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Query: UMLS:C0015672 (fatigue)
 51,768 document(s) hit in 31,850,051 MEDLINE articles (0.00 seconds)

Scalp electroencephalograms (EEGs) were collected from each of 80 male, commercial truck drivers during one week of open-highway driving (4 or 5 round trips per week; about 50 hours of driving per driver) as part of the Driver Fatigue and Alertness Study funded by the Federal Highway Administration. Features of the central EEG were selected for extraction based upon known characteristics of the EEG spectrum during sleep onset. Data reduction focused on the contributions to total EEG power from the theta, alpha, sigma and beta spectral bands. The means and regression slopes for the EEG measures were calculated on the time axis and used to estimate EEG values at the beginning and end of each leg of each trip for each driver. The weekly patterns of EEG power appeared to be interpretable by reference to expected circasemidian rhythms. The EEG sigma/beta ratio may provide an index of midafternoon sleepiness while driving.
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PMID:Quantitative analysis of truck driver EEG during highway operations. 960 19

The number of road vehicle accidents during travel outside Europe and/or under difficult conditions increases about 5% every year. Road accidents account for a third to half of medical evacuations as well as for the most serious injuries. The risk of accidents and their potential gravity may be enhanced by the poor condition of roads and vehicles. Personal factors including fatigue, speed, alcohol, drugs, and poor vision also play a major role. Physicians should warn travelers planning road trips of all these hazards and of any specific local conditions prevailing in certain destinations. Prevention depends on the age of the traveler and on any disabilities that he/she might have. Packing a first aid kit and inspecting safety equipment before the trip and at regular intervals during the trip are indispensable. Knowledge of emergency first aid procedures is highly recommendable. While avoiding excessiveness of any kind, the physician should encourage suitable psychological and material preparation in function of travel plans. This preparation should be aimed at reducing the risk of road accident particularly in developing countries. Counseling can be useful in reducing the risk of road accidents particularly in developing countries.
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PMID:[Road vehicle accidents during travel and their prevention]. 961 66

In 1980, NASA-Ames Research Center, Moffett Field, CA, initiated a program to assess flight crew fatigue, determine its potential operational consequences, and provide practical countermeasure suggestions. To assess the extent of the problem, crewmembers were monitored before, during, and after commercial short-haul (fixed-wing and helicopter aircraft), overnight cargo, and long-haul operations. A total of 197 volunteers were studied on 94 trip patterns with 1299 flight segments and 2046 h of flying time. The present paper outlines the program and describes the common methodology used in these studies, which are then presented in detail in the four subsequent papers. The sixth paper offers a synthesis of this work, reviewing the major causes of flight crew fatigue and making specific suggestions about ways to manage it in different operations.
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PMID:Flight crew fatigue I: objectives and methods. 974 35

We monitored 74 crewmembers before, during, and after 3-4-d commercial short-haul trips crossing no more than one time zone per 24 h. The average duty day lasted 10.6 duty hours, with 4.5 flight hours and 5.5 flights. On trips, crewmembers slept less, woke earlier, and reported having more difficulty falling asleep, with lighter, less restful sleep than pretrip. The consumption of caffeine, alcohol, and snacks increased on trip days, as did reports of headaches, congested nose, and back pain. The study suggests the following ways of reducing fatigue during these operations: base the duration of rest periods on duty hours as well as flight hours; avoid scheduling rest periods progressively earlier across a trip; minimize early duty report times; and inform crewmembers about strategic use of caffeine and alternatives to alcohol for relaxing before sleep.
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PMID:Flight crew fatigue II: short-haul fixed-wing air transport operations. 974 36

We studied 32 helicopter pilots before, during, and after 4-5 d trips from Aberdeen, Scotland, to service North Sea oil rigs. On duty days, subjects awoke 1.5 h earlier than pretrip or posttrip, after having slept nearly an hour less. Subjective fatigue was greater posttrip than pretrip. By the end of trip days, fatigue was greater and mood more negative than by the end of pretrip days. During trips, daily caffeine consumption increased 42%, reports of headache doubled, reports of back pain increased 12-fold, and reports of burning eyes quadrupled. In the cockpits studied, thermal discomfort and high vibration levels were common. Subjective workload during preflight, taxi, climb, and cruise was related to the crewmembers' ratings of the quality of the aircraft systems. During descent and approach, workload was affected by weather at the landing site. During landing, it was influenced by the quality of the landing site and air traffic control. Beginning duty later, and greater attention to aircraft comfort and maintenance, should reduce fatigue in these operations.
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PMID:Flight crew fatigue III: North Sea helicopter air transport operations. 974 37

We monitored 34 B-727 crewmembers before, during, and after 8-d commercial overnight cargo trips crossing no more than one time zone per 24 h. Daytime sleep episodes were 41% shorter and were rated as poorer than nighttime sleep episodes. When the layover was long enough, crewmembers usually slept again in the evening before going back on night duty. Nevertheless, the total sleep per 24 h on duty days averaged 1.2 h less than pretrip. The circadian temperature rhythm did not adapt completely to night duty, delaying by about 3 h. Self-rated fatigue was highest around the time of the temperature minimum, which occurred near the end of the nighttime duty period. On trip days, crewmembers ate more snacks and there was a marked increase in reports of headaches, congested noses, and burning eyes. Comparisons with daytime short-haul operations confirm that a daytime rest period does not represent the same sleep opportunity as a nighttime rest period of the same duration. We examine regulatory and scheduling options, and personal countermeasure strategies, that could help to reduce sleep loss during overnight cargo operations.
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PMID:Flight crew fatigue IV: overnight cargo operations. 974 38

