Retrospective quality review of Department of Transportation (DOT) commercial drivers medical examination forms.

OBJECTIVE: This study aimed to evaluate the quality of completion among both drivers and medical examiners in filling out Commercial Driver's (CD) Medical Examination Report Forms. METHODS: This was a cross-sectional retrospective study of abstracted data from the year 2019. CD Medical Examination Report Forms, collected from a single nationally-based employer and initially reviewed by corporate medical directors, were evaluated by the study team for completeness of documentation provided by both drivers and medical examiners (MEs). Relevant findings included unanswered questions, inconsistency between responses, and lack of necessary elaboration for positive responses. RESULTS: Among 1603 examinations, MEs completed the Medical Examination Report Form incompletely or incorrectly in 30% of examinations (n = 484). Drivers inconsistently filled out their health history with elaborations 38.7% of the time. Most commonly, they failed to elaborate on positive health history responses in 28.7% of examinations, but other types of errors were noted as well. CONCLUSIONS: A considerable proportion of drivers or examiners (n = 890, 55%) failed to adequately or correctly complete CD Medical Examination Report forms.

Musculoskeletal Pain and Health-Related Quality of Life of Occupational Drivers in Southwest Nigeria.

BACKGROUND AND OBJECTIVE: Musculoskeletal pain (MSP) can be work-related and common among occupational drivers (OPDs). There is a scarcity of data on MSP among OPDs in Nigeria. This study therefore determined the 12-months prevalence and the influence of socio-demographic factors on the prevalence of MSP and health-related quality of life (HRQoL) of OPDs in Ogbomosho, Oyo State. METHODS: A total 120 occupational drivers participated in the study. The Nordic Musculoskeletal Questionnaire (NMQ) was used to measure the prevalence and pattern of MSP and the Medical Outcome Study (MOS), a 36-item short form version 1.0 of the Research and Development (RAND) to measure HRQoL. The data was analysed using descriptive statistics of mean, standard deviation, and frequency. A chi-square test with a significance level of p ≤ 0.05 was used to determine the relationship between variables. RESULTS: Mean age was 46.55±9.21 years. Musculoskeletal pain occurred in 85.8% of the drivers, with the shoulder and neck being most common. In 64.2% of the cases, the health-related quality of life score was higher than the national average. A significant association occurred between MSP and years of experience (p = 0.049). Significant associations occurred between HRQoL and age (p = 0.037), marital status (p = 0.001), and years of experience (p = 0.002). There was a significant association between MSP and HRQoL (p = 0.001). CONCLUSION: The prevalence of MSP was high among the OPDs. There was a significant association between MSP and HRQoL among OPDs. Sociodemographic factors play a significant influence on the HRQoL of drivers. Occupational drivers should be educated on the risks and dangers involved with their occupation and the steps they can take to improve their quality of life.

CONTEXTE ET OBJECTIF: Les douleurs musculo-squelettiques (DMS) peuvent être liées au travail et sont courantes chez les chauffeurs professionnels. Les données sur les douleurs musculosquelettiques chez les chauffeurs professionnels au Nigeria sont rares. Cette étude a donc déterminé la prévalence sur 12 mois et l'influence des facteurs sociodémographiques sur la prévalence des douleurs musculo-squelettiques et la qualité de vie liée à la santé (QVLS) des chauffeurs professionnels à Ogbomosho, dans l'État d'Oyo. MÉTHODES: 120 conducteurs professionnels ont participé à l'étude. Le Nordic Musculoskeletal Questionnaire (NMQ) a été utilisé pour mesurer la prévalence et l'évolution de la PSM et le Medical Outcome Study (MOS), un formulaire court de 36 items version 1.0 du Research and Development (RAND) pour mesurer la QVLS. Les données ont été analysées à l'aide de statistiques descriptives (moyenne, écart-type et fréquence). Un test de chi-deux avec un niveau de signification de p ≤ 0.05 a été utilisé pour déterminer la relation entre les variables. RÉSULTATS: L'âge moyen était de 46,55±9,21 ans. Des douleurs musculo-squelettiques sont apparues chez 85,8 % des conducteurs, l'épaule et le cou étant les plus fréquents. Une qualité de vie liée à la santé supérieure à la moyenne a été constatée chez 64,2 % des conducteurs. Une association significative est apparue entre la PSM et les années d'expérience (p=0,049). Il existe une association significative entre la QVLS et l'âge (p=0,037), l'état civil (p=0,001) et les années d'expérience (p=0,002). Il y avait une association significative entre le MSP et la QVLS (p=0,001). CONCLUSION: La prévalence de la PSM était élevée parmi les OPD. Il existe une association significative entre la PSM et la QVLS dans les services de santé publique. Les facteurs sociodémographiques ont une influence significative sur la QVLS des conducteurs. Les conducteurs professionnels devraient être sensibilisés aux risques et dangers liés à leur profession et aux mesures à prendre pour améliorer leur qualité de vie. Mots clés: Conducteurs professionnels, douleurs musculosquelettiques, qualité de vie liée à la santé.

