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BACKGROUND: There have been few longitudinal studies on Chinese bus drivers and the individual differences in the relationships between organizational justice and job satisfaction. This study examined the organizational justice and job satisfaction in bus drivers and the individual differences in this relationship. METHODS: A two-wave longitudinal study design was employed. A first survey was conducted on 513 Chinese bus drivers in October 2021 that collected socio-demographic information and asked about their perceptions of organizational fairness. A second survey was conducted six months later that asked about role overload and job satisfaction and assessed their proactive personality type. An effect model was then used to explore the moderating effects of role overload and proactive personality type on the relationships between organizational justice and job satisfaction. RESULTS: Both procedural and interactive justice predicted the bus drivers' job satisfaction. Proactive personalities and role overload were found to enhance this relationship. CONCLUSIONS: Organizations could benefit from screening at the recruitment stage for drivers with highly proactive personalities. Relevant training for drivers with low proactive personalities could partially improve employee job satisfaction. When viewed from a Chinese collectivist cultural frame, role overload could reflect trust and a sense of belonging, which could enhance job satisfaction. Finally, to improve employee job satisfaction, organizations need to ensure procedural and interactive justice.

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Background: Improving psychosocial work environment of long-distance bus drivers is essential for their psychological well-being and on-the-road safety. Despite the importance of the work environment of bus drivers, it has received little research attention in Ghana and other developing nations. Hence, this study examined the influence of psychosocial work factors (job demands and job resources) on safety incidents of long-distance bus drivers and how psychological well-being mediates this association. Methods: This cross-sectional survey sampled 7315 long-distance bus drivers who commute from the cities of Accra and Tema to other parts of Ghana and other cities in the West Africa sub-region. Partial least squares structural equation modelling (PLS-SEM) was used to test four hypotheses. Findings: The results suggest that job demands and job resources have direct association with safety incidents of the long-distance bus drivers. The psychological well-being of the bus drivers played a partial mediation role in the association between psychosocial work factors and safety incidents of the drivers. Conclusion: The job demand-resource model provides a useful model for understanding the impact of the work environment on driving performance among these long-distance bus drivers. Providing the drivers with high job control and supportive work culture can equip and support them to value the critical roles they play in the transport sector. Managers of bus transport companies and individual bus owners should implement effective communication strategies like the bottom-up communication approach, conduct periodic assessments to identify and address drivers' precarious work conditions, create safety on the road, and reduce crashes and associated fatalities.

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OBJECTIVE: This study sought to examine the association between psychosocial work factors and road traffic crashes (RTCs), and test the differences in psychosocial work factors between minibus and long-bus drivers. METHODS: This cross-sectional survey employed a convenient sampling method to collect data from 7315 long-distance minibus and long-bus drivers who operate between the Ghanaian cities, Accra and Tema and other parts of the country. The drivers answered a job content questionnaire, psychosocial safety climate scale (PSC-12), work-family conflict scale, and demographic questions on age, education, driving hours, and RTC history. RESULTS: The correlational analysis showed a significant association between psychosocial work factors and RTCs for the previous 2 years. Hierarchical multiple linear regression found that supervisor support, skill discretion, decision autonomy, psychological demands, PSC, and work-family conflict significantly contributed to explaining RTC rates among the drivers. Also, significant differences were found between minibus and long-bus drivers in driving hours, occurrence of near misses, RTCs, and all psychosocial work factors explored in this study except work-family conflict. CONCLUSIONS: Psychosocial work factors directly predict RTCs among minibus and long-bus drivers. Policymakers, driver unions, and owners and managers of bus transport businesses should prioritize integrating occupational health and safety into road transport activities. Furthermore, managers and bus owners should use bottom-up communication, provide access to support services and work-family balance initiatives, flexible work schedules, and a supportive work environment to improve road safety.

