TLIF6307A - Administer The Implementation of Fatigue Management Strategies - Learner Guide

TLIF6307A Administer
the implementation of
fatigue management
strategies
Learner Guide
Contents
What this Learner’s Guide is about ........................................ 1
Planning your learning ........................................................... 2
Section 1............................................................................................. 3
Understanding fatigue ............................................................ 3
Section 2........................................................................................... 20
Definitions under the Act ...................................................... 20
Section 3........................................................................................... 59
The individual’s responsibilities............................................ 59
Section 4........................................................................................... 66
Developing and monitoring fatigue management strategies 66
Additional resources ....................................................................... 79

TLIF6307C Administer the implementation of fatigue management strategies
What this Learner’s Guide is about
This Learner’s Guide is about the skills and knowledge required to
apply fatigue management strategies, including identifying and acting
upon signs of fatigue and implementing appropriate strategies to
minimise fatigue during work activities.
The Elements of Competency from the unit “TLIF6307A Administer the
implementation of fatigue management strategies” covered in this
Learner’s Guide are listed below.
Monitor the implementation of fatigue management
strategies.
Recognise breaches of fatigue management policies,
procedures and regulations.
Develop and assess staff competence in fatigue management.
Provide feedback to employees on any shortcomings in
fatigue management skills and knowledge.
Report on the implementation of fatigue management policy.
This unit of competency is from the Transport and Logistics
Training Package (TLI07).
Page 1
Developed by Armstrong’s Driver Education P/L September 2008 ADELG1047
TLIF6307A Administer the implementation of fatigue management strategies
Planning your learning
It is important to plan your learning before you start because you may
already have some of the knowledge and skills that are covered in this
Learner’s Guide. This might be because:
• you have been working in the industry for some time,
and/or
• you have already completed training in this area
Together with your supervisor or trainer use the checklists on the
following pages to help you plan your study program. Your answers to
the questions in the checklist will help you work out which sections of
this Learner’s Guide you need to complete.
This Learner’s Guide is written with the idea that learning is made more
relevant when you, the learner, are actually working in the industry.
This means that you will have people within the enterprise who can
show you things, discuss how things are done and answer any
questions you have. Also you can practise what you learn and see how
what you learn is applied in the enterprise.
If you are working through this Learner’s Guide and have not yet found
a job in the industry, you will need to talk to your trainer about doing
work experience or working and learning in some sort of simulated
workplace.
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ADELG1047 Developed by Armstrong’s Driver Education P/L – September 2008
Section 1
Understanding fatigue
Page 3
Section outline
Areas covered in this section
What is fatigue?
The personal, social and economical consequences of fatigue -‐ related
accidents
Factors likely to influence truck driver fatigue
Common effects of truck driver fatigue
The warning signs of fatigue
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Fatigue
What is fatigue?
It can be defined as, weariness after exertion; reduction of efficiency
of muscles and organs, after prolonged activity; a task or job that
wearies.
Fatigue management programs have been developed throughout the

transport industry world wide to minimise the occurrence of fatigue
related incidents by increasing safety and making sure there is
compliance in the heavy vehicle transport industry.
Fatigue has been identified as contributing to between 10 and 20
percent of fatal truck crashes (Hawthorn, Heffernan and Horne, 1989).
What are the effects of truck driver fatigue?

• the loss of a life -‐ your life or other innocent lives
• trauma and stress on your family and friends as they suffer
the loss
• no income or lost income
• insurance premiums increase to cover accident costs
• your company looses productivity as does the industry
generally.
Research into fatigue related accidents has shown that in 9.1% of fatal
car and truck accidents, fatigue was the main contributing factor.
In accidents where extended driving hours and night time driving were
involved, fatigue contributed to 19.9% of the accidents.
Equal numbers of car and truck drivers become fatigued.
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To effectively manage fatigue, it is necessary to look at the causes.
Some of these may be:
• lack of sleep and rest
• inadequate pre-‐trip preparation
• long working or driving hours
• inflexible or inadequate scheduling practices
• drug taking
• alcohol consumption
• environmental factors such as:
time of day
weather conditions.
Fatigue causing factors
Fatigue may be caused by a variety of reasons, some of these may
include:
• lack of sleep
• late nights socialising or working
• sleep disorder
• long working (driving hours) and inflexible scheduling practices,

such as:
no pre-‐planning of trips to make sure drivers have sufficient time
to complete the trip while at the same time taking required
rest periods
not allowing drivers to reschedule rest periods within their trip
according to their fatigue levels
non-‐driving work that fatigues the driver such as loading and
unloading.
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Inadequate pre-‐trip preparation can create a number of problems that

extend your trip time. For example:
• damaged tyres (punctures) through non checking prior to
departure
• poor cargo loading (having to remove cargo unnecessarily
to get a delivery)
• poor lashing of load (cargo spill)
• no pre-‐departure check, which may result in:
mechanical problems
physical vehicle problems.
All of these factors result in inadequate sleep or rest periods at
appropriate times.
Common effects of fatigue
There are a number of common effects of fatigue. Some of these are:
• falling asleep behind the wheel
• slower reaction times, affecting driving ability, for
example:
poorer gear changing
oversteering
poor fuel economy
• decreased attention to road signs and traffic on the roads.
Sleep Science
Napping
How Long Is A Good Nap?
THE NANO-‐NAP: 10 to 20 seconds Sleep studies haven't yet concluded
whether there are benefits to these brief intervals, like when you nod
off on someone's shoulder on the train.
THE MICRO-‐NAP: two to five minutes Shown to be surprisingly
effective at shedding sleepiness.
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THE MINI-‐NAP: five to 20 minutes Increases alertness, stamina, motor
learning, and motor performance.
THE ORIGINAL POWER NAP: 20 minutes Includes the benefits of the
micro and the mini, but additionally improves muscle memory and
clears the brain of useless built-‐up information, which helps with long-‐
term memory (remembering facts, events, and names).
THE LAZY MAN'S NAP: 50 to 90 minutes Includes slow-‐wave plus REM
sleep; good for improving perceptual processing; also when the
system is flooded with human growth hormone, great for repairing
bones and muscles.
So what makes a power nap effective? Think of it as an investment
with the greatest return in the least amount of time, a kind of super-‐
efficient sleep that fits nicely in a high-‐pressure schedule: say, between
business meetings or in the minutes before a game.
Here's how the power nap works: Sleep comes in five stages that recur
cyclically throughout a typical night, and a power nap seeks to include
just the first two of them. The initial stage features the sinking into
sleep as electrical brain activity, eye and jaw-‐muscle movement, and
respiration slow. The second is a light but restful sleep in which the
body gets ready -‐-‐ lowering temperature, relaxing muscles further -‐-‐ for
the entry into the deep and dreamless "slow-‐wave sleep," or SWS, that
occurs in stages three and four. Stage five, of course, is REM, when the
eyes twitch and dreaming becomes intense.
Getting The Perfect Nap

• The first consideration is psychological: Recognise that
you're not being lazy; napping will make you more
productive and more alert after you wake up.
• Try to nap in the morning or just after lunch; human
circadian rhythms make late afternoons a more likely time
to fall into deep (slow-‐wave) sleep, which will leave you
groggy.
• Avoid consuming large quantities of caffeine as well as
foods that are heavy in fat and sugar, which meddle with a
person's ability to fall asleep.
• Instead, in the hour or two before your nap time, eat
foods high in calcium and protein, which promote sleep.
• Find a clean, quiet place where passersby and phones
won't disturb you.
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• Try to darken your nap zone, or wear an eyeshade.
Darkness stimulates melatonin, the sleep-‐ inducing
hormone.
• Remember that body temperature drops when you fall
asleep. Raise the room temperature or use a blanket.
• Once you are relaxed and in position to fall asleep, set
your alarm for the desired duration.
Encourage napping:
• when needed, employees should be encouraged to take a
preventative nap before reporting for work so as to
reduce the risk of an accident occurring during shift;
• naps cannot be enforced on the job, but company policies
should encourage drivers to take naps during their shift by
building in adequate time for naps in trip schedules;
• if a driver has not had adequate sleep or a main rest break,
schedules may need to be adjusted to allow the driver to
take a recovery nap;
• a company napping policy should not be used to extend
driver schedules beyond legitimate limits, but it should
promote safer operations; and
• a company policy on napping in the workplace should be
developed with input from the key stakeholders; drivers,
dispatchers, driver managers, other employees,
supervisors and managers. This will result in company-‐
wide ownership of the policy.
The purpose of developing a napping policy is to show the company’s:
• commitment to safe work practices and safety;
• commitment to employee health; and
• compliance with the duty of care of the Occupational
Safety and Health legislation.
Consider Drivers’ Health:

• a driver health program should include a napping policy;
• drivers with sleep apnoea may suffer from excessive on
the-‐job sleepiness and may need to take frequent naps.
Drivers should undergo medical screening for sleep
disorders so they can be advised on how to manage these
sleep disorders. Drivers will have to undergo medical
examinations in accordance with the standard ‘Assessing
Fitness to Drive’ 2003 (Austroads);
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• it is a normal part of aging that as we get older, night time
sleep starts to get shorter and more fragmented, and day
time sleepiness starts to increase. Sleep apnoea also gets
increasingly likely with age. This means napping may be an
increasingly important strategy for older drivers; and
• company health programs should also include information
on the risks of obesity, and provide guidance for drivers on
healthy diets, physical fitness and exercise.
Provide training:
• the ease with which people can nap depends very much
on the individual. A worthwhile idea is to give drivers some
training in relaxation techniques so they can get the most
benefit from napping opportunities by shortening the
time taken to fall asleep; and
• information and training on how to get the greatest
benefit from quality sleep breaks and naps should be
provided to employees and their families as part of a
driver induction programme and on an ongoing basis
(short refresher courses).
Circadian Rhythms
A circadian rhythm is an approximate daily periodicity, a roughly-‐24-‐

hour cycle in the biochemical, physiological or behavioural processes
of living beings, including plants, animals, fungi and cyanobacteria. The
term "circadian", coined by Franz Halberg, comes from the Latin circa,
"around", and diem or dies, "day", meaning literally "approximately
one day." The formal study of biological temporal rhythms such as
daily, tidal, weekly, seasonal, and annual rhythms is called
chronobiology.
Circadian rhythms are endogenously generated, and can be entrained

by external cues, called Zeitgebers. The primary one is daylight. These
rhythms allow organisms to anticipate and prepare for precise and
regular environmental changes.
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Criteria
Three general criteria of circadian rhythms are necessary to

differentiate genuinely endogenous rhythms from coincidental or
apparent ones: the rhythms persist in the absence of cues; they can be
brought to match the local time, and will do so in a precise manner
over a range of temperatures.
• The rhythm persists in constant conditions (for example,

