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The rapid global expansion of the taxi industry has brought significant safety concerns regarding taxi trips, particularly related to the frequency of taxi crashes and their potential impact on road safety. To address this issue, the present study focuses on investigating the impact of time pressure on the driving speed of male taxi drivers through the use of driving simulator experiment. The aim of this study was to understand how time pressure influences driving speed at speed violation camera locations. A total of 56 taxi drivers participated in the study, with five drivers excluded due to simulation sickness. The findings revealed a significance of time pressure as a critical factor influencing driving speed among taxi drivers. Specifically, the study results showed that under time pressure situation, taxi drivers displayed significantly higher speeds, particularly in proximity to speed camera locations. To improve road safety, policymakers should focus on addressing time pressure concerns among taxi drivers. Implementing strategies to alleviate time constraints and optimize trip schedules can lead to safer driving practices, benefiting both drivers and passengers. [ABSTRACT FROM AUTHOR]

• Driving violations, driving errors, and inattention errors are taxi drivers' risky behaviour. • The link between commercial taxi drivers' risky driving behaviors and their involvement in road traffic accidents is examined. • Driving violation and driving error show significant influence on road traffic accidents. • The risky driving behaviours that require drastic action for mitigation of road traffic accidents reported. Taxis are essential to economic growth due to the ease and comfort they offer passengers. This is evident as most cities, especially in Africa, are dominated by taxis providing door-to-door services. However, their susceptibility to road traffic accidents (RTA) raises serious concerns due to their risky driving behaviours. In contrast, studies on taxi driver involvement in RTA due to their risky driving behaviours are sparse, especially in African countries. Consequently, the study examined the relationship between risky driving behaviour and traffic accident involvement among Nigerian commercial taxi drivers using the structural equation modeling (SEM) approach. Prior to the structural model analysis, the modified driver behaviour questionnaire (DBQ) was valid. This was assessed through the measurement model, and the results showed that the composite reliability, average variance extracted, and discriminant validity were greater than 0.7, greater than 0.5, and less than 0.90, respectively. Furthermore, the structural equation modeling results show that the driving violation and driving error constructs influenced road traffic accidents among taxi drivers, while inattention error was insignificant (p > 0.05). Although driving violations and errors significantly increase the chances of RTA among taxi drivers, driving violations had a more substantial influence than driving errors. Also, the regression coefficient indicates the risky driving behaviour of commercial taxi drivers accounts for 5.2 % of the RTAs in Nigeria. This research contributed to validating the DBQ for commercial taxi drivers in Nigeria, examining the influence of their driving violations, driving errors, and inattention errors on accident involvement and that inattention error may not necessarily influence accidents, which will aid policymakers in formulating mitigative strategies for RTA reductions. Moreso, it will guide driver trainers in curriculum development for specific commercial taxi driver training. [ABSTRACT FROM AUTHOR]

Objectives: This exploratory study examines workplace factors, sleep, sleep disorders, and safety among older (age 50 years and above) yellow taxi drivers in New York City (NYC) of South Asian descent.Methods: Using street intercept methods, quantitative data was collected among yellow taxi drivers in NYC (n = 27) from January-March 2020.Results: Among drivers, higher than normal sleepiness was identified in 33%, sleeping fewer than 7 hours on worknights work nights was reported by 52%, and 37% were at high risk for obstructive sleep apnea (OSA). Among drivers, 11% (n = 3) reported a motor vehicle accident in the past year and all drivers who reported an accident were at high risk for OSA.Conclusions: Findings from this hard-to-reach and understudied population revealed that most drivers did not report sufficient sleep on work nights. Results found over one-third of drivers had high OSA risk and drivers at high risk for OSA contributed to all reports of motor vehicle crashes. [ABSTRACT FROM AUTHOR]

• The study offers key policy insights into driver behavior under time pressure. • Each participant drove twice; the second with a reward for quicker completion. • Both groups exhibited riskier behaviors under time pressure than without it. • Significant differences in driving behavior and violations were observed between both groups. Drivers often encounter time pressure, which can lead to riskier driving habits, decreased safety margins, and a higher chance of accidents. Given that taxi drivers frequently experience these conditions, this study examines how time pressure impacts the driving behaviors of both taxi and non-professional drivers. In this regard, a driving simulator experiment was carried out to assess the driving behaviors of both groups under time pressure. The simulation drive included different scenarios such as a stop sign, a pedestrian crosswalk, four intersections, a school zone, a slow bus and a drop-off location. The study recruited 55 taxi drivers and 55 non-professional drivers to take part in the experiment. Each participant completed the simulation drive twice, with the second drive conducted after they were informed that a reward would be given for finishing the trip more quickly. The findings reveal that drivers exhibited significantly riskier behaviors under time pressure, including higher speeds and reduced adherence to traffic rules. When comparing both groups, non-professional drivers displayed higher speeds and riskier behaviors across various scenarios, whereas taxi drivers were more likely to commit violations associated with drop-offs. These findings call for targeted awareness campaigns and stricter enforcement to reduce risky behaviors under time pressure. Flexible scheduling for non-professional drivers and incentive programs for taxi drivers can further promote safer practices. Policymakers can use these insights to design strategies that address the risks associated with time pressure. [ABSTRACT FROM AUTHOR]

