehicles can cut life cycle emissions by 60% and reduce costs up to 20% relative to conventional vehicles (CVs). In contrast, under highway test conditions (HWFET) electrified vehicles offer marginal emissions reductions at higher costs. NYC conditions with frequent stops triple life cycle emissions and increase costs of conventional vehicles by 30%, while aggressive driving (US06) reduces the all-electric range of plug-in vehicles by up to 45% compared to milder test cycles (like HWFET). Vehicle window stickers, fuel economy standards, and life cycle studies using average lab-test vehicle efficiency estimates are therefore incomplete: (1) driver heterogeneity matters, and efforts to encourage adoption of hybrid and plug-in vehicles will have greater impact if targeted to urban drivers vs. highway drivers; and (2) electrified vehicles perform better on some drive cycles than others, so non-representative tests can bias consumer perception and regulation of alternative technologies. We discuss policy implications.

Highway drivers' willingness to pay for speeding violations in Taiwan

SUMMARYThis study investigates the effects of various factors on highway drivers' speeding behaviour and estimates the amount of money that a highway driver is willing to pay for speeding violations in Taiwan. The contingent valuation method is applied to measure drivers' preference and to derive the value function of the amount of money. Logit and probit models are estimated to analyse the significant variables influencing speeding behaviour and to calculate the willingness to pay for speeding violations. The research results show that increasing speeding fines is an effective way to reduce illegal driving behaviour on highways. Significant variables affecting highway drivers' speeding behaviour include gender, engine capacity, past offenders in the previous year, and the risk‐seeking characteristics of drivers. Finally, the logit and probit models show that the amounts of money that highway drivers are willing to pay for speeding violations are $US119 and $US116, respectively. Copyright © 2012 John Wiley & Sons, Ltd.

Advanced Protection Technology for Ground Combat Vehicles

Just as highway drivers use radar detectors to attempt to stay ahead of police armed with the latest radar technology, the Armed Forces are locked in a spiral to protect combat vehicles and their crews against the latest threats in both the contemporary operating environment and the anticipated operating environment (ie, beyond 2020). In response to bigger, heavier, or better-protected vehicles, adversaries build and deploy larger explosive devices or bombs. However, making improvements to combat vehicles is much more expensive than deploying larger explosives. In addition, demand is increasing for lighter-weight vehicles capable of rapid deployment. Together, these two facts give the threat a clear advantage in the future. To protect vehicles and crews, technologies focusing on detection and hit avoidance, denial of penetration, and crew survivability must be combined synergistically to provide the best chance of survival on the modern battlefield.

Sleep disorders and accidental risk in a large group of regular registered highway drivers

Objective Despite convincing evidence regarding the risk of highway accidents due to sleepiness at the wheel, highway drivers still drive while sleepy. Sleep disorders can affect driving skills, but the relative impact of sleep complaints among a large population of highway drivers is still unknown. Methods Out of 37,648 questionnaires completed by frequent highway users (registered in an electronic payment system), we ran our analyses on 35,004 drivers who responded to all items. The questionnaire previously used in a telephone survey included socio-demographics, driving and sleep disorders items (Basic Nordic Sleep Questionnaire) and the Epworth Sleepiness Scale. Results Of all drivers, 16.9% complained of at least one sleep disorder, 5.2% reported obstructive sleep apnea syndrome, 9.3% insomnia, and 0.1% narcolepsy and hypersomnia; 8.9% of drivers reported experiencing at least once each month an episode of sleepiness at the wheel so severe they had to stop driving. One-third of the drivers (31.1%) reported near-miss accidents (50% being sleep-related), 2520 drivers (7.2%) reported a driving accident in the past year, and 146 (5.8%) of these driving accidents were sleep-related. The highest risk of accidents concerned patients suffering from narcolepsy and hypersomnia (odds ratio 3.16, p < .01) or multiple sleep disorders (odds ratio 1.46, p < .001). Other major risk factors were age [18–30 years (OR 1.42, p < .001)] and being unmarried (OR 1.21-fold, p < .01). Conclusions In regular highway drivers, sleepiness at the wheel or sleep disorders such as hypersomnia and narcolepsy are responsible for traffic accidents independent of age, sex, marital status or socio-professional categories.

Determination of Amphetamine, Methamphetamine, and Hydroxyamphetamine Derivatives in Urine by Gas Chromatography-Mass Spectrometry and Its Relation to CYP2D6 Phenotype of Drug Users

Amphetamine, a CYP2D6 substrate, is widely used by truck drivers, and the extent to which different people metabolize the drug has only been determined in an isolated or reduced number of samples. A gas chromatography-mass spectrometry method is implemented to simultaneously determine amphetamine, methamphetamine, and hydroxyamphetamine in the urine of drug users. This method is a useful contribution to a well-established field. The main improvements are the use of liquid-liquid extraction, the trapping of the amphetamines as their hydrochloride salt, as a solution to the volatility of these analytes, and its application to assess the CYP2D6 metabolic phenotype of amphetamine users, which is innovative. Calibration curves ranged from 125 to 1000 ng/mL and had an r(2) greater than 0.99. The validation data (precision, accuracy, and recovery) shows the reproducibility and selectiveness of the method. The method is applied to determine the metabolic ratio (MR) in 121 urine specimens of federal highway drivers who underwent random mandatory roadside testing for drugs. The statistical analysis of the MR shows the presence of three different groups, which according to the established groups for CYP2D6 and the amount of the drug metabolized, are classified into extensive metabolizers (EM), intermediate metabolizers (IM), and poor metabolizers (PM). The biological consequences of these differences in amphetamine metabolism, such as impaired driving, a risk to develop Parkinson's disease, or an addiction, need to be further studied.

