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Abstract The influence of risky driving behavior on road traffic accidents (RTAs) is a relationship that requires draconian measures to curtail the rising surge of road traffic accidents among commercial drivers. Any attempt to ignore this will result in continuous loss of lives and properties, thus weakening the global economy, especially in developing countries. The risky driving behaviors of commercial drivers (truck and taxi drivers) in Nigeria require a panacea due to their contribution to RTAs. The study examines the moderating effect of positive driving behavior on commercial truck and taxi drivers’ risky driving behavior and accident involvement relationship. A total of 1823 commercial vehicle drivers (943 taxi drivers and 880 truck drivers) completed the driver behavior questionnaire (DBQ), while the structural equation modeling (SEM) method was used for the analysis. The results indicated a significant moderating effect of positive driving behavior on the risky driving behavior and accident involvement relationship for both commercial truck and taxi drivers in Nigeria. Specifically, the truck drivers had a positive moderating effect, resulting in a decrease in RTAs with an increase in positive driving behavior. In contrast, the taxi drivers had a negative moderating effect. The results suggest that increasing positive driving behavior among truck drivers will enhance their safety, while taxi drivers will need more assessment to identify other risky behaviors that could expose them to more RTAs despite the positive driving behavior. This study will aid decision makers, transport trainers, and driver employers in knowing the importance of enforcing and promoting positive driving behaviors among drivers and include it in driving policy and driver training curricula towards RTA reduction.

The influence of risky driving behavior on road traffic accidents (RTAs) is a relationship that requires draconian measures to curtail the rising surge of road traffic accidents among commercial drivers. Any attempt to ignore this will result in continuous loss of lives and properties, thus weakening the global economy, especially in developing countries. The risky driving behaviors of commercial drivers (truck and taxi drivers) in Nigeria require a panacea due to their contribution to RTAs. The study examines the moderating effect of positive driving behavior on commercial truck and taxi drivers' risky driving behavior and accident involvement relationship. A total of 1823 commercial vehicle drivers (943 taxi drivers and 880 truck drivers) completed the driver behavior questionnaire (DBQ), while the structural equation modeling (SEM) method was used for the analysis. The results indicated a significant moderating effect of positive driving behavior on the risky driving behavior and accident involvement relationship for both commercial truck and taxi drivers in Nigeria. Specifically, the truck drivers had a positive moderating effect, resulting in a decrease in RTAs with an increase in positive driving behavior. In contrast, the taxi drivers had a negative moderating effect. The results suggest that increasing positive driving behavior among truck drivers will enhance their safety, while taxi drivers will need more assessment to identify other risky behaviors that could expose them to more RTAs despite the positive driving behavior. This study will aid decision makers, transport trainers, and driver employers in knowing the importance of enforcing and promoting positive driving behaviors among drivers and include it in driving policy and driver training curricula towards RTA reduction. [ABSTRACT FROM AUTHOR]

Purpose: To assess the efficacy of overnight pulse oximetry in screening male commercial drivers (CDs) for obstructive sleep apnea (OSA). Methods: Consecutive male CDs undergoing their annual scheduled occupational health visit were enrolled from ten transportation facilities. All subjects underwent a home sleep apnea test (HSAT) to determine the Respiratory Event Index (REI). Oxygen desaturation indices (ODIs) below the 3% and 4% thresholds were computed using the built-in HSAT pulse oximeter. We then assessed the association between ODI values and the presence of OSA (defined as an REI ≥ 5 events/hour) as well as moderate to severe OSA (REI ≥ 15 events/hour). Results: Of 331 CDs recruited, 278 (84%) completed the study protocol and 53 subjects were excluded due to inadequate HSAT quality. The included and excluded subjects were comparable in demographics and clinical characteristics. The included CDs had a median age of 49 years (interquartile range (IQR) = 15 years) and a median body mass index of 27 kg/m2 (IQR = 5 kg/m2). One hundred ninety-nine (72%) CDs had OSA, of which 48 (17%) were with moderate OSA and 45 (16%) with severe OSA. The ODI3 and ODI4 receiving operating characteristic curve value were 0.95 for predicting OSA and 0.98–0.96 for predicting moderate to severe OSA. Conclusion: Overnight oxygen oximetry may be an effective means to screen CDs for OSA. [ABSTRACT FROM AUTHOR]

Background Health seeking behaviour, lifestyle characteristics and the working conditions of commercial vehicle drivers often foster unhealthy habits and increase their vulnerability to health inequalities, including overweight, obesity, cardiovascular and metabolic disorders. Objective The objective of this study was to examine the life style, dietary habit, health seeking behaviour and nutritional status of commercial vehicle drivers in Port Harcourt, Nigeria. Methods This descriptive and cross-sectional study adopted a simple random sampling technique to recruit 202 commercial vehicle drivers in Port Harcourt, Nigeria. A semi-structured interviewer-administered questionnaire was used to obtain information on demographics, life style and health care characteristics of the commercial vehicle drivers. The anthropometric indices (weight and Height) of the drivers were obtained and their body mass index (BMI) was determined using WHO classification. Data were analysed using descriptive and inferential statistics, and level of significance was set at p= 0.05. Results Mean age of the drivers was 43 ± 5.2 years and majority (86%) of them have completed secondary education. The majority (59%) consume soft drinks at least once per week and 85% eat at least one meal outside their home daily, while 16% and 49% patronize herbal medicine/concoction and visit the pharmacy or chemist store to purchase drugs respectively as first point of care when sick. The prevalence of overweight and obesity among the commercial drivers was 20% and 33% respectively. There was a statistically significant relationship between elevated BMI and respondent’s age (p

Although the Epworth Sleepiness Scale (ESS) is a scoring system commonly used to assess daytime sleepiness (DS), the association between ESS and motor vehicle accidents (MVAs) remains unclear. Therefore, we conducted a cross-sectional study to examine the association between an increase in the Japanese version of the ESS (JESS) scores and MVAs among Japanese male taxi drivers. The study participants were 1384 Japanese male taxi drivers. DS was assessed using the JESS, and the total JESS scores were categorized into quartile groups. MVA experience during the past five years was assessed using a self-administered questionnaire. A multivariable generalized linear model was used to examine the association between JESS and MVAs after adjusting for age, body mass index, smoking status, snoring, sleep duration, driving experience, driving distance per year, hypertension, and diabetes mellitus.The proportion of MVAs was 59.7%. The multivariable-adjusted prevalence ratio (95% confidence interval) of MVAs for the highest quartile of the JESS score was 1.16 (1.04–1.29) compared to the lowest quartile, and for continuous JESS score was 1.01 (1.002–1.02). Thus, we found a significant association between an increase in JESS scores and MVAs among Japanese male taxi drivers after adjusting for potential confounders. Stratification by sleep duration and snoring status revealed a significant association among long sleepers and non-snorers. Our findings suggest that ESS evaluation methods be reconsidered in relation to MVA among commercial drivers.

