Showing posts with label alertness. Show all posts
Showing posts with label alertness. Show all posts

May 21, 2008

More information about caffeine

I recently came across some posts on caffeine -- by far the most widely used drug used by shiftworkers (and everyone else, by the way) to maintain alertness.

1) Wikipedia -- I think you're probably pretty familiar with this site. Generally good information here.

2) Too Much Caffeine -- This page on the MedSafe site discusses the physiological effects.

3) Mama's Health.com -- This is a page on caffeine that's fairly general and basic but may still be useful.

Apr 27, 2008

Management Tips: Work environment, work distribution and other fatigue management issues

Here are some other shiftwork management tips to help maintain maximum alertness, productivity, and safety in a 24/7 workplace, and to improve the quality of life for shiftworkers:

Workload Distribution
In some jobs, it might be possible to schedule heavy or demanding work at times when workers are most alert or at peak performance. The afternoon and early evening hours are times of peak performance. If possible, avoid doing the heaviest or most dangerous work in the middle of the night or early morning hours. This is the time when circadian rhythms are low, and sleepiness is high. Especially avoid heavy or dangerous work if the worker is at the end of a 12-hour shift in the early morning hours. Extra fatigue from long work hours can combine with early morning sleepiness to increase accident risk.

Work Environment
Poor working conditions add to the strain of shiftwork. Adequate lighting, clean air, proper heat and air conditioning, and reduced noise will avoid adding to the shiftworker's burden. Shiftworkers also may be particularly sensitive to toxic substances because circadian rhythm changes make the body more sensitive to toxic exposure at certain times of day. Workers also should have access to hot and nutritious meals during evening and night shifts. If a cafeteria is not available, a microwave will allow workers to warm meals brought from home or bought from vending machines.

Electronic Monitoring
Technology now makes it possible to check a worker's performance every minute of the day. Some people have suggested that a monitoring or test system could be used to check a worker for dangerous levels of fatigue. There are performance tests on the market that claim to test fatigue or determine whether the worker is using drugs. However, many of them have not been tested scientifically, so we cannot recommend them at this time.

Some computer systems actually measure worker output or productivity. For example, a computer might measure the number of times a worker taps a keyboard or how many phone calls are completed in an hour. If a worker slows down too much, it could be a sign of fatigue. It may be possible to use this system as a fatigue test. But this is tricky business. The feeling of being watched constantly can be very stressful to workers. (Big brother is watching you.) It can make workers feel they have no control over their jobs. We suggest that computer monitoring be used only when the workers themselves choose it for safety purposes.

Access to Health Care and Counseling
Often, going to one's health clinic or to personal or marriage counseling is not possible in the evening or at night. Expanded access to these services will help improve shiftworkers' physical and mental health and boost morale. If services are not available within the organization, a directory of community health and counseling facilities with expanded hours could be provided.
Training/Awareness Programs
Meetings to make all workers aware of the ups and downs of shift-work can be useful, especially for new shiftworkers. It is important to invite family members to these meetings, so they can know what to expect from the shiftworker. Use the meetings to share information on all issues mentioned in this document and in the recommended reading. Talking about personal experiences also is very valuable in these types of meetings. If people are having trouble adapting to shiftwork, it is important they know they are not alone. They might learn some tricks from other workers that could make their job life easier. The family will learn just how tough the work schedule can be. It will help to know when to go easy on the worker because of the schedule.

Social Programs
A little extra effort at organizing get-togethers, hobby clubs, or sports and game activities can lessen the feeling of isolation. There is no special reason for these activities to take place only in the day or evening. For example, nighttime or early morning bowling leagues are available in some places.
Source: Plain Language About Shiftwork (NIOSH)

Related Posts:
* Management tips for improving shiftwork schedules
* Starting first shift an hour later helps alertness
* Hiring shiftworkers: best practices for managers in 24/7 operations
* Adapting to night shifts -- helping shiftworkers adapt and avoid shiftworker maladaptation

Apr 22, 2008

12-hour shifts best kept to not more than 8 consecutive days, according to study

Workers scheduled for more than 8 consecutive 12-hour shifts operate under fatigue-induced impairment comparable to being drunk, according to a study of Australian miners by researchers at James Cook University (Queensland, Australia). The miners' schedule has them working 14 days in a row. Researcher Dr. Anthony Carter says that after 8 days of such work, worker's performance is similar to a person's with a blood alcohol level of .05.

The study's authors recommend limiting strings of 12-hour shifts to no more than 8 days.


Related Posts:
* Shiftwork schedule factors: work-rest ratios and predictability
* Recognizing fatigue in shiftworkers
* Best practices for managing a shiftwork operation

Mar 17, 2008

Starting first shift an hour later helps alertness

An article on ErgoWeb.com, Study: Some Shift Patterns Worse than Others for Robbing Workers of Sleep , discusses a study that found shiftworkers starting morning shifts at 6:30 fare worse than those who begin the first shift an hour later. Managers in 24/7 should be keep this in mind when they set their shift schedule.

