Population Of Truck Drivers Research Articles

Prevalence of smokeless tobacco use and oral pre-malignant lesions among heavy load truck drivers and general male population in Mumbai, India

Background:A majority (89 percent, 268.6 million) of smokeless tobacco users are from Southeast Asia, which also has the highest oral cancer rates in the world.One of the highest smokeless tobacco use prevalence and oral cancer incidence is found in India, with India contributing approximately 30% of all new oral cancer cases globally. The aims of this study were to determine the prevalence of smokeless tobacco use and oral pre-malignant lesions among heavy load truck drivers and the general population from Mumbai, India; and to study the association between smokeless tobacco use and oral pre-malignant lesions in this population. Methods:Secondary data analysis of two datasets – one belonging to truck driver population and the other to general population (obtained from the Indian Dental Association) – was conductedusing appropriate statistical methods. Results: The prevalence of smokeless tobacco use was 75.3% among truck drivers and 28.3% in the general population. The prevalence of oral pre-malignant lesions in truck drivers was found to be 17.5% and 15.7% in general population. The odds ratio for presence of oral lesions and smokeless tobacco use was 2.84 (95% CI = 0.578 – 27.424, p-value = 0.22) in truck drivers, and 11.7 (95% CI = 4.475 – 32.503, p-value <0.001) in general population. Conclusions:This study did provide a good insight on the prevalence of smokeless tobacco useand oral lesions among Indian truck drivers. Keywords:Tobacco, Smokeless; Mouth Neoplasms; Leukoplakia; Diagnosis, Oral; Oral Health

Attenuated cardiovascular reactivity is related to higher anxiety and fatigue symptoms in truck drivers.

Depression and anxiety have been linked with reduced stress-induced cardiovascular reactivity (CVR), which could be indicative of autonomic dysregulation. Less is known about the association between work-related fatigue and CVR. Truck drivers experience high levels of depression, anxiety, and fatigue, with repeated psychophysiological stressors on the road, yet little is known about the effects of these conditions on their CVR. Three hundred eighty six truck drivers completed the Hospital Anxiety and Depression Scale (HADS) and the Occupational Fatigue Exhaustion/Recovery Scale (OFER-15). Systolic (SBP) and diastolic (DBP) blood pressure and heart rate (HR) were measured at rest and during a stressor protocol to measure CVR. Multivariate regression analyses were used to determine relationships between variables and adjusted for nine key covariates. Higher symptoms of persistent fatigue were related to a reduced SBP reactivity (β=-.236, p=.009) and reduced DBP reactivity (β=-.257, p=.005), whereas there was a positive trend between acute fatigue and DBP reactivity (β=.169, p=.052). Higher symptoms of anxiety were related to a reduced SBP reactivity (β=-.164, p=.016). This study demonstrated in a population of truck drivers that both anxiety and persistent fatigue were related to an attenuated SBP reactivity in a combined model, whereas there was a positive trend between acute fatigue solely and DBP reactivity. These novel findings may have serious implications for cardiovascular disease risk in truck drivers, and future research should attempt to establish the causal effect of these associations and the underlying physiological mechanisms.

The Roadside Healthcare Facility Location Problem A Managerial Network Design Challenge

The population of truck drivers plays a key role in the spread of HIV and other infectious diseases in sub‐Saharan Africa. Truck drivers thereby affect the health and lives of many, but also suffer from poor health and significantly reduced life expectancy themselves. Due to professional circumstances, their health service needs are generally not well addressed. Therefore, the non‐governmental organization North Star Alliance builds a network of healthcare facilities along the largest trucking routes in sub‐Saharan Africa. This paper studies the problem where to place additional facilities, and which health service packages to offer at each facility. The objective combines the maximization of the patient volume at these facilities and the maximization of the effectiveness of the health service delivery to the population served. The latter criterion is modeled through three novel access measures which capture the needs for effective service provisioning. The resulting optimization problem is essentially different from previously studied healthcare facility location problems because of the specific mobile nature of health service demand of truck drivers. Applying our model to the network of major transport corridors in South‐East Africa, we investigate several prominent questions managers and decision‐makers face. We show that the present network expansion strategy, which primarily focuses on patient volumes, may need to be reconsidered: substantial gains in effectiveness can be made when allowing a small reduction in patient volumes. We furthermore show that solutions are rather robust to data impreciseness and that long‐term network planning can bring substantial benefits, particularly in greenfield situations.

