Understanding Characteristics and Experiences of Drivers Using Vehicle Modifications.

Little is known about characteristics and driving patterns of drivers with physical disabilities who use vehicle modifications (VMs). We gathered information about, and from, drivers with disabilities who use VMs to better understand their needs and to inform current occupational therapy driver rehabilitation practice. A prospective descriptive cross-sectional analysis of 97 drivers with physical disabilities who used VMs identified that most participants were dependent on wheelchairs for personal mobility and that access to key destinations without independent driver mobility was difficult or impossible. Personal independence facilitated by VM use enhanced community participation, including access to health care and employment. Slightly more than half the surveyed drivers (51%) obtained occupational therapy services for driver assessment and VM evaluation. Participants reported VM safety and maintenance issues, including difficulties obtaining appropriate VMs. Study results highlight the potential value of occupational therapy driver assessments and the need for postimplementation review of VMs.

Vehicle Modification Prescription: Australian Occupational Therapy Consensus-Based Guidelines.

Vehicle modifications are often essential to ensure that drivers with disabilities can drive independently and safely. Occupational therapy driver assessors and driver rehabilitation specialists routinely prescribe vehicle modifications on the basis of individualized evaluations and support by rehabilitation interventions. After a literature review and consultation with stakeholders, we identified a resource gap in information to support an evidence-based process for vehicle modification prescription. Using an action research approach, we established content validity for draft guideline items and developed consensus-based draft guidelines for vehicle modification prescription that are ready for trialing by occupational therapy driver assessors. We also propose a practice model for vehicle modification prescription that is applicable to international contexts.

Predictors of on-road driver performance following traumatic brain injury.

OBJECTIVE: To examine assessment outcomes and factors associated with passing an occupational therapy (OT) on-road driver assessment after traumatic brain injury (TBI). DESIGN: Retrospective analysis of outcomes of on-road driver assessment completed by persons with TBI over an 8-year period. SETTING: Inpatient and outpatient rehabilitation hospital. PARTICIPANTS: A consecutive sample of individuals (N=207) with mild to severe TBI who completed an on-road driver assessment and were assessed at least 3 months postinjury. INTERVENTION: Not applicable. MAIN OUTCOME MEASURE: Outcome of on-road driver assessment. RESULTS: Of the drivers with TBI, 66% (n=137) passed the initial on-road driver assessment (pass group), whereas 34% (n=70) required on-road driver rehabilitation and/or ≥1 on-road assessment (rehabilitation group). After driver rehabilitation, only 3 participants of the group did not resume driving. Participants who were men, had shorter posttraumatic amnesia (PTA) duration, had no physical and/or visual impairment, and had faster reaction times were significantly more likely to be in the pass group. In combination, these variables correctly classified 87.6% of the pass group and 71.2% of the rehabilitation group. CONCLUSIONS: PTA duration proved to be a better predictor of driver assessment outcome than Glasgow Coma Scale score. In combination with the presence of physical/visual impairment and slowed reaction times, PTA could assist clinicians to determine referral criteria for OT driver assessment. On-road driver rehabilitation followed by on-road reassessment were associated with a high probability of return to driving after TBI.

Evaluation of the internal construct validity of the Personal Care Participation Assessment and Resource Tool (PC-PART) using Rasch analysis.