• Taxi drivers' hazard response times and driving styles were examined. • Both the driving skill and driving style are related to traffic violations. • Violation-involved drivers responded slower to the hazards in the video clips. • Violation-involved drivers tended to adopt risky, angry or anxious driving styles. The present study aimed to investigate the relationships between taxi drivers' traffic violations in past driving and two domains: driving skill (hazard perception skill) and driving style. Five hundred and fifty taxi drivers aged 25 – 59 were recruited to finish a video-based hazard perception test and the Chinese version of the Multidimensional Driving Style Inventory (MDSI). The relationships between hazard response time, driving style and traffic violations were examined, and the differences in hazard response times and driving styles of violation-involved drivers (n = 220) and violation-free drivers (n = 330) were compared. The results showed that taxi drivers' traffic violations are closely related to their driving styles and hazard response time. Violation-involved drivers scored significantly higher in hazard response time and maladaptive driving styles (i.e., anxious, risky and angry styles) and lower in careful driving style than violation-free drivers. More importantly, drivers' hazard response time and driving styles can effectively predict their violation involvement in the last 12 months with an overall classification accuracy of 66.4%. The findings provide evidence for the usefulness of video-based hazard perception tests and the MDSI in taxi driver testing and training. [ABSTRACT FROM AUTHOR]

Transport workers like seafarers, truck-, bus-, train- and taxi drivers and fishers have a known great inequity in health at work including high risk of developing type 2 diabetes. Their routine mandatory medical examinations use urine glucose for diabetes check with more than 50% false negatives, which should be replaced by high sensitive tests for diabetes-2, like A1C, Fasting Glucose (FPG) or Oral Glucose Tolerance Test (OGTT). [ABSTRACT FROM AUTHOR]

Active traffic management is the ability to dynamically manage congestion based on prevailing and predicted traffic conditions. Several technologies and algorithms have been employed to develop a set of tools utilised by Traffic Control/Traffic Management Centres with the aim to mitigate disruptions and improve traffic flow in the road networks. One such tool, belonging to the Advanced Traveller Information Systems category is Variable Message Signs. Variable Message Signs are located in major roads and provide real-time traffic information to the drivers so as to modify their behaviour considering the prevailing traffic conditions. To this end, the question arises. Is active traffic management in urban road networks – as currently provided by Variable Message Signs – effective for professional drivers? In plain words, do professional drivers modify their route choice, i.e. divert under the provision of real-time traffic information? A stated preference survey was performed to truck and taxi drivers to identify their response to information provided by Variable Message Signs. Results, in the form of ordered probit models indicated that the provided information is not that relevant to the investigated driver categories, as it is for passenger car drivers. [ABSTRACT FROM AUTHOR]

Many studies have validated that emotional demands are one of the main stressors that lead to fatigue, decreasing the safety behaviour in services work-related. However, studies to date have relied on long-term emotional demands rather than on the short-term fluctuation in emotional demands. The main aims of this research was to investigate the influence of individuals, as well as the daily levels of emotional demands on self-reported crashes, mainly through daily acute fatigue and safety motivation. The study was conducted among taxi drivers (N = 96) over a period of six days for both, morning and afternoon sessions in Kuala Lumpur, Malaysia. As expected, it was found that increased levels in an individual's daily emotional demands were related to acute and chronic fatigue, where only acute fatigue had an influence on safety motivation. In addition, safety motivation decreased the rate of self-reported crashes. These results suggest that the increment level of emotional demands has an indirect relationship to traffic crash rates, mainly through fatigue and safety motivation. • Individual and daily emotional demand are associated with daily acute and chronic fatigue. • Daily acute fatigue has significant influence on daily safety motivation. • Daily safety motivation reduced the traffic crash rates. • Emotional demands has indirect effect on traffic crash rates through daily fatigue and safety motivation. [ABSTRACT FROM AUTHOR]