Related posts:
* Shiftwork schedules: time of shift
* Best practices for managing a shiftwork operation
* Shiftwork schedules: fixed or rotating

Mar 14, 2008

Study finds returning to night shift increases errors

The Chicago Tribune today published an article Shift work takes focus off the job that discusses a Harvard Medical School study which found that shiftworkers returning to the night shift after a stretch of day shifts are less able to maintain alertness and focus. The researchers found test subjects made errors in visual search tests.

The study's lead researcher pointed out that this can have real consequencces. For instance, "An airport security screener, for example, switching from day to night shifts without a break could be affected and make errors on a visual search test, such as screening luggage for weapons."

The article concludes by citing one shiftworker, a nurse named Kathy Koch, and says "Sleep for Koch, fortunately, comes easily. 'I can sleep in the sun,' she said. 'I can sleep anywhere, anytime.'"

I need to comment on this last line because it's a little pet project of mine. When people are able to sleep in the sun, anywhere, anytime, that generally is not a good thing. In most cases that's a sign of accumulated sleep deficit. A person may not be getting enough sleeping time, or may suffer from sleep apnea or some other sleep disorder. Either way, characterizing that as "fortunate" is putting a positive spin on what is far more likely to be a health and safety concern.

Feb 21, 2008

Hours of service issues on the railroads: part X, how to proceed

[Our series on Dr. Martin Moore-Ede's testimony before Congress continues]

6. How should we proceed?

There is now an opportunity to make substantial gains in transportation safety, but the achievement of this will not be without its challenges. 175 years of railroading tradition, and a complex thicket of regulations and collective bargaining agreements can sometimes make progress forward difficult. However, I know all parties view fatigue reduction and rail safety as important, so there is support for the overall goal.

This Subcommittee can do much to stimulate and motivate this process. I would propose that the House Railroad Subcommittee encourage railroad companies, and the railroad labor unions, to make the development of a formal process for Risk-Informed Performance–Based Fatigue Management a priority. An overall strategy should be developed that is sensitive to all stakeholders that could form a framework for future reform of rail safety legislation. A timetable for reporting back progress to this subcommittee might be helpful in ensuring that addressing this key railroad safety issue is maintained as a priority.

In summary, I have today discussed how sleep deprivation and fatigue significantly impairs train crew alertness and vigilance in our railroads, and that this loss of vigilance poses a safety and security threat. Moreover, FRA safety statistics suggest that this risk has worsened since 1998. However, making the Hours of Service regulations more restrictive is clearly not the best answer to fixing the problem.
While train control and new alertness monitoring technologies hold promise as future complements to existing capabilities, they are not yet ready for deployment and are likely many dollars and years away from providing practical utility. Faced with today’s challenges, a Risk-Informed Performance-Based Fatigue Management approach is best positioned to provide immediate benefits in a timely and efficient manner. I appreciate the opportunity today to share my thoughts and suggestions with this Sub-Committee, and I would be delighted to answer any questions.

Related Posts:
* Hours of service issues on the railroads: part I
* Hours of service issues on the railroads: part II, sleep deprivation and alertness
* Hours of service issues on the railroads: part III, safety threat?
* Hours of service issues on the railroads: part IV, increasing risk?
* Hours of service issues on the railroads: part V, hours of service rules
* Hours of service issues on the railroads: part VI, train control technology
* Hours of service issues on the railroads: part VII, alertness monitoring technology
* Hours of service issues on the railroads: part VIII, risk-informed fatigue management
* Hours of service issues on the railroads: part IX, parallel models

Hours of service issues on the railroads: part IX, parallel models

[Our series on Dr. Martin Moore-Ede's testimony before Congress continues]

5. What parallel models should we examine?

I have recently had the opportunity to work with the Rail Association of Canada (RAC) and a group comprised of the Canadian Railroads, the Brotherhood of Locomotive Engineers (BLE) and the United Transportation Union (UTU), which have developed and proposed to Transport Canada an innovative alternative to restrictive Work-Rest rules (i.e. the equivalent to the US Hours of Service).

In return for preserving more liberal outer limits on hours of work and rest than in the USA, the RAC committee has submitted a plan for ministerial approval which mandates that every railroad prepare - working in consultation with their unions - a Fatigue Management Plan. I participated in the public hearings where the proposed work-rest rules were presented and defended. Important to their credibility was the promise that the Fatigue Management Plan was not a document to be put on a shelf, but instead a living active process for ongoing fatigue management. It is anticipated that this new rule will be approved by Transport Canada by June 16, 2002.

In addition railroads operating in Canada can apply for waivers that extend beyond the outer work-rest limits to meet operational flexibility requirements, provided they prepare additional special fatigue management plans for those special circumstances.

My colleagues and I have had direct experience in how effective Risk-Informed Performance–Based Fatigue Management processes can be. In the trucking industry both in Australia and in the United States, we have seen truck accident rates and severity cut by more than 50% when systematic fatigue management following these principals has been implemented.



