The neural substrates of driving at a safe distance: a functional MRI study

Neuroanatomical correlates of distracted straight driving performance: a driving simulator MRI study across the lifespan

Background

Driving is the preferred mode of transportation for adults across the healthy age span. However, motor vehicle crashes are among the leading causes of injury and death, especially for older adults, and under distracted driving conditions. Understanding the neuroanatomical basis of driving may inform interventions that minimize crashes. This exploratory study examined the neuroanatomical correlates of undistracted and distracted simulated straight driving.

Methods

One-hundred-and-thirty-eight participants (40.6% female) aged 17-85 years old (mean and SD = 58.1 ± 19.9 years) performed a simulated driving task involving straight driving and turns at intersections in a city environment using a steering wheel and foot pedals. During some straight driving segments, participants responded to auditory questions to simulate distracted driving. Anatomical T1-weighted MRI was used to quantify grey matter volume and cortical thickness for five brain regions: the middle frontal gyrus (MFG), precentral gyrus (PG), superior temporal cortex (STC), posterior parietal cortex (PPC), and cerebellum. Partial correlations controlling for age and sex were used to explore relationships between neuroanatomical measures and straight driving behavior, including speed, acceleration, lane position, heading angle, and time speeding or off-center. Effects of interest were noted at an unadjusted p-value threshold of 0.05.

Results

Distracted driving was associated with changes in most measures of straight driving performance. Greater volume and cortical thickness in the PPC and cerebellum were associated with reduced variability in lane position and heading angle during distracted straight driving. Cortical thickness of the MFG, PG, PPC, and STC were associated with speed and acceleration, often in an age-dependent manner.

Conclusion

Posterior regions were correlated with lane maintenance whereas anterior and posterior regions were correlated with speed and acceleration, especially during distracted driving. The regions involved and their role in straight driving may change with age, particularly during distracted driving as observed in older adults. Further studies should investigate the relationship between distracted driving and the aging brain to inform driving interventions.

Behind the wheel: exploring gray matter variations in experienced drivers

Background

Driving is a complex skill involving various cognitive activities. Previous research has explored differences in the brain structures related to the navigational abilities of drivers compared to non-drivers. However, it remains unclear whether changes occur in the structures associated with low-level sensory and higher-order cognitive abilities in drivers.

Methods

Gray matter volume, assessed via voxel-based morphometry analysis of T1-weighted images, is considered a reliable indicator of structural changes in the brain. This study employs voxel-based morphological analysis to investigate structural differences between drivers (n = 22) and non-drivers (n = 20).

Results

The results indicate that, in comparison to non-drivers, drivers exhibit significantly reduced gray matter volume in the middle occipital gyrus, middle temporal gyrus, supramarginal gyrus, and cerebellum, suggesting a relationship with driving-related experience. Furthermore, the volume of the middle occipital gyrus, and middle temporal gyrus, is found to be marginally negative related to the years of driving experience, suggesting a potential impact of driving experience on gray matter volume. However, no significant correlations were observed between driving experiences and frontal gray matter volume.

Conclusion

These findings suggest that driving skills and experience have a pronounced impact on the cortical areas responsible for low-level sensory and motor processing. Meanwhile, the influence on cortical areas associated with higher-order cognitive function appears to be minimal.

Emergency Braking Evoked Brain Activities during Distracted Driving

Electroencephalogram (EEG) was used to analyze the mechanisms and differences in brain neural activity of drivers in visual, auditory, and cognitive distracted vs. normal driving emergency braking conditions. A pedestrian intrusion emergency braking stimulus module and three distraction subtasks were designed in a simulated experiment, and 30 subjects participated in the study. The common activated brain regions during emergency braking in different distracted driving states included the inferior temporal gyrus, associated with visual information processing and attention; the left dorsolateral superior frontal gyrus, related to cognitive decision-making; and the postcentral gyrus, supplementary motor area, and paracentral lobule associated with motor control and coordination. When performing emergency braking under different driving distraction states, the brain regions were activated in accordance with the need to process the specific distraction task. Furthermore, the extent and degree of activation of cognitive function-related prefrontal regions increased accordingly with the increasing task complexity. All distractions caused a lag in emergency braking reaction time, with 107.22, 67.15, and 126.38 ms for visual, auditory, and cognitive distractions, respectively. Auditory distraction had the least effect and cognitive distraction the greatest effect on the lag.

An fMRI meta-analysis of the role of the striatum in everyday-life vs laboratory-developed habits

The dorsolateral striatum plays a critical role in the acquisition and expression of stimulus-response habits that are learned in experimental laboratories. Here, we use meta-analytic procedures to contrast the neural circuits activated by laboratory-acquired habits with those activated by stimulus-response behaviours acquired in everyday-life. We confirmed that newly learned habits rely more on the anterior putamen with activation extending into caudate and nucleus accumbens. Motor and associative components of everyday-life habits were identified. We found that motor-dominant stimulus-response associations developed outside the laboratory primarily engaged posterior dorsal putamen, supplementary motor area (SMA) and cerebellum. Importantly, associative components were also represented in the posterior putamen. Thus, common neural representations for both naturalistic and laboratory-based habits were found in the left posterior and right anterior putamen. These findings suggest a partial common striatal substrate for habitual actions that are performed predominantly by stimulus-response associations represented in the posterior striatum. The overlapping neural substrates for laboratory and everyday-life habits supports the use of both methods for the analysis of habitual behaviour.

Driving performance of euthymic outpatients with bipolar disorder undergoing real-world pharmacotherapy

OBJECTIVE

Medications for the treatment of bipolar disorder (BD) could affect patients' cognitive function. Patients with BD present with neurocognitive impairment even in a remission state. Little research is available on the daily functioning, especially driving performance, of stable outpatients with BD under pharmacological treatment.

METHODS

In total, 58 euthymic outpatients with BD undergoing real-world pharmacotherapy and 80 sex- and age-matched healthy controls (HCs) were enrolled. Three driving tasks using a driving simulator-road-tracking, car-following, and harsh-braking-and three cognitive tasks-Continuous Performance Test, Wisconsin Card Sorting Test, and Trail-Making Test-were evaluated. Symptom assessment scales-Young Mania Rating Scale, Structured Interview Guide for the Hamilton Depression Rating Scale, Beck Depression Inventory-II, Social Adaptation Self-evaluation Scale, and Stanford Sleepiness Scale-were also completed.

RESULTS

Car-following and road-tracking performance were significantly impaired in patients with BD compared with HCs after adjusting for demographic variables, but these performances generally overlapped. Broad neurocognitive functions were significantly lower in the patients with BD compared to HCs, but car-following performance was significantly negatively correlated with sustained attention only. Although most patients received multiple medications rather than monotherapy, no relationship between prescriptions and driving performance was found.

CONCLUSION

Euthymic patients with BD under steady-state pharmacotherapy had impaired driving performance compared with HCs, but the overlapping distributions of driving performance suggested that driving performance is not always deteriorated in patients with BD. Therefore, attentional function may be a useful clinical feature for judging driving aptitude in patients with BD.

Effects of Ordered Grasping Movement on Brain Function in the Performance Virtual Reality Task: A Near-Infrared Spectroscopy Study

Objective

Virtual reality (VR) grasping exercise training helps patients participate actively in their recovery and is a critical approach to the rehabilitation of hand dysfunction. This study aimed to explore the effects of active participation and VR grasping on brain function combined with the kinematic information obtained during VR exercises.