constant dark) with a period of about 24 hours. The
rationale for this criterion is to distinguish circadian
rhythms from those "apparent" rhythms which merely are
responses to external periodic cues. A rhythm cannot be
declared to be endogenous unless it has been tested in
conditions without external periodic input.
• The rhythm is temperature-‐compensated, i.e. it maintains
the same period over a range of temperatures. The
rationale for this criterion is to distinguish circadian
rhythms from other biological rhythms arising due to the
circular nature of a reaction pathway. At a low enough or
high enough temperature, the period of a circular reaction
may reach 24 hours, but it will be merely coincidental.
• The rhythm can be reset by exposure to an external
stimulus. The rationale for this criterion is to distinguish
circadian rhythms from other imaginable endogenous 24-‐
hour rhythms that are immune to resetting by external
cues and hence do not serve the purpose of estimating
the local time. Travel across time zones illustrates the
necessity of the ability to adjust the biological clock so
that it can reflect the local time and anticipate what will
happen next.
Circadian rhythms are important in determining the sleeping and

feeding patterns of all animals, including human beings. There are clear
patterns of core body temperature, brain wave activity, hormone
production, cell regeneration and other biological activities linked to
this daily cycle. In addition, photoperiodism, the physiological reaction
of organisms to the length of day or night, is vital to both plants and
animals, and the circadian system plays a role in the measurement and
interpretation of day length.
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The biological clock in mammals
The primary circadian "clock" in mammals is located in the
suprachiasmatic nucleus (or nuclei) (SCN), a pair of distinct groups of
cells located in the hypothalamus. Destruction of the SCN results in the
complete absence of a regular sleep/wake rhythm. The SCN receives
information about illumination through the eyes. The retina of the eyes
contains not only "classical" photoreceptors but also photoresponsive
retinal ganglion cells. These cells, which contain a photo pigment
called melanopsin, follow a pathway called the retinohypothalamic
tract, leading to the SCN. If cells from the SCN are removed and
cultured, they maintain their own rhythm in the absence of external
cues.
It appears that the SCN takes the information on day length from the
retina, interprets it, and passes it on to the pineal gland, a tiny
structure shaped like a pine cone and located on the epithalamus. In
response the pineal secretes the hormone melatonin. Melatonin
secretion peaks at night and ebbs during the day.
The circadian rhythms of humans can be entrained to slightly shorter
and longer periods than the earth's 24 hours. Researchers at Harvard
have recently shown that human subjects can at least be entrained to
a 23.5-‐hour cycle and a 24.65-‐hour cycle (the latter being the natural
solar day-‐night cycle on the planet Mars).
Determining the human circadian rhythm
Overview: human circadian biological clock with some physiological

parameters.
The classic phase markers for measuring the timing of a mammal's
circadian rhythm are melatonin secretion by the pineal gland and core
body temperature.
For temperature studies, people must remain awake but calm and
semi-‐reclined in near darkness while their rectal temperatures are
taken continuously. The average human adult's temperature reaches
its minimum at about 05:00 (5 a.m.), about two hours before habitual
wake time, though variation is great among normal chronotypes.
Melatonin is absent from the system or undetectably low during
daytime. Its onset in dim light, dim-‐light melatonin onset (DLMO), at
about 21:00 (9 p.m.) can be measured in the blood or the saliva. Both
DLMO and the midpoint (in time) of the presence of the hormone in
the blood or saliva have been used as circadian markers.
However, newer research indicates that the melatonin offset may be
the most reliable marker. Benloucif et al in Chicago in 2005 found that
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melatonin phase markers were more stable and more highly correlated
with the timing of sleep than the core temperature minimum. They
found that both sleep offset and melatonin offset were more strongly
correlated with the various phase markers than sleep onset. In
addition, the declining phase of the melatonin levels was more reliable
and stable than the termination of melatonin synthesis.
One method used for measuring melatonin offset is to analyse a
sequence of urine samples throughout the morning for the presence
of the melatonin metabolite 6-‐sulphatoxymelatonin (aMT6s). Laberge
et al in Quebec in 1997 used this method in a study which confirmed
the frequently found delayed circadian phase in healthy adolescents.
Human health
Timing of medical treatment in coordination with the body clock may
significantly increase efficacy and reduce drug toxicity or adverse
reactions. For example, appropriately timed treatment with
angiotensin converting enzyme inhibitors (ACEi) may reduce nocturnal
blood pressure and also benefit left ventricular (reverse) remodelling.
There are many health problems associated with a disturbance in the
human circadian rhythm, such as Seasonal Affective Disorder (SAD),
delayed sleep phase syndrome (DSPS) and other circadian rhythm
disorders. Circadian rhythms also play a part in the reticular activating
system which is crucial for maintaining a state of consciousness. In
addition, a reversal in the sleep-‐wake cycle may be a sign or
complication of uremia, azotemia or acute renal failure.
Disruption
Disruption to rhythms usually has a negative effect. Many travellers

have experienced the condition known as jet lag, with its associated
symptoms of fatigue, disorientation and insomnia.
A number of other disorders, for example bipolar disorder and some
sleep disorders are associated with irregular or pathological
functioning of circadian rhythms. Recent research suggests that
circadian rhythm disturbances found in bipolar disorder are positively
influenced by lithium's effect on clock genes.
Disruption to rhythms in the longer term is believed to have significant
adverse health consequences on peripheral organs outside the brain,
particularly in the development or exacerbation of cardiovascular
disease. The suppression of melatonin production associated with the
disruption of the circadian rhythm may increase the risk of developing
cancer.
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Sleep
Sleep is a natural state of bodily rest observed throughout the animal
kingdom. It is common to all mammals and birds, and is also seen in
many reptiles, amphibians and fish. In humans, other mammals, and a
substantial majority of other animals which have been studied — such
as fish, birds, ants, and fruit-‐flies — regular sleep is essential for
survival. However, its purposes are only partly clear and are the subject
of intense research.
Physiology
In mammals and birds the measurement of eye movement during

sleep is used to divide sleep into the two broad types of Rapid Eye
Movement (REM) and Non-‐Rapid Eye Movement (NREM) sleep. Each
type has a distinct set of associated physiological, neurological and
psychological features.
Sleep proceeds in cycles of REM and the four stages of NREM, the
order normally being:
Stages 1 -‐> 2 -‐> 3 -‐> 4 -‐> 3 -‐> 2 -‐> REM.
In humans this cycle is on average 90 to 110 minutes,[3] with a greater
amount of stages 3 and 4 early in the night and more REM later in the
night. Each phase may have a distinct physiological function. Drugs
such as sleeping pills and alcoholic beverages can suppress certain
stages of sleep. This can result in a sleep that exhibits loss of
consciousness but does not fulfil its physiological functions.
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Allan Rechtschaffen and Anthony Kales originally outlined the criteria

for identifying the stages of sleep in 1968. The American Academy of
Sleep Medicine (AASM) updated the staging rules in 2007.
Stages of sleep
Criteria for REM sleep include not only rapid eye movements but also a
rapid low voltage EEG. In mammals, at least, low muscle tone is also
seen. Most memorable dreaming occurs in this stage. NREM accounts
for 75–80% of total sleep time in normal human adults. In NREM sleep,
there is relatively little dreaming. Non-‐REM encompasses four stages;
stages 1 and 2 are considered 'light sleep', and 3 and 4 'deep sleep' or
slow-‐wave sleep, SWS. They are differentiated solely using EEG, unlike
REM sleep which is characterized by rapid eye movements and relative
absence of muscle tone. In non-‐REM sleep there are often limb
movements, and parasomnias such as sleepwalking may occur. A
cyclical alternating pattern may sometimes be observed during a
stage.
NREM consists of four stages according to the 2007 AASM standards:
• During Stage N1 the brain transitions from alpha waves

(having a frequency of 8 to 13 Hz, common to people who are
awake) to theta waves (frequency of 4 to 7 Hz). This stage is
sometimes referred to as somnolence, or "drowsy sleep".
Associated with the onset of sleep during N1 may be sudden
twitches and hypnic jerks also known as positive myoclonus.
Some people may also experience hypnagogic hallucinations
during this stage, which can be more troublesome to the
subject. During N1 the subject loses some muscle tone and
conscious awareness of the external environment.
• Stage N2 is characterized by "sleep spindles" (12 to 16 Hz)
and "K-‐complexes." During this stage, muscular activity as
measured by electromyography (EMG) lowers and conscious
awareness of the external environment disappears. This stage
occupies 45 to 55% of total sleep.
• In Stage N3, the delta waves, also called delta rhythms (0.5
to 4 Hz) make up less than 50% of the total wave-‐patterns. This
is considered part of deep or slow-‐wave sleep (SWS) and
appears to function primarily as a transition into stage N4. This
is the stage in which night terrors, bedwetting, sleepwalking
and sleep-‐talking occur.
• In Stage N4, delta-‐waves make up more than 50% of the
wave-‐patterns. Stages N3 and N4 are the deepest forms of
sleep; N4 is effectively a deeper version of N3, in which the
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deep-‐sleep characteristics, such as delta-‐waves, are more

pronounced. As of new AASM guidelines, the determination
between stage 3 and stage 4 sleep is inconsequential and both
may be considered delta sleep or slow wave sleep. Therefore,
in a recent ruling by the AASM, in order to make precision the
scoring guidelines, stage four had been disbanded, and left is
the stage of sleep N3 to describe the delta sleep attributed to
it.
Both REM sleep and NREM sleep stages 3 and 4 are homeostatically
driven; that is, if a person or animal is selectively deprived of one of
these, it rebounds once uninhibited sleep again is allowed. This
suggests that both are essential to the functions of the sleep process.
Sleep timing
Sleep timing is controlled by the circadian clock, by homeostasis and,
in humans, by willed behaviour. The circadian clock, an inner time-‐
keeping, temperature-‐fluctuating, enzyme-‐controlling device, works in
tandem with adenosine, a neurotransmitter which inhibits many of the
bodily processes that are associated with wakefulness. Adenosine is
created over the course of the day; high levels of adenosine lead to
sleepiness. In diurnal animals, sleepiness occurs as the circadian
element causes the release of the hormone melatonin and a gradual
decrease in core body temperature. The timing is affected by one's
chronotype. It is the circadian rhythm which determines the ideal
timing of a correctly structured and restorative sleep episode.
Homeostatic sleep propensity, the need for sleep as a function of the
amount of time elapsed since the last adequate sleep episode, is also
important and must be balanced against the circadian element for
satisfactory sleep. Along with corresponding messages from the
circadian clock, this tells the body it needs to sleep. Sleep offset,
awakening, is primarily determined by circadian rhythm. A normal
person who regularly awakens at an early hour will generally not be
able to sleep much later than the person's normal waking time, even if
moderately sleep deprived.
Optimal amount in humans
The optimal amount of sleep is not a meaningful concept unless the
timing of that sleep is seen in relation to an individual's circadian
rhythms. A person's major sleep episode is relatively inefficient and
inadequate when it occurs at the "wrong" time of day. The timing is
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correct when the following two circadian markers occur after the
middle of the sleep episode but before awakening:
• maximum concentration of the hormone melatonin, and

