Driving status and attitudes of patients with epilepsy holding a driving license in eastern China.

PURPOSE: Patients with epilepsy (PWE) remain completely and permanently banned from driving under the latest changes to China's laws. The twoaims of this study were, firstly, to evaluate the driving status of PWE with a driving license and the determinants of them continuing to drive; secondly, to investigate awareness and perceptions of epilepsy driving restrictions among PWE and the general population. METHODS: Patients with epilepsy with a driver's license who attended the Fourth Affiliated Hospital and the Second Affiliated Hospital of Zhejiang University for treatment of their condition were invited to participate in a questionnaire survey between June 2021 and June 2022. During the same period, age-matched people with driver's licenses without epilepsy living in the cities of Hangzhou and Yiwu, Zhejiang province were invited to participate in the questionnaire study. RESULTS: A total of 291 PWE with a driver's license and 289 age-matcheddrivers among the general public participated in the survey. Of the sample, 41.6% of PWE and 26.0% of general drivers stated that they were aware of legal driving restrictions for PWE in China. In the past year, 54% of PWE had driven and 42.5% drove a vehicle daily. Logistic regression revealed that male sex (95% confidence interval [CI]: 1.36-3.61, P = 0.001), age (95% CI: 1.12-3.27, P ≤ 0.036), and the number of antiseizure medications taken (95% CI: 0.24-0.25, P ≤ 0.001) were independently associated with illegally driving with epilepsy. In terms of legalissues, 71.1% of PWE did not support a lifetime ban on driving and 50.2% disagreedwith physician reporting of PWE to the traffic authorities. CONCLUSION: Illegal driving is highly prevalent among PWE who hold a driving license, and male gender, age, and number of ASMs had an independent association with illegal driving in patients with epilepsy. There are highly varying opinions on the current driving laws with respect to PWE. Detailed national standards for medical fitness for driving that are easy to implement and enforce are urgently required for China.

Do automotive window films affect drivers' safety by decreasing vision sensitivity? A Cross-sectional study / Películas automotivas e perda de acuidade visual? Estudo transversal

ABSTRACT Objective: To measure visual acuity in high contrast and low contrast sensitivities in different grades of visible light transmission films in three different positions (front, lateral and rear windows). Methods: Forty-four healthy volunteers between 30-75 y-o, with BCVA better than 0,5, were tested in the 5 following vehicles with different grades of visible light transmission films. Vehicle 1: 75% in the front and 70% in the lateral and rear windows; Vehicle 2: 70% in the front and lateral windows and 28% in the rear; Vehicle 3: 70% in the front, 28% in the lateral and 15% rear; Vehicle 4: 35% in all 3 windows; Vehicle 5: 50% in the front, 20% in the lateral and 15% in the rear. Descriptive statistics were used and the average of the 3 measurements of VA was considered. Wilcoxon Test was applied to compare the average visual acuity in each vehicle and position. P value<0.05 was considered statistically significant. Results: According to the Brazilian Traffic Regulations for driving in categories C/D/E, when low contrast was tested in the front window, all visible light transmissions were borderline, in the lateral window they were all outside the limit, while in the rear window for both low and high contrast, all visible light transmissions tested were outside the limit and also borderline for driving in categories A/B, with the exception of the vehicle with visible light transmission of 35%. Conclusion: Visual acuity is affected, especially in the rear window, by the use of automotive films. The study is an alert that window films is a possible cause of accidents and may contribute to the revision of traffic regulations worldwide.