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Crashes caused by problems with bus drivers' physical and mental health have increased in frequency in recent years. Insomnia, a common type of sleep problem, has significant positive relationships with both crash risk and mental health problems, especially anxiety and depression, which are themselves associated with driving behavior. However, few studies have conducted analysis on sleep-related problems and mental health exclusively on bus drivers, nor on how these problems influence driving performance. Thus, this study explored the effect of insomnia and mental health on bus drivers' risky driving behavior and evaluated the interaction of four variables: insomnia, anxiety, depression, and risky driving behavior. The survey-based investigation was conducted in a bus company in Suzhou, China, with 1,295 bus drivers participating. Insomnia, anxiety, and depression were self-reported based on professional mental health scales and risky driving behaviors were measured by the Driver Behavior Questionnaire. Two mediation models and a chain mediation model were developed to examine relationships among the bus drivers' insomnia, anxiety, depression, and risky driving behavior. Results revealed that (a) bus drivers less than 31 years old, drivers with more than 11 years' experience driving buses, and those with crash and violation involvement within three years demonstrated more severe degrees of insomnia, anxiety, depression, and risky driving behavior; (b) there were significant positive correlations and interactions among the four variables. Results specifically related to the interaction among variables include findings that (a) anxiety mediated between insomnia and risky driving behavior; (b) depression mediated between insomnia and risky driving behavior; and (c) anxiety affected bus drivers' risky driving behavior primarily though depression. The findings in this study indicate the importance of regular physical and mental health examination of bus drivers and suggest that interventions focused on insomnia and mental health problems may be helpful to reduce risky driving behaviors of bus drivers both directly and indirectly.

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Objective:To investigate the current situation of occupational burnout among bus drivers in Wuhu City and analyze its influencing factors.Methods:A survey was conducted in 1 388 bus drivers in Wuhu City from Sep to Nov 2022 using the general information questionnaire,the Maslach Burnout Inventory-General Survey(MBI-GS),and the Pittsburgh Sleep Quality Index(PSQI).Multivariable logistic regression analysis was used to analyze the influencing factors of occupational burnout in bus drivers.Spearman correlation analysis was used to analyze the correlation between occupational burnout and sleep quality.Results:Among 1 388 bus drivers,642(46.3%)were positive for occupational burnout,and 139(10.0%)were found to have sleep disorders.Multivariable logistic regression analysis showed that longer bus driving experience(OR=1.873,95%CI:1.325-2.648),lower monthly income(OR=0.376,95%CI:0.158-0.774),higher smoking frequency(OR=1.313,95%CI:1.188-2.163),higher drinking frequency(OR=1.342,95%CI:1.018-1.769),lower weekly physical exercise frequency(OR=0.367,95%CI:0.243-0.555),and poor sleep quality(OR=13.110,95%CI:7.284-23.594)were the influencing factors of bus driver occupational burnout(P＜0.05).Spearman correlation analysis showed that the total score of occupational burnout and its dimension scores were positively correlated with the total score of sleep quality and its dimension scores(rs=0.12-0.83,P＜0.01).Conclusion:The problem of occupational burnout among bus drivers in Wuhu City is relatively serious,and a part of people have sleep problems,which should be paid great attention to and active measures should be taken in time.

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Background: Insulin resistance (IR) and hyperhomocysteinemia (HHcy) are significant risk factors for cardiovascular disease (CVD). As an important marker for IR, Triglyceride-Glucose (TyG) index maybe a significant predictor for HHcy progression, reflecting cardiovascular risk. However, the relationship between TyG index and HHcy has been unknown, especially for the high-risk occupation group of male bus drivers. This longitudinal study was initially conducted to explore the outcome of TyG index in predicting HHcy among male bus drivers. Methods: In total, 1018 Chinese male bus drivers with Hcy data and regular follow-up from 2017 to 2021 were screened, and 523 non-HHcy subjects at baseline were included in the longitudinal cohort. A restricted cubic spline (RCS) was performed to investigate the possible non-linear relationship between TyG index and the progression of HHcy. A multivariate logistic regression model was used to explore the association between TyG index and developing HHcy via assessing the value of odds ratio (OR) and 95% confidence interval (CI). Results: After the median follow up time of 2.12 years, approximately 27.7% of male bus drivers (mean age: 48.1 years) was identified as new incidents HHcy. Multivariate logistic regression found that the higher level of TyG was associated with an increased risk of new onset HHcy (OR = 1.47; 95% CI: 1.11-1.94); and the association seemed to be strong among male bus drivers with elevated low-density lipoprotein cholesterol (LDL-C) (P for interaction < 0.05). Conclusion: As a higher risk occupation group for HHcy, male bus drivers should cause much more attentions from policy makers, employers, and health professionals in China. Identifying male bus drivers with HHcy is of significance at an earlier stage in the primary care setting. Being a significant predictive factor for HHcy, TyG index could be used to monitor and prevent Chinese male bus drivers from HHcy, especially for individuals with elevated LDL-C.