• minimum core body temperature
The National Sleep Foundation in the United States maintains that
eight to nine hours of sleep for adult humans is optimal and that
sufficient sleep benefits alertness, memory and problem solving, and
overall health, as well as reducing the risk of accidents. A widely
publicized 2003 study performed at the University of Pennsylvania
School of Medicine demonstrated that cognitive performance declines
with fewer than eight hours of sleep.
However, a University of California, San Diego psychiatry study of

more than one million adults found that people who live the longest
self-‐report sleeping for six to seven hours each night. Another study of
sleep duration and mortality risk in women showed similar results.
Other studies show that "sleeping more than 7 to 8 hours per day has
been consistently associated with increased mortality", though this
study suggests the cause is probably other factors such as depression
and socio-‐economic status which would correlate statistically. It has
been suggested that the correlation between lower sleep hours and
reduced morbidity only occurs with those who wake after less sleep
naturally, rather than those who use an alarm.
Causal links are currently speculative: the available data may only
reflect comorbid depression, socioeconomic status, or even alcohol
use, for example. These studies cannot be used to determine optimal
sleep habits, only correlation — and empirically observed correlation is
a necessary but not sufficient condition for causality. A need for nine
or ten hours of sleep a day, or only five to six, may or may not have the
same cause as the shortened life span. In other words, long or short
sleep duration itself has not been shown to be a cause of early death.
Researchers from the University of Warwick and University College

London have found that lack of sleep can more than double the risk of
death from cardiovascular disease, but that too much sleep can also
double the risk of death. Professor Francesco Cappuccio said: “Short
sleep has been shown to be a risk factor for weight gain, hypertension
and Type 2 diabetes sometimes leading to mortality but in contrast to
the short sleep-‐mortality association it appears that no potential
mechanisms by which long sleep could be associated with increased
mortality have yet been investigated. Some candidate causes for this
include depression, low socioeconomic status and cancer-‐related
fatigue. In terms of prevention, our findings indicate that consistently
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sleeping around 7 hours per night is optimal for health and a sustained
reduction may predispose to ill-‐health.”
Furthermore, sleep difficulties are closely associated with psychiatric

disorders such as depression, alcoholism and bipolar disorder. Up to
90% of patients with depression are found to have sleep difficulties.
Hours by age
Children need a greater amount of sleep per day than adults to
develop and function properly: up to 18 hours for newborn babies,
with a declining rate as a child ages. A newborn baby spends almost
half of its sleep time in REM-‐sleep. By the age of five or so, only a bit
over two hours is spent in REM.
Age Average amount of sleep per day
Newborn up to 18 hours
1-12 months 14–18 hours
1-3 years 12-15 hours
Adolescents 9-10 hours
Adults, including elderly 7-8 (+) hours
Pregnant women 8 (+) hours
Sleep debt
Sleep debt is the effect of not getting quite enough rest and sleep; a
large debt causes mental, emotional and physical fatigue. It is unclear
why a lack of sleep causes irritability however; theories are emerging
that suggest if the body produces insufficient cortisol during stage 3
and 4 sleep it can have negative affects on our alertness and emotions
during the day.
Scientists do not agree on how much sleep debt it is possible to
accumulate, whether it is accumulated against an individual's average
sleep or some other benchmark, nor on whether the prevalence of
sleep debt among adults has changed appreciably in the industrialized
world in recent decades. It is likely that children are sleeping less than
previously in Western societies.
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Functions
The multiple theories proposed to explain the function of sleep reflect
the as yet incomplete understanding of the subject.
It is likely that sleep evolved to fulfil some primeval function, but has
taken over multiple functions over time as organisms have evolved. An
analogy would be that to the larynx, which performs multiple
functions, such as controlling the passage of food and air, phonation
for communicating and social purposes, etc. These are all functions of
the larynx, but just one of them likely represents the original function.
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Section 2
Definitions under the Act
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Section outline
Definitions under the Road Transport – Heavy Vehicle Driver Fatigue

Act 2006
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Some of the definitions and requirements under the

Act
The new Act applies to:
(a) Drivers of regulated heavy vehicles; and
(b) Certain persons whose activities influence the conduct of drivers
of regulated heavy vehicles in such a way as to affect the drivers’
fatigue when driving on a road.
Examples
• Employers and prime contractors of drivers of regulated
heavy vehicles
• Operators of regulated heavy vehicles
• Persons who schedule goods or passengers for transport
by regulated heavy vehicles or who schedule drivers of
regulated heavy vehicles
• Consignors and consignees of goods for transport by
• Loaders and unloaders of goods for transport by
• Persons who manage or operate premises where
regulated heavy vehicles are loaded or unloaded or who
supervise the activities of loaders and unloaders
NB; It is the performance of any these functions, whether exclusively
or occasionally, that determines whether a person falls within any of
these definitions, rather than their job title or contractual description.
The Act provides for general duties to avoid or prevent drivers from
driving regulated heavy vehicles on a road while they are impaired by
fatigue and for extra duties on certain parties in the chain of
responsibility to do certain things to help drivers to comply with the
Act.
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The Act provides for 3 work/rest hours options for drivers, namely:
(a) The standard hours for drivers (i.e. the standard work and rest
times); and
(b) The basic fatigue management scheme (the BFM scheme); and
(c) The advanced fatigue management scheme (the AFM scheme); and
provides that parties in the chain of responsibility are liable for
ensuring the driver complies with his or her relevant work/rest hours
option.
This Act enables an operator to seek accreditation and a driver,
employer, prime contractor or operator to seek an exemption from
various requirements of this Act.
The definition of a regulated heavy vehicle
A regulated heavy vehicle is: a heavy truck or bus.
A regulated heavy vehicle is a sub-‐category of heavy vehicle as defined
in the C & E Act.
A heavy truck is: a motor vehicle (except a bus or tram) with a GVM
over 12 tonnes; or a motor vehicle (except a bus or tram) that is part of
a combination, if the total of the GVM of the vehicles in the
combination is over 12 tonnes.
A bus is a motor vehicle built mainly to carry people that seats over 12
adults (including the driver).
A regulated heavy vehicle does not include: plant or motor home
Plant is a motor vehicle that is built, or permanently modified primarily
to operate as a machine or implement; off-‐road, on a road-‐related
area, on an area of road that is under construction and is not capable
of carrying goods or passengers by road.
Examples of what is plant:
An agricultural machine, backhoe, bulldozer, excavator, forklift, front-‐

end loader, grader, tractor or a motor vehicle that is registered as a
type P plant-‐based special purpose vehicle.
Examples of what is not plant:
A truck-‐mounted crane or drilling rig.
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A motor home is a rigid or articulated motor vehicle or combination
that is built, or permanently modified, primarily for residential
purposes, but does not include a motor vehicle only because it is
constructed with a sleeper berth.
The Act applies to:
(A reference to a driver is a reference to the driver of a regulated
heavy vehicle and includes an employed driver and a self-‐employed
driver).
An employed driver is a driver who is employed by someone else to
drive a regulated heavy vehicle.
A driver who is not an employed driver but is driving a regulated heavy
vehicle is a self-‐employed driver.
Who are the parties in the chain of responsibility?
(These people are parties in the chain of responsibility in relation to a
regulated heavy vehicle)
• The employer of the driver of the vehicle
• The prime contractor of the driver
• The operator of the vehicle
• The scheduler of goods or passengers for transport by the
vehicle, and the scheduler of its driver
• The consignor of goods for transport by the vehicle
• The consignee of goods for transport by the vehicle
• The loading manager of goods for transport by the vehicle
• The loader of goods on to the vehicle
• The unloader of goods from the vehicle
Note It is the performance of any these functions, whether exclusively
or occasionally, that determines whether a person falls within any of
these definitions, rather than their job title or contractual description.
A person may be a party in the chain of responsibility in more than 1
capacity.
Example: A person may be an employer, operator and consignor at the
same time in relation to a driver and be subject to duties in each of the
capacities.
Page 24
Note Section 147 of the C & E Act also provides that a person may be
liable for a breach in one or more capacities under the chain of
responsibility.
Who is an employer?
An employer is a person who engages someone else to drive a

regulated heavy vehicle under a contract of employment,
apprenticeship or training.
Example of an employer:
A labour hire company.
Who is a prime contractor?
A prime contractor is a person who engages someone else to drive a
regulated heavy vehicle under a contract for services.
Example of a prime contractor:
A logistics business that engages a subcontractor to transport goods.
Who is an operator?
An operator of a regulated heavy vehicle is a person who is responsible
for controlling or directing the operations of:
In the case of a vehicle (including a vehicle in a combination) — the

vehicle; or
In the case of a combination — the towing vehicle in the combination.
A person is not an operator merely because:
The person owns a vehicle or combination
The person drives a vehicle or combination
The person maintains, or arranges for the maintenance of, a vehicle or
combination
The person arranges for the registration of a vehicle
Page 25
Who is a scheduler?
A scheduler is:
A person who schedules a driver’s work or rest time
A person who schedules the transport of passengers or goods by road
Who is a consignor?
A consignor of goods is:
A person who, with that person’s authority, is named or otherwise
identified as the consignor of the goods in the transport
documentation relating to the transport of the goods by road
A person who engages an operator of a vehicle or combination, either
directly or indirectly or through an agent or other intermediary, to
transport the goods by road
A person who has possession of, or control over, the goods
immediately before the goods are transported by road
A person who loads a vehicle with the goods, for transport by road, at
a place where goods in bulk are stored or temporarily held and that is
usually unattended (except by a driver of the vehicle, a trainee driver
or any person necessary for the normal operation of the vehicle)
during loading
If the goods are imported into Australia — a person who imports the
goods
Who is a consignee?
A consignee of goods is:
A person who, with that person’s authority, is named or otherwise
identified as the intended consignee of the goods in the transport
documentation relating to the transport of the goods by road
A person who actually receives the goods after completion of their
transport by road but does not include a person who merely unloads
the goods.
Page 26
Who is a loading manager?
A loading manager is:
A person who manages, or who is responsible for the operation of, a
premises at which usually on a business day at least 5 regulated heavy
vehicles are loaded with goods for transport, or have goods that the
vehicles have transported unloaded
A person who directly or indirectly supervises, manages or controls the
loading or unloading of regulated heavy vehicles at such a premises.
Examples of a loading manager
A company that runs, or a site manager for, a distribution centre
Example of calculation of vehicle numbers
At a premises on a usual business day, 3 regulated heavy vehicles are

loaded with goods, and 3 other regulated heavy vehicles have goods
that have been transported to the premises unloaded. The manager of
the premises is a loading manager because at least 5 vehicles are
usually loaded or unloaded at the premises on a business day.
Who is a loader?
A loader of goods is:
A person who loads a vehicle or combination with goods for transport
by road
A person who loads a vehicle or combination with a freight container