• This study investigated young male drivers' associations between their self-reported driving skills and behaviors, and their driver behaviors on driving simulator. • This study investigated the similarities and the differences between young male taxi drivers and private car users based on these associations. • Self-assessed safety skills and perceptual motor skills were found to be in opposite associations with young male drivers' speeds, overtaking behaviors, and their behaviors at traffic lights on driving simulator. • Ordinary violations were found to be in positive association with young male drivers' speeding, running a red light, and overtaking behaviors on driving simulator. • Although young male taxi drivers and private car users differ from each other based on their associations between their overtaking behaviors on driving simulator and types of self-reported violations, the results indicated that the two driver groups share a number of similarities in terms of their negative attitudes towards safety and aberrant driver behaviors in traffic. This study investigated (1) the associations between young male drivers' self-assessed driving skills and their driver behaviors on driving simulator, (2) the associations between their self-reported driver behaviors and their driver behaviors on driving simulator, and (3) the similarities and the differences between young male taxi drivers and private car users based on these associations. 38 male taxi drivers and 40 male private car users, between 18 and 25 years old, were provided a demographic information form, two self-reports for measurement of their driving skills and behaviors, and 9 km driving simulator scenario in the laboratory. Hierarchical regression analyses revealed that safety skills and perceptual motor skills are in opposite associations with young male drivers' speeds, overtaking behaviors, and their behaviors at traffic lights on driving simulator. Moreover, ordinary violations were found to be in positive association with young male drivers' speeding, running a red light, and overtaking behaviors on driving simulator. Lastly, differing from each other based on the associations between their overtaking behaviors on driving simulator and types of self-reported violations, the results indicated that young male taxi drivers and private car users share a number of similarities in terms of their negative attitudes towards safety and aberrant driver behaviors in traffic. [ABSTRACT FROM AUTHOR]

Abstract Although the taxi industry is playing an important role in Chinese everyday life, little attention has been posed towards occupational health issues concerning the taxi drivers' working conditions, driving behaviour and road safety. A cross-sectional survey was administered to 1021 taxi drivers from 21 companies in four Chinese cities and collected information about (i) sociodemographic characteristics, (ii) working conditions, (iii) frequency of daily aberrant driving behaviour, and (iv) involvement in property-damage-only (PDO) and personal injury (PI) crashes over the past two years. A hybrid bivariate model of crash involvement was specified: (i) the hybrid part concerned a latent variable model capturing unobserved traits of the taxi drivers; (ii) the bivariate part modelled jointly both types of crashes while capturing unobserved correlation between error terms. The survey answers paint a gloomy picture in terms of workload, as taxi drivers reported averages of 9.4 working hours per day and 6.7 working days per week that amount on average to about 63.0 working hours per week. Moreover, the estimates of the hybrid bivariate model reveal that increasing levels of fatigue, reckless behaviour and aggressive behaviour are positively related to a higher propensity of crash involvement. Lastly, the heavy workload is also positively correlated with the higher propensity of crashing, not only directly as a predictor of crash involvement, but also indirectly as a covariate of fatigue and aberrant driving behaviour. The findings from this study provide insights into potential strategies for preventive education and taxi industry management to improve the working conditions and hence reduce fatigue and road risk for the taxi drivers. [ABSTRACT FROM AUTHOR]

• The study compared risky driving behaviours of professional taxi and truck drivers. • The DBQ segmented into four dimensions both among taxi and truck drivers. • Strong measurement invariance was supported in the DBQ factor structure of samples. • Taxi drivers were more likely to commit errors and violations than truck drivers. • The odds of violations on crash involvement was higher for taxi drivers than truck drivers. 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. [ABSTRACT FROM AUTHOR]

Taxis provide essential transport services in urban areas. In the taxi industry, the income level remains a cause of concern for taxi drivers as well as regulators. Mining underlying factors affecting the income level will not only benefit the newcomers and low-income drivers but also assist in developing effective optimization algorithms for taxi operations. This paper intends to disclose the factors affecting incomes along with their quantitative influence by mining over 167 million GPS records from nearly 8000 taxis in Shanghai. We first identify a marked difference in drivers’ incomes and categorize drivers into three income levels accordingly. We next investigate the overall search-delivery process, thereby defining several factors that may affect the income level. We then develop a generalized multi-level ordered logit (GMOL) model to find the significant factors that influence incomes. Finally, we compute the elasticity for those significant factors and present their contributions, as well as challenge some preconceived ideas regarding how to earn high incomes. [ABSTRACT FROM AUTHOR]

