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The main consequence of insufficient sleep is sleepiness. While measures of sleep latency, continuous encephalographical/electro-oculographical ( EEG/ EOG) recording and performance tests are useful indicators of sleepiness in the laboratory and clinic, they are not easily implemented in large, real-life field studies. Subjective ratings of sleepiness, which are easily applied and unobtrusive, are an alternative, but whether they measure sleepiness sensitively, reliably and validly remains uncertain. This review brings together research relevant to these issues. It is focused on the Karolinska Sleepiness Scale ( KSS), which is a nine-point Likert-type scale. The diurnal pattern of sleepiness is U-shaped, with high KSS values in the morning and late evening, and with great stability across years. KSS values increase sensitively during acute total and repeated partial sleep deprivation and night work, including night driving. The effect sizes range between 1.5 and 3. The relation to driving performance or EEG/ EOG indicators of sleepiness is highly significant, strongly curvilinear and consistent across individuals. High (>6) KSS values are associated particularly with impaired driving performance and sleep intrusions in the EEG. KSS values are also increased in many clinical conditions such as sleep apnea, depression and burnout. The context has a strong influence on KSS ratings. Thus, physical activity, social interaction and light exposure will reduce KSS values by 1-2 units. In contrast, time-on-task in a monotonous context will increase KSS values by 1-2 units. In summary, subjective ratings of sleepiness as described here is as sensitive and valid an indicator of sleepiness as objective measures, and particularly suitable for field studies. [ABSTRACT FROM AUTHOR]

The study objective was to validate the Karolinska Sleep Questionnaire with regard to dimensionality, internal consistency, and construct and criterion validity. Another objective was to provide normative data. Data from the cross-sectional Västerbotten Environmental Health Study in Sweden were used. The 3406 participants in this study, 18 to 79 years old, constituted a random sample stratified for age and sex. Along with the Karolinska Sleep Questionnaire, the participants responded to the Hospital Anxiety and Depression Scale, the Perceived Stress Scale, and the Shirom Melamed Burnout Questionnaire for assessing construct validity. Factor analyses of the questions in the Karolinska Sleep Questionnaire that relate to nocturnal sleep revealed the dimensions sleep quality, non-restorative sleep, and sleep apnea. A separate factor analysis on the questions regarding day time sleepiness revealed a sleepiness dimension. The sleep quality, non-restorative sleep, and sleepiness dimensions showed approximate normal distributions, whereas the distribution for sleep apnea was positively skewed. All dimensions showed good internal consistency. Satisfactory construct validity was found for all dimensions. Using the DSM-IV criteria of insomnia, relevant questions in the Karolinska Sleep Questionnaire were combined into an index of nocturnal symptoms of insomnia as were questions of sleep apnea. Prevalences of insomnia and sleep apnea correspond well to those of other studies, indicating good criterion validity. The favorable psychometric properties of the dimensions and indexes from the Karolinska Sleep Questionnaire suggest their use for assessing sleep quality, non-restorative sleep, sleep apnea, sleepiness and nocturnal symptoms of insomnia. [ABSTRACT FROM AUTHOR]

The aim of the study was to test whether a new dynamic light regime would improve alertness, sleep, and adaptation to rotating shiftwork. The illumination level in a control room without windows at a nuclear power station was ∼200 lux (straight-forward horizontal gaze) using a weak yellow light of 200 lux, 3000 K (Philips Master TLD 36 W 830). New lighting equipment was installed in one area of the control room above the positions of the reactor operators. The new lights were shielded from the control group by a distance of >6 m, and the other operators worked at desks turned away from the new light. The new lights were designed to give three different light exposures: (i) white/blue strong light of 745 lux, 6000 K; (ii) weak yellow light of 650 lux, 4000 K; and (iii) yellow moderate light of 700 lux, 4000 K. In a crossover design, the normal and new light exposures were given during a sequence of three night shifts, two free days, two morning shifts, and one afternoon shift (NNN + MMA), with 7 wks between sessions. The operators consisted of two groups; seven reactor operators from seven work teams were at one time exposed to the new equipment and 16 other operators were used as controls. The study was conducted during winter with reduced opportunities of daylight exposure during work, after night work, or before morning work. Operators wore actigraphs, filled in a sleep/wake diary, including ratings of sleepiness on the Karolinska Sleepiness Scale (KSS) every 2 h, and provided saliva samples for analysis of melatonin at work (every 2nd h during one night shift and first 3 h during one morning shift). Results from the wake/sleep diary showed the new light treatment increased alertness during the 2nd night shift (interaction group × light × time, p < .01). Time of waking was delayed in the light condition after the 3rd night shift (group × light, p < .05), but the amount of wake time during the sleep span increased after the 2nd night shift ( p < .05), also showing a tendency to affect sleep efficiency ( p < .10). Effects on circadian phase were difficult to establish given the small sample size and infrequent sampling of saliva melatonin. Nonetheless, it seems that appropriate dynamic light in rooms without windows during the dark Nordic season may promote alertness, sleep, and better adaptation to quickly rotating shiftwork. (Author correspondence: ) [ABSTRACT FROM AUTHOR]

