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PubMed2000

Driving under light and dark conditions: effects of alcohol and diazepam in young and older subjects.

OBJECTIVES: Driving at night time increases accident risk due to visual conditions, fatigue and impaired performance. In addition, the use of alcohol and benzodiazepines may enhance the risks related to night-time driving. We studied these aspects of traffic safety in a simulated driving test with young and older drivers. METHODS: In a double-blind, crossover, placebo-controlled study, nine young subjects, aged 22-24 years, performed simulated driving in both 'light' and 'dark' conditions, before and 1.5 h and 4 h after 0.8 g x kg(-1) ethanol (EOH) or 15 mg diazepam (DZ). Further, nine older subjects, aged 55-77 years, were similarly tested, but their EOH dose was 0.7 g x kg(-1) and the DZ dose was 10 mg. The tests were vigilance assessment on visual analogue scales (VAS), simulated driving under light and dark conditions for 6 min each and digit symbol substitution (DSS). RESULTS: In the young subjects, both EOH and DZ similarly impaired DSS, with DZ causing more subjective drowsiness, clumsiness, mental slowness and poor overall performance than EOH. During simulated driving, both EOH and DZ impaired simple and complex tracking (EOH > DZ) and prolonged reaction times (EOH = DZ). Impairment of performance was practically identical under light and dark conditions. In the older subjects, objective performance on DSS was poorer (-30%) than that of the young ones, and subjective impairment was marginal. During simulated driving, the baseline levels of variables in older subjects showed definite impairment (errors +100% to +500%) when compared with young subjects. Active drugs impaired several variables (EOH > DZ), but the statistical significances were fewer than in young subjects. Increase in reaction errors reached statistical significance, especially while driving in the dark. Otherwise the driving results in light and dark were not notably different. CONCLUSION: Young subjects drew good baselines but were sensitive to EOH and DZ, whilst the older subjects showed poor baselines but were less sensitive to EOH and DZ. Although the baseline driving and responses to treatments were different in young and older subjects, their driving and psychomotor impairment were unaffected by light conditions.

Adult↗
PubMed2005

Resuming driving after a fracture of the lower extremity: a survey among Dutch (orthopaedic) surgeons.

BACKGROUND: Patients with a fracture of the lower extremity often ask their physician during their rehabilitation when they can resume driving. Since no guidelines exist and only scarce literature is available with varying advices the physician has to rely on his own clinical experience and judgment. The Dutch legislation also fails to provide rules when driving can be resumed after a temporary invalidity, it relies on the physician to judge when driving can be assumed to be safe. With this study, we investigated the need for specific guidelines concerning driving after fractures of the lower extremity among Dutch (orthopaedic) surgeons. METHODS: A survey was conducted among Dutch (orthopaedic) surgeons consisting of four parts; the first part contains questions about how the physician handles with patients who suffered from a lower extremity fracture. The second part of the survey is about which criteria are used to judge whether driving can be resumed. The third part contains true/false/do not know questions about the legal context on participation in motorized traffic with a (temporary) disability. The fourth and last part is a series of examples of fractures with a description of how the fracture was treated in which we asked how long it should normally take before a patient can resume driving again safely per case. A final question is about the need for specific guidelines on this topic. RESULTS: One third of the surgeons do not advise their patients regarding driving. A wide range of criteria is used to consider whether driving is safe, however the possibility of full weight bearing is considered the most important. The legal knowledge of the surgeons on this subject is poor; up to 10% believe that driving with a plaster on the right leg is allowed. Seventy-nine percent of the questioned surgeons believe that guidelines concerning driving after a fracture should be developed. CONCLUSIONS: Our study shows that there is a great demand for guidelines concerning car driving after a fracture of the lower extremity.

Attitude of Health Personnel↗
PubMed2003

Impact of impulsiveness, venturesomeness, and empathy on driving by older adults.

