Cardiotropic Isolates of Listeria monocytogenes with Enhanced Vertical Transmission Dependent upon the Bacterial Surface Protein InlB.

Listeria monocytogenes is a facultative Gram-positive intracellular bacterium that is capable of causing serious invasive infections in pregnant women, resulting in abortion, still-birth, and disseminated fetal infection. Previously, a clinical L. monocytogenes isolate, 07PF0776, was identified as having an enhanced ability to target cardiac tissue. This tissue tropism appeared to correlate with amino acid variations found within internalin B (InlB), a bacterial surface protein associated with host cell invasion. Given that the mammalian receptor bound by InlB, Met, is abundantly expressed by placental tissue, we assessed isolate 07PF0776 for its ability to be transmitted from mother to fetus. Pregnant Swiss Webster mice were infected on gestational day E13 via tail vein injection with the standard isolate 10403S, a noncardiotropic strain, or 07PF0776, the cardiac isolate. Pregnant mice infected with 07PF0776 exhibited significantly enhanced transmission of L. monocytogenes to placentas and fetuses compared to 10403S. Both bacterial burdens and the frequency of placental and fetal infection were increased in mice infected with the cardiac isolate. Strain 07PF0776 also exhibited an enhanced ability to invade Jar human trophoblast tissue culture cells in comparison to 10403S, and was found to have increased levels of InlB associated with the bacterial cell surface. Overexpression of surface InlB via genetic manipulation was sufficient to confer enhanced invasion of the placenta and fetus to both 10403S and 07PF0776. These data support a central role for surface InlB in promoting vertical transmission of L. monocytogenes.

The sleep and performance of train drivers during an extended freight-haul operation.

The sleep and performance of train drivers was monitored across a 106-h rail operation between the Australian cities of Adelaide and Perth. The drivers worked alternating 8-h shift rotations across the operation and rested in specially equipped, crew-van carriages during non-work periods. The crew-van rest opportunities were associated with shorter bedtime spans, less total sleep time, and poorer sleep efficiency than sleeps initiated at home. The duration of crew-van sleeps was primarily dependent on the time of day at which the rest opportunities occurred. Overall, drivers incurred a significant cumulative sleep loss across the duration of the operation. Despite the deficit, drivers were able to sustain vigilance performance across the operation.

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.

Sleep and errors in a group of Australian hospital nurses at work and during the commute.

There is a paucity of information regarding Australian nurses' sleep and fatigue levels, and whether they result in impairment. Forty-one Australian hospital nurses completed daily logbooks for one month recording work hours, sleep, sleepiness, stress, errors, near errors and observed errors (made by others). Nurses reported exhaustion, stress and struggling to remain (STR) awake at work during one in three shifts. Sleep was significantly reduced on workdays in general, and workdays when an error was reported relative to days off. The primary predictor of error was STR, followed by stress. The primary predictor of extreme drowsiness during the commute was also STR awake, followed by exhaustion, and consecutive shifts. In turn, STR awake was predicted by exhaustion, prior sleep and shift length. Findings highlight the need for further attention to these issues to optimise the safety of nurses and patients in our hospitals, and the community at large on our roads.

Vertical Transmission of Listeria monocytogenes: Probing the Balance between Protection from Pathogens and Fetal Tolerance.

Protection of the developing fetus from pathogens is one of the many critical roles of the placenta. Listeria monocytogenes is one of a select number of pathogens that can cross the placental barrier and cause significant harm to the fetus, leading to spontaneous abortion, stillbirth, preterm labor, and disseminated neonate infection despite antibiotic treatment. Such severe outcomes serve to highlight the importance of understanding how L. monocytogenes mediates infiltration of the placental barrier. Here, we review what is currently known regarding vertical transmission of L. monocytogenes as a result of cell culture and animal models of infection. In vitro cell culture and organ models have been useful for the identification of L. monocytogenes virulence factors that contribute to placental invasion. Examples include members of the Internalin family of bacterial surface proteins such as Interalin (Inl)A, InlB, and InlP that promote invasion of cells at the maternal-fetal interface. A number of animal models have been used to interrogate L. monocytogenes vertical transmission, including mice, guinea pigs, gerbils, and non-human primates; each of these models has advantages while still not providing a comprehensive understanding of L. monocytogenes invasion of the human placenta and/or fetus. These models do, however, allow for the molecular investigation of the balance between fetal tolerance and immune protection from L. monocytogenes during pregnancy.

