The validity of psychomotor vigilance tasks of less than 10-minute duration

The 10-min psychomotor vigilance task (PVT) has often been used to assess the impact of sleep loss on performance. Due to time constraints, however, regular testing may not be practical in field studies. The aim of the present study was to examine the suitability of tests shorter than 10 min. in duration. Changes in performance across a night of sustained wakefulness were compared during a standard 10-min PVT, the first 5 min of the PVT, and the first 2 min of the PVT. Four performance metrics were assessed: (1) mean reaction time (RT), (2) fastest 10% of RT, (3) lapse percentage, and (4) slowest 10% of RT. Performance during the 10-min PVT significantly deteriorated with increasing wakefulness for all metrics. Performance during the first 5 min and the first 2 min of the PVT deteriorated in a manner similar to that observed for the whole 10-min task, with all metrics except lapse percentage displaying significant impairment across the night. However, the shorter the task sampling time, the less sensitive the test is to sleepiness. Nevertheless, the 5-min PVT may provide a viable alternative to the 10-min PVT for some performance metrics.     

The validity of psychomotor vigilance tasks of less than 10-minute duration.

The 10-min psychomotor vigilance task (PVT) has often been used to assess the impact of sleep loss on performance. Due to time constraints, however, regular testing may not be practical in field studies. The aim of the present study was to examine the suitability of tests shorter than 10 min. in duration. Changes in performance across a night of sustained wakefulness were compared during a standard 10-min PVT, the first 5 min of the PVT, and the first 2 min of the PVT. Four performance metrics were assessed: (1) mean reaction time (RT), (2) fastest 10% of RT, (3) lapse percentage, and (4) slowest 10% of RT. Performance during the 10-min PVT significantly deteriorated with increasing wakefulness for all metrics. Performance during the first 5 min and the first 2 min of the PVT deteriorated in a manner similar to that observed for the whole 10-min task, with all metrics except lapse percentage displaying significant impairment across the night. However, the shorter the task sampling time, the less sensitive the test is to sleepiness. Nevertheless, the 5-min PVT may provide a viable alternative to the 10-min PVT for some performance metrics.     

Comparing the Effects of Three Cognitive Tasks on Indicators of Mental Fatigue

Abstract

This investigation assessed the impact of three cognitively demanding tasks on cognitive performance, subjective, and physiological indicators of mental fatigue. Following familiarization, participants completed four testing sessions, separated by 48?h. During each session, participants watched a 45-min emotionally neutral documentary (control) or completed one of the following computer tasks: Psychomotor Vigilance Task (PVT); AX-Continuous Performance Test (AX-CPT); or Stroop Task. Mental fatigue was assessed before and at regular periods for 60?min following the 45-min treatments. Cognitive performance was assessed using 3-min PVT, and task performance. Subjective assessments were conducted using the Brunel Mood Scale, and visual analog scales (VAS). Physiological indicators of mental fatigue included electroencephalography (EEG), and heart rate variability (HRV). Subjective ratings of mental fatigue increased from pre to 0-min post in all-treatments, but not the documentary (p?p?相似文献   

The sensitivity of a palm-based psychomotor vigilance task to severe sleep loss

In this study, we evaluated the sensitivity of a 5-min personal digital assistant-psychomotor vigilance test (PDA-PVT) to severe sleep loss. Twenty-one participants completed a 10-min PVT-192 and a 5-min PDA-PVT at two hourly intervals during 62 h of sustained wakefulness. For both tasks, response speed and number of lapses (RTs > 500) per minute significantly increased with increasing hours of wakefulness. Overall, standardized response speed scores on the 5-min PDA-PVT closely tracked those of the PVT-192; however, the PDA-PVT was generally associated with more lapses/minute. Closer inspection of the data indicated that when the level of sleep loss and fatigue became more severe (i.e., Day 3), the 5-min PDA-PVT was not quite as sensitive as the 10-min PVT-192 when 2- to 10-sec foreperiods were used for both. It is likely, however, that the observed differences between the two devices was due to differences in task length. Thus, the findings provide further evidence of the validity of the 5-min PDA-PVT as a substitute for the 10-min PVT-192, particularly in circumstances in which a shorter test is required and/or the PVT-192 is not as practical.     

