Driving with central field loss I: effect of central scotomas on responses to hazards

Hazard warning modalities and timing thresholds for older drivers with impaired vision

PURPOSE

We examined collision warning systems with different modalities and timing thresholds, assessing their impact on responses to pedestrian hazards by drivers with impaired contrast sensitivity (ICS).

METHODS

Seventeen ICS (70-84 y, median CS 1.35 log units) and 17 normal vision (NV: 68-73 y, median CS 1.95) participants completed 6 city drives in a simulator with 3 bimodal warnings: visual-auditory, visual-directional-tactile, and visual-non-directional-tactile. Each modality had one drive with early and one with late warnings, triggered at 3.5 s and 2 s time-to-collision, respectively.

RESULTS

ICS participants triggered more early (43 vs 37 %) and late warnings (12 vs 6 %) than NV participants and had more collisions (3 vs 0 %). Early warnings reduced time to fixate hazards (late 1.9 vs early 1.2 s, p < 0.001), brake response times (2.8 vs 1.8 s, p < 0.001) and collision rates (1.2 vs 0.02 %). With late warnings, ICS participants took 0.7 s longer to brake than NV (p < 0.001) and had an 11 % collision rate (vs 0.7 % with early warnings). Non-directional-tactile warnings yielded the lowest collision rates for ICS participants (4 vs auditory 12 vs directional-tactile 15.2 %) in late warning scenarios. All ICS participants preferred early warnings.

CONCLUSIONS

While early warnings improved hazard responses and reduced collisions for ICS participants, late warnings did not, resulting in high collision rates. In contrast, both early and late warnings were helpful for NV drivers. Non-directional-tactile warnings were the most effective in reducing collisions. The findings provide insights relevant to the development of hazard warnings tailored for drivers with impaired vision.

Knowing me, knowing you-A study on top-down requirements for compensatory scanning in drivers with homonymous visual field loss

OBJECTIVE

It is currently still unknown why some drivers with visual field loss can compensate well for their visual impairment while others adopt ineffective strategies. This paper contributes to the methodological investigation of the associated top-down mechanisms and aims at validating a theoretical model on the requirements for successful compensation among drivers with homonymous visual field loss.

METHODS

A driving simulator study was conducted with eight participants with homonymous visual field loss and eight participants with normal vision. Participants drove through an urban surrounding and experienced a baseline scenario and scenarios with visual precursors indicating increased likelihoods of crossing hazards. Novel measures for the assessment of the mental model of their visual abilities, the mental model of the driving scene and the perceived attention demand were developed and used to investigate the top-down mechanisms behind attention allocation and hazard avoidance.

RESULTS

Participants with an overestimation of their visual field size tended to prioritize their seeing side over their blind side both in subjective and objective measures. The mental model of the driving scene showed close relations to the subjective and actual attention allocation. While participants with homonymous visual field loss were less anticipatory in their usage of the visual precursors and showed poorer performances compared to participants with normal vision, the results indicate a stronger reliance on top-down mechanism for drivers with visual impairments. A subjective focus on the seeing side or on near peripheries more frequently led to bad performances in terms of collisions with crossing cyclists.

CONCLUSION

The study yielded promising indicators for the potential of novel measures to elucidate top-down mechanisms in drivers with homonymous visual field loss. Furthermore, the results largely support the model of requirements for successful compensatory scanning. The findings highlight the importance of individualized interventions and driver assistance systems tailored to address these mechanisms.

Driving Difficulties and Preferences of Advanced Driver Assistance Systems by Older Drivers With Central Vision Loss

Purpose

The purpose of this study was to investigate driving difficulties and Advanced Driver Assistance Systems (ADAS) use and preferences of drivers with and without central vision loss (CVL).

Methods

Fifty-eight drivers with CVL (71 ± 13 years) and 68 without (72 ± 8 years) completed a telephone questionnaire. They rated their perceived driving difficulty and usefulness of technology support in 15 driving situations under good (daytime) and reduced visibility conditions, and reported their use experience and preferences for 12 available ADAS technologies.

Results

Drivers with CVL reported more difficulty (P = 0.002) and greater usefulness of technology support (P = 0.003) than non-CVL drivers, especially in reduced visibility conditions. Increased driving difficulty was associated with higher perceived technology usefulness (r = 0.34, P < 0.001). Dealing with blind spot road users, glare, unexpected pedestrians, and unfamiliar areas were perceived as the most difficult tasks that would benefit from technology support. Drivers with CVL used more advanced ADAS features than non-CVL drivers (P = 0.02), preferred to own the blind spot warning, pedestrian warning, and forward collision avoidance systems, and favored ADAS support that provided both information and active intervention. The perceived benefits of and willingness to own ADAS technologies were high for both groups.

Conclusions

Drivers with CVL used more advanced ADAS and perceived greater usefulness of driver assistance technology in supporting difficult driving situations, with a strong preference for collision prevention support.

Translational Relevance

This study highlights the specific technology needs and preferences of older drivers with CVL, which can inform future ADAS development, evaluation, and training tailored to this group.

A systematic review of extended reality (XR) for understanding and augmenting vision loss

Over the past decade, extended reality (XR) has emerged as an assistive technology not only to augment residual vision of people losing their sight but also to study the rudimentary vision restored to blind people by a visual neuroprosthesis. A defining quality of these XR technologies is their ability to update the stimulus based on the user's eye, head, or body movements. To make the best use of these emerging technologies, it is valuable and timely to understand the state of this research and identify any shortcomings that are present. Here we present a systematic literature review of 227 publications from 106 different venues assessing the potential of XR technology to further visual accessibility. In contrast to other reviews, we sample studies from multiple scientific disciplines, focus on technology that augments a person's residual vision, and require studies to feature a quantitative evaluation with appropriate end users. We summarize prominent findings from different XR research areas, show how the landscape has changed over the past decade, and identify scientific gaps in the literature. Specifically, we highlight the need for real-world validation, the broadening of end-user participation, and a more nuanced understanding of the usability of different XR-based accessibility aids.

Use and Perceptions of Advanced Driver Assistance Systems by Older Drivers With and Without Age-Related Macular Degeneration

Purpose

Advanced driver assistance systems (ADAS) have been reported to improve the safety of elderly and normally sighted drivers. The purpose of this study was to assess exposure to, perceived safety of, comfort level with, and interest in using ADAS among drivers with age-related macular degeneration (AMD).

Methods

Current drivers aged 60+ years were recruited at four US sites to complete a survey about ADAS and driving habits. Frequency of use and/or perceptions of eight ADAS were investigated. An avoidance score was generated using questions about difficult driving situations.

Results

The survey was completed by 166 participants (80 with AMD vs. 86 without). Participants with AMD had worse self-rated vision than those without (34% vs. 2% poor or fair rating), and drove fewer weekly miles (median [interquartile range [IQR] 30 [15 to 75] vs. 60 [30 to 121] miles, P = 0.002). Participants with AMD reported more avoidance of difficult driving situations (P < 0.001). There was no difference in the number of ADAS used by AMD status (median [IQR for AMD = 2.5 [1 to 5] vs. 3 [2 to 4] without, P = 0.87). Greater reported number of ADAS used was associated with less avoidance of difficult situations (P = 0.02). The majority perceived improved safety with most ADAS.

