Revised Chapter 12345

FATIGUE LEVEL ASSESSMENT AMONG TRAIN OPERATORS OF LIGHT RAIL
TRANSIT AUTHORITY USING MULTIPLE REGRESSION
CHAPTER 1: THE PROBLEM AND ITS BACKGROUND

This chapter aims to present the overview of the study, which includes the introduction,
project rationale, statement of the problem, and the objectives of the study, significance of the
study and scope and limitations of the study. This section will address the nature of the study,
how the researchers will use the finding and results of the study they have gathered from
collecting data and information.
1.1 Introduction
Ergonomics is derived from two (2) Greek words “ergon” and “nomos” which if
combined will form the meaning of work of labour and natural laws. When combined, these two
(2) words simply means the study of work in relation to the natural laws (Hsin and Kleiner
2001). It is commonly defined as a branch of science that concerned with the best relationship
between workers and their work environment (Tayyari and Smith 1997). It also relates to the
study of a workplace, equipment, machine, tool, product, environment, and system design
which largely considers the capabilities of human physically, physiologically, psychologically
and biomechanically. In return, optimizes the effectiveness and work systems productivity while
taking into consideration workers in terms of their safety, health, and wellbeing (Fernandez
1998). The principal aim of ergonomics is to fit the task to an individual and evaluate the
demand of a certain task in relation to the capacity of workers to perform over a certain period
of time. Human Factors and Ergonomics has many key concepts that need to be resolved. One
area need to be resolved is fatigue in the workplace, it was due to the fact that nearly 94.9%
are employed in the Philippines in the year 2018 (PSA,2018).
Fatigue is an important issue of risk management in the workplace. Fatigue increased

inefficiency, and risk for accidents is a serious problem for the rail industry. Fatigue is a cause
of incidents and accidents in all transport sectors. In the railways, fatigue-related incidents
occur at a significant rate worldwide. This may impair operator safety, which contributes to fatal
accidents in the real world.
Fatigue is then defined as the lack of energy and motivation of both physical and mental
and inability to function at the desired level due to incomplete recovery from the demand of
previous work and other working activities (Gandet et al. 2011). Fatigue and Sleepiness are
often thought of as the same thing but it is very different from each other. In differentiating it,
IE 401 – ERGONOMICS / HUMAN FACTORS ENG’G 2

sleepiness refers to the tendency of a certain person to fall asleep, while fatigue is the natural
body’s reaction to sleep deprivation orphysical and mental exertion (Lerman et al. 2012).
There are different types of fatigue and factor that can be attributed to a person that will
lead to mental and physical fatigue. Fatigue can be described as lack of energy to both
physical and mental. It can be related to a body that need to sleep or rest but it is different from
drowsiness. Fatigue can be normal response to usually mental and physical activities. Fatigue
is a very common to any individual but the effect of it when it’s being left uncared, it can lead to
more serious state of fatigue. Another type is chronic fatigue, which is more serious kind of
fatigue. An extreme tiredness does not go away with rest and cannot be explained by medical
condition. In addition, chronic fatigue can be also a symptom of many conditions or diseases. A
tired employee can adversely influence not just on the health, safety and efficiency of his or her
own, but also on the safety and efficiency of organization operations.
1.2 Project Rationale
There are various fatigue stages, including acute fatigue and chronic fatigue. For example,
fatigue during or after work is known as acute fatigue, while chronic fatigue is known as fatigue
carried on over days. Human fatigue is "extreme fatigue caused by mental or physical effort.”
(Oxford Dictionary, 2013). An American College of Occupational and Environmental Medicine
guidance statement from 2012 defines fatigue as the body's response to sleep deprivation or
long physical or mental hard work. Long working hours, heavy workload, lack of sleep,
environmental factors and medical conditions are risk factors related to occupational fatigue. In
the workplace, fatigue may occur during work or after work or before work, if a person has not
fully recovered from previous fatigue during normal rest and sleep periods before the next set
of requirements (Cameron, 1973).
The causes of fatigue in the workplace are varied, including generic causes that are not
specific to the workplace like sleep loss, time of day and causes related to work like job
demands, duration of work and job demands, Which can contribute to fatigue development and
related performance reductions. Fatigue, which leads to a deterioration in attention and
impaired performance in the workplace, is dangerous for those who work in safety- critical jobs.
In the transport sector, including road, sea, air and rail, fatigue is a serious problem. In addition,
many people work several jobs, leaving them vulnerable to fatigue. According to David

Lombardi, principal researcher at the Center for Injury Epidemiology at the Liberty Mutual
Research Institute for Safety in Hopkinton, MA, people who work several jobs get 40 minutes
less sleep per day than those who work one job.
In earlier research, Pollard (1990) explored the risk factors for train drivers of different working
patterns, especially those factors that could contribute to fatigue. The main causes of fatigue
frequently mentioned by interviewees were long working hours, heavy workload, shift work, and
poor working environments. In addition, potential stressors causing fatigue were reported to be
long commute times, uncertainty of on-call jobs, and conflicts with other job roles. Such risk
factors for fatigue were identified in various train crew job roles in later studies (Gertler and
Nash, 2004). The risk factors described in the following sections are working hours, workload,
timing of work, job type and environment, lifestyle and other individual factors, sleep and rest.
Also, Boring or repeated tasks can worsen tiredness. They can make employees feel like their
work does not really matter that they do not have enough involvement. Tiredness can be
classified as either chronic or acute (Healthier Workplace, 2015).
This study will be useful not only for train drivers but also for the management. This will give
understanding and knowledge of what factors of fatigue affect the performance of train drivers
and raise awareness about it. Moreover, the researcher will give recommendation on what
should the management consider in managing the fatigue of the train operators.
1.3 The Client
The Light Rail Transit Authority is one of the rail transportation in the Philippines that
offer 403,000 passenger rides per day. Train driver is someone who is capable of operating a
train. Engine driver, loco pilot or motorman are the other terms for a train driver. In Light Rail
Transit Authority, there are 86 train operators. The trip they do every day is around 8179 round
from Santolan to Recto station. Their duty and responsibility is to check if the engine or the
general state of the train is good before starting the journey. It is also their responsibility to
ensure the safety of the passenger. They do important role in the transport industry. This is
why train drivers should be in a right condition before operating the train. The Light Rail Transit
Authority is recognized as the premiere rail transit in the country providing reliable, efficient,
dependable, and environment-friendly mass rail services to all residents of Metro Manila.

1.3.1 Company Background
Figure 1.1 The Light Rail Transit Authority Company Logo
The Light Rail Transit Authority is recognized as the premiere rail transit in the country
providing reliable, efficient, dependable, and environment-friendly mass rail services to all

residents of Metro Manila. LRTA is a wholly owned government corporation created on July 12,
1980 under Executive Order (EO) No. 603, as amended by EO No. 830 dated September
1982, and EO No. 210 dated July 7, 1987. The LRTA is primarily responsible for the
construction, operation, maintenance and/or lease of light rail transit systems in the Philippines.
A pioneer of the industry since 1984, LRTA has become the country's prime mover in the rail
transport sector serving the needs of millions of Filipinos by exploring avenues where the LRT
system could continuously provide efficient transport services while promoting economy and
efficiency of operations.
Figure 1.2 The organizational chart of Light Rail Transit Authority Company
The Light Rail Transit Authority follows their organizational chart as displayed in the
figure 1.2 to manage their operation. Board of Directors formulates policies, prescribe and
promulgates the rules and regulations for the attainment of the objectives of the Authority and
all information will be distributed to the office of deputy administration for administrative,
finance and automated fare collection system, and office of the deputy administrative for
operation and engineering.

1.4 Statement of the Problem
The researchers done interviews and observed the negative effects of fatigue in 86 train
operators of Light Rail Transit Authority. The researchers conducted interviews and gathered
data through survey questionnaire. The researchers found out that there are train driver who
are experiencing fatigue. Based on the data gathered, 37 out of 86 of the train drivers, which is
43.02% respectively, experience inadequate of sleep; they only slept 5 to 6 hours because of
early shift. The less hours of sleep a train driver accumulate, the more train drivers are prone to
fatigue. 14 out of 86 that is 16.28% drivers experienced prolonged seating because of their
schedule; they cannot have break time unless they finish their trips. Also, based on the
interview done by the researchers, some of the train drivers said that their work is far from their
work they have to travel hours before they reach to their work, 14 out of 86 drivers that is
16.28% experienced fatigue due to transportation.
1.4.1 Pareto Chart
A chart covers bars and line graph, where the individual values are signified in descending
order of bars, while the cumulative total is signifies by the line. Left vertical axis is the
frequency of occurrence, and the right axis is the cumulative percentage.
Table 1.4.1.1 Pareto Chart

CAUSES OF FREQUENCY PERCENTAGE CUMMULATIVE
FATIGUE PERCENTAGE
INADEQUATE TO 37 43.02% 43.02%
SLEEP
PROLONGED 14 16.28% 59.30%
SEATING
TRANSPORTATION 14 16.28% 75.58%
WORKLOAD 12 13.95% 89.53%
INSUFFICIENT REST 9 10.47% 100%
The table above shoes the frequency of the encountered problems by the train workers through
interview together with the management. Inadequate to sleep, transportation and prolonged
seating were the highest factors indicators contributing to fatigue and affect the performances
of the workers.

Causes of Fatigue
40 100.00%
35 90.00%
80.00%
30
70.00%
25 60.00%
20 50.00%
15 40.00%
30.00%
10
20.00%
5
10.00%
0 0.00%
Inadequate to sleep Prolonged Seating Transportation Workload Insufficient rest
Frequency Cummulative Percentage
Figure 1.4.1.1 Pareto Chart in Graph
Based on the chart shows above, the 80% of the problem lies on inadequate to sleep,
transportation and prolonged seating. These factors should be taken considerably for these are
the major effects of fatigue. The other 20% factors are the workloads and insufficient rest.
1.4.2 Ishikawa Diagram
This diagram shoes the main causes that makes the problem. It shows the different
categories that can be cause of fatigue experiencing by the train drivers. The main purpose of
an Ishikawa Diagram is to provide means of identifying underlying causes of problems so that
solutions will not be waste to the secondary causes. The six categories include the man,
money, material, method, machine and environment.