Preliminary validation study of the 3-min wrist-worn psychomotor vigilance test

The 10-min psychomotor vigilance test (PVT) is a widely used tool to assess behavioral alertness. In operational environments, however, the 3-min version of the PVT is more practicable. Under controlled laboratory conditions, we compared performance on the 3-min PVT on a wrist-worn device with the 3-min PVT on a laptop computer. We conducted two repeated measures experiments (72 participants) to assess the effects of PVT device type (laptop or wrist-worn), backlight on the wrist-worn device (on or off), ambient light (low or normal levels), and interstimulus interval (ISI). First, we compared the wrist-worn PVT (ISI of 2–10 s) with the laptop-based PVT (ISI of 1–4 s). Participants performed six PVT trials counterbalanced for order of ambient light and device type. In both ambient-lighting conditions, the median differences in PVT metrics (reaction time, response speed, and percentage of 355-ms or 500-ms lapses combined with false starts) between the laptop and the wrist-worn PVT with the backlight on were less than 4.5 %. Specifically, the median difference in reaction times was less than 10 ms. However, the standard deviation in most metrics using the wrist-worn PVT was twice that of the laptop. In a second experiment, we compared the wrist-worn and laptop PVTs with the same ISIs (1–4 s) in normal light conditions. The results suggest that PVT data can be collected reliably in the field using the wrist-worn device with the backlight on and an ISI of 2–10 s.     

Towards a new approach to detect sleepiness: Validation of the objective sleepiness scale under simulated driving conditions

The Objective Sleepiness Scale (OSS) was developed to detect and quantify sleepiness on the basis of two direct and reliable sleepiness indicators: EEG and EOG. The present study aims to test whether the OSS can be used to detect sleepiness episodes that impair performance on driving and vigilance tasks accurately and with a good time synchronization. Forty-three healthy volunteers performed monotonous driving sessions on a simulator and the psychomotor vigilance task (PVT) in a normal sleep condition and after partial sleep deprivation. OSS reliability and time synchronization for sleepiness detection were tested on driving (standard deviation of vehicle lateral position and off-road duration) and PVT (reaction time and lapses). Inter-rater reliability of the scale was evaluated by two blinded scorers. Results show that the OSS score indicates higher sleepiness in sleep deprivation conditions (p < 0.001) and with time-on-task. Differences of performance between OSS score calculated with multiple pairwise comparisons, indicate OSS score increase when driving performance (SDLP and off-road duration) decreases (p < 0.001 for comparisons between OSS stages 0 vs 2, 0 vs 3, 1 vs 2 and p < 0.05 for 1 vs 3). Reaction time during PVT is also related to the OSS score (p < 0.05 for OSS values from 0 to 2, 0 to 3, 1 to 2 and 1 to 3). There is no proportional relation between OSS score and performance impairment, but a threshold effect between levels 1 and 2 of the scale is observed. Positive outcomes are also obtained for time synchronization of the OSS assessed on driving performance (p < 0.001 for both SDLP and off-road duration). Finally, inter-rater agreement is found to be considerable. The results allow us to consider using the Objective Sleepiness Scale as a tool for research on sleepiness.     

Reliability of the 5-min psychomotor vigilance task in a primary school classroom setting

This study evaluated the reliability of the 5-min psychomotor vigilance task (PVT) in a single-sex Australian primary school. Seventy-five male students (mean age 5 11.82 years, SD = 1.12) completed two 5-min PVTs using a Palm personal digital assistant (PDA) in (1) an isolated setting and (2) a classroom setting. Of this group of students, a subsample of 37 students completed a test-retest reliability trial within the classroom setting. Using a mixed-model analysis, there was no significant difference in the mean response time (RT) or number of lapses (RTs ≥ 500 msec) between the isolated and the classroom setting. There was, however, an order effect for the number of lapses in the isolated setting, with the number of lapses being greater if the isolated test was conducted second. Test-retest intraclass correlation coefficients (ICCs) in the classroom setting indicated moderate to high reliability (mean RT = .84, lapses = .59). Bland-Altman analysis showed no systematic difference between the two settings. Findings suggest that the 5-min PDA PVT is a reliable measure of sustained attention in the classroom setting in this sample of primary-aged schoolchildren. The results provide further evidence for the versatility of this measuring device for larger interventions outside the laboratory.     