BACKGROUND: The Personal Care Participation Assessment and Resource Tool (PC-PART) is a 43-item, clinician-administered assessment, designed to identify patients' unmet needs (participation restrictions) in activities of daily living (ADL) required for community life. This information is important for identifying problems that need addressing to enable, for example, discharge from inpatient settings to community living. The objective of this study was to evaluate internal construct validity of the PC-PART using Rasch methods. METHODS: Fit to the Rasch model was evaluated for 41 PC-PART items, assessing threshold ordering, overall model fit, individual item fit, person fit, internal consistency, Differential Item Functioning (DIF), targeting of items and dimensionality. Data used in this research were taken from admission data from a randomised controlled trial conducted at two publically funded inpatient rehabilitation units in Melbourne, Australia, with 996 participants (63% women; mean age 74 years) and with various impairment types. RESULTS: PC-PART items assessed as one scale, and original PC-PART domains evaluated as separate scales, demonstrated poor fit to the Rasch model. Adequate fit to the Rasch model was achieved in two newly formed PC-PART scales: Self-Care (16 items) and Domestic Life (14 items). Both scales were unidimensional, had acceptable internal consistency (PSI =0.85, 0.76, respectively) and well-targeted items. CONCLUSIONS: Rasch analysis did not support conventional summation of all PC-PART item scores to create a total score. However, internal construct validity of the newly formed PC-PART scales, Self-Care and Domestic Life, was supported. Their Rasch-derived scores provided interval-level measurement enabling summation of scores to form a total score on each scale. These scales may assist clinicians, managers and researchers in rehabilitation settings to assess and measure changes in ADL participation restrictions relevant to community living. TRIAL REGISTRATION: Data used in this research were gathered during a registered randomised controlled trial: Australian and New Zealand Clinical Trials Registry ACTRN12609000973213. Ethics committee approval was gained for secondary analysis of data for this study.

The Association between Psychological Resilience and Driving Behavior among Older Drivers in Australia.

This study compared a sample of Australian drivers aged 77 years and older to participants from an older driver longitudinal cohort study (Ozcandrive) and examined the relationship between resilience and self-reported driving measures within these samples. Using a survey with a subset of questions from Ozcandrive, data were collected from 237 older drivers throughout Australia. The two samples were analyzed for differences in demographics, health, resilience, and self-reported driving behavior. A series of multiple regression models were fit for each driving outcome measure for both samples. The two samples had both similarities and differences, with the largest difference observed for resilience. Strong and consistent associations were found between resilience and driving comfort, abilities, and frequency for the Australian sample. Across samples, resilience remained a significant variable in seven of 10 regression models, more than any other independent variable.

Design of occupational therapy on-road test routes and related validity issues.

BACKGROUND/AIM: Specialist Occupational Therapy Driver Assessors and driver licensing authorities require on-road assessment procedures that are both valid and reliable. Assessment validity may be influenced by both test route characteristics and driver characteristics. To address these issues, this study aimed to evaluate the characteristics of test routes used by Occupational Therapy Driver Assessors (including associated driving manoeuvres and traffic conditions) and to explore Occupational Therapy Driver Assessor views relating to on-road assessment procedures. METHODS: In-depth interviews of 22 Occupational Therapy Driver Assessors were conducted; seven of the routes examined were in rural or regional locations. Supplementary information was obtained by observation of routes and review of Occupational Therapy Driver Assessors' route documentation. RESULTS: All Occupational Therapy Driver Assessors reported using a standard test route for clients seeking an open (i.e. not geographically restricted) licence. Compliance with professional guidelines reassessment procedures was very high for test items designated as compulsory, but more variable for those designated only as desirable. Differences between rural/regional vs. urban routes were noted, with those in rural/regional areas being less cognitively demanding. CONCLUSIONS: This study highlighted variation in route complexity between urban and rural locations. Whereas compliance with current professional guidelines for compulsory route items was very high, more detailed specification of standard route requirements is needed to improve the construct and content validity of assessments.

Examining the contribution of psychological resilience on self-reported and naturalistic driving behavior of older adults.

INTRODUCTION: This study examined the contribution of psychological resilience on self-reported driving comfort, abilities, and restrictions, and on naturalistic driving (ND) behavior of older adults at two time points, five years apart (N = 111; Male: 65.8%, Mean age = 86.1 years). METHOD: Participants from the Ozcandrive older driver cohort study completed a demographic questionnaire, functional assessments, psychosocial driving questionnaires, and a resilience scale. Participants' vehicles were equipped with a recording device to monitor driving behavior throughout the study. Over 1.7 million kilometers of ND data were analyzed. RESULTS: There was a significant increase in resilience over time, and both self-reported and ND measures revealed reduced driving across five years. Hierarchical regression analyses using age, sex, driving exposure, functional measures, and resilience showed that adding resilience into the models at the final step resulted in statistically significant increases in the amount of variance explained for driving comfort during the day and night, perceived driving abilities, number of trips, trip distance, and proportion of night trips. CONCLUSIONS: This research leveraged the longitudinal nature of the Ozcandrive study to provide the first insights into the role of resilience and ND. The observed patterns of reduced driving, captured by both subjective and objective measures, are suggestive of increased levels of self-regulation. As resilience is associated with adaptive coping skills, older adults with higher resilience may be able to more effectively engage in appropriate coping behaviors with regard to driving behavior, safety, and mobility. PRACTICAL APPLICATIONS: Effective methods of increasing resilience in the context of driving is worthy of future research as it will provide valuable information about how older drivers navigate the process of aging as it relates to driving and may assist stakeholders in developing suitable measures to support older driver safety.