Objectives: Most road traffic accident (RTA) deaths occur before victim reaches a definitive trauma care facility. The aim of the study was to determine the role of commercial drivers toward providing post-crash care to RTA victims in Jodhpur, Rajasthan. Materials and Methods: This cross-sectional study assessed the role of commercial auto-rickshaw and cab drivers for providing post-crash care in urban Jodhpur during 2019-2020. Eligible participants volunteering for the study were included from taxi and auto stands in urban Jodhpur. A pre-tested questionnaire was administered by a trained interviewer. Data analysis was done using SPSS v23.0. Summary measures in terms of frequencies, means, and range are reported. Chi-square test, Fisher's Exact test, and Multivariate Logistic Regression analysis were done for statistical associations. Results: Two hundred male participants completed the study with a mean age of 37.74 (8.96) years having an average work experience as commercial drivers of more than 10 years. Over 70% of participants witnessed RTA in the past year and 52% provided care to victims. The knowledge of post-crash care was most affected by their education level (adjusted odds ratio [aOR]: 1.778, 95% confidence interval [CI]: 0.958, 3.301), whereas the intended postcrash care practices were significantly better among participants with previous training (aOR: 15.376, 95% CI: 2.149, 110.017). Conclusion: The current study establishes the role of commercial drivers as first responders at accident sites in the fast urbanizing city of Jodhpur, Rajasthan. Systematic capacity building initiatives of commercial drivers to salvage RTA victims have potential to strengthen pre-hospital trauma care continuum in non-metro districts of India experiencing high burden of accidents. [ABSTRACT FROM AUTHOR]

Background: Cardiovascular disease (CVD) remains the leading cause of morbidity and mortality in the United States, with 20% of deaths in adults under age 65. Commercial drivers have an increased CVD incidence rate of 50% compared to 30% for the general population, yet one third of drivers will not be screened for risk factors due to a lack of insurance or primary care. With approximately 3.5 million commercial drivers nationally and correlation of CVD to increased motor vehicle accidents, fatalities, and excessive healthcare costs, addressing the care gap for this high-risk population is imperative. Methods: An evidence-based practice (EBP) project synthesized the literature and implemented CVD risk screening for commercial drivers examined in an occupational practice setting. Using the non-laboratory Framingham CVD risk score calculator, over 90% of drivers were screened during mandated medical examinations and provided education regarding modifiable risk factors during a 2-month period. Findings: Over 40% of commercial drivers were at high risk for CVD with 25% uninsured and 32% without primary care. The average CVD risk score was twice the general population's risk score, with obesity, hypertension, and smoking being the most common risk factors discussed. Conclusions/Application to Practice: Incorporating CVD risk screening and education during opportune encounters is logical, efficient, and financially prudent. The EBP change supports occupational professionals' standards, and ongoing review of CVD screening guidelines with integration into practice provides health promotion and promotes public safety for these essential workers. [ABSTRACT FROM AUTHOR]

Although the Epworth Sleepiness Scale (ESS) is a scoring system commonly used to assess daytime sleepiness (DS), the association between ESS and motor vehicle accidents (MVAs) remains unclear. Therefore, we conducted a cross-sectional study to examine the association between an increase in the Japanese version of the ESS (JESS) scores and MVAs among Japanese male taxi drivers. The study participants were 1384 Japanese male taxi drivers. DS was assessed using the JESS, and the total JESS scores were categorized into quartile groups. MVA experience during the past five years was assessed using a self-administered questionnaire. A multivariable generalized linear model was used to examine the association between JESS and MVAs after adjusting for age, body mass index, smoking status, snoring, sleep duration, driving experience, driving distance per year, hypertension, and diabetes mellitus. The proportion of MVAs was 59.7%. The multivariable-adjusted prevalence ratio (95% confidence interval) of MVAs for the highest quartile of the JESS score was 1.16 (1.04–1.29) compared to the lowest quartile, and for continuous JESS score was 1.01 (1.002–1.02). Thus, we found a significant association between an increase in JESS scores and MVAs among Japanese male taxi drivers after adjusting for potential confounders. Stratification by sleep duration and snoring status revealed a significant association among long sleepers and non-snorers. Our findings suggest that ESS evaluation methods be reconsidered in relation to MVA among commercial drivers. • The association between Epworth Sleepiness Scale (ESS) and motor vehicle accidents (MVAs) remains unclear. • We examined the association between ESS and MVAs among Japanese male taxi drivers. • Increasing ESS scores was associated with the experience of MVAs. • Higher ESS scores, not the presence or absence of excessive daytime sleepiness, might be associated with MVAs. • ESS evaluation methods will be reconsidered in relation to MVA among commercial drivers. [ABSTRACT FROM AUTHOR]

Purpose: To determine the pattern of refractive error among commercial drivers in north India. Methods: Descriptive study with convenient sampling conducted among commercial drivers of north India. Results: A total of 213 (75.8%) heavy-vehicle and 68 (24.2%) light-vehicle drivers were screened for eye diseases. Refractive error for distance was reported in 44 (15.7%; 95% CI: 11.6–20.4) drivers. Hyperopia was reported in 23 (8.2%; 95% CI: 5.2–12) drivers, followed by myopia in 15 (5.3%; 95% CI: 3–8.6) drivers and astigmatism in six (2.1%; 95% CI: 0.7–4.5) drivers. Presbyopia was reported in 157 (55.8%) drivers. Dry eye was reported in 70 (24.9%), stereo deficiency in 77 (27.4%), and color vision deficiency in 11 (3.9%) drivers. Three drivers were diagnosed with cataract, and two were referred for retina evaluation. Conclusion: Hyperopia in both eyes was the most common refractive error. Dry eye disease and color vision deficiency were also reported. Most of the drivers were not using spectacles for refractive error correction. Due to their mobile nature, drivers with cataract and retina diseases did not turn up for follow-up.

