Fidelity of a Traffic Safety Education Intervention for Combat Veterans.

Equipoise, feasibility, and fidelity were studied for the control condition of an occupational therapy driving intervention in a randomized controlled trial. We ranked equipoise and feasibility of six traffic safety education methods and created an implementation fidelity competency checklist. Education method selection was informed using the proportion of concordant ranks analysis while literature and a peer review informed competency checklist development. A proctored-online course delivery had the highest rater agreement (equipoise = .96 [.87-1.00]; feasibility = .99 [.97-1.00]). Implementation fidelity was supported by a 19-component training and evaluation checklist. This study supports promoting the scientific rigor of the RCT via - equipoise, feasibility, and implementation fidelity.

An Integrative Review on Teen Distracted Driving for Model Program Development.

Distracted driving, especially driver inattention, is associated with high levels of crash-related fatalities and injury. Teen novice drivers are one of the groups most likely to drive distracted and to suffer its consequences. Teens have a higher risk of engaging in texting or secondary tasks, e.g., eating while driving. Distracted driving interventions to date aim to improve teen and societal safety, but few have achieved effectiveness. A need exists for effective evidence-based distracted driving interventions. We used an integrative review to identify rigorous evidence, and inform the development of a teen distracted driving educational intervention. This five-step review included: identifying the research problem; collecting literature; evaluating literature; synthesizing data; and presenting results. We searched 6 databases, identifying 185 articles. Following three rounds of inclusion screening (title, abstract, and full-text), captured according to a PRISMA flow chart, 17 studies met inclusion. We categorized these studies, conducted in the U.S., as five intervention types that used approaches including presentations, videos or instructional programs, education or training programs, driving simulator training, in-vehicle monitoring or feedback, and integrated programs. Study designs included randomized controlled trials pre-post, quasi-experimental, and experimental designs with prospective longitudinal cohorts. The studies were heterogeneous in design, intervention and outcome. However, three core themes emerged across studies: i.e., hazard awareness, hazard mitigation and attention maintenance are primary critically necessary skills to prevent distracted driving; engaging a parent or adult as a partner in the intervention process from classroom to car contributed to the effectiveness of the intervention; and leveraging technology in training enhanced the effectiveness of the intervention. Study limitations pertained to a focus on short-term effects; sampling distributions that did not account for gender, age, race, and/or ethnicity; types of interventions; and bias. The limitations affect the generalizability of included study findings and, potentially, the review findings, as they may not apply to populations or contexts outside those synopsized. Strengths included our team's expertise in conducting evidence-based reviews, support of a health science librarian, and use of international review guidelines. As an outcome, we are applying findings of the integrated review to develop a computer-based training addressing teen distracted driving.

Psychometrics of the Fitness-to-Drive Screening Measure.

We employed item response theory (IRT), specifically using Rasch modeling, to determine the measurement precision of the Fitness-to-Drive Screening Measure (FTDS), a tool that can be used by caregivers and occupational therapists to help detect at-risk drivers. We examined unidimensionality through the factor structure (how items contribute to the central construct of fitness to drive), rating scale (use of the categories of the rating scale), item/person-level separation (distinguishing between items with different difficulty levels or persons with different ability levels) and reliability, item hierarchy (easier driving items advancing to more difficult driving items), rater reliability, rater effects (severity vs. leniency of a rater), and criterion validity of the FTDS to an on-road assessment, via three rater groups (n = 200 older drivers; n = 200 caregivers; n = 2 evaluators). The FTDS is unidimensional, the rating scale performed well, has good person (> 3.07) and item (> 5.43) separation, good person (> 0.90) and item reliability (> 0.97), with < 10% misfitting items for two rater groups (caregivers and drivers). The intraclass correlation (ICC) coefficient among the three rater groups was significant (.253, p < .001) and the evaluators were the most severe raters. When comparing the caregivers' FTDS rating with the drivers' on-road assessment, the areas under the curve (index of discriminability; caregivers .726, p < .001) suggested concurrent validity between the FTDS and the on-road assessment. Despite limitations, the FTDS is a reliable and accurate screening measure for caregivers to help identify at-risk older drivers and for occupational therapy practitioners to start conversations about driving.

