Determining fitness to drive in older persons: a survey of medical and surgical specialists

Development of a driving clinical decision pathway for non-driver trained occupational therapists

Introduction

While a small number of occupational therapists have additional training as driver assessors, all occupational therapists have a duty of care to address driving as an occupation. This study aimed to develop a resource to support Australian non-driver trained occupational therapists in daily practice to address driving with clients who may require on-road assessment due to a health concern.

Method

A literature review and comprehensive process for the development of a driving clinical decision pathway was followed using four phases. A virtual nominal group technique was used to investigate the content validity of the driving clinical decision pathway. Purposive sampling was used to recruit two groups of occupational therapists to participate in a virtual nominal group technique.

Results

A driving clinical decision pathway was developed with five key sections. The 11 participants attended 1 of 2 virtual nominal group technique for 120 minutes each, where 100% consensus was achieved with both groups relating to the content validity of the clinical decision pathway content, and ease of use.

Conclusion

Driving is a meaningful goal for all adults who have health-related challenges. A comprehensive driving clinical decision pathway has been developed and made available that supports Australian non-driver trained occupational therapists to address driving as an occupation that maintains individuals' independence and public safety.

[Sondage sur les pratiques des médecins de famille et sur la collaboration interprofessionnelle avec des ergothérapeutes en GMF quant au dépistage des conducteurs à risque]

Cette étude a sondé 46 médecins de famille québécois quant à leurs pratiques pour l'évaluation et le dépistage des conducteurs à risque afin 1) de mieux comprendre leur niveau de compétence perçu; 2) de recenser les difficultés rencontrées dans le processus de prise de décision et 3) de documenter leurs besoins et attitudes quant à une collaboration plus étroite avec les ergothérapeutes. Les participants (femmes : 84,8 %; moyenne d'expérience : 15,7 (±12,1) ans) ont répondu à un sondage en ligne de 30 questions. Les résultats de cette étude démontrent que malgré un certain confort à effectuer l'évaluation et le dépistage des conducteurs à risque, les médecins ne se considèrent pas comme les professionnels les mieux qualifiés pour ce faire. Ils reconnaissent également le rôle que jouent les ergothérapeutes dans le dépistage de cette clientèle et l'intervention auprès d'elle. Ils voient ainsi la pertinence d'avoir accès aux services de ces professionnels en soins de première ligne.

Development and validation of a questionnaire measuring knowledge, attitudes, and current practices of primary healthcare physicians regarding road injury prevention in older adults

BACKGROUND

Older adults present high risk of involvement in road crashes. Preventive interventions conducted by their primary healthcare physicians (PHPC) could reduce this public health issue.

OBJECTIVE

The objective of this study was to design and validate a self-administered questionnaire that measures the knowledge, attitudes, and current practices (CP) of PHCP in Spain regarding the prevention of road injuries in older adults.

METHODS

One thousand eight hundred and ninety-seven PHCP completed a questionnaire piloted previously in an expert panel and two convenience samples of physicians. It comprised 78 items grouped in five sections and was mainly focused on exploring three constructs: knowledge, attitudes, and CP. Exploratory factor analysis was used to obtain evidence of internal structure validity. Reliability was assessed through Cronbach's α coefficient. Correlation coefficients for the scores constructed for each of the extracted factors were calculated to assess convergent and discriminant validity.

RESULTS

Factor analysis extracted four factors each for the knowledge and attitudes constructs, and three factors for the CP construct, which explained more than 55% of the variance in each construct. Except for two factors of the knowledge construct regarding existing health problems associated to the risk of involvement in road crashes, the clustering pattern of all other items across the remaining nine factors was consistent and in agreement with previous knowledge. Cronbach's α values were greater than 0.7 for all constructs.

CONCLUSIONS

Our questionnaire appears to be valid enough to assess the attitudes, CP, and medication-related knowledge of PHCP in Spain regarding the prevention of road injuries in older adults.