RESUMO Objetivo: Medir a acuidade visual em alto e baixo contraste nas diversas graduações de transparência de filmes em três janelas de veículos: frontal, lateral e traseira. Métodos: Foram avaliados 44 voluntários saudáveis entre 30 e 75 anos, com acuidade visual melhor corrigida acima de 0,5, em cinco veículos, sendo: veículo 1, com 75% de transparência frontal e 70% na lateral e traseira; veículo 2, com 70% na frontal e na lateral e 28% na traseira; veículo 3, com 70% na frontal, 28% na lateral e 15% na traseira; veículo 4, com 35% nas três janelas; e veículo 5, com 50% na frontal, 20% na lateral e 15% na traseira. Foi realizada estatística descritiva utilizando a média de três medidas consecutivas, com teste de Wilcoxon para comparar a média de acuidade visual em cada janela, e foi considerado estatisticamente significativo quando valor de p<0,05. Resultados: Todas as transparências testadas nos vidros reduziram a acuidade visual em situação de baixo contraste para níveis limítrofes na janela frontal e níveis ilegais na lateral para conduzir veículos nas categorias C/D/E. Na janela traseira, tanto em alto quanto em baixo contraste, todas as transparências mostraram redução da acuidade visual para níveis ilegais para categorias C/D/E e limítrofes para as categorias A/B, exceto na transparência de 35%. Conclusão: A acuidade visual é reduzida pelo uso dos filmes automotivos, especialmente na janela traseira. Condutores de veículos com filmes devem ser alertados pelo risco aumentado de acidentes. Esse dado científico propõe revisões nas regulações de tráfego mundiais.

Evaluating the citywide Edinburgh 20mph speed limit intervention effects on traffic speed and volume: A pre-post observational evaluation.

OBJECTIVES: Traffic speed is important to public health as it is a major contributory factor to collision risk and casualty severity. 20mph (32km/h) speed limit interventions are an increasingly common approach to address this transport and health challenge, but a more developed evidence base is needed to understand their effects. This study describes the changes in traffic speed and traffic volume in the City of Edinburgh, pre- and 12 months post-implementation of phased city-wide 20mph speed limits from 2016-2018. METHODS: The City of Edinburgh Council collected speed and volume data across one full week (24 hours a day) pre- and post-20mph speed limits for 66 streets. The pre- and post-speed limit intervention data were compared using measures of central tendency, dispersion, and basic t-tests. The changes were assessed at different aggregations and evaluated for statistical significance (alpha = 0.05). A mixed effects model was used to model speed reduction, in the presence of key variables such as baseline traffic speed and time of day. RESULTS: City-wide, a statistically significant reduction in mean speed of 1.34mph (95% CI 0.95 to 1.72) was observed at 12 months post-implementation, representing a 5.7% reduction. Reductions in speed were observed throughout the day and across the week, and larger reductions in speed were observed on roads with higher initial speeds. Mean 7-day volume of traffic was found to be lower by 86 vehicles (95% CI: -112 to 286) representing a reduction of 2.4% across the city of Edinburgh (p = 0.39) but with the direction of effect uncertain. CONCLUSIONS: The implementation of the city-wide 20mph speed limit intervention was associated with meaningful reductions in traffic speeds but not volume. The reduction observed in road traffic speed may act as a mechanism to lessen the frequency and severity of collisions and casualties, increase road safety, and improve liveability.

Time to licensure for driving among U.S. teens: Survival analysis of interval-censored survey data.

