Driver Assessment with Measures of Continuous Control Behavior

This paper reviews past research on stimulus/response analysis methods in continuous control tasks, and describes procedures for specifically measuring driver behavior in a car following task. Example driving simulator data is given for drivers with disease impairments. The data processing methods are summarized and example results are given to demonstrate the data analysis approach. Analysis of driver steering and speed control behavior have been used to identify normal highway operations and effects of various impairments, including drugs, alcohol, fatigue and medical conditions. Typical measures might include characteristics of control (steering, throttle, brake) activity, such as control reversals and expected values such as mean and standard deviation. More powerful time series analysis methods look at the relationship between stimulus and response variables. Fourier analysis procedures have been used to carry out stimulus/response relationships, such as steering response to wind gusts and roadway curvature, and speed response to lead vehicle speed variations. These methods allow the analysis of driver time delay in responding to stimulus inputs, and the correlation of driver response to the stimulus input. Typically, driver impairments lead to responses with increased time delay and decreased correlation

Evaluation of a Low-Cost, PC-Based Driving Simulator to Assess Persons with Cognitive Impairments Due to Brain Injury

Brain injury due to accident or stroke frequently results in cognitive impairment, reducing an individual’s ability to judge driving situations accurately. Rehabilitation professionals typically use a combination of clinical and on-road tests to determine whether an individual is safe to drive. Weighing the safety of the community, the candidate, and the driving evaluator, these on-road tests are often conducted under road, traffic and weather conditions less demanding than those that a driver might face in the “real world,” and thus may offer less than complete information regarding the candidate’s responses to such real-world driving challenges. Indeed, individuals with mild cognitive deficits may perform adequately under such testing conditions but unsafely when driving challenges increase. Complicating this situation further, those with mild to moderate acquired cognitive impairments may be largely unaware of their own limitations, and thus more intolerant of perceived delays or challenges to their desire to drive again. Although continuing advances have improved performance and fidelity while significantly reducing costs, most interactive driving simulators remain too expensive for widespread clinical application. In a project funded by the National Center for Medical Rehabilitation Research, National Institutes of Health, we sought to determine, on a pilot basis, whether a low-cost, PC-based driving simulator could provide clinicians with information useful to their efforts to assess the safe ability to drive of individuals with cognitive impairments. We developed two comprehensive simulator-based driving scenarios, one quite basic and one more challenging, and pilot-tested them on ten subjects – five with moderate cognitive impairments, and five age and sex matched-controls without impairment. The “simple” scenario was developed to match the essential demands of the first half of an existing on-road driving evaluation; the “complex” scenario was based on the second half of the on-road evaluation into which more demanding, but still common, driving challenges were integrated. Road types, lane widths, pavement markings, traffic signals, horizontal and vertical curvature, and the proximal built environment were all created in simulation to provide a convincing generic representation of the on-road test. Challenges incorporated into the “complex” phase of the scenario, which were absent from the “simple” phase, included traffic events such as: cross-traffic failing to stop at a STOP sign; pedestrians crossing the driver’s path; vehicles suddenly pulling out in front of the subject from the road shoulder; opposing thru traffic appearing suddenly from behind slower moving vehicles as the subject attempted to turn left; slower moving lead vehicles causing passing decisions; traffic streams forcing gap acceptance decisions; etc. Results from the simulator were compared to results from the on-road evaluation. In addition, data gathered from subject exit interviews was used to judge simulator verisimilitude and efficacy in changing self-awareness of deficit. Because the cognitive impairments associated with brain injury often reduce the individual’s awareness of his or her own limitations, we looked at evidence that performance on the simulator could contribute to an individual’s own understanding of his or her driving strengths and weaknesses. The results of the pilot study will lead to an enhancement of simulator capabilities, and to a comprehensive clinical trial at multiple sites. This paper will present the findings of this pilot investigation and an overview of the expanded clinical study