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., Competing Interests: Declaration of competing interest The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper., (Copyright © 2024 Elsevier Ltd. All rights reserved.)

Sleepiness at the wheel (SW) is recognized as an important factor contributing to road traffic accidents, since up to 30 percent of fatal accidents have been attributed to SW. Sleepiness-related motor vehicle accidents may occur both from falling asleep while driving and from behavior impairment attributable to sleepiness. SW can be caused by various sleep disorders but also by behavioral factors such as sleep deprivation, shift work and non-restorative sleep, as well as chronic disease or the treatment with drugs that negatively affect the level of vigilance. An association between obstructive sleep apnea (OSA) and motor vehicle accidents has been found, with an increasing risk in OSA patients up to sevenfold in comparison to the general population. Regular treatment with continuous positive airway pressure (CPAP) relieves excessive daytime sleepiness and reduces the crash risk. Open questions still remain about the physiological and clinical determinants of SW in OSA patients: the severity of OSA in terms of the frequency of respiratory events (apnea hypopnea index, AHI) or hypoxic load, the severity of daytime sleepiness, concomitant chronic sleep deprivation, comorbidities, the presence of depressive symptoms or chronic fatigue. Herein, we provide a review addressing the epidemiological, physiological and clinical aspects of SW, with a particular focus on the methods to recognize those patients at risk of SW. [ABSTRACT FROM AUTHOR]

Purpose: To determine the pattern of refractive error among commercial drivers in north India.Methods: Descriptive study with convenient sampling conducted among commercial drivers of north India.Results: A total of 213 (75.8%) heavy-vehicle and 68 (24.2%) light-vehicle drivers were screened for eye diseases. Refractive error for distance was reported in 44 (15.7%; 95% CI: 11.6-20.4) drivers. Hyperopia was reported in 23 (8.2%; 95% CI: 5.2-12) drivers, followed by myopia in 15 (5.3%; 95% CI: 3-8.6) drivers and astigmatism in six (2.1%; 95% CI: 0.7-4.5) drivers. Presbyopia was reported in 157 (55.8%) drivers. Dry eye was reported in 70 (24.9%), stereo deficiency in 77 (27.4%), and color vision deficiency in 11 (3.9%) drivers. Three drivers were diagnosed with cataract, and two were referred for retina evaluation.Conclusion: Hyperopia in both eyes was the most common refractive error. Dry eye disease and color vision deficiency were also reported. Most of the drivers were not using spectacles for refractive error correction. Due to their mobile nature, drivers with cataract and retina diseases did not turn up for follow-up. [ABSTRACT FROM AUTHOR]

Purpose: Screening commercial drivers (CDs) for obstructive sleep apnea (OSA) reduces the risk of motor vehicle accidents. We evaluated the accuracy of standard OSA questionnaires in a cohort of CDs. Study design and methods: We enrolled consecutive male CDs at 10 discrete transportation companies during their yearly scheduled occupational health visit. The CDs had their anthropometric measures taken; completed the Berlin, STOP, STOP-BANG, OSAS-TTI, SACS, EUROSAS, and ARES questionnaires; and underwent a home sleep apnea test (HSAT) for the determination of their respiratory events index (REI). We assessed the questionnaires' ability to predict OSA (REI ≥ 5 events/h) and moderate-to-severe OSA (REI ≥ 15 events/h). Results: Among 315 CDs recruited, 243 (77%) completed the study protocol, while 72 subjects were excluded for inadequate HSAT quality. The demographics and clinical data were comparable in both the included and excluded subjects. The included CDs had a median age of 50 years (interquartile range (IQR) 25–70) and a mean body mass index of 27 ± 4 kg/m2. One hundred and seventy-one subjects (71%) had OSA, and 68 (28%) had moderate-to-severe OSA. A receiver operating characteristic curve of the questionnaires were 0.51–0.71 for predicting OSA and 0.51–0.66 for moderate-to-severe OSA. The STOP-BANG questionnaire had an unsatisfactory positive predictive value, while all of the other questionnaires had an inadequate negative predictive value. Conclusions: Standard OSA questionnaires are not suited for screening among CDs. The use of the HSAT could provide an objective evaluation of for OSA in this special population. [ABSTRACT FROM AUTHOR]

Purpose: Obstructive sleep apnea (OSA) is a critical occupational health concern, but is often undiagnosed in the general population and commercial drivers. The STOP-Bang questionnaire is a simple, reliable tool to screen for OSA, which could improve public health in a cost-effective manner. The objective of this systematic review and meta-analysis is to assess the validity of the STOP-Bang questionnaire to detect OSA in these key populations. Methods: We searched MEDLINE, Embase, Cochrane Central Register of Controlled Trials, Cochrane Database of Systematic Reviews, PsycINFO, Journals @ Ovid, Web of Science, Scopus, and CINAHL for relevant articles from 2008 to March 2020. The quality of studies was appraised using Cochrane Methods criteria. To calculate pooled predictive parameters, we created 2 × 2 contingency tables and performed random-effects meta-analyses. Results: Of 3871 citations, five studies that evaluated STOP-Bang in the general population (n = 8585) and two in commercial drivers (n = 185) were included. In the general population, prevalence of all OSA (AHI ≥ 5), moderate-to-severe OSA (AHI ≥ 15), and severe OSA (AHI ≥ 30) was 57.6%, 21.3%, and 7.8% respectively. In commercial drivers, the prevalence of moderate-to-severe OSA was 37.3%. The trends of high sensitivity and negative predictive value of a STOP-Bang score ≥ 3 illustrates that the questionnaire helps detect and rule out clinically significant OSA in the general population and commercial drivers. Conclusion: This meta-analysis demonstrates that the STOP-Bang questionnaire is a valid and effective screening tool for OSA in the general population and commercial drivers. Trial registration: PROSPERO No. CRD42020200379; 08/22/2020 [ABSTRACT FROM AUTHOR]