Methods

The cerebral oxygenation signals of the prefrontal cortex (LPFC/RPFC), the motor cortex (LMC/RMC), and the occipital cortex (LOC/ROC) were measured by functional near-infrared spectroscopy (fNIRS) in 18 young people during the resting state, grasping movements, and VR grasping movements. The EPPlus plug-in was used to collect the hand motion data during simulated interactive grasping. The wavelet amplitude (WA) of each cerebral cortex and the wavelet phase coherence (WPCO) of each pair of channels were calculated by wavelet analysis. The total difference in acceleration difference of the hand in the VR grasping movements was calculated to acquire kinematic characteristics (KCs). The cortical activation and brain functional connectivity (FC) of each brain region were compared and analyzed, and a significant correlation was found between VR grasping movements and brain region activation.

Results

Compared with the resting state, the WA values of LPFC, RPFC, LMC, RMC, and ROC increased during the grasping movements and the VR grasping movements, these changes were significant in LPFC (p = 0.0093) and LMC (p = 0.0007). The WA values of LMC (p = 0.0057) in the VR grasping movements were significantly higher than those in the grasping movements. The WPCO of the cerebral cortex increased during grasping exercise compared with the resting state. Nevertheless, the number of significant functional connections during VR grasping decreased significantly, and only the WPCO strength between the LPFC and LMC was enhanced. The increased WA of the LPFC, RPFC, LMC, and RMC during VR grasping movements compared with the resting state showed a significant negative correlation with KCs (p < 0.001).

Conclusion

The VR grasping movements can improve the activation and FC intensity of the ipsilateral brain region, inhibit the FC of the contralateral brain region, and reduce the quantity of brain resources allocated to the task. Thus, ordered grasping exercises can enhance active participation in rehabilitation and help to improve brain function.

Neuroimaging Examination of Driving Mode Switching Corresponding to Changes in the Driving Environment

Car driving is supported by perceptual, cognitive, and motor skills trained through continuous daily practice. One of the skills that characterize experienced drivers is to detect changes in the driving environment and then flexibly switch their driving modes in response to the changes. Previous functional neuroimaging studies on motor control investigated the mechanisms underlying behaviors adaptive to changes in control properties or parameters of experimental devices such as a computer mouse or a joystick. The switching of multiple internal models mainly engages adaptive behaviors and underlies the interplay between the cerebellum and frontoparietal network (FPN) regions as the neural process. However, it remains unclear whether the neural mechanisms identified in previous motor control studies also underlie practical driving behaviors. In the current study, we measure functional magnetic resonance imaging (fMRI) activities while participants control a realistic driving simulator inside the MRI scanner. Here, the accelerator sensitivity of a virtual car is abruptly changed, requiring participants to respond to this change flexibly to maintain stable driving. We first compare brain activities before and after the sensitivity change. As a result, sensorimotor areas, including the left cerebellum, increase their activities after the sensitivity change. Moreover, after the change, activity significantly increases in the inferior parietal lobe (IPL) and dorsolateral prefrontal cortex (DLPFC), parts of the FPN regions. By contrast, the posterior cingulate cortex, a part of the default mode network, deactivates after the sensitivity change. Our results suggest that the neural bases found in previous experimental studies can serve as the foundation of adaptive driving behaviors. At the same time, this study also highlights the unique contribution of non-motor regions to addressing the high cognitive demands of driving.

Neural Correlates Predicting Lane-Keeping and Hazard Detection: An fMRI Study Featuring a Pedestrian-Rich Simulator Environment

Distracted attention is considered responsible for most car accidents, and many functional magnetic resonance imaging (fMRI) researchers have addressed its neural correlates using a car-driving simulator. Previous studies, however, have not directly addressed safe driving performance and did not place pedestrians in the simulator environment. In this fMRI study, we simulated a pedestrian-rich environment to explore the neural correlates of three types of safe driving performance: accurate lane-keeping during driving (driving accuracy), the braking response to a preceding car, and the braking response to a crossing pedestrian. Activation of the bilateral frontoparietal control network predicted high driving accuracy. On the other hand, activation of the left posterior and right anterior superior temporal sulci preceding a sudden pedestrian crossing predicted a slow braking response. The results suggest the involvement of different cognitive processes in different components of driving safety: the facilitatory effect of maintained attention on driving accuracy and the distracting effect of social–cognitive processes on the braking response to pedestrians.

Driving With Distraction: Measuring Brain Activity and Oculomotor Behavior Using fMRI and Eye-Tracking

Introduction

Driving motor vehicles is a complex task that depends heavily on how visual stimuli are received and subsequently processed by the brain. The potential impact of distraction on driving performance is well known and poses a safety concern - especially for individuals with cognitive impairments who may be clinically unfit to drive. The present study is the first to combine functional magnetic resonance imaging (fMRI) and eye-tracking during simulated driving with distraction, providing oculomotor metrics to enhance scientific understanding of the brain activity that supports driving performance.

Materials and Methods

As initial work, twelve healthy young, right-handed participants performed turns ranging in complexity, including simple right and left turns without oncoming traffic, and left turns with oncoming traffic. Distraction was introduced as an auditory task during straight driving, and during left turns with oncoming traffic. Eye-tracking data were recorded during fMRI to characterize fixations, saccades, pupil diameter and blink rate.

Results

Brain activation maps for right turns, left turns without oncoming traffic, left turns with oncoming traffic, and the distraction conditions were largely consistent with previous literature reporting the neural correlates of simulated driving. When the effects of distraction were evaluated for left turns with oncoming traffic, increased activation was observed in areas involved in executive function (e.g., middle and inferior frontal gyri) as well as decreased activation in the posterior brain (e.g., middle and superior occipital gyri). Whereas driving performance remained mostly unchanged (e.g., turn speed, time to turn, collisions), the oculomotor measures showed that distraction resulted in more consistent gaze at oncoming traffic in a small area of the visual scene; less time spent gazing at off-road targets (e.g., speedometer, rear-view mirror); more time spent performing saccadic eye movements; and decreased blink rate.

Conclusion

Oculomotor behavior modulated with driving task complexity and distraction in a manner consistent with the brain activation features revealed by fMRI. The results suggest that eye-tracking technology should be included in future fMRI studies of simulated driving behavior in targeted populations, such as the elderly and individuals with cognitive complaints - ultimately toward developing better technology to assess and enhance fitness to drive.

Neuroplastic Reorganization Induced by Sensory Augmentation for Self-Localization During Locomotion

Sensory skills can be augmented through training and technological support. This process is underpinned by neural plasticity in the brain. We previously demonstrated that auditory-based sensory augmentation can be used to assist self-localization during locomotion. However, the neural mechanisms underlying this phenomenon remain unclear. Here, by using functional magnetic resonance imaging, we aimed to identify the neuroplastic reorganization induced by sensory augmentation training for self-localization during locomotion. We compared activation in response to auditory cues for self-localization before, the day after, and 1 month after 8 days of sensory augmentation training in a simulated driving environment. Self-localization accuracy improved after sensory augmentation training, compared with the control (normal driving) condition; importantly, sensory augmentation training resulted in auditory responses not only in temporal auditory areas but also in higher-order somatosensory areas extending to the supramarginal gyrus and the parietal operculum. This sensory reorganization had disappeared by 1 month after the end of the training. These results suggest that the use of auditory cues for self-localization during locomotion relies on multimodality in higher-order somatosensory areas, despite substantial evidence that information for self-localization during driving is estimated from visual cues on the proximal part of the road. Our findings imply that the involvement of higher-order somatosensory, rather than visual, areas is crucial for acquiring augmented sensory skills for self-localization during locomotion.

