Motor Vehicle Drivers Research Articles

Safety of bicyclists in roundabouts with mixed traffic: Video analyses of behavioural and surrogate safety indicators

Although converting an intersection into a roundabout has been shown to result in fewer injury accidents for both motor vehicle drivers and pedestrians, the effect on bicyclists’ safety is unclear or even negative. This study focuses on roundabouts without bicycle facilities (i.e., mixed traffic conditions) and makes use of semi-automated video observation software with the aim of analysing bicyclists’ behaviour and safety on roundabouts with different diameter. Four urban roundabouts in Belgium are observed. Interactions between bicyclists and other vehicles are analysed using speed, lateral position and five indicators to describe the closeness of interactions (TTCmin, PET, T2 min, lateral overtaking proximity and minimum distance headway). Additionally, the lateral position and riding speed of bicyclists that are in interaction with other vehicles is compared with the behaviour of bicyclists that are not in interaction with other vehicles.The behavioural analysis revealed that regardless of the type of condition (free-flow bicyclists or different interactions bicyclist-car), bicyclists always ride faster on roundabouts with big diameter and slower on roundabouts with small diameter. Moreover, bicyclists ride closer to the central island on roundabouts with big diameter compared to roundabouts with small diameter for all the conditions analysed.The analysis of surrogate safety indicators (TTCmin, PET, T2 min) revealed that close interactions between bicyclists and cars are relatively frequent at both small and big roundabouts. The percentages of close interactions are more or less equal for roundabouts with big diameter (7.86% of observed interactions) and roundabouts with small diameter (8.24%). The analysis of the indicators to describe the closeness of interactions also showed that the closest interactions at roundabouts are all situations where the bicyclist has a leading role. The analysis of the most common types of close interactions revealed indeed that the most common close interactions are interactions where the bicyclist is entering the roundabout. The analysis of lateral overtaking proximity showed that bicyclists who overtake a car take smaller lateral overtaking proximities compared to cars overtaking a bicyclist. The analysis of minimum distance headway finally revealed that bicyclists who ride behind a car take smaller distance headways compared to cars driving behind a bicyclist.

Alarming Rate of Substance Use in Motor Vehicle Collisions at an Appalachian Trauma Center

Prescription drug use is a growing public health concern and studies show it is a contributing risk to motor vehicle collisions. The Appalachian region is also known to have an ever-increasing number of patients on controlled substances. This retrospective study of patients from the years 2011-2015 on controlled substances presenting to an Appalachian Level 1 trauma center after a motor vehicle or motorcycle collision was analyzed in order to determine the rate of opioid use among victims of motor vehicle collisions in the system, as well as evaluate for any differences in resource utilization between these patients and patients not using controlled substances.A total of 2,570 patients were included in the study. Seven-hundred sixty-eight (29.9%) individuals were found to be on a controlled substance. There was a similar mortality rate in both groups (2.8% vs 3.6%). There was no significant difference in hospital length of stay (LOS), intensive care unit (ICU) LOS, ventilator days, or injury severity score. Statistically significant findings include the type of crash (motor vehicle crash vs motorcycle crash) (p=0.003) and position in the vehicle (driver vs passenger) (p<0.001). Motor vehicle crashes and driver position were significantly associated with the presence of a controlled substance.

Injury-severity analysis of lane change crashes involving commercial motor vehicles on interstate highways

Introduction: One of the challenging tasks for drivers is the ability to change lanes around large commercial motor vehicles. Lane changing is often characterized by speed, and crashes that occur due to unsafe lane changes can have serious consequences. Considering the economic importance of commercial trucks, ensuring the safety, security, and resilience of freight transportation is of paramount concern to the United States Department of Transportation and other stakeholders. Method: In this study, a mixed (random parameters) logit model was developed to better understand the relationship between crash factors and associated injury severities of commercial vehicle crashes involving lane change on interstate highways. The study was based on 2009–2016 crash data from Alabama. Results: Preliminary data analysis showed that about 4% of the observed crashes were major injury crashes and drivers of commercial motor vehicles were at-fault in more than half of the crashes. Acknowledging potential crash data limitations, the model estimation results reveal that there is increased probability of major injury when lane change crashes occurred on dark unlit portions of interstates and involve older drivers, at-fault commercial vehicle drivers, and female drivers. The results further show that lane change crashes that occurred on interstates with higher number of travel lanes were less likely to have major injury outcomes. Practical Applications: These findings can help policy makers and state transportation agencies increase awareness on the hazards of changing lanes in the immediate vicinity and driving in the blind spots of large commercial motor vehicles. Additionally, law enforcement efforts may be intensified during times and locations of increased unsafe lane changing activities. These findings may also be useful in commercial vehicle driver training and driver licensing programs.