Drivers with and without Obesity Respond Differently to a Multi-Component Health Intervention in Heavy Goods Vehicle Drivers.

Physical inactivity and obesity are widely prevalent in Heavy Goods Vehicle (HGV) drivers. We analysed whether obesity classification influenced the effectiveness of a bespoke structured lifestyle intervention ('SHIFT') for HGV drivers. The SHIFT programme was evaluated within a cluster randomised controlled trial, across 25 transport depots in the UK. After baseline assessments, participants within intervention sites received a 6-month multi-component health behaviour change intervention. Intervention responses (verses control) were stratified by obesity status (BMI < 30 kg/m2, n = 131; BMI ≥ 30 kg/m2, n = 113) and compared using generalised estimating equations. At 6-months, favourable differences were found in daily steps (adjusted mean difference 1827 steps/day, p < 0.001) and sedentary time (adjusted mean difference -57 min/day, p < 0.001) in drivers with obesity undertaking the intervention, relative to controls with obesity. Similarly, in drivers with obesity, the intervention reduced body weight (adjusted mean difference -2.37 kg, p = 0.002) and led to other favourable anthropometric outcomes, verses controls with obesity. Intervention effects were absent for drivers without obesity, and for all drivers at 16-18-months follow-up. Obesity classification influenced HGV drivers' behavioural responses to a multi-component health-behaviour change intervention. Therefore, the most at-risk commercial drivers appear receptive to a health promotion programme.

Pre-injury health status of truck drivers with a workers' compensation claim.

Truck drivers are a vulnerable population due to the high number of workplace injuries and fatalities predominant in their occupation. In Australia, the road freight transportation industry has been identified as a national priority area in terms of creating preventative measures to improve the health and safety of its workers. With an environment conducive to poor nutritional food choices and unhealthy lifestyle behaviours, many barriers exist to creating a safe and healthy workforce. Thus, the current study aimed to describe the pre-injury hospital-recorded health conditions and health service use of truck drivers with a worker's injury compensation claim/s when compared to workers in other industries. Data was obtained from a compensation claims database and linked with hospital admissions data recorded five years prior to the injury claim. Health and lifestyle behaviour data for the occupational code of truck drivers was compared to other occupational drivers, as well as to all other occupations. Analysis was conducted via logistic regression. The results found that when compared to other occupational drivers, truck drivers were significantly more likely to have a hospital-recorded diagnosis of diabetes and/or hypertension, as well as being significantly more likely to have a hospital record of tobacco use and/or alcohol misuse/abuse. The findings show that there is a need to review and revise existing health strategies to promote the health and wellbeing of truck drivers, especially given their challenging work environment.

The effectiveness of the Structured Health Intervention For Truckers (SHIFT): a cluster randomised controlled trial (RCT).