Figure 1.4.2.1 Ishikawa Diagram

Figure 1.4.2.1 Shows the Ishikawa Diagram. This will help the researcher to be able
understand what causes the fatigue level of the train drivers.
1.4.3 Controllable and Uncontrollable Factors
Table 1.4.3.1 Table of Controllable and Uncontrollable Factors
Factors Controllable Uncontrollable

1 Man
1.1 Stress 
1.1.1 Pressure at work 
1.1.1.1 Worrying 
1.2 Lifestyle 
1.2.1 Smoking 
1.2.1.1 Drinking alcohol 
1.3 Tiredness 
1.3.1 Lack of sleep 
1.3.1.1 Easy to irritate 
1.3.1.1.1 Far from home 
1.4 Restless 
1.4.1 Lacking of energy at work 
1.5 Posture 
1.5.1 Uncomfortable seating 
2. Method
2.1 Repetitive Motion 
2.1.1 Prolonged Seating 
2.2 Work Schedule 
2.2.1 Long working hours 
2.2.2 Early Shift 
2.3 Performance 
2.3.1 Alertness 
3 Material
3.1 Comfortability 
3.1.1 Design of equipment in the workplace 
4 Environment
4.1 Noise 
4.1.1 Noise level in the workplace 
4.2 Temperature in the workplace 
4.2.1 Uncomfortable 
4.3 Lighting level 
4.3.1 Dazzled by sunlight 
1.5 Objectives of the Study

1.5.1 General Objective

With these contributing factors, the core of this study is to know significant factors that
influence fatigue levels. Through this assessment, it will raise awareness on how to
handle a huge amount of work without sacrificing human health and well-being. In
relation to this, worker’s full potential will have unlocked and will eliminate potential
health hazards, and therefore in return will maximize their productivity yielding to an
increase of income of employers. The data that will be obtained will have a great impact
on improving the work system of train operators and employers, as both will benefit it.
1.5.2 Specific Objective

The following is the main objectives of the researchers to achieve the main goal of this
study.
 To identify the related factors affecting the work of the train operators.
 To quantify the factors and perceived levels of fatigue experience of the
train workers. Resulting factors of fatigue will be measure subjectively
through survey questionnaire.
 To use statistical tools needed for each variable and interpret it.
 To give conclusion according to the result from the used statistical tool.
 To give recommendation to base on the data result and conclusion.
1.6 Significance of the Study
This study will benefit not only the train operators of this company but also the company
itself. This study will help the Light Rail Transit Authority know the areas to improve and brief
their workers on fatigue prone activities. Thus, performing the right activities will improve and
sustain the performance of the train drivers. Train drivers will benefit to this study by knowing
the different factors that triggers their fatigue and how to help them reduce it.
1.7 Scope and Limitations of the Study
This study focused on the general fatigue experienced by the train operators of the
Light Rail Transit Authority. The researchers gathered the data of the 70 train drivers on

February 22, 2019 in Santolan Station located at Marcos Highway, Brgy. Calumpang, Marikina
City. Before getting all the data, the researchers provided a letter and submitted it first in the
company via email. The researchers had to go and talk to the company personally because it
took 2 days before reading the email. The company representative assisted the researchers
gathered more information. Uses of the survey questionnaire as well as interviews and
observation was conducted to gathered the data needed for this study as well in identifying the
contributing factors and perform statistical treatment. The researchers had trouble getting some
of the needed data for the study because every information, they need to provide a letter. The
researchers also had difficulty in getting all the equipment needed because some of them is not
available. Taking of pictures, the researchers need to be accompany by the company
representative for them to be able to get close to the train drivers who is working at the time of
getting their pictures.

CHAPTER 2: THE REVIEW OF RELATED LITERATURE AND STUDIES
This chapter provides the related articles and other literatures that are significally
connected the study being conduct. This chapter also shows the definition of terminologies and
the conceptual framework that shows the factors that contribute to fatigue.
2.1 Review of Related Literatures and Related Studies
2.1.1 Train Driver

Train drivers are responsible for driving the locomotives and transporting both
passengers and freight. A Train Driver will be responsible for trains which may operate on local
or national rail networks and they may also spend time maneuvering engines in sheds or yards
and also they inspect the train for reporting the defects and carry out adjustments. Train drivers
perform an important role in the transport industry today. Train is one of the most popular forms
of public transport and thousands of commuters depend upon rail services on a daily basis due
to traffic problem every day. Moreover, train drivers also known as railroad engineer. To be
clarify about the study for train driver we researched more related studies and literature to
better understand the factors experiencing by the train drivers.
2.1.2 Fatigue
Fatigue describe an overall feeling of tiredness or weakness and it can be physical,

mental or combination of both. Anyone can affect, and most adult experience of fatigue due to
their work or other point in their life. Grandjean (1988), it is important to note that fatigue is the
transitory period between awake, sleep, and if uninterrupted, can lead to sleep. The literature
has not been particularly helpful in defining the term fatigue with a lack of an agreed definition.
Grandjean defined fatigue as a state marked by reduced efficiency and a general unwillingness
to work. In 1994, Brown defined fatigue as a disinclination to continue performing the task, and
that it involved an impairment of human efficiency when work continued after the person had
become aware of their fatigued state. To better define the term, fatigue it is helpful to note that
it can be classified into physical and mental categories. Mental fatigue is can also be the cause
of fatigue due to train drivers has also their own personal life, personal problems concerning
family, financial and other aspects, which cannot be avoided to bring to working site.
2.1.3 Fatigue in Train Drivers

As reported by Tsao et al. (2016). China has one of the largest rail systems in the
world, and Chinese railway employees work under high fatigue risks. On the study conducted
by employee, fatigue leads to lack of alertness, impaired performance, and occurrence of
incidents. Fatigue is a distinguishable and preventable cause of accident in transport operation.
In China railway system, two structural equation models built to describe the relation between
fatigue and its contributing factors. To control and manage the fatigue in Chinese railway
employees, the arrangement of appropriate work or rest schedule and improve the physical
working environment of the operators will manage the fatigue on railway employees.
According to Ji, Zhu, and Lan (2004), people with fatigue are easily to determine, it is
observable from changes in facial, in the eyes, head, face and even body language and
gestures. However, often times it can be easily determine in the eyes of the person. (Jiet. Al,
2004) study the driver’s fatigue with some techniques using computers, cameras and video
images to understand the eye language of the train drivers. They use this technique to see and
find out if the drivers need to take a rest to prevent unexpected accidents to make sure the
safety of the passengers.
According to Zhang, (2008) he said that driver driving fatigue is one of the major causes
of traffic and accidents. The author proposes on how to determine the train drivers fatigue for
real-time detection. They placed a camera in front of the train piercing the face of train driver
for them to analyze the facial features, eye movement and even the body gestures of the train
driver. Camera is used to collect the face images of train driver which are converted into digital
video data. By using the strategy this helps to detect driving fatigue, prompts will be given
if fatigue is detected, and the results will be sent to railway managing center. Their study gives
an insight to the train industries to improve the convergence speed of the energy function of
deformable templates and the match accuracy. The Author Determine the unnecessary
motions that serve as a sign that the train drivers are experiencing fatigue.
In earlier research, Pollard (1990) explored the risk factors of different working patterns
for train drivers, particularly those factors that might contribute to fatigue. The main causes of
fatigue that interviewees frequently mentioned were long working times, heavy workload, shift-
work, and poor working environments. In addition, long commute times, uncertainty of on-call
jobs, and conflicts with other job roles were reported to be potential stressors causing fatigue.
In later studies, such risk factors for fatigue were identified in different job roles of train crew
(Gertler and Nash, 2004). The risk factors described in the following sections are working

hours, workload, timing of work, job type and environment, lifestyle and other individual factors,
sleep and rest.
2.1.4 Sleepiness
Based on the conducted study by safety board analysis of Federal Railroad

Administration (FRA) data from (January 1990 to February 1999), 18 cases was coded
"Operator fell asleep" the board believes that fatigue have involved for these cases. FRA
stated, “About one-third of train accidents and employee injuries and deaths are caused by
human factors. We know fatigue underlies many of them”. The two Safety Board investigations
—Sugar Valley, Georgia (August 9, 1990), and Corona, California (November7, 1990 in which
fatigue was cited by the Safety Board. Although the data are not available by the Safety
Board's 1995 to determine the incidence of fatigue. However, the transportation industry
recognized that fatigue is one of the major caused of accidents. British train driver fall asleep
several times a year and 12% admit and several while driving. In report by an American
research firm that monitored and interview, the CT (Circadian Technologies) conducted and
monitored the brain of train drivers. The results found out of Britain CT that a drivers 'micro
sleep" inattention" range between five to 10 seconds per hr and according to CT due to fatigue
they fall asleep (Bevan, Stephen 1999).
Filtness & Naweed et al. (2017), fatigue is one of important issue that risk management
addressed. The causes of train driver fatigue are difficult of getting asleep, shift work,
motivation of driver to engage in excess work when in fatigue. Also, not providing opportunity
for recovery, too much for driver to do so (additional duties), predominantly night work,
organizational factors, limitation of fatigue assessment tool, and poor management decision
(management does not understand the amount of fatigue in drivers). That is why SPAD (signal
passed at danger), are one of the terminologies that use by many countries. The SPAD offer a
practical and applied safety related the topic is about the discussion on fatigue. SPAD is one
of safety breach use in railways to prevent accident. Train operators are aware of negative
significances that connected to SPAD. The drivers encounter the consequences of fatigue
regardless of countermeasures to ease it. Understanding the concept of fatigue and sleepiness
can help to prevent accidents and reduce the risk of every train operators. The regular doing of
every day shifting and swapping decrease the negative effect of fatigue and sleepiness. In train
drivers, ensuring them to understand the effect of fatigue and sleepiness on their work will
minimize the accidents prone to their work.