OBJECTIVE: Novice drivers who delay in driving licensure may miss safety benefits of Graduate Driver Licensing (GDL) programs, potentially putting themselves at higher crash-risk. Time to licensure relates their access to independent transportation to potential future economic- and educational-related opportunities. The objective of this study was to explore time to licensure associations with teens' race/ethnicity and GDL restrictions. METHODS: Secondary analysis using all seven annual assessments of the NEXT Generation Health Study, a nationally representative longitudinal study starting with 10th grade (N = 2785; 2009-2010 school year). Data were collected in U.S. public/private schools, colleges, workplaces, and other settings. The outcome variable was interval-censored time to licensure (event = obtained driving licensure). Independent variables included race/ethnicity and state-specific GDL restrictions. Covariates included family affluence, parent education, nativity, sex, and urbanicity. Proportional hazards (PH) models were conducted for interval-censored survival analysis based on stepwise backward elimination for fitting multivariate models with consideration of complex survey features. In the PH models, a hazard ratio (HR) estimates a greater (>1) or lesser (<1) likelihood of licensure at all timepoints. RESULTS: Median time to licensure after reaching legal driving age for Latinos, African Americans, and Non-Latino Whites was 3.47, 2.90, and 0.41 years, respectively. Multivariate PH models showed that Latinos were 46% less likely (HR = 0.54, 95%CI: 0.35-0.72) and African Americans were 56% less likely (HR = 0.44, 95%CI: 0.32-0.56) to have obtained licensure at any time compared to Non-Latino Whites. Only learner minimum age GDL restriction was associated with time to licensure. Living in a state with a required learner driving minimum age of ≥16 years (HR = 0.57, 95%CI: 0.16-0.98) also corresponded with 43% lower likelihood of licensure at legal eligibility compared to living in other states with a required learner driving minimum age of <16 years. CONCLUSION: Latinos and African American teens obtained their license approximately three years after eligibility on average, and much later than Non-Latino Whites. Time to licensure likelihood was associated with race/ethnicity and required minimum age of learner permit, indicating important implications for teens of different racial/ethnic groups in relation to licensure, access to independent transportation, and exposure to GDL programs.

Sleepiness Behind the Wheel and the Implementation of European Driving Regulations.

Sleep disturbance and sleepiness are established risk factors for driving accidents and obstructive sleep apnea (OSA) is the most prevalent medical disorder associated with excessive daytime sleepiness. Because effective treatment of OSA reduces accident risk, several jurisdictions have implemented regulations concerning the ability of patients with OSA to drive, unless effectively treated. This review provides a practical guide for clinicians who may be requested to certify a patient with OSA as fit to drive regarding the scope of the problem, the role of questionnaires and driving simulators to evaluate sleepiness, and the benefit of treatment on accident risk.

Roadside Drug Testing Approaches.

The purpose of this review is to present an overview of roadside drug testing, driving enforcement, and drunk/drug driving detection around the world. Drunk and drug driving is a severe problem, not only in the UAE, but also around the world. This has important implications for road safety as drunk or drug driving may increase the chances of a driver's involvement in a road crash when compared to a drug-free driver. Recently, due to increases in drug-impaired drivers' crash involvement, many mobile roadside drug testing devices have been introduced to the market. These devices use oral fluid, urine or blood matrices. These are on-the-spot tests, which are easy to use and are applied by law enforcement agencies and the public. Law enforcement agencies most commonly use oral fluid to detect the presence of illicit drugs in drivers. This review discusses all the available devices in the market used by the authorities. It also describes the type of drugs widely abused by drivers along with behavioral testing methods. The different types of matrices used for roadside drug testing are also evaluated. Sample collection, storage, and pre-treatment methods are discussed, followed by the confirmatory analysis of positive samples. This article will significantly help law enforcement agencies compare and evaluate all the reliable roadside testing devices and new emerging confirmatory devices available to them in the market. This will help them make an informed decision on which device to adapt to their individual needs.

The effect of visually significant dermatochalasis and blepharoptosis on driving safety.