Related Posts:
* Hours of service issues on the railroads: part I
* Hours of service issues on the railroads: part II, sleep deprivation and alertness
* Hours of service issues on the railroads: part III, safety threat?
* Hours of service issues on the railroads: part IV, increasing risk?
* Hours of service issues on the railroads: part V, hours of service rules
* Hours of service issues on the railroads: part VI, train control technology
* Hours of service issues on the railroads: part VII, alertness monitoring technology
* Hours of service issues on the railroads: part VIII, risk-informed fatigue management
* Hours of service issues on the railroads: part X, how to proceed

Hours of service issues on the railroads: part VIII, risk-informed fatigue management

[Our series on Dr. Martin Moore-Ede's testimony before Congress continues]

4. What is the most effective way of reducing fatigue risk? (continued)

Risk-Informed Performance-Based Fatigue Management?
The method of choice to immediately and effectively address the issue of railroad employee fatigue, which I propose that this committee actively encourage and endorse, is a process of Risk-Informed Performance-Based Fatigue Management.

Significant advances have been made in the development and validation of effective fatigue countermeasures in railroad operations in the past 10 years. Railroads, more than any other transportation mode, have expended considerable resources to advance the science of fatigue management. These include the development of training programs, work-rest scheduling systems and crew scheduling software, napping policies and sleep disorder screening programs, each of which in scientific studies has been shown to reduce fatigue.

However, the full benefits from this fatigue research have not yet been obtained because the application of these fatigue countermeasures across the railroad industry has to date been limited and inconsistent. Furthermore adequate measures have not been implemented for documenting results and effectiveness on an ongoing basis, or for holding managers accountable.

What has been missing is a disciplined approach which includes the following essential elements:


1. Development of Fatigue Management Plans
Every railroad operating in the US should develop with their unions a detailed Fatigue Management Plan and file this with the Federal Railroad Administration. This plan should address the objective quantitative assessment of fatigue risk across all of its different operations, the development and implementation of specific tailored countermeasures in each type of operation to minimize fatigue risk, and a process by which managers, supervisors and employees will be held accountable for measurable reduction in fatigue risk.

2. Risk-Informed Process
The plan must be risk-informed. Systematic data collection and risk modeling tools should be introduced so that the risk of fatigue can be calculated for each type of operation. Trends in fatigue risk should be tracked and reported, so that managers, supervisors, crew callers and employees can get the necessary feedback on what actions are effective and what are not.

It is essential to determine the extent, location and root causes of the risk, so that company resources can be focused most effectively. It may also be helpful to benchmark the company against others in the same industry so that management can weigh their progress in fatigue risk management against other comparable railroads.

3. Performance-Based Accountability
Managing by performance-based measures is a well established method of obtaining tangible results in a business. The key is determining the right performance measure. The most obvious measure might be thought to be the accident rate, but accidents are infrequent events and do not provide a measure of the risk of every employee on a month-to-month ongoing basis.

Furthermore, implementing management incentives based on reduction in accident or injury rates leads to an under-reporting of accidents, in part because this encourages managers to devise incentives for employees not to report events or injuries. We have seen managers make all employees who suffer accidents or injuries subject to disciplinary measures because they “were obviously not following required safety procedures.” This is a very effective way of reducing reported injuries! In contrast, using measures of fatigue risk gives managers incentives to address the root causes of operator fatigue, and therefore of fatigue-related accidents.




Related Posts:
* Hours of service issues on the railroads: part I
* Hours of service issues on the railroads: part II, sleep deprivation and alertness * Hours of service issues on the railroads: part III, safety threat?
* Hours of service issues on the railroads: part IV, increasing risk?
* Hours of service issues on the railroads: part V, hours of service rules
* Hours of service issues on the railroads: part VI, train control technology
* Hours of service issues on the railroads: part VII, alertness monitoring technology
* Hours of service issues on the railroads: part IX, parallel models
* Hours of service issues on the railroads: part X, how to proceed

Hours of service issues on the railroads: part VII, alertness monitoring technology

[Our series on Dr. Martin Moore-Ede's testimony before Congress continues]

4. What is the most effective way of reducing fatigue risk? (continued)

Alertness monitoring technology?
The railroads were the first transportation mode to introduce alerter devices into the cab which signal and alert an unresponsive operator. This is undoubtedly an important safety tool, but unfortunately not a sufficient one. It is now well established that a sleepy operator can tap the reset button automatically without being alerted into a vigilant state.

Another generation of alertness monitors which directly detects operator drowsiness is under development, but this technology is not yet sufficiently advanced or reliable to be implemented in the short-term.



Related Posts:
* Hours of service issues on the railroads: part I
* Hours of service issues on the railroads: part II, sleep deprivation and alertness
* Hours of service issues on the railroads: part III, safety threat?
* Hours of service issues on the railroads: part IV, increasing risk?
* Hours of service issues on the railroads: part V, hours of service rules
* Hours of service issues on the railroads: part VI, train control technology
* Hours of service issues on the railroads: part VIII, risk-informed fatigue management
* Hours of service issues on the railroads: part IX, parallel models
* Hours of service issues on the railroads: part X, how to proceed

Hours of service issues on the railroads: part VI, train control technology

[Our series on Dr. Martin Moore-Ede's testimony before Congress continues]

4. What is the most effective way of reducing fatigue risk? (continued)

Train control technology?
There is progress being made in train control technology, which keeps trains automatically monitored and separated, but we are a long way and billions of dollars from implementing this across the entire US railroad system. Such technology holds great promise in preventing certain types of collisions, but it is not a satisfactory substitute for fatigue management.