Objective To assess the visual acuity of commercial long-distance drivers in Benin City, Nigeria. Patients and methods A descriptive cross-sectional study design was used, and data were collected for 315 commercial long-distance drivers and their vehicles from January to October, 2013. Respondents were recruited using systematic random sampling technique. The study instruments included structured interviewer-administered questionnaires. Data were analyzed using SPSS, version 20. Results The results showed that 114 (36.2%) drivers were within the age group of 31–40 years. Most of the respondents [272 (86.3%)] were married; almost all the respondents [311 (98.7%)] were males, whereas four (1.3%) were surprisingly females. More than half of the respondents [172 (54.6%)] had a secondary level of education, whereas 12 (3.8%) had no formal education. Less than a tenth [30 (9.5%)] were visually impaired, with two (0.6%) having severe visual impairment, whereas majority of respondents had normal visual acuity [285 (90.5%)]. There were statistically significant associations between the respondents’ level of education (P

Background and aims: This study was conducted to determine the economic, social, and cultural factors influencing the consumption of drugs by drivers of public vehicles in 2013. Materials and Methods: The capture-recapture method was employed to determine drug use, its type, and the time of consumption among drivers of public transport. At the capture stage, 384 of the samples were surveyed and then (15 days later) at the recapture stage, 1176 drivers were randomly selected. All drivers who crossed the boundaries of Hormozgan, Khuzestan, Khorasan Razavi, West and East Azarbaijan, Sistan and Baluchestan, and Gilan during the defined time were randomly selected. The sample size was 196 drivers for each boundary based on the traffic volume of each boundary and type of vehicle. Results: The mean age of the addicted and non-addicted subjects was 41.65 ± 3.41 years and 39.63 ± 2.11 years, respectively, with a significant difference (P = 0.01). There were significant differences between addicted and non-addicted subjects with respect to some of the socioeconomic variables such as monthly income (P = 0.001), owning home (P = 0.001), owning car (P = 0.001), ethnicity (P = 0.016), and education (P = 0.01). There were significant differences in the economic and cultural factors affecting addictive drug use between non-addicted and addicted subjects (P = 0.001). Conclusion: A significant difference in economic and cultural factors, ethnicity, and levels of education was observed between non-addicted and addicted subjects.

Background: First aid assistance is one of the important life-saving skills. According to World Health Organization, over 50 million people are injured or disabled and over 1.2 million people die following Road Traffic Accident (RTA) every year. Providing the basic care until emergency medical services arrive is the essence of first aid, which will prevent a number of RTA-related mortality and morbidity. Aim: To assess the knowledge, attitude, and practice regarding first aid among the commercial vehicle drivers operating in and from Haldwani. Method: This was a cross-sectional study conducted among the commercial drivers operating in and from Haldwani Block of Uttarakhand, from November 2018 to January 2019. Participants were selected using consecutive sampling technique. The questionnaire used for data collection was semistructured and pretested. Results: All participants were male with the mean age (standard deviation) of 40.4 (8.7) years. Overall 96.4% and 81.7% had heard about first aid and the “Good Samaritan” law. Among participants, 96% knew that first aid should be provided immediately and 90.5% were willing to be trained in first aid. First aid kit was available in 84.9% of the vehicles. In total, 211 (91%) participants had attended RTA victim/s in the past, and 192 (91%) of them provided assistance to RTA victims. Conclusions: Although the study showed a positive attitude toward giving first aid to RTA victims, the knowledge and practice of first aid was not universal.

Sleepiness at the wheel (SW) is recognized as an important factor contributing to road traffic accidents, since up to 30 percent of fatal accidents have been attributed to SW. Sleepiness-related motor vehicle accidents may occur both from falling asleep while driving and from behavior impairment attributable to sleepiness. SW can be caused by various sleep disorders but also by behavioral factors such as sleep deprivation, shift work and non-restorative sleep, as well as chronic disease or the treatment with drugs that negatively affect the level of vigilance. An association between obstructive sleep apnea (OSA) and motor vehicle accidents has been found, with an increasing risk in OSA patients up to sevenfold in comparison to the general population. Regular treatment with continuous positive airway pressure (CPAP) relieves excessive daytime sleepiness and reduces the crash risk. Open questions still remain about the physiological and clinical determinants of SW in OSA patients: the severity of OSA in terms of the frequency of respiratory events (apnea hypopnea index, AHI) or hypoxic load, the severity of daytime sleepiness, concomitant chronic sleep deprivation, comorbidities, the presence of depressive symptoms or chronic fatigue. Herein, we provide a review addressing the epidemiological, physiological and clinical aspects of SW, with a particular focus on the methods to recognize those patients at risk of SW.

Background: The World Health Organization indicates that hydration is indispensable to human life. A long-period of dehydration can result in fatigue, drowsiness and mental confusion which can result in committing serious blunders. For commercial drivers, however, these blunders can be life-threatening and their hydration cannot be overemphasized. Aim: This study was therefore undertaken to assess the water intake practices of Commercial Long-Distance drivers (CLDDs). The study was also aimed at assessing their knowledge levels on the role of water in promoting a healthy body and the consequences of dehydration. Setting: CLDDs in Ghana who ply between Accra – Cape Coast – Takoradi or Accra – Kumasi. Methods: A cross-sectional study which involved 256 CLDDs was conducted at six (6) commercial bus stations in Accra and Cape Coast from December 2019 to January 2020. Structured questionnaires were administered to obtain socio-demographic and water intake practices of CLDDs. SPSS was used to generate descriptive statistics based on the data collected. Results: A high proportion (57.8%) of the CLDDs reported that they drunk about 2500ml–3000ml of water on a daily basis. Most (53.1%) relied on their thirst feeling to prompt them to drink water. A little over half (51.1%) consumed energy drinks believed to hydrate the body. A major barrier to drinking water regularly was to avoid frequent stop-overs to use the washroom while travelling. Conclusion: The findings reveal concerns about knowledge gaps with regard to the importance of water consumption and barriers to adequate drinking of water among CLDDs. Findings also suggest that many CLDDs relied on their thirst perceptions to prompt them to drink water. Health Education programmes targeting CLDDs should include conveying the importance of water intake and healthy hydration practices for optimal physical and cognitive performance.