The Perceived Value of Reducing Sedentary Behavior in the Truck Driving Population.

Purpose: To conduct rapid qualitative analysis early in the intervention design process to establish the perceived value of reducing sedentary behavior in the truck driver population.Methods: A rapid assessment process for qualitative data collection was used to examine managerial and employee perceptions quickly and iteratively to inform intervention design. Managerial insights were collected during semi-structured interviews and employee insights were collected via an online survey and focus group. Thematic analyses were guided by the constructs of the Health Belief Model to establish; (a) perceived susceptibility to the health problem; (b) perceived severity of the health problem; (c) perceived benefits of the potential solutions; (d) perceived barriers to adopting the recommended solution; (e) cues to action; and (f) self-efficacy.Results: Three managers (2 females; 1 male) participated in semi-structured interviews. Seven truck drivers (1 female; 6 males) took part in a focus group. Sixteen survey responses (all male, mean age 49.8 ± 12.4 years, 86% white Caucasian) were collected in total (11 paper based; 6 online). The most important managerial motivators for engagement in an intervention included; improved sleep, alertness and quality of life. The most important employee motivators included; stress reduction (3.3 ± 1.3), improved quality of life (3.3 ± 1.3) and alertness (3.2 ± 1.4). Managerial and employee perspectives indicated that sedentary behavior may be of lower priority than diet and exercise, and may not resonate with the truck driving population as a health risk.Conclusion: Application of the Health Belief Model indicated a disconnect between the researcher, managerial and employee perspective and the perceived value of a sedentary behavior reduction intervention. Within the truck driving population, researchers should endeavor to include safety as well as health outcomes, use multi-level strategies, design for outcomes of high perceived value and leverage health communication strategies to communicate benefits that resonate with the end-user.

Identifying Fatality Risk Factors for the Commercial Vehicle Driver Population

Commercial/large-truck fatal crash involvement by drivers of different age groups is a critical issue for the trucking industry. Escalating safety concerns related to these heavy vehicles serving the freight economy in the U.S. have an impact national freight reliability and economic growth. This study identifies major contributing factors leading to large-truck fatal crashes for four age groups of driver: <30, 30–49, 50–65, and 65+. The analysis in this study is based on five years (2012–2016) of Fatality Analysis Reporting System data and provides an overall picture of risk factors in large-truck fatal crashes. In total, 30 variables were found to be significant in the logit models, indicating varying risks associated with large-truck drivers of these four age groups. Model results indicate different risk factors associated with driver characteristics, spatial and temporal characteristics, vehicle and vehicle maneuvering characteristics, and environmental conditions at the time of the crashes. Identifying the risk factors for different age groups of drivers is important so proper countermeasures can be implemented from the perspective of human factors (e.g., safe speed choice, fatigue), roadway engineering (e.g., design of roadside barriers, radius of ramps), enforcement (e.g., presence of law enforcement personnel at critical locations), and emergency medical attention in remote areas. Considering the aging of the truck driver population in the U.S. and around the world, the findings of this study are vital to understand better the importance of safety in relation to large-truck fatal crashes.

Anthropometric Dimensions of Individuals With High Body Mass Index.

Objective:This study presents anthropometric data for individuals with high body mass index (BMI). Modified anthropometric dimensions were also developed to address the challenges of obtaining accurate and repeatable data for this population segment.Background:The prevalence of obesity affects approximately 40% of the U.S. adult population. Anthropometric data are needed to guide product design and safety, but few individuals with high BMI have been measured in available datasets.Method:Anthropometric data for a convenience sample of 288 adults with high BMI (≥30 kg/m2) were collected. To increase participation and minimize participant discomfort, measurements were collected at three bariatric weight loss clinics and one academic research institution.Results:The current obese cohort are heavier than the U.S. general population, with a difference in mean body weight of 47 kg for women and 56 kg for men. The obese cohort are also heavier and have a higher BMI compared with the NIOSH (National Institute for Occupational Safety and Health) truck driver population. Waist circumferential measures of the current obese cohort were larger than women or men in either population compared, a result indicative of meaningful body shape differences.Conclusion:To our knowledge, this study is the first to collect anthropometric data for the obese population segment and conduct comparisons to the U.S. general population and available occupational databases. The obese cohort differed substantially with respect to the distributions of anthropometric variables.Application:These data provide insights about the obese population segment that are relevant to product design, and establish a foundation for future data collection efforts.