Conclusions

Many drivers with AMD utilize common ADAS, which subjectively improve their road safety and may help to reduce self-imposed restrictions for difficult situations and mileage.

Translational Relevance

Drivers with AMD are adopting readily available ADAS, for which they reported potential benefits, such as safety and less restrictive driving.

Licensure and Driving Status among Visually Impaired Persons

PURPOSE

This study aimed to determine what proportion of visually impaired patients continue driving despite falling short of the legal cutoffs described in state licensure laws.

METHODS

We created a driving habits survey and administered it to 335 consecutive adult low vision patients presenting for their initial evaluation at the Vanderbilt Eye Institute. We measured visual acuity and contrast sensitivity as part of the clinical evaluation and accounted for historic visual field results where indicated. We compared self-reported licensure and driving status against the vision criteria for licensure in each subject's home state.

RESULTS

Two hundred fifty-seven subjects (76.7%) possessed an unexpired license. One hundred forty-one (54.9%) of these demonstrated vision, which would meet their home state's licensure criteria. Ninety-five of 134 current drivers (70.9%) met their home state's licensure criteria. Thirty-nine current drivers (29.1%) were driving outside the bounds of licensure criteria in their state. Among licensed subjects, being a current driver was associated with younger age (P < .001), better visual acuity (P < .001), and better contrast sensitivity (P < .001).

CONCLUSIONS

Many drivers do not possess adequate vision for licensure based on their home state's current standards. Changes to licensure qualification and renewal procedures may be advisable.

Left Turns by Older Drivers With Vision Impairment: A Naturalistic Driving Study

BACKGROUND AND OBJECTIVES

Older drivers are overrepresented in collisions at intersections while making left turns across oncoming traffic. Using naturalistic driving methods, we evaluated the association between vision impairment and their left-turn characteristics.

RESEARCH DESIGN AND METHODS

In this prospective, observational study, vision impairment as defined by visual acuity, contrast sensitivity, visual processing speed, visual field sensitivity, and motion perception was assessed in drivers ≥70 years old. Data acquisition systems were installed in their personal vehicles recording video and vehicle kinematics. Driving during everyday life was recorded for 6 months. Data analysts evaluated a temporal data window surrounding randomly selected left turns at 4-way intersections. Left-turn traversals and turning behavior were evaluated in terms of age-adjusted associations with vision impairment.

RESULTS

The sample consisted of 151 older drivers. The number of turns studied was 473; 265 turns were rated as unsafe traversals, and 201 as problematic turning behavior. Drivers with slowed visual processing speed and visual field impairment were less likely to exhibit unsafe traversals (p < .05); those with worse contrast sensitivity, slowed visual processing speed, and visual field impairment were less likely to exhibit problematic turning behavior (p < .05).

DISCUSSION AND IMPLICATIONS

Using naturalistic driving, our study suggests older drivers with vision impairment exhibit better performance in making left turns than those without deficits, which contradicts older driver studies on left turns using driving simulators and on-road driving evaluations. Our findings suggest more cautious and self-regulatory behavior, which are consistent with older visually impaired drivers' commonly expressed concerns about their driving difficulties.

An implementation of Bubble Magnification did not improve the video comprehension of individuals with central vision loss

PURPOSE

People with central vision loss (CVL) watch television, videos and movies, but often report difficulty and have reduced video comprehension. An approach to assist viewing videos is electronic magnification of the video itself, such as Bubble Magnification.

METHODS

We created a Bubble Magnification technique that displayed a magnified segment around the centre of interest (COI) as determined by the gaze of participants with normal vision. The 15 participants with CVL viewed video clips shown with 2× and 3× Bubble Magnification, and unedited. We measured video comprehension and gaze coherence.

RESULTS

Video comprehension was significantly worse with both 2× (p = 0.01) and 3× Bubble Magnification (p < 0.001) than the unedited video. There was no difference in gaze coherence across conditions (p ≥ 0.58). This was unexpected because we expected a benefit in both video comprehension and gaze coherence. This initial attempt to implement the Bubble Magnification method had flaws that probably reduced its effectiveness.

CONCLUSIONS

In the future, we propose alternative implementations of Bubble Magnification, such as variable magnification and bubble size. This study is a first step in the development of an intelligent-magnification approach to providing a vision rehabilitation aid to assist people with CVL.

Impact of binocular visual field loss on driving performance in glaucoma patients

AIM

To evaluate the driving performance in young and middle-aged Chinese glaucoma patients with mild to severe visual field loss compared to those without glaucoma by using a driving simulation test.

METHODS

Twenty-nine participants were included in this study: nine patients with glaucoma but pass the binocular Esterman visual field test, ten patients with glaucoma and fail the binocular Esterman visual field test, and ten age-matched healthy controls. A driving simulation test was designed as a frequency-based analysis of a lane-keeping task. The total performance error, the control-response amplitude and delay were calculated.

RESULTS

Esterman visual field test fail group showed the longest delay of control-response among three groups (P=0.02). And the delay in lane-keeping task was significantly associated with inferior field of better-eye (r=0.51, P=0.004) and integrated visual field (r=0.55, P=0.002).

CONCLUSION

Young and middle-aged glaucoma patients with binocular visual field loss suffered from a longer delay of response in driving simulation test, while inferior visual field having more impact than superior visual field.

2017 Charles F. Prentice Award Lecture: Peripheral Prisms for Visual Field Expansion: A Translational Journey

On the occasion of being awarded the Prentice Medal, I was asked to summarize my translational journey. Here I describe the process of becoming a low-vision rehabilitation clinician and researcher, frustrated by the unavailability of effective treatments for some conditions. This led to decades of working to understand patients' needs and the complexities and subtleties of their visual systems and conditions. It was followed by many iterations of developing vision aids and the techniques needed to objectively evaluate their benefit. I specifically address one path: the invention and development of peripheral prisms to expand the visual fields of patients with homonymous hemianopia, leading to our latest multiperiscopic prism (mirror-based design) with its clear 45° field-of-view image shift.

Effect of Disease Progression on the PRL Location in Patients With Bilateral Central Vision Loss

Purpose

To investigate the effect of disease progression on the monocular preferred retinal locus (PRL) of the better eye (BE) and worse eye (WE) of patients with central vision loss.

Methods

Fifty-one patients with bilateral macular diseases were included. The monocular PRL was recorded for each eye (N = 102 eyes) with the MP-1 microperimeter in two visits that were 458 ± 249 days apart. For each eye and visit, the PRL distance from the former fovea, polar angle, and scotoma size were measured. The change in PRL location from visit 1 to visit 2 was evaluated with the differential map analysis.