We monitored 32 flight crewmembers before, during, and after 4-9 d commercial long-haul trips crossing up to 8 time zones per 24 h. The average duty day lasted 9.8 h, and the average layover 24.8 h. Layover sleep episodes averaged 105 min shorter than pretrip sleep episodes. However, in two-thirds of layovers, crewmembers slept twice so that their total sleep per 24 h on trips averaged 49 min less than pretrip. Greater sleep loss was associated with nighttime flights than with daytime flights. The organization of layover sleep depended on prior flight direction, local time, and the circadian cycle. The circadian temperature rhythm did not synchronize to the erratic environmental time cues. Consequently, the circadian low point in alertness and performance sometimes occurred in flight. On trip days, by comparison with pretrip, crewmembers reported higher fatigue and lower activation; drank more caffeine; ate more snacks and fewer meals; and there were marked increases in reports of headaches, congested nose, and back pain. Scheduling strategies and countermeasures to improve layover sleep, cockpit alertness, and performance, are discussed.
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PMID:Flight crew fatigue V: long-haul air transport operations. 974 39

Sleep, circadian rhythms, subjective fatigue, mood, nutrition, and physical symptoms were monitored in flight crews before, during, and after scheduled commercial operations. Duty-related changes in these measures were examined in four different types of air transport: short-haul fixed-wing; short-haul helicopter; domestic overnight cargo; and long-haul. The extent of these changes, and the duty-related and physiological factors contributing to them, are compared among the different operations. During all operations, the level of sleep loss was such that the majority of crewmembers would be expected to have become increasingly sleepy across trip days, with some experiencing performance decrements. In addition, during overnight cargo and long-haul operations, crewmembers were sometimes flying aircraft during the circadian low point in alertness and performance. Specific recommendations for reducing flight crew fatigue are offered for each operating environment.
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PMID:Flight crew fatigue VI: a synthesis. 974 40

This study examined the effects of task and time-on-task on fatigue symptoms in overnight driving. Four participants drove an instrumented car 1200 km overnight and completed the same trip as passengers on another night. Subjective ratings of drowsiness, eye blink frequency and duration, microsleeps, and steering-wheel inputs were analysed as a function of time-on-task, and for separate samples when meeting oncoming heavy vehicles. Four video cameras were used to monitor the road view and the face of both the driver and passenger. In terms of eye closure duration, the reported microsleeps were shorter while driving (mean = 0.7 s, SD = 0.2 s) than as a passenger (mean = 2.6 s, SD = 2.0 s). Blink frequency increased with time-on-task as expected, indicating tiredness, and decreased when approaching an oncoming heavy vehicle, indicating attentive response to a potential critical situation. No consistent effect of time-on-task on high-frequency steering-wheel inputs when meeting oncoming heavy vehicles was found. The results raise the important question of what makes a driver wake from a microsleep earlier than a passenger and, given proper monitoring of long eyelid closures, what the proper intervention should be.
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PMID:Task effects on fatigue symptoms in overnight driving. 1034 25

About 29600 Norwegian accident-involved drivers received a questionnaire about the last accident reported to their insurance company. About 9200 drivers (31%) returned the questionnaire. The questionnaire contained questions about sleep or fatigue as contributing factors to the accident. In addition, the drivers reported whether or not they had fallen asleep some time whilst driving. and what the consequences had been. Sleep or drowsiness was a contributing factor in 3.9% of all accidents, as reported by drivers who were at fault for the accident. This factor was strongly over-represented in night-time accidents (18.6%), in running-off-the-road accidents (8.3%), accidents after driving more than 150 km on one trip (8.1%), and personal injury accidents (7.3%). A logistic regression analysis showed that the following additional factors made significant and independent contributions to increasing the odds of sleep involvement in an accident: dry road, high speed limit, driving one's own car, not driving the car daily, high education, and few years of driving experience. More male than female drivers were involved in sleep-related accidents, but this seems largely to be explained by males driving relatively more than females on roads with high speed limits. A total of 10% of male drivers and 4% of females reported to have fallen asleep while driving during the last 12 months. A total of 4% of these events resulted in an accident. The most frequent consequence of falling asleep--amounting to more than 40% of the reported incidents--was crossing of the right edge-line before awaking, whereas crossing of the centreline was reported by 16%. Drivers' lack of awareness of important precursors of falling asleep--like highway hypnosis, driving without awareness, and similar phenomena--as well as a reluctance to discontinue driving despite feeling tired are pointed out as likely contributors to sleep-related accidents. More knowledge about the drivers' experiences immediately preceding such accidents may give a better background for implementing effective driver warning systems and other countermeasures.
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PMID:Road accidents caused by drivers falling asleep. 1048 39


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