Short Sleep Is Associated with Obesity among Truck Drivers

Recent studies suggest that short‐sleep duration is independently associated with obesity in the general population. The population of truck drivers is of particular interest, because they frequently work irregular shifts that in turn are associated with short‐sleep duration. In addition, truck drivers have a high prevalence of sedentary habits, poor diet, and obesity. The present study aimed at verifying the association between sleep patterns and factors associated with obesity in this population. The study sample consisted in 4,878 truck drivers who participated in a campaign promoted by a highway company in the State of São Paulo, Brazil. This campaign offered highway truck drivers a medical and laboratorial evaluation. The truck drivers completed a questionnaire concerning demographic data, sleep duration, consumption of medications, and medical problems, such as diabetes, cardiopathy, and hypertension; as well as the Berlin questionnaire, which is able to discriminate low and high risk for obstructive sleep apnea. Blood samples were collected to measure glucose and cholesterol levels. Also, body weight and height were registered to calculate the body mass index (BMI). The mean age (±SD) of the truck drivers studied was 40±10 years. Out of the truck drivers analyzed, 28.3% (n=1,379) had a BMI ≥30.0 Kg/m2 (obesity). Among the 4,878 drivers included in the study, 1,199 (24.6%) were on medications and 334 (6.8%) were diabetic. Drivers (26.9%) with the greater BMI had a short sleep length. The independent factors associated with obesity were sleep duration <8 h/day (OR=1.24), age >40 years (OR=1.20), glucose levels >200 (OR=2.02), cholesterol levels >240 (OR=1.57), snoring (OR=1.74), and hypertension (OR=2.14). Smoking was not associated with obesity (OR=0.69), and diabetes was considered a control variable. In conclusion, this study supports the hypothesis that short sleep duration as well as age >40 years are independently associated with obesity. This particular combination (short‐sleep duration and obesity) is independently associated with several healthcare problems, including high levels of cholesterol, glucose, snoring, and hypertension. However, due to the cross‐sectional nature of this study, no cause–effect relationship can be drawn from these results.

Data Processing and Analysis Systems for JT-60U

The JT-60U data processing system is a large computer complex gradually modernized by utilizing progressive computer and network technology. A main computer using state-of-the-art CMOS technology can handle ~550 MB of data per discharge. A gigabit ethernet switch with FDDI ports has been introduced to cope with the increase of handling data. Workstation systems with VMEbus serial highway drivers for CAMAC have been developed and used to replace many minicomputer systems. VMEbus-based fast data acquisition systems have also been developed to enlarge and replace a minicomputer system for mass data.The JT-60U data analysis system is composed of a JT-60U database server and a JT-60U analysis server, which are distributed UNIX servers. The experimental database is stored in the 1TB RAID disk of the JT-60U database server and is composed of ZENKEI and diagnostic databases. Various data analysis tools are available on the JT-60U analysis server. For the remote collaboration, technical features of the data analysis system have been applied to the computer system to access JT-60U data via the Internet. Remote participation in JT-60U experiments has been successfully conducted since 1996.

Comfortable Driving Speed Evaluated

Since its enactment in 1974, the National Maximum Speed Limit (NmSL) of 55 miles per hour has remained a controversial law. Despite the enforcement efforts, recent studies have found that approximately 20 percent of all American motorists exceed the 55 m.p.h. limit. However, legislation still requires individual states to enforce the law or else forfeit millions of dollars in federal highway aid. This study examined three questions: (a) is there a preferred speed that drivers find comfortable during travel, (b) how does it compare with the national speed limit, and (c) what is its relationship to vehicle design and driver characteristics? Taken into account were factors that made the study representative of national highway driving. For example, each of the 100 participants was selected on the basis of demographics one finds in the driving population (i.e., age category, sex, driving experience and vehicle type). Furthermore, each participant used his own vehicle to drive a highway route of 60 miles, which included typical highway settings (two-lane and four-lane, divided and un-divided) with average traffic volumes. So that the speed was truly a matter of preference, the instrument panels were covered and the only true indication of velocity was the highway environment, other vehicles, or the vestibular sense. An accelerometer was used to record both the vibration and sound levels of the sampled vehicles. The results showed that the subjects in the study preferred a comfortable driving speed which exceeded the national maximum speed limit. More specifically, in regard to the 55 m.p.h. speed limit, the study revealed: (a) only 37% of the drivers preferred to drive 55 m.p.h. or less, (b) 34% of the drivers preferred to exceed 55 m.p.h. by 5 m.p.h., and (c) 29% of the sample established a comfortable speed of 60 m.p.h. or greater. The results of this study are indicative of the fact that highway drivers prefer to drive at a speed in excess of 55 m.p.h. For this reason it is recommended that consideration be given to raising the national speed limit to 60 m.p.h., thereby bringing it into line with an average speed that the majority of drivers prefer. This law would help to lower the variance of highway speeds and thus reduce the number of accidents and fatalities on our national highways. This investigation also demonstrated significant differences in preferred driving speeds between age categories. The younger drivers in this study (i.e., 16–29) preferred speeds well above the national speed limit of 55 m.p.h. Such results have important implications for the State Licensing Bureau.