Deceleration Assistance Mitigated the Trade-off Between Sense of Agency and Driving Performance

Driving assistance technology has gained traction in recent years and is becoming more widely used in vehicles. However, drivers usually experience a reduced sense of agency when driving assistance is active even though automated assistance improves driving performance by reducing human error and ensuring quick reactions. The present study examined whether driving assistance can maintain human sense of agency during early deceleration in the face of collision risk, compared with manual deceleration. In the experimental task, participants decelerate their vehicle in a driving simulator to avoid collision with a vehicle that suddenly cut in front of them and decelerated. In the assisted condition, the system performed deceleration 100 ms after the cut-in. Participants were instructed to decelerate their vehicle and follow the vehicle that cut-in. This design ensured that the deceleration assistance applied a similar control to the vehicle as the drivers intended to, only faster and smoother. Participants rated their sense of agency and their driving performance. The results showed that drivers maintained their sense of agency and improved driving performance under driving assistance. The findings provided insights into designing driving assistance that can maintain drivers' sense of agency while improving future driving performance. It is important to establish a mode of joint-control in which the system shares the intention of human drivers and provides improved execution of control.

Effective Connectivity Analysis of Brain Activated Regions during Distracted Driving

This study aims to use functional magnetic resonance imaging (fMRI) to assess the effective connectivity between the regions of the brain activated when driving and performing a secondary task (addition task). The subjects used an MR-compatible driving simulator ㅊ to manipulate the driving wheel with both hands and control the pedals (accelerator and brake) with their right foot as if they were driving in an actual environment. Effective connectivity analysis was performed for three regions of the right and the left hemispheres with the highest z-scores, and six of the regions of the entire brain (right and left hemisphere) activated during driving by dynamic causal modeling (DCM). In the right hemisphere, a motor control pathway related to movement control for driving performance was discovered; in the left hemisphere, the pathways in the regions related to movement control for driving performance, starting with the region associated with the secondary task, were discovered. In the whole brain, connectivity was discovered in each of the right and left hemispheres. The motor network of declarative memory, which is the connectivity of the right thalamus, left lingual gyrus, and right precentral gyrus, was worth noting. These results seem meaningful, as they demonstrate the connectivity associated with the control of voluntary movement related to memory from human experience, although limited to driving tasks.

Applications of brain imaging methods in driving behaviour research

Applications of neuroimaging methods have substantially contributed to the scientific understanding of human factors during driving by providing a deeper insight into the neuro-cognitive aspects of driver brain. This has been achieved by conducting simulated (and occasionally, field) driving experiments while collecting driver brain signals of various types. Here, this sector of studies is comprehensively reviewed at both macro and micro scales. At the macro scale, bibliometric aspects of these studies are analysed. At the micro scale, different themes of neuroimaging driving behaviour research are identified and the findings within each theme are synthesised. The surveyed literature has reported on applications of four major brain imaging methods. These include Functional Magnetic Resonance Imaging (fMRI), Electroencephalography (EEG), Functional Near-Infrared Spectroscopy (fNIRS) and Magnetoencephalography (MEG), with the first two being the most common methods in this domain. While collecting driver fMRI signal has been particularly instrumental in studying neural correlates of intoxicated driving (e.g. alcohol or cannabis) or distracted driving, the EEG method has been predominantly utilised in relation to the efforts aiming at development of automatic fatigue/drowsiness detection systems, a topic to which the literature on neuro-ergonomics of driving particularly has shown a spike of interest within the last few years. The survey also reveals that topics such as driver brain activity in semi-automated settings or neural activity of drivers with brain injuries or chronic neurological conditions have by contrast been investigated to a very limited extent. Potential topics in driving behaviour research are identified that could benefit from the adoption of neuroimaging methods in future studies. In terms of practicality, while fMRI and MEG experiments have proven rather invasive and technologically challenging for adoption in driving behaviour research, EEG and fNIRS applications have been more diverse. They have even been tested beyond simulated driving settings, in field driving experiments. Advantages and limitations of each of these four neuroimaging methods in the context of driving behaviour experiments are outlined in the paper.

Evaluation of smartphone interactions on drivers' brain function and vehicle control in an immersive simulated environment

Smartphones and other modern technologies have introduced multiple new forms of distraction that color the modern driving experience. While many smartphone functions aim to improve driving by providing the driver with real-time navigation and traffic updates, others, such as texting, are not compatible with driving and are often the cause of accidents. Because both functions elicit driver attention, an outstanding question is the degree to which drivers' naturalistic interactions with navigation and texting applications differ in regard to brain and behavioral indices of distracted driving. Here, we employed functional near-infrared spectroscopy to examine the cortical activity that occurs under parametrically increasing levels of smartphone distraction during naturalistic driving. Our results highlight a significant increase in bilateral prefrontal and parietal cortical activity that occurs in response to increasingly greater levels of smartphone distraction that, in turn, predicts changes in common indices of vehicle control.

Relationship between truck driver fatigue and rear-end collision risk

The fatigue of truck, bus, and taxi drivers has been a causal trigger for road accidents. However, the relationship between collision risk and the extent of objective fatigue has yet to be confirmed. In this study, we aimed to identify the relationship between autonomic nerve function as an objective parameter of fatigue and the extent of rear-end collision risk, which includes not only objectively risky events but also situations in which truck drivers require safety guidance from safety transport managers. Data of 33 truck driver participants (2 females, 31 males, 46.0 ± 9.1 years old, min–max: 24–65 years old) were analyzed. Drive recorder and automotive sensor data were collected over an eight-month period, and the autonomic nerve function during resting state in drivers was evaluated daily, pre- and post-shift, using pulse waves and electrocardiographic waveform measurement. The rear-end collision risk Index was developed using decision tree analysis of the audiovisual drive recorder data and distance data from the front automotive sensors. The rear-end collision risk index of shift-day was positively correlated with the sympathetic nerve activity index of post-shift condition on the previous day. This suggests that fatigue-related sympathetic nerve overactivity of post-shift condition increases the rear-end collision risk in the following day. Measures, such as actively seeking rest and undertaking fatigue recovery according to the degree of sympathetic nerve activity of post-shift condition, are necessary in order to prevent truck drivers’ rear-end collisions.

The neural basis of hazard perception differences between novice and experienced drivers - An fMRI study

The neural mechanisms underlying hazard perception are poorly understood as to how experience leads to better driving skills. In this study we used functional magnetic resonance imaging (fMRI) to examine experience-related changes in brain activation during hazard perception task between novice and aged drivers. Additionally, region of interest (ROI) and seed-to-voxel analyses were conducted to examine experience-related functional connectivity changes during visual attention and saliency networks between novice (n=15, age 22.13 ± 3.38 years years) and experienced (n=16, age 41.44 ± 5.83 years) drivers. Experienced drivers had significantly lower hazard perception reaction time (1.32 ± 1.09 s) and miss rates (11.42 ± 8.36 %) compared to the novice (3.58 ± 1.45 s and 39.67 ± 15.72 %, respectively). Blood oxygen level dependent (BOLD) activation increased in occipital, parietal and frontal areas when executing hazard perception task in both groups. In general, during the task execution, experienced drivers showed greater activation in the occipital lobe, supramarginal gyrus (SMG), right anterior insular cortex (AIC), anterior cingulate cortex (ACC) and cerebellar regions compared to the novice drivers indicating more efficient visual attention and decision-making process during hazard perception task. Seed based functional analyses during the hazard perception task revealed greater connectivity between the ACC and the entire salience network (visual attention network) in the experienced group. Additionally, ACC had higher functional connectivity with the right frontal eye field (FEF), bilateral intraparietal sulcus (IPS) and lateral occipital areas in the experienced group. Our results suggest that better hazard perception in the experienced drivers is due to increase in the activation of executive attention regions and higher functional connectivity between bilateral occipital cortices and salience network. In conclusion, better hazard perception is highly dependent on emotional awareness, perception of motion velocity, spatial representation of the environment and executing control.