• Educational interventions can be successful for anger management in taxi drivers. • Short-term evaluations show both face-to-face and online training effective. • Sustainability of educational intervention is greater when training is face-to-face. • The 8-step PRECEED-PROCEDE model provides a framework for developing interventions. This quasi-experimental study implemented and compared the efficacy of an educational intervention based on the PRECEDE–PROCEED model to teach anger management and improve the driving performance of urban taxi drivers delivered using with same instructional materials either face-to-face (traditional) and online. Participants were 76 taxi drivers from two cities in Iran, randomly assigned to face-to-face or online delivery of the intervention. Data was collected using a survey which included demographic questions, Ecological and Educational Assessment Questionnaire (measuring knowledge, reinforcing factors, and enabling factors), Driver Attitude Questionnaire, Driver Behavior Questionnaire, and Driving Anger Scale at baseline, and two-months (follow-up 1) and four-months (follow-up 2) after the intervention. Additionally, participant's driving performance was assessed using the Wiener Fahrprobe technique. Both intervention modes were effective in improving driving performance in follow-up 1. Knowledge, reinforcing factors and enabling factors were improved in both modes of intervention in follow-up 1, although scores had decayed by follow-up 2. Compared to baseline, face-to-face delivery of the intervention improved drivers' attitudes and self-reported driving behaviors, although there was a small decay at follow-up 2, whereas online delivery improved drivers' attitudes in follow-up 1 only. By follow-up 2, the face-to-face group had reduced driving anger, but no change was observed in the online group. Altogether, retention of the educational intervention was greater in the face-to-face group than the online group. Reasons for this difference can be attributed to increased efficacy of face-to-face teaching that includes an opportunity to question the instructional content and get feedback. [ABSTRACT FROM AUTHOR]

Professional drivers have been characterized as experiencing heavy fatigue resulting from long driving time in their daily work. This study aimed to explore the potential demand of Fatigue Warning Systems (FWSs) among professional drivers as a means of reducing the danger of fatigue driving and to examine their opinions regarding the design of FWSs. Six focus groups with 35 participants and a questionnaire survey with 600 respondents were conducted among Chinese truck and taxi drivers to collect qualitative and quantitative data concerning the current situation of fatigue driving and opinions regarding the design of FWSs. The results revealed that both truck and taxi drivers had a positive attitude toward FWSs, and they hoped this system could not only monitor and warn them regarding their fatigue but also somewhat relieve their fatigue before they could stop and rest. As for warning signals, participants preferred auditory warnings, as opposed to visual, vibrotactile or electric stimuli. Interestingly, it was proposed that verbal warnings involving the information regarding consequences of fatigue driving or the wishes of drivers' family members would be more effective. Additionally, different warning patterns, including graded, single and continuous warnings, were discussed in the focus group. Finally, the participants proposed many other suggestions, as well as their concerns regarding FWSs, which will provide valuable information for companies who wish to develop FWSs for professional drivers. [ABSTRACT FROM AUTHOR]

• A hypothesized four-level structure for triggering taxi crashes was validated. • Individual and combined effects of various factors were identified. • Sleep problems tend to have a greater effect on driving behaviors than fatigue. • The combination of long working hours, sleep problems, and aggressive behaviors resulted in the worst consequence. • Valuable suggestions were provided for the different factors affecting taxi crashes. This study aims to investigate the individual and combined effects of working conditions, physical and mental conditions, and risky driving behaviors on taxi crashes in China. A total of 2,391 taxi drivers from four Chinese cities were invited to participate in a cross-sectional questionnaire survey. The questionnaire collected information on the demographic characteristics, working conditions, physical and mental conditions, risky driving behaviors, and crash frequency of taxi drivers. A Bayesian network (BN) model was developed to explore taxi crashes' contributing effects. The modelling results showed that the constructed BN model has a reasonable structure and good predictive performance. Eight factors (i.e., driving violations, driving errors, aggressive behaviors, sleep problems, fatigue, age, working hours, and management fees) have significant effects on taxi crashes. Sleep problems showed greater effects on driving behaviors than driver fatigue. The combination of long working hours, sleep problems, and aggressive behaviors would lead to the highest probability of taxi crashes. These results can provide valuable suggestions for the order of safety measures to be taken in response to different risk factors affecting taxi crashes, and are particularly important for the government and industry to make optimal decisions for improving the taxi industry's safety performance. [ABSTRACT FROM AUTHOR]