On-Line Loss of Control Detection Using Wavelets

Wavelet transforms are used for on-line detection of aircraft loss of control. Wavelet transforms are compared with Fourier transform methods and shown to more rapidly detect changes in the vehicle dynamics. This faster response is due to a time window that decreases in length as the frequency increases. New wavelets are defined that further decrease the detection time by skewing the shape of the envelope. The wavelets are used for power spectrum and transfer function estimation. Smoothing is used to tradeoff the variance of the estimate with detection time. Wavelets are also used as front-end to the eigensystem reconstruction algorithm. Stability metrics are estimated from the frequency response and models, and it is these metrics that are used for loss of control detection. A Matlab toolbox was developed for post-processing simulation and flight data using the wavelet analysis methods. A subset of these methods was implemented in real time and named the Loss of Control Analysis Tool Set or LOCATS. A manual control experiment was conducted using a hardware-in-the-loop simulator for a large transport aircraft, in which the real time performance of LOCATS was demonstrated. The next step is to use these wavelet analysis tools for flight test support

Test-Retest Reliability of Standard Deviation of Lane Position as Assessed on a PC-Based Driving Simulator

Driving is an everyday activity that is commonly affected by neurologic disorders and medical treatments. A frequently used metric for assessing driving ability is the standard deviation of lane position (SDLP), or the amount that subjects “swerve” within their driving lane. This measurement has been used with individuals under the influence of alcohol, illicit drugs, and prescribed medications in both on-road and simulator studies. Although good test-retest reliability is critical if one is to measure change in individuals over time, there is surprisingly limited data regarding the test-retest reliability of SDLP. Objective. To examine the test-retest reliability of SDLP in subjects tested at (1) a 3-month retest interval (a time frame common to clinical trials), and (2) a year or longer retest interval (a time period over which one might track changes in neurologic patients. Methods. Group 1 completed retesting an average of 84 (s.d. = 8.1) days after their initial simulator assessment. Both HIV negative (HIV-; n = 16) and positive (HIV+; n = 13) subjects were included to explore short-term reliability in control and mildly ill patient groups. All HIV+ subjects were medically asymptomatic, and unlikely to experience HIV-related changes over this interval. Two HIV+ subjects were neuropsychologically (NP) impaired. Group 2 (n = 31), a different cohort, was retested an average of 19.8 (8.3) months after baseline. All subjects completed NP evaluations at baseline and follow-up, with NP status rated on a scale of 1 (above average) to 9 (severe impairment) by a clinician blinded to simulator performance. Twelve subjects (39%) were NP impaired. In order to examine reliability in a stable neurologic cohort, all subjects were selected because they remained at the same level of NP functioning at follow-up. SDLP was assessed in both groups using an interactive PC-based driving simulator that consisted of a monitor, steering wheel, and brake/accelerator pedals. Participants were required to maintain lane position while holding a constant speed (55 mph) and responding to divided attention tasks in the corner of the monitor. Group 2 completed an existing, standardized scenario (TOPS), while Group 1 completed a newly developed driving scenario. Both simulations lasted approximately 7 minutes. Results. Combined reliability for Group 1 was .74. Test-retest reliability was .68 for the HIVand .83 for the HIV+ subjects. For Group 2, SDLP was significantly correlated with NP functioning at baseline (r = .5, p = .005) and follow-up (r = .48, p = .006), with impaired subjects evidencing a higher SDLP than NP normal subjects at both baseline (mean of 1.9 vs 1.2; p = .006) and follow-up (1.7 vs 1.1, p = .01). Combined test-retest reliability for Group 2 was .86. The NP normal group had a test-retest reliability of .74; test-retest reliability for the NP impaired group was .87. Conclusions. SDLP is a reliable measure for periods ranging from months to years when assessed in cognitively stable subjects. As such, this may serve as a useful tool in tracking the effects of neurologic disorders and pharmacologic treatments on driving abilities