Using Video Replay of Simulated Driving to Estimate Driving Safety and Cognitive Status

Cognitive decline resulting from Dementia of Alzheimer’s Type (DAT) can lead to reduced ability to perform complex daily tasks required for independent living, including driving an automobile. This study explores the ability of untrained observers to classify driving safety using short video clips of simulated driving through intersections; it also examined whether untrained observers could predict whether the driver was cognitively healthy or cognitively impaired. Participants (n = 54) were shown a series of 30 video clips arranged in an online survey and asked to answer questions following each clip regarding the safety of the maneuver and the cognitive status of the driver. Results showed that participants’ subjectively rated DAT drivers as significantly less safe in comparison to control drivers, F (1, 52) = 228.44, p < 0.001. Participant’s classification of DAT drivers and controls was also significantly higher than chance (i.e., >50% correct). Findings provide preliminary support for the development of a clinical decision-making aid using video replay of driving simulator performance in fitness-to-drive assessments for individuals with cognitive impairment.

Driving Ability and Safety in Rheumatoid Arthritis: A Systematic Review

OBJECTIVE

To identify whether rheumatoid arthritis (RA) is associated with driving ability and/or the use of assistive devices or modifications to improve driving ability.

METHODS

We conducted a systematic literature review following Preferred Reporting Items for Systematic Reviews and Meta-Analyses guidelines of RA and driving ability/adaptations by searching multiple databases from inception to April 2018. Eligible studies were original articles in the English language that had quantitative data regarding the study objective and at least 5 RA patients. Similar outcomes were extracted across studies and grouped into categories for review.

RESULTS

Our search yielded 1,935 potential reports, of which 22 fulfilled eligibility criteria, totaling 6,285 RA patients. The prevalence of driving issues in RA was highly variable among the studies. Some of the shared themes addressed in these publications included RA in association with rates of motor vehicle crashes, self-reported driving difficulty, inability to drive, use of driving adaptations, use of assistance by other people for transport, and difficulty with general transportation.

CONCLUSION

Despite variability among individual reports, driving difficulties and the use of driving adaptations are relatively common in individuals with RA. Given the central importance of automobile driving for the quality of life of RA patients, further investigations of driving ability and potential driving adaptations that can help overcome barriers to safe driving are needed.

Australian health professionals' perceptions about the management of return to driving early after stroke: A mixed methods study

BACKGROUND

Stroke can affect a person's ability to drive a motor vehicle. In Australia, there is a 4-week restriction in driving after stroke and a 2-week restriction after transient ischemic attack. Concerns exist as to whether people discharged home from the acute setting receive education about these driving restrictions.

OBJECTIVES

This study sought to investigate health professionals' knowledge about, and responsibilities for patients return-to-driving (RTD) education after stroke and TIA.

METHODS

A cross-sectional online survey was designed and included questions about health professional demographic characteristics and knowledge and opinions of RTD guidelines. An open-ended question at the end of the survey enabled respondents to provide additional, free text information. Descriptive analyses were used to describe respondents' demography and characteristics. Chi-square analysis was used to compare responses across the different professional groups. Significance was tested using a p-value of 0.05. Data obtained from the free text question were analyzed through an inductive thematic approach.

RESULTS

A total of 455 health professionals responded to the survey, with 45% being occupational therapists. Only 22% of health professionals correctly selected the 4-week restriction period after stroke and 27% selected the 2-week restriction period for those with TIA. Occupational therapists were identified by 85% of respondents as the profession responsible for providing RTD education, followed by doctors (72%). Health professionals lack clarity in RTD guidelines and often defer the responsibility of managing RTD to others.

CONCLUSIONS

Education of health professionals in RTD guidelines is recommended to improve the processes of care after stroke.

Driver assessment service for people with mental illness

Mental illness often leads to functional deficits that likely affect one’s driving performance and may even pose threat to other road users. However, having a mental illness does not automatically preclude one from driving which is essential to mobility and productivity. Indeed, evaluating their fitness-to-drive would be of necessary. Despite that, there is still a lack of a local driving evaluation service that specifically addresses the impact of mental illness on driving capacity. This paper discusses the needs to evaluate the fitness-to-drive of people with mental illness. It advocates the development of such specific driver assessment service with a local example as illustration. Lastly, some of the challenges related to the drivers’ responsibility to declare personal health status and large variety of assessment approaches are also discussed.

