No abstract

Falls are a significant problem in optimally medicated early-stage PD. A combination of both disease-specific and balance- and mobility-related measures can accurately predict falls in individuals with PD.

In a sample of licensed older drivers, a short battery of tests and a self-reported measure of driving exposure were able to accurately predict driving safety.

Amblyopia, defined as poor vision due to abnormal visual experience early in life, affects approximately three per cent of the population and carries a projected lifetime risk of visual loss of at least 1.2 per cent. The presence of amblyopia or its risk factors, mainly strabismus or refractive error, have been primary conditions targeted in childhood vision screenings. Continued support for such screenings requires evidence-based understanding of the prevalence and natural history of amblyopia and its predisposing conditions, and proof that treatment is effective in the long term with minimal negative impact on the patient and family. This review summarises recent research relevant to the clinical understanding of amblyopia, including prevalence data, risk factors, the functional impact of amblyopia and optimum treatment regimes and their justification from a vision and life skills perspective. Collectively, these studies indicate that treatment for amblyopia is effective in reducing the overall prevalence and severity of visual loss from amblyopia. Correction of refractive error alone has been shown to significantly reduce amblyopia and less frequent occlusion can be just as effective as more extensive occlusion. Occlusion or penalisation in amblyopia treatment can create negative changes in behaviour in children and impact on family life, and these factors should be considered in prescribing treatment, particularly because of their influence on compliance. Ongoing treatment trials are being undertaken to determine both the maximum age at which treatment of amblyopia can still be effective and the importance of near activities during occlusion. This review highlights the expansion of current knowledge regarding amblyopia and its treatment to help clinicians provide the best level of care for their amblyopic patients that current knowledge allows.

Fine motor skills were reduced in children with amblyopia, particularly those with strabismus, compared with control subjects. The deficits in motor performance were greatest on manual dexterity tasks requiring speed and accuracy.

In this study the effects of visual impairment and age on driving were investigated and related to visual function. Participants were 139 licensed drivers (young, middle-aged, and older participants with normal vision, and older participants with ocular disease). Driving performance was assessed during the daytime on a closed-road driving circuit. Visual performance was assessed using a vision testing battery. Age and visual impairment had a significant detrimental effect on recognition tasks (detection and recognition of signs and hazards), time to complete driving tasks (overall course time, reversing, and maneuvering), maneuvering ability, divided attention, and an overall driving performance index. All vision measures were significantly affected by group membership. A combination of motion sensitivity, useful field of view (UFOV), Pelli-Robson letter contrast sensitivity, and dynamic acuity could predict 50% of the variance in overall driving scores. These results indicate that older drivers with either normal vision or visual impairment had poorer driving performance compared with younger or middle-aged drivers with normal vision. The inclusion of tests such as motion sensitivity and the UFOV significantly improve the predictive power of vision tests for driving performance. Although such measures may not be practical for widespread screening, their application in selected cases should be considered.

Purpose This study was designed to examine the on-road driving performance of drivers with hemianopia and quadrantanopia compared with age-matched controls. Methods Participants included persons with hemianopia or quadrantanopia and those with normal visual fields. Visual and cognitive function tests were administered, including confirmation of hemianopia and quadrantanopia through visual field testing. Driving performance was assessed using a dual-brake vehicle and monitored by a certified driving rehabilitation specialist. The route was 14.1 miles of city and interstate driving. Two “back-seat” evaluators masked to drivers’ clinical characteristics independently assessed driving performance using a standard scoring system. Results Participants were 22 persons with hemianopia and 8 with quadrantanopia (mean age, 53 ± 20 years) and 30 participants with normal fields (mean age, 52 ± 19 years). Inter-rater agreement for back-seat evaluators was 96%. All drivers with normal fields were rated as safe to drive, while 73% (16/22) of hemianopic and 88% (7/8) of quadrantanopic drivers received safe ratings. Drivers with hemianopia or quadrantanopia who displayed on-road performance problems tended to have difficulty with lane position, steering steadiness, and gap judgment compared to controls. Clinical characteristics associated with unsafe driving were slowed visual processing speed, reduced contrast sensitivity and visual field sensitivity. Conclusions Some drivers with hemianopia or quadrantanopia are fit to drive compared with age-matched control drivers. Results call into question the fairness of governmental policies that categorically deny licensure to persons with hemianopia or quadrantanopia without the opportunity for on-road evaluation.

This study quantified drivers' ability to recognize pedestrians at night. Ten young and 10 older participants drove around a closed road circuit and responded when they first recognized a pedestrian. Four pedestrian clothing and two beam conditions were tested. Results demonstrate that driver age, clothing configuration, headlamp beam, and glare all significantly affect performance. Drivers recognized only 5% of pedestrians in the most challenging condition (low beams, black clothing, glare), whereas drivers recognized 100% of the pedestrians who wore retroreflective clothing configured to depict biological motion (no glare). In the absence of glare, mean recognition distances varied from 0.0 m (older drivers, low beam, black clothing) to 220 m (722 feet; younger drivers, high beam, retroreflective biomotion). These data provide new motivation to minimize interactions between vehicular and pedestrian traffic at night and suggest garment designs to maximize pedestrian conspicuity when these interactions are unavoidable.