Drink Driving as the Commonest Drug Driving-A Perspective from Europe.

People mixing driving motor vehicles with consuming alcohol increases deaths and injuries on the roads, as was established irrefutably in the mid-1960s. This commentary discusses how society across Europe has responded since then to this burden by managing drink driving in the interests of road safety. The principal response has been to set, communicate and enforce limits on the level of alcohol in the blood above which it is illegal to drive and to deal in various ways with drivers found to be exceeding the limits. Achieving reduction in drink-related road deaths has benefitted public health, though the aim to change behaviour of drinking drivers has been a challenge to the profession. Other achievements have included changes in public attitude to drink driving, and reduction in reoffending by convicted offenders through rehabilitation courses and use of the alcohol interlock, which prevents starting of a vehicle by a driver who has drunk too much. There is scope for improved recording of road deaths identified as drink-related, greater understanding of effectiveness in enforcement of the legal limit and improved availability of the alcohol interlock. Relevance of experience with drink driving to management of other drug driving and prospects for building on the achievements so far are discussed.

IMPACT OF URBAN LAND USES AND ACTIVITIES ON THE AMBIENT AIR QUALITY IN KLANG VALLEY, MALAYSIA FROM 2014 TO 2020

Ambient air in the urban area normally is more polluted than less developed areas. This is due to the concentration of urban activities, such as industrial, transportations and commercial or business activities. A study about the impact of urban land uses and activities on the levels of air pollutants in Malaysia’s most urbanised and most developed region that is Klang Valley was conducted. Data of Air Pollutant Index (API) and average concentration of selected air pollutants were used to analyse the ambient air quality of the selected five (5) cities or towns in Klang Valley. The air quality condition of the five (5) cities or towns were related to the land use distributions of the cities or towns with a purpose to understand the impact of land uses on the ambient air quality. Furthermore, the changes of ambient air quality before and after Movement Control Order (MCO) were analysed to examine the impact of human activity changes on the ambient air quality. The study found that a city or a town with more industrial and transportation land uses with fewer greens was more polluted than the area with less industrial and transportation land uses with more greens. However, this finding did not apply to all areas due to effect of winds on the distribution of air pollutants. Besides that, because of MCO, most people stayed at home with the mode of “work from home” that caused air pollutant levels in urban areas to decrease due to less urban activities. Nevertheless, there was a risk of an increase in air pollution levels in residential areas due to the concentration of activities, especially driving motor vehicles in residential areas. A recommendation is given to encourage “work from home” and reduce dependency on auto-mobile in residential areas in order to improve the air quality in urban areas.

Неисполнение родителями или иными законными представителями несовершеннолетних обязанностей по обучению последних правилам дорожного движения, воспитанию ответственного отношения к их соблюдению, выразившееся в допущении управления транспортными средствами несовершеннолетними, не имеющими данного права, повлекшего по неосторожности тяжкие последствия

One of the most acute problems nowadays is the prob-lem of reducing not only the rate of accidents, but also the number of injuries and deaths on the roads. The in-crease in the number of minors injured in road acci-dents, including those driving motor vehicles, causes particular concern. It is stated that bringing individuals to administrative responsibility is possible for transfer-ring control of a motor vehicle to a person who knowing-ly does not have the right to drive a motor vehicle under Part 3 of Article 12.7 of the Code of Administrative Of-fences of the Russian Federation, and also for not taking measures to prevent repeated driving vehicles by mi-nors who do not have such right, under Part 1 of Article 5.35 of the Code of Administrative Offences of the Rus-sian Federation. However, administrative responsibility and measures of administrative punishment do not pre-vent serious socially dangerous consequences from driving motor vehicles by minors who do not have this right. The present study substantiates the need to estab-lish criminal liability for failure by parents to fulfill their obligations to educate and teach minors to observe traf-fic rules, which is expressed in letting minors drive mo-tor vehicles without having this right, which resulted in serious consequences due to negligence.