As studied by Cotrim, T., et al. (2016), one of the factor associate to fatigue is
Sleepiness. The study objective aimed to investigate the contribution of work and individual
determinants in sleepiness railway control workers. The Sleepiness associated to psychosocial
factors, the shifting work characteristic and sleep deprive among workers, fatigue perceptions,
age, job satisfaction and quality of sleep. The railway workers perform critical job with many
responsibilities. The result indicates a high common of sleepiness during the work in night shift
and shows the relation to quality of sleep that a worker accumulates. The prevention of severe
sleepiness in railway traffic is one major factor and there is a continuing need for research on
the that associate between the work, to individual characteristics and sleepiness considering
that the evolution of rail management systems to various forms of intelligent decision support
systems and new communication networks will change the work of railway staff.
The National Health Interview Survey found that the annual incidence of injury per 100
workers for those who usually sleep under five hours per day is around 7.89. In fact, wearied
individuals are also more likely to become more life-endangering accidents. Unlike those who
tend to sleep between 7 and 8 hours, compared this to the 2.27 per cent rate. Adults advised to
sleep between 7 and 9 hours in order to be healthy, vigilant, and productive in working
conditions. Seven hours is the minimum for the American Academy of Sleep Medicine and for
the Sleep Research Society (National Institute for Health and Safety of Work, 2016).
According to the study of The Centers for Disease Control and Prevention in 2014,
individuals who admitted to sleep for the least hours worked predominantly in jobs that required
irregular scheduling and shifting work. These jobs included equipment operators (58 percent),
railway workers (53 percent), plant operators (50 percent), food service employees (49
percent), nurses, and medical aid staff (43 percent).
2.1.5 Sleep Disorder and Uncomfortable Seating
According to Miskam, Jasmin ,Azlis-Sani, Abdul Aziz, Sabri Ismail, Ahmad Tajedi
(2015), one of the important public transportation in Kuala Lumpur is The Light Train (LRT).
Train Drivers within their shift schedule drives same route every day. This job is actively
exposed on experiencing fatigue and stress. Physical Fatigue is one of health problems that
train drivers experienced to their job. There were three methods applied in this study, namely,
Nordic Questionnaire, NASA-TLX and observations. Using the Statistical Software for the
Social Science (SPSS), it was found that, train drivers experiencing different kind of physical

fatigue including pain on their necks, shoulders and lower backs. The main causes of physical
fatigue that affect the performance of a train driver are sleep disorder and uncomfortable
seating. Therefore, the Nordic Questionnaire, NASA-TLX and observations may applied in this
study, there were a total of 52 respondents. These affects the daily lives of train drivers
preventing them to carrying out activities at home. After this research, the industry has
improved the drivers’ workstations such as their seats to reduce the rate of physical fatigue.
However, more improvements are expected to be done.
2.1.6 Heavy Workload and Shift Work
As investigated Kazemi, Zeinab; Mazloumi, Adel; NaslSaraji, Gabraeil; Barideh,

Sedighe (2016), in the role of shifting schedule of Iranian train drivers. The fatigue and
workload compare and study between long haul and short-haul trips. In addition, the results in
NASA-TLX the fatigue scores were higher at the end of both routes, which is Tehran-Mashhad
(long haul), and Tehran-Semnan (short-haul). In overall, train drivers in long-haul trips
experience higher fatigue and no longer rest hours between the ways going and coming back.
In reported by Dorrian, Roach, Fletcher and Dawson at al. (2006) stated that due to
their schedules driving the train for more than 8 hours affects their performance in a very high
level. Sleepless and workload may cause the performance of a train driver, it may cause to less
awareness, and fall asleep while duty hours. Train drivers has a big role in the operations of
the train/transportation industry, they are responsible for trains which may operate on local or
national rail networks and they may also spend time maneuvering engines in sheds or yards.
Thus, it is not surprising that fatigued train drivers display compromised driving performance.
Negative outcomes associated with fatigue include increased fuel use, missed alerted signals
and failures to sound the horn at grade crossings (Thomas &Raslear, 1997).
According to Dorian, Baulk, Dawson, (2010), longer work hours produced work-related
fatigue. If we have 24 hours in a day and most of employee’s sleep for 8 hours or less and 16
hours awake then this can significantly increase fatigue. If that so, train drivers has a chance to
fell asleep during shift hour. This can be the reason for some error of work, injury and
sometimes it may cause unexpected accidents.
According to research conducted by Rudin-Brown et al. 70% of the rail system in

Canada’s run by train operating system. Teamsters Canada Rail Conference (TCRC, 2014)
conducted survey and revealed that many do not report getting enough sleep because of their
work schedules, and it may be affecting their performance at work. Based on the survey many

employee revealed that they suffer from fatigue and not getting enough sleep due to their work
schedules, and that fatigue may be affecting their performance at work. The fatigue to a railway
operators are experiencing slow reaction on time, impairments in attention, impairs
conformance and lack on cognitive functioning. The shift in schedule of train operators are one
factor that contribute to sleep related fatigue by not getting enough sleep after the working
hours. The primary goal of investigating the accident is to identify the root cause and similar
occurrences can be prevented. The Transportation Safety Board (TSB) that conducted rail
investigation report published from 1995 to 2015 Indicate that 18 sleep related fatigue of freight
railway operators are one factor that contributing to risk. General impairments in attention and
cognitive functioning are also affected by it results in slow reaction on time to safety alarms and
impairs conformance to train operating requirements, Shift scheduling practices also contribute
to sleep-related fatigue by not getting enough sleep, requiring extended period of wakefulness
and by disrupting daily. The primary goal of this investigation is to identify and know the
contributing factors so that similar incidence can be prevented. Exploration of accident themes
suggests that management of fatigue and shift scheduling in the freight rail industry is a
complex issue that is often not conducive to employee circadian rhythms and sleep
requirements. It also suggests that current shift scheduling and fatigue management practices
may be insufficient to mitigate the associated safety risk. The railway fatigue management
systems are conducting scient principle and modern improvement and mitigate the ongoing
safety risk. The shift scheduling in the freight rail industry and management of fatigue are a
complex issue that is not favorable to employee requirements. This suggests that shift
scheduling and fatigue managements practices may not be sufficient to reduce the risk
associated to safety risk.
According to the article of Jialin Fan and Andrew P. Smith (2018) “A Preliminary Review
of Fatigue Among Rail Staff” Fatigue has many different and complexity in different jobs, but
British Office of Rail Regulation (2012) define fatigue is a state of “perceived weariness that
can result from prolonged working, heavy workload, insufficient rest, and inadequate sleep”.
This definition has potential cases of fatigue and makes the distinction between task-related
and sleep-related fatigue. The task related fatigue usually reflects to the workloads of the task
being carry out by drivers, working hours and shift work. While sleep-related, fatigue is affected
by the sleep loss and insufficient rest of train drivers. The Previous research has indicated that
a high work demand, shift of work, and length of work cause railway fatigue to train drivers. In
addition, Individual differences, differences between job roles, and environmental factors may
also be involved in the variation in fatigue, but currently there is a lack of evidence showing

clear associations between these factors. In particular, very few studies have covered most of
the job roles in the railway industry. The effect of fatigue on well-being and the fatigued
population in the railway industry are still not clear.
2.1.7 Lifestyle and Other Individual Factors
According to Fan and Smith (2017) found that train crewmembers with an unhealthy
lifestyle or negative personality were more likely to report high fatigue. The other two studies
involving lifestyle suggested that smoking and drinking alcohol were related to performance
impairment, while no effect of caffeine consumption was found. Smokers reported lower
subjective sleep quality, which could increase fatigue-related risk.
According to Adamus et.al (2015) since fatigue is one of the major causes of traffic and
accidents, fatigue also considered as one who has the highest risk of all kinds of drivers. Most
of train drivers do not admit that they felt fatigue, which made it more risky, they tolerate their
fatigue in adopting several strategies like drinking coffee, stop and rest, talk to passengers,
smoking while on rest and listening to music. However, all these strategies are temporary and
still can cause accidents. According to the author, most of the train drivers involved to
accidents with fatigue are young drivers, shift workers, train drivers with sleep disorders, and
professional drivers. Author states that there are some factors that influence the train drivers
driving performance including trip duration (Continuous driving time), bad quality of sleep, lack
of sleep (sleep deprivation) and shifting (work schedule). These factors are the major causes of
train driver’s fatigue that may also result to accidents and unpredictable situations.
The study examined by Holland (1999) the effects of fatigue on the professional and
personal lives of train driver. The results in the interviews for train drivers, family issue as
having the most affect the participant and attitude the most important mechanism for the
fatigue. Due to their shift wok and erratic work, schedules the families of train drivers
understand the physiological and emotional issues in role of their work.
2.1.8 Environmental, Management, and Physical Factors
According to book written by Anna Anund et al.(2015), the aim with this study was to
gather knowledge about countermeasures for driver fatigue in road, rail, sea and air
transportation. The advantages and disadvantages knowledge is used to determine the
different countermeasures and to estimate their potential to be used regardless mode of

transportation. One of the factor that causes of fatigue are divided into factors such as
environmental (e.g., temperature, noise, humidity), crew specific factor (e.g. sleep, health,
stress, age) and management factors (e.g., frequency of port calls, weather, workload while in
port). Furthermore, it discussed how fatigue is recognized in yourself and other based on
physical, emotional and mental signs.to addressed this issues, fatigue mitigation is described
how to protect yourself from the onset of fatigue, with sleep put forward as the most effective
strategy to fight fatigue. The importance of strategic naps, regular well-balanced meals and
exercise are also put forward.
According to research Gertler,J. et al.(2013), Fatigue exposure of train workers such as

signal men, maintenance, train operator the dispatchers and some workers in railway is
determined largely by work schedules, risk and probability of human factor accidents are very
prone to them. The risk of a human factors accident is elevated 11 to 65 percent above
chance by exposure to fatigue. The amount of sleep and rest by train employee are minimal to
require amount should a worker get. The fatigue exposure of all groups is less than that of
employees involved in human factors accidents, which indicates a relationship between fatigue
and accidents. The sleep pattern of railroad workers differs from that of U.S. working adults.
Railroad workers are more likely to get less than 7 h of total sleep on workdays, which puts
them at risk of fatigue. The railroad worker reported experiencing sleep disorder that exceed
U.S norms for working adult. These findings suggest that strategies for reducing railroad
worker fatigue include improving the predictability of schedules and educating workers about
human fatigue and sleep disorders. The research in this report was conducted prior to the
implementation of the Railroad Safety Improvement Act of 2008 (RSIA) which is made to be
significant changes to limitations on hours of work for railroad employees.
According to study Hussey, F. et al. (2007), that aims to investigate the effect of fatigue
in driving operation using data loggers on 50 pairs of male train drivers. Drivers work history
was used to calculate the fatigue score using Fatigue Audit Interdyne Software. The Trains
were assigned to one of three groups based on drivers maximum fatigue score: low, moderate
or high fatigue. Changes in driving parameters at different fatigue levels were investigated. A
significant increase in fuel use was observed. Drivers in the moderate fatigue group used 4%
more, and drivers in the high group used 9% more fuel than drivers in the low group. As these
trains run daily, taking horsepower into account, this represents an approximate extra weekly
cost of AUD$3512 using high compared with low fatigue drivers. High fatigue-group drivers
used less throttle and dynamic brake and engaged in more heavy brake and maximum speed
violations. Comparison of three, 100 km track sub-sections with undulating, flat, and hilly grade

indicated that fuel use increases occurred primarily during the undulating sub-section, and The
heavy brake and maximum speed violations occurred primarily in the flat sub-section. Fatigued
driving becomes less well-planned, resulting in reduced efficiency and safety. Fatigue may
manifest differential depending on track grade. In certain areas, fatigue will cause increased
fuel use and economic cost, and in others, reduced safety through driving violations.
According to Xu (2010) that the concern of railway system is the railway transportation
safety, fatigue of train drivers is one of the major concerns of the railway transportation safety.
Author intends to analyze and develop on how to detect the train drivers fatigue in facial
features. They come up to three steps on how to detect fatigue of train drivers. Base on the
facial expressions, the eye detection, and the optimization process. This procedure achieved
the good practical result that helps the railway industry to develop the railway transportation
system and assure the safety of the public.
2.2 Summary of Related Literature
AUTHOR (S) TITLE YEAR HIGHLIGHTS AND

