Australian Drivers Research Articles

Factors Affecting Self-Regulatory Driving Practices Among Older Adults

Objective: The primary objective of this study was to better understand how self-regulatory driving practices at multiple levels of driver decision making are influenced by various factors. Specifically, the study investigated patterns of tactical and strategic self-regulation among a sample of 246 Australian older drivers. Of special interest was the relative influence of several variables on the adoption of self-regulation, including self-perceptions of health, functioning, and abilities for safe driving and driving confidence and comfort. Methods: The research was carried out at the Monash University Accident Research Centre, as part of its Ozcandrive study, a partnership with the Canadian Driving Research Initiative for Vehicular Safety in the Elderly (Candrive), and in conjunction with the University of Michigan Transportation Research Institute (UMTRI). Candrive/Ozcandrive represents the first study to follow a large group of older drivers over several years and collect comprehensive self-reported and objectively derived data on health, functioning, and driving. This study used a subset of data from the Candrive/Ozcandrive study. Upon enrolling in the study, participants underwent a comprehensive clinical assessment during which data on visual, cognitive, and psychomotor functioning were collected. Approximately 4 months after study enrollment, participants completed the Advanced Driving Decisions and Patterns of Travel (ADDAPT) questionnaire, a computer-based self-regulation instrument developed and pilot-tested at UMTRI. Results: Self-regulation among older adults was found to be a multidimensional concept. Rates of self-regulation were tied closely to specific driving situations, as well as level of decision making. In addition, self-regulatory practices at the strategic and tactical levels of decision making were influenced by different sets of factors. Conclusions: Continuing efforts to better understand the self-regulatory practices of older drivers at multiple levels of driver performance and decision making should provide important insights into how the transition from driving to nondriving can be better managed to balance the interdependent needs of public safety and personal mobility.

Promoting trust in police: findings from a randomised experimental field trial of procedural justice policing

This paper reports findings from the world's first randomised experimental field trial of procedural justice policing. We tested whether or not procedural justice could be used by police agencies during short, routine traffic stops to increase public trust and confidence in police. Using survey data from 2762 Australian drivers who had been exposed to either a procedural justice script (experimental condition) or a standard police procedure (control condition), it was found that trust and confidence in police was higher in the experimental condition. This was even the case after respondents' demographic background and general perceptions of police were taken into account. Similar effects were not found for drivers' obligation to obey police, nor their willingness to cooperate with police. Importantly, however, trust in police did predict both obligation to obey police and the willingness to cooperate with police. The findings have important implications for procedural justice research and policing practice.

Possibilities for and limits to enforcing tax compliance measures on ‘irregular’ workers

This article is a contribution to ongoing studies of tax compliance by Australian taxi-cab operators and their drivers. The limits of the dominant academic literature and the industry-specific legislation on tax conformity will be assessed. The article’s core premise is that social and economic activities (legal and illicit) of cab drivers are embedded within unique networks of social relations. Cab drivers are subjected to a multitude of structural arrangements and informal social control mechanisms, which influence their attitudes and actions with regard to tax compliance. Regulatory initiatives towards diminishing non-compliance in the Australian taxi-cab industry continue to ignore the concept of mixed embeddedness and the interrelatedness between compliance rules, enforcement practices and broader legislative framework. It will be argued that changes to the employment status of Australian taxi drivers can produce a more expedient way for curtailing the deeply entrenched tax non-compliant modus operandi within this particular sector of Australia’s transport-services industry.