Very little is known about the prevalence of morning work and its relationship with sleep and fatigue. The present study obtained data from a representative sample of the Swedish population (N = 5489) to address this limitation in the literature. The results show that 15% of the population commenced work, at least occasionally, before 05:30 h and ∼2% did so most of the time. With the increasing phase advance of the start time, the time of rising also advanced, but bedtime changed very little. Thus, early start times were not compensated with earlier bedtimes. Total sleep time decreased as the work start time was advanced; sleep duration was <5 h for work start times between 03:00 and 04:30 h. The results also indicated that advanced start times were linked with increased fatigue, feelings of not being well rested, and reports of early start times as a rather large or very large problem. However, difficulties in waking and disturbed sleep did not change with advanced start times. It was concluded that early start times are common and are associated with sleep problems and fatigue. (Author correspondence: ) [ABSTRACT FROM AUTHOR]

Very little is known about the effects on sleep and sleepiness of entering or exiting shiftwork. The present study used a longitudinal database (n = 3637). Participants completed a questionnaire on work hours, sleep, and work environment at the start and end of a 5-yr period. Changes in shift/day work status were related to change in a number of subjective sleep variables using logistic regression analysis. The analyses were adjusted for age, sex, and differences in socioeconomic status, work demands, work control, physical workload, marriage status, and number of children. In comparison with constant day work, entering shiftwork (with or without night shifts) from day work increased the risk of difficulties in falling asleep, and leaving shiftwork reduced this risk (odds ratio [OR] = 2.8 [confidence interval, CI = 1.8–4.5]). Also falling asleep at work showed a consistent pattern; an increased risk of falling asleep for those with shiftwork on both occasions, and for those with night work on both occasions. Also entering night work was associated with a strongly increased risk of falling asleep at work (OR = 2.9 [CI = 1.3–6.7]). These results suggest that entering and leaving shiftwork has a considerable impact on sleep and alertness. However, there is a need for large and more extended longitudinal studies to support our findings. (Author correspondence: ) [ABSTRACT FROM AUTHOR]

Studies of driving and sleepiness indicators have mainly focused on prior sleep reduction. The present study sought to identify sleepiness indicators responsive to several potential regulators of sleepiness: sleep loss, time of day (TOD) and time on task (TOT) during simulator driving. Thirteen subjects drove a high-fidelity moving base simulator in six 1-h sessions across a 24-h period, after normal sleep duration (8 h) and after partial sleep deprivation (PSD; 4 h). The results showed clear main effects of TOD (night) and TOT but not for PSD, although the latter strongly interacted with TOD. The most sensitive variable was subjective sleepiness, the standard deviation of lateral position (SDLAT) and measures of eye closure [duration, speed (slow), amplitude (low)]. Measures of electroencephalography and line crossings (LCs) showed only modest responses. For most variables individual differences vastly exceeded those of the fixed effects, except for subjective sleepiness and SDLAT. In a multiple regression analysis, SDLAT, amplitude/peak eye-lid closing velocity and blink duration predicted subjective sleepiness bouts with a sensitivity and specificity of about 70%, but were mutually redundant. The prediction of LCs gave considerably weaker, but similar results. In summary, SDLAT and eye closure variables could be candidates for use in sleepiness-monitoring devices. However, individual differences are considerable and there is need for research on how to identify and predict individual differences in susceptibility to sleepiness. [ABSTRACT FROM AUTHOR]

