Sarah M. Jay

The dynamics of neurobehavioural recovery following sleep loss.

Rate of recovery of daytime performance and sleepiness following moderate and severe sleep deprivation (SD) was examined when recovery opportunity was either augmented or restricted. Thirty healthy non‐smokers, aged 18–33 years, participated in one of three conditions: moderate SD with augmented (9‐h) recovery opportunities, moderate SD with restricted (6‐h) recovery opportunities, or severe SD with augmented recovery opportunities. Each participant attended the laboratory for 8–9 consecutive nights: an adaptation and baseline night (23:00–08:00 hours), one or two night(s) of wakefulness, and five consecutive recovery sleep opportunities (23:00–08:00 hours or 02:00–08:00 hours). On each experimental day, psychomotor vigilance performance (PVT) and subjective sleepiness (SSS) were assessed at two‐hourly intervals, and MSLTs were performed at 1000h. PSG data was collected for each sleep period. For all groups, PVT performance significantly deteriorated during the period of wakefulness, and sleepiness significantly increased. Significant differences were observed between the groups during the recovery phase. Following moderate SD, response speed, lapses and SSS returned to baseline after one 9‐h sleep opportunity, while sleep latencies required two 9‐h opportunities. When the recovery opportunity was restricted to six hours, neither PVT performance nor sleepiness recovered, but stabilised at below‐baseline levels. Following severe SD, sleepiness recovered after one (SSS) or two (physiological) 9‐h sleep opportunities, however PVT performance remained significantly below baseline for the entire recovery period. These results suggest that the mechanisms underlying the recovery process may be more complicated than previously thought, and that we may have underestimated the impact of sleep loss and/or the restorative value of subsequent sleep.

The sensitivity of a palm-based psychomotor vigilance task to severe sleep loss

In this study, we evaluated the sensitivity of a 5-min personal digital assistant—psychomotor vigilance test (PDA-PVT) to severe sleep loss. Twenty-one participants completed a 10-min PVT-192 and a 5-min PDA—PVT at two hourly intervals during 62 h of sustained wakefulness. For both tasks, response speed and number of lapses (RTs > 500) per minute significantly increased with increasing hours of wakefulness. Overall, standardized response speed scores on the 5-min PDA—PVT closely tracked those of the PVT-192; however, the PDA—PVT was generally associated with more lapses/minute. Closer inspection of the data indicated that when the level of sleep loss and fatigue became more severe (i.e., Day 3), the 5-min PDA—PVT was not quite as sensitive as the 10-min PVT-192 when 2- to 10-sec foreperiods were used for both. It is likely, however, that the observed differences between the two devices was due to differences in task length. Thus, the findings provide further evidence of the validity of the 5-min PDA—PVT as a substitute for the 10-min PVT-192, particularly in circumstances in which a shorter test is required and/or the PVT-192 is not as practical.

The impact of short, irregular sleep opportunities at sea on the alertness of marine pilots working extended hours

The aim of this study was to examine the impact of brief, unscheduled naps during work periods on alertness and vigilance in coastal pilots along the Great Barrier Reef. On certain routes, the duration of the work period can extend well beyond 24 h. Seventeen coastal pilots volunteered for the study, representing almost one‐third of the population. Participants collected sleep/wake and performance data for 28 days using a sleep and work diary and the palm PVT task. The average length of sleep on board was 1.4±1.0 h. Naps were taken regularly such that the average length of time awake between sleep periods on board a ship was 5.3±4.3 h. There was no change in mean reaction time across either the length of a pilotage or across the 24 h day. The results indicate that even though the naps were taken opportunistically, they tended to cluster at the high sleep propensity times. Further, frequent, opportunistic naps appeared to provide adequate recovery such that PVT performance remained stable. Pilots did report increases in subjective fatigue ratings at certain times of the 24 h day and at the end of a work period; however, these did not reach the high range. The fatigue‐risk minimization strategies employed by the Australian Maritime Safety Authority and the coastal pilots appear to be effective in maintaining alertness and vigilance while at work aboard ships.