(whether or not containing goods) for transport by road
Without limiting the above, a person who loads a freight container

already in or on a vehicle or combination with goods for transport by
road
A person who supervises an activity mentioned above
A person who manages or controls an activity mentioned above
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Who is an unloader?
An unloader of goods is:
A person who unloads from a vehicle or combination goods that have
been transported by road
A person who unloads from a vehicle or combination a freight

container (whether or not containing goods) that has been
transported by road
A person who unloads from a freight container that is on a vehicle or
combination goods that have been transported by road
A person who supervises an activity mentioned above
A person who manages or controls an activity mentioned above
Page 28
Reasonable Steps
What are reasonable steps:
If a provision of this Act requires a person to take all reasonable steps
to ensure that a specified thing will not cause a particular outcome,
without limiting the ways in which a person may take those steps, she
or he is to be regarded as having taken those steps if she or he:
A. Identifies and assesses –
(i) What aspects of the specified thing might cause the
particular outcome
(ii) The risks that those aspects might cause the particular
outcome
(iii) If there is a substantial risk that an aspect might cause the
particular outcome, what she or he can reasonably do to
eliminate that risk, or if it is not reasonably possible to
eliminate that risk, to minimise that risk; and
B. Repeats that identification and assessment –
(i) If anything occurs that may adversely affect, or that indicates
that there may be a problem with, the specified thing
C. Does the things identified under paragraph (a)(ii) as being things
that she or he can reasonably do
D. Documents the actions that she or he has taken under paragraphs
(a), (b) and (c), and retains that documentation for at least 3
years.
Note 1 Subsection (2) sets out a method of taking reasonable steps to
prevent the occurrence of an offence for the purposes of the
reasonable steps defence.
Example of a specified thing and a particular outcome
The Act requires a scheduler to take all reasonable steps to ensure that
a driver's schedule (the specified thing in this case) will not cause the
driver to drive while impaired by fatigue (the particular outcome).
Page 29
Examples of ways to identify and assess what aspects of specified
things might cause drivers to commit fatigue-‐related offences
• Consulting drivers, other parties in the chain of
responsibility, unions and industry associations
• Reviewing driving or work schedules and work records,
including opportunities for rest breaks
• Reviewing loading and unloading times and delays at
loading and unloading places
• Reviewing contractual arrangements and documentation
relating to the consignment and delivery of goods
• Regular health and safety audits
• Regularly assessing driver fitness for duty
• Analysing injury and incident reports
Examples of things that can be done to eliminate or minimise risks
arising from those aspects
• Workplace procedures and policies that relate to fatigue
and compliance with work/rest hours
• Contingency planning in relation to fatigue and work/rest
hours
• A program to report and monitor fatigue-‐related
incidents, risks and hazards
• A program for assessing driver fitness for duty
• Training and information for drivers, staff and parties in
the chain of responsibility about fatigue and compliance
with work/rest hours
• Appropriate supervision and management of drivers, staff
and parties in the chain of responsibility
• Scheduling arrangements that take account of fatigue
risks and work/rest hours
• Allowing for traffic or other delays in scheduling
• A system for giving drivers sufficient notice of schedule
changes
• A system to maintain equipment, work systems and work
records
• Compliance assurance conditions in relevant commercial
arrangements with other parties in the chain of
responsibility
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• Avoiding incentives or demands in commercial

arrangements that may cause fatigue or breaches of
work/rest hours
• A system for monitoring and remedying problems related
to fatigue and work/rest hours
Without limiting the ways in which a person may take all reasonable
steps to prevent the occurrence of an offence for the purposes of the
reasonable steps defence, a person is to be regarded as having taken
those steps if she or he:
A. Identifies and assesses –
(i) The risks that the offence might occur
(ii) If there is a substantial risk that the offence might occur,
what she or he can reasonably do to eliminate that risk, or if
it is not reasonably possible to eliminate that risk, to
minimise that risk
B. Repeats that identification and assessment –
(i) If anything occurs that might significantly increase the risk

of the offence occurring
(ii) In any event, at least annually
(iii) does the things identified under paragraph (a)(ii) as being
things that she or he can reasonably do
C. Documents the actions that she or he has taken under paragraphs
(a), (b) and (c), and retains that documentation for at least 3
years.
The court may have regard to anything that it considers to be relevant
when it is deciding whether things that the person did, or did not do,
were reasonable steps, including:
(a) The nature of the aspect or risk that the person was attempting to,
or should have been attempting to, address
(b)The likelihood of a risk eventuating
(c) The degree of harm that would result if a risk did eventuate
(d)The circumstances of the offence (e.g. the risk category that the
relevant offence belongs to)
Page 31
(e) The degree to which the person (either personally or through an
agent or employee) had the ability to eliminate, prevent or reduce
an aspect, or to eliminate a risk or to minimise the likelihood of a
risk eventuating
(f) The experience, expertise and knowledge that the person, or the
person’s agent or employee, had or ought reasonably have had
(g)The availability and suitability of ways to eliminate, prevent or
reduce an aspect, or to eliminate a risk or to minimise the likelihood
of a risk eventuating; and
(h)The cost of eliminating a risk or minimising the likelihood of a risk
eventuating (i) the body of fatigue knowledge.
What is the reasonable steps defence?
If a provision states that a person has the benefit of the reasonable
steps defence for an offence, it is a defence to a charge for the offence
for the person to prove that:
(a) The person did not know, and could not reasonably be expected to
have known, of the contravention concerned; and
(b) Either:
(i) The person had taken all reasonable steps to prevent the
contravention concerned; or
(ii) The person could not reasonably be expected to have taken
any steps to prevent the contravention concerned.
Deciding whether persons ought reasonably to have known
If, in a prosecution for an offence against this Act, it is relevant to
prove that someone ought reasonably to have known something, the
issue must be decided having regard to:
(a) The person’s abilities, experience, expertise, knowledge,

qualifications and training; and
(b) The circumstances of the offence; and
(c) Any other matters prescribed by the regulations.
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What is fatigue?
What is fatigue
(1) Fatigue includes for example:
(a) Feeling sleepy; and
(b) Feeling physically or mentally tired, weary or drowsy; and
(c) Feeling exhausted or lacking energy; and
(d) Behaving in a way that is consistent with paragraph (a), (b) or
(c).
When deciding whether a driver is fatigued, a court may take into
account anything it considers is relevant, including for example:
(a) What is commonly understood as being fatigued; and
(b) The causes of fatigue; and
(c) The signs of fatigue; and
(d) The body of fatigue knowledge; and
(e) Any matter prescribed by the regulations.
A cause of fatigue is any factor that causes or contributes to a person’s

fatigue while driving a regulated heavy vehicle on a road (whether or not
the cause arises while the person is at work).
Examples of causes of fatigue

• Physical or mental exertion
• Long periods of time awake
• Not enough sleep or not enough restorative sleep
• Not enough rest breaks
• A person’s circadian rhythm (i.e. the “body clock”)
• Environmental stress (e.g. heat, noise, vibrations)
• Personal health
Page 33
A sign of fatigue is a sign that a person was, is, or will be fatigued while
driving a regulated heavy vehicle on a road (whether the sign
manifests itself before, during or after work).
Examples of signs of fatigue

• A lack of alertness
• An inability to concentrate
• A reduced ability to recognise or respond to external
stimuli
• Poor judgement or memory
• Making more mistakes than usual
• Drowsiness, or falling asleep, at work (including micro
sleeps)
• Finding it difficult to keep the eyes open
• Needing more frequent naps than usual
• Not feeling refreshed after sleep
• Excessive head nodding or yawning
• Blurred vision
• Mood changes, increased irritability or other changes to
the person’s mental health
• Changes to the person’s health or fitness
The body of fatigue knowledge includes any accreditation scheme,

scientific knowledge or expert opinion, guidelines, standards or other
knowledge that is relevant to preventing or managing the exposure to
risk of fatigue, either at a workplace or on a road.
In proceedings for an offence under this Act, a statement by the
complainant that, at a specified time or during a specified period, the
complainant observed a specified driver exhibiting specified behaviour
is evidence of that.
A statement by the complainant is a statement in a complaint or

charge made by the person bringing the proceedings.
Page 34
What is impaired by fatigue
(1) A driver is impaired by fatigue if the driver is fatigued to the extent
that he or she is incapable of driving a vehicle safely.
(2) When deciding whether a driver was impaired by fatigue, a court
may take into account anything it considers is relevant, including for
example:
(a) Any relevant cause of fatigue or sign of fatigue that was
evident, and the degree to which it may indicate that the
driver was impaired by fatigue; and
(b) Any behaviour of the driver that may have resulted from being
impaired by fatigue;
Examples
• The circumstances of any incident, crash or near
miss
• Poor driving judgement
• Inattentive driving (e.g. drifting into other lanes or
not changing gears smoothly)
(c) The nature and extent of any physical or mental exertion by the
driver; and
(d) Whether the driver was in breach of his or her work/rest hours.
(3) A court may consider a driver to be impaired by fatigue even if the
driver has complied with any requirements under this Act (e.g. the
standard hours) or under any other legislation.
(4) In proceedings for an offence under this Act, a statement by the
complainant that, at a specified time or during a specified period, the
complainant observed a specified driver exhibiting specified behaviour
is evidence of that.
(5) A statement by the complainant is a statement in a complaint or
charge made by the person bringing the proceedings.
Page 35
Duties to avoid and prevent fatigue
Driver’s duty to avoid driver fatigue
(1) A person must not drive a regulated heavy vehicle on a road while
he or she is impaired by fatigue.
Penalty: the penalty for a severe risk offence.
A driver may be impaired by fatigue even though he or she has
complied with other requirements of this Act
(2) An offence against subsection (1) is an offence of absolute liability.
(3) If, in relation to conduct at a particular time in relation to which a
driver has been charged with an offence under subsection (1), the
driver has been convicted of a prescribed driver offence under another
law in relation to the same conduct, the court must discharge the
proceedings against the driver.
(4) If, in relation to conduct at a particular time in relation to which a
driver has been charged with an offence under subsection (1), the
driver has been convicted, the court must discharge any proceedings
against the driver for a prescribed driver offence under another law in
relation to the same conduct.
(5) A prescribed driver offence under another law means an offence
under another law of this jurisdiction prescribed by the regulations.
Page 36
Duty on parties in the chain of responsibility to prevent driver fatigue
(1) A party in the chain of responsibility in relation to a regulated heavy
vehicle must take all reasonable steps to ensure that a person does not
drive the vehicle on a road while the person is impaired by fatigue.
Penalty: the penalty for a critical risk offence.
(2) An offence against subsection (1) is an offence of absolute liability.
(3) For the purposes of sub-‐section (1), evidence:
(a) That a party complied with a relevant prescribed fatigue duty

under another law is evidence that the party took all the
reasonable steps required by that sub-‐section; and
(b) That an operator complied with the requirements of a BFM or
AFM accreditation is evidence that the operator took all the
reasonable steps required by that sub-‐section.
(4) A prescribed fatigue duty under another law means a duty under
another law of this jurisdiction or of another participating jurisdiction
prescribed by the regulations.
(5) In a prosecution under sub-‐section (1), it is not necessary to prove
that any particular person drove, or would or may have driven, the
vehicle on a road while impaired by fatigue.
Additional duties on certain parties in the chain of

responsibility
Duties on employers, prime contractors and operators
(1) This section applies to:
(a) The employer of an employed driver of a regulated heavy
vehicle; and
(b) The prime contractor of a self-‐employed driver of a regulated

heavy vehicle; and
(c) The operator of the regulated heavy vehicle if the driver is to
make a journey for the operator.
(2) The employer, prime contractor and operator each must take all
reasonable steps to ensure that her or his business practices will not
cause the driver to:
Page 37
(a) Drive while impaired by fatigue; or
(b) Drive while in breach of his or her work/rest hours option; or
(c) Drive in breach of another law in order to avoid driving while
impaired by fatigue or while in breach of his or her work/rest
hour’s option.
(2A) In subsection (2), business practices means the practices of the
employer, prime contractor or operator in running her or his business,
and includes:
(a) The operating policies and procedures of the business; and
(b) The human resource and contract management

arrangements of the business; and
(c) Arrangements for managing safety.
(3) The employer must not cause the driver to drive the vehicle unless:
(a) The employer has complied with subsection (2); and
(b) The employer, after making reasonable inquiries, is satisfied

that the scheduler has complied with section 31.
Penalty: the penalty for a substantial risk offence.
(4) The prime contractor and operator each must not cause the driver
to drive the vehicle, or enter into a contract or agreement with the
driver to that effect, unless:
(a) The prime contractor or operator has complied with

subsection (2); and
(b) The prime contractor or operator, after making reasonable

inquiries, is satisfied that the scheduler has complied with
section 31.
(5) An offence against subsection (2), (3) or (4) is an offence of
absolute liability.
Duties on schedulers
(1) This section applies to the scheduler of:
Page 38
(a) A regulated heavy vehicle; or
(b) A driver of a regulated heavy vehicle.
(2) The scheduler must take all reasonable steps to ensure that a
driver’s schedule for driving the vehicle will not cause the driver to:
hour’s option.
(3) The scheduler must not cause the driver to drive the vehicle unless:
(a) The scheduler has complied with subsection (2); and
(b) The driver’s schedule for driving the vehicle allows for:
(i) The driver to take rest breaks in accordance with his or her
work/rest hours option; and
Example of ways to take rest breaks