[Display omitted] • Presenting a theoretical model, O-FIC-T model, for the latent themes of taxi drivers' traffic safety culture in a developing country. • Introducing "organizational governance and administration" as the axial theme of taxi drivers' safety culture. • Demonstrating the impact of "organizational governance and administration" on flourishing of rules and regulations and income-cost balance. • Introducing the "cultural-societal traits" as an important mediator for taxi drivers' safe behavior. The behavior of road users, especially taxi drivers, is a significant factor affecting overall transportation safety. These kinds of behaviors usually are explained in terms of traffic safety culture. Therefore, understanding the underlying themes of traffic safety culture can be crucial in determining policies and strategies. In this context, the present study aims to construct a theoretical model to explain the latent themes of taxi drivers' safety culture. A grounded theory approach was used in this exploratory study. The participants were invited to the study based on purposeful and theoretical sampling. A total of 12 taxi drivers and 14 other relevant individuals took part in the in-depth interviews (IDIs). Furthermore, emergent latent themes were validated by holding a focus group discussion (FGD) with six taxi drivers. Data extraction and coding were done by each member of the research team, separately. Finally, they worked together to achieve a theoretical model. A theoretical model, O-FIC-T model, was constructed based on five specific emergent latent themes: organizational governance and administration, respecting the rules and regulations, income-cost balance, cultural-societal traits, and traffic behaviors. Organizational governance and administration emerged as the axial theme. Cultural-societal traits made as a mediator role, as well. The O-FIC-T model was introduced which underlies the necessity to make considerable modifications in the coordination of responsible organizations to promote taxi drivers' adoption of safe behaviors. The model shows how organizational factors can move forward other latent themes. [ABSTRACT FROM AUTHOR]

Abstract: Exposure to environmental pollutants has been recognised as a risk factor for cardiovascular events. 1-hydroxypyrene (1-OHP) is a biomarker of exposure to polycyclic aromatic hydrocarbons (PAHs) from traffic-related air pollution. Experimental studies indicate that PAH exposure could be associated with inflammation and atherogenesis. Thus, the purpose of this study was to evaluate whether the biomarker of PAH exposure is associated with biomarkers of inflammation and oxidative stress and if these effects modulate the risk of developing cardiovascular diseases in workers exposed to air pollution. This study included 60 subjects, comprising 39 taxi drivers and 21 non-occupationally exposed persons. Environmental PM2.5 and benzo[a]pyrene (BaP) levels, in addition to biomarkers of exposure and oxidative damage, were determined. Inflammatory cytokines (IL-1β, IL-6, IL-10, TNF-α, IFN-γ and hs-CRP) and serum levels of oxidised LDL (ox-LDL), auto-antibodies (ox-LDL-Ab) and homocysteine (Hcy) were also evaluated. PM2.5 and BaP exhibited averages of 12.4±6.9μgm−3 and 1.0±0.6ngm−3, respectively. Urinary 1-OHP levels were increased in taxi drivers compared to the non-occupationally exposed subjects (p<0.05) and were positively correlated with pro-inflammatory cytokines and negatively correlated with antioxidants. Furthermore, taxi drivers had elevated pro-inflammatory cytokines, biomarkers of oxidative damage, and ox-LDL, ox-LDL-Ab and Hcy levels, although antioxidant enzymes were decreased compared to the non-occupationally exposed subjects (p<0.05). In summary, our findings indicate that taxi drivers showed major exposure to pollutants, such as PAHs, in relation to non-occupationally exposed subjects. This finding was associated with higher inflammatory biomarkers and Hcy, which represent important predictors for cardiovascular events. These data suggest a contribution of PAHs to cardiovascular diseases upon occupational exposure. [Copyright &y& Elsevier]

Highlights: [•] CFA supported the original four factors, which all had good internal reliability. [•] Licence tenure was negatively related to the three types of aggressive expression. [•] The aggressive types of expression were related to crash related conditions. [•] None of the DAX factors was related to either minor or major crash involvement. [•] The DAX can be used with both professional and private vehicle drivers. [ABSTRACT FROM AUTHOR]

Abstract: Injury due to road traffic crash is a major cause of ill health and premature deaths in developing countries. Taxis provide a main mode of public transport in Vietnam but there has been little research on the risk of crash for taxi drivers. This retrospective study collected information on taxi crashes for the period 2006–2009 by interviewing drivers from five taxi companies in Hanoi, Vietnam, using a structured questionnaire. Of the total 1214 participants recruited, 276 drivers reported at least one crash, giving an overall crash prevalence of 22.7%. Among the crashed group, 50 drivers (18.1%) were involved in two to four crashes. Logistic regression analysis further identified age of driver, type of driving licence, employment status, perceived sufficiency of income, seat-belt usage, and traffic infringement history to be significantly associated with the crash risk. Further prospective and qualitative studies are recommended to provide detailed crash characteristics as well as behaviour and perception of taxi drivers, so that an effective intervention can be developed to improve road safety and to prevent injury of these commercial drivers. [Copyright &y& Elsevier]

