Group Of Professional Drivers Research Articles

Ageing and performance in professional bus driving – A case study from Chile

The influence of age on driving is of great concern worldwide. Also, older people who are involved in traffic are more vulnerable than younger people, thus in the event of a traffic accident, they are at greater risk of dying. The purpose of this article is to explore the association between age and driving performance of professional bus drivers. A negative binomial regression model and the incidence rate ratio was used to explore the association between variables. The population studied consisted of the company records from 2005 to 2021, with 515 professional bus drivers. We found that the age of professional bus drivers was related to a statistically significant 4 % decrease in self-report of replacement requests. Also, we found that the incidence rate ratio of speeding in professional bus drivers aged 45–59 years and 60–77 years was 1.41 and 1.8 times the incidence of bus drivers aged 28–44 years. Bus drivers’ age was related to a statistically significant 2 % increase in the incidence of minor accidents. Finally, results show a 1 % decrease in incidence of accidents for every one year of age in the group of professional drivers. However, that association was not statistically significant. Older drivers are more likely to engage in minor accidents and speeding-related violations than younger drivers. Additionally, an infrequent use of the fatigue management tool by older drivers was confirmed during the analyzed period. Thus, we concluded that education and training are needed to decrease the observed trends.

The risk of increased daytime sleepiness and obstructive sleep apnea among the group of professional drivers

Introduction and purpose: Obstructive sleep apnea (OSA) is the most common clinical problem in the group of diseases classified as sleep breathing disorders. Professional drivers are a group that is particularly exposed to the consequences of OSA during the day. This is a very significant problem as chronic daytime sleepiness and falling asleep at the wheel are now recognized as one of the leading causes of road accidents caused by drivers.The aim of the study was to assess the risk of excessive daytime sleepiness and obstructive sleep apnea among the group of professional drivers. Material and methods: The research group consisted of 101 people employed as a professional driver. In order to assess excessive daytime sleepiness and the risk of obstructive sleep apnea, the Epworth sleepiness scale, the Berlin Questionnaire and the self-questionnaire were used. Results: Among 45 drivers (44.6%) had a high risk of OSA using the Berlin Questionnaire, and 56 drivers (55.4%) had a low risk of OSA. According to the Epworth sleepiness scale, it was found that 19.8% of drivers experienced mild daytime sleepiness and 13.9% were drivers with excessive daytime sleepiness require medical consultation. In drivers with a high risk of OSA, the relationship with increased excessive daytime sleepiness was confirmed in the Berlin Questionnaire (85.7%). Conclusions: Among professional drivers, the risk of developing obstructive sleep apnea increases due to risk factors. There is a relationship between excessive daytime sleepiness and risk factors for obstructive sleep apnea.

Organisational Safety Climate, Professional Driver Behaviours, and Crashes Among a Mixed Group of Professional Drivers

The current study compared different driver groups and investigated the relationship between safety climate, driver behaviours, and crashes in a mixed group of professional drivers in Turkey. Two hundred and sixty drivers completed the scales developed explicitly for professional drivers, Transportation Companies’ Climate Scale and Occupational Driver Behaviour Questionnaire, along with the demographic form. Freight drivers scored higher on risky driver behaviours than passenger vehicle drivers. Organisational safety climate predicted driver behaviours. When the organisations are more sensitive regarding work and time pressure issues (low level of pressure), drivers are less likely to speed, violate the rules, and get tired. Additionally, risky driver behaviours were related to more crashes. Specifically, driving while tired positively predicted crashes after controlling for the effects of age and annual mileage. Altogether, a favourable safety climate predicted safer driving behaviours, which was found to be related to fewer crashes. The results were discussed in detail.

Impact of HIV on Cognitive Performance in Professional Drivers.