Results

Scotoma size increased significantly in both eyes. The PRL distance from the former fovea increased significantly from visit 1 to visit 2 in the BE, but not in the WE. The polar angle was relatively stable in both visits for the BE. The change in PRL location in the BE was predicted only by the PRL distance from the former fovea in visits 1 and 2, but not by polar angle or scotoma size. For the WE, the change in PRL location depended on the change in PRL location in the BE, rather than on measurements made on that eye.

Conclusions

Disease progression affects monocular PRL location differently in the 2 eyes. The results suggest a recalibration of the oculomotor system with its reference at the PRL from the BE.

Translational Relevance

These findings are important for deciding the course of treatment and/or for developing rehabilitation techniques focusing on PRL relocation.

The Effects of Age, Distraction, and Simulated Central Vision Impairment on Hazard Detection in a Driving Simulator

SIGNIFICANCE

Despite similar levels of visual acuity and contrast sensitivity reductions, simulated central vision impairment increased response times to a much greater extent in older than in younger participants.

PURPOSE

Driving is crucial for maintaining independence in older age, but age-related vision impairments and in-vehicle auditory distractions may impair driving safety. We investigated the effects of age, simulated central vision impairment, and auditory distraction on detection of pedestrian hazards.

METHODS

Thirty-two normally sighted participants (16 younger and 16 older) completed four highway drives in a simulator and pressed the horn whenever they saw a pedestrian. Pedestrians ran toward the road on a collision course with the approaching vehicle. Simulated central vision impairment was achieved by attaching diffusing filters to a pair of laboratory goggles, which reduced visual acuity to 20/80 and contrast sensitivity by 0.35 log units. For drives with distraction, subjects listened to an audiobook and repeated out loud target words.

RESULTS

Simulated central vision impairment had a greater effect on reaction times (660-millisecond increase) than age (350-millisecond increase) and distraction (160-millisecond increase) and had a greater effect on older than younger subjects (828- and 492-millisecond increase, respectively). Simulated central vision impairment decreased safe response rates from 94.7 to 78.3%. Distraction did not, however, affect safety because older subjects drove more slowly when distracted (but did not drive more slowly with vision impairment), suggesting that they might have perceived greater threat from the auditory distraction than the vision impairment.

CONCLUSIONS

Older participants drove more slowly in response to auditory distraction. However, neither older nor younger participants adapted their speed in response to simulated vision impairment, resulting in unsafe detections. These results underline the importance of evaluating safety of responses to hazards as well as reaction times in a paradigm that flexibly allows participants to modify their driving behaviors.

The Effects of Age and Central Field Loss on Head Scanning and Detection at Intersections

Purpose

Using a driving simulator, we quantified the effects of age and central field loss (CFL) on head scanning when approaching an intersection and investigated the role of inadequate head scanning in detection failures.

Methods

Participants with CFL (n = 20) and with normal vision (NV; n = 29), middle-aged (36–60 years) or older (67–87 years), drove along city routes with multiple intersections while head movements were recorded. The effects of age and CFL on scanning were analyzed at 32 intersections with stop/yield signs. The relationships between age, CFL, scanning, and detection were examined at four additional intersections with a pedestrian appearing on the far left.

Results

Older NV participants made fewer total scans than middle-aged NV participants and had smaller maximum scan magnitudes. Head scanning of older CFL and NV participants did not differ, but middle-aged CFL participants made fewer head scans, had higher rates of failing to scan, and made smaller head scans than middle-aged NV participants. For the older NV and both CFL groups, detection failures were high (≥58%); head scan magnitudes were 15° smaller when the pedestrian was not detected than when it was detected.

Conclusions

Both older NV and CFL participants exhibited head scanning deficits relative to middle-aged NV participants. Unexpectedly, however, it was the middle-aged CFL group that performed least well when scanning, a finding that warrants further investigation.

Translational Relevance

Failing to head scan sufficiently far at intersections may place older drivers and drivers with vision impairment at a higher risk for causing collisions.

The effects of simulated acuity and contrast sensitivity impairments on detection of pedestrian hazards in a driving simulator

Driving is a highly visual task, yet the vision requirements for driving licensure vary widely. All US states have a threshold for visual acuity (e.g. most use 20/40 for an unrestricted license). Contrast sensitivity (CS) is not measured for licensure, despite evidence that it may be a better predictor of crash risk than visual acuity (VA). Two experiments were conducted to investigate how simulated reductions in VA and CS affect the detection of pedestrians in a driving simulator during the daytime in a highway setting. Young normally-sighted current drivers wore goggles simulating different levels of VA and CS loss (within a range that would meet licensing criteria) and pressed the horn as soon as they saw a pedestrian. The proportion of pedestrians detected and driving speed was not different between the conditions. Reducing VA alone did not significantly reduce reaction time or the deceleration needed to stop before the collision point. However, adding a CS loss to a VA deficit increased both reaction time and the deceleration required to stop before the collision point. These results suggest that an individual's CS should be considered when determining visual fitness to drive, especially in the early stages of ocular disease, such as cataract, where CS may be impaired while high contrast VA is still relatively unimpaired.

The Impact of Visual Field Loss on Driving Skills: A Systematic Narrative Review

Purpose

To review the evidence on the impact of visual field loss on skills required for driving.

Methods

A literature search was undertaken using a systematic approach. Papers within scope were identified by two independent reviewers, and papers were grouped into similar themes for discussion.

Key findings

Evidence suggests that both binocular and monocular visual field defects have a negative impact on driving skills. Both central and peripheral cause difficulties, but the degree of impact is dependent on the defect severity and compensation ability. Many factors that affect compensation to visual field loss and the effects of visual field loss on driving skills are discussed, including cognitive status, age and duration of visual field loss. In summary, in central visual field loss compensation, strategies include reduction of overall driving speed; whereas, in peripheral field loss, increased scanning is reported to aid adaptation.

Conclusions

For driving, there is evidence that complete and/or binocular visual field loss poses more of a difficulty than partial and/or monocular loss, and central defects cause more problems than peripheral defects. A lack of evidence exists concerning the impact of superior versus inferior defects. The level of peripheral vision loss that is incompatible with safe driving remains unknown, as compensation abilities vary widely between individuals. This review highlights a lack of evidence in relation to the impact of visual field loss on driving skills. Further research is required to strengthen the evidence to allow clinicians to better support people with visual field loss with driving advice.

Effects of simulated mild vision loss on gaze, driving and interaction behaviors in pedestrian crossing situations

PURPOSE

Interaction is the process of behavior adaption between two or more participants primarily based on what they visually perceive. It is an important aspect of traffic participation and supports a safe and efficient flow of traffic. However, prior driving simulator studies investigating the effects of vision impairment have typically used pre-programmed pedestrians that did not interact with the human driver. In the current study we used a linked pedestrian and driving simulator setting to increase the ecological validity of the experimental paradigm. We evaluated the effects of mild vision loss on interactions between drivers and human-controlled, interactive pedestrians compared to preprogrammed, non-interactive pedestrians.

METHOD

Young subjects (mean age 31 years) wore safety goggles with diffusing filters that reduced visual acuity to 20/50 Snellen and contrast sensitivity to 1.49 log units. Two types of crossings (zebra vs. free lane) and two types of pedestrians (non-interactive vs. interactive) were presented to the driver using a multiple simulator setting. Gaze, safety and time series measures were analyzed to quantify the behavior of the participants during the different crossing situations.