FEATURES OF
THE STUDY
Liuxing Tsao, Jing Fatigue of Chinese railway 2017 studies show that
Chang, Liang Ma employees and its influential employee fatigue

factors: Structural equation leads to lack of
modeling. alertness, impaired
performance, and
occurrence of
incidents.
Ji, Q., Zhu, Z., Real-time nonintrusive 2004 People with fatigue
&Lan, P. monitoring and prediction of are easily to
driver fatigue. determine, it is
observable from
changes in facial,
in the eyes, head,
face and even
body language and
gestures.
Zhang Research of dual-core DSP 2008 The author
based locomotive driver fatigue proposes on how
detecting system to determine the
train drivers fatigue
for real-time
detection.
Bevan, Stephen Rail drivers admit to falling 1999 The causes of train
asleep drivers fall asleep
during driving.
Filtness, A. J., Causes, consequences and 2017 The causes of train
&Naweed, A. countermeasures to driver driver fatigue are
fatigue in the rail difficult of getting
industry: The train driver asleep, shift work,
perspective. Applied motivation of driver
ergonomics to engage in
excess work when
in fatigue, not
providing
opportunity for
recovery, too much
for driver to do so,
predominantly

night work,
organizational
factors, limitation of
fatigue assessment
tool, and poor
management
decision.
Cotrim, T., Determinants of 2017 Employee revealed
Carvalhais, J., sleepiness at work that they suffer
Neto, C., Teles, J., among railway control workers. from fatigue and
Noriega, P., Applied ergonomics not getting enough
&Rebelo, F. sleep due to their
work schedules,
and that fatigue
may be affecting
their performance
at work.
Miskam, Jasmin Assessment of Physical 2015 The main causes
,Azlis-Sani, Abdul Fatigue for Train Drivers of physical fatigue
Aziz, Sabri Ismail, that affect the
Ahmad Tajed performance of a
train driver are
sleep disorder and
uncomfortable
seating.
Kazemi, Fatigue and workload in short 2016 The fatigue and
Zeinab; Mazloumi, and long-haul train driving workload compare
Adel; NaslSaraji, and study between
Gabraeil; Barideh, long-haul and
Sedighe. short-haul trips.
Dorrian, J., Roach, The effects of fatigue on train 2006 Involving lifestyle
G. D., Fletcher, A., handling during speed suggested that
& Dawson, D. restrictions. Transportation smoking and
research part F: traffic drinking alcohol
psychology and were related to
behaviour, performance

impairment, while
no effect of
caffeine
consumption was
found.
Dorrian, J., Baulk, Work hours, workload, sleep 2010 Longer work hours
S. D., & Dawson, and fatigue in Australian Rail produced work-
D. Industry employees. Applied related fatigue. If
ergonomics we have 24 hours
in a day and most
of employee’s
sleep for 8 hours or
less and 16 hours
awake then this
can significantly
increase fatigue
Rudin-Brown, C. How shift-scheduling practices 2018 Shift scheduling
M., Harris, S., contribute to fatigue practices also
&Rosberg, A amongst freight rail operating contribute to sleep-
employees: findings from related fatigue by
Canadian accident not getting enough
investigations. Accident sleep,requiring
Analysis & Prevention. extended period of
wakefulness and
by disrupting daily.
Jialin Fan and A Preliminary Review of Fatigue 2018 The task related
Andrew P. Smith Among Rail Staff fatigue usually
reflects to the
workloads of the
task being carry
out by drivers,
working hours and
shift work.
Adamus How to Train Safe Drivers: 2015 Since fatigue is
Setting Up and Evaluating a one of the major
Fatigue Training Program causes of traffic

and accidents,
fatigue also
considered as one
who has the
highest risk of all
kinds of drivers.
Holland, Dennis The effect of fatigue on the 1999 The effect of

Wayne professional and personal lives fatigue to train
of train drivers drivers and
personal lives.
Roach, G. D., Comparing the effects of fatigue 2001 The other two
Dorrian, J., and alcohol consumption on studies involving
Fletcher, A., and locomotive engineers’ lifestyle suggested
Dawson, D. performance in a rail simulator. that smoking and
drinking alcohol
were related to
performance
impairment, while
no effect of
caffeine
consumption was
found.
Anna Anund Countermeasures for fatigue in 2015 One of the factor
Carina transportation A review of that causes of
ForsGöranKecklun existing methods for drivers on fatigue are divided
d Wessel van road, rail, sea and in aviation into factors such as
LeeuwenTorbjörnÅ environmental,
kerstedt crew specific
factor, and
management
factors.
Gertler,J., DiFiore, Fatigue status of the U.S. 2013 some workers in
A., Raslear, T. railroad industry railway is
determined largely
by work schedules,

risk and probability
of human factor
accidents are very
prone to them
Dorrian, J., Train driving efficiency and 2007 Fatigued driving
Hussey, F., & safety: examining the cost of becomes less well-
Dawson, D. fatigue. Journal of Sleep planned, resulting
Research in reduced
efficiency
andsafety. Fatigue
may manifest
differential
depending on track
grade.
Xu Research of the train driver 2010 Author intends to
fatigue detection and analyze and
recognition system based on develop on how to
facial feature detect the train
drivers fatigue in
facial features.
2.3 Definition of Terminologies

 Assessment – the act of making a judgment about something or act of assisting
something.
 Train driver – a person who operates the train or the engine driver of the train.
 Fatigue – the tiredness that result to physical and mental illness.
 Multiple regressions – statistical tool that attempts to model the relationship between
two or more explanatory variables.
 Distance travel – the distance of a train driver traveled before going to work.
 Train – a transportation machine that is consist of a series vehicle that runs along a rail
track to transport passenger.
 Sleep deprivation – this is a condition which a person do not get enough sleep.
 Workload – the amount of task which to be done by someone.
 Sleepiness – the state, which a person is, feel being sleepy.

 Sleep disorder - is the changes the way that you sleep.
2.4 Conceptual Framework
PSYCHOLOGICAL
FACTORS
 Workload
 Attention
 Alertness
INDIVIDUAL PHYSICAL
FACTORS FACTORS
 Age  Posture
 Gender FATIGUE LEVEL
 BMI
 Sleep Quality
 Alcohol Consumption
 Smoking / non-smoking
WORK
ENVIRONMENT
FACTORS
 Noise
 Temperature
 Lighting Level
Figure 2.4.1 Conceptual Framework
The conceptual framework shows the organized ideas that connect to the study of the
researchers. The contributing factors were shown above that leads to the low performance of
the workers due to fatigue. Each factors is categorized whether it is dependent or independent
and categorical or numerical. Different assessments were used to quantify those factors and it
will undergo to statistical treatment.

CHAPTER 3: METHODOLOGIES
The significance of this chapter is to show how the researchers conducted the study. It
composes the research design and research locale, methodology, survey design and the
statistical treatment used.
3.1 Research Design
This study is quantitative and descriptive type of research that provide systematic information
to manage the gathered data. Descriptive research can be either quantitative or subjective
Descriptive research is an effective tool in obtaining relevant data used in devising the
hypothesis. According to Babbie (2010), quantitative descriptive type of research emphasizes
the objective measurement and statistical, mathematical, or numerical analysis of data
collected through questionnaires, surveys, and polls, or by manipulating pre-existing statistical
data using computational techniques. All of the information used in this study was collected
through survey questionnaires, interviews and observation from the respondents.
Figure 3.1.1 Research Design

Figure 3.1.1 shows the research design of the study in which includes seven (7)
necessary steps that start with identifying the topic and brainstorming within the group where
the chosen topic is being discussed and which company that focused the study, and ended up
with collecting the data and analyzing the results obtained through the use of statisical tools,
and lastly the conclusion and recommendation of the study.
3.2 Research Locale
The study was conducted at the LRTA compound, Marcos Highway, Santolan, Pasig
City. The study was focused on the train operator of Light Rail Transit Authority.
Figure 3.2.1 Light Rail Transit Authority Depot map in Santolan, Pasig City
Figure. 3.2.2 Light Rail Transit Authority Depot

3.3 Data Collection and Analysis

The researchers were able to gather data and information after interviewing the
company’s representative, conducting survey with questionnaires and measuring data with the
use of appropriate instrument for sound level, lighting level and the temperature in the
workplace of the train drivers. Using the Cochran’s formula, the researchers were able to
compute and determine the sample size that is 70.
3.3.1 Cochran’s formula
t 2 pq
n0 = Eqn. 1
d2
Where:
t= value for selected alpha level, a 95 % confidence interval.
p = estimated proportion of an attribute that is present in the population.
q= 1-p, together p (q) is the estimate of variance which is 0.50
d = acceptable margin of error for proportion being estimated which is 0.05
( 1.96 )2( 0.50)(0.50)

n0 = =384 samples
(0.50)2
The Light Rail Transit Authority has 86 train drivers. Using Cochran’s correction formula, the
researchers were able to compute for the sample size needed in the study. The computation
for Cochran’s determination of sample size is as follows:
3.3.2 Cochran’s correction formula

n0
n1 =
n0 Eqn. 2
(1+ )
Populations
Where:
n0 = the required return on sample size based on Cochran’s formula.
n1 = the required return sample size because the sample is 5% of the population.
Population = 86
384
n1 = =70 samples
384
1+
86
The computation results on the minimum return samples, which is equal to seventy (70).
3.3.3 Definition of Variables

A. Independent Variables
A.1 Individual Factors
a. Age ( X ¿ ¿1)¿ – the period of human life, measure by years from birth of the
train driver.
b. Gender ( X ¿ ¿2) ¿ - either of the two sexes (male and female).
c. Body Mass Index ( X ¿ ¿3)¿ – the measure of body fat and weight of the train
driver.
d. Alcohol Consumption ( X ¿ ¿ 4) ¿ – defined as the amount of alcohol intake of
the train driver.
e. Smoking / non-smoking ( X ¿ ¿5) ¿ – either smokes or does not smoke at all.
f. Sleep quality ( X ¿ ¿6)¿ – defined as the train driver’s satisfaction of sleep
experience.
A.2 Psychological Factors
a. Mental Workload ( X ¿ ¿7) ¿ – the amount of information processing demanded
by task to be receive by the train driver.
b. Attention ( X ¿ ¿ 8)¿ – defined as the concentration of mind while doing the
task.
c. Alertness ( X ¿ ¿ 9)¿ – defines as the quality of being alert of the train driver.

