ERP evidence suggests executive dysfunction in ecstasy polydrug users.

BACKGROUND: Deficits in executive functions such as access to semantic/long-term memory have been shown in ecstasy users in previous research. Equally, there have been many reports of equivocal findings in this area. The current study sought to further investigate behavioural and electro-physiological measures of this executive function in ecstasy users. METHOD: Twenty ecstasy-polydrug users, 20 non-ecstasy-polydrug users and 20 drug-naïve controls were recruited. Participants completed background questionnaires about their drug use, sleep quality, fluid intelligence and mood state. Each individual also completed a semantic retrieval task whilst 64 channel Electroencephalography (EEG) measures were recorded. RESULTS: Analysis of Variance (ANOVA) revealed no between-group differences in behavioural performance on the task. Mixed ANOVA on event-related potential (ERP) components P2, N2 and P3 revealed significant between-group differences in the N2 component. Subsequent exploratory univariate ANOVAs on the N2 component revealed marginally significant between-group differences, generally showing greater negativity at occipito-parietal electrodes in ecstasy users compared to drug-naïve controls. Despite absence of behavioural differences, differences in N2 magnitude are evidence of abnormal executive functioning in ecstasy-polydrug users.

Criteria for driver impairment.

Most traffic accidents can be attributed to driver impairment, e.g. inattention, fatigue, intoxication, etc. It is now technically feasible to monitor and diagnose driver behaviour with respect to impairment with the aid of a limited number of in-vehicle sensors. However, a valid framework for the evaluation of driver impairment is still lacking. To provide an acceptable definition of driver impairment, a method to assess absolute and relative criteria was proposed to fulfil the paradoxical goal of defining impaired driving which is consistent yet adaptable to interindividual differences.

Impairment of driving performance caused by sleep deprivation or alcohol: a comparative study.

A study was conducted to assess the relative impact of partial sleep deprivation (restriction to 4 h sleep before testing) and full sleep deprivation (no sleep on the night before testing) on 2 h of simulated driving, compared with an alcohol treatment (mean blood alcohol content = 0.07%). Data were collected from the 64 male participants on the primary driving task, psychophysiology (0.1 Hz heart rate variability), and subjective self-assessment. The results revealed that the full sleep deprivation and alcohol group exhibited a safety-critical decline in lane-keeping performance. The partial sleep deprivation group exhibited only noncritical alterations in primary task performance. Both sleep-deprived groups were characterized by subjective discomfort and an awareness of reduced performance capability. These subjective symptoms were not perceived by the alcohol group. The findings are discussed with reference to the development of systems for the online diagnosis of driver fatigue. Potential applications of this research include the formulation of performance criteria to be encompassed within a driver impairment monitoring system.

The effect of time headway feedback on following behaviour.

A field study was conducted to assess the impact of continuous time headway feedback on following behaviour. An equipped vehicle was fitted with a microwave radar connected to a head-down display. The display was supplemented by an auditory tone which sounded if headway decreased below 1 second. Sixteen subjects participated in five consecutive sessions conducted on a U.K. motorway. The presence of the system and the time of the journey (i.e. rush hour vs off-peak) was manipulated across the experimental sessions. Results revealed that the presence of the system reduced the proportion of time the subjects spent at low headways (e.g. < 1 second). This effect was accentuated for: (a) subjects who habitually follow at shorter headways and (b) those scenarios characterised as following a lead vehicle at a constant velocity. The presence of the system increased time headway to a lead vehicle when an overtaking manoeuvre was initiated, but only in off-peak traffic. The system had no significant effect on speed-keeping behaviour or driver's mental workload.