RESULTS

Simulated vision impairment significantly increased the time taken to first fixate on the pedestrian, but only had mild adverse effects on safety measures and subsequent interactions. By comparison, pedestrian type and crossing type were found to significantly affect interaction measures. In crossings with the interactive pedestrians the behavior adaption between the driver and the pedestrian took longer and was less correlated in contrast to the situations with the non-interactive pedestrian.

CONCLUSION

Mild vision impairment (slightly worse than the common 20/40 requirement for driving) had little effect on interactions with pedestrians once they were detected and only had mild adverse consequences on driving safety. Time series measures were sensitive to differences in behavior adaption between road users depending on the level of interaction and type of crossing situation.

Effects of Age-Related Macular Degeneration on Driving Performance

Purpose

To explore differences in driving performance of older adults with age-related macular degeneration (AMD) and age-matched controls, and to identify the visual determinants of driving performance in this population.

Methods

Participants included 33 older drivers with AMD (mean age [M] = 76.6 ± 6.1 years; better eye Age-Related Eye Disease Study grades: early [61%] and intermediate [39%]) and 50 age-matched controls (M = 74.6 ± 5.0 years). Visual tests included visual acuity, contrast sensitivity, visual fields, and motion sensitivity. On-road driving performance was assessed in a dual-brake vehicle by an occupational therapist (masked to drivers' visual status). Outcome measures included driving safety ratings (scale of 1–10, where higher values represented safer driving), types of driving behavior errors, locations at which errors were made, and number of critical errors (CE) requiring an instructor intervention.

Results

Drivers with AMD were rated as less safe than controls (4.8 vs. 6.2; P = 0.012); safety ratings were associated with AMD severity (early: 5.5 versus intermediate: 3.7), even after adjusting for age. Drivers with AMD had higher CE rates than controls (1.42 vs. 0.36, respectively; rate ratio 3.05, 95% confidence interval 1.47–6.36, P = 0.003) and exhibited more observation, lane keeping, and gap selection errors and made more errors at traffic light–controlled intersections (P < 0.05). Only motion sensitivity was significantly associated with driving safety in the AMD drivers (P = 0.005).

Conclusions

Drivers with early and intermediate AMD can exhibit impairments in their driving performance, particularly during complex driving situations; motion sensitivity was most strongly associated with driving performance. These findings have important implications for assessing the driving ability of older drivers with visual impairment.

The effect of concentric constriction of the visual field to 10 and 15 degrees on simulated motor vehicle accidents

Purpose

Traffic accidents are associated with the visual function of drivers, as well as many other factors. Driving simulator systems have the advantage of controlling for traffic- and automobile-related conditions, and using pinhole glasses can control the degree of concentric concentration of the visual field. We evaluated the effect of concentric constriction of the visual field on automobile driving, using driving simulator tests.

Methods

Subjects meeting criteria for normal eyesight were included in the study. Pinhole glasses with variable aperture sizes were adjusted to mimic the conditions of concentric visual field constrictions of 10° and 15°, using a CLOCK CHART^®. The test contained 8 scenarios (2 oncoming right-turning cars and 6 jump-out events from the side).

Results

Eighty-eight subjects were included in the study; 37 (mean age = 52.9±15.8 years) subjects were assigned to the 15° group, and 51 (mean = 48.6±15.5 years) were assigned to the 10° group. For all 8 scenarios, the number of accidents was significantly higher among pinhole wearing subjects. The average number of all types of accidents per person was significantly higher in the pinhole 10° group (4.59±1.81) than the pinhole 15° group (3.68±1.49) (P = 0.032). The number of accidents associated with jump-out scenarios, in which a vehicle approaches from the side on a straight road with a good view, was significantly higher in the pinhole 10° group than in the pinhole 15° group.

Conclusions

Concentric constriction of the visual field was associated with increased number of traffic accidents. The simulation findings indicated that a visual field of 10° to 15° may be important for avoiding collisions in places where there is a straight road with a good view.

Impact of Oncoming Headlight Glare With Cataracts: A Pilot Study

Purpose: Oncoming headlight glare (HLG) reduces the visibility of objects on the road and may affect the safety of nighttime driving. With cataracts, the impact of oncoming HLG is expected to be more severe. We used our custom HLG simulator in a driving simulator to measure the impact of HLG on pedestrian detection by normal vision subjects with simulated mild cataracts and by patients with real cataracts. Methods: Five normal vision subjects drove nighttime scenarios under two HLG conditions (with and without HLG: HLGY and HLGN, respectively), and three vision conditions (with plano lens, simulated mild cataract, and optically blurred clip-on). Mild cataract was simulated by applying a 0.8 Bangerter diffusion foil to clip-on plano lenses. The visual acuity with the optically blurred lenses was individually chosen to match the visual acuity with the simulated cataract clip-ons under HLGN. Each nighttime driving scenario contains 24 pedestrian encounters, encompassing four pedestrian types; walking along the left side of the road, walking along the right side of the road, crossing the road from left to right, and crossing the road from right to left. Pedestrian detection performances of five patients with mild real cataracts were measured using the same setup. The cataract patients were tested only in HLGY and HLGN conditions. Participants' visual acuity and contrast sensitivity were also measured in the simulator with and without stationary HLG. Results: For normal vision subjects, both the presence of oncoming HLG and wearing the simulated cataract clip-on reduced pedestrian detection performance. The subjects performed worst in events where the pedestrian crossed from the left, followed by events where the pedestrian crossed from the right. Significant interactions between HLG condition and other factors were also found: (1) the impact of oncoming HLG with the simulated cataract clip-on was larger than with the plano lens clip-on, (2) the impact of oncoming HLG was larger with the optically blurred clip-on than with the plano lens clip-on, but smaller than with the simulated cataract clip-on, and (3) the impact was larger for the pedestrians that crossed from the left than those that crossed from the right, and for the pedestrians walking along the left side of the road than walking along the right side of the road, suggesting that the pedestrian proximity to the glare source contributed to the performance reduction. Under HLGN, almost no pedestrians were missed with the plano lens or the simulated cataract clip-on (0 and 0.5%, respectively), but under HLGY, the rate of pedestrian misses increased to 0.5 and 6%, respectively. With the optically blurred clip-on, the percent of missed pedestrians under HLGN and HLGY did not change much (5% and 6%, respectively). Untimely response rate increased under HLGY with the plano lens and simulated cataract clip-ons, but the increase with the simulated cataract clip-on was significantly larger than with the plano lens clip-on. The contrast sensitivity with the simulated cataract clip-on was significantly degraded under HLGY. The visual acuity with the plano lens clip-on was significantly improved under HLGY, possibly due to pupil myosis. The impact of HLG measured for real cataract patients was similar to the impact on performance of normal vision subjects with simulated cataract clip-ons. Conclusion: Even with mild (simulated or real) cataracts, a substantial negative effect of oncoming HLG was measurable in the detection of crossing and walking-along pedestrians. The lowered pedestrian detection rates and longer response times with HLGY demonstrate a possible risk that oncoming HLG poses to patients driving with cataracts.

