Lateral visual field as related to age and sex.

Burg, Albert

doi:10.1037/h0025270

Cited by 63 publications

(21 citation statements)

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“…Although static visual acuity [10][11][12] has been shown to correlate to a lesser degree than dynamic visual acuity [13][14][15] in relation to the drivers accident record, it seems wise for drivers to have optimal visual acuity when in charge of a passenger vehicle. Periodic retesting would ensure detection of drivers with a potentially hazardous level of visual acuity, as would a reminder of the need to wear an up-to-date pair of glasses when driving.…”

Section: Eyementioning

confidence: 99%

Visual acuity and legal visual requirement to drive a passenger vehicle

Kiel

Butler

Alwitry

2003

Eye

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Objectives (1) To test the consistency and ease with which number-plates of different component figures can be read under DVLA driving test conditions; (2) to test the relative difficulty of reading corresponding figures on registration plates of white and yellow backgrounds. Design Prospective study of consecutive eligible clinic patients. Setting Ophthalmology outpatients. Subjects 210 individuals with a corrected visual acuity with both eyes open of between 6/9 and 6/12. Main outcome measures The ability to read three different number-plates under standard DVLA driving-test conditions (ie at 20.5 m in good daylight with glasses if worn) and the ability to read identical number-plates against a white and a yellow background. Results There is a significant difference between the ease with which three different number-plates can be read depending on their letter and numeral composition, although this did not seem to be significantly affected by whether they were printed on a yellow or white background. Only 92.3% of subjects could read all the number-plates at the legal distance, 96.7% could read at least one number-plate at the legal distance and 3.3% of the test subjects could not read any of the number-plates at 20.5 m. Conclusions The current test protocol used to obtain a driving licence and, moreover, the test the police will employ to assess visual competence to drive, is highly variable and is unlikely to give consistent repeatable results. The performance of those with equally good visual acuity is unpredictable and is highly dependent on the number-plate they are asked to read. This variability could exclude some who would otherwise pass the test or pass an individual with a visual acuity below accepted standards. The forthcoming changes in the regulations for design of number-plates is an ideal opportunity to standardise the whole testing procedure for driving visual acuity.

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Section: Eyementioning

confidence: 99%

Visual acuity and legal visual requirement to drive a passenger vehicle

Kiel

Butler

Alwitry

2003

Eye

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“…Rains (1963) and Payne (1966) have developed this work more recently. Size discrimination and the recognition of shapes, letters and complex patterns are all affected by field location (e.g., Pollock & Chapanis, 1952;Whitmer, 1933), while a number of subject variables such as age and sex have been shown to relate to size of the effective visual field (Burg, 1968;Tronick, 1972).…”

mentioning

confidence: 99%

Visual field differences in recognizing letters

Worrall

Coles

1976

Perception & Psychophysics

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“…Data from Burg (1968) show that the lateral peripheral vision ®eld decreases by about 17 total degrees between the ages of 22 and 67.…”

Section: Peripheral Visionmentioning

confidence: 99%

Integrating vehicle design and human factors: minimizing elderly driving constraints

Shaheen

Niemeier

2001

Transportation Research Part C: Emerging Technologies

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With a projected rise in the number of elderly, most of whom have also relied primarily on the private automobile for their mobility, it is likely that future adaptations in vehicle design will be linked in some part to the physical in®rmities often faced by the elderly. This paper oers a bridge between medical research on the physical impairments of the elderly and automobile design and driving safety. We describe recent ®ndings on the driving-related physical and cognitive impairments faced by the elderly. We then propose two major types of vehicle design and infrastructure adaptations: (1) modi®cations for private vehicles, and (2) intelligent technology and support services for private vehicles, which can help to minimize the drivingrelated eects of these impairments. For example, we present a range of modest vehicle design adaptations for components such as seats and doorways, handles, knobs, and steering wheels, and seat belts. We ®nd that many of these improvements can be made to standard passenger vehicles with little additional design eort, and that the adaptations should also increase overall vehicle marketability. Finally, we argue that while most, if not all, of our proposed adaptations would be made to largely bene®t the elderly, they will nevertheless support and improve driving across all age groups. Ó

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Lateral visual field as related to age and sex.

Cited by 63 publications

References 1 publication

Visual acuity and legal visual requirement to drive a passenger vehicle

Visual acuity and legal visual requirement to drive a passenger vehicle

Visual field differences in recognizing letters

Integrating vehicle design and human factors: minimizing elderly driving constraints

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