Driving Simulator Performance Across the Lifespan: A Preliminary Study

OBJECTIVES Normal aging is associated with decline in abilities that may put an individual at increased riskfor a crash. Older individuals may have slowed processing speed and motor responses, a reduceduseful field of view (Ball et al., 1988), and greater difficulty with mental rotation (Armstrong etal., 1998). Although collision rates increase with age (Transportation Research Board, 1988), ithas been argued that specific age-related functional impairments, and not age itself, put one atrisk (Ball & Owsley, 2003). The goal of this study was to examine the relationship betweenaging and performance on driving simulations assessing specific components of driving—accident avoidance, divided attention, and navigation—and the degree to which they predict onroaddriving performance.METHODSForty control drivers (age 22 to 84; \u3c 50 yo, n = 14; 50-70 yo, n = 13; and \u3e 70 yo, n = 13)completed 3 simulations and an on-road driving evaluation. Exclusion criteria includedneurologic confounds, substance use and psychiatric disorders, as well as abnormalneuropsychological performance (based upon demographically-corrected norms). Thesimulations were presented on a Pentium III PC computer using a 17” monitor at 1280 x 1024resolution, and running STISIM Drive version 2.0 software (Systems Technology, Inc.;Hawthorne, CA). Hardware included a steering wheel, turn signal, and brake/accelerator pedals.The simulations consisted of 1) Advanced Routine and Emergency Driving (ARED), a 15-minute route simulating city/country driving, in which drivers must obey traffic signs, pass cars,and respond to high-risk crash scenarios; 2) Virtual City (VC), in which drivers must navigate toand from a location in a 5 x 5 block simulated city, and 3) Divided Attention, in which driversare to maintain a constant speed and lane position while responding to divided attention tasks inthe corner of the monitor. Participants also completed a 35-minute on-road assessment. Lastly,participants were assessed on a battery of neuropsychological tests. Earlier versions of thesimulations were predictive of on-road driving performance in an HIV-infected cohort (Marcotteet al., 2004). RESULTSThe three groups performed similarly on ARED (crashes, speeding tickets), as well as on the VCtask when the map was oriented to the same direction as the participant. On the other hand, olderparticipants had significantly more difficulty navigating when their orientation on the map wasreversed (e.g., the \u3c 50 group took 1.2 blocks beyond optimum to return from the destination; the50-70 and \u3e 70 years old groups took approximately 7.5 blocks). The three groups performedsimilarly with respect to lane deviation on the Divided Attention task, but the older groups hadincreased variability in speed maintenance, and the oldest group failed to respond to a greaternumber of divided attention stimuli (\u3c 50 yo = .3 (.83), 50-70 yo = 1.0 (1.3), \u3e 70 yo = 3.6 (2.7)).Although only one participant failed the on-road drive (50-70 yo), the percent of driversconsidered marginal or worse increased with age (7% vs. 25% vs. 55%). In a logistic regression,the simulator variables that best discriminated safe vs. marginal on-road came from the DividedAttention task: the number of missed stimuli and speed deviation, both of which require an intactuseful field of view and the shifting of gaze away from the roadway. Age did not enter into amodel that included these variables.CONCLUSIONSIn this study of normal, healthy controls, older participants drove similarly to young-to-middleaged participants on a simulation that most closely approximated real driving. Consistent withcognitive declines seen in normal aging, older participants had greater difficulty on a taskrequiring navigating when map orientation was reversed (perhaps indicative of impairedegocentric spatial abilities), as well as on a measure of driving-related divided attention, witholder participants appearing to allocate more attention to the roadway at the cost of attending andresponding to peripheral cues. Although older drivers had more difficulty during the on-road test,these difficulties were a function of deficits in the ability to divide attention efficiently, ratherthan aging per se.REFERENCESArmstrong, C.L., & Cloud, B. (1998). The emergence of spatial rotation deficits in dementia andnormal aging. Neuropsychology, 12(2), 208-217.Ball, K.K., Beard, B.L., Roenker, D.L., Miller, R.L., & Griggs, D.S. (1988). Age and visualsearch: Expanding the useful field of view. J Opt Soc Am A, 5(12), 2210-2219.Ball, K., & Owsley, C. (2003). Driving competence: It\u27s not a matter of age. J Am Geriatr Soc,51(10), 1499-1501.Marcotte, T.D., Wolfson, T., Rosenthal, T.J., Heaton, R.K., Gonzalez, R., Ellis, R.J., et al.(2004). A multimodal assessment of driving performance in HIV infection. Neurology, 63(8),1417-1422.Transportation Research Board. (1988). Transportation in an Aging Society, Vol 1. Washington,D.C.: National Research Council