PROBLEM: Although personality characteristics such as impulsiveness have been linked to the driving safety and driving habits of young and middle-aged adults, little research has focused on the role of personality in older driver behavior. METHOD: Using the IVE questionnaire in an exploratory study, three personality dimensions (impulsiveness, venturesomeness, and empathy) were measured in 305 older drivers (ages 57-87 years old). In addition, the Driving Habits Questionnaire was used to estimate driving exposure, and the Driver Behavior Questionnaire (DBQ) was used to estimate driving errors and violations. State-recorded crash data were made available by the state public safety agency. RESULTS: Subjects who reported four or more driving errors had higher impulsivity and empathy scores and lower venturesomeness scores. Subjects reporting driving violations were more likely to have high impulsivity scores. Driving six or more places per week was associated with lower levels of impulsivity. IMPACT: These results suggest that a comprehensive understanding of driving problems among older adults should also include a consideration of personality dimensions. In doing so, the challenges faced in the interpretation of self-report instruments on driving behaviors must be acknowledged, with a move in research toward greater reliance on more objective measures of driving behavior when assessing the impact of personality variables.

Aged↗
PubMed2005

Effects of two doses of methylphenidate on simulator driving performance in adults with attention deficit hyperactivity disorder.

INTRODUCTION: Numerous studies have documented an increased frequency of vehicular crashes, traffic citations, driving performance deficits, and driving-related cognitive impairments in teens and adults with attention deficit hyperactivity disorder. METHOD: The present study evaluated the effects of two single, acute doses of methylphenidate (10 and 20 mg) and a placebo on the driving performance of 53 adults with ADHD (mean age=37 years, range=18-65) using a virtual reality driving simulator, examiner and self-ratings of simulator performance, and a continuous performance test (CPT) to evaluate attention and inhibition. A double-blind, drug-placebo, within-subjects crossover design was used in which all participants were tested at baseline and then experienced all three drug conditions. RESULTS: A significant beneficial effect for the high dose of medication was observed on impulsiveness on CPT, variability of steering in the standard driving course, and driving speed during the obstacle course. A beneficial effect of the low dose of medication also was evident on turn signal use during the standard driving course. An apparent practice effect was noted on some of the simulator measures between the baseline and subsequent testing sessions that may have interacted with and thereby obscured drug effects on those measures. CONCLUSIONS: The results, when placed in the context of prior studies of stimulants on driving performance, continue to recommend their clinical use as one means of reducing the driving risks in ADHD teens and adults. IMPACT ON INDUSTRY: Given the significantly higher risk of adverse driving outcomes associated with ADHD, industry needs to better screen for ADHD among employees who drive as part of employment so as to improve safety and reduce costs. Use of stimulants to treat the adult ADHD driver may reduce safety risks.

Adolescent↗
PubMed2006

Effect of chronic nonmalignant pain on highway driving performance.

Most pain patients are treated in an outpatient setting and are engaged in daily activities including driving. Since several studies showed that cognitive functioning may be impaired in chronic nonmalignant pain, the question arises whether or not chronic nonmalignant pain affects driving performance. Therefore, the objective of the present study was to determine the effects of chronic nonmalignant pain on actual highway driving performance during normal traffic. Fourteen patients with chronic nonmalignant pain and 14 healthy controls, matched on age, educational level, and driving experience, participated in the study. Participants performed a standardized on-the-road driving test during normal traffic, on a primary highway. The primary parameter of the driving test is the Standard Deviation of Lateral Position (SDLP). In addition, driving-related skills (tracking, divided attention, and memory) were examined in the laboratory. Subjective assessments, such as pain intensity, and subjective driving quality, were rated on visual analogue scales. The results demonstrated that a subset of chronic nonmalignant pain patients had SDLPs that were higher than the matched healthy controls, indicating worse highway driving performance. Overall, there was a statistically significant difference in highway driving performance between the groups. Further, chronic nonmalignant pain patients rated their subjective driving quality to be normal, although their ratings were significantly lower than those of the healthy controls. No significant effects were found on the laboratory tests.