Cerebellum, Basal Ganglia, and Cortex Mediate Performance of an Aerial Pursuit Task

The affordance competition hypothesis is an ethologically inspired theory from cognitive neuroscience that provides an integrative neural account of continuous, real-time behavior, and will likely become increasingly relevant to the growing field of neuroergonomics. In the spirit of neuroergonomics in aviation, we designed a three-dimensional, first-person, continuous, and real-time fMRI task during which human subjects maneuvered a simulated airplane in pursuit of a target airplane along constantly changing headings. We introduce a pseudo-event-related, parametric fMRI analysis approach to begin testing the affordance competition hypothesis in neuroergonomic contexts, and attempt to identify regions of the brain that exhibit a linear metabolic relationship with the continuous variables of task performance and distance-from-target. In line with the affordance competition hypothesis, our results implicate the cooperation of the cerebellum, basal ganglia, and cortex in such a task, with greater involvement of the basal ganglia during good performance, and greater involvement of cortex and cerebellum during poor performance and when distance-from-target closes. We briefly review the somatic marker and dysmetria of thought hypotheses, in addition to the affordance competition hypothesis, to speculate on the intricacies of the cooperation of these brain regions in a task such as ours. In doing so, we demonstrate how the affordance competition hypothesis and other cognitive neuroscience theories are ready for testing in continuous, real-time tasks such as ours, and in other neuroergonomic settings more generally.

Driving Ability in Alzheimer Disease Spectrum: Neural Basis, Assessment, and Potential Use of Optic Flow Event-Related Potentials

Driving requires multiple cognitive functions including visuospatial perception and recruits widespread brain networks. Recently, traffic accidents in dementia, particularly in Alzheimer disease spectrum (ADS), have increased and become an urgent social problem. Therefore, it is necessary to develop the objective and reliable biomarkers for driving ability in patients with ADS. Interestingly, even in the early stage of the disease, patients with ADS are characterized by the impairment of visuospatial function such as radial optic flow (OF) perception related to self-motion perception. For the last decade, we have studied the feasibility of event-related potentials (ERPs) in response to radial OF in ADS and proposed that OF-ERPs provided an additional information on the alteration of visuospatial perception in ADS (1, 2). Hence, we hypothesized that OF-ERPs can be a possible predictive biomarker of driving ability in ADS. In this review, the recent concept of neural substrates of driving in healthy humans are firstly outlined. Second, we mention the alterations of driving performance and its brain network in ADS. Third, the current status of assessment tools for driving ability is stated. Fourth, we describe ERP studies related to driving ability in ADS. Further, the neural basis of OF processing and OF-ERPs in healthy humans are mentioned. Finally, the application of OF-ERPs to ADS is described. The aim of this review was to introduce the potential use of OF-ERPs for assessment of driving ability in ADS.

Driving performance of stable outpatients with depression undergoing real-world treatment

AIM

Although the effects of psychotropics on driving ability have received much attention, little research is available on driving performance of stable outpatients with depression undergoing real-world treatment. This observational study investigated driving performance, cognitive functions, and depressive symptomatology of partly remitted outpatients with depression under daily-practice psychopharmacologic treatment.

METHODS

Seventy stable outpatients with depression and 67 healthy volunteers were enrolled. Patients' prescriptions were not controlled in order to capture the real-world treatment environment. Participants underwent three driving tasks - road-tracking, car-following, and harsh-braking - using a driving simulator, and three cognitive tasks - Continuous Performance Test, Wisconsin Card Sorting Test, and Trail-Making Test. The Symptom Assessment Scale - Structured Interview Guide for the Hamilton Depression Rating Scale, Beck Depression Inventory-II, Social Adaptation Self-Evaluation Scale, and Stanford Sleepiness Scale were also completed.

RESULTS

Although many patients received various pharmacologic treatments, there were no significant differences in the three driving tasks between outpatients with depression and healthy controls. Difficulty of maintaining set in the Wisconsin Card Sorting Test was significantly increased in patients with depression. Results on the Social Adaptation Self-Evaluation Scale were significantly associated with road-tracking and car-following performance, in contrast to results on the Hamilton Depression Rating Scale and the Beck Depression Inventory-II.

CONCLUSION

We conclude that partly remitted depressive patients under steady-state pharmacologic treatment do not differ from healthy controls with respect to driving performance, which seems to be more affected by psychosocial functioning than by pharmacologic agents. This, however, should be investigated systematically in an off/on study.

Altered Functional Brain Connectivity in Mild Cognitive Impairment during a Cognitively Complex Car Following Task

Mild cognitive impairment (MCI) can affect multiple cognitive abilities, leading to difficulty in performing complex, cognitively demanding daily tasks, such as driving. This study combined driving simulation and functional magnetic resonance imaging (fMRI) to investigate brain function in individuals with MCI while they performed a car-following task. The behavioral driving performance of 24 patients with MCI and 20 healthy age-matched controls was compared during a simulated car-following task. Functional brain connectivity during driving was analyzed for a separate cohort of 15 patients with MCI and 15 controls. Individuals with MCI had minor difficulty with lane maintenance, exhibiting significantly increased variability in steering compared to controls. Patients with MCI also exhibited reduced connectivity between fronto-parietal regions, as well as between regions involved in cognitive control (medial frontal cortex) and regions important for visual processing (cuneus, angular gyrus, superior occipital cortex, inferior and superior parietal cortex). Greater difficulty in lane maintenance (i.e., increased steering variability and lane deviations) among individuals with MCI was further associated with increased connectivity between the posterior cingulate cortex (PCC) and inferior frontal gyrus, as well as increased intra-cerebellar connectivity. Thus, compared to cognitively healthy controls, patients with MCI showed reduced connectivity between regions involved in visual attention, visual processing, cognitive control, and performance monitoring. Greater difficulty with lane maintenance among patients with MCI may reflect failure to inhibit components of the default-mode network (PCC), leading to interference with task-relevant networks as well as alterations in cerebellum connectivity.

Driving habits and behaviors of patients with brain tumors: a self-report, cognitive and driving simulation study

The purpose of the study is to determine driving habits and behaviors of patients with brain tumors in order to better inform discussions around driving safety in this population. Eight-four patients with brain tumors participated in a survey on their driving behaviors since their diagnosis. Thirteen of these patients and thirteen sex- and age-matched healthy controls participated in cognitive testing and several driving simulation scenarios in order to objectively assess driving performance. Survey responses demonstrated that patients with brain tumors engage in a variety of driving scenarios with little subjectve difficulty. On the driving simulation tasks, patients and healthy controls performed similarly except that patients had more speed exceedances (U = 41, p < 0.05) and a greater variability in speed (U = 57, p < 0.05). Performance on the selective attention component of the UFOV was significantly associated with greater total errors in the Bus Following task for patients with brain tumors compared to healthy controls (rs = 0.722, p < 0.05, CI [0.080, 0.957]). Better comprehensive driving assessments are needed to identify patients with driving behaviors that put themselves and others at risk on the road.

A Systematic Review and Meta-Analysis of On-Road Simulator and Cognitive Driving Assessment in Alzheimer's Disease and Mild Cognitive Impairment

BACKGROUND

Many individuals with Alzheimer's disease (AD) and mild cognitive impairment (MCI) are at an increased risk of driving impairment. There is a need for tools with sufficient validity to help clinicians assess driving ability.