Australian occupational therapy driver assessors' opinions on improving on-road driver assessment procedures.

OBJECTIVE: We collected practitioner opinions to improve the validity and reliability of the on-road driver assessment procedures used in Australia. METHOD: We used focus groups to document the views of experienced occupational therapy driver assessors using a purposive sampling method. RESULTS: Eight focus groups were conducted with 55 clinicians practicing in urban and rural regions. There was strong support for greater standardization of procedures for all tests. For drivers seeking unrestricted (open) licenses, use of standard routes with predetermined assessment points was important where practicable. Where use of a nonstandard route for this purpose was unavoidable, it was important to specify a minimum set of requirements related to route characteristics and assessment items. CONCLUSION: Australian occupational therapy driver assessors support greater standardization of test routes and procedures to improve reliability and validity. However, the extent to which standardization can be achieved is limited by variable road traffic environments where assessments are conducted.

Interventions for resuming driving after traumatic brain injury.

PURPOSE: To describe the goals, processes, resources and outcomes of on-road training lessons provided to drivers with traumatic brain injury (TBI) who failed an initial occupational therapy (OT) driver assessment. METHOD: Descriptive cohort study using file audit design of 340 drivers with mild to severe TBI. Measures included; number and goals of on-road training lessons and reassessments, time from injury to independent driving, license restrictions, years licensed, physical/visual impairments and injury severity. RESULTS: Initial OT driver assessment was passed by 72% (n = 246) cases. Of the 28% (n = 94) who failed, 93% (n = 87) resumed driving following on-road training; 42 (45%) with an open licence, 45 (48%) with restricted licence and seven (7%) failed to meet licencing standards. Individuals required, on average, 7.0 driving lessons (14 driving instructor hours), and 2.5 on-road reassessments, (9.8 OT and 3.8 driving instructor hours). Lesson goals were recommended to develop compensatory strategies for cognitive impairments (64%), improve previously learned driving skills (57%), improve confidence (53%), and address physical (26%) or visual impairment (16%). CONCLUSIONS: Investment in on-road training lessons addressing individual goals, followed by reassessment and use of restricted licenses, can achieve successful return to driving following TBI. Implications for Rehabilitation Driver rehabilitation specialists should offer on-road driver training to individuals with moderate to severe TBI who fail an initial driver assessment. Goal directed driving lessons can train individuals with moderate to severe TBI to compensate for cognitive, physical, visual, and psychological barriers to driving, enabling them to pass a reassessment and return to driving. Restricted licences may enable some drivers with TBI to meet their driving needs and achieve safe return to driving.

Measurement of activity limitations and participation restrictions: examination of ICF-linked content and scale properties of the FIM and PC-PART instruments.

PURPOSE: To explore the operationalization of activity and participation-related measurement constructs through comparison of item phrasing, item response categories and scoring (scale properties) for two separate instruments targeting activities of daily living. METHOD: Personal Care Participation Assessment and Resource Tool (PC-PART) item content was linked to ICF categories using established linking rules. Previously reported ICF-linked FIM content categories and ICF-linked PC-PART content categories were compared to identify common ICF categories between the instruments. Scale properties of both instruments were compared using a patient scenario to explore the instruments' separate measurement constructs. RESULTS: The PC-PART and FIM shared 15 of the 53 level two ICF-linked categories identified across both instruments. Examination of the instruments' scale properties for items with overlapping ICF content, and exploration through a patient scenario, provided supportive evidence that the instruments measure different constructs. CONCLUSIONS: While the PC-PART and FIM share common ICF-linked content, they measure separate constructs. Measurement construct was influenced by the instruments' scale properties. The FIM was observed to measure activity limitations and the PC-PART measured participation restrictions. Scrutiny of instruments' scale properties in addition to item content is critical in the operationalization of activity and participation-related measurement constructs. Implications for Rehabilitation When selecting outcome measures for use in rehabilitation it is necessary to examine both the content of the instruments' items and item phrasing, response categories and scoring, to clarify the construct being measured. Measurement of activity limitations as well as participation restrictions in activities of daily living required for community life provides a more comprehensive measurement of rehabilitation outcomes than measurement of either construct alone. To measure the effects of interventions used in rehabilitation, it is necessary to select measures with relevant content and scale properties that enable evaluation of change in the constructs that are expected to change, as a result of the rehabilitation intervention.