Work-related injury and illness among older truck drivers in Australia: A population based, retrospective cohort study

The professional truck driver population is aging in Australia and internationally. However, there is currently a gap in knowledge related to the morbidity of workers in the transport industry. Understanding the health and wellbeing of workers employed in the transport industry should be a priority to ensure the appropriate allocation of resources to prevention and rehabilitation efforts. This study explored the landscape of work-related injury and disease in the Australian transport industry, by measuring injury and illness resulting in time loss in truck drivers by age group. The study used a population based, retrospective cohort study based on claim data collected from the National Dataset for Compensation-based Statistics in Australia. Analysis on a total of 120,742 accepted workers’ compensation claims was performed to characterize the distribution of workers’ compensation claims by four time periods (2004–2006, 2007–2009, 2010–2012, and 2013–2015), age groups, and jurisdictions. Three key findings were identified: the relative risk of workers’ compensation claims increased with age; older truck drivers (i.e., 65 years and over) did not have significantly higher rates of musculoskeletal injury (MSK) or fracture injuries, and; older truck drivers had a significantly larger proportion of neurological injury compared to younger age groups. The findings of this research support the need for context sensitive, multi-domain, interventions targeted at older truck drivers in order to both prevent work-related injury and disease and reduce the burden of disability once an injury or disease has occurred.

Editorial commentary on: Malaria parasitaemia among long distance truck drivers in the Niger delta of Nigeria

Erhabor et al1 describe the prevalence of asymptomatic malaria in a unique study population of truck drivers, who have otherwise featured in medical literature for risky sexual behaviour and associated high HIV prevalence rates2. Their findings suggest that limited access to adequate health care facilities and preventative strategies exposes truck drivers to infection with plasmodium facliparum, the most virulent species of the genus plasmodium that causes malaria, accounting for millions of deaths in Africa3. Curtailing vectorial-transmission of p. falciparum is one of the key strategies towards control, eradication and ultimate elimination of this disease in Africa. Indeed, increased coverage of preventative measures such as insecticide treated nets and Indoor residual spraying, has resulted in malaria control and eradication in some parts of Africa3. A secondary consequence of success in malaria control in children ≤ 5 years of age is a shift in disease burden to older population's highlighting the elusiveness of this parasite and intricacies required in eliminating this deadly parasite from the face of the world4. Thought interesting, their findings of higher point prevalence of asymptomatic malaria among truck drivers with low CD4 counts would have been more informative if the HIV status of the truck drivers had been studied. HIV disease impairs acquired immunity to malaria seen in older children and adults in endemic areas and has been associated with increased frequency of both parasitemia and clinical malaria in HIV-infected adults5–6. Increase prevalence of HIV in this population could as well explain their findings. Despite limitations, the key finding of high rates of asymptomatic malaria coverage in an otherwise ‘unsuspected’ population of truck driver is telling of the need to cast the net wide to eradicate the parasite in hosts that efficiently harbour the parasite, propagating spread of malaria to vulnerable populations by aiding the parasite vectors ‘mosquitoes’ in transmitting the parasite from place to place.

U.S. truck driver anthropometric study and multivariate anthropometric models for cab designs.

This study presents data from a large-scale anthropometric study of U.S. truck drivers and the multivariate anthropometric models developed for the design of next-generation truck cabs. Up-to-date anthropometric information of the U.S. truck driver population is needed for the design of safe and ergonomically efficient truck cabs. We collected 35 anthropometric dimensions for 1,950 truck drivers (1,779 males and 171 females) across the continental United States using a sampling plan designed to capture the appropriate ethnic, gender, and age distributions of the truck driver population. Truck drivers are heavier than the U.S.general population, with a difference in mean body weight of 13.5 kg for males and 15.4 kg for females. They are also different in physique from the U.S. general population. In addition, the current truck drivers are heavier and different in physique compared to their counterparts of 25 to 30 years ago. The data obtained in this study provide more accurate anthropometric information for cab designs than do the current U.S. general population data or truck driver data collected 25 to 30 years ago. Multivariate anthropometric models, spanning 95% of the current truck driver population on the basis of a set of 12 anthropometric measurements, have been developed to facilitate future cab designs. The up-to-date truck driver anthropometric data and multivariate anthropometric models will benefit the design of future truck cabs which, in turn, will help promote the safety and health of the U.S. truck drivers.