What’s driving illegal mobile phone use? Psychosocial influences on drivers’ intentions to use hand-held mobile phones

Australian drivers’ use of hand-held mobile phones is increasing in prevalence, despite the illegal nature of this behaviour. Research investigating the psychosocial influences on drivers’ intentions to use hand-held mobile phones is limited. The present research utilised the theory of planned behaviour, extended with descriptive norm, to investigate the psychosocial influences on drivers’ intentions to use a hand-held mobile phone. The behaviours associated with mobile phone use were categorised into initiating and responding behaviour. Answering calls and reading text messages were categorised as responding behaviour, on the basis that these two behaviours have been associated with social pressure to respond. Making calls and sending text messages were categorised as initiating behaviour. A sample of 181 drivers from the general population, aged 18–66years, completed an online survey. The survey assessed attitude, subjective norm, perceived behavioural control, descriptive norm, past behaviour and intention, in relation to initiating and responding behaviour. Hierarchical multiple regression analyses revealed attitude, subjective norm, perceived behavioural control and descriptive norm were all significant predictors of drivers’ intentions to engage in both initiating and responding behaviour. However, drivers reported significantly greater intentions to engage in responding behaviour and reported engaging in responding behaviour more frequently than initiating behaviour, indicating that social pressure to respond may play an important role in drivers’ illegal use of hand-held mobile phones.

Efficacy of proxy definitions for identification of fatigue/sleep-related crashes: An Australian evaluation

Fatigue/sleepiness is recognised as an important contributory factor in fatal and serious injury road traffic incidents (RTIs), however, identifying fatigue/sleepiness as a causal factor remains an uncertain science. Within Australia attending police officers at a RTI report the causal factors; one option is fatigue/sleepiness. In some Australian jurisdictions police incident databases are subject to post hoc analysis using a proxy definition for fatigue/sleepiness. This secondary analysis identifies further RTIs caused by fatigue/sleepiness not initially identified by attending officers. The current study investigates the efficacy of such proxy definitions for attributing fatigue/sleepiness as a RTI causal factor. Over 1600 Australian drivers were surveyed regarding their experience and involvement in fatigue/sleep-related RTIs and near-misses during the past five years. Driving while fatigued/sleepy had been experienced by the majority of participants (66.0% of participants). Fatigue/sleep-related near misses were reported by 19.1% of participants, with 2.4% being involved in a fatigue/sleep-related RTI. Examination of the characteristics for the most recent event (either a near miss or crash) found that the largest proportion of incidents (28.0%) occurred when commuting to or from work, followed by social activities (25.1%), holiday travel (19.8%), or for work purposes (10.1%). The fatigue/sleep related RTI and near-miss experience of a representative sample of Australian drivers does not reflect the proxy definitions used for fatigue/sleepiness identification. In particular those RTIs that occur in urban areas and at slow speeds may not be identified. While important to have a strategy for identifying fatigue/sleepiness related RTIs proxy measures appear best suited to identifying specific subsets of such RTIs.

Ultraviolet radiation exposure through window glass may be associated with localization of nonmelanoma skin cancer in organ transplant recipients: a study in France and the U.K

Funding sources: none. Conflicts of interest: none declared. Dear Editor, Ultraviolet (UV)B radiation is a substantial risk factor for skin cancer in both immune‐competent and immunosuppressed organ transplant recipients (OTRs). In OTRs, additional exposure to UVA through drug photosensitization may contribute to their excess risk, which is well established.1 There is some evidence for preferential lateralization of photodamage and (pre)cancers, in the general population, to the side most exposed to UV radiation while driving. Moehrle et al.2 reported that left‐sided drivers receive five times more UV to the left arm than the right arm, and 20 times more UV on the left side of the face than the right. Actinic keratoses have been reported to occur more frequently on the right side of the body in Australian drivers, where drivers sit on the right side of the car. A left‐sided bias in skin cancer was observed in the U.S.A., where drivers sit on the left side of the car.3 4 5