OBJECTIVE

Provide a systematic review and meta-analysis of the primary driving assessment methods (on-road, cognitive, driving simulation assessments) in patients with MCI and AD.

METHODS

We investigated (1) the predictive utility of cognitive tests and domains, and (2) the areas and degree of driving impairment in patients with MCI and AD. Effect sizes were derived and analyzed in a random effects model.

RESULTS

Thirty-two articles (including 1,293 AD patients, 92 MCI patients, 2,040 healthy older controls) met inclusion criteria. Driving outcomes included: On-road test scores, pass/fail classifications, errors; caregiver reports; real world crash involvement; and driving simulator collisions/risky behavior. Executive function (ES [95% CI]; 0.61 [0.41, 0.81]), attention (0.55 [0.33, 0.77]), visuospatial function (0.50 [0.34, 0.65]), and global cognition (0.61 [0.39, 0.83]) emerged as significant predictors of driving performance. Trail Making Test Part B (TMT-B, 0.61 [0.28, 0.94]), TMT-A (0.65 [0.08, 1.21]), and Maze test (0.88 [0.60, 1.15]) emerged as the best single predictors of driving performance. Patients with very mild AD (CDR = 0.5) mild AD (CDR = 1) were more likely to fail an on-road test than healthy control drivers (CDR = 0), with failure rates of 13.6%, 33.3% and 1.6%, respectively.

CONCLUSION

The driving ability of patients with MCI and AD appears to be related to degree of cognitive impairment. Across studies, there are inconsistent cognitive predictors and reported driving outcomes in MCI and AD patients. Future large-scale studies should investigate the driving performance and associated neural networks of subgroups of AD (very mild, mild, moderate) and MCI (amnestic, non-amnestic, single-domain, multiple-domain).

Speed-related activation in the mesolimbic dopamine system during the observation of driver-view videos

Despite the ubiquity and importance of speeding offenses, there has been little neuroscience research regarding the propensity for speeding among vehicle drivers. In the current study, as a first attempt, we examined the hypothesis that visual inputs during high-speed driving would activate the mesolimbic dopaminergic system that plays an important role in mediating motivational craving. To this end, we used functional magnetic resonance imaging to identify speed-related activation changes in mesolimbic dopaminergic regions during the observation of driver-view videos in two groups that differed in self-reported speeding propensity. Results revealed, as we expected, greater activation in the ventral tegmental area (VTA) in response to driver-view videos with higher speed. Contrary to our expectation, however, we found no significant between-group difference in speed-related activation changes in mesolimbic dopaminergic regions. Instead, an exploratory psychophysiological interaction analysis found that self-reported speeding propensity was associated with speed-related functional coupling between the VTA and the right intraparietal sulcus. Further validation of our hypothesis will require future studies examining associations between speed-related activation in the mesolimbic dopaminergic system and individual differences in speeding propensity, using a more reliable measure of actual speeding propensity in real traffic.

Functional connectivity analysis of distracted drivers based on the wavelet phase coherence of functional near-infrared spectroscopy signals

The present study aimed to evaluate the functional connectivity (FC) in relevant cortex areas during simulated driving with distraction based on functional near-infrared spectroscopy (fNIRS) method. Twelve subjects were recruited to perform three types of driving tasks, namely, straight driving, straight driving with secondary auditory task, and straight driving with secondary visual vigilance task, on a driving simulator. The wavelet amplitude (WA) and wavelet phase coherence (WPCO) of the fNIRS signals were calculated in six frequency intervals: I, 0.6-2 Hz; II, 0.145-0.6 Hz; III, 0.052-0.145 Hz; IV, 0.021-0.052 Hz; and V, 0.0095-0.021 Hz, VI, 0.005-0.0095Hz. Results showed that secondary tasks during driving led to worse driving performance, brain activity changes, and dynamic configuration of the connectivity. The significantly lower WA value in the right motor cortex in interval IV, and higher WPCO values in intervals II, V, and VI were found with additional auditory task. Significant standard deviation of speed and lower WA values in the left prefrontal cortex and right prefrontal cortex in interval VI, and lower WPCO values in intervals I, IV, V, and VI were found under the additional visual vigilance task. The results suggest that the changed FC levels in intervals IV, V, and VI were more likely to reflect the driver's distraction condition. The present study provides new insights into the relationship between distracted driving behavior and brain activity. The method may be used for the evaluation of drivers' attention level.

Effective Connectivity Analysis of the Brain Network in Drivers during Actual Driving Using Near-Infrared Spectroscopy

Driving a vehicle is a complex activity that requires high-level brain functions. This study aimed to assess the change in effective connectivity (EC) between the prefrontal cortex (PFC), motor-related areas (MA) and vision-related areas (VA) in the brain network among the resting, simple-driving and car-following states. Twelve young male right-handed adults were recruited to participate in an actual driving experiment. The brain delta [HbO₂] signals were continuously recorded using functional near infrared spectroscopy (fNIRS) instruments. The conditional Granger causality (GC) analysis, which is a data-driven method that can explore the causal interactions among different brain areas, was performed to evaluate the EC. The results demonstrated that the hemodynamic activity level of the brain increased with an increase in the cognitive workload. The connection strength among PFC, MA and VA increased from the resting state to the simple-driving state, whereas the connection strength relatively decreased during the car-following task. The PFC in EC appeared as the causal target, while the MA and VA appeared as the causal sources. However, l-MA turned into causal targets with the subtask of car-following. These findings indicate that the hemodynamic activity level of the cerebral cortex increases linearly with increasing cognitive workload. The EC of the brain network can be strengthened by a cognitive workload, but also can be weakened by a superfluous cognitive workload such as driving with subtasks.

Greater cerebellar gray matter volume in car drivers: an exploratory voxel-based morphometry study

Previous functional neuroimaging studies have identified multiple brain areas associated with distinct aspects of car driving in simulated traffic environments. Few studies, however, have examined brain morphology associated with everyday car-driving experience in real traffic. Thus, the aim of the current study was to identify gray matter volume differences between drivers and non-drivers. We collected T1-weighted structural brain images from 73 healthy young adults (36 drivers and 37 non-drivers). We performed a whole-brain voxel-based morphometry analysis to examine between-group differences in regional gray matter volume. Compared with non-drivers, drivers showed significantly greater gray matter volume in the left cerebellar hemisphere, which has been associated with cognitive rather than motor functioning. In contrast, we found no brain areas with significantly greater gray matter volume in non-drivers compared with drivers. Our findings indicate that experience with everyday car driving in real traffic is associated with greater gray matter volume in the left cerebellar hemisphere. This brain area may be involved in abilities that are critical for driving a car, but are not commonly or frequently used during other daily activities.

Increase in brain activation due to sub-tasks during driving: fMRI study using new MR-compatible driving simulator

Background

Several studies have used functional magnetic resonance imaging (fMRI) to show that neural activity is associated with driving. fMRI studies have also elucidated the brain responses associated with driving while performing sub-tasks. It is important to note that these studies used computer mouses, trackballs, or joysticks to simulate driving and, thus, were not comparable to real driving situations. In order to overcome these limitations, we used a driving wheel and pedal equipped with an MR-compatible driving simulator (80 km/h). The subjects drove while performing sub-tasks, and we attempted to observe differences in neuronal activation.

Methods

The experiments consisted of three blocks and each block consisted of both a control phase (1 min) and a driving phase (2 min). During the control phase, the drivers were instructed to look at the stop screen and to not perform driving tasks. During the driving phase, the drivers either drove (driving only condition) or drove while performing an additional sub-task (driving with sub-task condition) at 80 km/h.