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OBJECTIVE: This study proposed a moving average (MA) approach to dynamically process heart rate variability (HRV) and developed aberrant driving behavior (ADB) prediction models by using long short-term memory (LSTM) networks. BACKGROUND: Fatigue-associated ADBs have traffic safety implications. Numerous models to predict such acts based on physiological responses have been developed but are still in embryonic stages. METHOD: This study recorded the data of 20 commercial bus drivers during their routine tasks on four consecutive days and subsequently asked them to complete questionnaires, including subjective sleep quality, driver behavior questionnaire and the Karolinska Sleepiness Scale. Driving behaviors and corresponding HRV were determined using a navigational mobile application and a wristwatch. The dynamic-weighted MA (DWMA) and exponential-weighted MA were used to process HRV in 5-min intervals. The data were independently separated for training and testing. Models were trained with 10-fold cross-validation strategy, their accuracies were evaluated, and Shapley additive explanation (SHAP) values were used to determine feature importance. RESULTS: Significant increases in the standard deviation of NN intervals (SDNN), root mean square of successive heartbeat interval differences (RMSSD), and normalized spectrum of high frequency (nHF) were observed in the pre-event stage. The DWMA-based model exhibited the highest accuracy for both driver types (urban: 84.41%; highway: 80.56%). The SDNN, RMSSD, and nHF demonstrated relatively high SHAP values. CONCLUSION: HRV metrics can serve as indicators of mental fatigue. DWMA-based LSTM could predict the occurrence of the level of fatigue associated with ADBs. APPLICATION: The established models can be used in realistic driving scenarios.

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BACKGROUND: Low back pain (LBP) is a common condition contributing to impaired quality of life among professional vehicle drivers. Our study aimed to assess LBP prevalence and associated factors among professional bus drivers in Bangladesh. METHODS: A cross-sectional study was conducted among 368 professional bus drivers using a semi-structured questionnaire. A Nordic Musculoskeletal Questionnaire (NMQ) subscale was used to measure LBP. Multivariable logistic regression analysis was used to identify the factors associated with LBP. RESULTS: In the last month, 127 (34.51%) participants reported experiencing pain or discomfort in the lower backside. Multivariable logistic regression analysis showed that age of more than 40 years (adjusted odds ratio (aOR): 2.07, 95% confidence interval (CI): 1.14 to 3.75), the income of more than 15,000 BDT per month (aOR: 1.91, 95% CI: 1.11 to 3.26), work duration more than ten years (aOR: 2.53, 95% CI: 1.12 to 5.70), working more than 15 days per month (aOR: 1.93, 95% CI: 1.02 to 3.65), working more than 10 h per day (aOR: 2.46, 95% CI: 1.05 to 5.75), poor condition of the driving seat (aOR: 1.80, 95% CI: 1.08 to 3.02), current smoking habit (aOR: 9.71, 95% CI: 1.25 to 75.15), illicit substances use (aOR: 1.97, 95% CI: 1.11 to 3.48), and four hours or less sleeping time per day (aOR: 1.83, 95% CI: 1.09 to 3.06) were positively associated with LBP. CONCLUSION: The high burden of LBP among the participants calls for a focus on this vulnerable group's occupational health and safety, with particular emphasis on implementing standard measures.