Sleepiness is a major cause of lower productivity and higher risk of accidents in various work situations. Developing sleepiness monitoring techniques is important to improve work efficiency and to reduce accident risk, so that people can take a rest/break in appropriate timing before an accident or a mistake occurs. The aims of the present study are (1) to explain subjective sleepiness using sleep-related symptoms, and (2) to examine which symptoms are useful to predict performance errors. Participants were healthy paid volunteers (six males, six females; mean ± SD, 31.5 ± 10.74 years). Participants took part in 26-h sleep deprivation. During sleep deprivation, they carried out several performance tasks every 3 h and an hourly rating of questionnaires to evaluate subjective symptoms including two types of Karolinska sleepiness scale (KSS). The present study confirmed that performance errors can be predicted by subjective symptoms. While mental fatigue was correlated to KSS scores linearly, eye-related subjective symptoms showed quadratic correlations to KSS. By taking into consideration this noteworthy relationship between subjective symptoms and sleepiness, more accurate introspection of sleepiness and performance errors prediction (detection) may be possible. [ABSTRACT FROM AUTHOR]

Abstract: Sleepiness is related to factors such as the time of day, the time since awakening and the duration of prior sleep. The present study investigated whether actual road crashes could be predicted from a mathematical model based on these three factors (the Sleep/Wake Predictor—SWP). Data were derived from a population-based case-control study of serious injury crashes. Data on accident time (or control sampling time) and start and end of prior sleep were entered into the model (blind). The predicted sleepiness values were used in logistic regressions. The results showed a highly significant odds ratio (OR)=1.72 (confidence interval=1.41–2.09) for each incremental step of sleepiness on the output sleepiness scale (nine steps). There was also a significant interaction with blood alcohol level, showing high OR values for high sleepiness levels and alcohol levels above 50mg% (0.05g/dl). It was concluded that the model is a good predictor of road crashes beyond that of alcohol level, and that interaction between the two carries a very high risk. [Copyright &y& Elsevier]

Ratings of subjective sleepiness are often used in laboratory and field studies of sleep loss and shifted sleep hours. Some studies suggest that such ratings might fail to reflect sleepiness as shown in physiology or performance. One reason for this may be the influence of the context of the rating. Social interaction or physical activity may mask latent sleepiness. The present study attempted to approach this question. Nine subjects participated in a partial sleep-deprivation experiment (five days of 4 h of time in bed [TIB]), preceded by two baseline days (8 h TIB) and followed by three recovery days (8 h TIB). Sleepiness was self-rated on the Karolinska Sleepiness Scale (KSS; scores of 1-9) after a period of relaxation, after a reaction-time test, and after 30 min of free activities. The results showed a strong increase in subjective sleepiness during sleep restriction and a significant difference between conditions. Free activity reduced the self-rated subjective sleepiness by 1.1 KSS units compared to the level of sleepiness self-rated at the end of the reaction-time test. Thus, the results of this study indicate that the context of a sleepiness rating affects the outcome of the rating. [ABSTRACT FROM AUTHOR]

Mathematical models designed to predict alertness or performance have been developed primarily as tools for evaluating work and/or sleep-wake schedules that deviate from the traditional daytime orientation. In general, these models cope well with the acute changes resulting from an abnormal sleep but have difficulties handling sleep restriction across longer periods. The reason is that the function representing recovery is too steep—usually exponentially so—and with increasing sleep loss, the steepness increases, resulting in too rapid recovery. The present study focused on refining the Three-Process Model of alertness regulation. We used an experiment with 4 h of sleep/night (nine participants) that included subjective self-ratings of sleepiness every hour. To evaluate the model at the individual subject level, a set of mixed-effect regression analyses were performed using subjective sleepiness as the dependent variable. These mixed models estimate a fixed effect (group mean) and a random effect that accounts for heterogeneity between participants in the overall level of sleepiness (i.e., a random intercept). Using this technique, a point was sought on the exponential recovery function that would explain maximum variance in subjective sleepiness by switching to a linear function. The resulting point explaining the highest amount of variance was 12.2 on the 1-21 unit scale. It was concluded that the accumulation of sleep loss effects on subjective sleepiness may be accounted for by making the recovery function linear below a certain point on the otherwise exponential function. [ABSTRACT FROM AUTHOR]