On the road again after traumatic brain injury: driver safety and behaviour following on-road assessment and rehabilitation.

PURPOSE: To examine pre- and post-injury self-reported driver behaviour and safety in individuals with traumatic brain injury (TBI) who returned to driving after occupational therapy driver assessment and on-road rehabilitation. METHOD: A self-report questionnaire, administered at an average of 4.5 years after completing an on-road driver assessment, documenting pre- and post-injury crash rates, near-crashes, frequency of driving, distances driven, driving conditions avoided and navigation skills, was completed by 106 participants, who had either passed the initial driver assessment (pass group n = 74), or required driver rehabilitation, prior to subsequent assessments (rehabilitation group n = 32). RESULTS: No significant difference was found between pre- and post-injury crash rates. Compared to pre-injury, 36.8% of drivers reported limiting driving time, 40.6% drove more slowly, 41.5% reported greater difficulty with navigating and 20.0% reported more near-crashes. The rehabilitation group (with greater injury severity) was significantly more likely to drive less frequently, shorter distances, avoid: driving with passengers, busy traffic, night and freeway driving than the pass group. CONCLUSIONS: Many drivers with moderate/severe TBI who completed a driver assessment and rehabilitation program at least 3 months post-injury, reported modifying their driving behaviour, and did not report more crashes compared to pre-injury. On-road driver training and training in navigation may be important interventions in driver rehabilitation programs. IMPLICATIONS FOR REHABILITATION: Driver assessment and on-road retraining are important aspects of rehabilitation following traumatic brain injury. Many drivers with moderate/severe TBI, reported modifying their driving behaviour to compensate for ongoing impairment and continued to drive safely in the longer term. Navigational difficulties were commonly experienced following TBI, suggesting that training in navigation may be an important aspect of driver rehabilitation.

Driving Task: How Older Drivers' On-Road Driving Performance Relates to Abilities, Perceptions, and Restrictions.

This study examined a cohort of 227 older drivers and investigated the relationship between performance on the electronic Driver Observation Schedule (eDOS) driving task and: (1) driver characteristics; (2) functional abilities; (3) perceptions of driving comfort and abilities; and (4) self-reported driving restrictions. Participants (male: 70%; age: M = 81.53 years, SD = 3.37 years) completed a series of functional ability measures and scales on perceived driving comfort, abilities, and driving restrictions from the Year 2 Candrive/Ozcandrive assessment protocol, along with an eDOS driving task. Observations of participants' driving behaviours during the driving task were recorded for intersection negotiation, lane-changing, merging, low-speed maneuvers, and maneuver-free driving. eDOS driving task scores were high (M = 94.74; SD = 5.70) and significantly related to participants' perceived driving abilities, reported frequency of driving in challenging situations, and number of driving restrictions. Future analyses will explore potential changes in driving task scores over time.

Assessment of older drivers: relationships among on-road errors, medical conditions and test outcome.

PROBLEM: It is essential that driver licensing authorities have a valid and reliable system for evaluating older drivers' continuing competency; road tests are usually required as part of such a system. This study sought to find information about the nature of driving errors made during license review tests, and about relationships between error type and test outcome for older drivers. METHOD: Data from licensing authority files from 533 road tests during a 12-month period were analyzed; medical and other referral information was included. Average driver age was 76 years. Performance scores were generated for intersection negotiation, lane changing, low speed manoeuvres, positioning and speed control, safety margin, and car control. RESULTS: Logistic regression analysis showed that test outcome was well predicted by a subset of driving performance scores; adding driver age to the model explained very little variance. Age alone was strongly associated with outcome. Relationships between referral information and test outcome are also reported. IMPACT: Results highlight several factors relevant to the development of more valid and reliable road tests for older drivers.