Adult↗
PubMed1999

The perception of safe driving ability during hypoglycemia in patients with type 1 diabetes mellitus.

PURPOSE: Insulin-induced hypoglycemia and its sequelae of cognitive impairment may place patients with type 1 diabetes at risk when driving and when making decisions about driving. Little is known about the factors that influence judgments of safe driving ability during hypoglycemia in these patients. PATIENTS AND METHODS: Thirty men and 30 women with uncomplicated type 1 diabetes (age [mean +/- SD] 33 +/- 9 years, duration 9 +/- 3 years, hemoglobin A1c level 8.7% +/- 1.0%) underwent a stepped hypoglycemic insulin clamp. Serum glucose levels were reduced from 120 mg/dL to 80, 70, 60, 50, and then 40 mg/dL during 190 minutes. At each glucose plateau, patients completed a symptom questionnaire and neuropsychological test, estimated their glucose level, and reported whether they could drive safely. RESULTS: The proportion of patients judging that they could drive safely decreased as serum glucose levels decreased from 70% at 120 mg/dL to 22% at 40 mg/dL. Men and middle-aged patients were more likely to consider it safe to drive during hypoglycemia than women and those under 25 years of age. Those who were symptomatic and those who recognized hypoglycemia were less likely to report safe driving ability during hypoglycemia. Most patients who were cognitively impaired appeared to recognize this and reported that they could not drive safely at a serum glucose level of 40 mg/dL. CONCLUSIONS: Adults with type 1 diabetes need educational reinforcement of safe driving habits, particularly to check glucose levels before driving. Glucose levels less than 70 mg/dL should be treated before driving. This information is as important for middle-aged, experienced drivers as it is for younger, inexperienced drivers.

Adult↗
PubMed2003

Drinking and driving among college students: the influence of alcohol-control policies.

BACKGROUND: Studies have reported high rates of heavy episodic drinking and alcohol-related problems, including drinking and driving, among college students. However, most studies have been conducted in single colleges or states. This study used a national sample to examine policy factors associated with alcohol-involved driving. METHODS: A random sample of full-time students (N=10,904) attending a nationally representative sample of 4-year colleges in 39 states (n=119) completed self-administered questionnaires. The questionnaire examined driving after consuming any alcohol, driving after > or = 5 drinks, and riding with a high or drunk driver. Individual-level data about driving after > or = 5 drinks were linked to information on the policy environment at both local and state levels and to ratings of enforcements for drunk driving laws. RESULTS: Drinking and driving behaviors are prevalent among a minority of college students and differ significantly among student subgroups. Students who attend colleges in states that have more restrictions on underaged drinking, high volume consumption, and sales of alcoholic beverages, and devote more resources to enforcing drunk driving laws, report less drinking and driving. CONCLUSION: The occurrence of drinking and driving among college students differs significantly according to the policy environment at local and state levels and the enforcement of those policies. Comprehensive policies and their strong enforcement are promising interventions to reduce drinking and driving among college students.

Adult↗
PubMed2003

Are opioid-dependent/tolerant patients impaired in driving-related skills? A structured evidence-based review.

