Analyzing the Prevalence of and Factors Associated with Road Traffic Crashes (RTCs) among Motorcyclists in Bangladesh.

Methods: A cross-sectional survey was conducted using a structured questionnaire involving 402 motorcyclists from four major southeastern towns, comprising 350 (86.07%) males and 52 (12.93%) females. The chi-square test was applied in bivariate analysis, and binary multivariable logistic regression was performed to determine the risk factors of road traffic crashes. Results: This study's findings revealed that the overall reported prevalence of road traffic crashes involving motorcycle drivers over one year was 68.66%. Multivariable logistic regression analysis revealed several factors that significantly impacted road traffic crashes. These factors included driving without a valid driving license, the young age (<20) of motorcyclists, driving in rainy weather, exceeding the speed limit, per-week working hours, smoking status, motorcycle ownership, the brand of motorcycle, and not wearing a helmet while driving. Conclusion: The study findings highlight the need for improving motorcycle safety by implementing measures such as imposing per-week work hour limits for riders, enforcing traffic regulations, and promoting helmet use among motorcycle drivers. The results of this study draw attention to the Bangladesh Road Transport Authority (BRTA) and motorcycle drivers in the country to decrease motorcycle crashes and the severity of injuries by implementing efficient guidelines and strategies for driving motorcycles. The findings of this study can assist policymakers and concerned authorities in taking the essential steps to lessen road traffic crashes among motorcyclists in Bangladesh.

Prevalence of lower urinary tract symptoms in taxi drivers: a cross-sectional web-based survey.

PURPOSE: Aim of the study was to evaluate the prevalence of LUTS in taxi drivers. METHODS: Between February 24th 2021 and March 26th 2021 a web based survey was administered to Taxi drivers in the city of Florence. Taxi drivers were evaluated with baseline characteristics such as: age, BMI, smoking, career length, comorbidities, and treatment. LUTS were evaluated using the international prostate symptom score (IPSS) and the overactive bladder (OAB) score. As well sexual function was evaluated using the international index erectile function (IIEF) and female sexual function index (FSFI) questionnaires. Risk factors for LUTS were evaluated using regression analysis. RESULTS: The overall response rate was 64.6% (537/830 taxi drivers filled the questionnaires). Among them, 449 (83.6%) were men and 88 (16.4%) females. Overall, median IPSS was 5 (2/9) and median OAB score was 10 (7/14). On multivariate binary regression analysis age > 50 (OR:1.60; p < 0,05), Smoking (OR:1.57; p < 0,05), chronic treatment (OR:1.57; p < 0,05), recurrent cystitis (OR: 2.66; p < 0,05) and chronic pelvic pain (OR:4.94; p < 0,05) were independent risk factors for moderate/severe LUTS. On multivariate binary logistic regression analysis, risk factors for erectile dysfunction were age older than 50 years (OR = 3.64; p < 0.05) and urinary incontinence (OR = 5.53; p = 0.005). CONCLUSIONS: According to our web-based survey, Taxi drivers in the metropolitan city of Florence had non-negligible symptomatic LUTS and even sexual dysfunction. Our data suggest as LUTS are particular influenced by several life-style and behavioural factors as type and duration of work.

Associação entre horas de trabalho e de descanso e o uso de substâncias psicoativas entre motoristas profissionais de caminhão / Association between hours of work and rest and the use of psychoactive substances among professional truck drivers

OBJETIVO: Investigar a associação de horas diárias de trabalho e de descanso com o uso de substâncias psicoativas entre motoristas profissionais de caminhão. MÉTODOS: Estudo transversal conduzido em 2016 com 354 motoristas profissionais de caminhão que aguardavam a inspeção da mercadoria transportada em um Posto de Controle Fiscal localizado na cidade de Itatiaia, RJ, Brasil. A associação entre horas diárias de trabalho (exposição), horas diárias de descanso (exposição) e uso de substâncias psicoativas (desfecho) foi investigada por meio de modelos de regressão linear que estimaram coeficientes de regressão (ß) e respectivos erros-padrão, considerando p < 0,05. RESULTADOS: Mostraram-se positivas as associações entre horas diárias de trabalho e uso de anfetamina (ß = 0,91; erro-padrão = 0,19; p < 0,01) e de cocaína/crack (ß = 1,32; erro-padrão = 0,35; p < 0,01) e negativa a associação entre horas diárias de descanso e uso de anfetamina (ß = -0,43; erro-padrão = 0,09; p < 0,01). CONCLUSÃO: Horas diárias de trabalho e de descanso parecem ser determinantes do uso de anfetamina e de cocaína/ crack entre motoristas profissionais de caminhão.