Young Drivers and the Risk for Drowsy Driving

In this issueofJAMAPediatrics,Martiniuketal1prospectivelyfollowed up a large cohort of 19 327 Australian new drivers aged 17 through24years.Driverswere asked todescribe their hours of sleepoverall, aswell as their typical hours of sleeponweekends.Participantswerealsoaskedaboutother important injury risk factors including alcohol anddruguse. These surveydata were linkedprospectively to licensingdataandpolice-reported crashes over the following 2 years. Crash riskwas adjusted for a number of important confounders: time in the study, prior crashes, agegroup, sex, averageweeklydrivinghours, remoteness of residence, drinking behavior (Alcohol Use Disorders Identification Test score), risky driving behaviors, self-harm, drug use, sensation seeking, and psychological distress. They found that those who said they slept fewer than 6 hours each night were at increased risk for crash compared with those who reported getting more than 6 hours of sleep (relative risk, 1.21; 95% CI, 1.04-1.41). Crashes for individuals with less sleep per night (on average and on weekends) were significantly more likely to occur in the evening hours between 8 PM and 6 AM (relative risk, 1.86; 95% CI, 1.11-3.13). Individuals who slept 6 or fewer hours each night were also more risky on nearly every measure studied: they had more prior crashes, drove more each week, and had higher reported alcohol and drug use. The authors do not describe police-reported risk factors identified at the crash, such as suspected alcohol use or contributing factors, which might have provided evidence of associated risks in this cohort. Themagnitude of the increased crash risk (1.21) was comparatively lowrelativetootherriskfactorssuchasreportedcrash risk fromalcohol (estimatedcrash relative riskof 27.4 foryoung drivers 17-20yearsofagewithbloodalcohol level>.08,andrelative risk of 4.62 for young drivers 21-24 years of age).2 However, this riskwasbasedonaveragereportedsleepandmayhave beenmuch higher for individual trips for a drowsy individual. Martiniuk et al1 found that the youngest drivers reported slightly higher average hours of sleep than the older groups in their study, which may have been owing to pressures from work. However, nearly 10% of 17-year-old participants and 17% of 20to 24-year-old subjects reported getting fewer than 6 hours of sleep per night. From the public health perspective, one important question is to examine what potentially modifiable factors may reduce crash risk from drowsy driving. Sleep habits have changed substantially over time,3 and young people experience significant health consequences and reduction in driving performance with sleep deprivation.4-6 The growth in late-night media and technology use may be further jeopardizing healthy sleep for young people.7 Parents can play a role in setting guidelines for healthy sleep, late-night screen time, and driving restrictions. Nighttime driving restrictions for novice young drivers are a standard part of the graduated driving laws. The increased nighttime crash rates described in this study provide further support for the potential benefit of nighttime driving restrictions. Other measures that make it easier to identify novice drivers, such as license-plate decals, hold promise for improving compliance with and enforcement of graduated driving laws and reducing crash risk.8 Young drivers sleeping few hours a night were also more likely to have other high-risk behaviors. They were more likely to drink regularly and use other drugs, and they scored higher on measures of risk taking and sensation seeking. In the study by Martiniuk et al, drivers reporting less sleep were more likely to have crashed in the past. The impact of other crash risk factors, such as alcohol, confers greater risk for young people than for older, more experienced drivers.2 Younger people, who have not fully integrated their driving skills, are particularly vulnerable to behaviors that impair response times and driving performance. Interventions that have been effective for reducing impaired driving remain important tools for reducing the burden of road traffic injury for all ages. Driving remains one of the riskiest activities that young people undertake.9 Seeking interventions that address these risks is a critical public health challenge.10 The longitudinal study by Martiniuk and colleagues provides impetus for seeking public health approaches to reducing drowsy driving, improving enforcement of nighttime driving restrictions for novice drivers, and further exploring the cluster of high-risk driving behaviors among young drivers.

Driving, dementia and Australian physicians: primum non nocere?

Older Australians are increasingly reliant on automobiles as their sole form of transport. As our population is ageing and the prevalence of dementia is increasing, it is anticipated that the number of drivers with dementia will rise over time. Much of the literature relating to driving and dementia focuses on safety rather than mobility. The objective of this paper is to highlight several topical ethical issues that pertain to Australian drivers with dementia. It is recommended that future research, policy and practice should centre on the crucial mobility and transport needs of our senior citizens.

Can anti-speeding messages based on protection motivation theory influence reported speeding intentions?