The effects of different roster schedules on sleep in miners

Shiftwork involving early morning starts and night work can affect both sleep and fatigue. This study aimed to assess the impact of different rostering schedules at an Australian mine site on sleep and subjective sleep quality. Participants worked one of four rosters; 4 x 4 (n = 14) 4D4O4N4O 7 x 4 (n = 10) 7D4O7N40 10 x 5 (n = 17) 5D5N50 14 x 7 (n = 12) 7D7N70. Sleep (wrist actigraphy and sleep diaries) was monitored for a full roster cycle including days off. Total sleep time (TST) was longer on days off (7.0 +/- 1.9) compared to sleep when on day (6.0 +/- 1.0) and nightshifts (6.2 +/- 1.6). Despite an increase in TST on days off, this may be insufficient to recover from the severe sleep restriction occurring during work times. Restricted sleep and quick shift-change periods may lead to long-term sleep loss and associated fatigue.

Train Drivers' Sleep Quality and Quantity during Extended Relay Operations

Relay operations are an important mode of freight transportation within Australia. Relay work requires multiple crews to drive the train continuously from one specified destination to another and return. Importantly, the nature of relay work requires train drivers to sleep on‐board during designated resting shifts. The main aim of the present study was to investigate the quality and quantity of sleep obtained in on‐board rest facilities (relay vans) during extended (four‐day) relay operations. Drivers (n=9) working the Port Augusta to Darwin relay operation volunteered to participate. The first leg of the trip typically took 40 h followed by an overnight stay in Darwin (between 8–12 h) prior to return. Two crews, each consisting of two drivers, changed every 8 h, giving the crew an 8 h rest in the relay van prior to each 8 h working shift. Using polysomnography, home sleep data were collected prior to and following each trip using a standard five‐channel EEG montage. All sleep periods during the relay trip (including Darwin) were also recorded. Additionally, subjective sleep quality ratings were recorded following each sleep period. Analyses revealed that the quantity of sleep obtained in the relay vans (3.3 h) was significantly reduced compared to home (6.8 h). In general, the total sleep time was increased at night and reduced during the day. In terms of quality, sleep onset latency, sleep efficiency, and amount of slow wave and rapid eye movement sleep did not differ significantly between home and the relay vans. The results of the study highlight sleep quantity as the main concern during extended relay operations. Future research should focus on investigating the subjective and objective impact of this sleep reduction on waking functions.

Performance on a simple response time task: Is sleep or work more important for miners?

The purpose of the current study was to investigate the impact of work- and sleep-related factors on an objective measure of response time in a field setting. Thirty-five mining operators working 12-h shift patterns completed daily sleep and work diaries, wore activity monitors continuously and completed palm-based psychomotor vigilance tests (palmPVT) at the start and end of each shift. Linear mixed models were used to test the main effects on response time of roster, timing of test, sleep history and prior wake. The time at which the test occurred was a significant predictor of response time (F₃(,)₄₀₃(.)₄ = 6.72, p < .01) with the end of night shifts being associated with significantly slower response times than the start of night shifts, and the start or end of day shifts. Further, the amount of sleep obtained in the 24h prior to the test was also a significant predictor of response time (F₃(,)₄₀₇(.)₀ = 3.05, p < .01). The results suggest that, as expected, the end of night shift is associated with changes in response time indicative of performance impairments. Of more interest however is that immediate sleep history was also predictive of changes in response time with lower amounts of prior sleep related to slower response times. The current data provides further evidence that sleep is a primary mediator of performance, independent of roster pattern.

Changes in structural aspects of mood during 39—66 h of sleep loss using matched controls

A number of studies have described mood change during sleep loss in the laboratory, however, an understanding of fluctuations in structural aspects of mood under such conditions is lacking. Sixty-two healthy young adults completed one of three possible conditions: one (n = 20) or two (n = 23) nights of sleep loss or the control condition which consisted of one (n = 9) or two (n = 10) nights of 9 h time in bed. The Mood Scale II was completed every two waking hours and data were analysed in terms of the frequency and intensity of mood reports. Overall, sleep loss conditions were associated with significantly less frequent happiness and activation and more frequent fatigue reports (p < 0.001). Intensity was also significantly reduced for activation and happiness, and increased for depression, anger and fatigue (p < 0.05). Interestingly, there were no significant differences in anger following two nights in the laboratory with or without sleep. Further, two nights in the lab with normal sleep was associated with significant increases in depression intensity (p < 0.05). Findings support the hypothesis of a mood regulatory function of sleep and highlight the relative independence of frequency and intensity and of positive and negative mood dimensions. Findings also suggest that the laboratory environment, in the absence of sleep loss, may have a significant negative impact on mood.