The process of determining driving safety in people with dementia: A review of the literature and guidelines from 5 English speaking countries

OBJECTIVES

To review literature and guidelines related to the process of determining driving safety in people with dementia.

METHOD

Four electronic databases were searched in December 2016/January 2017. We limited our search to literature and guidelines published in the UK, USA, Canada, New Zealand and Australia.

RESULTS

General practitioners are primarily responsible for driver licensing; however, they often feel ill-equipped and it can compromise the therapeutic relationship. Occupational therapist driving assessment is considered as the 'gold-standard' but is costly and often not available. Medical advisory boards assist the assessment process by providing independent licencing decisions.

CONCLUSIONS

General practitioner training, funding for occupational therapist driving assessment and the establishment of a medical advisory board could be considered to improve the current practice of driving assessment in dementia.

Construction and Validation of the 21 Item Fitness-to-Drive Screening Measure Short-Form

Introduction: The Fitness-to-Drive Screening Measure is a free online screening tool that detects at-risk older drivers, however, it's 20 min administration time may render the 54-item tool less than optimal for clinical use. Thus, this study constructed and validated a 21-item FTDS Short-Form (FTDS-SF). Method: This mixed methods study used 200 proxy rater responses and older driver on-road assessments. We conducted a Rasch analysis to examine information at the level of the item and used content validity index scores to select items. Using a receiver operator characteristics curve we determined the concurrent validity of the FTDS-SF to on-road outcomes. Results: Twenty-one items were selected for the FTDS-SF. The area under the curve = 0.72, indicated the FTDS-SF predicted on-road outcomes with acceptable accuracy. Still, 68 drivers were misclassified. Conclusion: The FTDS-SF may reduce administration time, while still yielding acceptable psychometric properties. Yet, caution needs to be executed in clinical decision making as the measure is overly specific.

An International Approach to Enhancing a National Guideline on Driving and Dementia

PURPOSE OF REVIEW

The purpose of this study was to update a national guideline on assessing drivers with dementia, addressing limitations of previous versions which included a lack of developmental rigor and stakeholder involvement.

METHODS

An international multidisciplinary team reviewed 104 different recommendations from 12 previous guidelines on assessing drivers with dementia in light of a recent review of the literature. Revised guideline recommendations were drafted by consensus. A preliminary draft was sent to specialist physician and occupational therapy groups for feedback, using an a priori definition of 90% agreement as consensus.

RECENT FINDINGS

The research team drafted 23 guideline recommendations, and responses were received from 145 stakeholders. No recommendation was endorsed by less than 80% of respondents, and 14 (61%) of the recommendations were endorsed by more than 90%.The recommendations are presented in the manuscript. The revised guideline incorporates the perspectives of consensus of an expert group as well as front-line clinicians who regularly assess drivers with dementia. The majority of the recommendations were based on evidence at the level of expert opinion, revealing gaps in the evidence and future directions for research.

Discussions About Driving Between Older Adults and Primary Care Providers

OBJECTIVES

To estimate how many older adults discuss driving with a primary care provider during a calendar year and to describe discussion triggers.

DESIGN

Observational retrospective medical record review.

SETTING

Three primary care clinics (geriatric, hospital-based general internal medicine (GIM), community-based GIM) affiliated with a tertiary care hospital.

PARTICIPANTS

Random sample of 240 older (aged ≥65) adults with one or more primary care visits in 2014 (January 1 to December 31).

MEASUREMENTS

Standardized chart abstraction of participant demographic characteristics, medical diagnoses, and presence and context of discussions about driving. Provider factors (obtained from clinic administrators) included sex and average amount worked per week.

