Fifteen-hour day shifts have little effect on the performance of taskwork by anaesthesia trainees during uncomplicated clinical simulation.

Shiftwork and work-hour limits for junior doctors are now well established in hospital work patterns. In order to ensure that trainees have adequate exposure to daytime elective surgical procedures, there is a tendency to have long shifts that include an after-hours component. However, long shifts can cause performance decrement due to time-on-task fatigue. In addition, shifts that encroach upon sleep time result in sleep loss. Using a high-fidelity patient simulation environment, we undertook a randomised, controlled trial to examine fatigue effects. A within-subjects comparison was used to evaluate the effect of 15-hour day shifts on the performance of 12 anaesthesia registrars. Preoperative assessment, machine check and taskwork using 42 task categories were evaluated. In both conditions, there was failure to meet current guidelines for preoperative evaluation or machine check, and when fatigued there was a 'trend' (P=0.06) to a reduction in the number of items in the machine check. With increase in time awake, there was an increase in time taken for explanation to the patient, an increase in mean duration of explanation to the patient, more time looking at the intravenous line or fluids when multi-tasking but less time adjusting the intravenous fluid. These effects are minor during routine uncomplicated induction of anaesthesia, but further investigation is needed to examine fatigue effects during non-routine circumstances.

Continuous positive airway pressure reduces daytime sleepiness in mild to moderate obstructive sleep apnoea: a meta-analysis.

BACKGROUND: Obstructive sleep apnoea syndrome (OSAS) affects an estimated 2-4% of the middle aged population. Meta-analyses of randomised controlled trials have shown that the severe presentation of the syndrome (apnoea hypopnoea index (AHI) >30/hour) is effectively treated with continuous positive airway pressure (CPAP). Until recently there have been insufficient data to determine whether CPAP improves sleepiness in the larger subgroup with mild to moderate OSAS (AHI 5-30/hour). METHODS: A systematic search of Medline and a hand search identified seven randomised controlled trials where CPAP was compared with either a placebo or with conservative management in the treatment of mild to moderate OSAS (AHI 5-30/hour). All trials used the Epworth Sleepiness Scale (ESS), four used the Multiple Sleep Latency Test (MSLT), and three used the Maintenance of Wakefulness Test (MWT) to measure sleepiness. RESULTS: Meta-analyses indicated that CPAP significantly reduced subjective daytime sleepiness (ESS) by 1.2 points (95% CI 0.5 to 1.9, p = 0.001), improved objective daytime wakefulness (MWT) by 2.1 minutes (95% CI 0.5 to 3.7, p = 0.011), but did not affect objective daytime sleepiness (MSLT, mean benefit -0.2 minutes, 95% CI -1.0 to 0.6, p = 0.6). The two significant effects were small (effect size <0.30). CONCLUSIONS: CPAP elicits small improvements in subjective sleepiness and objective wakefulness in people with mild to moderate OSAS. However, the effects on sleepiness are of limited clinical significance.

A prospective, randomised clinical evaluation of a new safety-orientated injectable drug administration system in comparison with conventional methods.

Fifteen anaesthetists were observed while providing anaesthesia for 15 pairs of adult cardiac surgical operations, using conventional methods for one of each pair and a new drug administration system designed to reduce error for the other. Aspects of each method were rated by users on 10-cm visual analogue scales (10 being best). The new system was rated more favourably than conventional methods in terms of safety (median [range] = 8.1 [6.8-9.7] vs. 7.1 [2.6-9.3] cm; p = 0.001) and usability (8.5 [5.9-9.4] vs. 7.5 [3.2-9.8] cm; p=0.027). The new system saved preparation time both before anaesthesia (median [range] = 180 [32-480] vs. 360 [120-600] s; p=0.013) and during anaesthesia (10 [2-38] vs. 12 [10-60] s; p=0.009). Prefilled syringes for the new system increased costs by euro 23.00 per anaesthetic (p = 0.041), but this increase is likely to be offset by the potential of the new system to decrease costly iatrogenic harm by preventing drug error.

An assessment of sleep disturbance in patients before and after total hip arthroplasty.

Patients with osteoarthritis commonly complain of sleep disturbance that may be due to pain. Osteoarthritic hip pain is commonly alleviated by total hip arthroplasty (THA). Forty-eight patients waiting for THA completed a sleep questionnaire and were monitored using actigraphy and sleep diaries for 4 to 5 nights, 1 month before and 3 months after surgery. For the group as a whole, significant improvements were seen in subjective and objective measures of sleep after THA. In this study, 75% of participants reported that their sleep was never or rarely disturbed by hip pain after surgery. Actigraphy indicated significant reductions in time in bed and activity during sleep, more efficient sleep and less fragmented (restless) sleep. Differences between patients aged < 65 and > or = 65 years were observed. These findings support the hypothesis that relief from the pain of osteoarthritis as a result of THA improves sleep quality. Improvements in sleep contribute to the improved quality of life and day-to-day functioning seen after THA.

Hours of work and fatigue-related error: a survey of New Zealand anaesthetists.