Simulation of a central scotoma using contact lenses with an opaque centre

PURPOSE

This study evaluated the feasibility of using soft contact lenses (CLs) with an opaque centre to induce absolute central scotomas that move with the eye. We examined the geometrical optics prediction that scotoma size will vary with the size of the CL's opaque centre and with ocular pupil size. We also tested the hypothesis that high environmental light levels will ensure that the ocular pupil will remain small enough, even with opaque centre CLs, to generate absolute scotomas representative of those experienced by patients with age-related macular disease.

METHODS

Using an Octopus 900 Perimeter ( www.Haag-Streit.com), kinetic visual fields (VFs) were measured in five normally-sighted subjects using a V4e Goldmann target with CLs that had central opaque areas with diameters of 2.8, 3.0, and 3.2 mm. To control pupil size, VFs were measured with background perimeter bowl luminances of 10, 585, and 1155 cd m^-2 . Subjects attempted to (i) fixate the bowl centre; and (ii) place the scotoma edge at the bowl fixation target (eccentric viewing).

RESULTS

As predicted, there was a direct relationship between scotoma size and both luminance level and diameter of the opacity. Mean scotoma diameters were 0°, 17.6° and 22°, for the low, medium and high bowl luminances, respectively. Scotoma size was determined primarily by the difference between the diameters of CL opacity and the entrance pupil of the eye and the axial separation between them, and between-subject differences in pupil diameters contributed most to the between-subject variability in scotoma diameter at each light level (SD: 6.01°). Scotoma displacement during eccentric fixation confirmed the gaze-contingent characteristics of this experimental model.

CONCLUSION

It is possible to induce a gaze-contingent absolute scotoma and hence mimic central vision loss using centrally-opaque CLs provided that the CL opacity is larger than the entrance pupil of the eye. This simulation tool will, therefore, be ineffective at low environmental light levels (as shown previously) if the entrance pupil of the eye is larger than the CL opacity.

Driving With Hemianopia VI: Peripheral Prisms and Perceptual-Motor Training Improve Detection in a Driving Simulator

Purpose

Drivers with homonymous hemianopia (HH) were previously found to have impaired detection of blind-side hazards, yet in many jurisdictions they may obtain a license. We evaluated whether oblique 57Δ peripheral prisms (p-prisms) and perceptual-motor training improved blind-side detection rates.

Methods

Patients with HH (n = 11) wore p-prisms for 2 weeks and then received perceptual-motor training (six visits) detecting and touching stimuli in the prism-expanded vision. In a driving simulator, patients drove and pressed the horn upon detection of pedestrians who ran toward the roadway (26 from each side): (1) without p-prisms at baseline; (2) with p-prisms after 2 weeks acclimation but before training; (3) with p-prisms after training; and (4) 3 months later.

Results

P-prisms improved blind-side detection from 42% to 56%, which further improved after training to 72% (all P < 0.001). Blind-side timely responses (adequate time to have stopped) improved from 31% without to 44% with p-prisms (P < 0.001) and further improved with training to 55% (P = 0.02). At the 3-month follow-up, improvements from training were maintained for detection (65%; P = 0.02) but not timely responses (P = 0.725). There was wide between-subject variability in baseline detection performance and response to p-prisms. There were no negative effects of p-prisms on vehicle control or seeing-side performance.

Conclusions

P-prisms improved detection with no negative effects, and training may provide additional benefit.

Translational Relevance

In jurisdictions where people with HH are legally driving, these data aid in clinical decision making by providing evidence that p-prisms improve performance without negative effects.

Transportation and Aging: An Updated Research Agenda for Advancing Safe Mobility

This article discusses what is currently known about three important topics related to older driver safety and mobility: screening and evaluation, education and training interventions, and in-vehicle technology. Progress is being made to improve the safe mobility of older adults in these key areas; however, significant research gaps remain. This article advances the state of knowledge by identifying these gaps, and proposing further research topics will improve the lives of older adults. In addition, we discuss several themes that emerged from the review, including the need for multidisciplinary, community-wide solutions; large-scale, longitudinal studies; improved education/training for both older adults themselves and the variety of stakeholders involved in older adult transportation; and programs and interventions that are flexible and responsive to individual needs and differences.

Driving with Hemianopia V: Do Individuals with Hemianopia Spontaneously Adapt Their Gaze Scanning to Differing Hazard Detection Demands?

Purpose

We investigated whether people with homonymous hemianopia (HH) were able to spontaneously (without training or instructions) adapt their blind-side scan magnitudes in response to differing scanning requirements for detection of pedestrians in a driving simulator when differing cues about pedestrian eccentricities and movement behaviors were available in the seeing hemifield.

Methods

Twelve HH participants completed two sessions in a driving simulator pressing the horn when they detected a pedestrian. Stationary pedestrians outside the driving lane were presented in one session and approaching pedestrians on a collision course in the other. Gaze data were analyzed for pedestrians initially appearing at approximately 14° in the blind hemifield. No instructions were given regarding scanning.

Results

After appearing, the stationary pedestrians' eccentricity increased rapidly to a median of 31° after 2.5 seconds, requiring increasingly larger blind-side gaze scans for detection, while the approaching pedestrians' eccentricity remained constant at approximately 14°, requiring a more moderate scan (∼14°) for detection. Although median scan magnitudes did not differ between the two conditions (approaching: 14° [IQR 9°–15°]; stationary: 13° [IQR 9°–20°]; P = 0.43), three participants showed evidence of adapting (increasing) their blind-side scan magnitudes in the stationary condition.

Conclusions

Three participants (25%) appeared to be able to apply voluntary cognitive control to modify their blind-side gaze scanning in response to the differing scanning requirements of the two conditions without explicit training.

Translational Relevance

Our results suggest that only a minority of people with hemianopia are likely to be able to spontaneously adapt their blind-side scanning in response to rapidly changing and unpredictable situations in on-road driving.

The role of specific visual subfields in collisions with oncoming cars during simulated driving in patients with advanced glaucoma

BACKGROUND/AIMS

To assess the role of specific visual subfields in collisions with oncoming cars during simulated driving in patients with advanced glaucoma.

METHODS

Normal subjects and patients with glaucoma with mean deviation <-12 dB in both eyes (Humphrey Field Analyzer 24-2 SITA-S program) used a driving simulator (DS; Honda Motor, Tokyo). Two scenarios in which oncoming cars turned right crossing the driver's path were chosen. We compared the binocular integrated visual field (IVF) in the patients who were involved in collisions and those who were not. We performed a multivariate logistic regression analysis; the dependent parameter was collision involvement, and the independent parameters were age, visual acuity and mean sensitivity of the IVF subfields.