OBJECTIVE: To evaluate the impact of visually significant blepharoptosis and dermatochalasis on driving safety and performance. Patients with visually significant blepharoptosis often complain of difficulty with driving, but the impact of blepharoptosis on driving has not been evaluated in a real-world setting. METHODS: Retrospective cohort study of 610 consecutive adult patients undergoing bilateral functional blepharoplasty or ptosis repair surgery at a single, University-based practice between 2014 and 2017. This cohort had a median age of 65 and was predominantly female. Pre-operative rates of motor vehicle collisions (MVCs) and moving violations (MVs) extracted from state Department of Transportation (DOT) records were compared with post-operative rates, using each patient as their own control. Poisson models were used for analysis. RESULTS: Subjects were included in the study for a median of 730 days before eyelid surgery (IQR 346 - 730) and 783 days after surgery (IQR 449 - 1176). There were 30 total MVCs before surgery (0.024 per subject, per year) and 48 after surgery (0.036 per subject, per year) (p = 0.08). There were 81 MVs before surgery (0.065 per subject, per year) and 66 after (0.049 per subject, per year) (p = 0.11). The multivariable model comparing MVCs pre- versus post-surgery adjusting for age, ptosis severity, gender, and comorbidities yields a rate ratio of 0.63 (p = 0.05). The multivariable model comparing MVs pre- versus post-surgery demonstrates a rate-ratio of 1.2 (p = 0.20). Older age was associated with lower rates of moving violations (coefficient of -0.03, p < 0.01). None of the other variables included in the final models had a significant association with MVCs or MVs. CONCLUSIONS: In this cohort, visually significant blepharoptosis and dermatochalasis were not associated with rates of MVCs or MVs. Further work is needed to study the impact of these common conditions on driving, for example adjusting MVC and MV rates by miles driven, which may influence decisions about when to operate on ptotic eyelids.

[Changes in regulations regarding fitness to drive in psychiatric disorders in The Netherlands, 2010-2019]. / Veranderingen in regels over rijgeschiktheid bij psychiatrische stoornissen in Nederland, 2010-2019.

BACKGROUND: In the last decade, regulations regarding the fitness to drive in The Netherlands have been changed extensively. AIM: To describe the changes in the regulations, and to evaluate the consequences for daily practice. METHOD: Overview of changes in the regulations concerning the fitness to drive as published in the Dutch legislation announcements in the past 10 years. RESULTS: Important changes have been implemented regarding the regulations on fitness to drive in patients with affective disorders, psychotic disorders, dementia, ADHD and pervasive developmental disorders. CONCLUSION: Compared to 2010, the regulations concerning the fitness to drive in psychiatric disorders are less rigid, more balanced, and more evidence based. Therefore, it has become easier to inform and advise the patient on this topic.

Tightening legal restrictions for drivers with epilepsy in Japan.

Epilepsy is a highly prevalent condition around the world, and many countries impose restrictions on drivers with epilepsy. After toughening the law in Japan, the number of refused driving license applications for patients with epilepsy increased markedly. However, the number of collisions caused by drivers with epilepsy did not decrease.

Composite performance indicators for helmet and seat-belt enforcement as imprecise data.

OBJECTIVES: Composite road safety performance indicators (RSPIs) are useful tools in regional road safety planning. Among the indicators and data calculated by the World Health Organization (WHO), information on the effectiveness of law enforcement on various risk factors for road casualties were provided, which can be considered as qualitative indicators. The purpose of this study is to analyze the performance indicators related to the percentage of helmet and seat-belt use versus the qualitative enforcement scores attributed by WHO. METHODS: This analysis was performed for 30 member states of WHO and will show how and with what degree of efficiency the qualitative output of the enforcement score acts versus the input percentage of seat-belt and helmet use. The qualitative nature of the output index has led us to depart the traditional analysis of crisp numerical indicators related to road safety performance and to consider data as imprecise or fuzzy indices. In this study we used two methods including imprecise DEA-based CIs and fuzzy DEA-based CIs, respectively. RESULTS: Results show that the clear score achieved by the Imprecise DEA-based CI model is easy to interpret and use. Whereas, in the Fuzzy DEA-based CI model, the fuzzy indicator scores obtained based on the level of several probabilities are strong in capturing the uncertainties related to human behavior. CONCLUSIONS: Both RSPIs are applicable with slight differences that were in the order of countries and the ease of reading the results. We also found that each method has different strengths and that the FDEA-based CIs method is more accurate and more in line with the inputs than the IDEA-based CIs method.

Keg Registration Laws, Alcohol Consumption, and Alcohol-Related Traffic Fatalities Among Adolescents.