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BACKGROUND INFORMATION: The unprecedented depletion of the productive workforce has been majorly attributed to road traffic crashes (RTCs). The attendant consequences of this depletion have been found to constitute a serious global public health challenge, with the use of psychoactive substances among drivers implicated in every three of five motor vehicle accidents. Hence, this study assessed the pattern and explored the determinants of substance abuse among commercial bus drivers in Umuahia, Abia State. METHODS: A descriptive cross-sectional design was used for the study. Four hundred commercial bus drivers were recruited from selected motor parks in Abia-state, using a multistage sampling technique from October to December 2020. A pretested, interviewer-administered questionnaire was administered to obtain socio-demographics and information on substance abuse. Data were analyzed using IBM SPSS version 25; bivariate analysis was done using Chi-square. The level of significance was at 5%. RESULTS: The mean age of the respondents was 40.03 ± 10.50 years. The proportion of respondents who had ever abused a psychoactive substance was 74.6%. The most commonly abused substances among drivers include alcohol (51%), cigarettes (27%), and alcoholic herbal mixtures (16%). The study participants had poor knowledge (54.5%) and poor perception (63.2%) about psychoactive substance abuse. Among the factors found to be significantly associated with substance abuse among respondents were ethnicity (p = 0.002), religion (p = 0.009) and monthly income (p = 0.013) of the respondents, poor knowledge (p < 0.001) and poor perception (p < 0.001). However, this study found religion (p = 0.031; OR = 5.469; CI = 1.170 to 25.555), knowledge (p < 0.001; OR = 4.21; CI = 2.201 to 8.287) and perception (p < 0.001; OR = 9.828; CI = 15.572 to 65.052) as factors that were associated with the higher likelihood of psychoactive substance abuse. CONCLUSION: Religion, poor knowledge and perception were associated with the higher likelihood of psychoactive substance abuse among commercial bus drivers. Targeting commercial bus drivers for educational interventions and using religious leaders as conveyor belts may reduce the use of psychoactive substances among them.

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BACKGROUND: Fatigue and sleep disturbances are among the most common disorders suffered by transport drivers. OBJECTIVE: To identify and analyze working conditions for Mexican federal transportation truck and bus drivers, and their connection with sleep disorders and fatigue. METHODS: A cross-sectional, quantitative study was performed with a convenience sample of 172 drivers (84 truck and 88 bus) by applying the Survey Evaluation and Monitoring of Workers Health (PROESSAT in Spanish) and the Yoshitake Fatigue questionnaire. RESULTS: Night work and performing hazardous work increased the prevalence of sleep disorders (PR = 3.9 and PR = 6.9, respectively). Poor lighting and being paid per trip increased the prevalence of fatigue (PR = 2.8 and PR = 2.5, respectively). CONCLUSION: Several conditions were found to impact health, including long work shifts, strenuous physical effort, night work, little social support, being paid by distance, strict quality controls, and risk of crimes such as extortion, robbery, attacks, and kidnapping.

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Background: The city bus drivers have critical roles in public transport and are occupationally exposed to different environmental stressors. This study aimed to investigate body physiological responses of city bus drivers subjected to noise and vibration exposure while crossing city routes. Methods: This cross-sectional study was conducted on 103 city bus drivers working in the governmental transportation system in Hamadan city. The subjects' exposures to noise and body vibration were measured during driving activities. Their blood pressure (BP), as well as heart rate (HR), were measured before and after driving. Multivariate regressions (MLR) were employed to analyze the effect size of the stimulus on body physiological responses using SPSS 22. Results: Exposure levels to noise, whole-body vibration (WBV), and hand-arm vibration among drivers were 79.50 ± 3.51dB, 0.620 ± 0.159 m/s2, and 0.438 ± 0.064 m/s2, respectively which were lower than the exposure limits. Heart rate as main physiological response before and after driving were 74.22 ± 4.11 and 79.23 ± 8.59 bpm, respectively. The developed MLR models statistically showed that noise exposure could only affect the HR (ß = 0.193 and p < 0.001); while WBV exposure affected both BP (ß = 0.360 and p < 0.001) and HR (ß = 0.367 and p = 0.020). The statistical analysis represented that exposure to noise and vibration in the presence of other possible covariates have significant effects on body physiological responses. Conclusion: The study empirically confirmed the possibility of body physiological changes influenced by physical stimulus during real driving activities. It is highly recommended that occupational health surveillance should continuously be implemented to maintain and promote the safety and health of drivers throughout their careers.