RESULTS

Participants who visited the geriatric clinic were oldest, had more medical diagnoses, and had a median of 4 visits in 2014 (vs 3 visits in GIM clinics). Documented discussions about driving occurred with a greater proportion of participants in the geriatric (n = 22, 28%, 95% confidence interval (CI) = 18-39%) and GIM hospital (n = 15, 19%, 95% CI = 11-29%) clinics than the GIM community clinic (n = 6, 7.5%, 95% CI = 2.8-16%). Medical diagnoses that might affect driving were prevalent but not associated with frequency of documented discussions. In multivariable analysis, participants were more likely to have one or more documented driving discussions in 2014 if they went to the geriatric clinic or had a primary care provider younger than 45 or who worked fewer than six half-day clinics per week.

CONCLUSION

Over 1 year, a minority of older adults had a documented discussion about driving with a primary care provider, with differences according to clinic and provider characteristics. Strategies to support routine and preparatory conversations about driving should incorporate these findings and might vary among clinic settings.

Road safety in an aging population: risk factors, assessment, interventions, and future directions

With the number of older drivers projected to increase by up to 70% over the next 20 years, preventing injury resulting from crashes involving older drivers is a significant concern for both policy-makers and clinicians. While the total number of fatal crashes per annum has steadily decreased since 2005 in Australia, the rate of fatalities has demonstrated an upward trend since 2010 in drivers aged 65 years and above (8.5 per 100,000), such that it is now on par with the fatality rate in drivers aged 17-25 years (8.0 per 100,000) (Austroads, 2015). Similar statistics are reported for the United States (NHTSA, 2012), implying there is a need for better identification of those older drivers who are unsafe and implementation of strategies that can enhance mobility while maximizing road safety.

Normal cognitive aging

Even those who do not experience dementia or mild cognitive impairment may experience subtle cognitive changes associated with aging. Normal cognitive changes can affect an older adult's everyday function and quality of life, and a better understanding of this process may help clinicians distinguish normal from disease states. This article describes the neurocognitive changes observed in normal aging, followed by a description of the structural and functional alterations seen in aging brains. Practical implications of normal cognitive aging are then discussed, followed by a discussion of what is known about factors that may mitigate age-associated cognitive decline.

Comparison of the SIMARD MD to Clinical Impression in Assessing Fitness to Drive in Patients with Cognitive Impairment

BACKGROUND

The assessment of fitness to drive in patients with cognitive impairment is complex. The SIMARD MD was developed to assist with assessing fitness to drive. This study compares the clinical decision made by a geriatrician regarding driving with the SIMARD MD score.

METHODS

Patients with a diagnosis of mild dementia or mild cognitive impairment, who had a SIMARD MD test, were included in the sample. A retrospective chart review was completed to gather diagnosis, driving status, and cognitive and functional information.

RESULTS

Sixty-three patients were identified and 57 met the inclusion criteria. The mean age was 77.1 years (SD 8.9). The most common diagnosis was Alzheimer's disease in 22 (38.6%) patients. The mean MMSE score was 24.9 (SD 3.34) and the mean MoCA was 19.9 (SD 3.58). The mean SIMARD MD score was 37.2 (SD 19.54). Twenty-four patients had a SIMARD MD score ≤ 30, twenty-eight between 31-70, and five scored > 70. The SIMARD MD scores did not differ significantly compared to the clinical decision (ANOVA p value = 0.14).

CONCLUSIONS

There was no association between the SIMARD MD scores and the geriatricians' clinical decision regarding fitness to drive in persons with mild dementia or mild cognitive impairment.

"I wish we could normalize driving health:" a qualitative study of clinician discussions with older drivers

BACKGROUND

Driving for older adults is a matter of balancing independence, safety and mobility, and prematurely relinquishing the car keys can impact morbidity and mortality. Discussions about "when to hang up the keys" are difficult for clinicians, drivers, and family members, and therefore are often avoided or delayed. "Advance Driving Directives" (ADDs) may facilitate conversations between health care providers and older drivers focused on prevention and advance planning for driving cessation.

OBJECTIVE

To examine clinician and older driver perspectives on ADDs and driving discussions.

DESIGN

Qualitative descriptive study using iterative focus groups and interviews with clinicians and drivers.

PARTICIPANTS

(1) Eight practicing internal medicine physicians, physician assistants or nurse practitioners working at three university-affiliated clinics; and (2) 33 community-dwelling current drivers aged 65 years or older.