Short Sleep Is Associated with Obesity among Truck Drivers

Recent studies suggest that short‐sleep duration is independently associated with obesity in the general population. The population of truck drivers is of particular interest, because they frequently work irregular shifts that in turn are associated with short‐sleep duration. In addition, truck drivers have a high prevalence of sedentary habits, poor diet, and obesity. The present study aimed at verifying the association between sleep patterns and factors associated with obesity in this population. The study sample consisted in 4,878 truck drivers who participated in a campaign promoted by a highway company in the State of São Paulo, Brazil. This campaign offered highway truck drivers a medical and laboratorial evaluation. The truck drivers completed a questionnaire concerning demographic data, sleep duration, consumption of medications, and medical problems, such as diabetes, cardiopathy, and hypertension; as well as the Berlin questionnaire, which is able to discriminate low and high risk for obstructive sleep apnea. Blood samples were collected to measure glucose and cholesterol levels. Also, body weight and height were registered to calculate the body mass index (BMI). The mean age (±SD) of the truck drivers studied was 40±10 years. Out of the truck drivers analyzed, 28.3% (n=1,379) had a BMI ≥30.0 Kg/m2 (obesity). Among the 4,878 drivers included in the study, 1,199 (24.6%) were on medications and 334 (6.8%) were diabetic. Drivers (26.9%) with the greater BMI had a short sleep length. The independent factors associated with obesity were sleep duration <8 h/day (OR=1.24), age >40 years (OR=1.20), glucose levels >200 (OR=2.02), cholesterol levels >240 (OR=1.57), snoring (OR=1.74), and hypertension (OR=2.14). Smoking was not associated with obesity (OR=0.69), and diabetes was considered a control variable. In conclusion, this study supports the hypothesis that short sleep duration as well as age >40 years are independently associated with obesity. This particular combination (short‐sleep duration and obesity) is independently associated with several healthcare problems, including high levels of cholesterol, glucose, snoring, and hypertension. However, due to the cross‐sectional nature of this study, no cause–effect relationship can be drawn from these results.

Fisherfolk are among groups most at risk of HIV: cross-country analysis of prevalence and numbers infected

HIV prevalence in some fishing communities in low and middle-income countries is known to be high relative to national average seroprevalence rates. Most of the studies supporting this claim refer to the men involved in fish-catching operations (fishermen). However they acknowledge that the men and women who work in associated occupations such as fish trading and processing are also vulnerable in part because they are often within the fishermen’s sexual networks. This vulnerability stems from the nature and dynamics of the fish trade and fishing lifestyle in which a number of known or hypothesized ‘risk factors’ converge. (excerpt)

High Risk for Obstructive Sleep Apnea in Truck Drivers Estimated by the Berlin Questionnaire: Prevalence and Associated Factors

The health issues that attract our attention when analyzing the truck driver population are the high prevalence of sedentary habits, inadequate diet, obesity, and proportion of hypertensive. All these are either considered risk factors for or a consequence of Obstructive Sleep Apnea (OSA). The objective of this study was to investigate the risk for OSA among 10,101 truck drivers and to correlate it with potentially related factors, such as serum glucose and cholesterol levels, smoking habits, alcohol and drug consumption, and self-reported physical activity. The drivers were invited to participate in the campaign “Saúde na Boléia” (Health Behind the Wheel) promoted by a Brazilian company responsible for the maintenance of approximately 360 km of roads in the country. Drivers who spontaneously stopped at the campaign booths placed along the roads were invited to answer a questionnaire covering sociodemographic data such as age, alcohol, and drug consumption. All participants completed a Berlin Questionnaire and were classified as low- or high-risk subjects for OSA based on questions about snoring, tiredness during the day, and the presence of hypertension or obesity. Blood collection was accomplished at the same site by nurses and/or nursing students collaborating with the campaign for subsequent laboratory studies. Approximately 26% of the truck drivers were found to be at high-risk group for OSA. An adjusted multiple logistic model found the independent risk factors of smoking (OR = 1.16; p = 0.014) and drug use (OR = 1.32; p < 0.0001) were associated with high risk for OSA. The presence of self-reported occasional (OR = 0.62; p < 0.0001) and regular (OR = 0.53; p < 0.0001) physical activity was found to be an independent factor protective of OSA. Educational programs, including ones aimed at improving one's health habits, such as engagement in physical exercise, should be considered in the development of initiatives to reduce the risk for OSA among the truck driver population.

