Laurence Hartley

This paper focuses on the development of fatigue risk management systems (FRMS) in the transport sector. The evolution of regulatory frameworks is traced, from uni-dimensional hours of service regulations through to frameworks that enable multi-dimensional FRMS. These regulatory changes reflect advances in understanding of human error in the aetiology of accidents, and in fatigue and safety science. Implementation of FRMS shifts the locus of responsibility for safety away from the regulator towards companies and individuals, and requires changes in traditional roles. Organizational, ethnic, and national culture need to be considered. Recent trends in the work environment have potential to adversely affect FRMS, including precarious employment and shortages of skilled labour. Essential components of an FRMS, and examples of FRMS in different transport modes, are described. It is vital that regulators, employer, and employees have an understanding of the causes and consequences of fatigue that is sufficient for them to meet their responsibilities in relation to FRMS. While there is a strong evidence base supporting the principles of FRMS, experience with implementation is more limited. The evidence base for effective implementation will expand, since FRMS is data-driven, and ongoing evaluation is integral. We strongly advocate that experience be shared wherever possible.

Thirty-two hyperactive children who were under imipramine or methylphenidate medication took part in the experiment. The children were asked to learn a set of paired associate pictures containing a salient, central, figure and a secondary figure below. Free recall of all pictures was scored both immediately and seven days later. The children were subdivided into four groups according to the classical state-dependent learning paradigm. Group 1 was withdrawn from medication on both trials, groups 2 and 3 were withdrawn from medication on the first or second trial and group 4 received medication on both trials. No drug effects were found in immediate total recall. Delayed free recall was improved when original learning was under the drug state. This result was related to the proposal that arousing words are better remembered in delayed recall. Delayed recall of the secondary stimuli was particularly improved by the drugs during learning. Drug state dependency of the children's memory was also shown.

Twenty hyperactive children were divided into two groups of 10 volunteers. Group 1 was taken off its medication (methylphenidate) for two weeks and group 2 was kept on its medication at the usual dosage. About one week following the cessation of medication subjects from both groups heard a story and were shown some pictures illustrating events in the story. They were then tested on their memory for this material. One week later their delayed retention was tested. Both immediate and delayed retention was better in those children who remained on medication. This was especially true for the incidental material.

As part of an election commitment, the Western Australian Government appointed a Review Panel to consider the impact of extended working hours on individuals, their families and the community, and whether some form of regulatory or non-regulatory process was required to mitigate any adverse impact of extended working hours that might be identified. This report summary describes the consultation and review process that the Panel undertook, and the models of regulatory and non-regulatory processes it explored that could be used to mitigate the impact of extended working hours and the scheduling of those working hours. The Panel decided that the OHS effects of extended working hours needed to be addressed and that a code of practice was the appropriate instrument with which to do this. This report summary concludes with a justification for the variables and parameters included in the proposed working hours code of practice.

The present study contrasted caffeine's effects on individuals who expect caffeine to stimulate them and those who do not. Secondly, whether a message that caffeine rather than placebo was administered would also affect these two groups of subjects differently was investigated. The study was conducted single-blind in a 2 × 2 × 2 mixed design. The between subjects factor was whether they expected caffeine to stimulate them (E+) or not (E-) according to their self reports obtained before the experiment began. The within subjects factors were message (told caffeine vs told placebo) and beverage type (given caffeine vs placebo). Sixteen subjects in each group (n = 32) performed on signal detection, memory scanning and delayed free recall tasks following ingestion of either caffeinated or decaffeinated coffee on two sessions each, a total of four experimental sessions. On each session, subjects were given a message regarding their drink (told caffeine vs told placebo). However, on two sessions there was a mismatch between the message and drink given. For signal detection, performance under caffeine was better than placebo in the E+ but not the E- group. However, subjects in the E+ group did not benefit more than the E- group in either message condition. On memory scanning, detections and false alarms did not differ for either beverage, nor was there a differential finding in the E+ and E- groups. However, reaction time under caffeine condition was shorter. No effects of message were found. Caffeine and message also did not have any effect on performance on the delayed free recall task. The hypothesis that caffeine and message would affect E+ and E- subjects differentially was partly supported.