Very little is known about differences in sleep between day and shift workers in representative samples of the population. This study compared a national representative sample (N=3400) of shift (with night shifts) and day workers regarding the different types of sleep disturbances and also the level of sleep symptoms with that of insomnia patients. The results showed very few differences between shift and day workers; only “too little sleep” and “nodding off at work” were marginally higher among shift workers. The results also showed that the complaints of insomnia patients for most sleep disturbances corresponded to the 2nd-16th percentile of the shift workers' levels of complaints. The results suggest, at least with the present questionnaire methodology, that shift work does not appear to be a major source of sleep disturbances and that their complaint levels bear no resemblance to those seen in insomniac patients. [ABSTRACT FROM AUTHOR]

Abstract: Altered sleep/wake patterns involve, by definition, displaced sleep. The present review concludes that mental performance is strongly influenced by many forms of displaced sleep. Being exposed to the circadian low (during work/activity), extended time awake or reduced duration of sleep will impair performance. The effect is most pronounced in the laboratory setting, however, even if a number of studies have shown effects of for example night work on neuropsychological tests, and simulated work. In real shift work situations performance changes have been less pronounced. No studies have evaluated the effects on production, but accidents and serious mistakes have been clearly established in road transport and there seems to be clear effects also in health care. The effects are similar in connection with flights across several time zones (jet lag) but less data are available. It is suggested that there is a need for establishing the significance of impaired performance due to work hours in white collar and service work. Also the notion of individual differences in performance impairment is an important issue. [Copyright &y& Elsevier]

The aim of the investigation was to compare sleepiness and sleep on westward morning and evening flights. Seven morning‐crew pilots and seven evening‐crew pilots participated. Data were collected before, during, and after outward‐bound (westward) and homeward‐bound (eastward) flights across six time zones. A sleep/wake diary (with repeated sleepiness and performance ratings) and wrist actigraphy were used for data collection. Maximum sleep was obtained after return and minimum sleep before the outward‐bound flights. Actigraphy measures and sleep efficiency over the course of the study showed no significant differences between the morning and evening crews. There was a trend for a significant effect of morning vs. evening flight for time with heavy eyelids, with the homeward‐bound flight showing more time with heavy eyelids. There were no significant differences between morning and evening crews with regard to napping during the flight. The duration of wakefulness was longer for the evening flight crew. There were significant interactions for Karolinska sleepiness scale (KSS) self‐ratings on both the outward‐bound and homeward‐bound flights, and KSS was elevated during a considerable portion of the evening flights. Rated performance showed a significant time effect, but there was no difference in self‐ratings between morning and evening crews. Evening flights involve higher levels of sleepiness than morning flights, presumably because of the close proximity in time to the circadian trough of alertness. [ABSTRACT FROM AUTHOR]

Driving in the early morning is associated with increased accident risk affecting not only professional drivers but also those who commute to work. The present study used a driving simulator to investigate the effects of driving home from a night shift. Ten shift workers participated after a normal night shift and after a normal night sleep. The results showed that driving home from the night shift was associated with an increased number of incidents (two wheels outside the lane marking, from 2.4 to 7.6 times), decreased time to first accident, increased lateral deviation (from 18 to 43 cm), increased eye closure duration (0.102 to 0.143 s), and increased subjective sleepiness. The results indicate severe postnight shift effects on sleepiness and driving performance. [ABSTRACT FROM AUTHOR]