The intellectually demanding modern workplace is often dependent on good cognitive health, yet there is little understanding of how neurocognitive dysfunction related to HIV presents in employed individuals working in high-risk vocations such as driving. HIV-associated neurocognitive impairment is also associated with poorer long-term cognitive, health, and employment outcomes. This study, set in Cape Town, South Africa, assessed the effects of HIV on neuropsychological test performance in employed male professional drivers. We administered a neuropsychological test battery spanning 7 cognitive domains and obtained behavioral data, anthropometry, and medical biomarkers from 3 groups of professional drivers (68 men with HIV, 55 men with cardiovascular risk factors, and 81 controls). We compared the drivers' cognitive profiles and used multiple regression modeling to investigate whether between-group differences persisted after considering potentially confounding sociodemographic and clinical variables (ie, income, home language, depression, and the Framingham risk score). Relative to other study participants, professional drivers with HIV performed significantly more poorly on tests assessing processing speed (P < 0.003) and attention and working memory (P = 0.018). Group membership remained a predictor of cognitive performance after controlling for potential confounders. The cognitive deficits observed in men with HIV were, however, largely characterized as being mild or asymptomatic. Consistent with this characterization, their relatively poor performance on neuropsychological testing did not generalize to self-reported impairment on activities of daily living. Drivers with HIV may be at risk of poorer long-term health and employment outcomes. Programs that monitor and support their long-term cognitive health are needed.

Impact of driving on blood pressure: Example of drivers of a large company of hydraulic works

The aim of our study was to: – etablish the prevalence of High blood pressure in a group of professional drivers from a large company of hydraulic works; – determine the epidemiological profile of hypertensives. A descriptive study was carried out during 06 months (2016), The study population included 128 male drivers working for more than 5 years. All subjects answered medical questionnaire and responded a clinical examination (cardiovascular examination, taking blood pressure, MAPA) and additional tests (capillary blood glucose, lipids and kidney checkup. The work situations were analyzed according to a professional grid. We opted for the XL STAT 2016 software. Results The prevalence of HTA among drivers 8%. Mean age of hypertensive workers was 49 ± 5.4 with a predominance of the truck driver category (44%). Prevalence of Hypertension increased with longer duration of employment as driver. Obesity and sedentary lifestyle are the most important cardiovascular risk factors 40% of hypertensives are obese with a body mass index greater than 30. Hypertension is associated to diabetes in 80% of hypertensive drivers. Occupational risk factors were stress, atypical working hours, noise and workload. HTA prevalence among drivers is higher than the national health survey and its association with risk factors, necessary education programme to raise the awareness has to be conducted.

Driver behaviour and crash involvement among professional taxi and truck drivers: Light passenger cars versus heavy goods vehicles

Professional drivers are drivers whose profession is to drive a vehicle such as truck and taxi for working purposes. However, these drivers constitute a heterogeneous group and generalizing assumptions about risky driving behaviour across the entire group might be misleading. The current study aimed to investigate similarities and differences of self-reported risky driving behaviour and crash involvement among different groups of professional drivers. Two rather large samples of taxi drivers obtained from 20 taxi stations in two cities (n = 381) and heavy goods vehicles (truck) drivers obtained from a roadside survey in 10 provinces (n = 785) completed the same 27-item Driver Behaviour Questionnaire (DBQ) in Iran. Principal component analysis showed that the DBQ segmented into four dimensions both among taxi and truck drivers. Further, a multi-group confirmatory factor analysis (MGCFA) supported strong measurement invariance in the DBQ factor structure across the two samples. The results showed that taxi drivers were more likely than truck drivers to commit errors as well as ordinary and aggressive violations. A one unit increase in ordinary and aggressive violations increased the probability of having experienced a traffic crash in the last year by 69% and 98% for taxi drivers, respectively, and 37% and 42% among truck drivers, respectively. This highlights that driving violations increased the probability of crash involvement almost twice as much among taxi drivers compared to truck drivers. Policymakers could target ordinary and aggressive violations by establishing better driving training and by improving the licensing procedures among professional drivers.