A nationwide survey (70% response) documented anaesthetists' hours of work, their perceptions about safety limits and their recollection of fatigue-related errors in clinical practice. In the preceding six months, 71% of trainees and 58% of specialists had exceeded their self-defined safety limits for continuous anaesthesia administration. For 50% of trainees and 27% of specialists, their average working week exceeded their own limits for maintaining patient safety, and for 63% of trainees and 40% of specialists, it exceeded their limits for maintaining their personal well-being. Fatigue-related errors were reported by 86% of respondents, with 32% recalling errors in the preceding six months. Specialists were more likely to report a fatigue-related error if they had exceeded their own safety limits for continuous anaesthesia administration, or for weekly work hours. Current measures are not preventing anaesthetists from working hours that they consider to be unsafe for patients or harmful to their own well-being.

Flight crew fatigue I: objectives and methods.

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.

Flight crew fatigue II: short-haul fixed-wing air transport operations.

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.

Flight crew fatigue III: North Sea helicopter air transport operations.

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.

Flight crew fatigue IV: overnight cargo operations.

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.

Flight crew fatigue V: long-haul air transport operations.

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.

Flight crew fatigue VI: a synthesis.

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.

Managing fatigue in operational settings. 1: Physiological considerations and countermeasures.

The authors consider three aspects of managing fatigue in the workplace. They provide a brief overview of important scientific findings related to sleep and circadian physiology that establish the psychobiological foundation of fatigue. Their major focus is on the relevance of these findings to operational settings. In addition, they provide examples to describe practical fatigue countermeasures that can be used in operational settings.

Managing fatigue in operational settings 2: An integrated approach.

The six domains that must be addressed in managing fatigue in operational settings are identified, and examples of how the aviation industry is dealing with the problems in each domain are given. Challenges facing healthcare providers in managing fatigue are also discussed.

Fatigue in operational settings: examples from the aviation environment.

The need for 24-h operations creates nonstandard and altered work schedules that can lead to cumulative sleep loss and circadian disruption. These factors can lead to fatigue and sleepiness and affect performance and productivity on the job. The approach, research, and results of the NASA Ames Fatigue Countermeasures Program are described to illustrate one attempt to address these issues in the aviation environment. The scientific and operational relevance of these factors is discussed, and provocative issues for future research are presented.

Age, circadian rhythms, and sleep loss in flight crews.

Age-related changes in trip-induced sleep loss, personality (n = 205), and the pre-duty temperature rhythm (n = 91) were analyzed in crews from various flight operations. Eveningness decreased with age (subjects aged 20-30 were more evening-type than subjects over 40). The minimum of the baseline temperature rhythm occurred earlier with age (earlier in subjects aged 30-50 than in subjects aged 20-30). The amplitude of the baseline temperature rhythm declined with age (greater in subjects aged 20-30 than in subjects over 40). Average daily percentage sleep loss during trips increased with age. Among crewmembers flying longhaul flight operations, subjects aged 50-60 averaged 3.5 times more sleep loss per day than subjects aged 20-30. These studies support previous findings that evening types and subjects with later peaking temperature rhythms adapt better to shift work and time zone changes. Age and circadian type may be important considerations for duty schedules and fatigue countermeasures.

Adaptation of sleep and circadian rhythms to the Antarctic summer: a question of zeitgeber strength.

Adaptation of sleep and circadian rhythms was examined in three temperate zone dwellers arriving in Antarctica during summer. Rectal temperature, wrist activity, and heart rate were monitored continuously, sleep timing and quality noted on awakening, and mood and fatigue rated every 2 h while awake. Sleep was poorer in 2/3 subjects in Antarctica, where all subjects reported more difficulty rising. Sleep occurred at the same clock times in New Zealand and Antarctica, however, the rhythms of temperature, activity, and heart rate underwent a delay of about 2 h. The subject with the most Antarctic experience had the least difficulty adapting to sleeping during constant daylight. The subject with the most delayed circadian rhythms had the most difficulty. The delay in the circadian system with respect to sleep and clock time is hypothesized to be due to differences in zeitgeber strength and/or zeitgeber exposure between Antarctica and New Zealand.

Adjustment of sleep and the circadian temperature rhythm after flights across nine time zones.

The adjustment of sleep-wake patterns and the circadian temperature rhythm was monitored in nine Royal Norwegian Air-force volunteers operating P-3 aircraft during a westward training deployment across nine time zones. Subjects recorded all sleep and nap times, rated nightly sleep quality, and completed personality inventories. Rectal temperature, heart rate, and wrist activity were continuously monitored. Adjustment was slower after the return eastward flight than after the outbound westward flight. The eastward flight produced slower readjustment of sleep timing to local time and greater interindividual variability in the patterns of adjustment of sleep and temperature. One subject apparently exhibited resynchronization by partition, with the temperature rhythm undergoing the reciprocal 15-h delay. In contrast, average heart rates during sleep were significantly elevated only after westward flight. Interindividual differences in adjustment of the temperature rhythm were correlated with some of the personality measures. Larger phase delays in the overall temperature waveform (as measured on the 5th day after westward flight) were exhibited by extraverts, and less consistently by evening types.