The ultimate safeguard is an alert operator who can detect and respond to unforeseen events. From the aviation industry we know that as systems are put on “autopilot,” it is human nature to rely excessively on such systems, and vigilance can therefore become impaired. As a result, when emergencies do arise, pilots can be unprepared and de-skilled due to fatigue and inattention.



Related Posts:
* Hours of service issues on the railroads: part I
* Hours of service issues on the railroads: part II, sleep deprivation and alertness
* Hours of service issues on the railroads: part III, safety threat?
* Hours of service issues on the railroads: part IV, increasing risk?
* Hours of service issues on the railroads: part V, hours of service rules
* Hours of service issues on the railroads: part VII, alertness monitoring technology
* Hours of service issues on the railroads: part VIII, risk-informed fatigue management
* Hours of service issues on the railroads: part IX, parallel models
* Hours of service issues on the railroads: part X, how to proceed

Hours of service issues on the railroads: part V, hours of service rules

[Our series on Dr. Martin Moore-Ede's testimony before Congress continues]

4. What is the most effective way of reducing fatigue risk?

Revision to Hours of Service Laws?
Experience has taught us that excessive fatigue risk is manageable and preventable, but not by the traditional regulatory Hours of Service (HoS) approach. The issue of employee fatigue in transportation operations led in the early 1900’s to the development of the HoS concept, which used a rudimentary “hour-glass” model of human fatigue: namely that after a certain number of consecutive hours on duty, or cumulative hours in a week, a person becomes fatigued.

Over the past 30 years the science of human fatigue (sleep-wake, alertness & circadian physiology) has moved ahead rapidly, but regulatory reform has lagged behind. It is now broadly accepted that, while HoS can prevent some extreme abuses, under this “hour-glass” fatigue model of current HoS, an employee can be perfectly legal but unsafe, or illegal and perfectly safe. It is not enough to point to HoS compliance and claim that fatigue has been successfully managed.

First, HoS regulations fail to consider the well-established fact that nighttime work poses a higher risk than daytime work. Many studies have shown that the most consistent factor influencing operator alertness is time of day. Similarly, daytime sleep is not as restful as nighttime sleep so the efficiency with which off-duty time can be used for rest varies with the time of day.

Second, the total number of consecutive hours of work, or total accumulated hours of work in a week do not have a simple relationship with fatigue risk, except in extreme circumstances. For example while a person who works more than 60 hours a week may in certain circumstances become sleepy and risk falling asleep at the controls, at other times of the same day he would have very little likelihood of falling asleep.

Similarly a person only working 10 or 20 hours a week, depending on what time of day he is at the controls, may be just as much as risk for fatigue as the person who worked more than 60 hours a week. Indeed one of the most common scenarios for fatigue-related accidents is the first few hours on night duty after a vacation or weekend off-duty, which should be a time of lowest risk according to the hour-glass HoS fatigue model. Yet, this time of enhanced risk is clearly predicted by fatigue risk models based on current science.

Third, the HoS does little to address the problem of unpredictable work. The flow of freight trains across a railroad system fluctuates from hour to hour, because of weather, mechanical failures, and track damage or repairs. Duty rest schedules are therefore hard to predict on a day-to-day basis, especially when labor agreements also allow other crewmembers to book off-duty, and hence accelerate the sequence of call to duty. The quality of sleep is significantly reduced during on-call situations where there is anticipation that sleep may be disrupted.

Finally, HoS regulations typically encourage operators to adopt work/rest schedules that are shorter than 24 hours. For train crews, for example, the most “productive” work/rest schedule is a duty–rest cycle consisting of successive periods of 11 ¾ hours running a train followed by the minimal 8 hours rest period, resulting in 20-hour work-rest cycles.

This results in disruption of circadian rhythms, encourages employees to work when they are tired, and often obliges them to rest when they are not. Moreover, the direction of the rotation will be “backwards” since the cycle is shorter than the natural 24-hour day. There is extensive scientific data demonstrating that backward rotations are more fatiguing than forward rotations.
Building more complex prescriptive HoS regulations that take these physiological safety factors into account is not the answer. The regulations would have to be so complex as to be unmanageable due to the multiple factors that must be taken into account. It would severely impact the competitiveness and business operations of the railroad industry and potentially negatively influence the lives and earnings of the unionized crafts. The failed attempt of the FMCSA in 2000 to revise HoS regulations for the trucking industry to incorporate physiological principles shows the pitfalls with this approach.



Related Posts:
* Hours of service issues on the railroads: part I
* Hours of service issues on the railroads: part II, sleep deprivation and alertness
* Hours of service issues on the railroads: part III, safety threat?
* Hours of service issues on the railroads: part IV, increasing risk?
* Hours of service issues on the railroads: part VI, train control technology
* Hours of service issues on the railroads: part VII, alertness monitoring technology
* Hours of service issues on the railroads: part VIII, risk-informed fatigue management
* Hours of service issues on the railroads: part IX, parallel models
* Hours of service issues on the railroads: part X, how to proceed

Hours of service issues on the railroads: part IV, increasing risk?