RESULTS

The study included 43 normal subjects and 100 patients with advanced glaucoma. And, 5 of the 100 patients with advanced glaucoma experienced simulator sickness during the main test and were thus excluded. In total, 95 patients with advanced glaucoma and 43 normal subjects completed the main test of DS. Advanced glaucoma patients had significantly more collisions than normal patients in one or both DS scenarios (p<0.001). The patients with advanced glaucoma who were involved in collisions were older (p=0.050) and had worse visual acuity in the better eye (p<0.001) and had lower mean IVF sensitivity in the inferior hemifield, both 0°-12° and 13°-24° in comparison with who were not involved in collisions (p=0.012 and p=0.034). A logistic regression analysis revealed that collision involvement was significantly associated with decreased inferior IVF mean sensitivity from 13° to 24° (p=0.041), in addition to older age and lower visual acuity (p=0.018 and p<0.001).

CONCLUSIONS

Our data suggest that the inferior hemifield was associated with the incidence of motor vehicle collisions with oncoming cars in patients with advanced glaucoma.

'I didn't see that coming': simulated visual fields and driving hazard perception test performance

BACKGROUND

Evidence is limited regarding specific types of visual field loss associated with unsafe driving. We use novel gaze-contingent software to examine the effect of simulated visual field loss on computer-based driving hazard detection with the specific aim of testing the impact of scotomata located to the right and left of fixation.

METHODS

The 'hazard perception test' is a component of the UK driving licence examination, which measures speed of detecting 15 different hazards in a series of real-life driving films. We have developed a novel eye-tracking and computer set up capable of generating a realistic gaze-contingent scotoma simulation (GazeSS) overlaid on film content. Thirty drivers with healthy vision completed three versions of the hazard perception test in a repeated measures experiment. In two versions, GazeSS simulated a scotoma in the binocular field of view to the left or right of fixation. A third version was unmodified to establish baseline performance.

RESULTS

Participants' mean baseline hazard perception test score was 51 ± 7 (out of 75). This reduced to 46 ± 9 and 46 ± 11 when completing the task with a binocular visual field defect located to the left and right of fixation, respectively. While the main effect of simulated visual field loss on performance was statistically significant (p = 0.007), there were no average differences in the experimental conditions where a scotoma was located in the binocular visual field to the right or left of fixation.

CONCLUSION

Simulated visual field loss impairs driving hazard detection on a computer-based test. There was no statistically significant difference in average performance when the simulated scotoma was located to the right or left of fixation of the binocular visual field, but certain types of hazard caused more difficulties than others.

Driving with central field loss III: vehicle control

BACKGROUND

Visual impairment associated with central field loss may make vehicle control more difficult due to the degraded view of the road. We evaluated how central field loss affects vehicle control in a driving simulator.

METHODS

Nineteen participants with binocular central field loss (acuity 6/9 to 6/60) and 15 controls with normal vision drove 10 scenarios, each about eight to 12 minutes. Speed, lane offset and steering wheel reversal rate were measured on straights, left and right curves, along city (approximately 50 km/h) and rural highway (approximately 100 km/h) routes. Following distance was measured on two city straight segments.

RESULTS

Subjects with central field loss had higher steering wheel reversal rates (0.55 versus 0.45 reversals per second, p = 0.015), suggesting that the steering task was more demanding for them, requiring more steering corrections; however, they did not differ in other performance measures. Nearly all maintained a safe following distance, although they were more likely than controls with normal vision to lose sight of the lead car in scenarios that required following a car.

CONCLUSIONS

Most measures of vehicle control did not significantly differ between participants with central field loss and those with normal vision; however, the higher steering wheel reversal rates suggest that, in compensating for their vision impairment, drivers with central field loss had to allocate extra steering effort to maintain their lane position, which in turn could reduce attentional resources for other driving tasks.

Ocular disease and driving

As the driving population ages, the number of drivers with visual impairment resulting from ocular disease will increase given the age-related prevalence of ocular disease. The increase in visual impairment in the driving population has a number of implications for driving outcomes. This review summarises current research regarding the impact of common ocular diseases on driving ability and safety, with particular focus on cataract, glaucoma, age-related macular degeneration, hemianopia and diabetic retinopathy. The evidence considered includes self-reported driving outcomes, driving performance (on-road and simulator-based) and various motor vehicle crash indices. Collectively, this review demonstrates that driving ability and safety are negatively affected by ocular disease; however, further research is needed in this area. Older drivers with ocular disease need to be aware of the negative consequences of their ocular condition and in the case where treatment options are available, encouraged to seek these earlier for optimum driving safety and quality of life benefits.

Driving with Central Visual Field Loss II: How Scotomas above or below the Preferred Retinal Locus (PRL) Affect Hazard Detection in a Driving Simulator

We determined whether binocular central scotomas above or below the preferred retinal locus affect detection of hazards (pedestrians) approaching from the side. Seven participants with central field loss (CFL), and seven age-and sex-matched controls with normal vision (NV), each completed two sessions of 5 test drives (each approximately 10 minutes long) in a driving simulator. Participants pressed the horn when detecting pedestrians that appeared at one of four eccentricities (-14°, -4°, left, 4°, or 14°, right, relative to car heading). Pedestrians walked or ran towards the travel lane on a collision course with the participant's vehicle, thus remaining in the same area of the visual field, assuming participant's steady forward gaze down the travel lane. Detection rates were nearly 100% for all participants. CFL participant reaction times were longer (median 2.27s, 95% CI 2.13 to 2.47) than NVs (median 1.17s, 95%CI 1.10 to 2.13; difference p<0.01), and CFL participants would have been unable to stop for 21% of pedestrians, compared with 3% for NV, p<0.001. Although the scotomas were not expected to obscure pedestrian hazards, gaze tracking revealed that scotomas did sometimes interfere with detection; late reactions usually occurred when pedestrians were entirely or partially obscured by the scotoma (time obscured correlated with reaction times, r = 0.57, p<0.001). We previously showed that scotomas lateral to the preferred retinal locus delay reaction times to a greater extent; however, taken together, the results of our studies suggest that any binocular CFL might negatively impact timely hazard detection while driving and should be a consideration when evaluating vision for driving.

Glaucomatous visual field defect severity and the prevalence of motor vehicle collisions in Japanese: a hospital/clinic-based cross-sectional study

Purpose. This study examined the association between the severity of visual field defects and the prevalence of motor vehicle collisions (MVCs) in subjects with primary open-angle glaucoma (POAG). Methods. This is a cross-sectional study. Japanese patients who have had driver's licence between 40 and 85 years of age were screened for eligibility. Participants answered a questionnaire about MVCs experienced during the previous 5 years. Subjects with POAG were classified as having mild, moderate, or severe visual field defect. We evaluated associations between the severity of POAG and the prevalence of MVCs by logistic regression models. Results. The prevalence of MVCs was significantly associated with the severity of POAG categorized by worse eye MD (control: 30/187 = 16.0%; mild POAG: 17/92 = 18.5%; moderate POAG: 14/60 = 23.3%; severe POAG: 14/47 = 29.8%; P = 0.025, Cochran-Armitage trend test). Compared to the control group, the adjusted OR for MVC prevalence in subjects with mild, moderate, or severe POAG in the worse eye was 1.07 (95% CI: 0.55 to 2.10), 1.44 (95% CI: 0.68 to 3.08), and 2.28 (95% CI: 1.07 to 4.88). Conclusions. There is a significant association between the severity of glaucoma in the worse eye MD and the prevalence of MVCs.