3-minute smartphone-based and tablet-based psychomotor vigilance tests for the assessment of reduced alertness due to sleep deprivation

The psychomotor vigilance test (PVT) is widely used to measure reduced alertness due to sleep loss. Here, two newly developed, 3-min versions of the psychomotor vigilance test, one smartphone-based and the other tablet-based, were validated against a conventional 10-min laptop-based PVT. Sixteen healthy participants (ages 22–40; seven males, nine females) completed a laboratory study, which included a practice and a baseline day, a 38-h total sleep deprivation (TSD) period, and a recovery day, during which they performed the three different versions of the PVT every 3 h. For each version of the PVT, the number of lapses, mean response time (RT), and number of false starts showed statistically significant changes across the sleep deprivation and recovery days. The number of lapses on the laptop was significantly correlated with the numbers of lapses on the smartphone and tablet. The mean RTs were generally faster on the smartphone and tablet than on the laptop. All three versions of the PVT exhibited a time-on-task effect in RTs, modulated by time awake and time of day. False starts were relatively rare on all three PVTs. For the number of lapses, the effect sizes across 38 h of TSD were large for the laptop PVT and medium for the smartphone and tablet PVTs. These results indicate that the 3-min smartphone and tablet PVTs are valid instruments for measuring reduced alertness due to sleep deprivation and restored alertness following recovery sleep. The results also indicate that the loss of sensitivity on the 3-min PVTs may be mitigated by modifying the threshold defining lapses.     

A sleep physiologist's view of the drowsy driver

Drowsy driving is dangerous because of the impairment of driving skills that it causes. Unfortunately, the conceptual basis that underlies much of the multi-disciplinary research on this topic is muddled. The same poorly defined terms, such as fatigue and sleepiness, are used differently by different disciplines and researchers. Some new definitions and concepts are proposed here which may be helpful, as least as a stimulus for discussion by others. Drowsiness, sleepiness and fatigue are distinguished. A new conceptual model of sleepiness is outlined, based on a mutually inhibitory interaction between a putative sleep drive and a wake drive. Sleepiness, defined as sleep propensity, is a function of the relative strengths, not the absolute strengths, of the sleep and wake drives. The measurement of sleepiness requires some new variables such as instantaneous sleep propensity, to be distinguished from either the situational or the average sleep propensity. A subject's instantaneous sleep propensity depends on many variables including his average sleep propensity in daily life, the time of day, the duration of prior wakefulness, the subject's posture, physical and mental activity at the time, and individual differences based on psychophysiological traits. The relationship between dozing at the wheel while driving and crashing the vehicle may not be as straightforward as it appears at first.     

Fatigue risk management based on self-reported fatigue: Expanding a biomathematical model of fatigue-related performance deficits to also predict subjective sleepiness

Biomathematical models of fatigue can be used to predict neurobehavioral deficits during sleep/wake or work/rest schedules. Current models make predictions for objective performance deficits and/or subjective sleepiness, but known differences in the temporal dynamics of objective versus subjective outcomes have not been addressed. We expanded a biomathematical model of fatigue previously developed to predict objective performance deficits as measured on the Psychomotor Vigilance Test (PVT) to also predict subjective sleepiness as self-reported on the Karolinska Sleepiness Scale (KSS). Four model parameters were re-estimated to capture the distinct dynamics of the KSS and account for the scale difference between KSS and PVT. Two separate ensembles of datasets – drawn from laboratory studies of sleep deprivation, sleep restriction, simulated night work, napping, and recovery sleep – were used for calibration and subsequent validation of the model for subjective sleepiness. The expanded model was found to exhibit high prediction accuracy for subjective sleepiness, while retaining high prediction accuracy for objective performance deficits. Application of the validated model to an example scenario based on cargo aviation operations revealed divergence between predictions for objective and subjective outcomes, with subjective sleepiness substantially underestimating accumulating objective impairment, which has important real-world implications. In safety-sensitive operations such as commercial aviation, where self-ratings of sleepiness are used as part of fatigue risk management, the systematic differences in the temporal dynamics of objective versus subjective measures of functional impairment point to a potentially significant risk evaluation sensitivity gap. The expanded biomathematical model of fatigue presented here provides a useful quantitative tool to bridge this previously unrecognized gap.     

