Driving and emergency braking may be impaired after tibiotalar joint arthrodesis: conclusions after a case series.

PURPOSE: To assess whether reaction time (RT) and movement time (MT), as the two components of the total brake response time (TBRT) and brake force (BF) are different in patients with a foot joint arthrodesis in comparison to controls. METHODS: The study was a comparative case series in a driving simulator under realistic driving conditions. Mobile patients without a walker, ≥6 months after surgery who were driving a car and had no neurological co-morbidity, knee or hip joint prosthesis were included in the study. The selection criteria resulted in 12 patients with right tibiotalar joint arthrodesis (TTJA) and 12 patients with another right foot joint arthrodesis (OFJA), who were compared to 17 individuals without any ankle-joint pathology. For TBRT, an empirical safe driving threshold of 700 ms was used. The outcome measures were RT, MT, TBRT, BF and McGuire score. RESULTS: MT (p = 0.034) and TBRT (p = 0.026) were longer in TTJA patients in comparison with the controls. Also, more patients with TTJA than patients with OFJA and controls exceeded the safe driving threshold (p = 0.028). The outcomes in OFJA patients and in controls were comparable. The McGuire score was similar between the TTJA and OFJA patients (p = 0.26). CONCLUSIONS: Significantly slower MT and TBRT, and significantly more patients exceeding the safe driving threshold, were observed after a tibiotalar-joint arthrodesis in comparison to the controls. Patients with OFJAs were not significantly different from the controls. Driving and emergency braking may be impaired after tibiotalar-joint arthrodesis.

Influence of left- and right-side total hip arthroplasty on the ability to perform an emergency stop while driving a car.

OBJECTIVE: To show the possible effect of left- and right-side total hip arthroplasty (THA) on the ability to perform an emergency stop when driving a car. DESIGN: Inception cohort. SETTING: A driving simulator using an actual car cabin, specifically developed for the experiment, was used for testing driving ability. PARTICIPANTS: Patients (N=40; 20 left-side THA/20 right-side THA) were tested preoperatively and in increments of 8 days and 6, 12, and 52 weeks after surgery. INTERVENTIONS: Left- and right-side THA. MAIN OUTCOME MEASURES: Reaction time, movement time, total brake response time (TBRT), and maximum brake force. RESULTS: Eight days postoperatively, measurements on driving performance indicated a slight worsening for all outcome parameters in patients after left-side THA and considerably more worsening in patients after right-side THA. For both patient groups, significant improvements in outcome measures were noted during the 1-year follow-up. Brake force declined significantly in patients with left-side THA (P=.012) and in patients after right-side THA (P<.001). A total of 35% of the patients with right-side THA and 15% with left-side THA could not meet the 600 ms TBRT threshold 6 weeks postoperatively. CONCLUSIONS: Most patients who underwent right-side THA reached their preoperative baseline 6 weeks after surgery. Most of the patients with left-side THA showed no TBRT limitations 8 days postoperatively. Because of the patients' highly individual rehabilitation course and considering the possible consequences of the premature resumption of driving a motor vehicle, individual examination and recommendation are necessary.

Osteoarthritis of the knee or hip significantly impairs driving ability (cross-sectional survey).

BACKGROUND: Advising patients about when they can drive after surgery is common practice after arthroplasty of the knee or hip. In the literature, the preoperative braking performance values of the patients are frequently taken as the "safe" landmark. We hypothesised that osteoarthritis (OA), the most frequent reason for arthroplasty, already compromises the ability to perform an emergency stop. We expected that both Reaction Time (RT) and Movement Time (MT) as components of the Total Brake Response Time (TBRT), would be prolonged in patients with OA of the knee or hip in comparison with healthy subjects. We also expected maximum pressure levels on the brake pedal to be reduced in such cases. METHODS: A real car cabin was equipped with pressure sensors on the accelerator and brake pedals to measure RT, MT, TBRT and maximum Brake Force (BF) under realistic spatial constraints. Patients with OA of the knee (right n = 18, left n = 15) or hip (right n = 20, left n = 19) were compared with a healthy control group (n = 21). RESULTS: All measured values for TBRT in the control group remained below 600 ms. OA of the right hip or knee significantly prolonged the braking performance (right hip: TBRT p = 0.025, right knee: TBRT p < 0.001), whereas OA of the left hip did not impair driving ability (TBRT p = 0.228). Intriguingly, OA of the left knee prolonged RT and MT to the same degree as OA on the contralateral side (RT p = 0.001, MT p < 0.001). CONCLUSIONS: This study demonstrates that depending on the localisation of OA, driving capability can be impaired; OA can significantly increase the total braking distance. To ensure safe traffic participation the safety margin for TBRT should be strictly set, under our experimental conditions, at around 600 ms. Moreover, therapeutic approaches to OA, such as physiotherapy, and patients receiving surgery of the left knee should take into account that left knee OA can also impair driving ability. CLINICAL TRIAL REGISTRATION NUMBER: Project number of the ethics committee of the University of Tübingen: 268/2009BO2; 267/2009BO2.