Abstract: The use of the social marketing approach for public health issues is increasing. This approach uses marketing concepts borrowed from the principles of commercial marketing to promote beneficial health behaviors. In this qualitative study, four focus groups involving 42 participants were used in consumer research to explore taxi drivers’ views on the driving situation and the determinants of risky driving behaviors in Tehran, as well as to gather their ideas for developing a social marketing program to reduce risky driving behaviors among taxi drivers in Tehran, Iran. Participants were asked to respond to questions that would guide the development of a marketing mix, or four Ps (product, price, place and promotion). The discussions determined that the program product should involve avoiding risky driving behaviors through increased attention to driving. They pointed out that developing and communicating with a well-designed persuasive message meant to draw their attention to driving could affect their driving behaviors. In addition, participants identified price, place and promotion strategies. They offered suggestions for marketing nonrisky driving to the target audience. The focus group discussions generated important insights into the values and the motivations that affect consumers’ decisions to adopt the product. The focus group guided the development of a social marketing program to reduce risky driving behaviors in taxi drivers in Tehran, Iran. [Copyright &y& Elsevier]

Abstract: This paper contributes to the body of research on the relationship between language, health (behaviour), and place. Drawing on data from a qualitative study of taxi drivers in Ontario, Canada, it illustrates how talk, a dimension of language, might (re)make and maintain an unconventional, precarious workplace through ameliorating its inherent risks and hazards. It shows how a group of taxi drivers, who work in a large, metropolitan city, and whose workplace comprises physical places such as streets, highways, and taxicabs, and social places characterised by disadvantaged social and economic location, enact different kinds of talk in an effort to protect their health. This finding suggest the need for a broader conceptualisation of health behaviour, and for further research into other occupational groups and/or unconventional workplaces in order to further develop or theorise the concept of talk. [ABSTRACT FROM AUTHOR]

Abstract: Purpose: This study aimed to describe the distribution of risk factors for obstructive sleep apnoea syndrome (OSAS) among taxi drivers, and to investigate differences by ethnicity in OSAS symptoms among drivers. Methods: A two-page postal questionnaire was completed by 241 professional taxi drivers from Wellington, New Zealand. Obstructive sleep apnoea syndrome was defined as having an estimated 15 or more respiratory disturbances, per hour of sleep (Respiratory Disturbance Index (RDI)≥15) and self-reported daytime sleepiness. Results: Pacific and Māori taxi drivers were more likely to have symptoms and risk factors for OSAS, compared to non-Māori non-Pacific drivers. In particular, Pacific drivers had a significantly increased pre-test probability of having moderate-severe OSA (RDI≥15). Conclusions: Some professional taxi drivers are at increased risk for moderate-severe OSAS, especially Pacific and Māori taxi drivers. Untreated OSAS increases motor vehicle crash risk, so these findings have implications for the health and safety of drivers and their passengers. They suggest a need for more comprehensive research to guide policy on medical examinations required for licensing professional drivers as fit to drive. [Copyright &y& Elsevier]

Abstract: Grey matter volume increases have been associated with expertise in a range of domains. Much less is known, however, about the broader cognitive advantages or costs associated with skills and their concomitant neuroanatomy. In this study we investigated a group of highly skilled navigators, licensed London taxi drivers. We replicated findings from previous studies by showing taxi drivers had greater grey matter volume in posterior hippocampus and less grey matter volume in anterior hippocampus compared to matched control subjects. We then employed an extensive battery of tests to investigate the neuropsychological consequences of being a skilled taxi driver. Their learning of and recognition memory for individual items was comparable with control subjects, as were working memory, retrograde memory, perceptual and executive functions. By contrast, taxi drivers were significantly more knowledgeable about London landmarks and their spatial relationships. However, they were significantly worse at forming and retaining new associations involving visual information. We consider possible reasons for this decreased performance including the reduced grey matter volume in the anterior hippocampus of taxi drivers, similarities with models of aging, and saturation of long-term potentiation which may reduce information-storage capacity. [Copyright &y& Elsevier]

Abstract: The present study examined attitudes towards traffic-violation penalties in (Israeli) male nonprofessional (NP) drivers and taxi drivers. The results indicated that the respondents generally judged the penalties as just and appropriate, that NP drivers judged the penalties as just more than taxi drivers, that the judgment of penalties as just increased as a function of penalty severity, and that NP drivers judged the penalties as just more than taxi drivers in low- and in medium-severity of penalty conditions but not in high-severity conditions. These findings are discussed in terms of the relation between attitudes and behavior and the importance of the legitimacy of laws by the public for achieving obedience as well as in terms of future research. [Copyright &y& Elsevier]