BACKGROUND: Long distance heavy goods vehicle (HGV) drivers exhibit higher than nationally representative rates of obesity, and obesity-related co-morbidities, and are underserved in terms of health promotion initiatives. The purpose of this study was to evaluate the effectiveness of the multicomponent 'Structured Health Intervention For Truckers' (SHIFT), compared to usual care, at 6- and 16-18-month follow-up. METHODS: We conducted a two-arm cluster RCT in transport sites throughout the Midlands, UK. Outcome measures were assessed at baseline, at 6- and 16-18-month follow-up. Clusters were randomised (1:1) following baseline measurements to either the SHIFT arm or usual practice control arm. The 6-month SHIFT programme included a group-based interactive 6-h education and behaviour change session, health coach support and equipment provision (Fitbit® and resistance bands/balls to facilitate a 'cab workout'). The primary outcome was device-assessed physical activity (mean steps/day) at 6 months. Secondary outcomes included the following: device-assessed sitting, physical activity intensity and sleep; cardiometabolic health, diet, mental wellbeing and work-related psychosocial variables. Data were analysed using mixed-effect linear regression models using a complete-case population. RESULTS: Three hundred eighty-two HGV drivers (mean ± SD age: 48.4 ± 9.4 years, BMI: 30.4 ± 5.1 kg/m2, 99% male) were recruited across 25 clusters (sites) and randomised into either the SHIFT (12 clusters, n = 183) or control (13 clusters, n = 199) arms. At 6 months, 209 (55%) participants provided primary outcome data. Significant differences in mean daily steps were found between groups, in favour of the SHIFT arm (adjusted mean difference: 1008 steps/day, 95% CI: 145-1871, p = 0.022). Favourable differences were also seen in the SHIFT group, relative to the control group, in time spent sitting (- 24 mins/day, 95% CI: - 43 to - 6), and moderate-to-vigorous physical activity (6 mins/day, 95% CI: 0.3-11). Differences were not maintained at 16-18 months. No differences were observed between groups in the other secondary outcomes at either follow-up. CONCLUSIONS: The SHIFT programme led to a potentially clinically meaningful difference in daily steps, between trial arms, at 6 months. Whilst the longer-term impact is unclear, the programme offers potential to be incorporated into driver training courses to promote activity in this at-risk, underserved and hard-to-reach essential occupational group. TRIAL REGISTRATION: ISRCTN10483894 (date registered: 01/03/2017).

Work-related musculoskeletal disorders among occupational drivers in Mubi, Nigeria.

Background. Studies on work-related musculoskeletal disorders (WMSDs) among drivers in northern Nigeria are modest. Objectives. This survey determined the prevalence of risk factors, onset of WMSDs and experience of ergonomic training, coping strategies and treatment options adopted by drivers. Methods. This cross-sectional survey utilized an adapted version of the standardized Nordic musculoskeletal questionnaire for examining WMSDs among drivers. Descriptive and χ2 statistics were employed to summarize and analyze data, respectively; the significance level was set at p < 0.05. Results. The prevalence of WMSDs among the respondents was 21.2%. The annual prevalence of the various WMSD domains was lower back pain (34%), neck pain (18.9%), upper back pain (22.3%), shoulder pain (18.2%), knee pain (14.9%), ankle pain (17%), wrist pain (7.5%), elbow pain (7.5%) and hip/thigh pain (15.1%). χ2 analysis showed that age (p = 0.006), marital status (p = 0.027) and educational level (p = 0.018) were significantly associated with prevalence of WMSDs. The majority of the drivers (92.5%) had no ergonomic training while 77.4% did not seek treatment. Conclusions. Adequate sensitization on health-seeking behavior and coping strategies through seminars and workshops should be conducted to improve health-seeking behavior and coping strategies of occupational drivers.

Stress-inducing factors among occupational drivers in Karachi, Pakistan.

BACKGROUND: Work-related stress has become a global public health problem among occupational drivers. However, it is a highly neglected topic in the Pakistani population. AIMS: This study was conducted to identify the stress-inducing factors in occupational drivers in Karachi and to determine the relationship of stressors with sociodemographic and occupational factors among bus, minibus, rickshaw, taxi and private vehicle drivers. METHODS: A cross-sectional survey was conducted from February to October 2017 through a validated structured questionnaire. A total of 384 occupational drivers were recruited through non-probability quota sampling. Information on sociodemographic characteristics, medical history and stress-inducing factors in drivers was obtained. Statistical analysis was conducted using SPSS, version 21. The Chi-squared test was applied to see the association between categorical variables. RESULTS: Traffic jam was the most significant cause of stress (n = 377, 98.2%), followed by condition of the roads (n = 356, 92.7%) and the lights of other vehicles (n = 339, 88.3%). CONCLUSION: Numerous stress-inducing factors are experienced by occupational drivers in Karachi. This could possibly result in decreased precision and judgment while driving resulting in increased number of accidents.

Cluster randomised controlled trial to investigate the effectiveness and cost-effectiveness of a Structured Health Intervention For Truckers (the SHIFT study): a study protocol.

