Functional variability in the takeoff phase of one metre springboard forward dives

In springboard diving consistency of body orientation at water entry is necessary for a good dive and is likely to be dependent on the consistency of conditions at takeoff. The aim of the present study was to investigate whether a diver modifies his technique from dive to dive during the board contact phase in order to be more consistent at takeoff in one metre springboard forward dives. Two-dimensional video analysis was used to calculate orientation and configuration angles of 12 forward pike dives and 12 forward 2½ somersault pike dives, performed by an international diver. A computer simulation model of a diver and springboard during board contact was used to obtain matching simulations of the performances and to calculate the rotation potential (angular momentum × flight time) for each dive. Simulations were used to determine the variation in conditions at maximum board depression arising from variation in touchdown conditions, and the variation in takeoff conditions arising from the variability in conditions at maximum board depression. A comparison of the simulated and performance variations implied that adjustments were made during the board contact phase for both the pike dives and the 2½ somersault pike dives. In the board depression phase, adjustments reduced the variability in the mass centre horizontal velocity at the lowest point. In the board recoil phase, adjustments reduced the variability in the horizontal velocity and rotation potential at takeoff

Attenuated cardiovascular reactivity to acute psychological stress predicts future fatigue symptoms in truck drivers

Objectives: This study aimed to investigate the impact of a 6-month health intervention on truck drivers’ CVR to stress and whether CVR was predictive of depression, anxiety, or fatigue symptoms at 6-months follow-up. Methods: 238 truck drivers completed a 6-month cluster RCT to increase physical activity and completed a stress protocol (Stroop and Mirror tracing tasks) with measurements of heart rate (HR), systolic (SBP), and diastolic (DBP) blood pressure taken, alongside fatigue, anxiety, and depressive symptoms assessment. Measures were taken at 0-months and 6-months. Results: Analyses showed a negative relationship between 0-month DBP reactivity and 6-month persistent fatigue. Trends towards negative relationships between SBP reactivity and future anxiety and fatigue symptoms at 6-months were evident. Conclusions: Our findings may have serious implications, as fatigue can be a major cause of road traffic collisions in truck drivers.</p

Attenuated cardiovascular reactivity to acute psychological stress predicts future fatigue symptoms in truck drivers

Objectives: This study aimed to investigate the impact of a 6-month health intervention on truck drivers’ CVR to stress and whether CVR was predictive of depression, anxiety, or fatigue symptoms at 6-months follow-up. Methods: 238 truck drivers completed a 6-month cluster RCT to increase physical activity and completed a stress protocol (Stroop and Mirror tracing tasks) with measurements of heart rate (HR), systolic (SBP), and diastolic (DBP) blood pressure taken, alongside fatigue, anxiety, and depressive symptoms assessment. Measures were taken at 0-months and 6-months. Results: Analyses showed a negative relationship between 0-month DBP reactivity and 6-month persistent fatigue. Trends towards negative relationships between SBP reactivity and future anxiety and fatigue symptoms at 6-months were evident. Conclusions: Our findings may have serious implications, as fatigue can be a major cause of road traffic collisions in truck drivers.</p

Attenuated cardiovascular reactivity is related to higher anxiety and fatigue symptoms in truck drivers

Depression and anxiety have been linked with reduced stress-induced cardiovascular reactivity (CVR), which could be indicative of autonomic dysregulation. Less is known about the association between work-related fatigue and CVR. Truck drivers experience high levels of depression, anxiety, and fatigue, with repeated psychophysiological stressors on the road, yet little is known about the effects of these conditions on their CVR. 386 truck drivers completed the Hospital Anxiety and Depression Scale (HADS) and the Occupational Fatigue Exhaustion/Recovery Scale (OFER-15). Systolic (SBP) and diastolic (DBP) blood pressure, and heart rate (HR) were measured at rest and during a stressor protocol to measure CVR. Multivariate regression analyses were used to determine relationships between variables and adjusted for nine key covariates. Higher symptoms of persistent fatigue were related to a reduced SBP reactivity (β = -0.237, p = .008) and reduced DBP reactivity (β = -0.256, p = .005), whilst there was a positive trend between acute fatigue and DBP reactivity (β = 0.168, p = .053). Higher symptoms of anxiety were related to a reduced SBP reactivity (β = -0.167, p = .011). This study demonstrated in a population of truck drivers, both anxiety and persistent fatigue were related to an attenuated SBP reactivity in a combined model, whereas there was a positive trend between acute fatigue solely and DBP reactivity. These novel findings may have serious implications for cardiovascular disease risk in truck drivers, and future research should attempt to establish the causal effect of these associations and the underlying physiological mechanisms.</div

Time in nature associated with decreased fatigue in UK truck drivers

Heavy goods vehicle (HGV) driving is recognised as a highly hazardous occupation due to the long periods of sedentary behaviour, low levels of physical activity and unhealthy food options when working. These risk factors combine with shift work and concomitant irregular sleep patterns to increase the prevalence of fatigue. Fatigue is closely linked with stress and, subsequently, poor physiological and psychological health. In parallel, a wealth of evidence has demonstrated the health and wellbeing benefits of spending time in nature. Here, we sought to examine whether spending time in nature was associated with lower levels of fatigue, anxiety and depression in HGV drivers. 89 long-distance drivers (98.9% male, mean ± SD age: 51.0 ± 9 years, body mass index: 29.8 ± 4.7 kg/m2) participating in a wider health promotion programme reported time spent in nature (during and before the Covid-19 pandemic) and symptoms of occupational fatigue, depression and anxiety. After controlling for covariates, truck drivers who visited nature at least once a week exhibited 16% less chronic fatigue prior to the pandemic, and 23% less chronic fatigue and 20% less acute fatigue during the pandemic. No significant differences were observed for either anxiety or depression. As fatigue has a range of physical and mental health sequelae, we propose that increased exposure to natural settings may make a valuable contribution to interventions to promote the health and wellbeing of this underserved group