Self-Awareness of Impairment and the Decision to Drive After an Extended Period of Wakefulness

Fatigue is an increasingly noted factor in road accidents. The ability to predict and be aware of impairment in terms of driving capability is important for potential legal liability and road safety. However, to date, there have been few studies that have investigated the accuracy of individuals in predicting how safely they could drive during conditions of sleep loss. Research has demonstrated that individuals rate themselves as better than the population average in a number of domains, including driving‐related skills. Therefore, this study also aimed to investigate self‐ratings of predicted driving ability during extended wakefulness and compare them to ratings made of a hypothetical other person under the same conditions. Thirty‐two participants remained awake for a period of 40 h. Every 2 h, they completed the Psychomotor Vigilance Task (PVT) and rated on a seven‐point scale how well they thought they could drive safely, react quickly in an emergency, and stay in their own lane. They were also asked to assess how they thought someone else in their own position could drive. The participants rated their driving ability as becoming significantly poorer at the same time that their PVT performance became significantly slower. Self‐ratings indicating a qualitative assessment of poorer than neutral driving occurred at 03:00 h for both the “drive safely” and “react quickly” questions, after 19 h of continuous wakefulness (starting at 08:00 h). This occurred at 05:00 h for the “keep in my lane” question. Previous studies with a similar protocol demonstrated that under these conditions, individuals exhibit a performance decrements equivalent to someone with a blood alcohol concentration of 0.05% (the legal driving limit in Australia). Participants consistently rated the ability of others to drive as poorer than their own. The main implication from this study for road safety and legal liability is that it is reasonable to focus on a persons perception of the situation, as it does align with objective reality to a certain extent. A concern in terms of road safety is potential overconfidence, indicated by rating others consistently poorer than themselves.

In‐flight sleep, pilot fatigue and Psychomotor Vigilance Task performance on ultra‐long range versus long range flights

This study evaluated whether pilot fatigue was greater on ultra‐long range (ULR) trips (flights >16 h on 10% of trips in a 90‐day period) than on long range (LR) trips. The within‐subjects design controlled for crew complement, pattern of in‐flight breaks, flight direction and departure time. Thirty male Captains (mean age = 54.5 years) and 40 male First officers (mean age = 48.0 years) were monitored on commercial passenger flights (Boeing 777 aircraft). Sleep was monitored (actigraphy, duty/sleep diaries) from 3 days before the first study trip to 3 days after the second study trip. Karolinska Sleepiness Scale, Samn–Perelli fatigue ratings and a 5‐min Psychomotor Vigilance Task were completed before, during and after every flight. Total sleep in the 24 h before outbound flights and before inbound flights after 2‐day layovers was comparable for ULR and LR flights. All pilots slept on all flights. For each additional hour of flight time, they obtained an estimated additional 12.3 min of sleep. Estimated mean total sleep was longer on ULR flights (3 h 53 min) than LR flights (3 h 15 min; P(F) = 0.0004). Sleepiness ratings were lower and mean reaction speed was faster at the end of ULR flights. Findings suggest that additional in‐flight sleep mitigated fatigue effectively on longer flights. Further research is needed to clarify the contributions to fatigue of in‐flight sleep versus time awake at top of descent. The study design was limited to eastward outbound flights with two Captains and two First Officers. Caution must be exercised when extrapolating to different operations.

Driver fatigue during extended rail operations

OBJECTIVES Relay is an effective mode of freight transportation within Australia. Relay requires two crews to drive the train continuously from one specified destination to another and return with crews working in alternating shifts. The aim of the current investigation was to assess fatigue levels during extended relay operations. METHODS Nine drivers participated and data were collected from 16 four-day trips. Fatigue was assessed objectively and subjectively prior to and following each trip and before and after each 8h shift. RESULTS Analyses revealed a trend for elevated fatigue at the end of each shift. Designated 8h rest periods appeared sufficient to reduce fatigue to levels recorded prior to departure and prevent accumulation of fatigue across the trip. CONCLUSIONS Drivers seemed to cope well with the 8h rotating sleep/wake regime. While fatigue did not observably accumulate, it is possible that operational measures may better reflect fatigue experienced over the course of each trip.