• ensuring that a driver is able to take a short rest
break at a suitable location
• ensuring that a driver is able to take a long rest
break at a location where facilities that enable
adequate rest to be taken are available
(ii) Traffic conditions and other delays that could reasonably be
expected.
Examples of traffic conditions and other delays that could

reasonably be expected
• The actual average speed able to be travelled
lawfully and safely by the driver on the route in
question
• Known traffic conditions such as road works or
traffic congestion on the route in question
• Delays caused by loading, unloading or queuing
Page 39
(4) An offence against subsection (2) or (3) is an offence of absolute
liability.
Duties on consignors and consignees
(1) This section applies to:
(a) The consignor of goods for transport by a regulated heavy
vehicle; and
(b) The consignee of goods for transport by a regulated heavy
vehicle.
(2) The consignor and consignee each must take all reasonable steps
to ensure that the terms of consignment (e.g. delivery times) will not
result in, encourage or provide an incentive to the driver to:
hours option.
(3) The consignor and consignee each must take all reasonable steps
to ensure that the terms of consignment (e.g. delivery times) will not
result in, encourage or provide an incentive to the employer of an
employed driver, prime contractor of a self-‐employed driver or
operator of the regulated heavy vehicle to cause the driver to:
(c) Drive in breach of another law to avoid driving while impaired
by fatigue or while in breach of his or her work/rest hour’s
option.
(4) The consignor and consignee each must not cause the driver to
drive the vehicle, or enter into a contract or agreement to that effect,
unless:
(a) The consignor or consignee has complied with subsection (2)
and (3); and
Page 40
(b) In the case of an employed driver — the consignor or
consignee, after making reasonable inquiries, is satisfied that:
(i) The driver’s employer and the operator of the driver’s vehicle
have each complied with section 30; and
(ii) The scheduler has complied with section 31; and
(c) In the case of a self-‐employed driver — the consignor or
consignee, after making reasonable inquiries, is satisfied that:
(i) If the driver has a prime contractor— the prime contractor of
the driver has complied with section 30; and
(ii) The scheduler has complied with section 31.
(4A) The consignor and consignee each must not make a demand that
affects, or that may affect, a time in a schedule for the transport of the
consigned goods and that may cause the driver to:
(c) drive in breach of another law to avoid driving while impaired
by fatigue or while in breach of his or her work/rest hours
option.
(4B) Subsection (4A) does not apply if the consignor or consignee,
before making the demand:
(a) Has complied with subsections (2) and (3); and
(b) Is satisfied, after making reasonable inquiries, that the

making of the demand will not cause a person to fail to
comply with section 31 (Duties on schedulers).
(5) An offence against subsection (2), (3), (4) or (4A) is an offence of
absolute liability.
Duties on loading managers
(2) A loading manager must take all reasonable steps to ensure that
the arrangements for loading and unloading regulated heavy vehicles
at the premises in respect of which she or he is the loading manager
will not cause, a driver of a regulated heavy vehicle to:
Page 41
hours option.
Examples of reasonable steps to comply with subsection (2)

• providing for rest to be taken with adequate
facilities
• providing for the reporting of travel delays and
providing a mechanism for managing late arrivals
• allowing loading and unloading to occur at an
agreed time
• having a system of setting and allocating loading
and unloading times that a driver can reasonably
rely on to comply with the work and rest times
specified in this Act
(3) If the loading manager or a person acting under his or her
supervision or control:
(a) has advised the driver, either directly or indirectly, of when
the loading or unloading of the vehicle is to start, and the
loading manager or person becomes aware that the loading or
unloading will, or is likely to, start more than 30 minutes late;
or
(b) has advised the driver, either directly or indirectly, of when
the loading or unloading of the vehicle is to finish, and the
loading manager or person becomes aware that the loading or
unloading will, or is likely to, finish more than 30 minutes late;
or
(c) is unable to advise the driver of when the loading or
unloading of the vehicle is to start; or
(d) is unable to advise the driver of when the loading or
unloading of the vehicle is to finish;
The loading manager must take all reasonable steps to ensure that the
driver is able to take rest while waiting for the vehicle to be loaded or
unloaded.
Page 42
Providing a system of notifying the driver when his or her vehicle can
be loaded or unloaded that does not require the driver to be awake or
unreasonably alert.
(4) An offence against subsection (2) or (3) is an offence of absolute
liability.
Certain requests, contracts etc prohibited
Certain requests etc prohibited
A person must not ask, direct or require (directly or indirectly) a driver
or a party in the chain of responsibility to do something that the
person knows, or reasonably ought to know, would have the effect of
causing the driver to:
(c) Drive in breach of another law to avoid driving while impaired by
fatigue or while in breach of his or her work/rest hour’s option.
Example of a requirement that contravenes this section
A requirement that the driver complete a journey in a time that the
person knows or reasonably ought to know cannot be complied with
unless the driver commits a speeding offence or does not take all the
rest breaks that he or she is required to take.
Certain contracts etc prohibited
(1) A person must not enter into a contract or agreement with a driver
or with a party in the chain of responsibility that the person knows, or
reasonably ought to know, would have the effect of causing a driver
to:
Page 43
(2) A person must not enter into a contract or agreement with a driver
or with a party in the chain of responsibility that the person knows, or
reasonably ought to know, would encourage or provide an incentive
for a party in the chain of responsibility to cause a driver to:
Applying for BFM accreditation
(1) The operator of a regulated heavy vehicle who wants BFM
accreditation must apply to the Authority.
(2) The application must be made in the form approved by the
Authority and include:
(a) The operator’s name and contact details; and
(b) A statement by the operator that the operator has a BFM
fatigue management system (which is explained in the next
subsection) to ensure compliance with the BFM standards and
business rules; and
(c) A statement from an auditor of a class specified by the
Fatigue Authorities Panel that the auditor considers that the
operator’s BFM fatigue management system will ensure
compliance with the BFM standards and business rules; and
(d) Any other information required by the Authority in

accordance with the BFM standards and business rules.
Page 44
(3) A BFM fatigue management system is an operator’s management

system for ensuring compliance with the BFM standards and business
rules, including by: (a) Recording the name, driver licence number and
contact details of each driver who is currently under the operator’s
BFM accreditation; and
(b) Ensuring that each of those drivers is in a fit state:
(i) To safely perform required duties; and
(ii) To meet any specified medical requirements; and
(c) Ensuring that each of those drivers:
(i) Has been inducted into the operator’s BFM fatigue

management system; and
(ii) Has been informed of the BFM hours; and
(d) Ensuring that anyone employed in the operator’s business,

who has responsibilities relating to scheduling or managing
the fatigue of those drivers:

(ii) Has been informed of the BFM hours.
(4) The application must also be accompanied by a declaration,

declared to be made by the operator after taking all reasonable steps
to ascertain the following information, of the operator’s knowledge of
whether:
(a) In the 5 years immediately before the application was made,
any of these persons has contravened this Act, a
corresponding fatigue law, or an Australian road law:
(i) The operator; and
(ii) An associate of the operator; and if so, details of the
contravention; and
(b) Any of these persons has had their BFM or AFM accreditation
varied or cancelled:
(ii) An associate of the operator; and if so, details of the variation
or cancellation.
Page 45
(5) The application must also be accompanied by an application fee
(6) The Authority, by written notice to the operator, may require the
operator to give the Authority any necessary additional information.
Granting BFM accreditation
(1) The Authority must decide an application for BFM accreditation as
soon as practicable after the Authority receives the application.
(2) The Authority may grant BFM accreditation to the operator of a
regulated heavy vehicle if it is satisfied:
(a) The operator is able to comply with this Act; and
(b) The operator is a suitable person to be granted BFM
accreditation.
(3) For this purpose, the Authority may take into account anything it
considers is relevant, including for example:
(a) Any details provided under section 78 (4); or
(b) The results of any audits carried out on the operator’s BFM
fatigue management system, or proposed BFM fatigue
management system.
Note Section 78 (3) explains what a BFM fatigue management system
is.
(4) In granting BFM accreditation to the operator of a regulated heavy
vehicle, the Authority must have regard to any advice given to it, and
to any guidelines issued, by the Fatigue Authorities Panel in relation to
BFM accreditation.
(5) If the Authority grants the BFM accreditation, it must give the
operator an accreditation certificate in the form specified by the
Fatigue Authorities Panel that certifies the operator has been granted
BFM accreditation and sets out the details of that accreditation.
(6) The accreditation takes effect:
(a) When the accreditation certificate is given to the applicant; or
(b) At a later time stated in the certificate.
Page 46
(7) The BFM accreditation applies for the period (not longer than 3
years) stated in the BFM accreditation certificate.
(8) If the Authority refuses to grant a BFM accreditation, it must give
the applicant a written notice that:
(a) States the reasons for the refusal.
(b) Tells the operator that the operator may apply to have the
decision reconsidered.
Conditions of BFM accreditation
(1) Every BFM accreditation is subject to the condition that the
operator must comply with the BFM standards and business rules.
(2) A BFM accreditation is also subject to any other conditions stated in
the accreditation certificate or prescribed by the regulations.
Examples of possible conditions