Results

Compared to when the drivers were focused only on driving, when the drivers drove while performing a sub-task, the number of activation voxels greatly decreased in the parietal area, which is responsible for spatial perception. Task-performing areas, such as the inferior frontal gyrus and the superior temporal gyrus, showed increased activation. Performing a sub-task simultaneously while driving had affected the driver’s driving. The cingulate gyrus and the sub-lobar region (lentiform nucleus, caudate, insula, and thalamus), which are responsible for error monitoring and control of unnecessary movements (e.g., wheel and pedal movements), showed increased activation during driving with sub-task condition compared to driving only condition.

Conclusions

Unlike simple driving simulators (joysticks, computer mouses, or trackballs) used in previous research, the addition of a driving wheel and pedals (accelerator and brake) to the driving simulator used in this study closely represents real driving. Thus, the number of processed movements was increased, which led to an increased number of unnecessary movements that needed to be controlled. This in turn increased activation in the corresponding brain regions.

Personality, Executive Control, and Neurobiological Characteristics Associated with Different Forms of Risky Driving

Background

Road crashes represent a huge burden on global health. Some drivers are prone to repeated episodes of risky driving (RD) and are over-represented in crashes and related morbidity. However, their characteristics are heterogeneous, hampering development of targeted intervention strategies. This study hypothesized that distinct personality, cognitive, and neurobiological processes are associated with the type of RD behaviours these drivers predominantly engage in.

Methods

Four age-matched groups of adult (19–39 years) males were recruited: 1) driving while impaired recidivists (DWI, n = 36); 2) non-alcohol reckless drivers (SPEED, n = 28); 3) drivers with a mixed RD profile (MIXED, n = 27); and 4) low-risk control drivers (CTL, n = 47). Their sociodemographic, criminal history, driving behaviour (by questionnaire and simulation performance), personality (Big Five traits, impulsivity, reward sensitivity), cognitive (disinhibition, decision making, behavioural risk taking), and neurobiological (cortisol stress response) characteristics were gathered and contrasted.

Results

Compared to controls, group SPEED showed greater sensation seeking, disinhibition, disadvantageous decision making, and risk taking. Group MIXED exhibited more substance misuse, and antisocial, sensation seeking and reward sensitive personality features. Group DWI showed greater disinhibition and more severe alcohol misuse, and compared to the other RD groups, the lowest level of risk taking when sober. All RD groups exhibited less cortisol increase in response to stress compared to controls.

Discussion

Each RD group exhibited a distinct personality and cognitive profile, which was consistent with stimulation seeking in group SPEED, fearlessness in group MIXED, and poor behavioural regulation associated with alcohol in group DWI. As these group differences were uniformly accompanied by blunted cortisol stress responses, they may reflect the disparate behavioural consequences of dysregulation of the stress system. In sum, RD preference appears to be a useful marker for clarifying explanatory pathways to risky driving, and for research into developing more personalized prevention efforts.

The neural correlates of road sign knowledge and route learning in semantic dementia and Alzheimer's disease

BACKGROUND

Although there is a growing body of research on driving and Alzheimer's disease (AD), focal dementias have been understudied. Moreover, driving has never been explored in semantic dementia (SD).

METHODS

An experimental battery exploring road sign knowledge and route learning was applied to patients with SD and AD selected in the early-moderate stage of disease and to a group of healthy participants. Neuropsychological data were correlated to cerebral hypometabolism distribution, investigated by means of positron emission tomography.

RESULTS

The two dementias showed opposite profiles. Patients with SD showed poor road sign knowledge and normal performance in route learning. By contrast, patients with AD showed low performance in route learning test with preservation of semantic knowledge of road signs. In SD, there was a correlation of semantic knowledge impairment with hypometabolism in the left temporolateral cortex. No correlation between the AD region of interests (ROIs) and the relevant behavioural indices was found, while in the whole-brain analysis there was a significant correlation between route learning and the superior frontal gyrus.

DISCUSSION AND CONCLUSIONS

For the first time, driving skills were explored in SD, and it is showed a differential profile from the one detected in AD. We demonstrate that the left anterior temporal cortex is implicated in road sign knowledge, while a distributed cortical network, including the frontal cortex, is likely to process route learning.

The effects of acute treatment with ramelteon, triazolam, and placebo on driving performance, cognitive function, and equilibrium function in healthy volunteers

RATIONALE

Hypnotics are widely used to treat insomnia but adverse effects of different hypnotics, especially benzodiazepine receptor agonists, are getting more attention lately. The effects of novel hypnotics have not been fully examined.

OBJECTIVE

This study aims to assess the effects of two hypnotics, ramelteon and triazolam, on driving performance, cognitive function, and equilibrium function.

METHODS

In this double-blinded, three-way crossover trial, 17 healthy males received acute doses of 8 mg ramelteon, 0.125 mg triazolam, and placebo. The subjects were administered three driving tasks-road-tracking, car-following, and harsh-braking-using a driving simulator and three cognitive tasks-Continuous Performance Test, N-back Test, and Trail-Making Test-at baseline and at 1 and 4 h post-dosing. The Stanford Sleepiness Scale scores and computerized posturography were also assessed.

RESULTS

In the driving simulations, ramelteon and triazolam increased the number of subjects who slid off the road. Triazolam increased the standard deviation of lateral position compared to ramelteon and placebo at 1 h post-dosing. Ramelteon and triazolam significantly increased the time to complete of Trail-Making Test part A and the environmental area in posturography compared to placebo at 1 and 4 h post-dosing. Ramelteon and triazolam significantly increased subjective sleepiness compared to placebo at 1 h post-dosing.

CONCLUSIONS

Ramelteon may affect road-tracking performance, visual attention and/or psychomotor speed measured by Trail-Making Test part A, and body balance in acute dosing. Lower dose of triazolam also impaired performance worse than ramelteon. Physicians should consider risks and benefits when prescribing both drugs, especially in the initial period of administration.

Neural mechanisms underlying urgent and evaluative behaviors: An fMRI study on the interaction of automatic and controlled processes

Dual-process theories have dominated the study of risk perception and risk-taking over the last two decades. However, there is a lack of objective brain-level evidence supporting the two systems of processing in every-day risky behavior. To address this issue, we propose the dissociation between evaluative and urgent behaviors as evidence of dual processing in risky driving situations. Our findings show a dissociation of evaluative and urgent behavior both at the behavioral and neural level. fMRI data showed an increase of activation in areas implicated in motor programming, emotional processing, and visuomotor integration in urgent behavior compared to evaluative behavior. These results support a more automatic processing of risk in urgent tasks, relying mainly on heuristics and experiential appraisal. The urgent task, which is characterized by strong time pressure and the possibility for negative consequences among others factors, creates a suitable context for the experiential-affective system to guide the decision-making process. Moreover, we observed greater frontal activation in the urgent task, suggesting the participation of cognitive control in safe behaviors. The findings of this research are relevant for the study of the neural mechanisms underlying dual process models in risky perception and decision-making, especially because of their proximity to everyday activities.