Cannabis, alcohol and other drug findings in fatally injured drivers in Ontario

Objective The purpose of this study was to determine the prevalence of cannabis, alcohol and other drug use in drivers of motor vehicles who died in crashes in the Canadian province of Ontario from January 2016 through December 2018 along with the characteristics of these drivers and some of the circumstances of the crash in which they were involved. Methods Toxicological tests were performed on blood samples obtained from 921 driver fatalities for whom postmortem blood samples were submitted to the Center of Forensic Sciences for analysis. The results were coded into a database along with basic demographic and crash characteristics and examined for prominent characteristics and patterns. Results Overall, among the 921 cases examined, 495 (53.7%) tested positive for alcohol, cannabis (tetrahydrocannabinol or THC), or another psychoactive drug. The number of cases that tested positive for THC (251) exceeded the number of cases that tested positive for alcohol (241) as well as the number that tested positive for a drug other than THC (235). In 38% of positive cases, more than one substance was detected. Alcohol and THC were most commonly detected among males; females most frequently tested positive for a drug other than THC, notably medications with depressant effects. Alcohol-involved driver fatalities were most common on weekends and most likely involved single vehicle crashes. Driver fatalities that tested positive for THC or another drug were more evenly distributed throughout the week and were more likely to have been in multi-vehicle crashes. Conclusions The present study highlights the use of cannabis and other drugs by drivers. The patterns of crashes and the characteristics of drivers involved indicate that the characteristics of driver fatalities involving cannabis and/or other drug use differ from those of alcohol and require new, innovative approaches targeting high-risk times, groups and behaviors. Continued monitoring of the toxicological findings from blood samples obtained from drivers killed in motor vehicle crashes will be a key element in efforts to reduce the impact of drug use by drivers on road safety.

Motor vehicle driver injury severity analysis utilizing a random parameter binary probit model considering different types of driving licenses in 4-legs roundabouts in South Australia

A roundabout may not provide an acceptable level of control and can be confusing to inexperienced drivers. Therefore, the purpose of this study is to identify the contributing factors that lead to specific driver injury severity by utilizing a random parameter binary probit model sustained by different experiences of motor drivers at 4-legs roundabouts in South Australia. Four models were estimated based on seven years of crash data (2012–2018), considering different types of motorist-driving license: learner, provisional, full, and for all datasets, including unknown licensures. The model estimates variables have been categorized into a driver, crash, temporal, spatial, vehicle, roadway characteristics, and vehicle movements. The results showed there are differences between resulting crash-injury severities when driver experience has been observed. Besides, several parameters were found to be random and normally distributed: safety equipment, crash type (rear-end crash), number of involved vehicles, weekdays indicator, stats area (crash occurred within metropolitan), vehicle type (passenger car), and posted speed limit (more than 50 km/hr.). In addition, the log-likelihood and the transferability test indicated that the data should be separated and analyzed according to the driver's license. Findings can help authorities to improve driver safety considering the influence of the driver experience.

Methodology for determining the professional qualities of motor vehicle drivers

This article examines the factors that affect road safety in the Driver-Car-Road-Traffic Environment system, and defines the characteristics of the actions performed that are necessary for the vehicle operator. The author’s version of improving the system of training candidates drivers, by determining the professional qualities of the system “driver-operator” of vehicles. The algorithm for checking the readiness of candidates for drivers is presented, taking into account individual personal qualities. To determine the quantitative parameter for assessing readiness to perform actions in the professional training system, the use of the graphical method “Spider CIS” is proposed, which allows determining the most optimal variant of the training system, and including additional classes, if necessary, taking into account individual and personal qualities.

Organization of First Aid in the Arkhangelsk Region

Background The development and implementation of widespread training for rules, techniques and methods of providing first aid to the widest possible range of people will significantly reduce the level of disability and mortality among victims of road traffic accidents (RTAs).Aim of study To study the organization of first aid for the victims in the Arkhangelsk region.Material and methods Part 1. The journals of registration of attendance at classes with a trained contingent in the educational-methodical department of the School of Disaster Medicine of the Territorial Center for Disaster Medicine of the Arkhangelsk Region for the period from 01.01.2012 to 12.31.2018 are analyzed. Part 2. We selected 906 medical records of patients (003/u) affected by an accident on the federal highway M-8 “Kholmogory” and treated in hospitals of Arkhangelsk region, admitted acutely in period from 01.01.2012 till 31.12.2018. The study was conducted according to the criteria of retrospective continuous documentary observation. As a criterion of statistical significance, the probability of a random error of less than 5% (p&lt;0.05) was applied using the correction for multiple comparisons (Bonferroni correction).Conclusion 1. The educational activities of the TCDH of the Arkhangelsk Region over a seven-year period are characterized by a significant increase in the total number of trained cadets (p&lt;0.001); 2-fold increase in the number of trained motor vehicle drivers (p&lt;0.001) and employees of Ministry of Emergency Situations and Russian Interior Ministry (p&lt;0.001). 2. The first aid to injured in an accident on the federal highway M-8 Kholmogory in the Arkhangelsk Region was provided in 65 cases (7.2%); in almost 90% of cases, first aid was recorded in the Arkhangelsk and Severodvinsk medical districts of the Arkhangelsk region (p&lt;0.001).