This study investigates the determinants of saving among individuals in the informal sector of Ghana with a focus on those engaged in commercial driving activities. The paper relies on primary data and employs descriptive analysis and the binary probit model as the estimation technique. The results reveal that commercial drivers who own the vehicle themselves, have a secondary occupation and have financial institutions close to their stations are more likely to save. In addition, the study reveals a negative relationship between age, education, financial literacy and saving. Based on these findings, relevant policy suggestions have been provided. [ABSTRACT FROM AUTHOR]

Purpose. This study aimed to determine the impacts of rest breaks and stretching exercises on lower back pain (LBP) in commercial truck drivers. Methods. This quasi-experiment was carried out on 92 truck drivers suffering from chronic LBP. Subjects were categorized into three groups (stretching exercises and rest breaks, rest breaks only and reference). Pain severity and related disability were measured at the beginning of the survey and after 6 and 12 weeks. The latter was assessed using the Oswestry low back pain disability questionnaire (OLBPDQ) and the Roland Morris questionnaire (RMQ). Results. At the end of the intervention, the mean pain scores in the three groups were 2.72 ± 1.44, 4.11 ± 0.86 and 4.90 ± 1.31 respectively (p < 0.001). The OLBPDQ scores in group 1 (stretches and resting time breaks) were significantly lower than those in group 2 (rest break) (p = 0.009). The RMQ scores showed a significant reduction in group 1 compared with the other two groups (p = 0.001). Drivers in group 2 improved more significantly than those in group 3 regarding visual analog scale pain score (p = 0.049), OLBPDQ score (p = 0.024) and RMQ score (p = 0.011). Conclusion. This study provided converging results that supplementary exercises during break periods consistently help to minimize LBP and disability. [ABSTRACT FROM AUTHOR]

Interurban commercial bus drivers are confronted with inherent risk of over speeding, road curvature, road geometry, and weather condition predisposing them to Road Traffic Crashes (RTCs). Lived experiences of inter-urban commercial bus drivers involved in RTCs in Ghana remains relatively underreported. This relates to their experiences and opinions on the causes of RTCs and the post-experiences as survivors. This paper is an exploratory qualitative study involving face-to-face in-depth interviews with 15 interurban commercial bus drivers who survived RTCs and still drive. The sample was a mix of purposive and snowball sampling techniques at the terminals/stations of interurban commercial bus drivers in Cape Coast, the Capital city of Central Region. The analysis revealed environmental factors (such as weather condition, road surface, road curvature) accounted for the RTCs. Survivors received poor pre-hospital trauma care and no welfare package. Measures to RTCs could include road/transport infrastructure improvements and survivors are to be provided with social welfare package.

Objective: The study assessed driver, vehicular and road-related factors associated with road crashes (RC) in the Kintampo North Municipality. Design: Cross-sectional study Setting: Kintampo North Municipality Data source: Demographics, vehicular and road usage information on registered drivers at Ghana Private Road and Transport Union (GPRTU) and Progressive Transport Owners Association (PROTOA) in Kintampo North Municipality Main outcome: involvement in road crashes and related factors Result: A total of 227 drivers were approached for this study. None of them declined participation. They were all males. Most were between 28-37 years (30%). The proportion of drivers that reported RC ever involvement in at least one RC was 55.5% (95% CI: 8.0%, 62.1%). In the bivariate analysis, drink and drive changed lane without signalling, ever bribed police officer, drove beyond the maximum speed limit, paid a bribe at DVLA for driving license, violation of traffic signals were found to be associated with RC involvement (p<0.05). Drivers who violated traffic signals had 2.84 odds of being involved in road crashes compared to those who did not [aOR; 2.84 (95%CI:1.06,7.63)] Conclusion: The proportion of drivers ever involved in road crashes was high. The major factor that is associated with RC involvement was a violation of the traffic light signals. Continuous driver education and enforcement of road traffic regulations by the appropriate authorities could curb the road crash menace in the Municipality. [ABSTRACT FROM AUTHOR]

Background: Commercial driving is a highly demanding job which often exposes the drivers to different health problems necessitating treatment. Various treatment options are available to these drivers. The objectives of this study were to assess the health problems and health-seeking practices of commercial bus drivers in Uyo, Nigeria. Methodology: This was a descriptive cross-sectional study carried out in March, 2020. Data collection was done using an interviewer-administered semi-structured questionnaire. Analysis of data was carried out with IBM SPSS Statistics, version 20.0. The level of significance was set at P < 0.05. Results: A total of 121 male respondents participated in the study. The mean age of respondents was 40.45 ± 10.49 years. More than half 71 (58.7%) respondents had completed secondary education. The most common health problems reported by respondents were low back pain (55.4%), insomnia (55.4%) and body aches (52.1%). The usual sources of treatment were chemist (60.3%), herbal remedies (51.3%), health facility (25.6%) and self-medication (17.4%). Among 32 (26.4%) respondents that ever had fractures, 23 (71.9%) received treatment from bone setters. Care seeking in health facility as reported by the drivers was mainly influenced by treatment cost (43; 35.5%) and waiting time (23; 19.0%). Conclusion: Commercial drivers in this study obtained treatment more frequently from places outside the health facilities. Health education on advantages of expert medical consultations and treatment in health facilities should be carried out through their transport unions. Furthermore, mechanisms to reduce waiting time and treatment cost in health facilities should be explored for this group of workers. [ABSTRACT FROM AUTHOR]

Objective: Commercial motor vehicle (CMV) drivers face many challenges to their health, including poor diet, disease, and crash risk. This study quantifies relationships between the percentage of calories from fat (PCF) and markers of poor health, many of which are associated with increased crash risk. Methods: Cross-sectional data from 790 CMV drivers were analyzed. PCF were estimated using the National Cancer Institute Percentage Energy from Fat Screener. Adjusted odds ratios (ORs) were calculated. Results: The highest category of PCF (>38.2%) was statistically significantly more likely to not exercise (OR = 2.08), have sleep apnea (OR = 2.31), snore (OR = 1.90), smoke (OR = 2.28), and use alcohol (OR = 1.87) after adjustments. Conclusion: Meaningful relationships between PCF and poor health indicators exist. These indicators may provide an intervention to improve the health and safety of CMV drivers. [ABSTRACT FROM AUTHOR]