Движения глаз при восприятии опасного вождения водителями разных возрастных и социальных групп

The article presents the data of experimental study of the eye-movements during the perception of dangerous driving among drivers of different age and social groups. Bass-Darky questionnaire and Eye-Tracking were used. The following parameters were investigated: duration of fixations, their number, amplitude of saccades and the proportion of implicit and explicit fixations during the perception videos with dangerous and non-dangerous driving. Implicit fixations are fast and more frequent at the time of initial stimulus processing and correspond to the process of implicit attention. Their average duration ranges from 120 to 250 ms. Explicit fixations correspond to the process of explicit attention, their duration is 300—450 ms; the level of aggressiveness, diagnosed using the Bass-Darky questionnaire. The study involved 45 drivers with driving experience from six months to 31 years (22 men, 23 women, aged from 20 to 62 years), 12 professional and 33 non-professional. Differences were found in the parameters of eye movements in groups of professional drivers and non-professional; men and women in the perception of videos showing dangerous and non-dangerous driving

German taxi drivers' experiences and expressions of driving anger: Are the driving anger scale and the driving anger expression inventory valid measures?

ABSTRACTObjective: The objective of this article was 2-fold: firstly, we wanted to examine whether the original Driving Anger Scale (DAS) and the original Driving Anger Expression Inventory (DAX) apply to German professional taxi drivers because these scales have previously been given to professional and particularly to nonprofessional drivers in different countries. Secondly, we wanted to examine possible differences in driving anger experience and expression between professional German taxi drivers and nonprofessional German drivers.Methods: We applied German versions of the DAS, the DAX, and the State–Trait Anger Expression Inventory (STAXI) to a sample of 138 professional German taxi drivers. We then compared their ratings to the ratings of a sample of 1,136 nonprofessional German drivers (Oehl and Brandenburg n.d.).Results: Regarding our first objective, confirmatory factor analysis shows that the model fit of the DAS is better for nonprofessional drivers than for professional drivers. The DAX applies neither to professional nor to nonprofessional German drivers properly. Consequently, we suggest modified shorter versions of both scales for professional drivers. The STAXI applies to both professional and nonprofessional drivers. With respect to our second objective, we show that professional drivers experience significantly less driving anger than nonprofessional drivers, but they express more driving anger.Conclusions: We conclude that the STAXI can be applied to professional German taxi drivers. In contrast, for the DAS and the DAX we found particular shorter versions for professional taxi drivers. Especially for the DAX, most statements were too strong for German drivers to agree to. They do not show behaviors related to driving anger expression as they are described in the DAX. These problems with the original American DAX items are in line with several other studies in different countries. Future investigations should examine whether (professional) drivers from further countries express their anger as proposed by the DAX. In addition, professional drivers experience less driving anger (DAS) and less general trait anger (STAXI) than nonprofessional drivers, but they report more driving anger expression (DAX) and more current general state anger (STAXI). Subsequent studies should therefore focus on different types of anger within the group of professional drivers.

Особенности стиля вождения «аварийных» и «безаварийных» водителей

The article presents the results of empirical research of driving style characteristics by emergency drivers (having in the experience an accident by his own fault) and accident-free drivers. Under driving style is meant the typical, well-established (as usual peculiar) features of the road behavior of the driver, as well as a system of ways and means to implement their activities, typical for the driver emotional experience and interaction with other road users, to prejudge the level of security (accident) of the driver (on one hand) and defined with some of stable and variable factors (on the other hand). The main instrument used questionnaire Driving designed on the basis of a structured approach to the assessment of driving style. Questionnaire to evaluate characteristics such as the risk of driving style, safety, planning, impulsivity, attitudes toward safety features, driving culture, confidence during parking. The comparison was conducted in the general group and separately in groups of professional drivers (employees) and amateur drivers (non-working or self-employed)). The difference between emergency (having the experience of the accident by his own fault) and accident-free drivers in professional sub-group was observed only for such characteristic driving style as safety-risk: accident-free drivers observe the prescribed traffic rules more strictly. In the group of motor - car enthusiasts revealed significant differences were found in three characteristics: risk-safety, driving culture and confidence during parking. Crash drivers less follow the traffic rules, have a higher confidence during parking and increasingly use signs of road etiquette.

