Psychophysiologic sensitization to headlight glare among professional drivers with and without cardiovascular disease

Stress, fatigue, health, and risk of road traffic accidents among professional drivers: the contribution of physical inactivity

Strategies to achieve ambitious targets for reducing road accidents ( 34 ) have largely focused on engineering and technological advancements, the modification of occupational demands, and, to a lesser extent, human factors. These factors include stress and psychological states; sleep, fatigue, and alertness; and health status. Physical activity appears to influence all these human factors but has not previously been systematically considered as a direct or indirect risk factor for driver accidents. This chapter provides an overview, within an evidence-based framework, of the impact each of these human factors has on driver performance and risk of at-work road traffic accidents and then examines how physical (in)activity may moderate and mediate these relationships. Finally, we consider practical implications for work site interventions. The review aims to offer an evidence base for the deployment of resources to promote physical activity, manage stress, facilitate sleep, reduce fatigue, and enhance alertness to improve physical and psychological health among professional drivers.

Occupational stressors and hypertension: a multi-method study using observer-based job analysis and self-reports in urban transit operators

This multi-method study aimed to disentangle objective and subjective components of job stressors and determine the role of each for hypertension risk. Because research on job stressors and hypertension has been exclusively based on self-reports of stressors, the tendency of some individuals to use denial and repressive coping might be responsible for the inconclusive results in previous studies. Stressor measures with different degrees of objectivity were contrasted, including (1) an observer-based measure of stressors (job barriers, time pressure) obtained from experts, (2) self-reported frequency and appraised intensity of job problems and time pressures averaged per workplace (group level), (3) self-reported frequency of job problems and time pressures at the individual level, and (4) self-reported appraised intensity of job problems and time pressures at the individual level. The sample consisted of 274 transit operators working on 27 different transit lines and four different vehicle types. Objective stressors (job barriers and time pressure) were each significantly associated with hypertension (casual blood pressure readings and/or currently taking anti-hypertensive medication) after adjustment for age, gender and seniority. Self-reported stressors at the individual level were positively but not significantly associated with hypertension. At the group level, only appraisal of job problems significantly predicted hypertension. In a composite regression model, both observer-based job barriers and self-reported intensity of job problems were independently and significantly associated with hypertension. Associations between self-reported job problems (individual level) and hypertension were dependent on the level of objective stressors. When observer-based stressor level was low, the association between self-reported frequency of stressors and hypertension was high. When the observer-based stressor level was high the association was inverse; this might be indicative of denial of stress or alexithymia. We feel that multi-method studies are useful for disentangling the relations between objective and subjective stress and hypertension.

Glare disability and driving safety

PURPOSE

Increasing investigation of the visual elements of safe driving environments may be of great benefit to society. Visual disability appears to be only one of many visual factors related to traffic accidents. The purpose of this article was to examine the type of visual impairment mediated by the increased glare sensitivity in adult drivers using the original halometer glare test.

METHODS

In this article, the visual sensory, cognitive and motor functions relevant to driving, their measurement, the epidemiology and prevention of age-associated functional impairments and the relationship of functional impairments to both self-reported driving and the imposition of legal restrictions are reviewed.

RESULTS

The problem of night and tunnel driving is the most urgent in relation to the effects of glare from vehicle headlights on motion perception of drivers. The reduced mesopic vision and increased sensitivity to glare are accompanied by an increased risk of nighttime accidents. Elderly drivers and patients with beginning cataract cannot sufficiently fulfill the criteria for night driving ability because of contrast and glare sensitivity. It is indispensable for the parameters mentioned to be carefully measured and for drivers to be informed that night driving ability may be impaired, even if visual acuity is sufficient.

CONCLUSIONS

It would be advisable for traffic safety if simple tests for contrast and glare sensitivity were implemented for vehicles and/or were regularly added to the requirements for a driver's licence, at least for older drivers. The age, functional status and test result limits should be defined to avoid a risk factor in traffic.

Electrocortical signs of arousal in response to darkness and the assessment of Type A behavior in professional drivers with and without cardiovascular disease

BACKGROUND AND AIMS

In night driving, the fatal accident rate is about four times that in daytime. There is a lack of published studies of the effect of darkness on electrocortical responses in professional drivers (PD).

AIM

Assessing relations between electroencephalographic (EEG) reactions to enforced darkness reminiscent of night driving, and untoward behavioral response patterns, notably Type A behavior.

METHODS

PD: 13 with ischemic heart disease, 12 hypertensives (HTN), 10 borderline hypertensives and 34 normotensives, and 23 non-PD controls. Five minutes of electroencephalographic recording with eyes closed, and subsequently 3 minutes exposure to darkness. EEG parameters were: alpha abundance, amplitude and frequent. Type A behavior (TAB) was assessed by observation and by questionnaire.

RESULTS

Alpha abundance diminished significantly for darkness compared to spontaneous recording for all groups. No between-group differences were found for EEG. There were no significant differences in EEG between drivers with IHD or HTN taking versus not taking centrally active beta-blockers. Drivers with IHD were the only group to show significant increase in dominant alpha frequency at darkness. The IHD group also had the highest TAB questionnaire scores and the heaviest exposure to professional driving. Type A scores were significantly correlated with dominant alpha frequency during darkness. Low availability of attachment and special driving hazards best predicted TAB scores in driven. There was a significance between group difference with respect to Symbolic Aversiveness at the work place comparing each driver group with the non-PD control group.

CONCLUSIONS

Exposure to darkness reminiscent of night driving can elicit central arousal, in conflict with circadian rhythm, and in combination with other driving hazards which contribute to symbolic aversiveness, the essence of driving. And low availability of social attachment could contribute to sustained arousal, and in turn to the development of Type A behavior in professional drivers.