OBJECTIVE: This study investigated the effect of keg registration laws on alcohol consumption and alcohol-related traffic fatalities in the United States. METHOD: The 1993-2013 data from Youth Risk Behavior Surveillance System (n = 107,480) and Fatality Analysis Reporting System (n = 12,102) and difference-in-differences type models were used to estimate the effect of keg registration laws on different indicators of alcohol consumption and alcohol-related traffic fatalities among underage youth. RESULTS: Introduction of keg registration laws was associated with a 2.3 percentage point reduction (p < .01) in heavy episodic drinking among minors. The significant effects of these laws were mainly driven by the states with relatively strict keg registration laws. However, these laws did not have a significant impact on alcohol-related traffic fatalities among underage youth. These results were robust under alternative model specifications. CONCLUSIONS: We found that keg registration laws are effective in reducing heavy episodic drinking among underage youth. This result is important given that an increasing number of states have adopted keg registration laws in recent years, yet the empirical evidence of the effectiveness of this policy is quite limited.

A traffic perimetry test that adheres to the European visual field requirements.

PURPOSE: European visual requirements for driving generally follow the standards of the European Union (EU), but the lack of a uniform perimetry algorithm leads to differing practices in enforcing visual field regulations. The purpose of this study was to develop a perimetry algorithm for group 1 driving licenses (car and motorcycle) that adheres to the European requirements. METHODS: We determined the features of a traffic perimetry algorithm complying with the EU directive 2009/113/EC and the underlying scientific report by the Eyesight Working Group. The final algorithm was a binocular, supra-threshold test with 37 central and 86 peripheral test points within 140º x 40º. It was created as a custom test for an Octopus 900 perimeter and tested on participants with known visual field defects. Findings were compared with the Esterman program in reference to British and Norwegian regulations, which both recommend the Esterman program for assessing fitness to drive but differ in definition of negative and positive results. RESULTS: Twenty-five participants were examined. In comparison with the traffic perimetry algorithm, sensitivity and specificity of the British regulations were 0.78 (95% confidence interval (CI) 0.40-0.97) and 1.00 (95% CI 0.79-1.00). Similarly, sensitivity and specificity of the Norwegian regulations were 0.89 (95% CI 0.52-1.00) and 0.81 (95% CI 0.54-0.96). CONCLUSION: The lack of a perimetry algorithm that conforms to the scientific recommendations challenges the fundamental right of European drivers for legal equality. This study demonstrates a binocular supra-threshold test that adheres to the European visual field requirements for group 1 driving licenses.

Negativity bias towards anger in dangerous drivers: Empirical evidence from ERPs.

Because of the increase in the numbers of vehicles and drivers, traffic congestion causes anger on the road to occur frequently. In addition to the impact of personality traits, the information processing of emotional stimuli also influences drivers' behaviours. Research is needed to understand how drivers interact with anger stimuli and the differences in processing anger information between safe and dangerous drivers. This study aimed to explore the differences between safe and dangerous drivers' negativity bias towards anger and discuss the causes of dangerous driving behaviours from the perspective of information processing. In total, 34 participants were divided into a safe group and dangerous group based on their traffic violation history and driving behaviour trends. Participants completed an emotional Stroop task with event-related potential (ERP) data. The results showed that the P200 amplitudes of dangerous drivers were significantly reduced compared with those of safe drivers when processing angry and neutral faces, indicating the inadequate assessment of angry faces in early emotional processing. The N170 amplitudes of dangerous drivers were significantly reduced compared with those of safe drivers when processing angry faces, demonstrating decreased negative input that is potentially related to dispositional fearlessness and uncaring traits. This study revealed negativity bias towards anger in dangerous drivers based on ERP evidence, enabling us to understand the differences in driving behaviours from the perspective of physiological mechanisms.

Exploratory analysis of young adults' trajectories through the UK driving license acquisition process.