APPROACH

Theme analysis of semi-structured focus groups and interviews with clinicians and older drivers was used to explore clinician and driver perspectives on "ADDs" and driving conversations. General inductive qualitative techniques were used to identify barriers and facilitators to conversations between older drivers and their healthcare providers about driving and health.

KEY RESULTS

Five dominant themes emerged: (1) clinicians usually initiate conversations, but typically not until there are "red flags;" (2) drivers are open to conversations, especially if focused on prevention rather than interventions; (3) family input influences clinicians and drivers; (4) clinical setting factors like short appointments affect conversations; and (5) both clinicians and drivers thought ADDs could be useful in some situations and recommended making general questions about driving a part of routine care.

CONCLUSIONS

Clinicians and older drivers often wait to discuss driving until there are specific "red flags", but both groups support a new framework in which physicians routinely and regularly bring up driving with patients earlier in order to facilitate planning for the future.

The Candrive/Ozcandrive prospective older driver study: Methodology and early study findings

Although the vast majority of active, older drivers are safe drivers, health conditions and related functional declines associated with increasing age can affect driving ability. This is a concern for older drivers, their families, and the public, as well as government agencies. To address these issues, the Canadian Institutes of Health Research (CIHR) Team in Driving in Older Persons (Candrive II) Research Program was funded in 2008 to create a prospective cohort of older active drivers to be followed for several years. In 2009 an Australian collaboration (Ozcandrive) joined the project funded by an Australian Research Council (ARC) Linkage Grant. This special issue describes the preliminary findings of the Candrive/Ozcandrive prospective study of 1300 older drivers in Canada, Australia and New Zealand. The methodology for the study, description of the cohort and findings related to older driver health and effects on driving, as well as the utility of some existing older driver assessment tools used on this population, are described. Future findings from this ongoing study will lead to insights into older driver safety and tools that will ideally help keep older drivers safely on the road.

Can a novel web-based computer test predict poor simulated driving performance? a pilot study with healthy and cognitive-impaired participants

Background

Driving a car is a complex instrumental activity of daily living and driving performance is very sensitive to cognitive impairment. The assessment of driving-relevant cognition in older drivers is challenging and requires reliable and valid tests with good sensitivity and specificity to predict safe driving. Driving simulators can be used to test fitness to drive. Several studies have found strong correlation between driving simulator performance and on-the-road driving. However, access to driving simulators is restricted to specialists and simulators are too expensive, large, and complex to allow easy access to older drivers or physicians advising them. An easily accessible, Web-based, cognitive screening test could offer a solution to this problem. The World Wide Web allows easy dissemination of the test software and implementation of the scoring algorithm on a central server, allowing generation of a dynamically growing database with normative values and ensures that all users have access to the same up-to-date normative values.

Objective

In this pilot study, we present the novel Web-based Bern Cognitive Screening Test (wBCST) and investigate whether it can predict poor simulated driving performance in healthy and cognitive-impaired participants.

Methods

The wBCST performance and simulated driving performance have been analyzed in 26 healthy younger and 44 healthy older participants as well as in 10 older participants with cognitive impairment. Correlations between the two tests were calculated. Also, simulated driving performance was used to group the participants into good performers (n=70) and poor performers (n=10). A receiver-operating characteristic analysis was calculated to determine sensitivity and specificity of the wBCST in predicting simulated driving performance.

Results

The mean wBCST score of the participants with poor simulated driving performance was reduced by 52%, compared to participants with good simulated driving performance (P<.001). The area under the receiver-operating characteristic curve was 0.80 with a 95% confidence interval 0.68-0.92.

Conclusions

When selecting a 75% test score as the cutoff, the novel test has 83% sensitivity, 70% specificity, and 81% efficiency, which are good values for a screening test. Overall, in this pilot study, the novel Web-based computer test appears to be a promising tool for supporting clinicians in fitness-to-drive assessments of older drivers. The Web-based distribution and scoring on a central computer will facilitate further evaluation of the novel test setup. We expect that in the near future, Web-based computer tests will become a valid and reliable tool for clinicians, for example, when assessing fitness to drive in older drivers.