Experimental and epidemiological research has shown that human sleepiness is determined especially by the circadian and homeostatic processes. The present field study examined which work-related factors airline pilots perceive as causing on-duty sleepiness during short-haul and long-haul flights. In addition, the association between the perceived reasons for sleepiness and actual sleepiness levels was examined, as well as the association between reporting inadequate sleep causing sleepiness and actual sleep-wake history. The study sample consisted of 29 long-haul (LH) pilots, 28 short-haul (SH) pilots, and 29 mixed fleet pilots (flying both SH and LH flights), each of whom participated in a 2-month field measurement period, yielding a total of 765 SH and 494 LH flight duty periods (FDPs) for analyses (FDP, a period between the start of a duty and the end of the last flight of that duty). The self-reports of sleepiness inducers were collected at the end of each FDP by an electronic select menu. On-duty sleepiness was rated at each flight phase by the Karolinska Sleepiness Scale (KSS). The sleep-wake data was collected by a diary and actigraph. The results showed that "FDP timing" and "inadequate sleep" were the most frequently reported reasons for on-duty sleepiness out of the seven options provided, regardless of FDP type (SH, LH). Reporting these reasons significantly increased the odds of increased on-duty sleepiness (KSS ≥ 7), except for reporting "inadequate sleep" during LH FDPs. Reporting "inadequate sleep" was also associated with increased odds of a reduced sleep-wake ratio (total sleep time/amount of wakefulness ≤ 0.33). Both "FDP timing" and "inadequate sleep" were most frequently reported during early morning and night FDPs, whereas the other options showed no such phenomenon. The present study suggests that airline pilots' perceptions of work-related factors that make them sleepy at work are in line with the previous experimental and epidemiological studies of sleepiness regulation. [ABSTRACT FROM AUTHOR]

The use of a short (< 1 h) nap in improving alertness during the early morning hours in the first night shift was examined under laboratory conditions. The study contained four experimental, non-consecutive night shifts with a nap of either 50 or 30 min at 01.00 or 04.00 hours. An experimental night shift without a nap served as a control condition. Each experimental shift was followed by daytime sleep. Fourteen experienced male shift workers went through all of the experimental conditions. The results showed that the naps improved the ability to respond to visual signals during the second half of the night shift. Physiological sleepiness was alleviated by the early naps, as measured 50 min after awakening, but not at the end of the shift. Subjective sleepiness was somewhat decreased by the naps. The naps produced sleep inertia which lasted for about 10–15 min. Daytime sleep was somewhat impaired by the 50 min naps. The study shows that a nap shorter than 1 h is able to improve alertness to a certain extent during the first night shift. [ABSTRACT FROM AUTHOR]

Daytime sleepiness impairs cognitive ability, but recent evidence suggests it is also an important driver of human motivation and behavior. We aimed to investigate the relationship between sleepiness and a behavior strongly associated with better health: social activity. We additionally aimed to investigate whether a key driver of sleepiness, sleep duration, had a similar relationship with social activity. For these questions, we considered bidirectionality, time of day, and differences between workdays and days off. Over 3 wk, 641working adults logged their behavior every 30 min, completed a sleepiness scale every 3 h, and filled a sleep diary every morning (rendering >292,000 activity and >70,000 sleepiness datapoints). Using generalized additive mixed-effect models, we analyzed potential nonlinear relationships between sleepiness/sleep duration and social activity. Greater sleepiness predicted a substantial decrease in the probability of social activity (odds ratio 95% CI = 0.34 to 0.35 for days off), as well as a decreased duration of such activity when it did occur. These associations appear especially robust on days off and in the evenings. Social duration moderated the typical time-of-day pattern of sleepiness, with, for example, extended evening socializing associated with lower sleepiness. Sleep duration did not robustly predict next-day social activity. However, extensive social activity (>5 h) predicted up to 30 min shorter subsequent sleep duration. These results indicate that sleepiness is a strong predictor of voluntary decreases in social contact. It is possible that bouts of sleepiness lead to socialwithdrawal and loneliness, both risk factors for mental and physical ill health. [ABSTRACT FROM AUTHOR]