An assessment of driving fitness in patients with visual impairment to understand the elevated risk of motor vehicle accidents

OBJECTIVE

To assess the driving fitness of patients with glaucoma by identifying specific areas and degrees of visual field impairment that threaten safe driving.

DESIGN

Case-control study.

SETTING, AND PARTICIPANTS

This prospective study included 36 patients with advanced glaucoma, defined as Humphrey field analyzer (HFA; 24-2 SITA standard program) measurements of mean deviation in both eyes of worse than -12 dB, and 36 age-matched and driving exposure time-matched normal subjects. All participants underwent testing in a novel driving simulator (DS) system. Participants were recruited between September 2010 and January 2012.

MAIN OUTCOME MEASURES

The number of collisions with simulated hazards and braking response time in 14 DS scenarios was recorded. Monocular HFA 24-2 test results from both eyes were merged to calculate the binocular integrated visual field (IVF). The position of the IVF subfields in which the collision-involved patients had lower sensitivity than the collision-uninvolved patients was compared with the track of the hazard. The cut-off value to predict an elevated risk of collisions was determined, as were its sensitivity and specificity, with the area under the receiver operating characteristic (AUROC) curve.

RESULTS

Patients with advanced glaucoma were involved in a significantly higher number of collisions in the DS than the age-matched and driving exposure time-matched normal subjects (119 vs 40, respectively, p<0.0001), especially in four specific DS scenarios. In these four scenarios, IVF sensitivity was significantly lower in the collision-involved patients than in the collision-uninvolved patients in subfields on or near the track of the simulated hazard (p<0.05). The subfields with the largest AUROC curve had values ranging from 0.72 to 0.91 and were located in the paracentral visual field just below the horizontal.

CONCLUSIONS

Our novel DS system effectively assessed visual impairment, showing that simulators may have future potential in educating patients.

The relationship between central visual field damage and motor vehicle collisions in primary open-angle glaucoma patients

Purpose

To investigate the relationship between visual field (VF) damage and history of motor vehicle collisions (MVCs) in subjects with primary open-angle glaucoma (POAG).

Methods

MVC history and driving habits were recorded using patient questionnaires in 247 POAG patients. Patients' driving attitudes (carefulness) were estimated using Rasch analysis. The relationship between MVC outcomes and 52 total deviation (TD) values of integrated binocular VF (IVF), better and worse visual acuities (VAs), age and gender was analyzed using principal component analysis and logistic regression.

Results

51 patients had the history of MVCs. Significant difference was observed between patients with and without history of MVCs only for: better VA, a single TD value in the superior-right VF, and the typical distance driven in a week (unpaired t-test, p = 0.002, 0.015 and 0.006, respectively). There was not a significant relationship between MVCs and mean deviation (MD) of IVF (p = 0.41, logistic regression). None of the principal components were significantly correlated with MVC outcome (p>0.05, polynomial logistic regression analysis). There was a significant relationship between IVF MD and Rasch derived Person parameter (R² = 0.023, p = 0.0095). There was also a significant positive relationship between MVCs and the distance driven in a week (p = 0.005, logistic regression).

Conclusions

In this study of POAG patients, MVCs were not related to central binocular VF damage. These results suggest the relationship between visual function and driving is not straightforward, and careful consideration should be given when predicting patients' driving ability using their VF.

Impact of superior and inferior visual field loss on hazard detection in a computer-based driving test

PURPOSE

Binocular visual field (VF) loss is linked to driving impairment, guiding authorities to implement fitness to drive requirements for VFs. Yet, evidence is limited regarding the specific types of VF defect that impede driving. This study used a novel gaze-contingent display to test the hypothesis that superior VF loss impacts detection of driving hazards more than inferior loss.

METHODS

The Hazard Perception Test (HPT) is a computer-based component of the UK examination for learner drivers. It measures the response rate for detecting hazards in a series of real-life driving films, yielding a score out of 75, calculated based on the efficiency of detecting 15 hazards. Thirty UK drivers with healthy vision completed three versions of the HPT in a random order. In two versions, a computer set-up incorporating an eye-tracker modified a simulated VF defect in the superior and inferior VFs, respectively, according to the users' real-time gaze as they completed the HPT. The other version was unmodified to measure the baseline performance.

RESULTS

Participants' mean score at baseline was 49/75 (SD=9). Mean (SD) performance fell by 18% (40(11)) when viewing films with a superior defect and 12% with an inferior defect (43(10)). These average differences were statistically significant (p<0.001; 95% CI for mean difference=1-7) CONCLUSIONS: In this study, simulated VF defects impaired the ability to detect driving hazards relative to participants' normal performances, with superior defects having more impact than inferior defects. These results could help inform the design of fairer tests of the VF component for fitness to drive.

Visual attention measures predict pedestrian detection in central field loss: a pilot study

PURPOSE

The ability of visually impaired people to deploy attention effectively to maximize use of their residual vision in dynamic situations is fundamental to safe mobility. We conducted a pilot study to evaluate whether tests of dynamic attention (multiple object tracking; MOT) and static attention (Useful Field of View; UFOV) were predictive of the ability of people with central field loss (CFL) to detect pedestrian hazards in simulated driving.

METHODS

11 people with bilateral CFL (visual acuity 20/30-20/200) and 11 age-similar normally-sighted drivers participated. Dynamic and static attention were evaluated with brief, computer-based MOT and UFOV tasks, respectively. Dependent variables were the log speed threshold for 60% correct identification of targets (MOT) and the increase in the presentation duration for 75% correct identification of a central target when a concurrent peripheral task was added (UFOV divided and selective attention subtests). Participants drove in a simulator and pressed the horn whenever they detected pedestrians that walked or ran toward the road. The dependent variable was the proportion of timely reactions (could have stopped in time to avoid a collision).

RESULTS

UFOV and MOT performance of CFL participants was poorer than that of controls, and the proportion of timely reactions was also lower (worse) (84% and 97%, respectively; p = 0.001). For CFL participants, higher proportions of timely reactions correlated significantly with higher (better) MOT speed thresholds (r = 0.73, p = 0.01), with better performance on the UFOV divided and selective attention subtests (r = -0.66 and -0.62, respectively, p<0.04), with better contrast sensitivity scores (r = 0.54, p = 0.08) and smaller scotomas (r = -0.60, p = 0.05).

CONCLUSIONS

Our results suggest that brief laboratory-based tests of visual attention may provide useful measures of functional visual ability of individuals with CFL relevant to more complex mobility tasks.