The characteristics of recovery sleep when recovery opportunity is restricted.

STUDY OBJECTIVES: The aim of this study was to investigate the recovery of sleep and waking functions following one night of total sleep deprivation, when recovery opportunity was either augmented or restricted. DESIGN: The 9-day laboratory study involved a baseline night, a night of sleep loss (approximately 40 h) followed by 5 nighttime recovery sleep periods. Recovery consisted of either five 9-h sleep opportunities or five 6-h sleep opportunities. SETTING: All data collection took place in a controlled laboratory environment at the Centre for Sleep Research. PARTICIPANTS: A total of n = 20 healthy adults (18-35 yrs) participated in the study. RESULTS: Each sleep period was recorded using a standard polysomnographic EEG montage. Waking functions were assessed every 2 hours during all wake periods, using a 10 minute psychomotor vigilance task (PVT) and a subjective alertness visual analogue scale (VAS). Sleep analyses indicated that across the week TST, SOL, REM, and sleep efficiency varied significantly between the 2 conditions, but amounts of SWS did not. Waking functions in the 9-h condition recovered after one sleep period. In the 6-h condition however, mean response time on the PVT was 10% below baseline and subjective alertness 20% below baseline for the entire recovery period. CONCLUSIONS: The results suggest that TST is a key factor in determining recovery. When recovery opportunity is restricted, both sleep variables and measures of waking functions do not recover.

The suitability of a caffeinated energy drink for night-shift workers.

Past research has indicated that caffeinated 'functional energy drinks' (FEDs) are effective in counteracting sleepiness. It is not known however, what impact FEDs have on sleep itself. FEDs contain several active ingredients, including caffeine. They may therefore impact negatively on sleep and hence subsequent performance, deeming their use counterproductive. In a randomised cross-over design, 15 young adults participated in a simulated first night-shift protocol with 2 conditions, Functional Energy Drink (FED) and Non Functional Energy Drink (NonFED). Both involved a period of extended wakefulness (0700-0730 h-24.5 h) followed by an 8-h daytime 'recovery' sleep (0730-1530 h). During the FED condition, a commercially available FED was administered twice during the night. Sleepiness was assessed during the period of extended wakefulness and for a further 6h after waking. Sleep periods were recorded using a standard 5 channel polysomnogram. Comparison of the sleep periods showed that sleep onset latency remained unchanged as did stage 2 and slow wave sleep. Total sleep time however, was 29.1 min shorter (p<.05) in the FED condition. Sleep efficiency was also significantly reduced from 91.8+/-.9% to 84.7+/-2.7% (p<.05). It is evident that the residual effects of the FED's active ingredients impact on some aspects of daytime sleep following a simulated night-shift. Subsequent performance however was unaffected. The results deem FEDs to be effective for a single night-shift and warrant investigation into their use over successive night-shifts.

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.

Can a shorter psychomotor vigilance task be used as a reasonable substitute for the ten-minute psychomotor vigilance task?