Covert effects of "one drink" of alcohol on brain processes related to car driving: an event-related potential study

The effects of a low dose of alcohol on car driving remain controversial. To address this issue, event-related potentials were recorded while subjects performed a simple car-following task in a driving simulator before and after consuming either "one drink" of beer (representing one standard alcoholic beverage containing 14 g of alcohol) or mineral water (control condition). Subjects who had consumed the determined amount of alcohol demonstrated no detectable outward behavioral signs of intoxication while performing the driving task, an observation in agreement with previous findings. However, the parietal P3 elicited by the brake lights of the preceding car was significantly reduced in amplitude, approximately 50% that observed under the control condition, likely indicating alteration of the neural processing of visual information critical for safe driving. The finding suggests that alcohol begins to affect neural processes for driving even at quantities too low to modify behavior.

Acute effects of alcohol on the human brain: a resting-state FMRI study

The aim of this study is to assess the value of resting-state fMRI in detecting the acute effects of alcohol on healthy human brains. Thirty-two healthy volunteers were studied by conventional MR imaging and resting-state fMRI prior to and 0.5 hours after initiation of acute alcohol administration. The fMRI data, acquired during the resting state, were correlated with different breath alcohol concentrations (BrAC). We use the posterior cingulate cortex/precuneus as a seed for the default mode network (DMN) analysis. ALFF and ReHo were also used to investigate spontaneous neural activity in the resting state. Conventional MR imaging showed no abnormalities on all subjects. Compared with the prior alcohol administration, the ALFF and ReHo also indicated some specific brain regions which are affected by alcohol, including the superior frontal gyrus, cerebellum, hippocampal gyrus, left basal ganglia, and right internal capsule. Functional connectivity of the DMN was affected by alcohol. This resting-state fMRI indicates that brain regions implicated are affected by alcohol and might provide a neural basis for alcohol's effects on behavioral performance.

Cerebral oscillatory activity during simulated driving using MEG

We aimed to examine cerebral oscillatory differences associated with psychological processes during simulated car driving. We recorded neuromagnetic signals in 14 healthy volunteers using magnetoencephalography (MEG) during simulated driving. MEG data were analyzed using synthetic aperture magnetometry to detect the spatial distribution of cerebral oscillations. Group effects between subjects were analyzed statistically using a non-parametric permutation test. Oscillatory differences were calculated by comparison between “passive viewing” and “active driving.” “Passive viewing” was the baseline, and oscillatory differences during “active driving” showed an increase or decrease in comparison with a baseline. Power increase in the theta band was detected in the superior frontal gyrus (SFG) during active driving. Power decreases in the alpha, beta, and low gamma bands were detected in the right inferior parietal lobe (IPL), left postcentral gyrus (PoCG), middle temporal gyrus (MTG), and posterior cingulate gyrus (PCiG) during active driving. Power increase in the theta band in the SFG may play a role in attention. Power decrease in the right IPL may reflect selectively divided attention and visuospatial processing, whereas that in the left PoCG reflects sensorimotor activation related to driving manipulation. Power decreases in the MTG and PCiG may be associated with object recognition.

Large-scale functional brain network changes in taxi drivers: evidence from resting-state fMRI

Driving a car in the environment is a complex behavior that involves cognitive processing of visual information to generate the proper motor outputs and action controls. Previous neuroimaging studies have used virtual simulation to identify the brain areas that are associated with various driving-related tasks. Few studies, however, have focused on the specific patterns of functional organization in the driver's brain. The aim of this study was to assess differences in the resting-state networks (RSNs) of the brains of drivers and nondrivers. Forty healthy subjects (20 licensed taxi drivers, 20 nondrivers) underwent an 8-min resting-state functional MRI acquisition. Using independent component analysis, three sensory (primary and extrastriate visual, sensorimotor) RSNs and four cognitive (anterior and posterior default mode, left and right frontoparietal) RSNs were retrieved from the data. We then examined the group differences in the intrinsic brain activity of each RSN and in the functional network connectivity (FNC) between the RSNs. We found that the drivers had reduced intrinsic brain activity in the visual RSNs and reduced FNC between the sensory RSNs compared with the nondrivers. The major finding of this study, however, was that the FNC between the cognitive and sensory RSNs became more positively or less negatively correlated in the drivers relative to that in the nondrivers. Notably, the strength of the FNC between the left frontoparietal and primary visual RSNs was positively correlated with the number of taxi-driving years. Our findings may provide new insight into how the brain supports driving behavior.

Using fMRI virtual-reality technology to predict driving ability after brain damage: a preliminary report

The cerebellum, which is important for movement control and planning, is often affected by many neurological conditions. Until now there has been limited information regarding how the function of the cerebellum impacts driving ability. This study used fMRI with an integrated virtual reality driving simulator to determine which aspects of driving performance are related to the cerebellum in healthy drivers (Experiment 1). It also investigated drivers with focal cerebellar lesions to identify how damage to this brain region impairs driving abilities. The results showed that cerebellar functioning is responsible for motor-speed coordination and complex temporal-motor integration necessary to execute driving behaviours. As predicted, drivers with cerebellar damage, showed significantly compromised speed control during basic driving conditions, whereas their ability to perform during interactive driving situations was preserved. New insights into neural mechanisms and brain plasticity regarding driving behaviour are discussed. Strategies in assessing and rehabilitating drivers with related neurological conditions are provided.

How skill expertise shapes the brain functional architecture: an fMRI study of visuo-spatial and motor processing in professional racing-car and naïve drivers

The present study was designed to investigate the brain functional architecture that subserves visuo-spatial and motor processing in highly skilled individuals. By using functional magnetic resonance imaging (fMRI), we measured brain activity while eleven Formula racing-car drivers and eleven ‘naïve’ volunteers performed a motor reaction and a visuo-spatial task. Tasks were set at a relatively low level of difficulty such to ensure a similar performance in the two groups and thus avoid any potential confounding effects on brain activity due to discrepancies in task execution. The brain functional organization was analyzed in terms of regional brain response, inter-regional interactions and blood oxygen level dependent (BOLD) signal variability. While performance levels were equal in the two groups, as compared to naïve drivers, professional drivers showed a smaller volume recruitment of task-related regions, stronger connections among task-related areas, and an increased information integration as reflected by a higher signal temporal variability. In conclusion, our results demonstrate that, as compared to naïve subjects, the brain functional architecture sustaining visuo-motor processing in professional racing-car drivers, trained to perform at the highest levels under extremely demanding conditions, undergoes both ‘quantitative’ and ‘qualitative’ modifications that are evident even when the brain is engaged in relatively simple, non-demanding tasks. These results provide novel evidence in favor of an increased ‘neural efficiency’ in the brain of highly skilled individuals.

Effects of low-dose mirtazapine on driving performance in healthy volunteers

OBJECTIVE

This study aimed to assess whether a lower initial dose of mirtazapine can lessen the harmful effect on driving performance or not in a double-blinded, placebo-controlled crossover trial.

METHODS

Thirteen healthy men received 8 days of continuous nocturnal doses of mirtazapine at 7.5 mg or 15 mg, or placebo. At baseline and on days 2 and 9, subjects performed three driving tasks (road-tracking, car-following, and harsh-braking tasks) using a driving simulator and a Continuous Performance Test. Stanford Sleepiness Scale (SSS) scores were also assessed. In the mirtazapine 7.5 mg series, 15 mg of mirtazapine was additionally administered on day 9, followed by all the same assessments on day 10.

RESULTS

Mirtazapine 7.5 mg had no significant effects on any tasks except for SSS compared with placebo. Mirtazapine 15 mg impaired road-tracking task and SSS. The increase in mirtazapine dose also had no significant effects on any tasks compared with those before dose increase.

CONCLUSIONS

Mirtazapine 7.5 mg did not cause driving impairment compared with mirtazapine 15 mg, while both doses of mirtazapine produced subjective somnolence. The increase in mirtazapine had no detrimental effects on psychomotor performance. Initial low-dose mirtazapine may be safer for automobile driving than the normal starting dose.