Daylight photodynamic therapy for severe facial and scalp actinic keratosis: a prospective non-sponsored single-centre study employing the actinic keratosis area and severity index (AKASI).

Daylight photodynamic therapy (DL-PDT) is an effective and convenient treatment for multiple actinic keratosis (AKs). There are limited tools to evaluate the outcome of AK treatment. Recently, the actinic keratosis area and severity index (AKASI) has been proposed as a quantitative tool for assessing AK severity. To investigate patient satisfaction and efficacy of DL-PDT for severe AKs and to validate AKASI scoring as a quantitative tool for assessing the outcome of DL-PDT treatment. In this prospective single-centre study, we analysed the results of patients treated with one or two cycles of DL-PDT for severe AKs in the facial or scalp area. Forty patients (37 male and three female) with a mean age of 74 years (range: 56-87 years) were included and received either one (n = 20) or two (n = 20) cycles of DL-PDT. At baseline, most patients (95%) had 20 or more lesions. Patients treated with one cycle of DL-PDT showed a mean AKASI reduction of 45.5% (p < 0.001). Patients eligible for two cycles of DL-PDT demonstrated a mean AKASI reduction of 23.7% (p < 0.05) after one and 48.2% (p < 0.001) after two cycles. Patients participating in this study were either very satisfied (67.5%) or satisfied (32.5%). Almost all patients (97.5%) would recommend DL-PDT to other patients. DL-PDT is a well-tolerated, safe and efficient treatment option for field cancerisation in the facial and scalp area with high patient satisfaction. AKASI scoring has proven useful as a quantitative tool for assessing the outcome of DL-PDT treatment.

Influence of spine surgery on the ability to perform an emergency stop while driving a car.

BACKGROUND: Spinal surgeries have strongly increased in number over the past decade. The question of when it is safe to resume driving is thereby one the most frequently asked questions that patients ask of their treating physician. OBJECTIVE: The aim of this study was to assess braking performance before and after spine surgery. METHODS: Reaction time, foot transfer time (together brake response time [BRT]), and brake force (BF) were evaluated in a drive simulator. A longitudinal patient cohort (n= 27) was tested preoperatively and at the first follow-up. A cross-sectional cohort (n= 27) was tested at > 1 year postoperatively. The values from these groups were compared with a healthy age-matched control group of 24 volunteers. RESULTS: No significant improvement in BRT was seen in lumbar fusion three months postoperatively (p= 0.597); BF was even weaker than it was preoperatively (p= 0.044). In comparison to the control group (median BRT 479 ms), preoperative BRT was already impaired in lumbar fusion patients (median 560 ms), representing an increased braking distance of 2.25 m at 100 km/h. CONCLUSION: Although most patients performed adequately, about one third presented critical braking performance. Risk factors for impaired braking may include scheduled multisegmental fusion surgery, female sex, and pain.

Radiographic Hip or Knee Osteoarthritis and the Ability to Drive.

The question of whether patients with musculoskeletal disorders are fit to drive is of paramount importance for them and frequently is directed to the treating orthopedic specialist. Although perioperative braking performance has been increasingly investigated in recent years, scientific data on braking safety in individuals with osteoarthritis (OA) are scarce. This study analyzed the braking performance of 158 patients with OA of the right or left knee or hip and compared the results with radiographic OA grading according to the Kellgren-Lawrence classification scale. Reaction time and foot transfer time (together called brake response time [BRT]) and brake force were measured in a real car cabin, and the values were compared with measurements obtained from young (n=34) and age-matched (n=36) control groups. Although the majority of BRTs in both control groups remained below 600 milliseconds, patients with both hip and knee OA, whether on the right or left side, had significantly worse values (P<.001) and frequently exceeded this limit. A stronger impact was observed on the right side and in knee OA, with the worst results found in patients with bilateral OA (median BRT for bilateral hip OA, 656 milliseconds [range, 468-1459 milliseconds]; median BRT for bilateral knee OA, 696 milliseconds [range, 527-772 milliseconds]), leading to an increased total stopping distance of up to 32 m at 100 km/h. No correlation of braking performance with radiographic OA manifestation was observed (Kendall tau for BRT: τ=0.007, P=.92; Kendall tau for brake force: τ=-0.014, P=.82), which makes radiographs an inadequate tool for medical driving recommendations. [Orthopedics. 2017; 40(1):e82-e89.].