OBJECTIVE: To investigate the association of hours of work and rest with use of psychoactive substances among professional truck drivers. METHODS: Cross-sectional study conducted in 2016 with 354 professional truck drivers waiting for the inspection of the goods transported at a Fiscal Control Post located in the city of Itatiaia, RJ, Brazil. The association between daily working hours (exposure), daily rest hours (exposure) and use of psychoactive substances (outcome) was investigated using linear regression models that estimated regression coefficients (ß) and respective standard error, considering p < 0.05. RESULTS: They were positive the associations between daily working hours and use of amphetamine (ß = 0.91; standard error = 0.19; p < 0.01) and cocaine/crack (ß = 1.32; standard error = 0.35; p < 0.01) and the association between daily rest hours and use of amphetamine (ß = - 0.43; standard error = 0.09; p < 0.01) was negative. CONCLUSION: Daily hours of work and rest seem to be determinants of the use of amphetamine and cocaine/crack among professional truck drivers.

Evaluating barriers to access for cataract surgery in Waikato: analysis of calculated driving distance and visual acuity.

AIM: This cross-sectional study aimed to investigate whether presenting visual acuity or patient demographic variables were associated with geographic proximity to primary and secondary ophthalmic services. METHODS: Demographics for all patients referred within the Waikato District between October 2017 and March 2019 that met the threshold for publicly funded cataract surgery were analysed. GPS coordinates for all patient and optometrist addresses were obtained. The driving distance and driving time for each patient to travel to their referring optometrist were calculated. Quality-of-life data were obtained. Analysis of visual acuity, driving distance, age, ethnicity and gender was completed using. Furthermore, a comparative analysis of Maori and New Zealand European defined as having remote access was completed. RESULTS: A total of 1,260 patients were included. Multivariate analysis showed no significant association between driving distance and visual acuity. Comparative analysis of Maori and New Zealand European defined as having remote access showed Maori had significantly worse visual acuity than New Zealand Europeans at the time of referral. No significant difference was found in quality of life. Maori were on average younger than New Zealand European. Driving time and distance were on average 27% longer for Maori compared with New Zealand Europeans defined as having remote access. CONCLUSIONS: Maori presenting with cataract typically are younger and have lower visual acuity than New Zealand European. Longer driving distances represent a potential geographic barrier for Maori to access ophthalmic care and referral to tertiary services. No significant association was found between driving distance and visual acuity.

Traffic stops do not prevent traffic deaths.

OBJECTIVES: Amid growing calls for police reform, it is imperative to reassess whether police actions designed to improve public safety are associated with injury prevention. This study aims to examine the relationship between the police traffic stops (PTSs) and motor vehicle crash (MVC) deaths at the state level. We hypothesize that increased PTSs would be associated with reduced MVC deaths. METHODS: We retrospectively analyzed PTSs and MVC deaths at the state level from 2004 to 2016. Police traffic stops data were from 33 state patrols from the Stanford Open Policing Project. The MVC deaths data were collected from the National Highway Traffic Safety Administration. The vehicle miles traveled data were from the Federal Highway Administration Office of Highway Policy Information. All data were adjusted per 100 million vehicle miles traveled (100MVMT) and were analyzed as state-level time series cross-sectional data. The dependent variable was MVC deaths per 100MVMT, and the independent variable was number of PTSs per 100MVMT. We performed panel data analysis accounting for random and fixed state effects and changes over time. RESULTS: Thirty-three state patrols with 235 combined years were analyzed, with a total of 161,153,248 PTSs. The PTS rate varied by state and year. Nebraska had the highest PTS rate (3,637/100MVMT in 2004), while Arizona had the lowest (0.17/100MVMT in 2009). Motor vehicle crash deaths varied by state and year, with the highest death rate occurring in South Carolina in 2005 (2.2/100MVMT) and the lowest in Rhode Island in 2015 (0.57/100MVMT). After accounting for year and state-level variability, no association was found between PTS and the MVC death rates. CONCLUSION: State patrol traffic stops are not associated with reduced MVC deaths. Strategies to reduce death from MVC should consider alternative strategies, such as motor vehicle modifications, community-based safety initiatives, improved access to health care, or prioritizing trauma system. LEVEL OF EVIDENCE: Retrospective epidemiological study, level IV.

Comparing Driving Miles for Department of Veterans Affairs-delivered Versus Department of Veterans Affairs-purchased Cataract Surgery.