Efficacy of an occupational therapy driving intervention for returning combat veterans.

Polytrauma, including mild traumatic brain injury, posttraumatic stress disorder, and orthopedic conditions, is common among combat veterans (CVs) from Operations Enduring Freedom and Iraqi Freedom. Medical conditions, coupled with deployment-related training, may affect CVs' fitness to drive and contribute to post-deployment crash and injury risks. However, empirical interventions are lacking. Therefore, the study purpose was to examine the efficacy of an occupational therapy driving intervention (OT-DI) with pre and post testing of CVs. Using a DriveSafety 250 simulator, Occupational Therapy-Driver Rehabilitation Specialists recorded driving errors. Eight CVs (mean age = 39.83, SD = 7.80) received three OT-DI sessions, which incorporated strategies to address driving errors and visual search retraining. We determined baseline driving errors (mean = 31.63, SD = 8.96) were double the number of posttest errors (mean = 15.38, SD = 9.71). At posttesting, a significant (p < 0.05) decrease was noted for total errors and lane maintenance. Despite study constraints, preliminary data support the efficacy of the OT-DI.

Predicting older driver on-road performance by means of the useful field of view and trail making test part B.

The Useful Field of View(®) (UFOV) and Trail Making Test Part B (Trails B) are measures of divided attention. We determined which measure was more accurate in predicting on-road outcomes among drivers (N = 198, mean age = 73.86, standard deviation = 6.05). Receiver operating characteristic curves for the UFOV (Risk Index [RI] and Subtests 1-3) and Trails B significantly predicted on-road outcomes. Contrasting Trails B with the UFOV RI and subtests, the only difference was found between the UFOV RI and Trails B, indicating the UFOV RI was the best predictor of on-road outcomes. Misclassifications of drivers totaled 28 for the UFOV RI, 62 for Trails B, and 58 for UFOV Subtest 2. The UFOV RI is a superior test in predicting on-road outcomes, but the Trails B has acceptable accuracy and is comparable to the other UFOV subtests.

Assessing the driving performance of a person with epilepsy presurgery and postsurgery.

Occupational therapists and certified driving rehabilitation specialists are uniquely skilled to assess functional abilities underlying driving performance. However, little information exists on the utility of clinical assessments to determine driving performance in people with epilepsy. This case study demonstrates how an occupational therapy evaluation battery was used to examine differences in visual and cognitive abilities and simulated driving performance before and after epilepsy surgery. Specifically, a 43-yr-old White man with right anterior lobe epilepsy underwent temporal lobectomy and had his driving-related abilities and simulated driving performance assessed pre- and postsurgery. The occupational therapy evaluation indicated improvements in executive skills, attention, and information processing speed postsurgery. Visuospatial abilities worsened after surgery, likely contributing to the modest increase in vehicle position errors on the driving simulator. Nevertheless, simulated driving performance improved after temporal lobectomy. Reductions in the number of visual scanning, lane maintenance, and speed regulation errors were recorded.

Gender differences among older drivers in a comprehensive driving evaluation.

Research studies typically consider older drivers as a homogenous group and do not report on the influence of gender on driving performance. Prior studies report that females are over-represented in crashes compared to males, caused by errors of yielding, gap acceptance, and speed regulation, all of which are assessed in a comprehensive driving evaluation (CDE). In a sample of 294 community dwelling older drivers, we examined and compared specific and total driving errors of both genders, and determined predictors of gender-specific driving errors and pass/fail outcomes who completed a CDE assessed by a certified driving rehabilitation specialist. No differences in specific or total number of driving errors on the CDE were found between older males (Mean age 73.4±6.0) and older females (Mean age 73.8±5.7). Education, days of driving, Useful Field of View™ (UFOV), Rapid Paced Walk Test (RPW) and the Mini-Mental State Exam (MMSE) were all independent predictors of failing a road test for both genders (p<0.05). However, older females were 22% less likely than older males to fail an on-road test. Within group comparisons showed that older males and females >75 years were 3.2 and 3.5 times more likely to fail the on-road test compared to younger males and females (aged between 63 and 75), respectively. Our findings suggest that focusing on older old (75+) and old-old (85+) age groups may be more efficient for future investigations of driving performance.

