This study examined a cohort of 227 older drivers and investigated the relationship between performance on the electronic Driver Observation Schedule (eDOS) driving task and: (1) driver characteristics; (2) functional abilities; (3) perceptions of driving comfort and abilities; and (4) self-reported driving restrictions. Participants (male: 70%; age: M = 81.53 years, SD = 3.37 years) completed a series of functional ability measures and scales on perceived driving comfort, abilities, and driving restrictions from the Year 2 Candrive/Ozcandrive assessment protocol, along with an eDOS driving task. Observations of participants’ driving behaviours during the driving task were recorded for intersection negotiation, lane-changing, merging, low-speed maneuvers, and maneuver-free driving. eDOS driving task scores were high (M = 94.74; SD = 5.70) and significantly related to participants’ perceived driving abilities, reported frequency of driving in challenging situations, and number of driving restrictions. Future analyses will explore potential changes in driving task scores over time.

Recent work has revealed that increasing numbers of drivers now receive driving instructions using a portable navigation system. A 2×2×2 (position×display decrease mode×voice) factorial experiment was executed to compare driving performance when using a portable navigation system (PNS). Thirty-two subjects were paid to participate in this field study, and a smart phone was adopted as the portable navigation device. The results indicated that drivers using the PNS under the conditions up position and with voice instruction performed better in terms of trip duration, mean speed, and the standard deviation of speed.

Sleep-related vehicle accidents are prevalent early morning, especially in younger drivers. In two independent studies following a night of either restricted or nil sleep, young experienced drivers drove for 2 hr (0600–0800h) continuously in an immobile car on an interactive, computer-generated, dull, and monotonous roadway. This exercise followed ingestion (at 0530h) of 200 mg caffeine (= 2–3 cups coffee) versus placebo, counterbalanced, double blind. Driving incidents (lane drifting), subjective sleepiness, and 4–11 Hz electroencephalogram (EEG) activity were logged. In Study 1 (sleeping 0000–0500h), caffeine significantly reduced incidents and subjective sleepiness throughout the 2-hr drive, and EEG power for the second 30-min period. In Study 2 (no sleep), sleepiness affected all measures profoundly, and driving was terminated after 1 hr. Nevertheless, caffeine reduced incidents significantly for the first 30 min and subjective sleepiness for the hour. This caffeine dose, feasibly taken via coffee, effectively reduces early morning driver sleepiness for about 30 min following nil sleep, and for around 2 hr after sleep restriction.