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BACKGROUND: Approximately 30% of Swedish urban bus drivers report having been exposed to threats or violence. As 50% of drivers have voiced concerns about the occurrences, threats and violence also represent contributing factors to driver stress and fatigue. OBJECTIVE: The aim of this study was to explore bus drivers' experience of threats and violence; how threats and violence manifests and how the problem is handled by drivers. Gaining understanding of the circumstances is important to reduce the number of threats and violent incidents to provide healthy and attractive working conditions for drivers. METHODS: This study is based on in-depth interviews with 12 urban bus drivers in the City of Malmö in Sweden. RESULTS: Urban bus drivers experience threats daily from passengers, although physical violence occurs less often. The most common situations resulting in threats involve asking passengers to show valid tickets, denying child carriages onboard and running late to a bus stop. The drivers have not received clear guidelines as to strategic handling of the invalid ticket situation. CONCLUSIONS: Recommendations include a clear policy and consensus with regard to handling invalid tickets, providing drivers with guidelines for appropriate procedures for passengers refusing to pay, improving reporting routines and establishing a strategy for the Public Transportation provider and operator to follow with regard to reports, in-vehicle surveillance cameras including informing passengers that they are being video recorded as well as harmonizing the location of alarm buttons on buses.

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BACKGROUND: Metropolitan bus drivers have higher prevalence of work-related musculoskeletal disorders (WMSDs) due to their nature of work and working environment. OBJECTIVE: To identify the prevalence of WMSDs and associated risk factors and to conduct real-time testing to evaluate Whole Body Vibration (WBV) and Hand-Arm Vibration (HAV) in buses based on the ISO standards to assess the vibrations levels at different speeds. METHODS: Participants in this study were 370 full-time male bus drivers from the north and south zones of 13 depots of Bengaluru Metropolitan Transport Corporation (BMTC), Bengaluru, south India. Information regarding WMSDs symptoms during the previous 7 days and 12 months were collected by Modified Nordic Musculoskeletal Questionnaire (MNMQ). WBV and HAV testing was performed and vibration levels were compared with ISO-2631-1 (1997) and ISO-5349-1-2001 standards. It was found that 68.7% of participants reported WMSDs. RESULTS: Several individuals and work-related factors were found to be statistically significant with WMSDs. From the Gini impurity measure, vibration and road types (Asphalt pavement and Rough road) were considered as vital risk factors associated with WMSDs. CONCLUSION: From the WBV and HAV evaluations, it was found that for buses on asphalt pavement at > 60 km/h, the vibration level was higher compared to a lower speed. The vibration level exceeded the Exposure Action Value (EAV) on rough roads at all speeds (20km/h, 40km/h and 60km/h) and in several situations considered based on assumptions the vibration level exceeded the Exposure Limiting Value (ELV).

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Several studies have shown that enterprise management (e.g. culture, salary) and external environment (e.g. traffic congestion) predict risky driving behaviors and accident involvement. However, this process has not been systematically investigated in bus drivers. The present study uses structural equation model to assess whether enterprise management and external environment are associated with risky self-reported driving behaviors both directly and indirectly, through the effects of attitudes towards traffic safety in a large sample of bus drivers. Three hundred and thirty-one bus drivers (mean age = 39.5, SD = 5.6 years) completed a structured and anonymous questionnaire measuring enterprise management, external environment, attitudes toward traffic safety, and self-reported risky driving behaviors (i.e., speeding, fatigue driving, running the light) in the last 6 months. Structural equation modeling analysis revealed that enterprise management, and external environment were associated with risky driving behaviors both directly and indirectly. In particular both of them were directly correlated with bus drivers' attitudes toward traffic safety which, in turn, were related to the five types of self-reported risky driving behaviors. The present findings suggest that measures related to the impact factors could be carried out to reduce the probabilities of the risky driving behaviors among bus drivers, such as improving the salary level of bus drivers, setting up bus lanes and priority signals to alleviate road congestion, optimizing shift schedules, implementing effective safety education, etc. These findings can provide the empirical basis for evidence-based road safety interventions in the context of public transport.

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

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The health and working environment of bus drivers is compromised in low-middle-income countries like Pakistan which leads to burnout and excessive Road Traffic Crashes. Hence, this study delves into factors affecting their safe operations from health and work environment perspectives and measures their associated stress and Burnout level. In a study of four hundred and ninety-nine (499), 86% city and 14% transit bus drivers are surveyed through a questionnaire. Stress is estimated for city and transit bus drivers, using the Effort/Reward Imbalance Model (ERI) of Siegrist, and burnout is calculated using the Copenhagen Burnout Inventory (CBI). For the determination of important determinants, descriptive and regression analyses are conducted. Findings show that stress has emerged as a negative factor for the physical and psychological health of city and transit bus drivers. Results based on bus drivers' responses suggest that organisational awareness and emphasis on health and safety levels can significantly reduce driver stress and burnout. Practitioner Summary: This study explores burnout and work-related stress of bus drivers in Lahore (Pakistan). City and transit bus drivers were interviewed through a questionnaire, containing three sections, using different subjective ratings based upon their past reliability. Results indicate that stress in bus drivers emerged as a physical and psychological health-damaging factor.