BACKGROUND: The Veterans Choice Act of 2014 increased the number of Veterans eligible for Department of Veterans Affairs (VA)-purchased care delivered in non-VA community care (CC) facilities. Driving >40 miles from home to a VA facility is a key eligibility criterion for CC. It remains unclear whether this policy change improved geographical access by reducing drive distance for Veterans. OBJECTIVES: Describe the driving distance for Veterans receiving cataract surgery in VA and CC facilities, and if they visited the closest-to-home facility or if they drove to farther facilities. SUBJECTS: Veterans who had cataract surgery in federal fiscal year 2015. MEASURES: We calculated driving miles to the Closest VA and CC facilities that performed cataract surgeries, and to the location where Veterans received care. RESULTS: A total of 61,746 Veterans received 83,875 cataract surgeries. More than 50% of CC surgeries occurred farther than the Closest CC facility providing cataract surgery (median Closest CC facility 8.7 miles vs. Actual CC facility, 19.7 miles). Most (57%) Veterans receiving cataract surgery at a VA facility used the Closest VA facility (median Closest VA facility 28.1 miles vs. Actual VA facility at 31.2 miles). In all, 26.1% of CC procedures occurred in facilities farther away than the Closest VA facility. CONCLUSIONS: Although many Veterans drove farther than needed to get cataract surgery in CC, this was not true for obtaining care in the VA. Our findings suggest that there may be additional reasons, besides driving distance, that affect whether Veterans choose CC and, if they do, where they seek CC.

Description of the Nature of Musculoskeletal Shoulder Injuries in a Cohort of Commercial Truck Drivers: A Retrospective Cross-Sectional Study.

BACKGROUND: Commercial truck drivers (CTDs) are significantly affected by shoulder injuries; however, little is known about the unique mechanisms of injury (MOIs), specific injuries, or possible preventive measures among this group of workers. This study characterized the MOIs, musculoskeletal disorders (MSDs), and factors associated with MSDs of the shoulder among a group of CTDs. METHODS: A retrospective medical record review was conducted of CTDs between 21 and 65 years of age who were seen for MSDs of the shoulder between 2007 and 2015. RESULTS: A total of 130 CTDs were included, who were aged 21 to 65 years. Commercial truck drivers were most often injured during a fall (35%) or while using chains, tarps, or straps (31%). The two most common MSDs were unspecified sprains/strains (58%) and rotator cuff tears (24%). Age was found to be associated with all MSDs (p = .001) and an increased risk of developing rotator cuff tears (p =.005). Seventy-four percent of CTDs who experienced a rotator cuff tear were 46 years of age or older. CONCLUSION/APPLICATION TO PRACTICE: This study highlights the course of the injury in terms of diagnostics such as magnetic resonance imaging (MRI) and referral for surgery and describes the occupational activities associated with CTDs. These findings can inform employer injury prevention programs, patient and health care provider education, and future interventional research.

Driving after marijuana use among U.S. adolescents: Prevalence profiles and related behaviors.

OBJECTIVES: The interplay between marijuana legislation, perceptions of risks associated with marijuana use, and marijuana-related risk behaviors is an ever changing and complex issue. Marijuana impaired driving is of concern as legalization continues to expand in the United States. While driving after using marijuana has been shown to be prevalent among adults, little research has examined the behavior in adolescents. The aim of the present study was to examine the prevalence of driving after using marijuana among U.S. adolescents, with an examination of the relationship to age of marijuana initiation and marijuana usage patterns. METHODS: We analyzed data from the 2017 Youth Risk Behavior Survey, a nationally representative sample of high schools students in the U.S. The sample was current marijuana users, defined as past 30 day use. Driving after using marijuana was the main outcome variable, with analyses examining the association between the outcome and age of initiation and patterns of use. Prevalence ratios were obtained by modeling Poisson regression to examine factors associated with driving under the influence of marijuana. RESULTS: Nearly half of all marijuana users reported driving after use during the past 30 days, and did not differ between males and females. Prevalence of driving after using marijuana was significantly higher among heavy users (PR = 2.8; 95% CI 2.1-3.6). A higher prevalence of driving after drinking alcohol (PR = 1.7; 95% CI 1.5-1.9) was also found among those who had driven after using marijuana. CONCLUSIONS: Among adolescent marijuana users, the prevalence of driving after using marijuana was high. Enhanced surveillance, prevention, and control measures are necessary to mitigate the negative impacts of marijuana consumption and related behaviors.