A.3 Physical Factor
a. Posture ( X ¿ ¿10) ¿ – refers to the sitting posture of the train driver.
A.4 Work Environment
a. Noise ( X ¿ ¿11) ¿ – unwanted, unpleasing, and undesirable sound heard by
the train driver.
b. Temperature ( X ¿ ¿12) ¿ – measure of hotness and coldness of the work
environment.
c. Lighting level ( X 13) – amount of light present in the workplace of the train
driver.
B. Dependent Variables
a. Fatigue Level ( X 14) – numerical: defined as the measure of how tired is the
train drivers.
Table 3.4.3.1 Summary of Variables
Variables Classification Data Type
( X ¿ ¿1)¿ Age Independent Numerical
( X ¿ ¿2)¿ Gender Independent Categorical

( X ¿ ¿3)¿ Body Mass Index Independent Categorical
( X ¿ ¿ 4) ¿ Alcohol Consumption Independent Numerical
( X ¿ ¿5) ¿ Smoking/non-smoking Independent Numerical
( X ¿ ¿6) ¿ Sleep Quality Independent Categorical

( X ¿ ¿7) ¿ Workload Independent Categorical
( X ¿ ¿ 8)¿ Attention Independent Numerical
( X ¿ ¿ 9) ¿ Alertness Independent Numerical
( X ¿ ¿10) ¿ Posture Independent Categorical
( X ¿ ¿11) ¿ Noise Independent Numerical
( X ¿ ¿12) ¿ Temperature Independent Numerical
( X ¿ ¿13) ¿ Lighting Level Independent Numerical
( X ¿ ¿14 )¿ Fatigue Level Dependent Categorical
3.4 Tools and Techniques

3.4.4.1 Fatigue Risk Index
The Fatigue and Risk Index (FRI) was designed primarily for comparing different shift
schedules but can also be used to identify any particular shift, within a given schedule, which
may be of concern. Whilst the FRI is a useful tool, which can be used to help assess the risks
of fatigue and injury, it should not be relied upon as the sole or primary means of assessing
these risks. Fatigue scores from 0 to 100 represent the average probability expressed as a
percentage of high levels of sleepiness.
3.4.4.2 NASA Task Load Index
The NASA task load index is a tool for measuring the workload and conducting a
subjective mental workload assessment. It allows you to determine the MWL of a participant
while they are performing a task. It rates performance across six dimensions to determine an
overall workload rating. Rating perceived workload for the overall aspect at which a systematic
task or worker performance affects the improvement of socio-technical domains. The scoring is
range from 0-21 that indicates the very high workload level (low-high).

3.4.4.3 Sleep Quality Assessment (PSQI)
Pittsburgh Sleep Quality Index (PSQI) is an effective instrument used to measure the
quality and patterns of sleep in the older adult. It differentiates “poor” from “good” sleep by
measuring seven domains: subjective sleep quality, sleep latency, sleep duration, habitual
sleep efficiency, and sleep disturbances, use of sleep medication, and daytime dysfunction
over the last month. The client self-rates each of these seven areas of sleep. Scoring of the
answers is based on a 0 to 3 scale, whereby 3 reflects the negative extreme on the Likert
Scale. A global sum of “5”or greater indicates a “poor” sleeper.

3.4.4.4 Psychomotor Vigilance Task
The psychomotor vigilance task (PVT), a computer-based test, is a chronometric

measure of an individual's reaction to specified small changes in a labile environment. Subjects
are instructed to respond to a digital signal on a computer terminal by pressing a key. Errors of
omission and commission are recorded. The primary outcome measures of PVT performance,
lapses, are defined as reaction times exceeding 500 sec or failure to react.

3.4.4.5 Attention Network Test
The ANT is a task designed to test three intentional networks in children and adults:
alerting, orienting, and executive control. The efficiency of the alerting network is examined by
changes in reaction time resulting from a warning signal. Efficiency of orienting is examined by
changes in the reaction time that accompany cues indicating where the target will occur. The
efficiency of the executive network is examined by requiring the participant to respond by
pressing two keys indicating the direction (left or right) of a central arrow surrounded by
congruent, incongruent or neutral flankers.

3.4.4.6 Rapid Upper Limb Assessment (RULA)
The Rapid Upper Limb Assessment is a worksheet utilized as a targeting method for
assessing and evaluating the risk levels of work-related upper limb disorders regarding to
postural activities among workers. Risk level of musculoskeletal disorders are rated from 1 to 7,
which is the 1 is the lowest score while 7 is the highest.

a. Lighting Level

Figure 3.4.2 Digital Light Meter
The digital light meter is a device used in measuring the illuminance or the amount of
light. The researchers used this device to measure the lighting level in the workplace of the
train driver.
b. Temperature
Figure 3.4.3 Travel Barometer
Travel barometer is a ready to used device to measure the temperature. Barometer was
used to measure the temperature in the workplace of the train drivers.

c. Noise
Figure 3.4.4 Sound level meter
Figure 3.4.4 shows the sound level meter, a device used to measure sound level. An
instrument identify how and or low the sound level in the workplace.
3.5 Statistical tool
Normality Test
A normality test is used to determine whether sample data has been drawn from a
normally distributed population (within some tolerance). A number of statistical tests,
such as the Student's t-test and the one-way and two-way ANOVA require a normally
distributed sample population. If the assumption of normality is not valid, the results of
the tests will be unreliable.
Pearson’s Correlation
The Pearson product-moment correlation coefficient (or Pearson correlation coefficient,
for short) is a measure of the strength of a linear association between two variables and
is denoted by r. Basically, a Pearson product-moment correlation attempts to draw a line
of best fit through the data of two variables, and the Pearson correlation coefficient, r,

indicates how far away all these data points are to this line of best fit (i.e., how well the
data points fit this new model/line of best fit).
Multiple regression
Multiple regression is an extension of simple linear regression. It is used when we
want to predict the value of a variable based on the value of two or more other
variables. The variable we want to predict is called the dependent variable (or
sometimes, the outcome, target or criterion variable). The variables we are using to
predict the value of the dependent variable are called the independent variables (or
sometimes, the predictor, explanatory or regressor variables).
3.4 Preliminary Data Gathering
The researchers ask their adviser's letter of approval then proceed to the company and
give it to the representative of the company. The researchers used survey questionnaire to
gather more data that will be input later in the Minitab.

CHAPTER 4: RESULTS AND DISCUSSION
In this chapter, the data presented were gathered using the tools and techniques
discussed in the methodology section of the previous chapter. All necessary information is
about the train drivers, as well as the procedure and results of the data gathered for each
factor. This also presents the process and results obtained when the data input for statistical
treatment mentioned as normality, correlation and multiple regression.
4.1 Data Results

The following are the results of the factors based on the survey questionnaire
conducted. The results will be used in analysis of data. (See appendix C, page 63).
4.2 Analysis of Data

The researchers used Minitab 18 to analyze statistically the factors that affecting the
fatigue level of the train operators of the Light Rail Transit Authority.
Figure 4.2.1 Minitab data input
The figure above shows the data input for the Minitab before proceeding on the
statistical tool. (See appendix C, page 60).

Probability Plot of Fatigue
Normal
99.9
Mean 6.018
StDev 1.348
99
N 70
AD 0.685
95 P-Value 0.070
90
80
70
Percent
60
50
40
30
20
10
5
0.1
2 3 4 5 6 7 8 9 10 11
Fatigue
Figure 4.2.2 Probability Plot of Fatigue level
The P-Value for the Normality Test came back as 0.070, thus the data inputted earlier was
deemed fit for use, and can be related to the collinearity for the second step.

Figure 4.2.3 Pearson Correlation Table

Figure 4.2.4 Multiple Regression 9th Run
The figure above shows the highest possible R-sq(adj) value for the given data,
which stands at 95.39%. At this point, there are no more Obs values that need to be
removed.
Figure 4.2.5 Analysis of Variance
Figure 4.14 shows the significant factors that cause fatigue level in the form of Body
Mass Index and sleep as their P-Value remains under alpha of 0.05, and thus considered
significantly correlated. The figure also shows that cigarette consumption is insignificantly
correlated because its P-Value is higher than alpha 0.05.

CHAPTER 5: CONCLUSIONS AND RECOMMENDATIONS
This chapter shows the summary of finding of the study, the formulated conclusions and
the given recommendation of the researchers for the factors affecting the fatigue of the train
drivers.
5.1 Summary
The researchers focused on the train drivers of Light Rail Transit Authority. The
researchers gathered information of how fatigue affect the train operators during their duty and
how it affect their daily task. During the gathering of data, researchers analyzed what were the
factors that contribute to their fatigue to provide proper solutions so that it can help to minimize
the fatigue and prevent more effect on train drivers.
The result of the study were base from the collected information by the researcher.
Providing evidence and related literatures, the researcher conclude that fatigue are existing
among the train drivers. Understanding the causes and effect helps the researcher to
determine the most contributing factors to the train drivers while, other slightest factors were
also consider by the researchers.
The researchers focused on the train drivers who were on duty to witness and
interviewed their experiences during their working hour to determine how it fatigue affects their
daily duty. Taking the train drivers schedule provided by the company, researchers were able
to look what daily task of train drivers do and their individual working schedule.
5.2 Conclusion
The researchers did a preliminary interview before giving out questionnaires to give the
researchers an idea of all the possible factors that affect the fatigue level of all the train drivers
involved in this study. After the interview, the researchers gave out the questionnaires to 70
train operators. The questionnaire helped the researchers categorized all of the factors
affecting the level of fatigue.
The results showed the two factors that affect the level of fatigue among the train
operators of the Light Rail Transit Authority. With the used of Minitab specifically multiple
regression Body Mass Index with P-Value of 0.001 and Sleep with a P-Value of 0.001 are the
significant factors why fatigue on train operators exist. These two factors came out as
significantly correlated in the fatigue level of the train operators. In addition, the result of the

analysis of variances shows the cigarette consumption with a P-Value of 0.051. This means
that the only main contributor to the fatigue level of the train drivers are the Body Mass Index
and Sleep.
The finding of this research would help train operators to overcome fatigue on their daily
lives and will serve as a reference to anyone who will experience fatigue. This research will not
only serves as reference for the train operators but also to management that are dealing to
fatigue problems.
5.3 Recommendation
This study shows that the two factor which is Body Mass Index and Sleep are the
greatest factor that contribute to train operator fatigues. To prevent the effect of fatigue among
train operators, the researchers provided solutions and recommendations how to prevent it that
triggered among train operators. The researchers also look at the Ishikawa Diagram to see the
relationship with the result of the actual data gathered from the train drivers. The head of the
Ishikawa is inadequate to sleep and the result from the Minitab shows that sleep is one of the
contributor of fatigue level among train drivers. Even though not all the data were used, the
researchers recommend to the next researchers to further study the causes of the fatigue level
of the train operators.
The Body Mass Index measures the ratio of weight to your height of train drivers in
order to determine if the train driver is underweight, normal weight, overweight or obese. It is
important for a train driver to have a healthy physical fitness, for them to be able to perform
their daily task well. Every train operators should apply healthy lifestyle and making smart diet
will help you to reduce your BMI.
The sleep plays an important role for a driver to perform good task throughout daily
performance. Lack of sleep will lead to disadvantages of train drivers on their job and may
affect their performance. The train drivers must have complete 8hrs of sleep for them to be
able to recover the energy they have lost during work. In addition, this will help the train driver
not to be prone in accident and free from potential hazard.
Generally, this study will benefit both company and train drivers because they will have
an idea of what factors affect their fatigue level. The management should consider changing
some of the schedule because according to the interview done by the researchers this two
factor are not only prone to train drivers but also to some light rail employee.