Paternalism and alcohol policy

PurposeThe purpose of this paper is to investigate to what degree scientific evidence supports contemporary paternalistic alcohol policy practices targeting fully competent adults.Design/methodology/approachPaternalism may be acceptable if it is effective, fair and protects the safety of the citizen or a third party from the harms caused by the citizen’s autonomic actions. To be justifiable, paternalistic actions should bring about clearly more benefits than harms. Otherwise, autonomy should prevail. The evidence related to alcohol control policies is assessed against these principles.FindingsIn peaceful civilized societies, alcohol control policies (high prices, restrictions on supply and marketing) have no or only insignificant effectiveness. Some policies are unfair and may bring about more harms than benefits. There is strong evidence showing that brief interventions aiming to reduce alcohol intake are inefficient. Wide-scale screening for such interventions is likely to waste health service resources. There is sufficient evidence to refute the claim that the previously mentioned policies are effective measures to reduce alcohol-related harms. Heavy alcohol use during pregnancy and driving motor vehicles while intoxicated may bring about harm to others than the user. Behavioural interventions to reduce heavy use in pregnancy have been shown to be inefficient. Light alcohol use may have no harmful effect on the developing embryo, whereas heavy use is likely to cause harm. There is moderate evidence for enforcing legal blood alcohol concentration limits to reduce traffic accidents and fatalities.Originality/valueThis is the first review on the acceptability of paternalism in currently recommended alcohol policies. It shows that in only a few cases, paternalism is effective and compatible with freedom and fairness.

Data Acquisition System for the Characterization of Biomechanical and Ergonomic Thresholds in Driving Vehicles

Directive (EU) 2015/653 on driving licenses has involved the modification of different codes that must appear on driver’s licenses. The definition of specific codes (20.07 and 40.01) compels measurement of the braking and steering forces. Performing practical tests to assess the driving fitness of special drivers will help to determine the maximum force that a driver can apply on primary controls when driving. From that point, definition of car control adaptations required to supply their functional deficiencies can be stated. This article describes a data acquisition system designed and developed for obtaining data from experimental tests based on the execution of habitual driving manoeuvres (braking, lane change and roundabouts). The data gathered will allow for definition of the thresholds of biomechanical values (forces on the steering wheel and brake pedal) and ergonomic values (driver’s upper extremity mobility ranges) necessary for driving motor vehicles. The results have shown that application in real driving tests of the data acquisition system designed provides valid and suitable results for the case studied. Therefore, it will contribute to substantially improving the assessment procedure for drivers in general and for disabled people in particular when obtaining or renewing their driving licenses.

Racial disparities in positive airway pressure therapy adherence among veterans with obstructive sleep apnea.

Black individuals are disproportionately affected by diabetes, cardiovascular disease, obesity, and OSA. Adherence to PAP therapy has been reported to be lower among black individuals. This study seeks to examine associations between black race and PAP adherence among veterans with OSA. This was a retrospective study. Veterans newly diagnosed with OSA at a single Department of Veterans Affairs sleep center who were prescribed a modem-enabled PAP device between January 2015 and November 2017 were enrolled. PAP adherence was defined as ≥ 4 hours nightly usage for at least 70% of nights measured at 30 days from PAP setup. We examined the relationship between race and adherence, controlling for sex, marital status, age, socioeconomic status, residual apnea-hypopnea index), and mask leak. Of 3013 patients identified with OSA, 2571 (85%) were newly started on PAP therapy (95% male, aged 59 years ± 14 years, 45% married, 8% with neighborhood socioeconomic disadvantage). Twenty-five percent of participants were black, and 57% were white. PAP adherence at 30 days was 50% overall (42% among blacks, 53% among nonblacks). Black race was associated with reduced 30-day PAP adherence in unadjusted (P < .001) and adjusted logistic regression models (odds ratio = 0.64; 95% CI, 0.53 - 0.78; P < .001). Among veterans with OSA, black race was associated with reduced PAP adherence. These findings suggest health inequality among black individuals in the treatment of OSA.