The failings of per se limits to detect cannabis-induced driving impairment: Results from a simulated driving study.

OBJECTIVE: Many jurisdictions use per se limits to define cannabis-impaired driving. Previous studies, however, suggest that THC concentrations in biological matrices do not reliably reflect cannabis dose and are poorly correlated with magnitude of driving impairment. Here, we first review a range of concerns associated with per se limits for THC. We then use data from a recent clinical trial to test the validity of a range of extant blood and oral fluid THC per se limits in predicting driving impairment during a simulated driving task. METHODS: Simulated driving performance was assessed in 14 infrequent cannabis users at two timepoints (30 min and 3.5 h) under three different conditions, namely controlled vaporization of 125 mg (i) THC-dominant (11% THC; <1% CBD), (ii) THC/CBD equivalent (11% THC; 11% CBD), and (iii) placebo (<1% THC & CBD) cannabis. Plasma and oral fluid samples were collected before each driving assessment. We examined whether per se limits of 1.4 and 7 ng/mL THC in plasma (meant to approximate 1 and 5 ng/mL whole blood) and 2 and 5 ng/mL THC in oral fluid reliably predicted impairment (defined as an increase in standard deviation of lateral position (SDLP) of >2 cm relative to placebo). RESULTS: For all participants, plasma and oral fluid THC concentrations were over the per se limits used 30 min after vaporizing THC-dominant or THC/CBD equivalent cannabis. However, 46% of participants failed to meet SDLP criteria for driving impairment. At 3.5 h post-vaporization, 57% of participants showed impairment, despite having low concentrations of THC in both blood (median = 1.0 ng/mL) and oral fluid (median = 1.0 ng/mL). We highlight two individual cases illustrating how (i) impairment can be minimal in the presence of a positive THC result, and (ii) impairment can be profound in the presence of a negative THC result. CONCLUSIONS: There appears to be a poor and inconsistent relationship between magnitude of impairment and THC concentrations in biological samples, meaning that per se limits cannot reliably discriminate between impaired from unimpaired drivers. There is a pressing need to develop improved methods of detecting cannabis intoxication and impairment.

Effects of surgery for obstructive sleep apnea on cognitive function and driving performance.

BACKGROUND: Obstructive sleep apnea (OSA) is associated with a significantly increased risk of motor vehicle accidents in addition to such cognitive impairments as attention and memory deficits. The aim of the study was to examine the effect of upper airway surgery for OSA on driving and cognitive function. METHODS: Adult patients who underwent surgery for OSA at a tertiary medical center in 2016-2019 were prospectively recruited. Patients were assessed before and 3-6 months after surgery with a self-report and neurocognitive battery and a driving simulation platform. RESULTS: The cohort included 32 patients of average age 46.9 ± 11.6 years. During the 3 years before treatment, 9 patients had been involved in road accidents and 18 were detained by police for traffic violations. After surgery, there was a significant decrease in the Epworth Sleepiness Scale (13.7 vs. 8.1, p 0.043) and a significant reduction in time to completion of the Color Trail Test (part 1: 21.4 vs 18.7 s, p = 0.049; part 2: 46.8 vs 40.5 s, p = 0.038). Improvements in divided attention and selective attention response times were noted on the advanced stages of the Useful Field of Vision Scale (p = 0.013, p = 0.054). Before surgery, patients showed a high tendency to drive over the speed limit and to cross the dividing line to the opposite lane on the simulation test. Nevertheless, all considered themselves good drivers. These tendencies decreased after treatment. CONCLUSIONS: Surgery for OSA can significantly improve driving performance and cognitive function.

Prevalence of Vaping and Behavioral Associations of Vaping Among a Community of College Students in the United States.

We investigated the prevalence of vaping among college students in South-central Appalachia in the United States and explored factors which were associated with and could predict vaping among the college students. A sample of 498 enrolled students voluntarily completed a self-report REDCap health survey questionnaire in 2018. Outcome variable was use of electronic cigarettes categorized as yes/no. Independent variables included risky behaviors such as texting or emailing while driving, riding in a car with someone who had been drinking, history of protected and unprotected sexual intercourse, age at first intercourse, and type of contraceptive used. Covariates were age, gender, ethnicity/race and high school location. The first category was used as reference. Binary logistic regression was used to identify factors associated with and predicting vaping. Mean age of participants was 20.93(± 8.26), 62.9% were female, a majority (76.5%) were non-Hispanic White, and 43.2% reported vaping at some point in their lives. Initial univariate analysis showed gender (p < 0.0001), seat belt usage (p = 0.002), texting or emailing while driving (p = 0.002), riding in a car with someone who had been drinking (p = 0.001), history of sexual intercourse (p < 0.001), coitarche (p = 0.026), use of birth control pills and withdrawal method were associated with vaping. Adjusting for co-variates, gender (p < 0.002), county of high school (p < 0.009) and texting and e-mailing while driving (0.05), seat belt usage (0.04) remained significant. Vaping was highly prevalent (43.2%) among our participants. Gender, location of high school, texting/emailing while driving and seat belt usage are predictors of vaping among these students.