Previous reviewers have concluded that opioids cause dose-related impairment in opioid-naive volunteers on psychomotor skills related to driving. Data relating to opioid-dependent/tolerant patients have not yet been reviewed. To determine what evidence, if any, exists for or against opioid-related driving skill impairment in opioid-dependent/tolerant patients, we performed a structured evidence-based review of all available studies addressing the issue of whether opioid-dependent/tolerant patients are impaired in driving-related skills. A computer and manual literature search for studies relating to opioid-dependent/tolerant patients and driving-related skills produced 48 relevant reports. These references were reviewed in detail, sorted, and placed into tabular form according to the following subject areas: (1) psychomotor abilities studies; (2) cognitive function studies; (3) effect of opioid dosing on psychomotor abilities studies; (4) motor vehicle driving violations and motor vehicle accident studies; and (5) driving impairment as measured in driving simulators and off/on road driving studies. For each topic area, each study was categorized for the type of study it represented according to guidelines developed by the Agency for Health Care Policy Research (AHCPR). The strength and consistency of the evidence in each subject area also then was categorized according to AHCPR guidelines and a quantitative method. This evidence-based review indicated the following: (1) There was moderate, generally consistent evidence for no impairment of psychomotor abilities of opioid-maintained patients; (2) There was inconclusive evidence on multiple studies for no impairment on cognitive function of opioid- maintained patients; (3) There was strong consistent evidence on multiple studies for no impairment of psychomotor abilities immediately after being given doses of opioids; (4) There was strong, consistent evidence for no greater incidence in motor vehicle violations/motor vehicle accidents versus comparable controls of opioid-maintained patients; and (5) There was consistent evidence for no impairment as measured in driving simulators off/on road driving of opioid-maintained patients. Based on the above results, it can be concluded that the majority of the reviewed studies appeared to indicate that opioids do not impair driving-related skills in opioid-dependent/tolerant patients. This evidence was consistent in four out of five research areas investigated, but inconclusive in one. As such, additional controlled studies are required. Until more data are available, however, physicians may wish to consider the approach to this problem recommended in this review.

Automobile Driving↗
PubMed2002

Driving in young adults with attention deficit hyperactivity disorder: knowledge, performance, adverse outcomes, and the role of executive functioning.

Past studies find that attention deficit hyperactivity disorder (ADHD) creates a higher risk for adverse driving outcomes. This study comprehensively evaluated driving in adults with ADHD by comparing 105 young adults with the disorder (age 17-28) to 64 community control (CC) adults on five domains of driving ability and a battery of executive function tasks. The ADHD group self-reported significantly more traffic citations, particularly for speeding, vehicular crashes, and license suspensions than the CC group, with most of these differences corroborated in the official DMV records. Cognitively, the ADHD group was less attentive and made more errors during a visual reaction task under rule-reversed conditions than the CC group. The ADHD group also obtained lower sceres on a test of driving rules and decision-making but not on a simple driving simulator. Both self- and other-ratings showed the CC group employed safer routine driving habits than the ADHD group. Relationships between the cognitive and driving measures and the adverse outcomes were limited or absent, calling into question their use in screening ADHD adults for driving risks. Several executive functions also were significantly yet modestly related to accident frequency and total traffic violations after controlling for severity of ADHD. These results are consistent with earlier studies showing significant driving problems are associated with ADHD. This study found that these driving difficulties were not a function of comorbid oppositional defiant disorder, depression, anxiety, or frequency of alcohol or illegal drug use. Findings to date argue for the development of interventions to reduce driving risks among adults with ADHD.

Accidents, Traffic↗
PubMed2004

Drug driving among injecting drug users in Sydney, Australia: prevalence, risk factors and risk perceptions.

AIMS: To examine the prevalence of drug driving, the prevalence of drug-related motor vehicle accidents, risk perceptions of drug driving and factors associated with drug driving among injecting drug users (IDU). DESIGN: Cross-sectional survey. SETTING: Sydney, Australia. PARTICIPANTS: Three hundred current IDU. FINDINGS: Ninety-five per cent had driven a vehicle, 74% in the previous 12 months ('current drivers'). Eighty-seven per cent of life-time drivers reported having drug driven, and 88% of current drivers had drug driven in the previous 12 months. There were no significant sex differences in life-time or recent drug driving. The most common drugs used before driving in the preceding year were: cannabis, heroin, amphetamines and cocaine. A third of life-time drivers reported having had a drug driving accident, with males more likely to have done so, and 9% of current drivers reported a drug driving accident in the previous year. The most common drugs that had been used before the most recent drug driving accident were heroin, cannabis and alcohol. Alcohol was perceived to be the most dangerous substance for driving performance and cannabis the least dangerous. Recent drug drivers perceived drug driving to be less dangerous than non-drug drivers. Recent drug drivers had driven more frequently over the preceding 12 months, had significantly higher levels of dependence, higher frequency of drug use, more extensive polydrug use and were more likely to have used and/or injected a drug in a car in the previous 12 months. CONCLUSIONS: Drug driving and drug-related accidents are large-scale public health problems among IDU. These behaviours pose serious risks to IDU themselves and to the broader community.