Objectives: The main aim has been to examine psychometric properties of STOP-Bang (snoring, tiredness, observed apnea, high blood pressure, body mass index (BMI), age, neck circumference, male gender) scoring model (Serbian translation), an obstructive sleep apnea (OSA) screening tool, in a sample of commercial drivers. Material and Methods: After formal translation, validation was performed on a sample of bus and truck drivers evaluating test-retest reliability, construct and criterion validity. Overnight polysomnography or cardiorespiratory polygraphy were used for OSA diagnosis purposes. Results: One hundred male participants, 24–62 years old, were included. STOP-Bang classified 69% as potential OSA patients. Polysomnography identified OSA in 57% of the sample. Test-retest reliability (Cohen’s κ = 0.89) was adequate. STOP-Bang score was significantly correlated to apnea-hypopnea index (AHI) and OSA severity. Sensitivity was 100% for AHI ≥ 15, highest specificity was 53.5% (AHI ≥ 5). Conclusions: STOP-Bang showed good measurement properties, supporting its further use in OSA screening of commercial drivers. Int J Occup Med Environ Health 2016;30(5):751–761

Abstract Background Non-communicable diseases (NCDs) represent a significant threat to human health and well-being, and carry significant implications for economic development and health care and other costs for governments and business, families and individuals. Risks for many of the major NCDs are associated with the production, marketing and consumption of commercially produced food and drink, particularly those containing sugar, salt and transfats (in ultra-processed products), alcohol and tobacco. The problems inherent in primary prevention of NCDs have received relatively little attention from international organizations, national governments and civil society, especially when compared to the attention paid to secondary and tertiary prevention regimes (i.e. those focused on provision of medical treatment and long-term clinical management). This may in part reflect that until recently the NCDs have not been deemed a priority on the overall global health agenda. Low political priority may also be due in part to the complexity inherent in implementing feasible and acceptable interventions, such as increased taxation or regulation of access, particularly given the need to coordinate action beyond the health sector. More fundamentally, governing determinants of risk frequently brings public health into conflict with the interests of profit-driven food, beverage, alcohol and tobacco industries. Materials We use a conceptual framework to review three models of governance of NCD risk: self-regulation by industry; hybrid models of public-private engagement; and public sector regulation. We analyse the challenges inherent in each model, and review what is known (or not) about their impact on NCD outcomes. Conclusion While piecemeal efforts have been established, we argue that mechanisms to control the commercial determinants of NCDs are inadequate and efforts at remedial action too limited. Our paper sets out an agenda to strengthen each of the three governance models. We identify reforms that will be needed to the global health architecture to govern NCD risks, including to strengthen its ability to consolidate the collective power of diverse stakeholders, its authority to develop and enforce clear measures to address risks, as well as establish monitoring and rights-based accountability systems across all actors to drive measurable, equitable and sustainable progress in reducing the global burden of NCDs.

BACKGROUND:Commercial road transport workers are frequently exposed to workplace violence (WPV) - an issue of public health concern in literarily all occupations involving interactions with members of the public. The study was conducted to determine the prevalence of workplace violence among commercial drivers and conductors in Port Harcourt metropolis,Rivers state Nigeria. METHODS:Following ethical approval, 150 consenting commercial road transport workers were recruited to participate in this cross-sectional study. They responded to previously validated interviewer administered questionnaire which probed socio-demographics, experience of workplace violence and workplace violence reporting. Collected data were analysed using descriptive tools. RESULTS: There was a high prevalence of workplace psychological (85.3%) and physical (60.7%) violence experienced by respondents in the preceding twelve months. The most common perpetrators of physical violence were passengers in 44% of the cases studied and experiences of workplace physical violence took place mainly at the passengers destination especially while the vehicles were in motion and respondents were driving. As much as 71.4% of WPV cases were not reported and only 19.2% of the perpetrators were arrested out of the 80.8% reports that were made to the appropriate authorities. CONCLUSION:The prevalence of workplace violence is high among this occupational group. There is urgent need for passenger-transporter education and application of prescribed penalties for all proven infringements.

INTRODUCTION: Visual impairment is recognized as a public health problem worldwide. People and generally drivers do not often go for routine medical or eye examination based on varied reasons. This study assessed health care seeking behaviour for visual dysfunction among motor vehicle drivers in Osun state, Southwest Nigeria. METHODS: this was a comparative cross-sectional study among 120 male commercial and 120 government drivers, selected using multi-stage sampling technique in Osogbo, Osun State. Data on knowledge, attitude and health seeking behavior of drivers for visual dysfunction and barriers for not seeking medical treatment was collected using a pre-tested semi-structured questionnaire. Questions on awareness about visual functions and attitude of the respondents concerning visual problems were scored. Two sample independent t-test was used to elicit association between mean age/knowledge of government and commercial drivers and health seeking behavior for visual dysfunction. RESULTS: the mean age of government and commercial drivers was 44.53years - 8.51 and 38.52years - 8.60 respectively. The mean knowledge (p=0.001) and attitude (p=0.001) differences of government and commercial drivers were associated with health seeking behavior for visual dysfunction. Of the 120 government drivers, 24 (20.0%) were aware of their current visual problems. Of the 24, government drivers, 10 (47.6%) visited the hospital for treatment. Busy workplace schedule (n = 5, 20.8%) and lack of awareness of visual defects ((n= 3, 12.5%) by commercial drivers were identified barriers for not seeking medical treatment for visual dysfunction. CONCLUSION: knowledge and attitude towards visual dysfunction were higher among the government drivers compared to commercial counterparts. Government drivers had better health seeking behavior for visual dysfunction as compared to their commercial counterparts. We recommended routine eye medical check-up for early detection of visual dysfunction in motor vehicle drivers.

Background: First aid assistance is one of the important life-saving skills. According to World Health Organization, over 50 million people are injured or disabled and over 1.2 million people die following Road Traffic Accident (RTA) every year. Providing the basic care until emergency medical services arrive is the essence of first aid, which will prevent a number of RTA-related mortality and morbidity. Aim: To assess the knowledge, attitude, and practice regarding first aid among the commercial vehicle drivers operating in and from Haldwani. Method: This was a cross-sectional study conducted among the commercial drivers operating in and from Haldwani Block of Uttarakhand, from November 2018 to January 2019. Participants were selected using consecutive sampling technique. The questionnaire used for data collection was semistructured and pretested. Results: All participants were male with the mean age (standard deviation) of 40.4 (8.7) years. Overall 96.4% and 81.7% had heard about first aid and the "Good Samaritan" law. Among participants, 96% knew that first aid should be provided immediately and 90.5% were willing to be trained in first aid. First aid kit was available in 84.9% of the vehicles. In total, 211 (91%) participants had attended RTA victim/s in the past, and 192 (91%) of them provided assistance to RTA victims. Conclusions: Although the study showed a positive attitude toward giving first aid to RTA victims, the knowledge and practice of first aid was not universal. [ABSTRACT FROM AUTHOR]