Metagenomic next-generation sequencing of samples from pediatric febrile illness in Tororo, Uganda.

Febrile illness is a major burden in African children, and non-malarial causes of fever are uncertain. In this retrospective exploratory study, we used metagenomic next-generation sequencing (mNGS) to evaluate serum, nasopharyngeal, and stool specimens from 94 children (aged 2-54 months) with febrile illness admitted to Tororo District Hospital, Uganda. The most common microbes identified were Plasmodium falciparum (51.1% of samples) and parvovirus B19 (4.4%) from serum; human rhinoviruses A and C (40%), respiratory syncytial virus (10%), and human herpesvirus 5 (10%) from nasopharyngeal swabs; and rotavirus A (50% of those with diarrhea) from stool. We also report the near complete genome of a highly divergent orthobunyavirus, tentatively named Nyangole virus, identified from the serum of a child diagnosed with malaria and pneumonia, a Bwamba orthobunyavirus in the nasopharynx of a child with rash and sepsis, and the genomes of two novel human rhinovirus C species. In this retrospective exploratory study, mNGS identified multiple potential pathogens, including 3 new viral species, associated with fever in Ugandan children

Robust evidence for bisexual orientation among men

The question whether some men have a bisexual orientation—that is, whether they are substantially sexually aroused and attracted to both sexes—has remained controversial among both scientists and laypersons. Skeptics believe that male sexual orientation can only be homosexual or heterosexual, and that bisexual identification reflects nonsexual concerns, such as a desire to deemphasize homosexuality. Although most bisexual-identified men report that they are attracted to both men and women, self-report data cannot refute these claims. Patterns of physiological (genital) arousal to male and female erotic stimuli can provide compelling evidence for male sexual orientation. (In contrast, most women provide similar physiological responses to male and female stimuli.) We investigated whether men who self-report bisexual feelings tend to produce bisexual arousal patterns. Prior studies of this issue have been small, used potentially invalid statistical tests, and produced inconsistent findings. We combined nearly all previously published data (from eight previous studies in the United States, United Kingdom, and Canada), yielding a sample of 474 to 588 men (depending on analysis). All participants were cisgender males. Highly robust results showed that bisexual-identified men’s genital and subjective arousal patterns were more bisexual than were those who identified as exclusively heterosexual or homosexual. These findings support the view that male sexual orientation contains a range, from heterosexuality, to bisexuality, to homosexuality

Antiretroviral agents and prevention of malaria in HIV-infected Ugandan children.