Psychological performance assessment via interactive voice response systems

Two experiments examined the feasibility of psychological assessment using interactive voice response (IVR) technology and the potential sensitivity of such assessments to alcohol and fatigue effects. In Experiment 1, 10 subjects performed a 12-min battery of six IVR-administered tasks, Monday through Friday, over 2 weeks. Minimal learning effects were evident during training. Repeated administrations indicated high test-retest reliabilities. In Experiment 2 (double-blind, alcohol/placebo crossover design), 7 subjects were tested every 2 h over a 24-h period during two experimental sessions (peak blood alcohol concentrations =80 mg/dL). Several IVR-administered tasks were sensitive to alcohol impairment, but not as sensitive as laboratory-based measures specifically designed to assess alcohol impairment. Little evidence for fatigue-related impairment was obtained. The results support optimism for the potential to assess psychomotor and cognitive functioning distally via telephony; however, further refinement and validation of the methods are needed.     

精神运动警觉性任务在不同知觉负荷下的疲劳状态监测

精神疲劳是由于长时间的认知活动引起的一种疲劳形式,不同任务水平可能造成不同的疲劳状态。本研究采用双任务范式,利用精神运动警觉性任务(Psychomotor Vigilance Task,PVT)的不同指标,考察了不同任务水平下的视觉搜索任务引起的不同精神疲劳状态。结果发现:PVT任务的最快10%反应时指标与自评疲劳程度结果一致,随着任务持续时间的增加而增加,最快10%反应时能够反映不同任务水平条件下的疲劳状态变化。注意忽视频次指标能够反映简单任务条件下的疲劳状态变化。平均反应时指标的时间主效应和任务主效应都显著,可能是反映精神疲劳状态和任务负荷情况的综合指标。PVT任务的最慢10%反应时指标,仅仅存在显著的任务效应,可能主要体现了任务负荷状态的变化。这些结果表明,PVT任务各指标能够反映不同任务水平引起的疲劳状态的不同变化,是研究和监测不同状态下精神疲劳程度较好的任务选择。     

Effects of sleep deprivation on Color-Word, Emotional, and Specific Stroop interference and on self-reported anxiety

The aim of this study was principally to assess the impact of sleep deprivation on interference performance in short Stroop tasks (Color-Word, Emotional, and Specific) and on subjective anxiety. Subjective sleepiness and performance on a psychomotor sustained attention task were also investigated to validate our protocol of sleep deprivation. Twelve healthy young subjects were tested at four-hourly intervals through a 36-h period of wakefulness under a constant routine protocol. Analyses of variance for repeated measurements revealed that self-assessment of sleepiness on a visual analogue scale as well as mean reaction time performance on the sustained attention task, both for the first minute and for 10 min of testing, were worsened by sleep deprivation. Analyses revealed an increase in self-reported anxiety scores on the STAI questionnaire but did not reveal any significant effect after sleep deprivation either on indexes of interference or on accuracy in Stroop tasks. However, analyses showed sensitivity to circadian effect on verbal reaction times in the threat-related (Emotional) and sleep-related (Specific) Stroop tasks. We concluded that 36 h of prolonged wakefulness affect self-reported anxiety and Emotional Stroop task resulting in a cognitive slowing. Moreover, total sleep deprivation does not affect interference control in any of the three short Stroop tasks.     