Wireless In-Vehicle Compliant Black Box: For Accident Analysis

In this article, a novel accident analysis system is proposed to determine the main human factors involved in traffic accidents. Several tests of the system were carried out in a highly realistic truck simulator with a group of professional drivers. The data, collected with the system at the moments before traffic accidents, were used to generate a novel database that was carefully analyzed by a group of traffic safety experts. The validation process shows the reliability of the developed system as a tool for the identification of the main cause of traffic accidents.

Relationship between night myopia and night‐time motor vehicle accidents

To investigate the relationship between night myopia and the occurrence of night-time motor vehicle accidents in a group of professional drivers. We examined 136 professional drivers. Refraction was determined in full illumination (100 cd/m2) and after sitting in darkness for 5 mins. The change in refraction, indicative of night myopia, was correlated with the number of motor vehicle accidents in which each driver was involved (detailed in their personal files) and with the results of a visual complaints questionnaire. The mean age of the study group was 21.0 years. Mean spherical refraction changed from + 0.11 dioptres (D) in light to -0.17 D after dark adaptation for 5 mins. Night myopia was found in 34 drivers (25%), at a mean of -1.2 D (range -0.75 D to -3.50 D). There was no statistically significant difference between these drivers and the rest of the group in the results of the visual complaints questionnaire, or in the number of accidents occurring during the day. However, drivers with a myopic shift > 0.75 D were involved in more accidents at night than the rest of the group (p = 0.044). In this study population, drivers with night myopia of > 0.75 D were more likely to be involved in night-time accidents. This may imply that selected groups of drivers should be examined for night myopia.

CHARACTERISTICS OF ALCOHOLISED DRIVERS BASED ON ESTABLISHED ALCOHOL CONCENTRATION IN EXHALED AIR

&amp;lt;p&amp;gt;This research has been done on a sample of 4211 drivers, from which 3886 ( 92,28%) were put in examination for plus measuring alcohol concentration in exhaled air, that is, breath testing with breathalyser type Alcotest&amp;amp;reg; 7410 RS, while 297 of examined people, besides breath testing were put through blood sample analysis, applying ADH enzyme&amp;#039;s method. Both sexes were covered in this examination, and they were at the age from 16 to 66, classified according to the clinical phase alcohol taken. Results: Most of the alcoholic drivers were men. The greatest number (94,9% from 4211) didn&amp;#039;t participate in a traffic accidents (TA), 3,8% were participants in TA with material damage, and in 1,2% of cases were TA with injuring some of the participants, while in just 4 cases (0,1%) came to mortal injuring participants. The highest number of police controls were registrated on Saturdays, in Summer months, in time from 00:00 to 03:59 hours. Average age of the examined people were 32,5 years old (SD = 0,871), and the greatest number of the examined in this analysed sample belongs to age group from 21 to 30 (1748, that is, 41,51% from 4211). The greatest number of drivers (51,3%) were in clinical phase of mild intoxication. Applying three factor&amp;#039;s ANOVA statistical method with one set factor (with part of a day in a month) it is established that arising traffic accidents (TA) depends solely from clinical phase of intoxication. Obtained results taken from breath testing are compared with results received from determinating Blood Alcohol Concentration (BAC) applying enzym&amp;#039;s ADH method. Very high coefficient of correlation is established from 0,95 (r 0,198, p&amp;amp;gt;0,0006). In the observed period falling trend of alcoholic drivers is recorded. We can note constant numerical domination of age group of 21 to 30. Driving drunken is typical characteristic for male population. In group of professional drivers it&amp;#039;s extremely rare steering a vehicle in alcoholic condition. It is detected that in most cases of TA participants were in mild or medium state of intoxication, what indicates to a major accidental significance precisely these degrees of intoxication&amp;lt;/p&amp;gt;

Stroke among male professional drivers in Denmark, 1994–2003

Objectives: (1) To estimate the relative risk of stroke among various groups of professional drivers; (2) to determine if any excess risk should be attributed to infarction or haemorrhage; (3)...