Intelligent transport systems and occupational therapy practice.

This paper explores some of the most widely available in-vehicle information technology systems (intelligent transport systems, or ITSs) and discusses their implications for occupational therapy practice. Therapists often evaluate the impact of functional impairment on driving ability and, with an ageing population, the need for such assessments is increasing. Concurrently, ITSs are becoming increasingly common and it is important that their potential effects on both driving task demand and crash risk are considered by therapists when assessing drivers. Interactions between drivers and ITSs are analysed in an information processing framework, highlighting the importance of drivers' cognitive functioning. It is evident that the ability to use an ITS while driving is influenced by a driver's sensory, perceptual, cognitive and motor capacities and skills, all of which are likely to vary with age, disability and/or driving experience. The compatibility of ITS interface design with drivers' capacities and needs is crucial in determining how effectively, and safely, a particular system will be used. Therapists need to analyse interface demands in relation to the ability of individual drivers to cope with or benefit from an ITS, and to consider the potential for calibrating particular products to the specific requirements of individual drivers. It is concluded that many ITSs are at an early stage of development and should not be recommended without critical evaluation of their utility, usability and safety for the intended users. Therapists face the challenge of understanding the parameters and implications of ITSs so that they can assist their clients to optimize their occupational performance despite functional limitations, while also protecting the safety of other road users. Standards related to interface design are still undergoing development, and there is an urgent need for further research to evaluate the impact of vehicle technologies on human behaviour and road safety.

Measurement properties of the Personal Care Participation Assessment and Resource Tool: a systematic review.

PURPOSE: To systematically review research investigating measurement properties of the Personal Care Participation Assessment and Resource Tool (PC-PART), formerly the Handicap Assessment and Resource Tool (HART). DATA SOURCES: Seven databases were searched using (i) HART or PC-PART terms and (ii) known authors. Reference list searches, citation searches and author contact were secondary search methods. STUDY SELECTION: Searches retrieved 492 articles. Those investigating at least one HART or PC-PART measurement property were selected. Three articles met review criteria. Secondary searching produced four additional studies. DATA EXTRACTION: Two reviewers independently critiqued each article, using published quality criteria for (i) study methods and (ii) each measurement property. RESULTS: There was positive evidence supporting content validity of the PC-PART in adult in-patient and community based, sub/acute health settings. Clinical utility was largely supported. There was inconclusive evidence for inter-rater reliability, construct validity and responsiveness. CONCLUSIONS: The PC-PART shows promise as a clinically relevant and useful assessment to aid decision making about admission or discharge from health care settings. Further research is needed to establish the PC-PART's place in clinical practice across a range of patient groups and settings using sound methods to investigate structural validity, reliability, criterion validity, construct validity, clinical utility and responsiveness.

The Relationship between Older Drivers' Performance on the Driving Observation Schedule (eDOS) and Cognitive Performance.