Effects of slow-release caffeine and a nap on driving simulator performance after partial sleep deprivation

A driving simulator was used to evaluate the effectiveness of a 30-min. nap and 300-mg slow-release caffeine as countermeasures to drivers' sleepiness induced by partial sleep deprivation. 12 participants were allowed 45 hr. time in bed at the laboratory. Driving performance then was measured twice--at 9 a.m. and at 1 p.m.--by a 45-min. driving task on a simulator. Subjective sleepiness/alertness and mood were assessed four times on the Stanford Sleepiness Scale and the Profile of Mood States. Driving performance was assessed as Lane Drifting, Speed Deviation, and Accident Liability. A 30-min. nap opportunity and 300 mg of slow-release caffeine both were successful in counteracting drivers' sleepiness. The remedial effect of slow-release caffeine lasted longer than that of the nap, that is, it was also effective in the afternoon session. This suggests that slow-release caffeine represents a valuable countermeasure that, in the case of partial sleep deprivation, is preferred to a nap when sleepiness has to be counteracted for a longer time.     

Comment on short-term variation in subjective sleepiness

Subjective sleepiness at different times is often measured in studies on sleep loss, night work, or drug effects. However, the context at the time of rating may influence results. The present study examined sleepiness throughout the day at hourly intervals and during controlled activities [reading, writing, walking, social interaction (discussion), etc.] by 10-min. intervals for 3 hr. This was done on a normal working day preceded by a scheduled early rising (to invite sleepiness) for six subjects. Analysis showed a significant U-shaped pattern across the day with peaks in the early morning and late evening. A walk and social interaction were associated with low sleepiness, compared to sedentary and quiet office work. None of this was visible in the hourly ratings. There was also a pronounced afternoon increase in sleepiness, that was not observable with hourly ratings. It was concluded that there are large variations in sleepiness related to time of day and also to context and that sparse sampling of subjective sleepiness may miss much of this variation.     

Short-term memory performances during sustained wakefulness in patients with obstructive sleep apnea-hypopnea syndrome

Both working and immediate memories were assessed every 4h by specific short-term memory tasks over sustained wakefulness in 12 patients with obstructive sleep apnea and hypopnea syndrome (OSAHS) and 10 healthy controls. Results indicated that OSAHS patients exhibited lower working memory performances than controls on both backward digit span and complex Sternberg tasks. Speed and accuracy on Sternberg tasks were affected by memory load in both groups. However, immediate memory was not impaired in OSAHS patients. Diurnal and nocturnal SaO(2) were correlated with speed and accuracy high-speed memory scanning performance on Sternberg tasks in patients. These results suggest specific working memory deficits associated with OSAHS over sustained wakefulness with a possible deficiency in the central executive responsible for the higher information processing, in addition to a potentially insufficient storage capacity. Among OSAHS patients, working memory ability involved in high-speed memory scanning may be impaired by chronic hypoxemia.     

Hazard perception performance and visual scanning behaviours: The effect of sleepiness

Driver sleepiness accounts for a substantial proportion of crashes in Australia and Worldwide. Young adults are overrepresented in sleep-related crashes and are more susceptible to sleepiness, resulting in impaired attention and driving performance. Visual scanning behaviour can affect the role between attention and information acquisition from the driver's environment. Thus, if attention is impaired, visual scanning behaviours are likely to show decrements as well. Overall, 32 young adults aged between 20 and 25 years completed a 60-minute hazard perception task to examine the effect of sleepiness and time-on-task on hazard perception performance, visual scanning behaviours, subjective sleepiness scores, and psychomotor vigilance test performance. The main outcomes include decrements in hazard perception performance and a restriction in horizontal and vertical eye scanning ranges across the 60-minute session, but with a more pronounced effect when sleep-restricted. These outcomes were consistent with increases in subjective sleepiness and behavioural metrics of sleepiness assessed via the PVT. Reductions in scanning range could limit opportunities to attend to hazards and other critical safety events. The current study outcomes provide an important contribution regarding the risks associated with sleepy driving performance.     