The 10 min psychomotor vigilance task (PVT) is commonly used in laboratory studies to assess the impact of sleep loss, sustained wakefulness, and/or time of day on neurobehavioral performance. In field settings, though, it may be impractical for participants to perform a test of this length. The aim of this study was to identify a performance measure that is sensitive to the effects of fatigue but less burdensome than a 10 min test. Sixteen participants (11 female, 5 male; mean age = 21.7 years) slept in the sleep laboratory overnight then remained awake for 28 h from 08:00 h. During every second hour, participants completed three PVTs of differing duration (10 min, 5 min, 90 sec). For the 5 min/10 min comparison, ANOVA indicated that response time was significantly affected by test length (F1,14 = 26.9, p < .001) and hours of wakefulness (F13,182 = 46.1, p < .001) but not by their interaction (F13,182 = 1.7, ns). There was a strong correlation between response time on the 5 and 10 min PVTs (r = .88, p < .001). For the 90 sec/10 min comparison, ANOVA indicated that response time was significantly affected by test length (F1,14 = 65.9, p < .001) and hours of wakefulness (F13,182 = 29.7, p < .001) as well as by their interaction (F13,182 = 6.0, p < .001). There was a strong correlation between response time on the 90 sec and 10 min PVTs (r = .77, p < .001). The effects of hours of wakefulness on neurobehavioral performance were similar for the 5 min and 10 min PVTs. In contrast, performance on the 90 sec PVT was less affected by hours of wakefulness than on the 10 min PVT. In addition, performance on the 10 min PVT was more highly correlated with the 5 min PVT than the 90 sec PVT. These data indicate that the 5 min PVT may provide a reasonable substitute for the 10 min PVT in circumstances where a test shorter than 10 min is required.

Do short international layovers allow sufficient opportunity for pilots to recover?

For Australian pilots, short layovers (<40 h) are a feature of many international patterns. However, anecdotal reports suggest that flight crew members find patterns with short slips more fatiguing than those with a longer international layover, as they restrict the opportunity to obtain sufficient sleep. The current study aimed to determine whether pilots operating international patterns with short layovers have sufficient opportunity to recover prior to the inbound flight. Nineteen international pilots (ten captains, nine first officers) operating a direct return pattern from Australia to Los Angeles (LAX) with a short (n = 9) 9+/-0.8 h (mean+/-S.D) or long (n = 10) 62.2+/-0.9 h LAX layover wore an activity monitor and kept a sleep/duty diary during the pattern. Immediately before and after each flight, pilots completed a 5 min PalmPilot-based psychomotor vigilance task (Palm-PVT). Flights were of comparable duration outbound (3.5+/-0.6 h) and inbound (14.3+/-0.6 h) and timing. The amount of sleep obtained in-flight did not significantly vary as a function of layover length. However, pilots obtained significantly more sleep during the inbound (3.7+/-0.8 h) than the outbound flight (2.2+/-0.8 h). Pilots with the shorter layover obtained significantly less sleep in total during layover (14.0+/-2.7 h vs. 19.6+/-2.5), due to significantly fewer sleep periods (3.0+/-0.7 vs. 4.0+/-0.9). However, neither mean sleep duration nor the sleep obtained in the 24 h prior to the inbound flight significantly differed as a function of layover length. Response speed significantly varied across the pattern, and a significant interaction was also observed. For pilots with a short layover, response speed was significantly slower at the end of both the outbound and inbound flight, and prior to the inbound flight (i.e., at the end of layover), relative to response speed at the start of the pattern (pre-trip). Similarly, response speed for the longer layover was slower at the end of the outbound flight compared to pre-trip (approaching significance, p = 0.073). However, response speed at the beginning of the inbound flight was significantly faster than pre-trip and did not significantly differ from pre-trip at the end of the inbound flight. The data suggest that short slips (<40 h) do not allow pilots the opportunity to obtain sufficient sleep to reverse the effects of fatigue accumulated during the outbound flight. As a result, their response speed prior to the inbound flight is substantially slower than the response speed of flight crew with a longer layover.

The sleep, subjective fatigue, and sustained attention of commercial airline pilots during an international pattern.