Accidents, Traffic↗
PubMed2002

[Driving capacity of diabetics against the background of legal principles].

Within the conversion of the 2nd Council Directive on Driving Licences of the Council of the European Communities (91/439/EEC) into national law, changes became necessary to the Road Traffic Act (StVG) and a new Driving Licence Ordinance (FeV) was created which has been in force since 01.01.1999 (Federal Law Gazette, 1998, Part I No. 55, 26. August 1998). Both in Annex III of the EC Directive and in Annex 4 of the Driving Licence Ordinance, statements are made with regard to the driving capability of diabetics. Besides this legal basis for evaluating capacity to drive a motor vehicle, the appraisal guidelines (Begutachtungs-Leitlinien zur Kraftfahrereignung) established in commission of the German Federal Ministry of Transport, Building and Housing are to be understood as a set of rules which are outside the framework of actual legal statute as such and which are intended to support assessors in making decisions in individual cases. When considering whether an appraisal of driving capacity has to take place, in particular a difference is made between the different classes of vehicle. For motor cycles and passenger cars (Classes A and B), it will also be the case in future that a medical examination will only be ordered if there is a specific reason. Apart from this, only a sight test is necessary, as has been the practice up to now. In the case of lorries and buses (Classes C and D) and the licence for transportation of passengers (on a commercial basis) there will be an initial appraisal, as has also been the case up to now, and there will also be repeat appraisals. This is new for Class C, where up to the present there has only been an initial appraisal. The basic principle which applies is that the driving licence authority has the duty to instigate appraisal of the driving capacity of an applicant for a driving licence or of the holder of a driving licence if there is justified doubt about the driving capacity of the person concerned.

Automobile Driver Examination↗
PubMed2001

Neuropsychological aspects of driving characteristics.

Brain injury often causes impairments of cognitive functions, which may affect driving performance. The question of whether the brain-injured patient can resume car driving or not generally comes up during rehabilitation. The medical clinical examination, covering neurological status, screening of cognitive functions, and affective state, is insufficient in assessing relevant functions required for driving performance. A neuropsychological assessment and a driving test are additional parts of the driving assessment besides the medical examination. In this paper, neuropsychological test results and driving test results from four patients with brain injury are presented. The paper demonstrates the complementary value of neuropsychological assessment and a driving test: the relevance of cognitive factors for interpretation of driving problems, but also the relevance of a driving test to show compensatory capacity in some drivers with brain injury. Thus, collaboration between medical, neuropsychological and driving expertise can promote and deepen the total assessment of driving performance after brain injury.

Aged↗
PubMed2006

Self-awareness of impairment and the decision to drive after an extended period of wakefulness.