Effects of repeated dosing with mirtazapine, trazodone, or placebo on driving performance and cognitive function in healthy volunteers

OBJECTIVE

This study aimed to evaluate the effects of repeated treatments with the sedative antidepressants mirtazapine and trazodone on driving performance and cognitive function.

METHODS

Nineteen healthy men received continuous nocturnal doses of 15-mg mirtazapine , 25-mg trazodone, or placebo for 8 days in a double-blinded, three-way crossover trial. Subjects were asked to perform three driving tasks (road tracking, car following, and harsh braking) using a driving simulator and cognitive tasks (the Wisconsin Card Sorting Test, Continuous Performance Test, and N-back Test) at baseline and on Days 2 and 9. Stanford Sleepiness Scale scores were also assessed.

RESULTS

Mirtazapine significantly increased the standard deviation of lateral position in the road-tracking task as compared with trazodone on Day 2. Mirtazapine significantly increased Stanford Sleepiness Scale scores as compared with trazodone and placebo. For the remaining tasks, no significant effects of treatment were observed.

CONCLUSIONS

Acute treatment of mirtazapine impaired road-tracking performance and increased sleepiness, but sedative effects disappeared under repeated administrations. Trazodone did not affect driving performance or cognitive function under acute or repeated administrations. Both initial sedative effects and pharmacological profiles should be taken into consideration when using sedative antidepressants.

The cerebellum: a new key structure in the navigation system

Early investigations of cerebellar function focused on motor learning, in particular on eyeblink conditioning and adaptation of the vestibulo-ocular reflex, and led to the general view that cerebellar long-term depression (LTD) at parallel fiber (PF)–Purkinje cell (PC) synapses is the neural correlate of cerebellar motor learning. Thereafter, while the full complexity of cerebellar plasticities was being unraveled, cerebellar involvement in more cognitive tasks—including spatial navigation—was further investigated. However, cerebellar implication in spatial navigation remains a matter of debate because motor deficits frequently associated with cerebellar damage often prevent the dissociation between its role in spatial cognition from its implication in motor function. Here, we review recent findings from behavioral and electrophysiological analyses of cerebellar mutant mouse models, which show that the cerebellum might participate in the construction of hippocampal spatial representation map (i.e., place cells) and thereby in goal-directed navigation. These recent advances in cerebellar research point toward a model in which computation from the cerebellum could be required for spatial representation and would involve the integration of multi-source self-motion information to: (1) transform the reference frame of vestibular signals and (2) distinguish between self- and externally-generated vestibular signals. We eventually present herein anatomical and functional connectivity data supporting a cerebello-hippocampal interaction. Whilst a direct cerebello-hippocampal projection has been suggested, recent investigations rather favor a multi-synaptic pathway involving posterior parietal and retrosplenial cortices, two regions critically involved in spatial navigation.

Brain activity during driving with distraction: an immersive fMRI study

Introduction: Non-invasive measurements of brain activity have an important role to play in understanding driving ability. The current study aimed to identify the neural underpinnings of human driving behavior by visualizing the areas of the brain involved in driving under different levels of demand, such as driving while distracted or making left turns at busy intersections.

Materials and Methods: To capture brain activity during driving, we placed a driving simulator with a fully functional steering wheel and pedals in a 3.0 Tesla functional magnetic resonance imaging (fMRI) system. To identify the brain areas involved while performing different real-world driving maneuvers, participants completed tasks ranging from simple (right turns) to more complex (left turns at busy intersections). To assess the effects of driving while distracted, participants were asked to perform an auditory task while driving analogous to speaking on a hands-free device and driving.

Results: A widely distributed brain network was identified, especially when making left turns at busy intersections compared to more simple driving tasks. During distracted driving, brain activation shifted dramatically from the posterior, visual and spatial areas to the prefrontal cortex.

Conclusions: Our findings suggest that the distracted brain sacrificed areas in the posterior brain important for visual attention and alertness to recruit enough brain resources to perform a secondary, cognitive task. The present findings offer important new insights into the scientific understanding of the neuro-cognitive mechanisms of driving behavior and lay down an important foundation for future clinical research.

Hysteretically reversible phase transition in a molecular glass

Pressure induced densification in a molecular arsenic sulfide glass is studied at ambient temperature using x-ray scattering, absorption and Raman spectroscopic techniques in situ in a diamond anvil cell. The relatively abrupt changes in the position of the first sharp diffraction peak, FSDP, and the pressure-volume equation of state near ∼2 GPa suggest a phase transition between low- and high-density amorphous phases characterized by different densification mechanisms and rates. Raman spectroscopic results provide clear evidence that the phase transition corresponds to a topological transformation between a low-density molecular structure and a high-density network structure via opening of the constituent As(4)S(3) cage molecules and bond switching. Pressure induced mode softening of the high density phase suggests a low dimensional nature of the network. The phase transformation is hysteretically reversible, and therefore, reminiscent of a first-order phase transition.

Group Study of Simulated Driving fMRI Data by Multiset Canonical Correlation Analysis

In this work, we apply a novel statistical method, multiset canonical correlation analysis (M-CCA), to study a group of functional magnetic resonance imaging (fMRI) datasets acquired during simulated driving task. The M-CCA method jointly decomposes fMRI datasets from different subjects/sessions into brain activation maps and their associated time courses, such that the correlation in each group of estimated activation maps across datasets is maximized. Therefore, the functional activations across all datasets are extracted in the order of consistency across different dataset. On the other hand, M-CCA preserves the uniqueness of the functional maps estimated from each dataset by avoiding concatenation of different datasets in the analysis. Hence, the cross-dataset variation of the functional activations can be used to test the hypothesis of functional-behavioral association. In this work, we study 120 simulated driving fMRI datasets and identify parietal-occipital regions and frontal lobe as the most consistently engaged areas across all the subjects and sessions during simulated driving. The functional-behavioral association study indicates that all the estimated brain activations are significantly correlated with the steering operation during the driving task. M-CCA thus provides a new approach to investigate the complex relationship between the brain functions and multiple behavioral variables, especially in naturalistic tasks as demonstrated by the simulated driving study.

Slower adaptation to driving simulator and simulator sickness in older adults

BACKGROUND AND AIMS

Methods of assessing driving abilities in the elderly are urgently needed. Although the driving simulator (DS) appears to be a safe and cost-effective method of objectively evaluating driving performance, it may pose adaptation problems for elderly adults. In this study, we examined age-related adaptation deficits on the DS.

METHODS

Healthy young adults (n=15) and healthy elderly persons (n=17) completed some neuropsychological tests, and then performed a road-tracking task with the DS, which was repeated four times (Trials 1-4).

RESULTS

After simulated driving in DS, simulator sickness (SS) was observed in 18.8% of participants. The frequency of SS was 29.4% in elderly adults and 6.7% in young adults, and 17.6% of the elderly participants dropped out of the experiment. Performance on the Necker cube copying task was significantly correlated with the onset of SS. Driving performance also showed a significant interaction between group and trial, for both driving accuracy and vehicle speed. In addition, the performance of elderly adults significantly improved between trials 1 and 4, reaching a plateau in trial 4, whereas that of young adults did not change across trials.

CONCLUSION

This study provides preliminary evidence of slower adaptation to a DS-based driving task by older adults, which was associated with cognitive aging. Age affected driving accuracy and velocity when a road-tracking task was simply repeated. It is concluded that the capacity of elderly people to adapt to DS environments should be taken into consideration when evaluating their performance on DS tasks.