RESEARCH QUESTION/OBJECTIVE: The Driving Observation Schedule (eDOS) was developed for use in the Candrive/Ozcandrive five-year prospective study of older drivers to observe the driving behavior of older drivers and monitor changes in driving behaviors over time. The aim of this study is to describe participants' driving performance during the eDOS driving task and investigate the association between driving performance and cognitive measures. METHODS: A subset of Ozcandrive participants (n = 144, 104 male [72%], 40 female [28%], Mean age = 81.49 years, SD = 3.58 years, Range: 76 - 96 years) completed the eDOS driving task. Participants drove to their selected destinations (up to 4 locations), with observations of driving behaviors (both inappropriate and appropriate) recorded for specific driving maneuvers: intersection negotiation, lane-changing, merging, low speed maneuvers and maneuver-free driving. Driving behaviors (e.g. signalling, speed regulation, gap acceptance, lane position, 'critical errors') were scored by a trained observer and participants received an overall eDOS driving task score (Maximum = 100 points). Participants also completed a series of cognitive assessments as part of the Year 2 Candrive/Ozcandrive assessment protocols. RESULTS: The overall eDOS driving task score was very high (M = 95.77; SD = 5.15; Range = 65.63 - 100). Detailed analyses of participants' driving behavior revealed a high level of appropriate driving behavior (96%, n = 5,935 maneuvers), with few errors (4%, n = 252 maneuvers). While most participants' performance on the cognitive assessments was high, some scores were below the criteria for cogntive impairment (BIC) according to conventional benchmarks: (MoCA: M = 26.56, SD = 2.12, Range = 19 - 30, % BIC = 28%; MMSE: M = 29.10, SD = 1.01, Range = 26-30, %BIC = 0%; Trails B: M = 111.66, SD = 43.53, Range = 50 - 301, %BIC = 6%). There was no significant relationship observed between participants' overall eDOS driving task scores and age (r (144) = -0.17, p > 0.05), and performance on various cognitive assessments including: MoCA (r (144) = 0.07, p > 0.1), MMSE (r (144) = 0.03, p > 0.5), Trail Making Test B (r (144) = 0.09, p > 0.1). IMPLICATIONS: Preliminary analyses of the eDOS driving task revealed a high level of appropriate driving behavior among Ozcandrive older drivers. Despite some participants' cognitive performance suggesting impairment, participants' overall eDOS driving task scores were not significantly related to cognitive performance. This finding is consistent with previous research suggesting some older drivers are able to compensate well for age-related cognitive impairment.

Findings from the Candrive/Ozcandrive study: Low mileage older drivers, crash risk and reduced fitness to drive.

Previous research has found that only older drivers with low annual driving mileages had a heightened crash risk relative to other age groups. These drivers tend to drive mainly in urban areas, where the prevalence of complex traffic situations increases crash risk. However it might also be that some drivers may have reduced their driving due to perceived or actual declines in driving fitness. This paper uses Canadian and Australian data from the Candrive/Ozcandrive older driver study to investigate the association between annual driving distances and a set of driving-related factors, including fitness to drive. All drivers in the Candrive/Ozcandrive older driver cohort study were allocated to one of three groups according to their self-reported annual driving distances: <5001km; >5000 and <15,000km; and 15,000km or greater. Relationships between these driving-distance categories and: (a) self-reported crash data; (b) various Year 1 'fitness to drive' performance measures; and (c) self-perceptions of driving ability and of comfort while driving, were determined. Results confirmed the previously reported association between low mileage and heightened crash risk. Further, low mileage drivers performed relatively poorly on a wide range of performance measures, perceived their own driving ability as lower, and reported lower comfort levels when driving in challenging situations, compared to the higher mileage drivers. In most instances, these differences were statistically significant. The paper provides further evidence that the so-called 'older driver problem' is most pertinent to low mileage drivers, and that this is due in part to low mileage drivers tending to have reduced fitness to drive. This higher risk group represented a fairly small proportion of the sample in this study.

Individualized assessment of driving fitness for older individuals with health, disability, and age-related concerns.

OBJECTIVE: Driver licensing agencies are faced with an increasing population of drivers who are seeking to maintain driving privileges whilst coping with functional changes associated with health, disability, or aging-related issues. Some of these changes impact upon the motor, sensory, and cognitive capacities essential for safe motor vehicle operation. The driver assessment process, as provided by occupational therapists and other professionals trained in the techniques of driver rehabilitation, can provide objective data to identify driver strengths and limitations and options available to increase mobility independence via consideration of adaptive mobility equipment, vehicle choice, driver training, or alternative transportation if necessary. This article provides an overview of the driver rehabilitation specialist's assessment and training process, with an analysis of the key issues related to this form of assessment and the need for further research. RESULTS/DISCUSSION: The basic driver rehabilitation process is outlined including examples of common deficits, assessment considerations, and intervention approaches. The clinical and on-road assessment procedures are described, with illustrations of the reasoning process that leads to a determination of the person's overall driving competence and rehabilitation recommendations. A review of the literature is provided that examines the currently available documentation that supports this assessment and rehabilitation process. CONCLUSION: The article concludes with a review of current literature that examines the claim that detailed clinical and on-road assessment, as provided by driver rehabilitation specialists, is currently the best method for assisting drivers with complex health, disability, or aging-related issues to resume or retain driving privileges.