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Highlights: Effects of Sleep
Schedules on
Commercial Motor Vehicle Driver Performance
This report presents results of a study on the
effects of rest and recovery cycles and partial sleep deprivation on commercial
motor vehicle (CMV) driver performance. The study was a collaborative effort,
performed by the Division of Neuropsychiatry, Walter Reed Army Institute of
Research and the Johns Hopkins Bayview Medical Center. Funding was provided by
the FMCSA, the Federal Aviation Administration, and the Federal Railroad
Administration. A draft final report of this study has been available in the
Hours-of-Service docket, #FMCSA-97-2350, entry #2010 since June 2000.
Although it is known that sleep debt impairs performance on a variety of tasks
(including those related to driving), the quantitative relationship between
hours of sleep and performance during waking hours is not well known. This is
problematic because inadequate daily sleep, rather than the complete absence of
sleep, probably accounts for most drowsiness in CMV drivers, as well as in other
workers. If a quantitative relationship could be developed between total sleep
time and subsequent performance, it could lead to improvements in operational
safety and performance effectiveness.
This project was comprised of a field study and a laboratory study. In the field
study, wrist actigraphy was used to determine amounts of sleep taken by long-
versus short-haul drivers during and outside the work shift. In the laboratory
study, the effects of different amounts of nightly time in bed (3, 5, 7, or 9
hours) on subsequent performance (cognitive tasks and simulated driving) was
measured. Participants were bus and truck drivers holding a valid Commercial
Drivers License. The data were analyzed and used to refine a numerical model to
predict performance on the basis of prior sleep.
Major findings from the field study include:
- Drivers with more opportunity to sleep
(i.e., longer off-duty time) slept more. Short-haul drivers were more likely
to obtain their sleep in a single sleep period.
- Both long- and short-haul drivers averaged
approximately 7 ½ hours of sleep per night, which is within normal limits
for adults.
- There was significant day-to-day
variability in sleep duration in both the long-haul and the short-haul
groups.
- Long-haul drivers obtained almost half of
their daily sleep during work-shift hours, mainly sleeper-berth time. This
may suggest that they spend a significant portion of the work shift in a
state of partial sleep deprivation until the opportunity to obtain recovery
sleep presents itself.
Major findings from the laboratory study
include:
- There were statistically significant
relationships between participants’ daytime performance on several types of
tasks and the amount of sleep they had obtained the previous night.
- There was not a strong relationship between
lapses in alertness, as defined by changes in brain wave patterns, and
accidents on the simulated driving task.
- Across the seven consecutive days of
testing, performance of drivers in the 7-hour group (who averaged 6.28 hours
of actual sleep, which is slightly less than population norms) was
measurably poorer than performance of drivers in the 9-hour group (who
averaged 7.93 hours of actual sleep, which is within normal limits). This
suggests that individuals were not able to adapt to, or compensate for, even
mild reductions in total sleep time.
- After more severe sleep restriction (e.g.,
the 3-hr group), recovery of performance was not complete after 3
consecutive nights of recovery sleep (with 8 hours spent in bed on each
night).
- Daytime alertness and performance capacity
is a function not only of an individual’s circadian rhythm, time since the
last sleep period, and duration of the last sleep period, but is also a
function of his/her sleep history, extending back for at least several days.
The entire 446-page report (Report Number
DOT-MC-00-133) is available from the FMCSA, by contacting the attendant at
202-366-4009 or by sending an e-mail request to:
deborah.freund@fhwa.dot.gov
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