APPENDIX A
TECHNOLOGICAL
INSTITUTE OF THE
PHILIPPINES
February 15, 2019
GEN. REYNALDO BERROYA

Administrator
Light Rail Transit Authority
LRTA compound, Marcos Highway, Santolan, Pasig City, Philippines
Dear Sir:
This is to introduce the following Industrial Engineering students of the Technological Institute of the
Philippines, Quezon City who are currently enrolled in IE 401: Ergonomics (Human Factors Engineering),
and is currently working on their Ergonomics’ Project Study:
Calañas, Jose Jr. P.

Del Valle, Khent Khaterin A.
Manalus, Alexander F.
Peñanueva, Edjane
In this regard, permission is sought from your good office to enable them to conduct their project study,
interviews, researches, and other forms of data gathering. We would like to request for record of train
operators schedule and the group would like request to take pictures of the actual operation area. The
group is considering to conduct is all about fatigue experienced by worker, particularly fatigue experienced
among train operators. Moreover, we would like to request if they could be direct to the concerned offices
and persons.
We hope to hear from you the soonest possible time. We look forward to your favorable consideration of
this request. Kindly accept our sincerest gratitude for the help that you shall extend to our students. We
look forward to have a meaningful collaboration for academic excellence.
Hope that this communication merits your approval.
Respectfully yours,
ENGR. YOSHIKI B. KURATA

Project Study Adviser
Noted by:
ENGR. ARRIANE A. PALISOC
Industrial Engineering Department Chair
APPENDIX B

Survey Questionnaire
Magandang Araw!
Kami ay mga mag-aaral na mula sa Technological Institute of the Philippines na nasa ika apat na taon sa
kolehiyo at kasalukuyan na kumukuha ng kursong Bachelor of Science in Industrial Engineering.
Kasalukuyan kaming nag susulat ng pamanahong papel na may titulong, “Fatigue Level Assessment
among Train Operators of Light Rail Transit Authority”. Ikalawang Semestre Taong 2018-2019.
Kaugnay nito inihanda namin ang talatanungan na ito upang makapangalap ng mga datos na kailangan
sa aming pananaliksik. Maaring sagutan nang buong katapatan ang mga sumusunod na aytem. Tinitiyak
po namin na ang lahat ng impormasyong ibabahagi ay mananatiling konpidensyal.
Maraming Salamat po!
PANUTO: Punan ng angkop na impormasyon o datos ang mga sumusunod na katanungan. Kung may
pag pipiliin, lagyan ng tsek ang kahon na tumutugma sainyong sagot.
PERSONAL INFORMATION:
Edad: ______ Kasarian: ______
Timbang: ______ Tangkad: ______
LIFESTYLE:
Paninigarilyo:
 Hindi kailanman nanigarilyo

 Kasalukuyang naninigarilyo
Ilan piraso ng sigarilyo ang na uubos mo sa isang araw? ______
Pag inom ng alak:
 Hindi kailanman uminom ng alak

 Umiinom ng alak
Sa naka lipas na buwan, ilan ang dami ng alak ang na inom mo? ______

Basahin at bilugan ang numero. Matindi ang hindi pagsang-ayon Matinding sumasang-
ayon
1. Mababa ang aking motibasyon kapag ako
ay pagod.
2. Nag bibigay pagoda ng ehersisyo sa akin.
3. Mabilis akong mapagod.
4. Nakakasagabal ang pagod sa aking pisikal
na paggana.
5. Ang pagkapagod ay nakakapag dulot ng
kaunting problema sa akin.
6. Ang pagkapagod ko ay pumigil sa akin para
mapanatili ko ang aking pisikal na pagan.
7. Ang pagkapagod ay nakakasagabal sa pag
sasakatuparan ng ilang mga tungkulin at
responsibilidad.
8. Kabilang ang pagkapagod sa aking
limitasyon.
9. Ang pagkapagod ay nakakasagabal sa
aking trabaho, pamilya at social life.
FATIGUE-RISK INDEX
PANUTO: Pakiusap na bilugan ang bilang sa pagitan ng 1 at 7 na kung saan sa tingin mo ang
pinakamahusay na naaangkop sa mga sumusunod na pahayag. Ito ay tumutukoy sa iyong karaniwang
paraan ng pamumuhay sa loob ng nakaraang linggo. 1 ay nagpapahiwatig ng "hindi lubos na
sumangsang-ayon" at 7 ay nagpapahiwatig ng "malakas na pagsang-ayon.
VISUAL ANALOGUE FATIGUE SCALE (VAFS)
PANUTO: Pakiusap na markahan ng “X” ang bilang na nasa loob ng linya na nag lalarawan ng iyong
pangkabuuang pagkapagod, 0 bilang pinakamalala at 10 bilang normal.
NASA TASK LOAD INDEX

Ito ang unang pahina para sa workload assessment at ito ay tinatawag na 15-point comparison. Ang
bawat kahon sa ibaba ay nag lalaman ng dalawang katangian na nakakaapekto sa iyong pagganap sa
gawain.
PANUTO: Lagyan ng “X” ang antas ng pangangailangan sa pagganap ng trabaho.
Pangkaisipang pangangailangan Gaano nangangailangan ng labis na pag iisip at utak ang isang gawain?
Mas mababa Mas mataas
Pisikal na pangangailangan Nangangailangan ng pisikal na lakas?
Samantala pangangailangan Nangangailangan ng agaran or madalian na pagkilos?
Pagsasagawa Gaano ka katagumpay sa pag tupad ng iyong gawain?
Perpekto Kaibiguan
Pagsisikap Gaano mo pinaghirapan at pinaghusayan ang isang uti ng

gawain?
Pagkabigo Gaano ka naiinggit , nawawalan ng pag asa , naiinis , stressed at nayayamot?
Mas mababa Mas

mataas

SLEEP QUALITY ASSESSMENT
Ang mga sumusunod na katangunan ay nauugnay saiyong karaniwang pag tulog sa nakarang buwan
lamang. Dapat ipahiwatig ng iyong mga sagot ang pinaka-tumpak na tugon para sa karamihan ng mga
araw at gabi sa nakalipas na buwan.
PANUTO: Pakisaup na sagutan ang lahat ng katanungan.
Sa nakaraang buwan,
1. Kailan ka karaniwang natutulog? __________

2. Gaano katagal (sa minuto) ka makatulog? __________
3. Anong oras ka nagigising sa umaga? __________
4. A. Ilang oras nakukuha mong tulog sa gabi? __________
B. Ilang oras ka sa higaan? __________
Lagyan ng “✔” kung alin sa tingin mo ang pinakamahusay na naaangkop na kasagutan sa mga
sumusunod na pahayag.
5. Sa nakalipas na buwan, gaano ka kadalas Hindi sa Mas Isa o Tatlo o mas

mahirapan matulog sa kadahilanang ikaw ay nakaraang mababa dalawa madami sa
buwan (0) sa loob ng sa loob loob ng
isang ng isang isang lingo
lingo (1) lingo (2) (3)
A. hindi makatulog sa loob ng 30 minuto
B. Nagigising sa kalagitnaan ng gabi o medaling araw
C. Bumangon upang gumamit ng palikuran o banyo
D. Hindi makahinga ng maayos o humihilik ng malakas
E. Malakas na paghilik o pag-ubo
F. Nakakaranas ng matinding lamig
G. Nakakaranas ng matinding init
H. Nakakaranas ng masamang panaginip
I.May iniindang masakit
J. Iba pang dahilan. ibigay ang detalya at gaano mo ito
kadalas maranasan.
6. Sa nakaraang buwan, gaano ka kadalas uminom ng
mga gamot para makatulong sa iyong pag tulog?

7. Sa nakaraang buwan, gaano ka kadalas makatulog
habang ikaw ay nasa biyahe, habang kumakain at
habang ikaw ay may ginagawa?
8. Sa nakaraang buwan, gaano naging problema sayo
ang manatiling masigla o masigasig sa trabaho para ito
ay matapos?
Lubos na Medyo Medyo Napakasama
maayos maayos(1) masama (3)
(0) (2)
9. Sa nakaraang buwan, paano mo mamarkahan ang
kalidad ng iyong pag tulog?