Personality traits as predictors of cyclist behaviour

Road user behaviour and personality traits are important determinants of driver crash risk. While a great deal of research has been undertaken to understand the relationships between crash involvement, behaviours and personality traits for motor vehicle drivers, comparatively few studies have considered these factors for cyclists. This manuscript presents the findings of a study conducted amongst a sample of six hundred and fifteen (615) Australian cyclists, investigating these issues.The aim of this research was to establish a structure for a cycling behaviour questionnaire applicable to a cohort of Australian cyclists. Using the dimensions identified from the questionnaire, the research investigated the relationship between self-reported crashes, behaviours and personality traits, in order to further develop our understanding of risk factors associated with cycling.Personality traits (agreeableness, extroversion, conscientiousness, neuroticism and openness to experience) were measured using the Big Five Inventory. While cyclist behaviour was measured using a modified version of the cyclist behaviour questionnaire developed by the Dutch national road safety research centre (SWOV).Principal Components Analysis (PCA) was performed on the cycling behaviour questionnaire to identify underlying subscales of behaviour. The PCA identified a two dimension model representing violations (α = 0.74) and errors (α = 0.65), consisting of 16 items from the original 22 item cyclist behaviour questionnaire.Linear regressions for each of the cyclist behaviour factors identified that age was negatively associated with errors and violations, indicating that older cyclists report fewer errors or violations. Similarly, there was a negative association with average weekly kilometres travelled. Gender was a significant predictor of errors, but not violations, with male cyclists reporting fewer errors than females.When considering personality traits, there was a positive association between extroversion and both errors and violations. Significant negative associations were identified for agreeableness and conscientiousness. Neither neuroticism nor openness to experience were associated with the frequency of errors or violations.The research identified that demographics, travel characteristics and personality traits provide insight into engagement in aberrant cycling behaviours and these behaviours are associated with self-reported crash involvement. The research provides insight into behaviours that could be targeted with appropriate education and enforcement strategies.

Simulators as a Supporting Tool in the Training Process for New Specialized Personnel

The article deals with problems related to the application of simulators in training and describes the current role of simulators in preparing new specialized personnel in many industries. The author presents the possibilities of using simulators in the training for pilots, motor vehicle drivers, and train drivers. He points out to the benefits of using modern simulation systems.

Enforcement of Criminal Law for Motor Vehicle Drivers that because Their Failure results a TRaffic Accident

In general, law enforcement is a process of endeavoring to ensure the establishment or actual functioning of legal norms as guidelines for behavior. In traffic accidents, the main cause is negligence by motorized motorists causing losses. In this case law enforcement in traffic accidents is regulated in articles 310 and 311 of Law No 22 of 2009 concerning Road Traffic and Transportation. The main problem that the author discusses is, regarding the form of negligence committed by motorists causing traffic accidents, as well as law enforcement for motorists who due to negligence results in traffic accidents based on Law No 22 of 2009 concerning Traffic and Road Transportation. The research method that I use is Normative juridical, research based on data sources in the form of applicable laws and regulations, journals or articles and theories and legal concepts and views of leading legal scholars, which aim to be able to find answers by analyzing or comparing between one another. Criminal law enforcement for motorists who due to negligence resulting in traffic accidents is analyzed using the rules that apply at this time. The results of this study can be seen from the form of the driver's negligence and also law enforcement for the rider because of his negligence resulting in a traffic accident.

Metabolic Syndrome in Commercial Truck Drivers: Prevalence, Associated Factors, and Comparison With the General Population.

Commercial motor vehicle drivers, such as truck drivers, experience unique health, lifestyle, and occupational challenges directly associated with their profession. All participants in this multistate cross-sectional study completed questionnaire measurements. Participants were categorized with metabolic syndrome (MetS) if they had at least three of the five modified criteria used in the joint scientific statement on metabolic syndrome. Overall MetS prevalence was 52.4% (n = 428) of the 817 participants. Prevalence of MetS criteria were waist circumference (n = 634, 77.0%), low HDL cholesterol (n = 580, 71.0%), elevated triglycerides (n = 552, 67.6%), elevated blood pressure (n = 175, 21.2%), and elevated hemoglobin A1c (n = 97, 11.9%). Truck drivers were 2.7 times more likely to have MetS compared to the general working population. Truck drivers in the United States have a high prevalence of MetS compared to the general working population.