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Bus controllers are an essential part of the London bus network. Although the bus driver is the individual directly in control of the vehicle, inputs from both the controller and driver influence operations. Currently, little research has focused on the dynamic between these parties, and how it works in the day-to-day operation of a bus. In the current study, data was collected across focus groups with controllers to understand the controller-driver relationship from the controller perspective. The objectives of the research were to: investigate interactions and working relationships between bus controllers and drivers in London and to explore the effect of controller/driver relationships on workload, stress and fatigue. It is clear that the working relationship between controllers and drivers is a challenging one, with both parties often misunderstanding the role of the other. This is made worse by the nature of communication via radio including poor quality audio leading to difficult interactions. All of the participating controllers expressed being overloaded with work, leading to feelings of stress and fatigue, with shift work and irregular hours being discussed as a cause of controller fatigue. Any steps taken to improve the difficult working relationship between drivers and controllers can be seen as beneficial because they could improve efficiency, worker wellbeing, and possibly safety.

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Although professional bus drivers are required to perform their task while adopting a prolonged constrained sitting posture, existence of possible effects in terms of postural strategies has been scarcely investigated under actual working conditions. This study aimed to characterise modifications of trunk sway in 14 professional bus drivers during regular shifts performed on non-urban routes using a pressure-sensitive mat placed on the seat. Centre-of-pressure (COP) time series were extracted from body-seat pressure data to calculate sway parameters (i.e. sway area, COP path length, COP displacements and velocities). Results show generalised increase in trunk sway as driving progresses, which becomes statistically significant after approximately 70-100 minutes of continuous driving. This may indicate the adoption of specific strategies to cope with discomfort onset or a fatigue-induced alteration of postural features. Trunk sway monitoring of bus drivers may be useful in detecting postural behaviours potentially associated with deteriorating performance and discomfort onset. Practitioner summary: Professional bus drivers operate in sitting position for prolonged time. Such constrained posture may induce discomfort and fatigue. We investigated trunk sway during actual shifts using pressure-sensitive mats. Significant increase of sway was detected after 70 min of continuous driving. Body-seat pressure data could be used as discomfort and fatigue markers. Abbreviations: ANOVA-RM: analysis of variance with repeated measures; AP: antero-posterior; COP: center of pressure; EC: ellipse's centroid; ML: medio-lateral; SA: sway area; SP: sway path.

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BACKGROUND: Professional bus drivers report a high prevalence of upper quadrant musculoskeletal pain which could be associated with scapular dyskinesis (SD). However, the evidence for valid and reliable screening methods for this condition is limited as SD among bus drivers is an emerging area of research. Therefore, the main aim of the study was to investigate the reliability of dynamic scapular motion test (DSMT) using video analysis as an accurate method to evaluate SD and to identify patterns of SD among bus drivers. METHODS: In total, 32 bus drivers from a private bus company with unilateral upper quadrant musculoskeletal pain participated in the study. The DSMT was conducted and the SD was captured in the video during shoulder flexion-abduction movements. Two investigators analyzed the video recordings and identified the patterns of SD. The intra- and interrater reliability were determined using the percentage of agreement and weighted Kappa coefficients (Kw). Descriptive analysis was used to examine the patterns of SD. FINDINGS: The intra- and interrater reliability of DSMT using video analysis were excellent (Kw coefficient: 0.762-0.878 and 0.87-1.00, respectively). About 56.2% and 53.1% of bus drivers presented SD with the shoulder flexion and abduction movements during DSMT. Medial border prominence (Type II pattern of SD) was identified as the common pattern of SD. CONCLUSION/APPLICATION TO PRACTICE: The DSMT using video analysis showed excellent intra- and interrater reliability to evaluate SD. Occupational health practitioners can consider DSMT using video analysis to identify SD among people with upper quadrant musculoskeletal pain at the workplace.

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