OBJECTIVE: The UK is one of many high-income countries to experience a decline in driving license acquisition among young adults in the 2000s. This paper draws on newly available nationally representative microdata that captures the progress of individual drivers through the UK driving license acquisition process, to establish socio-demographic correlates. METHODS: Using the 2016 and 2017 editions of England's National Travel Survey data, a series of binary logit models were employed to identify factors associated with progression through the various phases of the UK's driving license acquisition process. Factors that are associated with (1) the frequency of taking the driving license tests, (2) the number of times having failed the theory and driving tests are then identified. RESULTS: The socio-demographic explanators considered were each found to be associated with driving license holding in intuitive ways that are consistent with prior literature. However, relatively few factors are significantly associated with progress through the steps of the license acquisition process, and the goodness-of-fit for progress through these intermediate phases are generally lower (indicating that other unobservable idiosyncratic personal or contextual characteristics are dominant in these processes). A consistent theme is the strong relationship with labor market participation. Links between income and the intermediate phases, however, were generally weaker. Age is negatively associated with progress through the early phases when respondents are applying for provisional license and taking theory test, but this relationship turns positive in later stages of the acquisition process. CONCLUSION: To the authors' knowledge, this study is the first opportunity to evaluate this novel data resource covering the UK's driving license acquisition process. This is an important research direction to help policymakers understand young adults' delay in acquiring licenses, particularly the extent to which there may be structural inequalities. The main finding is that socio-demographic factors appear to be relatively poor predictors, with employment status the strongest single correlate of the variables that were tested. This paper is concluded with suggestions for designers of household travel surveys in regions where youth license-acquisition is of increasing focus, as well as a brief discussion of future research needs.

COVID-19 lockdown and fatal motor vehicle collisions due to speed-related traffic violations in Japan: a time-series study.

Between March and May 2020, Japan experienced a lockdown due to the COVID-19 crisis. Empty roads possibly triggered speed-related traffic violations that caused fatal motor vehicle collisions (MVCs). Using police data on the monthly number of fatal MVCs between January 2010 and February 2020 in which motor vehicle drivers were at fault, we forecasted the numbers of fatal MVCs due to the speed-related violations during the lockdown and compared these with those observed. We also compared the observed to forecasted using the ratio of the number of speed-related fatal MVCs to that of non-speed related fatal MVCs. The observed numbers of speed-related fatal MVCs were within the 95% CIs of the forecasted numbers. The observed ratio was higher than the forecasted ratio in April (p=0.016). In the second month of the lockdown, drivers were more likely to commit speed-related violations that caused fatal MVCs than before the lockdown.

Are Countries' Drink-Driving Policies Associated With Harms Involving Another Driver's Impairment?

INTRODUCTION: International drink-driving policy research generally focuses on aggregate outcomes (e.g., rates of crashes, fatalities) without emphasizing secondhand alcohol-related vehicular harms. In contrast, we investigate associations between drink-driving policies and harms involving another driver's impairment. METHODS: Alcohol's harms to others (AHTO) survey data from 12 countries (analytic N = 29,616) were linked to national alcohol policy data from the World Health Organization. We examined separately associations of two 12-month driving-related AHTOs (passenger with an impaired driver; vehicular crash involving someone else's drink driving) with 3 national drinking-driving policies-legal blood alcohol concentration (BAC) limits, use of random breath testing, use of sobriety checkpoints, and comprehensive penalties for drink-driving (community service, detention, fines, ignition interlocks, license suspension/revocation, mandatory alcohol treatment, vehicle impoundment, and penalty point system), plus 2 alcohol tax variables (having excise taxes and value-added tax [VAT] rate). Multilevel logistic regression addressed clustering of individuals within countries and subnational regions, while adjusting for individuals' gender, age, marital status, risky drinking, and regional drinking culture (% male risky drinkers in sub-national region). RESULTS: Controlling for national-, regional-, and individual-level covariates, comprehensive penalties were significantly and negatively associated with both outcomes; other vehicular policy variables were not significantly associated with either outcome. A society's VAT rate was negatively associated with riding with a drunk driver. Regional male drinking culture was positively associated with riding with an impaired driver, but was not significantly associated with being in a vehicular crash due to someone else's drinking. In both models, being male, being younger, and engaging in risky drinking oneself each were positively associated with vehicular harms due to someone else's drinking. CONCLUSIONS: Although results are associational and not causal, comprehensive penalties may be promising policies for mitigating driving-related harms due to another drinker. Higher VAT rate might reduce riding with a drunk driver.