Fatigue is an increasingly noted factor in road accidents. The ability to predict and be aware of impairment in terms of driving capability is important for potential legal liability and road safety. However, to date, there have been few studies that have investigated the accuracy of individuals in predicting how safely they could drive during conditions of sleep loss. Research has demonstrated that individuals rate themselves as better than the population average in a number of domains, including driving-related skills. Therefore, this study also aimed to investigate self-ratings of predicted driving ability during extended wakefulness and compare them to ratings made of a hypothetical other person under the same conditions. Thirty-two participants remained awake for a period of 40 h. Every 2 h, they completed the Psychomotor Vigilance Task (PVT) and rated on a seven-point scale how well they thought they could drive safely, react quickly in an emergency, and stay in their own lane. They were also asked to assess how they thought someone else in their own position could drive. The participants rated their driving ability as becoming significantly poorer at the same time that their PVT performance became significantly slower. Self-ratings indicating a qualitative assessment of poorer than neutral driving occurred at 03:00 h for both the "drive safely" and "react quickly" questions, after 19 h of continuous wakefulness (starting at 08:00 h). This occurred at 05:00 h for the "keep in my lane" question. Previous studies with a similar protocol demonstrated that under these conditions, individuals exhibit a performance decrements equivalent to someone with a blood alcohol concentration of 0.05% (the legal driving limit in Australia). Participants consistently rated the ability of others to drive as poorer than their own. The main implication from this study for road safety and legal liability is that it is reasonable to focus on a person's perception of the situation, as it does align with objective reality to a certain extent. A concern in terms of road safety is potential overconfidence, indicated by rating others consistently poorer than themselves.

Adolescent↗
PubMed2005

Driving cessation in patients attending a memory clinic.

BACKGROUND: Driving is an increasingly important form of transport for older people. Dementia is common in later life and will eventually lead to driving cessation, which reduces the public health risk of impaired driving but also impairs access to services. The factors associated with driving cessation in dementia are uncertain. OBJECTIVE: To examine the demographic, psychometric and personal factors associated with driving cessation in patients attending a memory clinic in a European setting. DESIGN, SUBJECTS AND SETTING: A retrospective study of 430 consecutive patients referred over a 21 month period to the memory clinic at a university teaching hospital. METHODS: The data collected included a questionnaire administered to their carers regarding demographic and personal factors as well as driving practices. All subjects had standardised neuropsychological and functional assessments. Dementia diagnosis was recorded using DSM IV criteria. RESULTS: Driving cessation in this population was associated with poorer cognitive and functional status, older age, and living in the city. Of those studied, 22% continued to drive: 63% of these were driving daily, 71% were driving unaccompanied and 31% reported an accident. There was no difference in the neuropsychological testing between those who reported an accident and those who did not report an accident. CONCLUSIONS: Driving cessation was affected not only by psychometric performance but also by demographic and personal factors.

Aged↗
PubMedDate not supplied

Driving cessation in older men with dementia.

The process of driving cessation was studied in a group of older men with dementia. During the initial phase of the project, 53 drivers with dementia provided information about their driving history, driving habits, and expectations about driving cessation. A collateral for each patient completed a similar questionnaire providing corroborating information about the patient's driving. Collaterals were contacted 25-39 months later to gather information about patients' current driving habits. Twenty patients (46.5%) continued to drive almost 5 days per week. Twenty-three subjects (53.5%) were no longer driving at follow-up. The decision to stop driving was frequently abrupt and often made in response to a physician recommendation. Using logistic regression analyses, lower Mini-Mental State Examination scores (p = 0.02) and increased age (p = 0.02) at baseline were shown to be significant predictors of driving cessation. Findings indicate that an unexpected number of men with dementia continue to drive for several years after disease onset.

Aged↗
PubMed2005

Measures of visual function and time to driving cessation in older adults.