The Impact of HIV-Associated Neurocognitive Impairment on Driving Performance in Commercial Truck Drivers.

Driving ability can be diminished amongst people with HIV with associated neurocognitive impairment (NCI). We explore the relationship between HIV status, NCI and driving ability in professional truck drivers. Forty male professional drivers (20 HIV-positive; mean age = 39.20 ± 7.05) completed a neuropsychological test battery, two driving simulator tasks that assessed driving ability, and a driving history and habits questionnaire. A higher proportion of HIV-positive drivers exhibited impaired overall cognitive performance (p ≤ 0.001). Overall, drivers with NCI (defined as z ≤ 1.00) were more likely than those without NCI to crash (p = 0.002). There were no significant between-group (HIV-positive versus HIV-negative) differences with regard to self-reported on-road driving events. Professional drivers with NCI, as measured on a driving simulator, are at increased risk of making driving errors under high-risk conditions compared to their neurocognitively normal counterparts. These data should inform driver health management with regard to annual medical screening and surveillance.

RESUMEN: La capacidad de conducción puede verse disminuida entre las personas con VIH con deterioro neurocognitivo asociado (neurocognitive impairment, NCI). Exploramos la relación entre la situación frente al VIH, el NCI y la capacidad de conducción en conductores profesionales de camiones. Cuarenta conductores profesionales masculinos (20 seropositivos, edad media = 39.20 ± 7.05) completaron una batería de pruebas neuropsicológicas, dos tareas de simulador de conducción que evaluaron la capacidad de conducción y un cuestionario de hábitos y antecedentes de conducción. Una mayor proporción de conductores VIH positivos exhibió un desempeño cognitivo general deficiente (p ≤ 0.001). En general, los conductores con NCI (definido como z ≤ 1.00) tenían más probabilidades de chocar que aquellos sin NCI (p = 0.002). No hubo diferencias significativas entre los grupos (VIH positivo frente a VIH negativo) con respecto a los eventos autoinformados de conducción en carretera. Los conductores profesionales con NCI, según lo medido en un simulador de conducción, tienen un mayor riesgo de cometer errores de conducción en condiciones de alto riesgo en comparación con sus homólogos neurocognitivamente normales. Estos datos deberían informar a la gestión de la salud del conductor en lo que respecta a la vigilancia y los exámenes médicos anuales.

Effects of Smoking Cannabis on Visual Function and Driving Performance. A Driving-Simulator Based Study.

Cannabis is the most widely used illegal drug in the world. Limited information about the effects of cannabis on visual function is available, and more detail about the possible impact of visual effects on car driving is required. This study investigated the effects of smoking cannabis on vision and driving performance, and whether these effects are correlated. Twenty drivers and occasional users were included (mean (SE) age, 23.3 (1.0) years; five women). Vision and simulated driving performance were evaluated in a baseline session and after smoking cannabis. Under the influence of cannabis, certain visual functions such as visual acuity (p < 0.001), contrast sensitivity (p = 0.004) and stereoacuity (far, p < 0.001; near, p = 0.013) worsened. In addition, there was an overall deterioration of driving performance, with the task of keeping the vehicle in the lane proving more difficult (p < 0.05). A correlation analysis showed significant associations between driving performance and visual function. Thus, the strongest correlations were found between the distance driven onto the shoulder and stereoacuity, for near (ρ = 0.504; p = 0.001) and far distances (ρ = 0.408; p = 0.011). This study provides the first evidence to show that the visual effects of cannabis could impact driving performance, compromising driving safety. The results indicate that information and awareness campaigns are essential for reducing the incidence of driving under the influence of cannabis.