• We used pooled data to examine the dynamic of the fatigue response to inflammation. • Sleepiness was also assessed as it is a symptom distinct from fatigue. • The development of fatigue and sleepiness paralleled the cytokine response. • A stronger cytokine response was related to developing more fatigue and sleepiness. • There was no moderation effect of baseline inflammatory status. Inflammation is believed to be a central mechanism in the pathophysiology of fatigue. While it is likely that dynamic of the fatigue response after an immune challenge relates to the corresponding cytokine release, this lacks evidence. Although both fatigue and sleepiness are strong signals to rest, they constitute distinct symptoms which are not necessarily associated, and sleepiness in relation to inflammation has been rarely investigated. Here, we have assessed the effect of an experimental immune challenge (administration of lipopolysaccharide, LPS) on the development of both fatigue and sleepiness, and the associations between increases in cytokine concentrations, fatigue and sleepiness, in healthy volunteers. In addition, because chronic-low grade inflammation may represent a risk factor for fatigue, we tested whether higher baseline levels of inflammation result in a more pronounced development of cytokine-induced fatigue and sleepiness. Data from four experimental studies was combined, giving a total of 120 subjects (LPS N = 79, 18 (23%) women; Placebo N = 69, 12 (17%) women). Administration of LPS resulted in a stronger increase in fatigue and sleepiness compared to the placebo condition, and the development of both fatigue and sleepiness closely paralleled the cytokine responses. Individuals with stronger increases in cytokine concentrations after LPS administration also suffered more from fatigue and sleepiness (N = 75), independent of gender. However, there was no support for the hypothesis that higher baseline inflammatory markers moderated the responses in fatigue or sleepiness after an inflammatory challenge. The results demonstrate a tight connection between the acute inflammatory response and development of both fatigue and sleepiness, and motivates further investigation of the involvement of inflammation in the pathophysiology of central fatigue. [ABSTRACT FROM AUTHOR]

The weekend is usually seen as a window of recovery. Thus, sleep before a day off may be less impaired than that before a workday. However, very few polysomnographical studies have investigated this hypothesis. Therefore, the aim of the present study was to compare sleep before a workday with that before a weekend. Seventeen teachers participated. Sleep was recorded with polysomnography on one weekday night during the workweek, and on a workday (Friday) followed by a day off. Sleep diaries and actigraphs were also used. Weekend sleep showed delayed bedtime and time of rising, a longer total sleep time (45 min), increased N3 and N1, and decreased N2 and REM. Sleep spindles were reduced. The results remained after truncation to the shortest common sleep duration (5 h). The increase in N3 from weekday sleep to Friday night sleep was positively correlated with N1 change ( r = 0.853, P ≤ 0.001), and negatively correlated with N2 change ( r = −0.614, P ≤ 0.001). Subjective ratings showed that weekend sleep was associated with less awakening problems and lower subjective arousal during the day. The authors concluded that weekend sleep was longer, and showed increased N3 and N1. The authors suggest that the N3 increase before the day off is a result of lower stress, while the N1 increase may be an effect of sleep spindle suppression via the increase of N3 (which would suppress sleep spindles), thus reducing N2 and enhancing N1. [ABSTRACT FROM AUTHOR]

Only limited information is available on how driving performance relates to physiological and subjective sleepiness on real roads. This relation was the focus of the present study. 33 volunteers drove for 90 min on a rural road during the afternoon and night in an instrumented car, while electroencephalography and electrooculography and lane departures were recorded continuously and subjective ratings of sleepiness were made every 5 min (Karolinska Sleepiness Scale -- KSS). Data was analyzed using Bayesian multilevel modeling. Unintentional LDs increased during night driving, as did KSS and long blink durations(LBD). Lateral position moved to the left . LDs were predicted by self-reported sleepiness and LBDs across time and were significantly higher in individuals with high sleepiness. Removal of intentional LDs, enhanced the KSS/LD relation. It was concluded that LDs, KSS, and LBDs are strongly increased during night driving and that KSS predicts LDs. [ABSTRACT FROM AUTHOR]