A total of 120 commercial drivers from four age groups participated in the expressway driving test in Shandong, China, to perform continuous driving tasks of 2, 3, and 4 h and collect the data on the driver's blinking, driving performance, and self-reported level of sleepiness. A two-way repeated measures ANOVA was used to evaluate the effects of driving duration on the variation of the eye-blink behavior, driving performance, and subjective feeling of sleepiness across the different age groups over the time periods tested. Additionally, Pearson product-moment correlation was used to quantify the association between the variations of the dependent variables. The results showed that there was significant difference between groups, significant effect over time, and significant interaction between the age and driving duration in the variations of the driver's blink frequency, blink duration, closure duration, speed perception, choice reaction time, the number of incorrect action judgments, and subjective level of sleepiness. However, a significant difference varied over time, yet no effect of the interaction between groups and time was found in the variation of the driver's attention allocation value. Furthermore, driver's eye blink measures were more sensitive to sleepiness, and older drivers were more likely to get sleepy in long distance driving. [ABSTRACT FROM AUTHOR]

Introduction: visual impairment is recognized as a public health problem worldwide. People and generally drivers do not often go for routine medical or eye examination based on varied reasons. This study assessed health care seeking behaviour for visual dysfunction among motor vehicle drivers in Osun state, Southwest Nigeria. Methods: this was a comparative cross-sectional study among 120 male commercial and 120 government drivers, selected using multi-stage sampling technique in Osogbo, Osun State. Data on knowledge, attitude and health seeking behavior of drivers for visual dysfunction and barriers for not seeking medical treatment was collected using a pre-tested semi-structured questionnaire. Questions on awareness about visual functions and attitude of the respondents concerning visual problems were scored. Two sample independent t-test was used to elicit association between mean age/knowledge of government and commercial drivers and health seeking behavior for visual dysfunction. Results: the mean age of government and commercial drivers was 44.53years ± 8.51 and 38.52years ± 8.60 respectively. The mean knowledge (p<0.001) and attitude (p=0.001) differences of government and commercial drivers were associated with health seeking behavior for visual dysfunction. Of the 120 government drivers, 24 (20.0%) were aware of their current visual problems. Of the 24, government drivers, 10 (47.6%) visited the hospital for treatment. Busy workplace schedule (n = 5, 20.8%) and lack of awareness of visual defects ((n= 3, 12.5%) by commercial drivers were identified barriers for not seeking medical treatment for visual dysfunction. Conclusion: knowledge and attitude towards visual dysfunction were higher among the government drivers compared to commercial counterparts. Government drivers had better health seeking behavior for visual dysfunction as compared to their commercial counterparts. We recommended routine eye medical check-up for early detection of visual dysfunction in motor vehicle drivers. [ABSTRACT FROM AUTHOR]

Background: A study was conducted in 2013 on the lack of accurate statistics on the environmental and family factors behind the use of drugs by drivers of public transport. Materials and Methods: Overall, 1176 drivers of buses, mini-buses, vans, all kinds of trucks, and cars were randomly selected proportionately according to the type of vehicles. The capture-recapture sampling method was used to determine the prevalence rate of drug use among commercial drivers. Trained experts collected data regarding the environmental and family factors behind the use of addictive drugs. Urinalysis was performed by the Rapid Test method (ACON, San Diego, USA). To providing descriptive and analytical statistics the Kruskal--Wallis and Mantel--Haenszel methods, logistic regression, and Chi-square tests were used. Results: The mean age of the drivers was 39.9 ± 9.7 years. The results of the experiment were positive in 14.1% of the drivers. A significant difference observed between addicted and nonaddicted drivers related to cold and heat (P < 0.001) and lack of facilities (P = 0.006) as the most influencing factors. The most important environmental factor was family poverty (P < 0.001), followed by marital status and its problems (P = 0.002), a large number of children (P = 0.006), and family disputes (P = 0.012). A family history of addiction was 2.5 times more among addicted drivers. Conclusion: Prevalence of addiction was 14.1%. Among the environmental factors, cold and heat, lack of facilities, family factors, and a family history of addiction greatly influenced addiction. [ABSTRACT FROM AUTHOR]

Aim: To determine the relationship between some visual functions: colour vision defects, abnormal stereopsis, visual acuity and the occurrence of road traffic accident (RTAs) among commercial vehicle drivers in the central region of Ghana, and to assess their knowledge of these anomalies. Method: A descriptive cross-sectional study employing a multi-stage random sampling approach was conducted in the major commercial towns within the central region of Ghana. Participants were taken through a comprehensive eye examination after the administration of a structured questionnaire. Results: 520 male commercial vehicle drivers were enrolled for this study with a mean age of 39.23 years ±10.96 years and mean visual acuity of 0.02 ± 0.08 logMAR. Protans were more likely to be involved in RTAs (χ2 = 6.194, p = 0.034). However, there was no statistically significant association between abnormal stereopsis (OR = 0.89 95% CI: 0.44–1.80, p = 0.56), poor vision due to refractive error (χ2 = 3.090, p = 0.388) and the occurrence of RTAs. While 86.9% were aware of abnormal stereopsis, only 45% were aware of colour vision defects. There was a statistically significant association between stereopsis anomaly and colour vision defect (r = 0.371, p

Background: Given the long hours on the road involving multiple and interacting work stressors (i.e., delivery pressures, irregular shifts, ergonomic hazards), commercial drivers face a plethora of health and safety risks. Researchers goal was to determine whether and to what extent long-haul trucker work schedules influence sleep duration and quality. Methods: Survey and biometric data collected from male long-haul truck drivers at a major truckstop in central North Carolina over a six month period. Results: Daily hours worked (mean = 11 hours, 55 minutes) and frequency of working over government-mandated daily HOS regulations (23.8% “frequently or always”) were statistically significant predictors of sleep duration. Miles driven per week (mean = 2,812.61), irregular daily hours worked (63.8%), and frequency of working over the daily hour limit (23.8% “frequently or always”) were statistically significant predictors of sleep quality. Conclusion: Implications of findings suggest a comprehensive review of the regulations and operational conditions for commercial motor vehicle drivers be undertaken.