International commercial airline pilots may experience heightened fatigue due to irregular sleep schedules, long duty days, night flying, and multiple time zone changes. Importantly, current commercial airline flight and duty time regulations are based on work/rest factors and not sleep/wake factors. Consequently, the primary aim of the current study was to investigate pilots' amount of sleep, subjective fatigue, and sustained attention before and after international flights. A secondary aim was to determine whether prior sleep and/or duty history predicted pilots' subjective fatigue and sustained attention during the international flights. Nineteen pilots (ten captains, nine first officers; mean age: 47.42+/-7.52 years) participated. Pilots wore wrist activity monitors and completed sleep and duty diaries during a return pattern from Australia to Europe via Asia. The pattern included four flights: Australia-Asia, Asia-Europe, Europe-Asia, and Asia-Australia. Before and after each flight, pilots completed a 5 min PalmPilot-based psychomotor vigilance task (PVT) and self-rated their level of fatigue using the Samn-Perelli Fatigue Checklist. Separate repeated-measures ANOVAs were used to determine the impact of stage of flight and flight sector on the pilots' sleep in the prior 24 h, self-rated fatigue, and PVT mean response speed. Linear mixed model regression analyses were conducted to examine the impact of sleep in the prior 24 h, prior wake, duty length, and flight sector on pilots' self-rated fatigue and sustained attention before and after the international flights. A significant main effect of stage of flight was found for sleep in the prior 24 h, self-rated fatigue, and mean response speed (all p < 0.05). In addition, a significant main effect of flight sector on self-rated fatigue was found (p < .01). The interaction between flight sector and stage of flight was significant for sleep in the prior 24 h and self-rated fatigue (both p < .05). Linear mixed model analyses indicated that sleep in the prior 24 h was a significant predictor of self-rated fatigue and mean response speed after the international flight sectors. Flight sector was also a significant predictor of self-rated fatigue. These findings highlight the importance of sleep and fatigue countermeasures during international patterns. Furthermore, in order to minimize the risk of fatigue, the sleep obtained by pilots should be taken into account in the development of flight and duty time regulations.

A pilot study of the safety implications of Australian nurses' sleep and work hours.

The frequency and severity of adverse events in Australian healthcare is under increasing scrutiny. A recent state government report identified 31 events involving "death or serious [patient] harm" and 452 "very high risk" incidents. Australia-wide, a previous study identified 2,324 adverse medical events (AME) in a single year, with more than half considered preventable. Despite the recognized link between fatigue and error in other industries, to date, few studies of medical errors have assessed the fatigue of the healthcare professionals involved. Nurses work extended and unpredictable hours with a lack of regular breaks and are therefore likely to experience elevated fatigue. Currently, there is very little available information on Australian nurses' sleep or fatigue levels, nor is there any information about whether this affects their performance. This study therefore aims to examine work hours, sleep, fatigue and error occurrence in Australian nurses. Using logbooks, 23 full-time nurses in a metropolitan hospital completed daily recordings for one month (644 days, 377 shifts) of their scheduled and actual work hours, sleep length and quality, sleepiness, and fatigue levels. Frequency and type of nursing errors, near errors, and observed errors (made by others) were recorded. Nurses reported struggling to remain awake during 36% of shifts. Moderate to high levels of stress, physical exhaustion, and mental exhaustion were reported on 23%, 40%, and 36% of shifts, respectively. Extreme drowsiness while driving or cycling home was reported on 45 occasions (11.5%), with three reports of near accidents. Overall, 20 errors, 13 near errors, and 22 observed errors were reported. The perceived potential consequences for the majority of errors were minor; however, 11 errors were associated with moderate and four with potentially severe consequences. Nurses reported that they had trouble falling asleep on 26.8% of days, had frequent arousals on 34.0% of days, and that work-related concerns were either partially or fully responsible for their sleep disruption on 12.5% of occasions. Fourteen out of the 23 nurses reported using a sleep aid. The most commonly reported sleep aids were prescription medications (62.7%), followed by alcohol (26.9%). Total sleep duration was significantly shorter on workdays than days off (p < 0.01). In comparison to other workdays, sleep was significantly shorter on days when an error (p < 0.05) or a near error (p < 0.01) was recorded. In contrast, sleep was higher on workdays when someone else's error was recorded (p = 0.08). Logistic regression analysis indicated that sleep duration was a significant predictor of error occurrence (chi2 = 6.739, p = 0.009, e beta = 0.727). The findings of this pilot study suggest that Australian nurses experience sleepiness and related physical symptoms at work and during their trip home. Further, a measurable number of errors occur of various types and severity. Less sleep may lead to the increased likelihood of making an error, and importantly, the decreased likelihood of catching someone else's error. These pilot results suggest that further investigation into the effects of sleep loss in nursing may be necessary for patient safety from an individual nurse perspective and from a healthcare team perspective.