Investigating influence factors of traffic violation using multinomial logit method.

Deaths and injuries resulted from road traffic crashes remain a serious problem globally, and current trends suggest that this will continue to be the case in the foreseeable future mainly in developing countries. Among diverse cause of traffic safety challenges, traffic violation has been considered as one of the noticeable contributing factors. The main aim of the study is to identify and evaluate the major traffic violation with related risk factors using multinomial logit model. Traffic violation data of Luzhou were collected from Sichuan Province Public Security Department, China. The study result revealed six major traffic violations, including traffic light violation, illegal parking, wrong-way driving, speeding, and NOT wearing a seat belt. Urban roads classified with congested driving and severe weather conditions were the major risk factors. Among different vehicle types and use, those small car/automobile categories with private purpose use exhibit statistically significant association (p-value < 0.05) with the aforementioned traffic violations. Taking into consideration these risky contributing factors during the development of traffic regulations and enforcement will help to reduce traffic violations and create a smooth/healthy driving condition with improved traffic safety and will also increase the performance of driving in general.

Comentarios a las infracciones por presencia de drogas en carretera y argumentos para establecer tasas mínimas de detección en sangre / Comments on offenses due to the presence of drugs on the road and arguments to establish minimum detection rates in blood

El presente trabajo tiene como objeto la revisión de la bibliografía científica relativa a la afectación de las drogas en la conducción así como la revisión de toda la legislación del Derecho comparado que regula las sanciones administrativas y penales por conducir bajo los efectos o con presencia de drogas en el organismo. Este documento hace especial referencia al caso español, criticando, mediante los principios de la ciencia, la lógica y el Derecho, el Auto del Pleno del Tribunal Constitucional español nº 174/2017 de 19 de diciembre, que declaró constitucional sancionar la mera presencia de una mínima cantidad de droga en el organismo cuando se está conduciendo, expresando que esto no vulnera derechos fundamentales de la persona usuaria de drogas a pesar de no acreditar la afectación a las capacidades psicofísicas. El estudio acaba dando unos consejos a ciudadanos y administraciones para intentar que la protección de la seguridad vial se realice de la manera más justa y proporcional posible y sin vulnerar derechos fundamentales de la persona usuaria de drogas, haciendo alusión a los puntos de corte o tasas, tanto en saliva como en sangre, que existen en los diferentes aparatos de detección de sustancias psicoactivas, ya sea con el aparato presuntivo de carretera (test de antígenos) que con la prueba confirmatoria en el laboratorio (GC-MS).(AU)

The purpose of this work is to review the scientific bibliography on the effects of drugs on driving as well as the review of all comparative law legislation that regulates administrative and criminal sanctions for driving under the influence or with the presence of drugs. in the body. This document makes special reference to the Spanish case, criticizing, through the principles of science, logic and law, the Order of the Plenary of the Spanish Constitutional Court No. 174/2017 of December 19, which declared it constitutional to sanction the mere presence of a minimum amount of drug in the body when driving, stating that this does not violate the fundamental rights of the person who uses drugs despite not proving the effect on psychophysical capacities. The study ends by giving some advice to citizens and administrations to try that the protection of road safety is carried out in the most fair and proportional way possible and without violating the fundamental rights of the person who uses drugs, referring to the cut-off points or rates, both in saliva and in blood, which exist in the different psychoactive substances detection devices, either with the presumptive road device (antigen test) or with the confirmatory laboratory test (GC-MS). (AU)