Prevalence of older drivers in Brazil: results from Vigitel 2018 / Prevalência de motoristas idosos no Brasil: resultados do Vigitel 2018

OBJECTIVE: To estimate the prevalence of Brazilian older adults who drive a car/ride a motorcycle, according to sociodemographic characteristics. METHODS: This cross-sectional study uses data from the 2018 Surveillance System for Risk and Protective Factors for Chronic Diseases by Telephone Survey (Vigitel). The prevalence of drivers was determined by an affirmative answer to the following question: "Do you drive a car, motorcycle and/or other vehicle?". RESULTS: Among the 15 333 individuals aged 65 and over living in Brazilian capitals and the Federal District, the overall prevalence of drivers was 28.73% (95%CI 27.22 -30.29) and was higher among men (53.37%; 95%CI 50.45 - 56.28), those with higher education (65.44%; 95%CI 61.98 - 68.75), and individuals aged 65 to 69 years (35.7%; 95%CI 33.06 - 38.61). Among the regions of Brazil, prevalence varied from 35% (Midwest and South) to approximately 22% (North and Northeast). Florianopolis (42.2%; 95%CI 38.05 - 46.47) and Palmas (40.32%; 95%CI 32.74 - 48.38) were the cities with the highest prevalence of older drivers. CONCLUSIONS: Characteristics such as sex, age group, region, and state capital of residence affect the prevalence of older drivers. Our results contribute to knowledge about how older adults choose to move around in large Brazilian cities, enabling proposal of strategies to improve the quality of this population's displacement.

OBJETIVO: Estimar a prevalência de idosos brasileiros que dirigem carro/motocicleta, de acordo com características sociodemográficas. METODOLOGIA: Trata-se de estudo transversal realizado com dados do Sistema de Vigilância de Fatores de Risco e Proteção para Doenças Crônicas (Vigitel 2018). A prevalência de motoristas foi determinada pela resposta positiva à questão: "O(A) sr.(a) dirige carro, moto e/ou outro veículo?". RESULTADOS: Entre os 15 333 indivíduos de 65 anos ou mais, residentes nas capitais brasileiras e no Distrito Federal, a prevalência de motoristas foi de 28,76% (IC95% 27,22 - 30,29), sendo maior entre os homens (53,37%; IC95% 50,45 - 56,28), naqueles com maior escolaridade (65,44%; IC95% 61,98 - 68,75) e nos indivíduos de 65 a 69 anos (35,79%; IC95% 33,06 - 38,61). Entre as regiões do Brasil, a prevalência variou de 35% (centro-oeste e sul) a, aproximadamente, 22% (norte e nordeste). As capitais com maior percentual de idosos motoristas foram Florianópolis (42,20%; IC95% 38,05 - 46,47) e Palmas (40,32%; IC95% 32,74 - 48,38). CONCLUSÕES: Características como sexo, faixa etária, região e capitais do Brasil afetam a prevalência de motoristas. Espera-se que os resultados apresentados aqui possam contribuir para o conhecimento de como os idosos escolhem se locomover nas grandes cidades brasileiras, permitindo propor estratégias para melhorar a qualidade de deslocamento dessa população.

Drug use and driving behaviors among drivers with and without alcohol-related infractions

Abstract Introduction Brazil is one of the countries with the highest rates of alcohol-related traffic infractions, but little is known about the profile of the drivers who commit them. Identifying the characteristics of impaired drivers is essential for planning preventive actions. Objective To compare drug use and driving behavior profiles of drivers with and without alcohol-related infractions. Methods 178 drivers stopped at routine roadblocks were assessed by traffic agents who conducted standard roadblock procedures (document verification; request of a breathalyzer test [BT]). Drug use and driving behavior data were collected through semi-structured interviews. Subjects were divided into three groups: drivers who refused the BT (RDs, n = 72), drivers who tested positive on the BT (PDs, n = 34), and drivers who had committed other infractions (ODs, n = 72). Results The proportion of alcohol use in the last year was higher among RDs (100%) than in the PD and OD groups (97.1% and 72.2% respectively, p < 0.001). Lifetime prevalence of cannabis and cocaine use for the overall sample was 44.3% and 18.2%, respectively. Fewer individuals in the OD group (31.5%) reported having been stopped at roadblocks in the previous year compared to the PDs (55.9%) and RDs (48.6%, p = 0.03). However, a higher proportion of RDs reported drunk driving in the same period (87.5%; PD 69.7%; OD 26.9%; p < 0.001). Conclusion Essential differences among groups were observed. RDs had a higher proportion of alcohol use and drunk driving in the previous year; drivers who fit into this particular group may be unresponsive or less responsive to social deterrence and enforcement actions.

Prevalence and lifestyle-associated risk factors of metabolic syndrome among commercial motor vehicle drivers in a metropolitan city in Ghana.