• A condition that a named driver cannot drive under the
operator’s BFM accreditation vehicle for a specified period
• A condition that a named employee or associate of the
operator cannot be involved in the BFM operation system
ever, or for a specified period
Note 1 A driver is required to record his or her operator’s BFM
accreditation number
Note 2 An authorised officer or police officer may direct an operator to
produce a record required to be kept by the operator
(3) A person who is granted a BFM accreditation must not contravene
a condition of the BFM accreditation.
Court-‐imposed penalty: $6 000.
(4) An offence against subsection (3) is an offence of strict liability.
80A Driver must carry BFM accreditation documents
(1) At all times while working under an operator’s BFM accreditation, a
driver must have in his or her possession:
(a) A copy of the operator's accreditation certificate; and
Page 47
(b) A document signed by the operator stating that the driver is
working under the operator's accreditation, has been
inducted into the operator's BFM fatigue management system
and meets the requirements relating to drivers under the
accreditation.
An authorised officer or police officer may direct a driver to produce a
record required to be kept by the driver
Infringement notice penalty: $600.
(2) The operator must ensure that each of the drivers driving under the
operator's BFM accreditation does not contravene subsection (1).
(3) A driver must immediately return to an operator any document
given to him or her by the operator for the purposes of sub-‐section (1)
if the driver:
(a) Ceases to work under an operator’s BFM accreditation; or
(b) Ceases to meet the requirements relating to drivers under
that accreditation.
(4) An offence against subsection (1), (2) or (3) is an offence of strict
liability.
Information that operator must record
(1) The operator must ensure that each driver who is to work under the
BFM accreditation is:
(a) Inducted into the operator’s BFM fatigue management

system; and
(b) Meets the requirements relating to drivers under the

operator’s BFM accreditation.
Page 48
(2) The operator must keep:
(a) A current list of the drivers under the BFM accreditation; and
(b) Records demonstrating that the driver:

(ii) Meets requirements relating to drivers under the operator’s

BFM accreditation; and
(c) Any other records prescribed by the regulations.
(3) The records must be kept in accordance with the requirements of
Division 4.3.
(3A) If required to do so by the Authority, the operator must give to
the Authority, in the form and within the time specified by the
Authority:
(a) A copy of the list of drivers kept by the operator under
subsection (2)(b); and
(b) Details of any changes to that list.
(4) An offence against subsections (1) or (2) is an offence of strict
liability.
Operator must advise of change or end of accreditation
(1) If an operator who has a BFM accreditation changes or ceases to
hold that accreditation, the operator must inform any driver or
scheduler who may be affected by that change or cessation of the fact
that the change or cessation has happened, as soon as practicable
after the change or cessation happens.
(1A) If a driver is informed that an operator’s BFM accreditation has
changed or ceased, he or she must immediately return to the operator
any document given to him or her by the operator for the purposes of
section 80A(1).
Page 49
(2) An offence against subsection (1) or (1A) is an offence of strict
liability.
AFM accreditation
Applying for AFM accreditation
(1) The operator of a regulated heavy vehicle who wants AFM
accreditation must apply to the Authority.
(2) The application must be made in the form approved by the
Authority and include:
(a) The operator’s name and contact details; and
(b) The operator’s AFM fatigue management proposal (which is

explained in the next subsection); and
Note an AFM fatigue management proposal could be based on a
specific company operation, on a template developed by an
industry group, or on a commercial basis.
(c) A statement by the operator that the operator has an AFM
fatigue management system (which is explained in the
subsection (4)) to ensure compliance with the AFM standards
and business rules; and
(d) A statement from an auditor of a class specified by the
Fatigue Authorities Panel that the auditor considers that the
operator’s AFM fatigue management system will ensure
compliance with the AFM standards and business rules; and
(e) Any other information required by the Authority in

accordance with the AFM standards and business rules.
(3) An AFM fatigue management proposal must set out:
(a) The proposed work and rest hours limits for drivers of those
vehicles; and
(b) The risks involved with working under the proposed work and
rest hours limits, and the proposed countermeasures that are
designed to manage those risks; and
Page 50
(c) The other details required under the AFM standards and
business rules.
(4) An AFM fatigue management system is an operator’s management
system for ensuring compliance with the AFM standards and business
rules, including by:
(a) Recording the name, driver licence number and contact

details of each driver who is currently under the operator’s
AFM accreditation; and
(b) Ensuring that each of those drivers is in a fit state:
(i) To safely perform required duties; and
(ii) To meet any specified medical requirements; and
(c) Ensuring that each of those drivers:
(i) Has been inducted into the operator’s AFM fatigue

(ii) Has been informed of the AFM hours under the operator’s
(d) Ensuring that anyone employed in the operator’s business,

who has responsibilities relating to scheduling or managing
the fatigue of those drivers:

(ii) Has been informed of the AFM hours under the operator’s
AFM accreditation.
(5) The application must also be accompanied by a declaration,

declared to be made by the operator after taking all reasonable steps
to ascertain the following information, of the operator’s knowledge of
whether:
(a) In the 5 years immediately before the application was made,
any of these persons has contravened this Act, a
corresponding fatigue law, or an Australian road law:
(ii) An associate of the operator; and
if so, details of the contravention; and
Page 51
(b) Any of these persons has had their BFM or AFM accreditation
varied or cancelled:
(ii) An associate of the operator;
and if so, details of the variation or cancellation.
(6) The application must also be accompanied by an application fee
(7) The Authority, by written notice to the operator, may require the
operator to give the Authority any necessary additional information.
Granting AFM accreditation
(1) The Authority must decide an application for AFM accreditation as
soon as practicable after the Authority receives the application.
(2) The Authority may grant AFM accreditation to the operator of a
regulated heavy vehicle if it is satisfied that:
(a) The operator is able to comply with this Act; and
(b) The operator is a suitable person to be granted AFM
accreditation; and
(c) The driver fatigue management practices (including proposed

work and rest hours) stated in the operator’s AFM fatigue
management proposal would, if followed, safely manage the
risk of driver fatigue; and
(d) The operator and drivers are likely to follow those practices
consistently and effectively.
(3) For this purpose, the Authority may take into account anything it
considers is relevant, including for example:
(a) Any details provided under section 83 (5); or
(b) The results of any audits carried out on the operator’s AFM
fatigue management system, or proposed AFM fatigue
management system; or
Note Section 83 (4) explains what an AFM fatigue management
system is.
Page 52
(c) For the purposes of assessing the operator’s AFM fatigue
management proposal — any relevant body of fatigue
knowledge.
Note Section 83 (3) explains what an AFM fatigue management
proposal is.
(4) In granting AFM accreditation to the operator of a regulated heavy
vehicle, the Authority must have regard to any advice given to it, and
to any guidelines issued by, the Fatigue Authorities Panel in relation to
AFM accreditation.
(5) In approving the work and rest hour’s limits that are applicable to a
particular AFM accreditation, the Authority:
(a) Must be satisfied that the limits appear to provide a safe
balance between work, rest, risk management and fatigue
countermeasures; and
(b) Must not set limits that:
(i) Allow a driver to work more than the work time allowed, or to
have less than the rest time required, in the AFM outer limits;
or
(ii) That the Authority considers would be unsafe, having regard
to the operator’s AFM fatigue management proposal and any
relevant body of fatigue knowledge.
Note Section 52A(1) sets out the AFM outer limits. Section 83 (3)
explains what an AFM fatigue management proposal is.
(6) If the Authority grants the AFM accreditation, it must give the
operator an accreditation certificate in the form specified by the
Fatigue Authorities Panel that:
(a) Certifies that the operator has been granted AFM

accreditation; and
(b) Sets out the details of that accreditation, including the work
and rest hours limits that apply to the accreditation.
(7) The accreditation takes effect:
(a) When the accreditation certificate is given to the applicant; or
(b) At a later time stated in the certificate.
(8) The AFM accreditation applies for the period (not longer than 3
years) stated in the AFM accreditation certificate.
Page 53
(9) If the Authority refuses to grant an AFM accreditation, it must give
the applicant a written notice that:
(a) States the reasons for the refusal; and
(b) Tells the operator that the operator may apply to have the
decision reconsidered.
Conditions of AFM accreditation
(1) Every AFM accreditation is subject to the condition that the
operator must comply with the AFM standards and business rules.
(2) An AFM accreditation is also subject to any other conditions stated
in the accreditation certificate or prescribed by the regulations.
Examples of possible conditions

• A condition that a named driver cannot drive under the
operator’s AFM accreditation vehicle for a specified period
• A condition that a named employee or associate of the
operator cannot be involved in the AFM operation system
ever, or for a specified period
• A condition that requires additional records to be kept,
and audits to be performed, to ensure that the driver
fatigue management practices (including work and rest
hours) stated in the operator’s AFM operations manual
are followed consistently and effectively
(3) A person who is granted an AFM accreditation must not
contravene a condition of the AFM accreditation.
(4) An offence against subsection (3) is an offence of strict liability.
Driver must carry AFM accreditation details
(1) At all times while working under an operator’s AFM accreditation, a
driver must have in his or her possession:
(a) A copy of the operator's accreditation certificate; and
(b) A document signed by the operator stating that the driver is
working under the operator's accreditation, has been
inducted into the operator's AFM fatigue management system
and meets the requirements relating to drivers under the
accreditation; and
Page 54
(c) A document that sets out the AFM hours allowed under the
accreditation.
Page 55
Example
It would be sufficient compliance with the requirement in paragraph

(c) for a driver to have a record of the AFM hours allowed under the
accreditation stored in his or her electronic work diary (as the diary is a
document).
Infringement notice penalty: $ 600.
(2) The operator must ensure each of the drivers driving under the
operator’s AFM accreditation do not contravene subsection (1).
(2A) A driver must immediately return to an operator any document
given to him or her by the operator for the purposes of sub-‐section (1)
(a) or (b) if the driver:
(a) Ceases to work under an operator’s AFM accreditation; or
(b) Ceases to meet the requirements relating to drivers under
that accreditation.
Infringement notice penalty: $ 600.
(3) An offence against subsection (1) (2) or (2A) is an offence of strict
liability.
Information that operator must record
(1) The operator must ensure that each driver who is currently under
the AFM accreditation is:
(a) Inducted into the operator’s AFM fatigue management

system and informed of the AFM hours under the operator’s
(b) Meets the requirements relating to drivers under the

operator’s AFM accreditation.
(2) The operator must keep:
(a) A current list of the drivers under the AFM accreditation; and
Page 56
(b) Records that demonstrate the driver:

management system and informed of the AFM hours under
the operator’s AFM accreditation; and
(ii) Meets requirements relating to drivers under the particular

accreditation; and (c) any other records prescribed by the
regulations.
(3) The records must be kept in accordance with the requirements of
Division 4.3.
(3A) If required to do so by the Authority, the operator must give to
the Authority, in the form and within the time specified by the
Authority:
(a) A copy of the list of drivers kept by the operator under
subsection (2)(b); and
(b) Details of any changes to that list.
Court-‐imposed penalty: $ 2 000.
(4) An offence against subsections (1) or (2) is an offence of strict
liability.
Operator must advise of change or end of accreditation
(1) If an operator who has an AFM accreditation changes or ceases to
hold that accreditation, the operator must inform any driver or
scheduler who may be affected by that change or cessation of the fact
that the change or cessation has happened, as soon as practicable
after the change or cessation happens.
(1A) If a driver is informed that an operator’s AFM accreditation has
changed or ceased, he or she must immediately return to the operator
any document given to him or her by the operator for the purposes of
section 86(1)(a) or (b).
Page 57
(2) An offence against subsection (1) or (1A) is an offence of strict
liability.
Please note these definitions are an abridged version of the
legislation and are for reference purposes only; they are based on the
model legislation dated April 2008. If you need the exact information
contained in legislation you must consult the “Heavy Vehicle Driver
Fatigue National Legislation” and any amendments that are
applicable to your state.
Page 58
Section 3
The individual’s responsibilities
Page 59
Section outline
How individuals can manage their own fatigue
What individuals are required to do by organisations
Page 60
Strategies to combat fatigue
Strategies to combat fatigue:

• during working hours:
you must make sure that when you stop, you actually rest, and do
not undertake other work related tasks
you must make sure that you take sufficient breaks after periods
of continuous driving
you must alter your schedules if you are forced to undertake
fatiguing, non-‐driving work.
• in order to ready yourself for work:
you must advise your workplace about the impact of your leisure
activities on your ability to work
you must be shown how to identify your own fatigue levels and
the ways you can reduce these levels
you must monitor your fatigue levels prior to you starting work.
• to maintain excellent driver health the operator should:
implement a health management system providing general health
education but also information about specific driving-‐related
health risks
make sure driver health does not compromise safety
employ drivers in areas in which they are most capable
make drivers aware of the impact on their personal welfare of
fatigue levels.
• workplace conditions:
make sure that vehicles, truck stops and sleeping areas allow
drivers a comfortable trip, effective breaks, and most
importantly a good night’s rest.
• management practices and communication:
encourage free communication between management and drivers
to allow identification of any issues influencing fatigue levels.
Page 61
Warning signs of fatigue
Common signs of fatigue may include:

• loss of concentration
• nodding off at the wheel
• dimmed vision
• stiffness in the limbs
• slower reflex time
• loss of co-‐ordination
• yawning
• quickly blinking eyes
• inability to judge your own level of alertness.
Lifestyle is important
Your lifestyle plays a very important part in managing your fatigue.
You cannot expect your body and mind to remain unfatigued, if you
abuse it and do not allow time for rest and relaxation.
Your lifestyle choices may include:
• your diet
• how much you exercise
• how much sleep you get
• how late you socialise
• how much alcohol you consume
• whether you take drugs (prescribed or recreational).
A balanced diet
Although it is often hard to get good, healthy food when you are on
the road, being aware of what is good for your body and what is not,
can help you make the decision about your next meal. A diet of
cigarettes and alcohol should be avoided at all costs.
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It is better to eat small meals often rather than large meals less often
as digestion is an energy drain and tends to make you sleepy.
Common problems which are related to poor diet include:

• weight gain/obesity
• coronary heart disease
• high blood pressure
• digestive problems
• constipation
• some cancers
• gallstones
• liver disease
• diabetes
• stokes
• tooth decay.
It is often difficult to maintain an ideal weight, particularly if you do not
have some regular form of exercise. You should consume a variety of
foods and vegetables everyday.
Improved diet
You can improve your diet by adopting the suggestions listed below.
1. Eat a variety of foods each day, including one from each of
these groups:
bread and cereals
vegetables and fruit
lean meat, fish, poultry and eggs
milk, cheese and yoghurt
butter and margarine.
2. If you believe you are overweight consult your doctor
3. Try to limit the fat in your diet when eating on the road.
Avoid fried food, -‐ trim the fat off your meats and do not
eat too much cheese or butter. Ask for foods that have
been grilled, steamed, poached or stir fried. Substitute
traditional breakfasts of fried eggs and bacon for poached
eggs, omelettes, grilled bacon, mushrooms and tomatoes
and cereals.
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4. Try not to eat too much sugar -‐ choose mineral water or
unsweetened fruit juice rather than sweetened drinks -‐ do
not put too much sugar in your tea or coffee and eat fruit
rather than sweet desserts, cakes or chocolate bars.
5. Eat more wholemeal bread, cereals, vegetables and fruit.
6. Use less salt.
7. Do not drink too much alcohol.
8. Drink at least 2 litres of water as you drive.
A guide to help you choose your food

Eat generally Eat in moderation Eat occasionally
Wholegrain breads, flat White bread, light rye Croissants, cakes,
breads, rolls, crispbreads, bread crumpets, crackers, pastries, sweet
pasta, rice, oats white rice, English muffins biscuits, muffins
All vegetables; particularly Canned fruit or Olives, glace fruit,
those eaten raw, steamed stewed/poached fruit in chocolate dipped
or stir fried. All fruits sugar syrup fruits
without sugar syrup and
fresh
Beans, peas, lentils, tofu Nuts, peanut butter and
seeds
Low fat milk and milk Hard cheese, full cream Cream cheese, ice-‐
products e.g. yoghurt, milk and yoghurt cream, condensed
cottage cheeses and milk.
ricotta cheese
Unsaturated oil, margarine, Butter, cream, sour
mayonnaise salad dressing cream, suet, lard,
dripping, coconut.
Custard, sweetened Sugar, honey, jam,
yoghurt, milk puddings lollies chocolate,
creamy cakes and
deserts, chips,
twisties.
Plain water, vegetable Fruit juice Alcohol, tea, coffee,
juices, herbal teas soft drinks, cordial.
Page 64
Exercise regularly
The more you exercise the better for your heart and health generally.
However, you do not have to puff and sweat to benefit. Regular
moderate exercise, such as walking, brings the same benefits. It is the
amount of energy you use that counts most, not how you use it up or
how quickly.
Do the exercise that you enjoy. Walking, gardening, cycling or

swimming are all good forms of exercise. Start at a low level and build
up slowly over time. Do not overdo it. Choose suitable clothing and
footwear. Do not exercise if the weather is very hot, humid or cold,
straight after meals or alcohol, or if you do not feel well.
It is best to check with your doctor before you start exercising.
If you are found to be unfit or placed on restrictions to perform your
job you will be provided with appropriate assistance and counselling to
aid recovery. You and your family will be provided with information on
good driver health and lifestyle.
Follow the organisation’s policies and

procedures
It is important that individuals follow the organisational policies and

procedures set out by their employers. Possible policies and
procedures are discussed in the next section.
Page 65
Section 4
Developing and monitoring

fatigue management strategies
Page 66
Section outline
Assessing fatigue risks
Controlling fatigue risks
Monitoring fatigue strategies
Page 67
How to manage fatigue
Effective fatigue management starts with the transport operators.

Fatigue management allows them to organise and implement the
most effective management procedures. Operators are well
positioned to monitor your fatigue levels and take corrective action.
There are several areas that transport operators can monitor in order
to manage fatigue, these are:
• trip scheduling
• driver rostering
• working hours
• readiness of drivers for work
• driver health
• workplace conditions
• management practices and communication.
When scheduling of trips:

• trips must
be pre-‐planned to make sure that you have sufficient time to take
the required rest periods during the trip
allow you to reschedule your rest periods within your trip
according to how quickly and how often you become fatigued
eliminate non-‐driving work that fatigues you such as unnecessary
loading and unloading
involve you in the scheduling process.
When drivers are rostered, they must be:

− rostered according to your recent workload, how
suitable the trip is, your welfare and your preference
provided with flexibility in rosters to allow you to alter your roster
if you are already fatigued
notified of future trips, allowing you to prepare and be well rested.
Page 68
Strategies to overcome fatigue
There are various strategies that are recommended to counteract

fatigue. They include:
• limiting total driving hours
• regular rest stops before fatigue sets in
• avoidance of alcohol and drugs (although moderate use of caffeine
is not harmful)
• use of radio to maintain alertness
• adequate cabin ventilation
• introducing variation in the driving environment.
Management assistance in overcoming driver fatigue
Your company management will need to look at the following when
considering a fatigue management program for drivers:
• driver’s previous time working, schedules and rosters
• safe driving time and adequate rest requirement
• non-‐driving time and work activities
• vehicle suitability and roadworthiness
• identification and management of specific fatigue risk
factors of the freight task (type of load, night or city
driving)
• driver’s readiness for duty, state of health and
competence on the day
• use of relief and casual drivers and sub-‐contractors
• drivers involvement and flexibility to reschedule trips and
change rosters.
Page 69
Medical check
Prior to entering into a fatigue management program you will be
required to:
• undergo a medical examination to the standard required
of commercial drivers
• participate in a health screening program for sleep
disorder, diet, substance abuse and medical history.
Assessing fatigue risks
Risk assessment is a way of deciding which hazards need to be
addressed and in what order. Risk assessment should reveal:
• where, which and how many workers are likely to be at risk
of becoming impaired by fatigue, and
• how often this is likely to occur and the degree of harm
that would result.
When assessing fatigue risk, it is important to recognise factors can be
interrelated and therefore should not be considered in isolation. The
risk assessment should place the fatigue risk factors in order of
priority, and areas with the highest risk should be addressed first.
Risk-‐assessment methods include:

• consulting workers on workloads and schedules – ask if
they are having or have experienced work-‐related fatigue
• analysing an audit of working hours and ensure this
includes comparing planned working hours with hours
actually worked. Where appropriate, related issues to
consider in the audit may include work-‐related travel and
work completed outside of normal hours (e.g. when
people take work home)
• using a risk-‐assessment chart
• reviewing workplace incident data in regard to the fatigue
hazard factors. Ask:
What is the likelihood that fatigue is contributing to the incidents?
What time of day do incidents occur?
When incidents occurred, how long had the workers involved
been working?
Do the incidents often happen when a worker’s body clock is low
and concentration poor?
Page 70
• consulting industry or employee associations who may be

able to assist with risk assessments for type of work and
workplace, and
• checking whether workers have had accidents (including
transport) travelling home or on work-‐related journeys.
Page 71
Purpose 1. To explain the underlying approach to risk management and to outline
the roles and responsibilities of the business and staff for the ongoing
management of risk.
2. To outline key aspects of the business’s risk management process

including arrangements for the communication and reporting of risks
associated with the business’s activities especially fatigue management
Scope All people associated with, or responsible for risk management.
Policy Statement Risk management should be based on the Australasian Risk Management
Standard (AS/NZS 4360:2004). Risk management is integrated into the
normal business activities and aligned to its strategic directions. Key
risks are communicated across the business and treatment strategies to
mitigate those risks are regularly monitored and reviewed by senior
management.
Risk Management Procedures and any other documents relevant to risk

Supporting procedures
management.
Responsibility for
Any person directed to: e.g. OH&S representative.
implementation
Status Revision number/date (to show currency)
Any person or entity that has a vested interest in the business. Owner,
Key Stakeholders
director etc.
The person or entity that is authorised to approve the implementation of