Lung cancer risk in male workers occupationally exposed to diesel motor emissions in Germany

Background Although in several epidemiological studies exposure to diesel motor emissions (DME) shows an elevated lung cancer risk, it is still controversial whether DME is a human carcinogen. Methods In a pooled analysis of two case-control studies on lung cancer in Germany a total of 3498 male cases with histologically or cytologically ascertained lung cancer and 3541 male population controls were included. Information about lifelong occupational and smoking history was obtained by questionnaire. Drivers of lorries, buses, taxies, diesel locomotives and forklift trucks, bulldozers, graders, excavators, and tractors, were considered as exposed to DME and their cumulative exposure was estimated. All odds ratios were adjusted for smoking and asbestos exposure. Results The evaluation of lung cancer risk for all jobs with DME-exposure combined showed an odds ratio of OR=1.43 (95%-CI: 1.23–1.67). Most pronounced was the increase in lung cancer risk in heavy equipment operators (OR=2.31 95%-CI: 1.44–3.70). The risk of tractor drivers increased with length of employment and reached statistical significance for exposures longer than 30 years (OR=6.81, 95%-CI: 1.17–39.51). The group of professional drivers (e.g., trucks, buses, and taxies), showed an increased risk only in West Germany (OR=1.44, 95%-CI: 1.18–1.76), but not in East Germany (OR=0.83, 95%-CI: 0.60–1.14). DME-exposure in other traffic related jobs (e.g., diesel engine locomotive drivers, switchmen, forklift operators) was associated with an odds ratio of OR=1.53 (95%-CI: 1.04–2.24). Conclusions The study provides further evidence that occupational exposure to diesel motor emissions is associated with an increased lung cancer risk. Am. J. Ind. Med. 36:405–414, 1999. © 1999 Wiley-Liss, Inc.

Lung cancer risk in male workers occupationally exposed to diesel motor emissions in Germany.

Although in several epidemiological studies exposure to diesel motor emissions (DME) shows an elevated lung cancer risk, it is still controversial whether DME is a human carcinogen. In a pooled analysis of two case-control studies on lung cancer in Germany a total of 3498 male cases with histologically or cytologically ascertained lung cancer and 3541 male population controls were included. Information about lifelong occupational and smoking history was obtained by questionnaire. Drivers of lorries, buses, taxies, diesel locomotives and forklift trucks, bulldozers, graders, excavators, and tractors, were considered as exposed to DME and their cumulative exposure was estimated. All odds ratios were adjusted for smoking and asbestos exposure. The evaluation of lung cancer risk for all jobs with DME-exposure combined showed an odds ratio of OR=1.43 (95%-CI: 1.23-1.67). Most pronounced was the increase in lung cancer risk in heavy equipment operators (OR=2. 31 95%-CI: 1.44-3.70). The risk of tractor drivers increased with length of employment and reached statistical significance for exposures longer than 30 years (OR=6.81, 95%-CI: 1.17-39.51). The group of professional drivers (e.g., trucks, buses, and taxies), showed an increased risk only in West Germany (OR=1.44, 95%-CI: 1. 18-1.76), but not in East Germany (OR=0.83, 95%-CI: 0.60-1.14). DME-exposure in other traffic related jobs (e.g., diesel engine locomotive drivers, switchmen, forklift operators) was associated with an odds ratio of OR=1.53 (95%-CI: 1.04-2.24). The study provides further evidence that occupational exposure to diesel motor emissions is associated with an increased lung cancer risk.

What Prevents Professional Drivers from Following Physicians’ Cardiologic Advice?