Sleep duration and sleep efficiency in UK long distance heavy goods vehicle drivers

Objective To profile sleep duration and sleep efficiency in UK long-distance heavy goods vehicle (HGV)drivers and explore demographic, occupational and lifestyle predictors of sleep. Methods Cross-sectional analyses were carried out on 329 HGV drivers (98.5% males) recruited across an international logistics company within the midland’s region, UK. Sleep duration and efficiency were assessed via wrist-worn accelerometry (GENEActiv) over 8-days. Proportions of drivers with short sleep duration (<6-h/24-h and <7-h/24-h) and inadequate sleep efficiency (<85%) were calculated. Demographic, occupational and lifestyle data were collected via questionnaire and device-based measures. Logistic regression assessed predictors of short sleep duration and inadequate sleep efficiency. Results 58% of drivers had a mean sleep duration of <6-h/24-h, 91% demonstrated <7-h sleep/24-h and 72% achieved <85% sleep efficiency. Sleeping <6-h/24-h was less likely in morning (odds ratio [OR] 0.45, 95% confidence interval [CI] 0.21–0.94) and afternoon (OR 0.24, CI 0.10– 0.60) shift workers (vs night) and if never smoked (vs current smokers) (OR 0.45, CI-0.22– 0.92). The likelihood of sleeping <7-h/24-h reduced with age (OR 0.92, CI 0.87–0.98). The likelihood of presenting inadequate sleep efficiency reduced with age (OR 0.96, CI 0.93–0.96) and overweight body mass index category (vs obese) (OR 0.47, CI 0.27–0.82). Conclusions The high prevalence of short sleep duration and insufficient sleep quality (efficiency) rate suggest many HGV drivers have increased risk of excessive daytime sleepiness, road traffic accidents and chronic disease. Future sleep research in UK HGV cohorts is warranted given the road safety and public health implications

Obesity mediates physical activity and cardiometabolic risk factor responses to a multi-component behaviour change intervention [Abstract]

Obesity mediates physical activity and cardiometabolic risk factor responses to a multi-component behaviour change intervention [Abstract]</p

Sleep variability in UK long distance heavy goods vehicle drivers

Objectives Sleep variability levels are unknown in heavy goods vehicle (HGV) drivers yet are associated with adverse health outcomes and reduced driver vigilance when high. Methods 233 HGV drivers recruited across 25 UK depots provided sleep variability, sleep duration and sleep efficiency data via wrist-worn accelerometry (GENEActiv) over 8-days. Sleep variability indicators included social jetlag (the difference in mid-point of the sleep window between work and non-workdays), and intra-individual variability of sleep onset time, out of bed time and sleep duration. Results 53% of drivers experienced social jetlag (≥1-hour) and 27% experienced high (>2-hours) social jetlag. Drivers with the highest sleep variability had the shortest sleep duration and lowest sleep efficiency during workdays. Conclusions Drivers with high sleep variability may experience more fatigue when driving given the poor sleep outcomes during workdays observed.</p

Physical activity, sedentary time and cardiometabolic health in heavy goods vehicle drivers: a cross-sectional analysis

Objective: Physical inactivity, prolonged sitting, and unhealthy dietary habits are common in Heavy Goods Vehicle (HGV) drivers. These factors increase risk of long-term health conditions. Methods: 329 HGV drivers across 25 UK depots completed a health assessment, including questionnaire completion, and objectively measured anthropometrics, blood biomarkers, physical activity (PA) and sedentary behaviour. Results: The sample demonstrated a high-risk cardiometabolic health profile. 88.1% were overweight or had obesity, 11.9% had pre-diabetes or diabetes. 28.3% had hypertension, 83.6% had clinically elevated circulating LDL-cholesterol concentrations (>2mmol/l), and 66.6% had high total cholesterol levels (>4 mmol/l). On workdays drivers accumulated 12 hrs/day of sitting, 1.7 hrs/day of light PA (LPA) and 9.8 mins/day of moderate-to-vigorous PA. Associations between LPA and cardiometabolic markers were observed. Conclusion: This sample presents high levels of inactivity, overweight and obesity, and unhealthy cardiometabolic health profiles

Drivers with and without obesity respond differently to a multi-component health intervention in heavy goods vehicle drivers

Physical inactivity and obesity are widely prevalent in Heavy Goods Vehicle (HGV) drivers. We analysed whether obesity classification influenced the effectiveness of a bespoke structured lifestyle intervention (‘SHIFT’) for HGV drivers. The SHIFT programme was evaluated within a cluster randomised controlled trial, across 25 transport depots in the UK. After baseline assessments, participants within intervention sites received a 6-month multi-component health behaviour change intervention. Intervention responses (verses control) were stratified by obesity status (BMI 2, n = 131; BMI ≥ 30 kg/m2, n = 113) and compared using generalised estimating equations. At 6-months, favourable differences were found in daily steps (adjusted mean difference 1827 steps/day, p < 0.001) and sedentary time (adjusted mean difference −57 min/day, p < 0.001) in drivers with obesity undertaking the intervention, relative to controls with obesity. Similarly, in drivers with obesity, the intervention reduced body weight (adjusted mean difference −2.37 kg, p = 0.002) and led to other favourable anthropometric outcomes, verses controls with obesity. Intervention effects were absent for drivers without obesity, and for all drivers at 16–18-months follow-up. Obesity classification influenced HGV drivers’ behavioural responses to a multi-component health-behaviour change intervention. Therefore, the most at-risk commercial drivers appear receptive to a health promotion programme.</p