BACKGROUND: Human immunodeficiency virus (HIV) protease inhibitors show activity against Plasmodium falciparum in vitro. We hypothesized that the incidence of malaria in HIV-infected children would be lower among children receiving lopinavir-ritonavir-based antiretroviral therapy (ART) than among those receiving nonnucleoside reverse-transcriptase inhibitor (NNRTI)-based ART. METHODS: We conducted an open-label trial in which HIV-infected children 2 months to 5 years of age who were eligible for ART or were currently receiving NNRTI-based ART were randomly assigned to either lopinavir-ritonavir-based ART or NNRTI-based ART and were followed for 6 months to 2 years. Cases of uncomplicated malaria were treated with artemether-lumefantrine. The primary end point was the incidence of malaria. RESULTS: We enrolled 176 children, of whom 170 received the study regimen: 86 received NNRTI-based ART, and 84 lopinavir-ritonavir-based ART. The incidence of malaria was lower among children receiving the lopinavir-ritonavir-based regimen than among those receiving the NNRTI-based regimen (1.32 vs. 2.25 episodes per person-year; incidence-rate ratio, 0.59; 95% confidence interval [CI], 0.36 to 0.97; P=0.04), as was the risk of a recurrence of malaria after treatment with artemether-lumefantrine (28.1% vs. 54.2%; hazard ratio, 0.41; 95% CI, 0.22 to 0.76; P=0.004). The median lumefantrine level on day 7 after treatment for malaria was significantly higher in the lopinavir-ritonavir group than in the NNRTI group. In the lopinavir-ritonavir group, lumefantrine levels exceeding 300 ng per milliliter on day 7 were associated with a reduction of more than 85% in the 63-day risk of recurrent malaria. A greater number of serious adverse events occurred in the lopinavir-ritonavir group than in the NNRTI group (5.6% vs. 2.3%, P=0.16). Pruritus occurred significantly more frequently in the lopinavir-ritonavir group, and elevated alanine aminotransferase levels significantly more frequently in the NNRTI group. CONCLUSIONS: Lopinavir-ritonavir-based ART as compared with NNRTI-based ART reduced the incidence of malaria by 41%, with the lower incidence attributable largely to a significant reduction in the recurrence of malaria after treatment with artemether-lumefantrine. Lopinavir-ritonavir-based ART was accompanied by an increase in serious adverse events. (Funded by the Eunice Kennedy Shriver National Institute of Child Health and Human Development; ClinicalTrials.gov number, NCT00978068.)

Effect of trimethoprim-sulphamethoxazole on the risk of malaria in HIV-infected Ugandan children living in an area of widespread antifolate resistance

<p>Abstract</p> <p>Background</p> <p>Daily trimethoprim-sulfamethoxazole (TS) protects against malaria, but efficacy may be diminished as anti-folate resistance increases. This study assessed the incidence of falciparum malaria and the prevalence of resistance-conferring <it>Plasmodium falciparum </it>mutations in HIV-infected children receiving daily TS and HIV-uninfected children not taking TS.</p> <p>Materials and methods</p> <p>Subjects were 292 HIV-infected and 517 uninfected children from two cohort studies in Kampala, Uganda observed from August 2006 to December 2008. Daily TS was given to HIV-infected, but not HIV-uninfected children and all participants were provided an insecticide-treated bed net. Standardized protocols were used to measure the incidence of malaria and identify markers of antifolate resistance.</p> <p>Results</p> <p>Sixty-five episodes of falciparum malaria occurred in HIV-infected and 491 episodes in uninfected children during the observation period. TS was associated with a protective efficacy of 80% (0.10 vs. 0.45 episodes per person year, p < 0.001), and efficacy did not vary over three consecutive 9.5 month periods (81%, 74%, 80% respectively, p = 0.506). The prevalences of <it>dhfr </it>51I, 108N, and 59R and <it>dhps </it>437G and 540E mutations were each over 90% among parasites infecting both HIV-infected and uninfected children. Prevalence of the <it>dhfr </it>164L mutation, which is associated with high-level resistance, was significantly higher in parasites from HIV-infected compared to uninfected children (8% vs. 1%, p = 0.001). Sequencing of the <it>dhfr </it>and <it>dhps </it>genes identified only one additional polymorphism, <it>dhps </it>581G, in 2 of 30 samples from HIV-infected and 0 of 54 samples from uninfected children.</p> <p>Conclusion</p> <p>Despite high prevalence of known anti-folate resistance-mediating mutations, TS prophylaxis was highly effective against malaria, but was associated with presence of <it>dhfr </it>164L mutation.</p