[Our series on Dr. Martin Moore-Ede's testimony before Congress continues]

3. Has the risk improved or worsened since 1998?
When I last testified here in 1998, it was at a time when considerable progress had been made in developing awareness of fatigue as a key safety issue in the industry. We also had a steady rate of progress in key overall safety statistics such as the rate of FRA-reportable rail accidents per million train miles (excluding highway-rail crossing accidents which have a very different causation). The FRA reportable rate had progressively dropped each year from 4.25/million miles in 1993 to 3.54 in 1997.

Unfortunately, the trend has reversed since then. An examination of the published safety statistics of the Federal Railroad Administration shows the FRA reportable accident rate has steadily increased each year since 1998, and reached a level of 4.17/million miles in 2001. Obviously not all these accidents are caused by human error. Mechanical and environmental events, and hazards from trespassing & vandalism are also part of the mix.

However, when we isolate out railroad collisions caused by human error, we see a similar trend of increasing accidents. The accident rate per million miles of human error collisions progressively fell from 0.30 in 1994 to 0.18 in 1998. Since 1998 the trend has reversed, and it has again risen to 0.27 in 2000 and 0.24 in 2001.

The number of injuries and fatalities in human error-caused train collisions fell to an all time low of 30 in 1998, but rose back up to 136 in 2001. The cost of human error collision train accidents (equipment & track damage only – excluding third party liability, and environmental clean up) had progressively fallen to $12 million per year by 1997, but climbed back up to $37 million per year in 2001.

With numerous studies suggesting that over 50% of human error transportation accidents are fatigue-related, this increase in human error train collisions in recent years is a significant issue of concern, and indicates that addressing fatigue in rail operations must be high on the industry’s agenda.

The level of risk has also increased from another perspective. We are now in the post 9-11 era, where the potential loss of vigilance and situational awareness in fatigued railroad employees has also become a critical national security issue. Because they are responsible for the secure transportation of sometimes hazardous cargoes across our nation, the vigilance of railroad employees has now become doubly important.

We must ensure that the railroad personnel transporting freight or passengers are not impaired in their capacity for continuous vigilance because of excessive fatigue.



Related Posts:
* Hours of service issues on the railroads: part I
* Hours of service issues on the railroads: part II, sleep deprivation and alertness
* Hours of service issues on the railroads: part III, safety threat?
* Hours of service issues on the railroads: part V, hours of service rules
* Hours of service issues on the railroads: part VI, train control technology
* Hours of service issues on the railroads: part VII, alertness monitoring technology
* Hours of service issues on the railroads: part VIII, risk-informed fatigue management
* Hours of service issues on the railroads: part IX, parallel models
* Hours of service issues on the railroads: part X, how to proceed

Hours of service issues on the railroads: part III, safety threat?

[Our series on Dr. Martin Moore-Ede's testimony before Congress continues]

2. Does this loss of vigilance pose a safety threat?
Anticipation, judgment, attention and cognition are all impaired by fatigue. A trained and experienced railroad engineer lapses back to the performance level of a novice when overwhelmed by fatigue, and will fail to anticipate the gradients of a track or the aspect of a signal.

Furthermore, anybody who has ridden through the night or the early-hours of the morning in the cab of a train, as I have, will attest to the battle one must sometimes fight against the waves of sleepiness that impede the safe performance of the often monotonous task of operating a train. These microsleeps in fatigued operators are found in every mode of transportation. In fact my career has given me the opportunity to find myself inadvertently nodding off alongside the operators of every mode of transportation!

We and others have conducted extensive scientific documentation of this phenomenon by wiring up train engineers and conductors with EEG recording devices that measure sleep brain waves. In a study of 500 engineer trips, we found that the average railroad engineer has 4 seconds per hour of operating the train where his eyes are shut in a microsleep (a brief lapse into sleep in the midst of wakeful activity). Among the most sleep deprived engineers, this can reach as high as 100 seconds per hour. It only takes a few seconds of microsleep to miss a stop signal, and indeed examples of this have been captured on tape.

Train collisions where the crew run a train through not only the warning signals but the stop signal and collide with another train, are most commonly the result of such microsleeps. A tell tale sign is that the rate of these accidents peak during the nocturnal and into the morning hours (1AM - 9 AM) at the end of an overnight shift, just the time when we know that human alertness most often fails. The recent (April 23, 2002 ) collision in Riverside, California between a Metrolink passenger train and a BNSF freight train that passed through a red signal at 8:18AM, killing 2 and injuring 265 commuters is just one of the many examples where it would be appropriate to explore the occurrence of a fatigue-induced microsleep event as a potential explanation.