INTRODUCTION: commercial motor vehicle drivers are at risk of metabolic syndrome (MetS) due to the nature of their work as they tend to go to work early, work for more hours, have irregular dietary habits and patterns, have little sleep and live sedentary lifestyle. The study sought to determine the prevalence and lifestyle-related risk factors of MetS among commercial taxi drivers around Kwame Nkrumah University of Science and Technology (KNUST) campus, in the Kumasi metropolis, Ghana. METHODS: a cross-sectional survey was conducted among 100 commercial taxi drivers in 3 selected taxi ranks around KNUST campus. Fasting blood lipid and fasting blood glucose levels, blood pressure and anthropometric characteristics were determined using WHO and NCEP-ATP III criteria. Lifestyle-related risk factors of MetS were assessed using a semi-structured questionnaire and dietary pattern was assessed using food frequency questionnaire. Bivariate analysis and linear correlation were used to determine the relationship between lifestyle practices and MetS. RESULTS: the prevalence of diabetes, high blood pressure, dyslipidemia, overweight and obesity were 12%, 63%, 40%, 32% and 13% respectively. The prevalence of MetS was 5% according to NCEP-ATP III (2005) criteria. The lifestyle behaviours of the drivers were, alcohol intake, irregular dietary pattern, long working hours, lack of exercise and tiredness due to driving. Tobacco use (R = 0.405, p = 0.041) and time of supper (R = 0.931, p = 0.047) were related with MetS among the participants. CONCLUSION: though prevalence of MetS (5%) was low among the drivers, the need for intervention to promote positive lifestyle change and curb the high prevalence of overweight/obesity, diabetes, high blood pressure and dyslipidemia is necessary to improve the health of the drivers and the safety of passengers.

Applying a social-ecological lens to opinions about HIV self-testing among Kenyan truckers who declined to test: a qualitative study.

HIV prevalence among truckers in Africa is high and testing rates suboptimal. With numerous African countries having approved HIV self-testing kits, more information on how to design acceptable and accessible self-testing programs for high-risk populations is necessary. We explored views about self-testing via in-depth interviews with 24 truckers participating in a randomised controlled trial who refused HIV testing. A social-ecological lens was used to guide data analysis and frame study findings. While most participants said that they would use an HIV self-test, perceived barriers and facilitators were identified at multiple levels. Many participants noted lack of time to test or obtain a self-test kit as a major barrier (intrapersonal) and varied in their views about self-testing with a partner (interpersonal). Participants offered programmatic/policy recommendations, suggesting that they preferred accessing self-test kits in settings where training could be provided. Participants believed they should be able to pick up multiple test kits at the same time and that the test kits should be free or low cost. These study findings will help guide the design of self-testing programs for truckers and other mobile populations.

Return to Driving Is a Better Predictor of Patient Outcome Than Return to Work After Aneurysmal Subarachnoid Hemorrhage.

OBJECTIVE: Return to work and driving are major rehabilitation goals for patients after an aneurysmal subarachnoid hemorrhage (aSAH). Our goal is to identify factors that may predict return to work or driving after aSAH. METHODS: Medical records of patients with aSAH were retrospectively reviewed from 2010 to 2018. Information on return to work and driving were prospectively collected. Univariate analyses were performed to assess the association between return to work or driving with patient characteristics, social factors, and admission clinical and radiographic severity. Multivariate regression models were used to evaluate return to work and driving and generate predictive models. RESULTS: A total of 193 patients were included, of whom 32% (62/193) resumed work and 57% (110/193) returned to driving. Median follow-up time was 3.4 years (interquartile range, 0.7-7.5 years). Return to work was associated with younger age (odds ratio [OR], 0.89; 95% CI, 0.85-0.94), lower Hunt and Hess grade (OR, 0.34; 95% CI, 0.23-0.54), and lack of seizures (OR, 0.09; 95% CI, 0.02-0.47). Return to driving was associated with younger age (OR, 0.94; 95% CI, 0.91-0.98), lower Hunt and Hess grade (OR, 0.36; 95% CI, 0.23-0.56), married status (OR, 3.4; 95% CI, 1.2-9.4), current or former smoking (OR, 3.9; 95% CI, 1.5-10.1), lack of recreational drug use (OR, 0.08; 95% CI, 0.01-0.77), and lack of seizures (OR, 0.28; 95% CI, 0.08-0.96). Admission risk factors were predictive of return to driving and return to work in the final multivariate models generated (area under the receiver operating characteristic curve 88% vs. 89%, respectively). CONCLUSIONS: Because work may be highly dependent on complex individual and social factors, driving is a simple and more accurate assessment for an individual's status after aSAH.