Concurrent criterion validity of the safe driving behavior measure: a predictor of on-road driving outcomes.

We determined the concurrent criterion validity of the Safe Driving Behavior Measure (SDBM) for on-road outcomes (passing or failing the on-road test as determined by a certified driving rehabilitation specialist) among older drivers and their family members-caregivers. On the basis of ratings from 168 older drivers and 168 family members-caregivers, we calculated receiver operating characteristic curves. The drivers' area under the curve (AUC) was .620 (95% confidence interval [CI] = .514-.725, p = .043). The family members-caregivers' AUC was .726 (95% CI = .622-.829, p ≤ .01). Older drivers' ratings showed statistically significant yet poor concurrent criterion validity, but family members-caregivers' ratings showed good concurrent criterion validity for the criterion on-road driving test. Continuing research with a more representative sample is being pursued to confirm the SDBM's concurrent criterion validity. This screening tool may be useful for generalist practitioners to use in making decisions regarding driving.

Rater reliability and rater effects of the Safe Driving Behavior Measure.

We used Safe Driving Behavior Measure (SDBM) to determine rater reliability and rater effects (erratic responses, severity, leniency) in three rater groups: 80 older drivers (mean age = 73.26, standard deviation = 5.30), 80 family members or caregivers (age range = 20-85 yr), and two driving evaluators. Rater agreement was significant only between the evaluators and the family members or caregivers. Participants rated driving ability without erratic effects. We observed an overall rater effect only between the evaluator and family members or caregivers, with the evaluators being the more severe rater group. Training family members or caregivers to rate driving behaviors more consistently with the evaluator's ratings may enhance the SDBM's usability and provide a role for occupational therapists to interpret proxy reports as an entry point for logical and efficient driving safety interventions.

Psychometrics of the self-report safe driving behavior measure for older adults.

We investigated the psychometric properties of the 68-item Safe Driving Behavior Measure (SDBM) with 80 older drivers, 80 caregivers, and 2 evaluators from two sites. Using Rasch analysis, we examined unidimensionality and local dependence; rating scale; item- and person-level psychometrics; and item hierarchy of older drivers, caregivers, and driving evaluators who had completed the SDBM. The evidence suggested the SDBM is unidimensional, but pairs of items showed local dependency. Across the three rater groups, the data showed good person (≥3.4) and item (≥3.6) separation as well as good person (≥.93) and item reliability (≥.92). Cronbach's α was ≥.96, and few items were misfitting. Some of the items did not follow the hypothesized order of item difficulty. The SDBM classified the older drivers into six ability levels, but to fully calibrate the instrument it must be refined in terms of its items (e.g., item exclusion) and then tested among participants of lesser ability.

Associations between clinical tests and simulated driving performance in persons with epilepsy.

People with epilepsy (PWE) may experience seizures that constitute a risk to road safety. Consequently, many states have instituted restrictions, such as being seizure-free for intervals of 3 to 12 months, before driving can be resumed. However, 30% of drivers with recurrent seizures still drive despite having a restricted license. As a result of recurrent and uncontrolled seizures, PWE may have impairments in motor, visual and cognitive abilities, as well as impaired driving performance. No studies to date have prospectively examined factors associated with driving performance in PWE. The primary objective of this study was to determine which tests, from a clinical battery, are correlated with driving errors in PWE using a simulator. The sample consisted of 16 drivers with epilepsy (mean age 44.3±12.0; 63% women) recruited from the epilepsy monitoring unit at the University of Florida. All participants completed a clinical battery of cognitive, visual and motor tests, as well as a 35-minute drive on a simulator. Significant correlations emerged between: visual acuity with visual scanning (r=.69, p<.01) and adjustment to stimuli (r=.60, p<.05); contrast sensitivity with lane maintenance (r=-.54, p>.05), vehicle position (r=-.61, p>.05) and total number of errors (r=-.72, p>.01); and useful field of view scores (subtest 2) with visual scanning (r=.57, p>.05) and vehicle position (r=.63, p>.05). Limitations and future implications are addressed. The preliminary findings suggest visual and visual-cognitive tests are associated with driving errors in a simulated driving environment.