PURPOSE: Older adults may place restrictions on their driving once their visual function has become compromised, presumably in an effort to ensure their safety. It is important to identify the types of visual function loss that lead to driving cessation to better understand the relationship between vision and driving. METHODS: Data were used from the Salisbury Eye Evaluation project, a cohort study of 2520 older adults followed for 8 years with four rounds of data collection. Multiple measures of visual function were objectively assessed and driving information was collected through self-report from subjects or proxies. Cox regression was used to examine whether those with worse baseline and 2-year change scores in acuity, contrast sensitivity, visual fields, and glare sensitivity were more likely to stop driving after baseline after adjusting for demographic and health variables. RESULTS: Those with worse baseline scores in acuity, contrast sensitivity, central or lower peripheral visual fields were more likely to stop driving (trend p values < 0.05). Also, those who experienced 2-year losses in acuity, contrast sensitivity, or lower peripheral visual fields were more likely to stop driving (trend p values < 0.05). With the vision variables entered into the same model, baseline acuity and 2-year acuity loss were no longer statistically significant. Those with worse baseline scores in contrast sensitivity, central and lower peripheral visual fields were more likely to stop driving (trend p values < 0.05), and those who had 2-year losses in contrast sensitivity and lower peripheral visual fields were more likely to stop driving (trend p values < 0.05). Interactions with gender, other drivers in the house, or cognitive impairment were not detected. CONCLUSIONS: We present prospective data that indicate that older adults with worse scores in multiple measures of vision are more likely to stop driving and that contrast sensitivity and visual fields are most associated with driving cessation.

Accidents, Traffic↗
PubMed1998

Do older drivers with visual and cognitive impairments drive less?

OBJECTIVE: To determine whether older drivers with poorer cognitive and/or visual function drive fewer miles or avoid driving in situations that pose higher crash risks, such as at nighttime, in rush hour traffic, or when weather conditions are bad. DESIGN: A cross-sectional data analysis conducted as part of a larger prospective study. SUBJECTS: A total of 3238 drivers aged 65 and older applying for renewal of their driver's license at one of eight participating North Carolina driver's license offices. MEASUREMENTS: Subjects were administered a battery of brief tests of cognitive and visual function, which included the Trail Making Test Parts A and B, the Short Blessed Orientation-Memory-Concentration test, and measures of high and low contrast visual acuity, contrast sensitivity, and peripheral vision. Participants were also asked to complete a brief driving survey containing questions about the number of miles they drove and whether they avoided driving under certain conditions, such as after dark or on busy, multi-lane roadways. Driver age and gender were covariates in the analyses. RESULTS: Results of multivariate logistic regression models show a clear pattern of reduced driving exposure--lower annual miles and greater avoidance of high-risk driving situations--associated with lower levels of cognitive and visual function. In general, the prevalence odds of reduced driving exposure were higher for the cognitive function variables than for the visual function variables, and higher for males than for females. Men who scored in the lowest quartile of performance on one of the cognitive tests were six to seven times more likely to report driving fewer than 3000 miles a year than were men scoring in the highest quartile, and women with low scores were one-and-one-half to two times more likely to report driving less than 3000 miles than women with higher scores. CONCLUSIONS: While the findings of this study are reassuring, they do not guarantee that all drivers with cognitive and visual impairments are limiting their driving exposure appropriately, and geriatricians and other health professionals should be encouraged to evaluate their patients' cognitive and visual fitness for driving and provide counsel where indicated.

Aged↗
PubMed1997

Impact of cataract surgery on car driving: a population based study in Sweden.

AIMS: To investigate the outcome of cataract surgery on the patients' self estimation of visual function while driving. Furthermore, the benefit of surgery to the car driving population was determined. METHODS: A total of 208 consecutive patients (211 cases) with driving licences, who underwent cataract surgery with intraocular lenses, were studied prospectively using self administered questionnaires. Their self estimated degree of visual functional problems while driving were analysed before and after surgery. RESULTS: Visual problems while driving declined from 82% preoperatively to 5% after surgery. Remaining visual problems with the operated eye were present in only seven patients. Problems in estimating distance while driving decreased from 37% before surgery to 6% after surgery. Twenty three per cent of the patients drove with a visual acuity below the requirements for driving in Sweden before surgery and only 4% after surgery. There was no correlation between the degree of visual problems while driving and visual acuity before surgery. CONCLUSION: The car driving population greatly benefited from cataract surgery in terms of subjectively improved visual function and distance estimation while driving. Functional visual problems while driving should be considered as an indication for cataract surgery. These findings also indicated that the second eye should be operated on, if necessary, to achieve optimal ability to estimate distance and give best possible road safety.

Adult↗