APPENDIX C
Table 1.4.2 Pareto Check Sheet Results
CAUSES OF FATIGUE FREQUENCY TOTAL

INADEQUATE TO SLEEP IIII-IIII-IIII-IIII-IIII-IIII-IIII-II 37
PROLONGED SEATING IIII-IIII-IIII 14
TRANSPORTATION IIII-IIII-IIII 14
WORKLOAD IIII-IIII-II 12
INSUFFICIENT REST IIII-IIII 9

The table above shows the check sheet for Pareto chart. The researchers when doing
the interview to tally the number of workers experiencing the causes of fatigue used this check
sheet.
Ta Weig BMI C A Fatig NA PS RU Attenti alertn noi temperat lighti

bl ht C C ue SA QI LA on es se ure ng
e TLX level
4.
1
Su
rv
ey
Re
su
lts
X
Ag
e
43 132 23.9 0 1 6 67 13 4 168 2 70 29 53
0
45 149 25.7 0 0 5 73 11 3 138 3 71 29 51
47 170 24.9 0 7 4 63 13 4 139 2 73 27 53
29 198 28 0 3 8 92 14 5 140 1 72 29 52
0
42 150 25.7 0 0 7 68 10 3 141 1 76 27 41
37 175 30.4 0 2 8 75 7 4 142 1 72 27 46
29 148 25.1 0 1 6 61 10 4 143 3 70 29 53
3
30 150 24.5 0 1 8 56 9 3 144 2 69 27 54
5
38 163 25.3 4 3 4 43 11 6 145 3 70 29 42
27 183 29.5 6 1 8 67 7 6 146 2 72 29 36
0
31 147 24 7 2 7 80 8 4 147 2 72 28 52
5
32 170 22.1 1 1 3 55 6 4 148 2 71 27 55
3 4
30 178 25.5 0 0 8 92 7 5 149 1 72 29 46
33 149 21.6 0 0 4 61 13 4 150 2 71 29 42
32 155 24.9 0 5 7 43 11 4 151 3 72 29 46
45 143 24.9 0 5 4 58 8 4 152 2 72 27 46
40 169 24 0 7 6 40 9 3 153 1 73 28 45
39 163 22.8 0 3 4 57 9 3 154 2 71 28 44
0
29 196 25.5 3 2 7 54 7 6 155 1 68 27 52
42 163 26.5 5 5 7 63 8 3 156 1 72 27 55
34 145 23.3 8 1 5 71 10 5 157 1 69 27 50
7
42 150 26.6 0 2 5 70 15 4 148 2 76 27 53
31 165 28.3 0 3 6 88 7 5 166 3 70 27 55

40 145 25.1 0 7 6 55 8 4 153 2 72 28 32
34 153 27.3 0 1 7 59 9 4 158 2 69 28 53
0
31 157 22.4 0 1 6 73 13 5 149 1 69 29 42
1
44 150 29.2 0 1 5 58 8 5 160 1 72 27 42
2
34 174 32 0 1 8 46 10 5 153 2 72 27 39
3
43 153 29.5 0 2 8 67 9 3 159 2 70 29 52
0
39 148 26.5 5 8 8 62 9 5 159 1 68 27 56
55 26.3 6 4 5 45 10 5 156 1 70 29 57
28 148 25.8 6 1 6 40 7 4 153 2 70 29 35
0
39 140 26.3 7 1 7 50 12 4 154 1 83 29 52
5
35 170 25 8 1 6 59 7 4 158 2 80 29 52
2
35 168 26.3 0 0 7 63 8 5 149 2 80 29 52
42 171 27.4 0 0 8 49 9 3 149 1 81 28 42
44 143 23.6 0 7 7 68 9 4 158 3 69 27 48
40 171 24.7 0 8 6 92 10 3 144 2 69 27 49
51 158 28.1 0 8 5 84 8 3 145 3 69 28 42
48 170 23.9 0 1 5 59 11 3 146 3 69 29 42
2
34 150 22.7 0 1 3 30 9 3 147 1 64 27 45
3
27 151 24.9 5 3 7 45 13 3 148 2 73 28 35
27 148 23.5 7 1 6 51 13 4 149 2 72 28 34
0
32 177 26.3 1 2 6 92 14 4 150 1 73 28 52
0 5
49 156 22.5 0 0 8 59 10 5 151 2 72 29 56
54 132 24.1 0 1 6 50 9 3 152 2 80 29 53
43 182 24.7 0 7 5 66 8 3 153 3 65 30 42
30 150 21.3 0 1 7 57 7 5 154 2 69 29 45
1
46 153 27.1 0 1 5 90 11 4 155 2 78 29 60
7
28 135 22.1 0 2 7 72 9 5 156 2 77 28 24
0
52 195 25.5 5 3 5 52 4 4 157 1 72 27 51
24 118 26.9 9 3 5 58 9 5 148 1 72 27 35
9
46 161 28.5 1 9 8 51 10 3 166 2 72 28 42
0
40 164 26.8 2 1 4 66 8 5 153 2 72 29 41
0 0
48 183 23.8 0 2 5 40 12 3 158 3 80 29 53
45 198 20.7 0 3 6 53 12 3 138 2 70 29 45
38 145 23.5 5 1 4 80 6 4 139 1 83 27 45

0
45 158 26.3 5 1 6 47 11 5 140 2 72 30 52
0
46 190 28.8 5 1 7 86 11 4 141 2 84 29 52
5
24 141 25.8 0 2 5 92 12 5 142 2 69 30 42
49 167 28.7 0 2 5 35 6 6 143 2 72 28 48
23 159 25 0 1 5 76 12 4 144 1 73 28 42
0
40 159 21.1 0 1 4 40 10 3 145 1 75 28 52
0
53 165 29 0 1 5 87 13 5 146 2 79 28 51
3
41 163 25.2 0 1 6 77 11 3 147 2 74 29 52
5
34 118 28.5 5 1 6 46 10 4 149 3 73 29 44
0
30 154 21.6 7 1 8 55 11 3 158 2 69 27 42
2
41 152 24.4 0 8 6 63 13 4 144 1 70 27 51
26 165 27.1 0 3 8 94 11 3 145 2 73 29 41
0
32 160 23 0 4 6 90 9 6 146 1 72 28 42
The table above shows the complete list of the Survey Results from 70 train operators
that the researchers used and inputted in the Minitab.
Table 4.1.1
Continuous Data
VARIABLE MEAN STD. DEVIATION
AGE 37.9429 8.11
WEIGHT 159.1159 16.94
CIGARETTE CONSUMPTION 2.4429 3.97
ALCOHOL CONSUMPTION 9.800 8.14
ATTENTION 149.9857 6.87

ALERTNESS 2 0.68
NOISE 72 4.07
TEMPERATURE 28 0.83
LIGHTNING LEVEL 46.8286 6.93
The table above shows the continuous data. The researchers get the mean and the
standard deviation of the entire variable listed above.
Categorical Data
Body Mass Index
3% Underweight
Normal weight
Overweight
43%
Obesity
54%
Figure 4.1.1: Body Mass Index Results

The figure above shows the Body Mass Index of the 70 train operators. 54% of them are
overweight, 43% have normal weight and the 3% are obese.
Rula Score
1-2 Acceptable posture
3-4 Further investigation,
7% change may needed
5-6 further investigation,
43% change soon
7 Investigation and
50% implement change

Figure 4.1.2: RULA Score (Posture)
The figure above shows the RULA score of the 70 train drivers. 50% of them need to think of
changing their posture to prevent any muscle pain. The 43% of the train drivers need to change
their posture as soon as possible because their posture indicates that is not in good condition
based on the results. 7% of them do not necessary need to change their posture but might
need to change soon.
NASA TLX
24 24
12
10
Low medium high very high
Figure 4.1.3: NASA TLX (Workload)

The figure above shows the result of the NASA TLX. Out of 70, 10 drivers experienced low
workload demand. 24 of them experienced medium and high workload demand the 12-train
drivers experienced very high workload demand. This suggest that they need to consult their
working schedule to the company.
PSQI
1%
Poor Sleep Quality
Need to discuss the sleep
habit to health provider
99%
Figure 4.1.4: Sleep Quality
The figure above shows the summary result of the PSQI that is the sleep quality of the 70 train
drivers. 99% of them need to change their sleep habit and the 1% have poor sleep quality,
though it is not severe, they should also consider taking care of their sleeping routine because
it might affect their health.
APPENDIX D
Minitab Results
Correlation: Alcohol consumption, Sleep, Fatigue, ... mption,

BMI, Age

Correlations
Alcohol consumpt Sleep Fatigue Workload
Sleep 0.019
0.874
Fatigue 0.073 -
0.111
0.548 0.360
Workload 0.036 0.151 0.124
0.767 0.212 0.306
Attention -0.099 - -0.009 -0.190
0.215
0.416 0.074 0.941 0.115
alertnes 0.012 0.058 -0.057 -0.055
0.921 0.632 0.637 0.650
posture -0.046 - 0.029 -0.072
0.018
0.708 0.883 0.809 0.552
noise -0.116 0.081 -0.179 0.078
0.338 0.505 0.139 0.521
temperature -0.033 0.188 0.109 0.094
0.789 0.120 0.367 0.438
lighting level -0.096 - -0.052 0.173
0.148
0.429 0.222 0.667 0.151
Weight -0.133 - 0.092 0.078
0.025
0.271 0.839 0.447 0.523
Cigarette 0.244 - -0.068 0.159
consum 0.008
0.042 0.949 0.577 0.189
BMI 0.072 - 0.320 0.129
0.072
0.556 0.553 0.007 0.286
Age -0.334 0.070 -0.243 0.052
0.005 0.562 0.042 0.672
Attentio alertnes postur noise

n e
alertnes 0.037
0.763
posture 0.012 0.001
0.924 0.996
noise -0.101 -0.104 -0.094
0.405 0.392 0.437
temperature -0.150 0.439 -0.151 0.174
0.217 0.000 0.213 0.149
lighting level 0.188 -0.181 -0.052 0.014
0.119 0.133 0.671 0.908
Weight 0.087 0.060 0.043 -0.000
0.472 0.623 0.723 0.999
Cigarette 0.007 0.114 0.147 -0.094
consum
0.953 0.346 0.226 0.440
BMI -0.172 -0.175 0.212 -0.080
0.154 0.146 0.078 0.513
Age -0.085 -0.039 -0.228 0.205
0.485 0.751 0.057 0.088
lighting
temperature level Weight Cigarette consum
lighting level -0.125

0.301
Weight -0.052 0.187
0.669 0.122
Cigarette -0.049 -0.052 -0.025
consum
0.686 0.666 0.835
BMI 0.008 0.051 0.149 0.053
0.950 0.677 0.219 0.664
Age 0.126 0.405 0.139 -0.145
0.299 0.001 0.250 0.233
BMI

Ag 0.121
e
0.320
Cell Contents
Pearson correlation
P-Value
Regression Analysis: Fatigue versus Alcohol ... osture,

Workload, Sleep
Method
Categorical predictor (1, 0)
coding
Stepwise Selection of Terms
α to enter = 0.15, α to remove = 0.15
Analysis of Variance
D Adj
Source F Adj SS MS F-Value P-Value
Regression 1 7.419 7.419 4.28 0.042

Age 1 7.419 7.419 4.28 0.042
Error 68 117.996 1.735
Total 69 125.415
Model Summary
R-
S R-sq sq(adj) R-sq(pred)
1.3172 5.92% 4.53% 0.74%

9
Coefficients
T-
Term Coef SE Coef Value P-Value VIF
Constan 7.552 0.759 9.95 0.000

t
Age -0.0404 0.0196 -2.07 0.042 1.00
Regression Equation
Fatigu = 7.552
e - 0.0404 Age
Fits and Diagnostics for Unusual Observations
Ob Std
s Fatigue Fit Resid Resid
23 3.420 6.258 - -2.18 R

2.838
24 3.570 6.218 - -2.03 R
2.648
28 3.420 6.177 - -2.11 R
2.757
R Large residual