The study investigated the effects of anti-speeding messages based on protection motivation theory (PMT) components: severity, vulnerability, rewards, self-efficacy, response efficacy, and response cost, on reported speeding intentions. Eighty-three participants aged 18–25 years holding a current Australian driver's license completed a questionnaire measuring their reported typical and recent speeding behaviors. Comparisons were made between 18 anti-speeding messages used on Australian roads and 18 new anti-speeding messages developed from the PMT model. Participants reported their reactions to the 36 messages on the perceived effectiveness of the message for themselves and for the general population of drivers, and also the likelihood of themselves and other drivers driving within the speed limit after viewing each message. Overall the PMT model-derived anti-speeding messages were better than jurisdiction-use anti-speeding messages in influencing participants’ reported intention to drive within the speed limit. Severity and vulnerability were the most effective PMT components for developing anti-speeding messages. Male participants reported significantly lower intention to drive within the speed limit than did female participants. However, males reported significantly higher intention to drive within the speed limit for PMT-derived messages compared with jurisdiction-based messages. Third-person effects were that males reported anti-speeding messages to be more effective for the general driving population than for themselves. Females reported the opposite effect – that all messages would be more effective for themselves than for the general driving population. Findings provided support for using a sound conceptual basis as an effective foundation for anti-speeding message development as well as for evaluating proposed anti-speeding messages on the target driver population.

Erratum

Original article published as Sharwood LN; Elkington J; Stevenson M; Grunstein RR; Meuleners L; Ivers RQ; Haworth N; Norton R; Wong KK. Assessing sleep-iness and sleep disorders in Australian long-distance commercial vehicle drivers: self-report versus an “at home” monitoring device. SLEEP2012;35(4):469-475.

How reinforcement sensitivity and perceived risk influence young drivers’ reported engagement in risky driving behaviors

Gray's reinforcement sensitivity theory (RST), implementing Carver and White's behavior inhibition system (BIS) and behavior approach system (BAS) scales, was used to predict reported engagement in 10 risky driving behaviors: speeding (2 levels), driving under the influence of alcohol, racing other vehicles, cell phone use (hand-held and hands free), tailgating, unsafe overtaking, driving while fatigued, and not wearing a seatbelt. Participants were 165 young male and female (n=101) drivers aged 17–25 years who held a valid Australian driver's license. Effects of the explanatory variables and specific risk perceptions upon engagement in the reported risky driving behaviors were examined using SEM analyses. Also of interest was whether perceived risk mediated the relationship between the personality variables and reported engagement in risky driving behaviors. RST variables, negative reactivity, reward responsiveness and fun seeking, accounted for unique variance in young drivers’ perceived risk. Reward responsiveness and perceived risk accounted for unique variance in young drivers’ reported engagement in risky driving behaviors. Negative reactivity was completely mediated by perceived risk in its negative relationship with reported engagement. To better understand driving related risk decision making, future research could usefully incorporate drivers’ motivation systems. This has the potential to lead to more tailored approaches to identifying risk-prone drivers and provide information for the development and implementation of media campaigns and educational programs.