Abstract: An integrated approach based on ambient and biological monitoring, the latter including both biomarkers of exposure and susceptibility, was applied to characterize benzene exposure in a group of 37 taxi drivers of the city of Parma (Italy). Airborne benzene concentrations were assessed by 24h personal sampling and work-shift sampling inside the taxicab using passive samplers (Radiello®). Benzene metabolites, trans,trans-muconic acid (t,t-MA) and S-phenylmercapturic acid (S-PMA), and urinary cotinine as biomarker of smoking habits were measured by isotopic dilution liquid chromatography tandem mass spectrometry in both pre-shift (PS) and end-of-shift (EOS) samples. Urinary benzene (U-B) levels were determined by solid-phase microextraction gas chromatography–mass spectrometry in EOS samples. Relevant polymorphisms of microsomal epoxide hydrolase, NAD(P)H:quinone oxidoreductase, glutathione S-transferases M1-1 (GSTM1), T1-1, and A1 were characterized by PCR-based methods. Mean airborne benzene concentration was 5.85±1.65μg/m3, as assessed by 24h personal sampling integrating for work-shift, indoor or general environment activities. Significantly, higher benzene concentrations were detected in the taxicab during the work-shift (7.71±1.95μg/m3, p <0.005). Smokers eliminated significantly higher concentrations of U-B and S-PMA than non-smokers in EOS samples [geometric mean (geometric S.D.): 2.58 (4.23) versus 0.44 (1.79)μg/l for U-B; 3.79 (1.50) versus 2.14 (1.87)μg/gcreat. for S-PMA, p <0.002]. Within smokers, S-PMA concentrations significantly increased at the end of the work-shift compared to pre-shift values (p <0.05). t,t-MA showed a similar behaviour, although differences were not significant. In the narrow range examined, no correlation was observed between air benzene concentration and urinary biomarkers. All benzene biomarkers but EOS t,t-MA were correlated with U-cotinine (p <0.05). GSTM1 polymorphism significantly modulated S-PMA excretion, as subjects bearing the GSTM1pos genotype [3.61 (1.15)μg/gcreat.] excreted significantly higher S-PMA concentrations than GSTM1null subjects [2.19 (1.18)μg/gcreat., p <0.05]. [Copyright &y& Elsevier]

This exploratory study aims to investigate the associations between some environmental factors and the increased risk of motor vehicle crash-related injuries among taxi drivers. Information utilised in the study are obtained from police reports of all road traffic accidents that occurred on the roads between 1996 and 2000 in New South Wales (NSW), Australia. Of the 7923 taxi drivers who involved in crashes, nearly 10% (n=750) were killed or injured. Results indicate sex, and two environmental factors are significantly associated with an increased risk of crash-related mortality and injury among taxi drivers. The adjusted relative risk of crash-related mortality and injury is increased by 60% for those who work the night shift (OR=1.59, 95%CI=1.35–1.88), and by 20% for those who do not carry any passenger on board (OR=1.20, 95%CI=1.02–1.41) should these drivers involve in a crash. The increased relative risk of crash-related mortality and injury is nearly 2.5 times for female taxi drivers (OR=2.30, 95%CI=1.45–3.65) when compared with their male counterparts. [Copyright &y& Elsevier]

Twenty-four hour personal exposures (both occupational and environmental) to benzo(a)pyrene (BaP) of 15 taxi drivers working in Genoa, Italy, were monitored in May–July 1998 (15 samplings), February 1999 (7 samplings) and June 1999 (7 samplings). The mean BaP exposures measured at these different times were 1.4 ng/m3, 1.23 ng/m3 and 1.22 ng/m3, respectively, values were significantly greater than the levels found in controls (0.16±0.2 ng/m3). Mean daily personal BaP exposures of taxi drivers were not statistically different from the mean daily airborne BaP concentrations measured by fixed samplers during the same sampling periods. [Copyright &y& Elsevier]

Abstract: Workplace hazards have been a major cause of concern in the taxi industry and management has been actively involved in trying to reduce the hazards faced by taxi drivers. However, it appears that there has not been sufficient emphasis placed on the physical health and emotional well-being of drivers. This research project integrates the various factors that influence the safety behaviour, physical health and emotional well-being of taxi drivers into a theoretical model that shows hazards, aversion to risk-taking, aggression, and drivers’ perceptions of management’s commitment to health and safety as directly influencing physical symptoms, emotional well-being, and unsafe behaviour of taxi drivers. Multiple regression analyses indicated that the amount of hazards taxi drivers encountered did contribute to the prediction of their physical health and emotional well-being but not to unsafe behaviour. Hazards, displaying aggression, and perceptions of management’s commitment to health and safety were all significant predictors of the amount of drivers’ emotional well-being, while aversion to risk-taking, aggression, and perceptions of management’s commitment to health and safety were significant predictors of drivers’ unsafe behaviour. It is recommended that the taxi industry takes an integrative approach to ensuring taxi driver health and safety that incorporates prevention of hazardous situations, developing and communicating a positive climate for safety among taxi drivers, screening of potential drivers, and health and safety training for drivers. [Copyright &y& Elsevier]