INTRODUCTION: Heavy goods vehicle (HGV) drivers exhibit higher than nationally representative rates of obesity, and obesity-related comorbidities, in comparison to other occupational groups. Their working environments are not conducive to a healthy lifestyle, yet there has been limited attention to health promotion efforts. We have developed a Structured Health Intervention For Truckers (the SHIFT programme), a multicomponent, theory-driven, health-behaviour intervention targeting physical activity, diet and sitting in HGV drivers. This paper describes the protocol of a cluster randomised controlled trial designed to evaluate the effectiveness and cost-effectiveness of the SHIFT programme. METHODS AND ANALYSIS: HGV drivers will be recruited from a logistics company in the UK. Following baseline measurements, depots (clusters) will be randomised to either the SHIFT intervention or usual-care control arm (12 clusters in each, average cluster size 14 drivers). The 6-month SHIFT intervention includes a group-based interactive 6-hour education session, worksite champion support and equipment provision (including a Fitbit and resistance bands/balls to facilitate a 'cab workout'). Objectively measured total daily physical activity (steps/day) will be the primary outcome. Secondary outcomes include: objectively measured light-intensity physical activity and moderate-to-vigorous physical activity, sitting time, sleep quality, markers of adiposity, blood pressure and capillary blood markers (glycated haemoglobin, low-density lipoprotein-cholesterol, high-density lipoprotein-cholesterol). Self-report questionnaires will examine fruit and vegetable intake, psychosocial and work outcomes and mental health. Quality of life and resources used (eg, general practitioner visits) will also be assessed. Measures will be collected at baseline, 6 and 12 months and analysed according to a modified intention-to-treat principle. A full process evaluation and cost-effectiveness analysis will be conducted. ETHICS AND DISSEMINATION: Ethical approval was obtained from the Loughborough University Ethics Approvals Sub-Committee (reference: R17-P063). Study findings will be disseminated through publications in research and professional journals, through conference presentations and to relevant regional and national stakeholders via online media and at dissemination events. TRIAL REGISTRATION NUMBER: ISRCTN10483894.

The effect of organizational justice as perceived by occupational drivers on traffic accidents: Mediating effects of job satisfaction.

INTRODUCTION: Considerable research supports a positive association between the safety climate (which is a direct organizational factor) and safety performance (such as safe driving). However, indirect organizational variables that influence safe driving have gone largely unexplored. This study contributes to safety research by examining the relationship between organizational justice, which is a distal organizational factor, and traffic accidents and the mediating role of job satisfaction. METHOD: 233 occupational drivers employed by taxi and bus companies in South Korea participated in the study. Regression analysis was conducted using police records on participants' on-the-job traffic accidents. RESULTS: The analysis shows that the mediation model is statistically significant. That is, drivers with a lower level of perceived organizational justice showed a higher frequency of traffic accidents, and the mediating effect of job satisfaction was also significant. Based on the results, implications and limitations are discussed. Practical applications: The findings demonstrate that in order to decrease traffic accidents, transportation companies would benefit by examining distal factors such as organizational justice. This approach suggests that the conventional framework for safety management should be broadened to include aspects of the entire organization.

Exposure to whole-body vibration and hospitalization due to lumbar disc herniation.

OBJECTIVE: The aim was to examine if exposure to whole-body vibration (WBV) increases the risk for hospitalization due to lumbar disc herniation. METHODS: The study basis is a cohort of 288,926 Swedish construction workers who participated in a national occupational health surveillance programme from 1971 until 1992. Job title, smoking habits, body weight, height and age were registered at the examinations. Assessment of WBV were made for each of the constituent occupations by constructing a job-exposure matrix (JEM). Exposure to WBV was graded on a scale from 0 to 5. In addition, the occurrence of hospitalization due to lumbar disc herniation from January 1st 1987 until December 31st 2010 was collected from a linkage with the Swedish Hospital Discharge Register. Poisson regressions were used to estimate relative risk with 95 percent confidence intervals (95% CI), adjusting for age, height, weight and smoking, using white-collar workers and foremen as a reference group. RESULTS: There was an increased risk for hospitalization due to lumbar disc herniation for workers in the construction industry exposed to medium to high WBV compared to white-collar workers and foremen 1.35 (1.12-1.63). When restricting the analyses to include workers 30-49 years of age at the time of the hospital admission the risk was 1.69 (95% CI 1.29-2.21). CONCLUSION: This study further supports that occupational exposure to whole-body vibration increases the risk for hospitalization due to lumbar disc herniation.