Neurocognitive Predictors of Risky Driving in Young People – Western Australia

Event Abstract Back to Event Neurocognitive Predictors of Risky Driving in Young People – Western Australia Melissa A. Hughes1*, Lynn Meuleners2, Mark Stevenson3 and Julie C. Stout1 1 Monash University, School of Psychology and Psychiatry, Australia 2 Curtin-Monash Accident Research Centre, Faculty of Health Sciences, Australia 3 Accident Research Centre Monash Injury Research Institute and School of Public Health and Preventive Medicine, Australia Background: Driving is one of the most risky activities for young people between the ages of 17-25 years. Despite making up only a small proportion of Australian Drivers, young drivers account for over 25% of driver deaths. Young drivers’ risk is thought to reflect a convergence of factors including lack of skills, knowledge and experience, and immature nervous systems that lead to risky decision making, impulsivity and emotional dysregulation. In this study we investigated how individual variation of riskiness, and cognitive characteristics of risky decision making, impulsivity, and emotional dysregulation, relate to risky driving in young people. Methods: In the first phase of the study we assessed whether online screening of developmental cognitive risk factors in young drivers in Western Australia related to individual levels of self-reported risky driving. On a newly developed online platform participants completed a battery of cognitive assessment tasks and personality measures assessing risky decision making, impulsivity, and emotional dysregulation. In phase 2 of the study we compared high and low risk (as identified from the online cognitive risk assessment) young drivers on their actual driving behaviours under naturalistic conditions using travel diaries and CD4 in-vehicle monitoring devices. Results: Preliminary findings suggest that risky performance on cognitive tasks relates to aspects of self-reported driving risk. For example risky performance on the Iowa Gambling Task related to driving with extra passengers (r=.263, p=.030), while difficulty inhibiting go responses on a no-go task related to taking risks to make driving more fun (r=.393, p=.001) and preventing other drivers from changing lanes (r=.255, p=.033). Reduced arousal to pleasant stimuli also related to higher use of rude gestures (r=.249, p=.041). Discussion: Our findings suggest that identification of cognitive characteristics in young drivers which predict risky driving behaviour will prove essential for developing more targeted prevention strategies to improve road safety in young people who are at highest crash risk. Further results and implications will be discussed. Acknowledgements Western Australian Institute for Medical Research, Neurotrauma Research Program Keywords: risky decision making, driving, young adults, Cognitive Processes, impulsivity, Emotion Regulation, individual variability, cognitive control, Risk factors, risk-taking Conference: ACNS-2013 Australasian Cognitive Neuroscience Society Conference, Clayton, Melbourne, Australia, 28 Nov - 1 Dec, 2013. Presentation Type: Oral or poster presentation Topic: Other Citation: Hughes MA, Meuleners L, Stevenson M and Stout JC (2013). Neurocognitive Predictors of Risky Driving in Young People – Western Australia. Conference Abstract: ACNS-2013 Australasian Cognitive Neuroscience Society Conference. doi: 10.3389/conf.fnhum.2013.212.00130 Copyright: The abstracts in this collection have not been subject to any Frontiers peer review or checks, and are not endorsed by Frontiers. They are made available through the Frontiers publishing platform as a service to conference organizers and presenters. The copyright in the individual abstracts is owned by the author of each abstract or his/her employer unless otherwise stated. Each abstract, as well as the collection of abstracts, are published under a Creative Commons CC-BY 4.0 (attribution) licence (https://creativecommons.org/licenses/by/4.0/) and may thus be reproduced, translated, adapted and be the subject of derivative works provided the authors and Frontiers are attributed. For Frontiers’ terms and conditions please see https://www.frontiersin.org/legal/terms-and-conditions. Received: 15 Oct 2013; Published Online: 25 Nov 2013. * Correspondence: Dr. Melissa A Hughes, Monash University, School of Psychology and Psychiatry, Clayton, VIC, 3800, Australia, melissa.hughes@monash.edu Login Required This action requires you to be registered with Frontiers and logged in. To register or login click here. Abstract Info Abstract The Authors in Frontiers Melissa A Hughes Lynn Meuleners Mark Stevenson Julie C Stout Google Melissa A Hughes Lynn Meuleners Mark Stevenson Julie C Stout Google Scholar Melissa A Hughes Lynn Meuleners Mark Stevenson Julie C Stout PubMed Melissa A Hughes Lynn Meuleners Mark Stevenson Julie C Stout Related Article in Frontiers Google Scholar PubMed Abstract Close Back to top Javascript is disabled. Please enable Javascript in your browser settings in order to see all the content on this page.

A mixed integer programming formulation and effective cuts for minimising schedule durations of Australian truck drivers

Transport companies seek to maximise vehicle utilisation and minimise labour costs. Both goals can be achieved if the time required to fulfil a sequence of transportation tasks is minimised. However, if schedule durations are too short drivers may not have enough time for recuperation and road safety is impaired. In Australia transport companies must ensure that truck drivers can comply with Australian Heavy Vehicle Driver Fatigue Law and schedules must give enough time for drivers to take the amount of rest required by the regulation. This paper shows how transport companies can minimise the duration of truck driver schedules complying with Australian Heavy Vehicle Driver Fatigue Law. A mixed integer programming formulation is presented and valid inequalities are given. Computational experiments show that these inequalities provide significant reduction in computational effort when using one of the most advanced commercial mixed integer programming solver.