Driving with hemianopia: III. Detection of stationary and approaching pedestrians in a simulator

PURPOSE

To compare blind-side detection performance of drivers with homonymous hemianopia (HH) for stationary and approaching pedestrians, initially appearing at small (4°) or large (14°) eccentricities in a driving simulator. While the stationary pedestrians did not represent an imminent threat, as their eccentricity increased rapidly as the vehicle advanced, the approaching pedestrians maintained a collision course with approximately constant eccentricity, walking or running, toward the travel lane as if to cross.

METHODS

Twelve participants with complete HH and without spatial neglect pressed the horn whenever they detected a pedestrian while driving along predetermined routes in two driving simulator sessions. Miss rates and reaction times were analyzed for 52 stationary and 52 approaching pedestrians.

RESULTS

Miss rates were higher and reaction times longer on the blind than the seeing side (P < 0.01). On the blind side, miss rates were lower for approaching than stationary pedestrians (16% vs. 29%, P = 0.01), especially at larger eccentricities (20% vs. 54%, P = 0.005), but reaction times for approaching pedestrians were longer (1.72 vs. 1.41 seconds; P = 0.03). Overall, the proportion of potential blind-side collisions (missed and late responses) was not different for the two paradigms (41% vs. 35%, P = 0.48), and significantly higher than for the seeing side (3%, P = 0.002).

CONCLUSIONS

In a realistic pedestrian detection task, drivers with HH exhibited significant blind-side detection deficits. Even when approaching pedestrians were detected, responses were often too late to avoid a potential collision.

Driving habits in older patients with central vision loss

OBJECTIVE

To determine if central visual loss is associated with driving cessation, driving restriction, or other-driver preference.

DESIGN

Cross-sectional study.

PARTICIPANTS

Sixty-four subjects with bilateral visual loss (<20/32 in better eye) or severe unilateral visual loss (<20/200) from age-related macular degeneration (AMD) and 58 normally sighted controls between 60 and 80 years of age.

METHODS

Participants self-reported driving habits. Other-driver preference was defined as preferring that another drive when there is more than 1 driver in the car. Subjects reporting 2 or more driving limitations were considered to have restricted their driving.

MAIN OUTCOME MEASURES

Self-reported driving cessation, other-driver preference, and driving restriction.

RESULTS

Age-related macular degeneration subjects were older (74.7 vs. 69.7 years), had worse visual acuity (VA; mean better-eye VA, 0.43 vs. 0.08 logarithm of minimum angle of resolution [logMAR]) and contrast sensitivity (CS; 1.4 vs. 1.9 log units of CS [logCS]), and were more likely to be white when compared with controls (P<0.001 for all). Drivers with AMD-related vision loss were more likely to avoid driving over longer distances, beyond 1 hour, at night, and in unfamiliar conditions (P < 0.05 for all). In multivariate models, driving cessation was associated with worse better-eye VA (odds ratio [OR], 1.5 per 1-line decrement in VA; P<0.001) and worse binocular CS (OR, 1.36 per 0.1 logCS increment; P = 0.005); however, AMD group status was not associated with driving cessation (OR, 1.9; P = 0.35). Factors predicting driving restriction were AMD (OR, 9.0; P = 0.004), worse vision (OR, 2.5 per line of VA loss; P<0.001), lower CS (OR, 2.2 per 0.1-logCS increment; P<0.001), and female gender (OR, 27.9; P = 0.002). Other-driver preference was more common with worse vision (OR, 1.6 per 0.1-logMAR increment; P = 0.003), female gender (OR, 4.5; P = 0.02), and being married (OR, 3.8; P = 0.04).

CONCLUSIONS

Most patients with AMD-related central vision loss continue to drive, but demonstrate significant driving restrictions, especially with more severe VA and CS loss. Future work should determine which driving adaptations the visually impaired best balance safety and independence.

Can we improve clinical prediction of at-risk older drivers?

OBJECTIVES

To conduct a pilot study to evaluate the predictive value of the Montreal Cognitive Assessment test (MoCA) and a brief test of multiple object tracking (MOT) relative to other tests of cognition and attention in identifying at-risk older drivers, and to determine which combination of tests provided the best overall prediction.

METHODS

Forty-seven currently licensed drivers (58-95 years), primarily from a clinical driving evaluation program, participated. Their performance was measured on: (1) a screening test battery, comprising MoCA, MOT, Mini-Mental State Examination (MMSE), Trail-Making Test, visual acuity, contrast sensitivity, and Useful Field of View (UFOV) and (2) a standardized road test.

RESULTS

Eighteen participants were rated at-risk on the road test. UFOV subtest 2 was the best single predictor with an area under the curve (AUC) of .84. Neither MoCA nor MOT was a better predictor of the at-risk outcome than either MMSE or UFOV, respectively. The best four-test combination (MMSE, UFOV subtest 2, visual acuity and contrast sensitivity) was able to identify at-risk drivers with 95% specificity and 80% sensitivity (.91 AUC).

CONCLUSIONS

Although the best four-test combination was much better than a single test in identifying at-risk drivers, there is still much work to do in this field to establish test batteries that have both high sensitivity and specificity.

The effect of strabismus on object detection in the ring scotoma of a monocular bioptic telescope

PURPOSE

People with reduced visual acuity are permitted to drive with the aid of bioptic telescopes in the USA, the Netherlands, and Canada. When viewing through a monocular bioptic telescope, suppression of the deviating eye in strabismus may reduce the ability of the non-telescope eye to detect objects whose images fall in the ring scotoma area of the telescope eye, which could impair detection of traffic-relevant events. This ability to detect stimuli in the ring scotoma area was compared for strabismic and non-strabismic patients.

METHODS

Ten strabismic and six non-strabismic patients with bilaterally reduced visual acuity (0.30-1.0 logMAR, 6/12 to 6/60) participated. A dichoptic perimeter presented stimuli to the fellow (non telescope) eye in the area of the ring scotoma under binocular viewing. Fellow-eye detection rates were determined with and without a bioptic, on uniform and patterned backgrounds, while performing passive (viewing a cross) and active (reading letters) fixation tasks.

RESULTS

All strabismic patients were found to have anomalous retinal correspondence. Both non-strabismic and strabismic patients had lower fellow-eye detection rates on patterned than on uniform backgrounds, and while performing the active task. In addition, strabismic patients had lower detection with than without the bioptic on the patterned background. They also had a larger decrease in detection from the uniform to the patterned background than non-strabismic patients (26% vs 8%). Depending on the angle and direction of the deviation relative to the stimulus side, strabismus either increased or decreased fellow-eye stimulus eccentricity on the retina. Larger detection rate reductions between the uniform and patterned backgrounds were associated with more eccentric stimulus locations (ρ = 0.61, p = 0.013).

CONCLUSIONS

Both strabismic patients and non-strabismic patients were able to detect stimuli with the fellow eye in the ring scotoma area, demonstrating successful bi-ocular multiplexing. However, strabismic patients generally had a greater reduction in detection performance from the uniform to the patterned background than non-strabismic patients, which was accounted for in part by differences in stimulus eccentricities on the retina (that varied with the angle and direction of the strabismus). However, a study with a larger sample, including participants with strabismus and normal retinal correspondence, is needed before our findings can be generalized.