The purpose of this study was to investigate if and how sleep physiology is affected by naturally occurring high work stress and identify individual differences in the response of sleep to stress. Probable upcoming stress levels were estimated through weekly web questionnaire ratings. Based on the modified FIRST-scale (Ford insomnia response to stress) participants were grouped into high ( n = 9) or low ( n = 19) sensitivity to stress related sleep disturbances (Drake et al., 2004). Sleep was recorded in 28 teachers with polysomnography, sleep diaries and actigraphs during one high stress and one low stress condition in the participants home. EEG showed a decrease in sleep efficiency during the high stress condition. Significant interactions between group and condition were seen for REM sleep, arousals and stage transitions. The sensitive group had an increase in arousals and stage transitions during the high stress condition and a decrease in REM, whereas the opposite was seen in the resilient group. Diary ratings during the high stress condition showed higher bedtime stress and lower ratings on the awakening index (insufficient sleep and difficulties awakening). Ratings also showed lower cognitive function and preoccupation with work thoughts in the evening. KSS ratings of sleepiness increased during stress for the sensitive group. Saliva samples of cortisol showed no effect of stress. It was concluded that moderate daily stress is associated with a moderate negative effect on sleep sleep efficiency and fragmentation. A slightly stronger effect was seen in the sensitive group. [ABSTRACT FROM AUTHOR]

This study investigated the effects of two very commonly used countermeasures against driver sleepiness, opening the window and listening to music, on subjective and physiological sleepiness measures during real road driving. In total, 24 individuals participated in the study. Sixteen participants received intermittent 10-min intervals of: (i) open window (2 cm opened); and (ii) listening to music, during both day and night driving on an open motorway. Both subjective sleepiness and physiological sleepiness (blink duration) was estimated to be significantly reduced when subjects listened to music, but the effect was only minor compared with the pronounced effects of night driving and driving duration. Open window had no attenuating effect on either sleepiness measure. No significant long-term effects beyond the actual countermeasure application intervals occurred, as shown by comparison to the control group ( n = 8). Thus, despite their popularity, opening the window and listening to music cannot be recommended as sole countermeasures against driver sleepiness. [ABSTRACT FROM AUTHOR]

Abstract: Cox proportional hazard models were used to study relationships between the event that a driver is leaving the lane caused by sleepiness and different indicators of sleepiness. In order to elucidate different indicators’ performance, five different models developed by Cox proportional hazard on a data set from a simulator study were used. The models consisted of physiological indicators and indicators from driving data both as stand alone and in combination. The different models were compared on two different data sets by means of sensitivity and specificity and the models’ ability to predict lane departure was studied. In conclusion, a combination of blink indicators based on the ratio between blink amplitude and peak closing velocity of eyelid (A/PCV) (or blink amplitude and peak opening velocity of eyelid (A/POV)), standard deviation of lateral position and standard deviation of lateral acceleration relative road (ddy) was the most sensitive approach with sensitivity 0.80. This is also supported by the fact that driving data only shows the impairment of driving performance while blink data have a closer relation to sleepiness. Thus, an effective sleepiness warning system may be based on a combination of lane variability measures and variables related to eye movements (particularly slow eye closure) in order to have both high sensitivity (many correct warnings) and acceptable specificity (few false alarms). [Copyright &y& Elsevier]

• Long-haul truck drivers rate lower sleepiness levels than long-haul airline pilots. • Predicted sleepiness levels do not differ between these occupational groups. • Long-haul truck drivers may be sleepier than they report. • Long-haul truck drivers may underreact to sleepiness. Recent studies suggest heavy vehicle drivers self-estimate their sleepiness unexpectedly low during night duties. The present study compared sleepiness ratings of long-haul truck drivers with those of long-haul airline pilots during night and non-night duties. In addition, the correspondence between self-rated manifest and predicted latent sleepiness was examined in the two groups. Twenty-two drivers and 33 pilots participated. Their working hours, sleep, on-duty sleepiness, and use of sleepiness countermeasures were measured in naturalistic conditions. Predictions of latent sleepiness were based on the measurements of working hours and sleep using the Sleep/Wake Predictor modelling tool. Drivers rated lower levels of sleepiness than pilots during both duty types, though predicted latent sleepiness levels were very similar among the two groups. Neither the results of sleep nor those of sleepiness countermeasures explained the difference in self-rated sleepiness. The results raise the possibility that long-haul truck drivers are actually sleepier than they report, and thus are at an increased risk for not responding to sleepiness in a timely manner. A potential explanation for this behavior is lack of education and training on sleepiness among truck drivers as compared with airline pilots. Alternatively, long-haul truck drivers may be exceptionally tolerant to soporific working conditions. The first reported results do not, however, support this hypothesis. [ABSTRACT FROM AUTHOR]