Physiological indicators of driver workload during car-following scenarios and takeovers in highly automated driving

This driving simulator study, conducted as a part of Horizon2020-funded L3Pilot project, investigated how different car-following situations affected driver workload, within the context of vehicle automation. Electrocardiogram (ECG) and electrodermal activity (EDA)-based physiological metrics were used as objective indicators of workload, along with self-reported workload ratings. A total of 32 drivers were divided into two equal groups, based on whether they engaged in a non-driving related task (NDRT) during automation (SAE Level 3) or monitored the drive (SAE Level 2). Drivers in both groups were exposed to two counterbalanced experimental drives, lasting ∼ 18 min each, of Short (0.5 s) and Long (1.5 s) Time Headway conditions during automated car-following (ACF), which was followed by a takeover that happened with or without a lead vehicle. Results showed that driver workload due to the NDRT was significantly higher than both monitoring the drive during ACF and manual car-following (MCF). Furthermore, the results indicated that a lead vehicle maintain a shorter THW can significantly increase driver workload during takeover scenarios, potentially affecting driver safety. This warrants further research into understanding safe time headway thresholds to be maintained by automated vehicles, without placing additional cognitive or attentional demands on the driver. Our results indicated that ECG and EDA signals are sensitive to variations in workload, which warrants further investigation on the value of combining these two signals to assess driver workload in real-time, to help future driver monitoring systems respond appropriately to the limitations of the driver, and predict their performance in the driving task, if and when they have to resume manual control of the vehicle after a period of automated driving.     

Differential effects of driver sleepiness and sleep inertia on driving behavior

ObjectivesDriver sleepiness is one of the major safety issues in conventional driving and sleep inertia emerges as a driver state in automated driving. The aim of the present study was to assess the differential impacts of sleepiness and sleep inertia on driving behavior.Method61 participants completed a 10-min manual driving task during an otherwise automated drive. They completed the task (a) under an alert state, (b) under a sleepy state, and (c) after EEG-confirmed sleep. Driving performance was assessed with the parameters lane-keeping, speed choice, and speed-keeping. The eye-blink-based sleepiness measure PERCLOS (the proportion of time with eyes closed) was compared for the three driver states.ResultsLane- and speed-keeping performance were impaired under the sleepy state and after sleep, relative to the alert state. After sleep, lane-keeping behavior recovered rapidly and speed-keeping recovered by trend. Under the sleepy state, performance deteriorated. After sleep, the mean speed was lower than in the sleepy state and in the alert state. PERCLOS was increased after sleep and under the sleepy state, relative to the alert state.ConclusionsAlthough sleep inertia had detrimental effects on driving parameters similar to sleepiness, this effect rapidly vanished. Hence, while brief naps might be suitable to restore alertness in general, the minimal time needed to regain full capacity after napping should be a focus of future research.     

Survey of New Zealand truck driver fatigue and fitness for duty

This paper presents recent research into compliance with current driving hours regulations, the effectiveness of using driving hours to predict fatigue, and alternative compliance and enforcement options. The paper describes results of a major survey of truck driver fatigue in New Zealand, a review of international compliance and enforcement procedures, and research focussing on the social forces and influences that affect truck drivers. The survey of truck drivers was based on interviews and performance tests collected from 600 truck drivers at depots, wharves, markets, and other locations throughout the North Island of New Zealand. The interviews included: questions on driver demographic and work/rest patterns, drivers' attitudes towards fatigue, propensity towards daytime sleepiness, and a self-assessment of the driver's momentary level of fatigue. In addition, a simulator-based performance test of driving was undertaken. The performance test included a combination of a standard driving task, a dual-axis sub-critical tracking task (maintaining speed and steering in a controlled but unstable environment, a virtual roadway affected by the appearance of random wind gusts requiring steering correction), and a tertiary or side-task requiring driver monitoring and periodic responses. The initial results from the first 100 drivers have found a sizable number of drivers exceeding the allowable driving hours, high levels of fatigue and sleepiness, and interesting differences between line-haul and local delivery drivers. A related research project into the social processes and relationships that affect truck drivers has resulted in a good understanding of the social conditions that influence cultural change and the actions of truck drivers and fleet managers. In this paper we will have particular regard to these processes in the construction of ideas concerning safety. This includes an understanding of the role of major stakeholders, such as freight forwarders and the enforcement agencies with respect to drivers and their conditions, actions and understanding of the road transport industry. This knowledge coupled with the survey results and an understanding of compliance and enforcement alternatives will be used to explore potential fatigue management options.