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 person's 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.

Feedback has a positive effect on cognitive function during total sleep deprivation if there is sufficient time for it to be effectively processed.

This study examined whether the provision of feedback and the interval between successive stimuli interact to affect performance on a serial simple reaction time test during sleep deprivation. Sixteen participants (9 female, 7 male, aged 18-27 yr) completed four versions of the 5-min psychomotor vigilance task for a handheld personal digital assistant (PalmPVT) every 2 h during 28 h of sustained wakefulness. The four versions differed in terms of whether or not they provided feedback immediately after each response, and whether the inter-stimulus intervals (ISIs) were long (2-10 s) or short (1-5 s). Cognitive function was assessed using reciprocal response time and percentage of responses that were lapses (i.e., had a response time ≥ 500 ms). Data were analysed using repeated measures ANOVA with three within-subjects factors: test session, feedback, and ISI. For both measures, the only significant interaction was between feedback and ISI. Cognitive function was enhanced by feedback when the ISIs were long because it provided motivation. Cognitive function was not affected by feedback when the ISIs were short because there was insufficient time to both attend to the feedback and prepare for the subsequent stimulus.

How well do train driver's sleep in relay vans?

Relay working operations typically require two crews of train drivers to work a rotating 8-h schedule for two or more days. While one crew is driving, the other has the opportunity to sleep onboard the train. The current study investigated the impact of relay work on drivers sleep quantity and quality. Fourteen drivers wore wrist activity monitors and completed sleep/wake diaries for 3 d prior to and during short (<48 h) relay trips. Drivers obtained an average of 7.8 h sleep per night while at home, and an average of 4 h sleep per opportunity during the relay trip. Sleep obtained in the relay van was associated with longer sleep onset latencies, lower efficiency and poorer subjective quality than sleep at home. During the relay trip, drivers obtained significantly more sleep during opportunities that occurred in the evening, than those that occurred early morning or during the day. These findings suggest that while drivers are able to obtain sleep during short relay operations, it is of poorer quality than sleep obtained at home. Further, the timing of the sleep opportunities during the relay trip impacts on the quantity and quality of sleep obtained.

The impact of extended leave on sleep and alertness in the Australian rail industry.

In the past, scientific studies have investigated the effects of shift timing and duration on sleep and alertness in the rail industry. To our knowledge no research has been conducted to determine the effects of extended break lengths (>48 h) on these factors. Hence, this study analyses the work and rest schedules of 304 Australian rail employees (mean age 41.3 yr, standard deviation 7.4 yr) to determine the effect of prior break lengths (12-169 h) on sleep and subjective alertness at work after periods of leave. Extended break periods (>48 h) were found to increase the length of the sleep prior to returning to work and reduce the total wake time to the end of the first shift, but did not influence levels of subjective alertness immediately prior to the commencement of the first shift. Research into the influence of longer break periods (>169 h) is needed in order to make definitive conclusions regarding sensible return to work policies after extended leave within the Australian rail industry.

The impact of sustained wakefulness and time-of-day on OSPAT performance.