The relationship between cognitive ability, insight and self-regulatory behaviors: Findings from the older driver population

Self-regulation is often promoted as a coping strategy that may allow older drivers to drive safely for longer. Self-regulation depends upon drivers making an accurate assessment of their own ability and having a willingness to practice self-regulatory behaviors to compensate for changes in ability. The current study explored the relationship between older drivers’ cognitive ability, their driving confidence and their use of self-regulation. An additional study aim was to explore the relationship between these factors and older drivers’ interest in driving programs. Seventy Australian drivers aged 65 years and over completed a questionnaire about their driving and a brief screening measure of cognitive ability (an untimed Clock Drawing Test). While all participants reported high levels of confidence regarding their driving ability, and agreed that they would continue driving in the foreseeable future, a notable proportion performed poorly on the Clock Drawing Test. Compared to older drivers who successfully completed the Clock Drawing Test, those who failed the cognitive test were significantly less likely to report driving self-regulation, and showed significantly less interest in being involved in driving programs. Older drivers with declining cognitive abilities may not be self-regulating their driving. This group also appears to be unlikely to self-refer to driving programs.

Road trauma perceptions and the potential influence of the media

The United Nations Decade of Action for Road Safety (2011–2020) recognises the urgency of addressing global road trauma. Road crashes and attempts to reduce risky driving, including public education campaigns, receive media attention in many countries. In Australia, road fatalities have declined significantly. However, the extent of awareness about this success and of fatalities overall is unclear. A survey of 833 Australian drivers revealed the majority of participants under-estimated fatalities. Unexpectedly, some under-estimates appear based on recollections of media reports. The findings suggest lack of awareness of the extent of road deaths and that, paradoxically, media reports might contribute to under-estimations. This represents a major public health challenge. Engaging community support for road safety, relative to other health/safety messages, may prove difficult if the extent of road trauma is misunderstood. Misperceptions about fatality levels may be a barrier to road users adopting safety precautions or supporting further road safety countermeasures.

Assessing Sleepiness and Sleep Disorders in Australian Long-Distance Commercial Vehicle Drivers: Self-Report Versus an “At Home” Monitoring Device

As obstructive sleep apnea (OSA) is associated with a higher risk of motor vehicle crashes, there is increasing regulatory interest in the identification of commercial motor vehicle (CMV) drivers with this condition. This study aimed to determine the relationship between subjective versus objective assessment of OSA in CMV drivers. Cross-sectional survey. Heavy vehicle truck stops located across the road network of 2 large Australian states. A random sample of long distance commercial vehicle drivers (n = 517). None. Drivers were interviewed regarding their driving experience, personal health, shift schedules, payments, and various questions on sleep and tiredness in order to describe their sleep health across a range of variables. In addition, home recordings using a flow monitor were used during one night of sleep. Only 4.4% of drivers reported a previous diagnosis of sleep apnea, while our at home diagnostic test found a further 41% of long-distance heavy vehicle drivers likely to have sleep apnea. The multivariable apnea prediction index, based on self-report measures, showed poor agreement with the home-monitor detected sleep apnea (AUC 0.58, 95%CI = 0.49-0.62), and only 12% of drivers reported daytime sleepiness (Epworth Sleepiness Scale score > 10). Thirty-six percent of drivers were overweight and a further 50% obese; 49% of drivers were cigarette smokers. Sleep apnea remains a significant and unrecognized problem in CMV drivers, who we found to have multiple health risks. Objective testing for this sleep disorder needs to be considered, as symptom reports and self-identification appear insufficient to accurately identify those at risk.