Background: There is a scarcity of published studies of the effects of cardiac counselling among professional drivers (PD). Aims of the study were: (1) to examine explanatory variables for two classical ‘driver’ risk factors – body mass index (BMI), and smoking – and to analyse the interrelations among smoking cessation, losing weight and work-related life changes; (2) to assess the effectiveness of risk factor counselling after 6 months, and (3) to gain insight into possible discrepancies between PD perception of needed changes and compliance with the physician’s advice. Methods: There were 4 groups of male PD: 13 with ischemic heart disease, 12 hypertensives, 10 borderline hypertensives and 34 normotensives. Baseline cardiovascular risk factors as well as occupational and behavioral data were assessed via questionnaire. The counselling was aimed at smoking cessation, weight loss and promoting leisure-time physical activity. Qualitative methods were used to assess PD perceptions about the work environment and health promotion. Results: Baseline smoking intensity was best predicted by the total burden of occupational stress and number of smoking years. Baseline BMI was best predicted by long work hours behind the wheel, low availability of attachment outside work and low self-reported job strain. Self-initiated smoking cessation was best predicted by few smoking years, low coffee intake and admitting fear during driving. Physical activity was significantly increased after 6 months. Losing weight was associated with: quitting or diminishing smoking and making other, work-related, life changes. None of the heavy smokers decreased their daily number of cigarettes after 6 months, although expressing the need to do so in self-generated statements. Conclusions: Exposure to occupational stressors, mainly, long work hours and the concomitant denial of job strain, in combination with low availability of social attachment outside work, could contribute to maintenance of maladaptive behavior in PD. These findings could serve as a basis for designing standardized intervention trials and suggest that modification of the work environment, with participation of the drivers, is a needed component of such trials. Particular attention should be paid to the length and scheduling of work shifts.

Increased risk of lung cancer among different types of professional drivers in Denmark.

OBJECTIVES: To study risk of lung cancer among groups of professional drivers probably exposed to different levels of traffic exhaust fumes. METHODS: A nationwide case-control study (1970-89) based on employees...

WORK ENVIRONMENT, NEUROPHYSIOLOGIC AND PSYCHOPHYSIOLOGIC MODELS AMONG PROFESSIONAL DRIVERS WITH AND WITHOUT CARDIOVASCULAR DISEASE: SEEKING AN INTEGRATIVE NEUROCARDIOLOGIC APPROACH

Two work environment models, the self-reported job strain model (JSM) and the Occupational Stress Index (OSI), were applied among four groups of professional drivers (PD): 13 with ischaemic heart disease (IHD), 12 with hypertension (HTN), 10 with borderline hypertension (BHTN), 34 healthy PD and 23 non-PD referents. Neuro- and psychophysiologic models symbolically simulating aspects of the driving environment were applied; behavioural and standard risk factors were assessed. Among the PDs, there were significant correlations between job strain and the total OSI score, implying that both the ratio of demand/control and total OSI measure overall burden of the work environment upon this cohort. There was no significant between-groups effect for job strain. The total OSI scores differed significantly between groups, with significantly greater scores for each PD group compared to controls. The OSI includes a ‘potential for disaster’ dimension, implicated in cardiac risk, whose score among PDs was over twice that of controls. A logistic regression model was used to find which factors best distinguished normotensive PDs from the combined group of borderline plus hypertensive PDs. A greater body mass index, deadline pressure and amplitude of the event-related N2 component in response to an avoidance task and lower fear of driving score were significant independent indicators of HTN–BHTN status. Professional drivers with IHD had significantly smaller N2 amplitudes to the avoidance task, less α activity recovery during the Glare Pressor Test and a greater fall in digital pulse amplitude with repeated glare exposure, compared to hypertensive PDs. Significant independent indicators of IHD as opposed to HTN status were longer work hours and more fear of driving. These findings indicate that the total burden of occupational stress is the backdrop for cardiovascular disease risk among these PDs, but a combination of neuro- and psychophysiologic and behavioural response patterns, together with exacerbating work stressors and standard risk factors, can contribute to this process. Further investigation in the direction of an integrated neurocardiologic approach is warranted. © 1997 by John Wiley & Sons, Ltd.