Self-reported mindfulness, cyclist anger and aggression

Anger is a common behaviour exhibited by road users when one’s goals are perceived to have been blocked by another. Recent research has demonstrated that, generally, cyclists tend to deal with anger in constructive ways. However, when anger does manifest, it can result in behaviours that increase their crash risk. Amongst motor vehicle drivers, mindfulness levels have been associated with less anger and appear to mediate anger and associated aggression. The current study sought to understand whether mindfulness has similar associations with anger and aggression in a sample of cyclists. A total of 583 cyclists (males = 68 %) completed an online questionnaire that sought information on their levels of mindfulness, current mindfulness practices and tendencies for anger and aggression while cycling. The relationships between these were then examined using structural equation modelling. The results showed that cyclists with higher mindfulness levels tended to report less anger across a range of situations (e.g., interactions with pedestrians, cyclists, motor vehicle drivers and police). Both direct and indirect (through anger) relationships were found between mindfulness and aggression, again showing that more mindful cyclists tended to engage in less frequent aggression. These findings align with recent research investigating this relationship amongst motor vehicle drivers and suggest that mindfulness may be a promising strategy to reduce or avoid anger and aggression in cyclists.

Opportunities to Reduce Distracted Driving and Adolescent Driver Motor Vehicle Crashes.

* Abbreviation: MVC — : motor vehicle crash Over the past few decades, multipronged efforts have made substantial strides in reducing adolescent morbidity and mortality related to motor vehicle crashes (MVCs). However, MVCs remain the leading cause of adolescent death, fatalities that are largely preventable.1 Although several factors contribute to adolescent MVCs, an increase in cell phone use while driving has been posited as a factor in the unexpected increase in adolescent MVC rates from 2013 to 2016.2 Previous studies have demonstrated an association between laws banning texting while driving and lower rates of fatal crashes3 and more recently nonfatal injury crashes in the overall population.4 However, as new state laws have been introduced, the relative effectiveness of different levels of implementation for adolescent drivers are not well characterized, including primary enforcement (ie, a police officer can stop the vehicle and cite the driver for texting while driving), secondary enforcement (ie, the driver can only be cited for texting while driving if another primary violation is observed), banning texting for all drivers, banning all handheld cell phone use for all drivers, and banning all novice driver cellphone use (both handheld and hands-free use). In their article “Distracted Driving Laws and Motor … Address correspondence to Catherine C. McDonald, PhD, RN, FAAN, University of Pennsylvania School of Nursing, 418 Curie Blvd, Room 414, Philadelphia, PA 19104. E-mail: mcdonalc{at}upenn.edu

Prevalence and clusters of modifiable cardiovascular disease risk factors among intra-city commercial motor vehicle drivers in a Nigerian metropolitan city.

Commercial motor vehicle drivers (CMVDs) have worst health profiles among different occupations, yet the presence of clusters of cardiovascular disease (CVD) risk factors in this group have not been described in a resource-limited setting. The prevalence of CVD risk factors and the clusters among CMVDs was evaluated. A cross-sectional descriptive study. Four motor parks in three local government areas of Ibadan city, Nigeria. Consented and conveniently sampled 152 intra-city CMVDs aged ≥ 18 years. Prevalence of CVD risk factors (hypertension, diabetes, high triglyceride, low HDLc, high waist-hip ratio, central obesity, physical inactivity, smoking, alcohol, and overweight/obesity) and their clusters were determined. All participants were male from 20 - 77 years old. Most of the CMVDs were physically inactive (80, 52.6%), take alcohol (78, 51.3%), and few smokes (35, 12.4%). The prevalence of hypertension, diabetes, hypertriglyceridemia, obesity, and central obesity were 36.2%, 5.9%, 23.7%, 4.6%, and 5.3%, respectively. Four clusters of CVD risk factors in the CMVDs with the prevalence of 36.2%. 33.5%, 17.1% and 13.2% were identified with significant differences (p<0.05) in the risk factors. The prevalence of diabetes, obesity, central obesity, and smoking was low while the prevalence of hypertension and hypertriglyceridemia was moderate among the CMVDs, but the prevalence of alcohol intake and physical inactivity were high. Four distinct clusters of CVD risk factors were observed among the drivers. The study was self-funded.