Sleepiness while driving and shiftwork patterns among Korean bus drivers.

BACKGROUND: Sleepiness while driving has been regarded as a major cause of death due to traffic accidents. We compared the degree of sleepiness across five different working time periods (first, morning, post-lunch, afternoon, and last) among Korean bus drivers with different shift types (Daily two shift/Alternating day shift). METHOD: We interviewed 332 bus drivers with two shift types (Daily two shift, 128; Alternating day shift, 204). The questionnaire included demographic information (age, alcohol consumption and history of disease), a sleep disorder diagnosed by a doctor, job duration, the number of workdays in the past month, average working hours per workday and week, sleepiness while driving (Karolinska Sleepiness Scale), and sleeping time for both workdays and off-days. We conducted log-binomial regression analyses and produced prevalence ratios (PRs) of severe sleepiness (KSS ≥ 7) while driving with 95% confidence intervals (95% CI) to identify the difference in sleepiness for five working times between both groups. RESULTS: For the first and morning periods, there were no statistically significant differences in the KSS scores between the two groups. However, from lunch to last driving, drivers with Alternating day shift had a much larger proportion of severe sleepiness than those on Daily two shift. Thirteen (10.2%), 2 (1.6%) and 7 (5.5%) Daily two shift workers reported severe sleepiness in the post-lunch, afternoon and last periods. In contrast, 81 (39.7%), 63 (30.9%) and 64 (31.4%) of Alternating day shift drivers experienced severe sleepiness during the post-lunch, afternoon and last driving periods (p < 0.0001). According to the log-binomial regression analyses, Alternating day shift was associated with severe sleepiness from lunch to last driving. After adjusting for job duration, alcohol consumption and sleeping time on workdays, the PRs were 3.97 (95% CI: 2.29-6.90) post-lunch, 18.26 (95% CI: 4.51-73.89) in the afternoon and 5.71 (95% CI: 2.51-12.99) for the last driving period. CONCLUSION: We found that Alternating day shift bus drivers suffered from more sleepiness while driving from lunch to last driving than Daily two shift bus drivers. This difference may be because Alternating day shift drivers had more irregular work schedules and longer working hours per day and week.

Sleepiness while driving and shiftwork patterns among Korean bus drivers

BACKGROUND: Sleepiness while driving has been regarded as a major cause of death due to traffic accidents. We compared the degree of sleepiness across five different working time periods (first, morning, post-lunch, afternoon, and last) among Korean bus drivers with different shift types (Daily two shift/Alternating day shift). METHOD: We interviewed 332 bus drivers with two shift types (Daily two shift, 128; Alternating day shift, 204). The questionnaire included demographic information (age, alcohol consumption and history of disease), a sleep disorder diagnosed by a doctor, job duration, the number of workdays in the past month, average working hours per workday and week, sleepiness while driving (Karolinska Sleepiness Scale), and sleeping time for both workdays and off-days. We conducted log-binomial regression analyses and produced prevalence ratios (PRs) of severe sleepiness (KSS ≥ 7) while driving with 95% confidence intervals (95% CI) to identify the difference in sleepiness for five working times between both groups. RESULTS: For the first and morning periods, there were no statistically significant differences in the KSS scores between the two groups. However, from lunch to last driving, drivers with Alternating day shift had a much larger proportion of severe sleepiness than those on Daily two shift. Thirteen (10.2%), 2 (1.6%) and 7 (5.5%) Daily two shift workers reported severe sleepiness in the post-lunch, afternoon and last periods. In contrast, 81 (39.7%), 63 (30.9%) and 64 (31.4%) of Alternating day shift drivers experienced severe sleepiness during the post-lunch, afternoon and last driving periods (p < 0.0001). According to the log-binomial regression analyses, Alternating day shift was associated with severe sleepiness from lunch to last driving. After adjusting for job duration, alcohol consumption and sleeping time on workdays, the PRs were 3.97 (95% CI: 2.29–6.90) post-lunch, 18.26 (95% CI: 4.51–73.89) in the afternoon and 5.71 (95% CI: 2.51–12.99) for the last driving period. CONCLUSION: We found that Alternating day shift bus drivers suffered from more sleepiness while driving from lunch to last driving than Daily two shift bus drivers. This difference may be because Alternating day shift drivers had more irregular work schedules and longer working hours per day and week.