Approval body
or any changes to this document
Definitions Risk: The chance of something happening that will have an impact on
objectives. Risk can have a positive or a negative impact and is measured
in terms of a combination of the likelihood of an event occurring and the
consequences if the event was to occur.
Risk Management: The culture, processes and structures that are directed
towards realising potential opportunities whilst managing adverse effects.
Risk Management Process: The systematic application of management
policies, procedures and practices to the tasks of communicating,
establishing the context, identifying, analysing, evaluating, treating,
monitoring and reviewing risks.
Risk Treatment: The process of selection and implementation of
measures to modify risk. These measures may include avoiding,
modifying, sharing or retaining risk.
Risk Co-ordinators: Staff nominated by (e.g. Chief Executive Officer) of
the business to promote a risk awareness culture and compile risk
profiles for their respective areas.
Related legislation Perhaps OH&S, heavy vehicle driver fatigue etc.
Related policies This may be your risk management policies.
Related documents Could be Australasian Risk Management Standard AS/NZS 4360:2004
Date Effective
Review Date Next date that a review is required.
Owner Person that assumes responsibility for this document.
Controlling fatigue risks
Page 72
The next step is to control any fatigue risks assessed as requiring risk
controls.
When deciding on risk controls, check whether any measures currently
being used to address the problem are effective.
Find out what others in your industry are doing to prevent fatigue and
incorporate any appropriate risk control measures into your fatigue
prevention program.
Fatigue can arise from a combination of factors and therefore the
most effective way to reduce the risk is to implement a combination of
risk control measures.
When selecting which risk control measures to implement, make sure
the most effective measures are used. The best way to control fatigue
risks is to eliminate the factors that cause it at the source. If that’s not
reasonably practicable, use measures that reduce the risk. Better
planning and work scheduling (e.g. having a flexible work schedule to
allow for both production targets and likely delays) are the best ways
to reduce fatigue risks.
The risk control measures outlined in the next sections are listed in
order of the measures that address the source of the risk (top of each
section), down to measures that rely on work procedures for
effectiveness (bottom of each section).
Page 73
Mental and physical demands of work
Measures that can be used to address the risks associated with the
mental and physical demands of work include:
• use plant, machinery and equipment (e.g. ergonomic
furniture, lifting equipment and anti-‐fatigue matting for
repetitive tasks performed while standing) to eliminate or
reduce the excessive physical demands of the job
• eliminate excessive mental and physical demands from the
job
• redesign the job to include a variety of mental and physical
tasks
• introduce job rotation to limit a build-‐up of mental and
physical fatigue, and use rest periods (in addition to
scheduled meal breaks).
Work scheduling and planning
Measures that can be used to address the risks associated with work
scheduling and planning include:
• reduce the amount of time workers need to spend
performing physically and mentally demanding work
• schedule safety critical work outside low body clock
periods (i.e. not between 2am and 6am and, to a lesser
degree, between 2pm and 4pm)
• manage workload and work-‐pace change caused by
machinery breakdowns and planned and unplanned
absences
• avoid working arrangements that provide incentives to
work excessive hours
• include adequate rest periods in the work schedule and
accommodate for napping and sleeping if necessary
provide adequate breaks between shifts to allow workers
enough recovery time (e.g. time needed for travelling,
eating, sleeping and socialising)
• ensure there are adequate workers and other resources to
do the job without placing excessive demands on staff,
and
• ensure work demands gradually increase towards the
middle of the shift and decrease towards the end.
Page 74
Working at night
Measures that can be used to address the risks associated with
working at night include:
• consider whether night work is necessary and rearrange
schedules so non-‐essential work is not carried out at night
• allow a 24-‐hour rest period between each set of shifts for
night-‐shift workers
• keep sequential night shifts to a minimum (no more than
four nights in a row)
• provide an adequate period of non-‐work following a
sequence of night shifts
• allow regular night workers periods of normal night’s sleep
to catch up on their sleep debts
• ensure that rosters allow for at least two full nights’ sleep
after the last night shift
• arrange shifts so that day sleep is not restricted, and
• except for emergencies, give at least 24 hours notice
before night work.
Consider providing a longer period of notice so that workers have time
to adjust their activities.
Working time
working time include:
• develop a working-‐hours policy on daily work hours,
maximum average weekly hours, total hours over a three-‐
month period and work-‐related travel
• eliminate or reduce the need to work extended hours or
overtime
• design working hours to allow for good quality sleep and
enough recovery time between work days or shifts for
travelling, eating, washing and sleeping
• eliminate or reduce the need to work long shifts for more
than three consecutive days, and
• schedule work for hours when the risks may be lower – for
example, complex and safety-‐critical tasks are best
undertaken during normal day shifts when workers are
less likely to be fatigued.
Page 75
Shift work
Measures that can be used to address the risks associated with shift
work include:
• avoid quick shift changeovers, such as finishing at 11pm
and starting again at 7am
• control overtime, shift swapping and on-‐call duties
• use a forward-‐rotation shift system (i.e. morning to
afternoon, afternoon to night)
• allocate shift workers consecutive days off, including some
weekends, depending upon their fatigue risk level
• try to fit shift times in with the availability of public
transport
• provide alternative transport at end of overtime/long shift
• limit shifts to 12 hours including overtime
• set shift rosters ahead of time and avoid sudden changes
of shift to allow workers to plan leisure time
• where split shifts are used, arrange timing so sleep of
workers is not disrupted due to the times they are required
to work
• set standards and allow time for communication at shift
handovers, and
• offer alternatives to workers who may have difficulties
adjusting to working hours.
Environmental conditions
environmental conditions include:
• avoid working during periods of extreme temperature
• install heating devices in cold work environments
• install cooling devices and/or provide access to cooled
areas in hot work environments
• provide shelter in hot work environments
• install ventilation and mechanical cooling devices in hot,
confined work environments such as truck cabins
• provide adequate facilities for rest, sleep, meal breaks,
onsite accommodation (if appropriate) and other essential
requirements, such as bathroom facilities
Page 76
• install adjustable, vibration-‐free seats in appropriate

machinery and vehicles, and
• ensure the workplace and surroundings are well lit, safe
and secure.
Individual factors and factors outside work
Some of the ways to address individual factors and factors outside
work include:
• provide training and information on fatigue management
(see below).
Emergencies and unexpected events
Where applicable, planning for emergencies and unexpected events

(e.g. staff shortages, plant breakdowns and situations where staff are
called back to work) should address control measures to prevent
fatigue and other risks outlined in this document.
Training and information
Preventing work-‐related fatigue should include training and

information on:
• the OHS responsibilities of everyone in the workplace
• the body clock and how fatigue can affect it
• risk factors for fatigue
• symptoms of fatigue
• effective control measures for fatigue such as work
scheduling
• procedures for preventing fatigue such as incident
reporting
• effects of medication, drugs and alcohol
• nutrition, fitness and health issues relating to fatigue
• balancing work and life demands, and
• pecific training and education for managers and
supervisors.
• Note – training should be arranged so it is available to all workers on all shifts. If workers
must attend training outside normal shifts, it should be considered work time and
rosters adjusted accordingly.
Page 77
Monitoring and review of control measures
To best prevent work-‐related fatigue, procedures must be monitored,

evaluated and reviewed. Have control measures been implemented as
planned? Are they working? Are there any new problems?
In determining the frequency of the monitoring and review processes,

consider:
• the level of risk – high-‐risk hazards need more frequent
assessments
• the type of work practice, schedule or plant involved
• a regular review of the process for hazard identification,
risk assessment and risk control to ensure the risks are
effectively managed
• review incidents, near misses, injuries and other data, such
as absenteeism and staff turnover rates to establish if they
could be attributable to fatigue, and
• further review of control measures when methods, tasks,
equipment, hazards, operations, procedures, rosters or
schedules are introduced or the environment changes or
there is any indication risks are not being controlled.
Reporting fatigue
• On occasions circumstances may arrive that are outside a
persons control and may result in inadequate sleep e.g
sick child, relationship problems etc.
• The system must have in place alternatives that recognises
this and they should be able to report to the
scheduler/supervisor rather than put themselves or others
at risk, without being “punished”.
Page 78
Additional
resources
Page 79
Print based:
• NRTC (1996) Course for Fatigue Management for Drivers of
Heavy Trucks (Trainer and Participant Manuals, resource
file and Fatigue Management and Relaxed Awareness
audiotape)
• Hawthorn, N.L. and Heffernan, C.J. (1989) Fatigue in Truck
Accidents. Report #3. Monash University accident Research
Centre: Victoria
• Hawthorn, N.L. and Heffernan, C.J. (1989) Information for
Development of Education programs to reduce Driver
Fatigue. Report #4. Monash University Accident Research
Centre: Victoria
• Hawthorn N.L. (1996) Factors affecting the Success of
Educational programs to Reduce Driver Fatigue. Paper
presented to the Second International Conference on
‘Fatigue and Transportation’. Monash University Accident
research Centre: Victoria
• National Transport Commission (2008) Heavy Vehicle Driver
Fatigue National Model Legislation
• NRTC (1995) Guidelines for Fatigue Management Programs
for Truck Drivers. Victoria
• NRTITC (1992) The Truck Drivers Manual
Page 80

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Additional resources ....................................................................... 79

What this Learner’s Guide is about

Planning your learning

Areas covered in this section

What is fatigue?

Factors likely to influence truck driver fatigue

Common effects of truck driver fatigue

The warning signs of fatigue

What is fatigue?

Fatigue management programs have been developed throughout the

What are the effects of truck driver fatigue?

Equal numbers of car and truck drivers become fatigued.

Fatigue causing factors

• lack of sleep

• late nights socialising or working

• long working (driving hours) and inflexible scheduling practices,

Inadequate pre-­‐trip preparation can create a number of problems that

Common effects of fatigue

How Long Is A Good Nap?

Getting The Perfect Nap

Consider Drivers’ Health:

A circadian rhythm is an approximate daily periodicity, a roughly-­‐24-­‐

Circadian rhythms are endogenously generated, and can be entrained

Three general criteria of circadian rhythms are necessary to

• The rhythm persists in constant conditions (for example,

Circadian rhythms are important in determining the sleeping and

The biological clock in mammals

Determining the human circadian rhythm

Overview: human circadian biological clock with some physiological

Disruption to rhythms usually has a negative effect. Many travellers

In mammals and birds the measurement of eye movement during

Stages 1 -­‐> 2 -­‐> 3 -­‐> 4 -­‐> 3 -­‐> 2 -­‐> REM.

Allan Rechtschaffen and Anthony Kales originally outlined the criteria

Stages of sleep

• During Stage N1 the brain transitions from alpha waves

deep-­‐sleep characteristics, such as delta-­‐waves, are more

Optimal amount in humans

• maximum concentration of the hormone melatonin, and

However, a University of California, San Diego psychiatry study of

Researchers from the University of Warwick and University College

Furthermore, sleep difficulties are closely associated with psychiatric

Hours by age

Age Average amount of sleep per day

1-12 months 14–18 hours

1-3 years 12-15 hours

3-5 years 11-13 hours

5-12 years 9-11 hours

Adolescents 9-10 hours

Adults, including elderly 7-8 (+) hours

Pregnant women 8 (+) hours

Definitions under the Act

Areas covered in this section

Definitions under the Road Transport – Heavy Vehicle Driver Fatigue

Some of the definitions and requirements under the

The new Act applies to:

(a) Drivers of regulated heavy vehicles; and

The definition of a regulated heavy vehicle

A regulated heavy vehicle is: a heavy truck or bus.

Examples of what is plant:

An agricultural machine, backhoe, bulldozer, excavator, forklift, front-­‐

Examples of what is not plant:

A truck-­‐mounted crane or drilling rig.

Inadequate pre-‐trip preparation can create a number of problems that

A circadian rhythm is an approximate daily periodicity, a roughly-‐24-‐

Stages 1 -‐> 2 -‐> 3 -‐> 4 -‐> 3 -‐> 2 -‐> REM.

deep-‐sleep characteristics, such as delta-‐waves, are more

An agricultural machine, backhoe, bulldozer, excavator, forklift, front-‐

A truck-‐mounted crane or drilling rig.