Nitrogen oxides (NOx) and polycyclic aromatic hydrocarbons are common air pollutants generated from automobile exhaust and cigarette smoke. This study was to investigate urinary 8-hydroxydeoxyguanosine (8-OHdG) as an effective biomarker on DNA damage from traffic exhaust and/or smoking in exposed and non-exposed individuals. With subject consents, the levels of plasma NOx, urinary 1-hydroxypyrene (1-OHP) and 8-OHdG were determined for 95 male taxi drivers and 75 male community residents as the reference group. After adjusting for associate variables, there was a significant correlation between the levels of urinary 8-OHdG and 1-OHP but not NOx. The average level of urinary 8-OHdG was significantly higher in drivers than in community men (13.4 ± 4.7 vs. 11.5 ± 4.7 μg/g creatinine in mean ± standard deviation). Compared with non-smoking community men, the multivariate logistic regression showed that the odds ratios (OR) of having elevated levels of urinary 8-OHdG (greater than the overall median value, 12.1 μg/g creatinine) were 6.6 (95% confidence interval (CI)=2.1–20.8) for smoking community men, 5.0 (95% CI=1.7–14.7) for non-smoking taxi drivers and 4.6 (95% CI=1.4–15.0) for smoking taxi drivers. Higher risk was also observed for areca quid chewers compared with non-chewers (OR=1.6; 95% CI=1.1–3.6). In conclusion, taxi driving and smoking may contribute independently to elevated DNA damage using urinary 8-OHdG levels as a sensitive biomarker. This effect is most potent on heavy smokers. [Copyright &y& Elsevier]

The aim of this study was to investigate taxi drivers’ superstition and risk perception of accidents as well as risk-taking in an urban area in South Africa. One hundred and thirty drivers of minibuses, so-called “taxis” were interviewed on the basis of: (1) a superstition scale; (2) a risk-taking scale; (3) a list of perceived causes of road traffic accidents. Drivers showed largely superstitious attitudes and expressed a high degree of risk-taking behavior.Superstition was positively correlated with the number of self-reported accidents the drivers had been involved in and the number of accidents they had witnessed. Path analysis revealed a direct path from superstition to accident involvement while the influence of formal education was negligible. Risk-taking was inversely correlated with driving experience and the number of accidents witnessed but not so with the number of accidents involved in. There was no clear pattern of associations between superstition and risk-taking and perceived causes of accidents. Superstition and risk-taking were slightly and inversely correlated with each other. It is concluded that superstition represents an attitude that is associated with a driver’s accident risk, and further research on superstitious attitudes among South African drivers is advocated. [Copyright &y& Elsevier]

Professional drivers are exposed inside their vehicles to high levels of air pollutants due to the considerable time they spend close to motor vehicle emissions. Little is known about ultrafine particles (UFP) or black carbon (BC) adverse respiratory health effects compared to the regulated pollutants. We aimed to study the short-term associations between UFP and BC concentrations inside vehicles and (1) the onset of mucosal irritation and (2) the acute changes in lung function of Parisian taxi drivers during a working day. An epidemiological study was carried out on 50 taxi drivers in Paris. UFP and BC were measured inside their vehicles with DiSCmini® and microAeth®, respectively. On the same day, the frequency and the severity of nose, eye, and throat irritations were self-reported by each participant and a spirometry test was performed before and after the work shift. Multivariate analysis was used to evaluate the associations between in-taxis UFP and BC concentrations and mucosal irritation and lung function, after adjustment for potential confounders. In-taxis UFP concentrations ranged from 17.9 to 37.9 × 103 particles/cm3 and BC concentrations from 2.2 to 3.9 μg/m3, during a mean of 9 ± 2 working hours. Significant dose-response relationships were observed between in-taxis UFP concentrations and both nasal irritation and lung function. The increase of in-taxis UFP (for an interquartile range of 20 × 103 particles/cm3) was associated to an increase in nasal irritation (adjusted OR = 6.27 [95% CI: 1.02 to 38.62]) and to a reduction in forced expiratory flow at 25–75% by −7.44% [95% CI: −12.63 to −2.24], forced expiratory volume in one second by −4.46% [95% CI: −6.99 to −1.93] and forced vital capacity by −3.31% [95% CI: −5.82 to −0.80]. Such associations were not found with BC. Incident throat and eye irritations were not related to in-vehicle particles exposure; however, they were associated with outdoor air quality (estimated by the Atmo index) and in-vehicle humidity, respectively. To our knowledge, our study is the first to show a significant association, within a short-period of time, between in and vehicle UFP exposure and acute respiratory effects in professional drivers. [ABSTRACT FROM AUTHOR]