Quite correctly, the majority of road safety speeding initiatives focus on drivers travelling at excessive speeds. This study, however, focused on the potential problem of driving too slowly. Six thousand, four hundred and eighty vehicles from around the Perth metropolitan area in Western Australia had their speeds recorded; observations were also made of these vehicles to identify characteristics of the driver and vehicle. In addition, a community survey with 240 members of the public was conducted to examine their attitudes towards slow drivers. As expected, results showed that older drivers drove more slowly than the other age brackets, women drove more slowly than men, and that heavily laden vehicles drove more slowly than other types of vehicles. Additionally, the slowest days were weekdays and the quickest were Saturdays. Community attitudes, generally mirrored the observational findings, and indicated that the public believed that slow driving was sometimes a safety problem causing some accidents. These data are discussed, and some possible countermeasures are briefly introduced to address the problem.

Using a hand-held mobile phone whilst driving has been linked to an increased risk of being involved in a road crash. Little research, however, has been done on actual road exposure rates to this potential safety problem. The main aim of this study was therefore to establish the number of drivers who use hand-held mobile phones while driving, and to discover if this number had increased as compared to similar observations obtained one year earlier. 40 roadside observations were made at major roads during daylight hours. On average approximately 1.5% of all vehicle drivers were observed using hand-held mobile phones. No significant difference was found between the percentage of drivers observed to be using phones in an earlier study and this current study. In addition, separate observations were undertaken at four sites at four periods of the 'normal' working day to establish if a possible time of day effect existed. The data found that the level of mobile phone use did not significantly differ during the day, however, as a percentage of vehicle flow, the highest use period was between 11.00 and 12.00. Finally, for the same four sites, supplementary measures were taken to establish personal characteristics of the phone users. It was found that phone users were predominantly male (78%) and less than 40-years old (64%).

In July 1997, 236 truck drivers were interviewed at three truck stops in Western Australia. The interviews collected information on driver fatigue and stimulant drug taking as a fatigue countermeasure. Drivers have become more aware of fatigue as a problem within the industry over the past two years, however, 27% of drivers reported using stimulant drugs to combat driver fatigue. Interstate drivers use more prescription and illicit stimulant drugs to keep awake while intrastate drivers use more over the counter stimulants. Over the counter stimulants are not perceived as drugs by intrastate drivers because they are easily and legally obtainable and this is reflected within many of their responses. The most frequent way that drivers obtained stimulant drugs was through a doctor, a chemist or illegal prescription. Anecdotal evidence from the drivers suggests that increasing pressure from the public and the media to eliminate illegally prescribed stimulant use by drivers has made them harder to obtain. Therefore, without fatigue issues within the industry being addressed, an increase in street purchases of illicit stimulants may occur. Prohibition of stimulant drug use without changing industry practices eliminates a fatigue countermeasure and could lead to a serious increase in fatigue-related crashes. The results of this study will help to identify “at risk” groups of drivers who can be targeted for education on fatigue and drug issues.

The present study was a replication of the research of Reason et al. (1990). Its aim was to confirm the distinction between driving errors and violations in a Western Australian driving population. Sixty-one male drivers and 74 female drivers completed a questionnaire containing items on driver demographics, driving penalties incurred, driving convictions and accident history and driver behavioural aberrations drawn from the Driver Behaviour Questionnaire (DBQ). In agreement with Reason et al. factor analysis revealed three factors; in the present study these were general errors, dangerous errors, and dangerous violations. Young drivers committed more dangerous errors and dangerous violations than older drivers. Females reported more dangerous errors than males. Males reported more dangerous violations than females. Drivers who reported a high level of road exposure and those who reported having been convicted for speeding reported more dangerous violations. Differences in the results of the two studies can largely by accounted for by differences in the representation of age and gender in the two populations studied.