Preventing HIV infection through peer education and condom promotion among truck drivers and their sexual partners in Tanzania, 1990-1993

HIV prevention through peer education and condom promotion among truck drivers and their sexual partners is described. Trends during an initial 18-month intensive phase, followed by a 24-month maintenance phase, were monitored with surveys. Trends for self-reported condom use were: increase among men (56 to 74%) during the first phase with a decrease (72%) during the maintenance phase. Respective figures for women were 51%, 91% and 70%. Multivariate analyses revealed that men most likely to report using condoms were unmarried, had children, were more educated, had previously reported a genital ulcer, and perceived themselves at risk for HIV infection (OR = 1.95-3.47). Women tending to use condoms were unmarried, aware of the limitations of condoms, not in denial as to the existence of HIV, harboured inaccurate information about HIV transmission and were afraid (OR = 1.35-2.52). Both sets of results suggest that the most sexually experienced men and women who did not have a permanent stable relationship and who perceived themselves at risk, were most likely to use a condom. Peer education was an effective tool for increasing knowledge and encouraging appropriate behaviour change. It was most effective as an intensive high-input intervention and sustainable with the relatively stable population of truck drivers.

Issues in Heavy Vehicles

The heavy vehicle industry includes medium-duty trucks, heavy-duty trucks, and buses. Vehicle size, driver location relative to the road, and duration of time in the vehicle distinguish heavy vehicles from the passenger car and light truck industry. During the past decade, the industry has been changing. Technological advances, as well as political, economic, and cultural forces, have combined to create a new environment. The driver has become more important in this new environment. A driver shortage and safety issues have heightened the interest in human factors and ergonomics in the heavy vehicle industry. The purpose of this symposium is to highlight some of the current human factors research in the field of heavy vehicles. While there are many possible topics to discuss, the first two papers will address vehicle design issues and the second two papers will address operational issues. Ms. Kinghorn will discuss a technique to estimate the current population of US Truck Drivers. She proposes that some of the shortcomings of the available data, such as changes in the population over the last decade and dimensions for which no data are available, can be overcome by estimating the current truck driver population from data on the general population. Mr. Reynolds will discuss the discrepancies observed between a design eyellipse location and actual driver eye locations in a small exploratory study. He will describe the primary contributor to the discrepancy, the H-point, and suggest several other potential contributors. Ms. Feyer will discuss a study on the effects of operational practices on driver fatigue. She will compare and contrast the operational practices of various segments of the long distance passenger and freight hauling industries. Her results indicate that different strategies must be applied to the passenger and freight industries to combat fatigue, even though the causes of fatigue are the same. Ms. Freund is from the US Federal Highway Administration's Office of Motor Carriers. She will discuss their plans for research concerning truck and bus driver operational regulation. Specific areas that are of interest include proficiency testing, fitness for duty, and substance abuse. She will elaborate on the program, addressing driver fatigue and loss of alertness.

Effects of rest and secondary task on simulated truck-driving task performance.

The study was designed to examine the effects of extra task stimulation and extra rest on performance and fatigue of haul truck drivers engaged in a simulated driving task. Sixty male subjects, randomly selected from the population of truck drivers in a large mining company, operated a driving simulator for a period of 7 h. A 2 x 3 experimental design was employed including two levels of rest conditions and three levels of secondary-task manipulations. The results show that performance and perceived fatigue were significantly higher when a secondary task involving voice communication was added to the basic driving task, but an added vigilance task had less effect. An extra 30-minute rest period in the middle of the experimental session significantly alleviated the reported experience of fatigue but did not affect performance. The results are discussed in terms of their relevance to actual industrial driving tasks.