Objective (s): Commercial drivers are considered as a high-risk group for road traffic injuries (RTIs) in Iran and a clear relationship has been demonstrated for drug misuse and RTIs. To present the epidemiology of drug dependence among public transport drivers in Iran. Methods: Using capture-recapture sampling method the prevalence rate of drug dependence was estimated. Overall, 1506 drivers were randomly selected proportionately by type of vehicles. To test the drug dependence, a multi-drug rapid urine kit (ACON 10 Panel Drug Screening Test) was employed. Trained interviewers accompanied by traffic police officers in selected roads asked the drivers to answer the questions and give a urine sample at the police check points. Results: Overall, 14.1 percent of drivers were test positive. The top three drug dependence was from opium (55.0%), morphine (21.3%) and methadone (8.5%). Using logistic regression model showed no statistical difference for type of drug dependence by educational attainment. Drivers of trailers (21.5%) and trucks (15.1) were more likely to be drug-dependent compared to other drivers (p

Long-haul truck drivers are significantly affected by musculoskeletal injuries with incidence rates 3.5 times higher than the national average. Yet, little is known about injuries that affect long-haul trucks drivers. In 2010, interviewers collected data from 1,265 long-haul truck drivers at 32 truck stops across the United States. These surveys were analyzed to describe all self-reported musculoskeletal injuries. Injuries to the arm (26.3%) and back (21.1%) were the two areas most reported in the survey. Musculoskeletal injuries were most often caused by falls (38.9%) and contact with an object or equipment (33.7%) resulting most commonly in sprains/strains (60%). This large scale survey highlights the significance of musculoskeletal injuries in long-haul truck drivers and suggests the need to develop interventions to prevent injuries and improve recovery once injuries occur. [ABSTRACT FROM AUTHOR]

Background: Ghana passed a law in 2012 banning the use of mobile phones while driving. However, data on compliance to the law has been lacking. Objective: To examine factors associated with mobile phone use while driving among Ghanaian commercial drivers. Methods: A survey was conducted among 627 commercial drivers (98.0% response rate). Bivariate and multivariate logistic regressions were performed to determine how a priori covariates influenced commercial drivers' use of phones while driving. The covariates included driver age, education, driving route distance, driving under the influence (DUI), and knowledge that phone use during driving causes distraction. Results: Respondents were aware of the law (94.7%) but compliance was low (38%). Drivers who did not believe that cell phone use contributed to crash risk were more likely to report distracted driving (AOR 2.02,95%CI 1.05-3.9). Drivers who had completed primary (AOR 4.49,95%CI 1.14-17.78) or at least senior high school (AOR 6.89,95%CI 1.5-31.59) had increased odds of using the phone while driving, compared to those having no formal education. Drivers with 6-10 years (AOR 2.00,95%CI 1.00-3.98) or >10 years driving experience (AOR 2.87,95%CI 1.24-6.62) were more likely to report distracted driving compared to those with ≤5 years' experience. Drivers who travelled longer distances were more likely to report distracted driving (AOR 2.41,95%CI 1.23-4.71). Those who had never engaged in DUI were less likely to use the phone while driving (AOR 0.06,95%CI 0.01-0.43). Conclusion: Future prevention efforts for distracted driving in Ghana will require targeted distracted driving enforcement and education for commercial drivers and their passengers. [ABSTRACT FROM AUTHOR]

Abstract: Assessing fitness to drive in applicants with a historical or current substance use disorder presents a specific clinical challenge. The Australian guidelines require evidence of remission and absence of cognitive change when considering applications for re‐licensing driver or individuals applying to reengage in safety‐sensitive work. This paper reviews some of the clinical and biochemical indicators that determine whether a particular person is in ‘remission’ and meets the criteria for return to driving or other safety‐sensitive occupation. It provides an overview of the challenges in establishing an evidence‐based approach to determining fitness for safety critical activities. There is no internationally accepted definition of ‘remission’. Review of the literature and examination of assessment protocols from other national jurisdictions are available for alcohol and the more important drugs of interest in road safety. Assessing fitness to drive when there is a history of substance misuse and/or substance use disorders is a complex issue that requires assessment of biomarkers, clinical findings and clinical assessment before the person returns to driving. We propose that hair testing provides a reliable and reproducible way to demonstrate remission and provide cost‐effective monitoring. Standardised psychological tests could provide a reproducible assessment of the cognitive effects of drug use and suitability to resume driving. We recommend that AustRoads amend the national guidelines to reflect an evidence‐based approach to assessing fitness to drive after conviction for offences related to alcohol and drug use. [ABSTRACT FROM AUTHOR]

Background and Objective: Sleepiness is one of the important factors in motor vehicle accidents, especially in commercial drivers (CDs). Obstructive sleep apnea (OSA) has an important role in developing sleepiness. The STOP-BANG questionnaire is used in medical examinations of commercial drivers in Iran by law. This study aimed to investigate the judgment that drivers prefer not to report their symptoms honestly leading to underestimation of their STOP-BANG scores. Materials and Methods: In a cross-sectional study, two groups of commercial drivers were compared; A: 52 drivers referred from Occupational Medicine Clinic to Baharloo Sleep Clinic, Tehran, Iran, because of detecting high scores in the STOP-BANG questionnaire with confirmed obstructive sleep apnea in the polysomnography, B: 87 volunteer commercial drivers referred to Baharloo Sleep Clinic because of sleep related complaints and obstructive sleep apnea was confirmed via polysomnography. The score of Epworth Sleepiness Scale (ESS) and the subjective items including snoring, tiredness, and observed apnea (STO) and objective items including blood pressure, body mass index (BMI), neck circumference, age, and gender (P-BANG) were compared between the groups and the correlations with Apnea/Hypopnea Index (AHI) were assessed. Results: Statistical analysis showed that STO scores were different between the two groups (P < 0.0001). Mean STO score was 0.80 for Group A and 1.75 for Group B. The STO of group A showed a negative correlation with Ap-nea/Hypopnea Index (Correlation Coefficient = -0.1240). On the contrary, the STO score for group B was correlated with Apnea/Hypopnea Index (Correlation Coefficient = 0.4432). Conclusion: Subjective items of STOP-BANG questionnaire in commercial drivers requesting health license require reevaluation. New cut-off criterion or combination with more objective methods is recommended to be considered for screening of obstructive sleep apnea in commercial drivers.