Evidence-based review on epilepsy and driving.

OBJECTIVE: The aim of this study was to synopsize the evidence on predictors of crashes and driving status in people with epilepsy (PWE). METHODS: Evidence-based review of the published English literature was the method used. We searched various databases and extracted data from 16 (of 77) primary studies. On the basis of American Academy of Neurology criteria, we assigned each study a class of evidence (I-IV, where I indicates the highest level of evidence) and made recommendations (Level A: predictive or not; Level B: probably predictive or not; Level C: possibly predictive or not; Level U: no recommendations). RESULTS: For PWE, the following characteristics are considered useful: For identifying crash risk, epilepsy (level B) and short seizure-free intervals (≥3 months) (Level C) are not predictive of motor vehicle crash (MVC). For self/proxy-reported crash risk, epilepsy surgery (Level B), seizure-free intervals (6-12 months) (Level B), few prior non-seizure-related crashes (Level B), and regular antiepileptic drug adjustments (Level B) are protective against crashes; seizures contribute to MVCs (Level C); mandatory reporting does not contribute to reduced crashes (Level C). No recommendations for reliable auras, age, and gender (Level U), as data are inadequate to make determinations. For self-reported driving or licensure status, employment and epilepsy surgery are predictive of driving (Level C); there are no recommendations for antiepileptic drug use, self-reported driving, gender, age, receiving employment benefits, or having reduced seizure frequency (Level U). CONCLUSION: Limitations, that is, heterogeneity among studies, examining the English literature from 1994 to 2010, must be considered. Yet, this is the first evidence-based review to synopsize the current PWE and driving literature and to provide recommendation(s) to clinicians and policy makers. Class I studies, matched for age and gender, yielding Level A recommendations are urgently needed to define the risks, benefits, and causal factors underlying driving performance issues in PWE.

Focus group findings for the self-report safe driving behaviour measure.

BACKGROUND: Older adults, family members, and professionals may benefit from a safe driving behaviour self-/proxy-report. PURPOSE: During development of the Safe Driving Behavior Measure (SDBM), we conducted focus groups to (1) generate items based on respondents' driving experiences, and (2) obtain SDBM item-refinement feedback. METHODS: Twenty-three older drivers (mean age 70.5, SD = 4.5) and eight family members (mean age 50, SD = 20) from Ontario and Florida described safe driving behaviour (Focus Groups 1 and 2) and critiqued the SDBM (Focus Group 3). We coded responses using content and thematic analyses. FINDINGS: Findings from Focus Groups 1 and 2 generated 23 themes (e.g., others' erratic driving) leading to 16 new items (e.g., avoiding collisions). Focus Group 3 findings generated 13 item revisions (e.g., indicating number of highway lanes). Implications. Using focus group findings, we created a version of the SDBM for future testing of construct validity with older drivers.

Item development and validity testing for a self- and proxy report: the safe driving behavior measure.

OBJECTIVE: We report on item development and validity testing of a self-report older adult safe driving behaviors measure (SDBM). METHOD: On the basis of theoretical frameworks (Precede-Proceed Model of Health Promotion, Haddon's matrix, and Michon's model), existing driving measures, and previous research and guided by measurement theory, we developed items capturing safe driving behavior. Item development was further informed by focus groups. We established face validity using peer reviewers and content validity using expert raters. RESULTS: Peer review indicated acceptable face validity. Initial expert rater review yielded a scale content validity index (CVI) rating of 0.78, with 44 of 60 items rated > or = 0.75. Sixteen unacceptable items (< or = 0.5) required major revision or deletion. The next CVI scale average was 0.84, indicating acceptable content validity. CONCLUSION: The SDBM has relevance as a self-report to rate older drivers. Future pilot testing of the SDBM comparing results with on-road testing will define criterion validity.