Related Posts:
* Hours of service issues on the railroads: part I
* Hours of service issues on the railroads: part II, sleep deprivation and alertness
* Hours of service issues on the railroads: part IV, increasing risk?
* Hours of service issues on the railroads: part V, hours of service rules
* Hours of service issues on the railroads: part VI, train control technology
* Hours of service issues on the railroads: part VII, alertness monitoring technology
* Hours of service issues on the railroads: part VIII, risk-informed fatigue management
* Hours of service issues on the railroads: part IX, parallel models
* Hours of service issues on the railroads: part X, how to proceed

Hours of service issues on the railroads: part II, sleep deprivation and alertness

[Our series on Dr. Martin Moore-Ede's testimony before Congress continues]


1. Does sleep deprivation and fatigue significantly impair railroad employee alertness and vigilance in our railroads?
Much has been written in the scientific and industry literature, and already reported to this Subcommittee, on the prevalence of fatigue, or more precisely loss of attention and vigilance due to sleep deprivation in railroad employees. Like other transportation modes which operate 24/7 (twenty-four hours a day - 7 days a week), the railroads by their nature have to work continuously around the clock to perform their vital mission in our economy.

From the dispatchers to the yard workers, from the track repair crews and signalmen to the train crews, work and rest is driven by the incessant 24/7 demands of the business. This means work intrudes into the natural nocturnal hours of sleep, when staying alert is more challenging, and off-duty rest must be obtained during the daytime hours, when good quality sleep is more difficult to obtain.

Scientific research and industry experience both confirm that, because of our inherent human biology, sleep deprivation and fatigue is a significant issue for many railroad employees.

Train crews face special challenges. Even when trains are scheduled, as in the passenger railroads, the work patterns can lead to sleep disruption and fatigue. Train crews in most freight railroads work on-call, non-scheduled shifts.

The flow of trains across the system is impacted by weather, mechanical failure, track conditions and the schedules of shippers and receivers of freight, so that most train crews do not know precisely when they will be called to work. Thus not only do they work on irregular 24/7 schedules but many of them also have unpredictable hours of work and rest, making it difficult for employees to plan their sleep. You can, for example, be up all day at home and then get called with 2 hours notice at 11PM, just as you are climbing into bed, to operate a freight train for up to 12 hours throughout the night and into the next afternoon.


Related Posts:

* Hours of service issues on the railroads: part I

* Hours of service issues on the railroads: part III, safety threat?

* Hours of service issues on the railroads: part IV, increasing risk?

* Hours of service issues on the railroads: part V, hours of service rules

* Hours of service issues on the railroads: part VI, train control technology

* Hours of service issues on the railroads: part VII, alertness monitoring technology

* Hours of service issues on the railroads: part VIII, risk-informed fatigue management

* Hours of service issues on the railroads: part IX, parallel models

* Hours of service issues on the railroads: part X, how to proceed

Hours of service issues on the railroads: part I

As I was looking for a reference on the Congressional website and found something that I think is worth posting. It's long so I'll break it into a few pieces. In 2002, Congress considered changes to the hours of service regulations governing railroads. Martin Moore-Ede, M.D., Ph. D., and CEO, Circadian Technologies, Inc. testified before the the U. S. House of Representatives Transportation & Infrastructure Committee Railroads Subcommittee. Here is what he said:

I am Dr. Martin Moore-Ede, CEO and President of Circadian Technologies, Inc., a research and consultancy firm which has extensive experience in developing and implementing fatigue management programs for railroads and other round-the-clock industries in the USA, Canada and internationally. Prior to founding Circadian Technologies, I was a Professor of Physiology at Harvard Medical School and led the initial research efforts to identify the biological systems that control human cycles of alertness and sleep.



Since founding Circadian Technologies in 1983, my colleagues and I have
published extensive scientific research on human fatigue in the 24/7 workplace.
In recent years, we have applied this research in close collaboration with
several major railroads including Amtrak, BNSF, Union Pacific, CSX, Conrail,
Canadian National, and Canadian Pacific as well as the unions that represent
their employees, including the Brotherhood of Locomotive Engineers and the
United Transportation Union. Together we have developed, implemented and
scientifically evaluated a wide variety of fatigue countermeasure strategies,
including the scheduling of regular predictable call schedules for irregular
unscheduled train service.

Today I will focus on the evolution of practical and effective alternatives to Hours of Service Laws for addressing the issue of fatigue. While I fully endorse the intended goal -- namely fatigue risk reduction -- of Mr. Oberstar’s Railroad Safety Reform Act of 2002, I unfortunately cannot agree with its substance.

As I will discuss, there is abundant evidence that current Hours of Service laws, or the proposed modifications, offer little hope for preventing fatigue, and furthermore they risk unduly restricting the business operations of the railroads and negatively impacting the lives of rail employees. In contrast, I believe there is much more promise in a Risk-Informed Performance-Based Fatigue Management approach as a creative and effective tool for addressing this vital safety and security issue.

I wish to propose that this Sub-Committee consider lending its full support and endorsement to a process which requires every railroad and their unions to jointly work towards developing, implementing and filing Fatigue Management Plans with the Federal Railroad Administration.
These should demonstrate that each American rail operator is reducing fatigue risk through a process which is “Risk Informed” and “Performance Based.”