The Effects of Hip and Spine Orthoses on Braking Parameters: A Simulated Study With Healthy Subjects.

BACKGROUND: Although a person's fitness to drive has gained more attention over the past few years, investigations have focused mainly on postsurgical (eg, hip arthroplasty) driving performance. Few data are available on how orthoses affect the ability to perform an emergency stop. OBJECTIVE: To determine whether common lumbar and hip orthoses impair driving performance by increasing brake response time and weakening brake force (BF). DESIGN: Crossover repeated measures design. SETTING: University hospital. PARTICIPANTS: A crossover, repeated-measures design was used to test 30 healthy volunteers with and without each of the orthoses in random order. METHODS: A custom-made simulator was created from a car cabin fitted with measurement equipment to record braking parameters under realistic spatial constraints. MAIN OUTCOME MEASUREMENTS: Reaction time (RT), foot transfer time (FTT) (these 2 together: brake response time), and maximum BF. RESULTS: Although spine orthoses lead to statistically significant increases in RT (Vertebradyn-Strong, P = .002; Horizon 637 LSO, P = .32; and SofTec Dorso, P = .013), this effect was not observed in hip orthoses, where instead FTT was prolonged (DynaCox and Hohmann-like orthosis, P < .001). BF was not significantly altered in any of the orthoses. CONCLUSIONS: This study demonstrates that hip and spine orthoses lead to impaired driving performance. Depending on the type of immobilization, this effect mostly increases RT or FTT, lengthening total stopping distances by up to half a meter at 100 km/h. However, in the absence of an underlying pathological condition in individuals with orthoses, their braking performance should be sufficient to continue driving.

How do ankle braces affect braking performance? An experimental driving simulation study with healthy volunteers.

BACKGROUND: Fitness to drive a car has been investigated increasingly over recent years. However, most research has focussed on perioperative driving performance, and few data are available on how orthoses influence the ability to perform an emergency stop. This study investigated the effect of 4 common ankle braces (Kallassy, CaligaLoc, Air-Stirrup, ASO) on reaction time, foot transfer time (together: brake response time) and brake force. The hypothesis was that wearing these braces on the right ankle impairs braking performance, specifically by increasing foot transfer time, but also by altering brake force. METHODS: A car cabin was set up with measurement equipment to register reaction time, foot transfer time, brake response time and brake force under realistic spatial constraints. A crossover repeated measures design was used to test 30 healthy volunteers with and without each of the braces. RESULTS: All 4 braces resulted in statistically significantly increased foot transfer time (p < 0.001), compared with measurements without a brace. Reaction time with a brace was significantly prolonged, with the exception of the Kallasy. Brake force was not statistically significantly impaired. CONCLUSION: This study demonstrates that ankle braces lead to impaired braking performance. Depending on the type of brace, a stopping distance increase of more than 1 m at 100 km/h can be expected.

Brake response time is significantly impaired after total knee arthroplasty: investigation of performing an emergency stop while driving a car.

OBJECTIVE: The objective of this study was to investigate whether total knee arthroplasty (TKA) impairs the ability to perform an emergency stop. DESIGN: An automatic transmission brake simulator was developed to evaluate total brake response time. A prospective repeated-measures design was used. Forty patients (20 left/20 right) were measured 8 days and 6, 12, and 52 wks after surgery. RESULTS: Eight days postoperative total brake response time increased significantly by 30% in right TKA and insignificantly by 2% in left TKA. Brake force significantly decreased by 35% in right TKA and by 25% in left TKA during this period. Baseline values were reached at week 12 in right TKA; the impairment of outcome measures, however, was no longer significant at week 6 compared with preoperative values. Total brake response time and brake force in left TKA fell below baseline values at weeks 6 and 12. Brake force in left TKA was the only outcome measure significantly impaired 8 days postoperatively. CONCLUSION: This study highlights that categorical statements cannot be provided. This study's findings on automatic transmission driving suggest that right TKA patients may resume driving 6 wks postoperatively. Fitness to drive in left TKA is not fully recovered 8 days postoperatively. If testing is not available, patients should refrain from driving until they return from rehabilitation.