Correlation of ride sharing service availability and decreased alcohol-related motor vehicle collision incidence and fatality.

BACKGROUND: Alcohol-related motor vehicle collisions (AR-MVCs) account for ~30% of all US traffic fatalities. Ride-sharing services (RSS) have existed since 2010, but few studies to date have investigated their impact on AR-MVCs. We hypothesized that the availability of RSS would be correlated with a decrease in AR-MVCs at an urban Level I trauma center. METHODS: A retrospective chart review was conducted of all AR-MVC trauma activations at a Level I trauma center from 2012 to 2018. Additional data were gathered from regional governmental traffic and law enforcement databases, including crash incidence, fatalities, and demographics. Data were compared pre- and post-RSS and analyzed using an unpaired t test with p less than 0.05 considered significant. RESULTS: There were 1,474 patients in AR-MVCs during the study period. There was a significant decrease in the annual average proportion of MVCs that were AR-MVCs pre- vs. post-RSS (39% vs. 29%, p = 0.02) as well as a decrease in the average annual incidence of fatal AR-MVCs (11.6 vs. 5, p = 0.02). Subset analysis showed a decrease in AR-MVC incidence in 18- to 29-year-olds (12.7% vs. 7.5%; p = 0.03), which was also demonstrated by data from a local law enforcement database. Availability of RSS was also correlated with a decreased proportion of nighttime AR-MVCs (14.7% vs. 7.6%, p = 0.03) and decreased number of driving while intoxicated (1198.0 ± 78.5 vs. 612.8 ± 137.6, p = <0.01). CONCLUSION: We found that the incidence of both total AR-MVCs and fatal AR-MVCs presenting to our trauma center decreased after the introduction of RSS. Ride-sharing services may play a role in preventing AR-MVCs. Further research is needed to correlate AR-MVC incidence with granular proprietary RSS usage data and to account for any confounding factors. Future studies may identify ways to better utilize RSS availability as a targeted intervention for certain demographic groups to prevent AR-MVCs. LEVEL OF EVIDENCE: Therapeutic/Care Management, Level IV.

The impact of state laws on motor vehicle fatality rates, 1999-2015.

BACKGROUND: Motor vehicle crash (MVC) fatalities have been declining while states passed various legislation targeting driver behaviors. This study assesses the impact of state laws on MVC fatality rates to determine which laws were effective. METHODS: Publically available data were collected on driver-related motor vehicle laws, law strengths, enactment years, and numbers of verified-trauma centers. Prospective data on crash characteristics and MVC fatalities 16 years or older from Fatality Analysis Reporting System 1999 to 2015 (n = 850) were obtained. Generalize Linear Autoregressive Modeling was used to assess the relative contribution of state laws to the crude MVC fatality rate while controlling for other factors. RESULTS: Lowering the minimum blood alcohol content (BAC) was associated with largest declines for all ages, especially the older cohorts: 16 years to 20 years (B = 0.23; p < 0.001), 21 years to 55 years (B = 1.7; p < 0.001); 56 years to 65 years (B = 3.2; p < 0.001); older than 65 years (B = 4.1; p < 0.001). Other driving under the influence laws were also significant. Per se BAC laws accompanying a reduced BAC further contributed to declines in crude fatality rates: 21 years to 55 years (B = -0.13; p < 0.001); older than 65 years (B = -0.17; p < 0.05). Driving under the influence laws enhancing the penalties, making revocation automatic, or targeting social hosts had mixed effects by age. Increased enforcement, mandatory education, vehicle impoundment, interlock devices, and underage alcohol laws showed no association with declining mortality rates. Red light camera and seatbelt laws were associated with declines in mortality rates for all ages except for older than 65 years cohort, but speed camera laws had no effect. Graduated Driver License laws were associated with declines for 16 years to 21 years (B = -0.06; p < 0.001) only. Laws targeting specific risks (elderly, motorcycles, marijuana) showed no effect on declining MVC mortality rates during the study period. CONCLUSION: States have passed a wide variety of laws with varying effectiveness. A few key laws, specifically laws lowering allowable BAC, implementing red light cameras, and mandating seatbelt use significantly reduced MVC mortality rates from 1999 to 2015. Simply adding more laws/penalties may not equate directly to lives saved. Continued research on state laws will better inform policy makers to meet evolving public health needs in the management of MVC fatalities. LEVEL OF EVIDENCE: Epidemiological, Level III.