By “Risk Informed,” I refer to the continuous objective assessment of fatigue risk across all operations; by “Performance-Based,” I mean holding management and employees personally accountable for achieving measurable fatigue risk reduction.

In my testimony today, I will address the following specific questions:

1. Does sleep deprivation and fatigue significantly impair railroad employee alertness and vigilance in our railroads?
2. Does this loss of vigilance pose a safety threat?
3. Has the risk improved or worsened since 1998?
4. What is the most effective way of reducing the risk?

  • Revision to the Hours of Service laws?
  • Train control technology?
  • Alertness monitoring technology?
  • Risk-Informed Performance-Based Fatigue Management?

5. What comparable models should we examine?
6. How should we proceed?

[Editor's Note: We'll be posting the text of this testimony in subsequent posts.]

Related Posts:

Feb 20, 2008

Drowsy driving information and tips -- for truckers and others

The trucking industry website Layover.com has posted an article on the dangers of drowsy driving. We have covered much of the information in previous posts but this is a nice article and worth taking a look if you're concerned about drowsy driving. It discusses the importance of sleep and offers some other fatigue countermeasures.

Related posts:
* Tips to help you avoid drowsy driving
* Drowsy driving quiz -- for shiftworkers, and everyone else
* Boost your alertness with coffee or a nap? Or both?
* Drowsy drivers, sleeping drivers in the UK

Feb 19, 2008

Recognizing fatigue in shiftworkers

It is important for shiftworkers to be able to recognize fatigue’s signs and symptoms and for managers and co-workers to know what to look for in others. Fatigue affects hand-eye skills, judgment, decision-making, responsiveness, and more. Fatigued workers take greater risks and make more errors.

Here are some warning signs to watch out for:
  • Degraded performance while driving, monitoring equipment, operating and maintaining machinery, performing medical procedures, etc. This translates into degraded vigilance and decision-making and your margin for error, or safety margin, is decreased.
  • Poor memory (forgetful), poor decisions, apathetic, lethargic, bad mood, and nodding off.
  • Decreased hand-eye coordination, and poor communication and information processing.
  • Poor decision-making -- fixation on certain aspects of a situation to the neglect of other information.
  • Poorer performance despite increased effort. People are poor judges of our own performance levels so it is important for co-workers to watch for this.
  • Slowed reaction time: it takes longer to react to unsafe conditions, and to shut down equipment in time and to avoid any roadway obstructions.
  • Reduced vigilance and lower alertness levels.
  • Lapses in attention: inability to concentrate and keep a visual scan of instruments and gauges.
  • “I just want to get finished” attitude. We tend to press the envelope of safety more because we are too tired to realize how badly the fatigue is affecting our performance, or we just want to be finished. We also accept lower standards.

When you see these signs in yourself or others, it is important to implement appropriate fatigue countermeasures, for the health and safety of the shiftworker and the safe and smooth running of the operation.

Related Posts:

Feb 15, 2008

Shiftworker health and safety: short-term effects, part I

There are many positive aspects of shiftwork and our 24/7 society. Operating 24/7, shiftworkers make this world safer, more productive, and more convenient for everyone else. Employers often offer differential pay for shiftwork, and shiftworkers often have time off when the majority of workers are working.

Shiftwork schedules are also demanding and likely to produce stress and fatigue. Shiftwork can affect safety, health, or ability to do the job. Some of these things happen very soon after starting shiftwork. We talk about these under Immediate Effects. Health changes take a longer time to appear. We talk about health under Long-Term Health Effects.

Immediate Effects
Sleep

Soon after starting shiftwork, people notice changes in their sleep. Night workers usually get the least amount of sleep. Evening shift-workers get the most sleep, and day shiftworkers get a medium amount of sleep. Night workers are forced to sleep during the day, when their circadian rhythm makes them feel more awake. Day sleep is usually shorter than night sleep—sometimes two or three hours shorter. Day sleep also is lighter than night sleep.

Day sleepers often say they don't sleep as deeply as they do at night. Because their sleep is lighter, they are easily awakened by sounds. This makes sleeping difficult. Since there is more activity during the day, there are more sounds to wake up the sleeping shiftworker. Both permanent night workers and rotating shiftworkers sleep worse when working nights. However, rotating shiftworkers sleep the least of all.

Sleep loss makes it much easier to fall asleep at inappropriate times. This affects a worker's ability to perform safely and efficiently. Sleepiness can affect performance both on and off the job. Driving to and from work is a major concern. Sleepiness affects our ability to concentrate or pay attention, and driving requires us to pay attention at all times.

So, if a person is sleepy, it is easier to have an accident. Several jobs, such as operating dangerous machinery, also require us to pay attention at all times. So sleepiness can be risky in many different occupations. This risk is not simply a matter of falling completely asleep. After sleep loss, it is possible to have very brief periods of sleep that last only a few seconds.

Most people may not even realize these short sleeps are happening. During those few seconds of sleep, they are not paying attention at all. If something dangerous happens at those times, the worker or somebody else could get seriously hurt.