Cross-regional in-vehicle information system design: the preferences and comprehension of Australian, US and Chinese drivers

The increasing global distribution of automobiles necessitates that the design of in-vehicle information systems (IVIS) is appropriate for the regions to which they are being exported. Differences between regions such as culture, language, environment and traffic context can have important influences on the usability and acceptance of IVIS and, as a consequence, on driving performance and safety. This pilot study examined the cross-regional factors that may influence IVIS preferences and comprehension, across three regions: Australia, China and the United States. The study used an online questionnaire to examine drivers' preferences for, and comprehension of, a range of surface-level aspects of IVIS interfaces. Cross-regional factors including cultural values, demographic and driving pattern data were also collected. The study was conducted locally within Australia, employing a sample of recently migrated American and Chinese and local Australian students. Regional differences were found in terms of current technology use, preferences for IVIS input control types and labels, and in the recognition and comprehension of IVIS functions and features. These findings are discussed within the framework of relevant regional differences. Based on the findings, a number of general and region-specific IVIS design recommendations are offered.

The Australian Minimum Duration Truck Driver Scheduling Problem

Transport companies seek to maximise vehicle utilisation and minimise labour costs. Both goals can be achieved if the time required to fulfil a sequence of transportation tasks is minimised. However, if schedule durations are too short drivers may not have enough time for recuperation and road safety is impaired. In Australia transport companies must ensure that truck drivers can comply with Australian Heavy Vehicle Driver Fatigue Law and schedules must give enough time for drivers to take the amount of rest required by the regulation. This paper shows how transport companies can minimise the duration of truck driver schedules without violating Australian Heavy Vehicle Driver Fatigue Law. A mixed integer programming formulation is presented and effective cuts are given which provide significant reduction in computational effort.

At home and away: Measuring the sleep of Australian truck drivers

The causes of fatigue in truck drivers related to work hours have been studied extensively and are reasonably well understood. However, much less is known about how rest opportunities can be structured to optimise recovery from fatigue. The nature of the road transport industry often requires that rest be taken in various locations. New investigation in this area, focusing on sleep obtained in truck cabs and other non-home environments is critically important to complement existing understanding. This study examined sleep at home and in truck cabs, in truck drivers who were actively working during the time of the study. Thirty-seven male drivers aged between 24 and 63 years (age: 48.7 ± 9.0 years; mean ± SD) wore activity monitors (also known as ‘sleep watches’) and completed work and sleep diaries for a period of 21 days, recording their subjective fatigue levels before, during and after work shifts, and before and after sleep periods. They also self-rated their sleep quality and noted the number of times they woke during sleep periods. Analyses focused on home versus in-truck sleep periods. The subjective data suggested that a greater quantity ( P < .001) and quality ( P < .05) of sleep was obtained at home than in the truck, and that sleeping at home more effectively reduced fatigue levels ( P < .001). The objective data showed trends towards longer sleep length at home, but other variables, including total sleep per 24 h and sleep quality, showed no significant differences. This study demonstrates that measuring sleep quantity and quality in operational road transport environments is feasible. The findings caution against over-reliance on laboratory and simulator studies since there are critical aspects of the operating environment that cannot be validly studied in artificially controlled settings. This study is unique in its direct examination of sleep quantity and quality in truck drivers sleeping at home and away from home.

Housing and Mortgage Markets in Turbulent Times: Is Australia Different?

This paper presents an account of recent housing and mortgage market developments in Australia viewed from a longer-term perspective. It is argued that Australian housing drivers and outcomes are, to some extent, unique, enabling the sector to withstand the fall-out from the global financial crisis to date. However, they have resulted in increasing problems of housing stress for lower-income and younger households who are finding it increasingly difficult to access homeownership and are facing significant affordability problems in the private rental market. The paper casts forward to the next 20 years, outlining both a ‘positive’ ‘business-as-usual’ scenario characterized by buoyant housing demand and strong national economy, and a ‘negative’ scenario marked by stalled economic growth and a sharp downward correction in housing prices. Under both scenarios, it is suggested that addressing the housing affordability gap will remain a major policy challenge.