Fatigue associated with shiftwork is a key contributor to human error in the workplace. One way to prevent fatigue-related errors from occurring is to identify fatigue in employees using fitness-for-duty measures. The Occupational Safety Performance Assessment Test (OSPAT), an unpredictable tracking task that measures hand-eye coordination, is currently being used as a fitness-for-duty measure in a variety of industries, but has not yet been validated as a test sensitive to the effects of fatigue. Consequently, the aim of this study was to systematically examine the impact of sustained wakefulness and time-of-day on OSPAT performance. Twenty individuals (10 male, 10 female), aged between 18-25 yr (M=20.90, SD=2.29) participated in the study, which was conducted in Australia. The study had a repeated measures design, whereby participants completed the OSPAT and measures of sustained attention (i.e., the psychomotor vigilance task: PVT), and subjective alertness (i.e., the Visual Analog Scale: VAS) every 2 h during 24 h of sustained wakefulness, beginning at 07:00 h. Results revealed that VAS ratings of alertness, PVT performance, and OSPAT performance declined significantly as hours of wakefulness increased during the night-time (all p<.01). Furthermore, a positive correlation between OSPAT and PVT performance was observed (r=0.40, p<.01). Overall, these findings suggest that OSPAT is sensitive to sustained wakefulness during the night-time, and builds the case for OSPAT being a suitable measure for determining fitness-for-duty in workplace environments.

Changes in the concentration of urinary 6-sulphatoxymelatonin during a week of simulated night work.

The aim of the study was to examine the adaptation of participants to a common night work schedule using urinary 6-sulphatoxymelatonin (aMT6s) concentration as the circadian phase marker. Fifteen adults (7 male, 8 female, age = 21.9 yr) spent nine consecutive nights in the laboratory, including: (i) adaptation sleep, (ii) baseline sleep, and (iii) seven simulated night shifts (23:00-07:00 h) followed by daytime sleep. During the baseline and daytime sleeps, participants collected urine samples which were subsequently assayed for aMT6s. The concentration of aMT6s in urine for the first three day sleeps was significantly lower than for the baseline sleep, but there was no difference in aMT6s concentrations between any of the last three day sleeps and the baseline sleep. The data indicate that people may adapt to a pattern of work that includes seven consecutive night shifts if they adhere to a fixed sleep schedule, if their exposure to morning sunlight is minimised, and if they are provided with an ideal sleep environment.

Fatigue assessment in the field: validation of a hand-held electronic psychomotor vigilance task.

INTRODUCTION: In recent years, there has been an increasing need for a reliable and practical tool for assessing fatigue-related impairment in the field. This study investigated the sensitivity of one potential tool, a 5-min version of the psychomotor vigilance task (PVT) specifically designed for use on personal digital assistants (PDA), to 28 h of sustained wakefulness. METHODS: There were 15 participants who slept in the laboratory overnight then remained awake from 08:00 (Day 1) to 12:00 (Day 2). During every second hour, they completed a 10-min PVT, a sustained attention task that is sensitive to the effects of sleep loss and fatigue, and a 5-min PDA-PVT. RESULTS: While performance on both tasks significantly varied as a function of hours of wakefulness, responses on the PDA-PVT were typically slower than on the PVT. When performance scores were standardized, the negative impact of increasing hours of wakefulness on performance on the 5-min PDA-PVT and 10-min PVT did not significantly differ. DISCUSSION: The findings suggest that the 5-min PDA-PVT may provide a reasonable substitute for the 10-min PVT, particularly in circumstances where a shorter test is required and/or the standard PVT is not as practical.

Train drivers' sleep and alertness during short relay operations.

Within Australia, there has been a recent expansion of relay working operations. To address concerns about the amount of sleep obtained by drivers in relay vans, and potential deficits in alertness associated with relay work, the current study assessed the sleep behaviour and alertness of 15 train drivers working short (<48 h) relay operations. In total, drivers obtained 8-12h of sleep during the relay trip (which took approx 40 h). Overall, they reported that they felt more alert following each sleep period. Drivers were able to sustain attention during the 10-min vigilance tasks administered before and after each shift. These findings suggest that the amount of sleep obtained in crew vans during short relay operations is sufficient to maintain alertness during the trip. They also emphasise the importance of scheduling shifts to maximise the number of sleep opportunities that occur between 2200 and 0700 h.