Circadian Rhythm, Performance, and Safety
The circadian rhythm is a major body rhythm with regular ups and downs in the 24-hour day. Many systems in the body are very active at certain times of day, and not active at all at other times of day. Usually the most activity happens in late afternoon or early evening. For example, the body's ability to produce energy from food (metabolism) is highest in the afternoon to evening. The least activity usually happens in the middle of the night when most people are asleep. This is one reason people feel most active and alert around 4 to 6 o'clock in the afternoon, and sleepiest at 4 to 6 o'clock in the morning.

There also are personal differences in circadian rhythms. Some people are morning types or “larks.” Morning people feel most active and alert early in the day. They usually go to bed early in the evening. Other people are evening types or “owls.”

Evening people feel most active in late afternoon or evening, and like to stay up late into the night. Fishermen who are out on the water before dawn usually are morning types. Musicians who perform in the evening usually are evening types. Most people, however, are somewhere in-between the strict morning and evening types.

The internal circadian rhythm affects how alert people feel. This affects their ability to perform. People perform best when alertness and internal body activity is high, and worst when alertness and activity are low. In the normal day-work, night-sleep situation, people work when the circadian rhythm is high and sleep when it is low.

On average, this schedule is best for performance, which means it also is best for safety. When workers perform poorly, they are more likely to make errors that could lead to accidents or injuries.

When working the night shift, a person is at work when his or her circadian rhythm is low and asleep when it is high. Such a schedule means that a person is trying to stay alert when the circadian rhythm is low.

On average, this is not the best time of day for performance. This low-point affects physical activity and the ability to concentrate. If a worker also has lost sleep, fatigue could combine with the circadian low-point to double the effect on one's ability to perform. Poor performance could affect both productivity and safety. Studies of errors and accidents at different times of day show an increased risk at night when the circadian rhythm is low and sleep has been lost.

Source: Plain Language About Shiftwork (NIOSH)
Continued in:
* Shiftworker health and safety: short-term effects, part II

Feb 5, 2008

The drivers of human alertness and sleep

Your alertness is the result of nine elements, what Dr. Martin Moore-Ede in his book The Twenty-Four-Hour Society termed the nine switches of alertness. Knowing these elements can help you better manage your environemtn and behavior to improve your alertness or help you sleep. The nine elements are:

  1. Interest, opportunity, or sense of danger -- when you are mentally engaged or threatened in some way, your body rises to the challenge by increasing alertness.
  2. Physical activity -- when you are physically active, you increase your alertness. This effect can last for a while, making sleep difficult after intense exercise.
  3. Time of day on your circadian clock -- if your body is telling you it's night time, your alertness will drop. You can reset your circadian clock (as evidenced when you travel across time zones) but it takes time and careful attention if you're a shiftworker.
  4. Your sleep "bank balance" -- if you have gotten inadequate sleep over the past few days, your alertness will suffer.
  5. Ingested nutrients and chemicals -- caffeine and other substances have a stimulating effect while tryptophan and sleeping pills will encourage sleep.
  6. Environmental light -- bright lighting wakes you up and dim lighting tends to make you sleepy.
  7. Temperature -- warm and stuffy rooms make you sleepy while cold, bracing increases alertness.
  8. Sound -- loud, erratic noises increase alertness while soft sounds and white noise reduce it.
  9. Aroma -- This last one, aroma, has somewhat less research to support it, but there is at least some evidence that certain aromas have a stimulating effect while others have just the opposite. Scents like lemon and peppermint have been found to increase alertness.

Keep these factors in mind and use them to your advantage.

Feb 2, 2008

Shiftwork Research: safety, sleepiness and sleep.

We receive requests for references to shiftwork-related research so we'll start posting abstracts and excerpts (in the public domain) for shiftwork research that you might want to check out:

Shiftwork: safety, sleepiness and sleep.
By Folkard S, Lombardi DA, Tucker PT.

1: Ind Health. 2005 Jan;43(1):20-3. Related Articles, Links
Liberty Mutual Research Institute for Safety, 71 Frankland Road, Hopkinton, MA 01748, USA.

This brief paper reviews the available published literature on shiftwork and safety that allows the relative risk of "accidents" or injuries associated with specific features of shift systems to be estimated. Three main trends in risk are discussed, namely that (i) risk is higher on the night shift, and to a lesser extent the afternoon shift, than on the morning shift, (ii) risk increases over a span of shifts, especially so if they are night shifts, and (iii) risk increases with increasing shift length over eight hours.

We discuss that some of these trends are not entirely consistent with predictions derived from considerations of the circadian variations in sleep propensity or rated sleepiness, and consider factors relating to sleep that may underlie the observed trends in risk. Finally, the practical implications of the trends in risk for the design of safer shift systems are discussed.

MeSH Terms:
Accidents, Occupational/psychology
Accidents, Occupational/statistics & numerical data*
Disorders of Excessive Somnolence/epidemiology
Disorders of Excessive Somnolence/psychology
Humans
Personnel Staffing and Scheduling/classification
Risk
Safety
Sleep Disorders, Circadian Rhythm/epidemiology
Sleep Disorders, Circadian Rhythm/psychology
Time
Work Schedule Tolerance*

PMID: 15732299 [PubMed - indexed for MEDLINE]