Workload, Sleep
Method
coding
Source DF Adj SS Adj MS F-Value P-Value
Regressio 46 85.76 1.8643 1.93 0.056

n
Age 1 13.28 13.279 13.76 0.001
6
BMI 45 74.61 1.6580 1.72 0.095
Error 20 19.30 0.9648
Total 66 105.05
Model Summary
R-
0.982222 81.63% 39.39% *

Coefficients
T-
Constan 9.78 1.47 6.64 0.000

t
Age -0.0904 0.0244 -3.71 0.001 2.74
BMI
21.1 -2.59 1.39 -1.86 0.078 1.99
21.3 -0.36 1.44 -0.25 0.807 2.11
21.6 0.50 1.44 0.35 0.729 2.11
22.1 0.18 1.45 0.13 0.901 2.15

22.4 -0.69 1.43 -0.48 0.637 2.09
22.5 2.51 1.39 1.80 0.086 1.98
22.8 -2.40 1.40 -1.72 0.101 1.99
23.0 -0.89 1.42 -0.62 0.541 2.07
23.3 -1.56 1.41 -1.11 0.282 2.04
23.5 -1.48 1.24 -1.20 0.245 3.10
23.6 1.20 1.39 0.86 0.398 1.97
23.8 -0.61 1.39 -0.44 0.666 1.98
23.9 0.12 1.20 0.10 0.921 2.91
24.0 -0.07 1.23 -0.06 0.956 3.02
24.1 1.53 1.41 1.09 0.288 2.02
24.4 -0.07 1.39 -0.05 0.960 1.98
24.5 0.64 1.44 0.45 0.659 2.11
24.7 -0.60 1.21 -0.50 0.623 2.93
24.9 -0.83 1.11 -0.74 0.465 4.82
25.0 -1.51 1.26 -1.20 0.246 3.22
25.1 -0.66 1.23 -0.54 0.598 3.04
25.2 -0.36 1.39 -0.26 0.798 1.98
25.3 -1.91 1.40 -1.37 0.187 2.00
25.5 0.04 1.15 0.03 0.973 3.93
25.7 0.15 1.20 0.13 0.899 2.91
25.8 -2.00 1.29 -1.55 0.136 3.34
26.3 0.23 1.08 0.21 0.833 5.59
26.5 1.38 1.21 1.15 0.266 2.93
26.6 -0.70 1.39 -0.50 0.620 1.98
26.8 -2.30 1.39 -1.65 0.114 1.99
26.9 -2.32 1.48 -1.57 0.133 2.24
27.1 -0.31 1.22 -0.25 0.803 3.01
27.3 -0.13 1.41 -0.09 0.925 2.04
27.4 1.73 1.39 1.24 0.228 1.98
28.0 0.98 1.44 0.68 0.503 2.13
28.1 0.06 1.40 0.04 0.965 1.99
28.3 -0.84 1.43 -0.58 0.566 2.09
28.5 0.76 1.21 0.63 0.535 2.94

28.7 -0.49 1.39 -0.35 0.729 1.98
28.8 1.52 1.39 1.09 0.287 1.97
29.0 -0.42 1.40 -0.30 0.769 2.01
29.2 -0.38 1.39 -0.27 0.787 1.97
29.5 1.46 1.23 1.19 0.249 3.03
30.4 1.43 1.40 1.02 0.321 2.01
32.0 1.15 1.41 0.81 0.428 2.04
Regression Equation
BMI
20. Fatigue = 9.78 - 0.0904 Age

7

21. Fatigue = 7.19 - 0.0904 Age
1

21. Fatigue = 9.42 - 0.0904 Age
3

21. Fatigue = 10.28
6 - 0.0904 Age

22. Fatigue = 9.96 - 0.0904 Age
1

22. Fatigue = 9.09 - 0.0904 Age
4

22. Fatigue = 12.29
5 - 0.0904 Age

22. Fatigue = 7.38 - 0.0904 Age
8

23. Fatigue = 8.89 - 0.0904 Age
0


23. Fatigue = 8.21 - 0.0904 Age
3

23. Fatigue = 8.29 - 0.0904 Age
5

23. Fatigue = 10.98
6 - 0.0904 Age

23. Fatigue = 9.17 - 0.0904 Age
8

23. Fatigue = 9.90 - 0.0904 Age
9

24. Fatigue = 9.71 - 0.0904 Age
0

24. Fatigue = 11.31
1 - 0.0904 Age

24. Fatigue = 9.71 - 0.0904 Age
4

24. Fatigue = 10.42
5 - 0.0904 Age

24. Fatigue = 9.18 - 0.0904 Age
7

24. Fatigue = 8.95 - 0.0904 Age
9

25. Fatigue = 8.267
0 - 0.0904 Age

25. Fatigue = 9.12 - 0.0904 Age
1

25. Fatigue = 9.42 - 0.0904 Age
2

25. Fatigue = 7.87 - 0.0904 Age
3

25. Fatigue = 9.82 - 0.0904 Age
5

25. Fatigue = 9.93 - 0.0904 Age
7

25. Fatigue = 7.775
8 - 0.0904 Age

26. Fatigue = 10.01
3 - 0.0904 Age

26. Fatigue = 11.16
5 - 0.0904 Age

26. Fatigue = 9.08 - 0.0904 Age
6

26. Fatigue = 7.48 - 0.0904 Age
8

26. Fatigue = 7.46 - 0.0904 Age
9

27. Fatigue = 9.47 - 0.0904 Age
1

27. Fatigue = 9.64 - 0.0904 Age
3


27. Fatigue = 11.51
4 - 0.0904 Age

28. Fatigue = 10.76
0 - 0.0904 Age

28. Fatigue = 9.84 - 0.0904 Age
1

28. Fatigue = 8.94 - 0.0904 Age
3

28. Fatigue = 10.54
5 - 0.0904 Age

28. Fatigue = 9.29 - 0.0904 Age
7

28. Fatigue = 11.30
8 - 0.0904 Age

29. Fatigue = 9.36 - 0.0904 Age
0

29. Fatigue = 9.40 - 0.0904 Age
2

29. Fatigue = 11.23
5 - 0.0904 Age

30. Fatigue = 11.20
4 - 0.0904 Age

32. Fatigue = 10.92
0 - 0.0904 Age
Ob Std

2 5.290 5.29 0.000 * X
0
9 7.430 7.43 0.000 * X
0
12 8.140 8.14 0.000 * X
0
13 7.710 7.71 0.000 * X
0
14 7.570 7.57 0.000 * X
0
15 6.710 6.71 0.000 * X
0
17 6.140 6.14 0.000 * X
0
18 6.290 6.29 0.000 * X
0
22 6.000 6.00 0.000 * X
0
23 7.850 7.85 0.000 * X
0
24 5.850 7.46 -1.617 -2.38 R
7
25 5.140 5.14 0.000 * X
0
26 6.570 6.57 0.000 * X
0
29 7.860 7.86 0.000 * X
0
31 4.430 4.43 0.000 * X
0
32 3.850 3.85 0.000 * X
0
37 3.860 3.86 0.000 * X
0
39 3.570 3.57 0.000 * X
0
40 5.710 5.71 0.000 * X
0
41 6.000 6.00 0.000 * X
0

42 7.710 7.71 0.000 * X
0
43 5.280 5.28 0.000 * X
0
49 5.420 5.42 0.000 * X
0
50 7.000 7.00 0.000 * X
0
52 5.710 5.71 0.000 * X
0
56 8.000 6.38 1.617 2.38 R
3
57 7.140 7.14 0.000 * X
0
59 4.830 4.83 0.000 * X
0
61 4.860 4.86 0.000 * X
0
62 7.860 7.86 0.000 * X
0
63 5.230 5.23 0.000 * X
0
65 4.570 4.57 0.000 * X
0
66 6.430 6.43 0.000 * X
0
R Large residual
X Unusual X

Workload, Sleep
Method
coding
D Adj F-
Source F Adj SS MS Value P-Value
Regression 14 36.630 2.6165 4.50 0.001

Attention 1 2.163 2.1630 3.72 0.069
Age 1 5.525 5.5249 9.51 0.006
posture 3 6.892 2.2972 3.95 0.024
Sleep 9 18.794 2.0882 3.59 0.009
Error 19 11.039 0.5810
Total 33 47.670
Model Summary
R-
0.762244 76.84% 59.78% *

Coefficients
T-
Constant 4.03 3.56 1.13 0.272

Attentio 0.0414 0.0215 1.93 0.069 1.45
n
Age -0.0781 0.0253 -3.08 0.006 2.62
posture
4 -1.035 0.369 -2.80 0.011 1.99
5 0.075 0.449 0.17 0.869 1.72
6 -0.138 0.705 -0.20 0.847 1.61
Sleep
6 -1.40 1.00 -1.40 0.177 3.24
7 0.035 0.919 0.04 0.970 5.13
8 -0.569 0.873 -0.65 0.522 6.47
9 -0.105 0.840 -0.13 0.901 6.74
10 -0.736 0.906 -0.81 0.427 6.97
11 -1.164 0.896 -1.30 0.210 3.78
12 -1.077 0.976 -1.10 0.284 3.09
13 -3.22 1.10 -2.93 0.009 3.91
14 0.06 1.29 0.05 0.963 2.79
Regression Equation
postur
e Sleep
3 4 Fatigu = 4.03 + 0.0414 Attention - 0.0781 Age

e

e

e

e

e

e

e

e

e

e

e

e

e

e

e

e

e

e

4 13 Fatigu = -0.22 + 0.0414 Attention
e - 0.0781 Age

e

e

e

e

e

e


e

e

e

e

e

e

e

e

e

e

e

e

e

e

e
Ob Std
3 7.860 7.86 0.000 * X

0
24 4.710 5.92 -1.218 -2.29 R
8
26 6.140 6.14 -0.000 * X
0
R Large residual
X Unusual X

Workload, Sleep
Method
coding
Adj
Source DF Adj SS MS F-Value P-Value
Regression 13 35.707 2.7467 6.71 0.000

Alcohol 1 1.028 1.0278 2.51 0.131
consumption
Attention 1 3.342 3.3422 8.17 0.011
Age 1 7.985 7.9855 19.51 0.000
posture 3 10.674 3.5581 8.69 0.001
Sleep 7 14.386 2.0552 5.02 0.003
Error 17 6.958 0.4093
Total 30 42.665
Model Summary

R-
0.639763 83.69% 71.22% 44.94%

Coefficients
SE T-
Term Coef Coef Value P-Value VIF
Constant 2.18 2.71 0.80 0.433

Alcohol 0.0362 0.0228 1.58 0.131 1.72
consumption
Attention 0.0531 0.0186 2.86 0.011 1.40
Age -0.1001 0.0227 -4.42 0.000 2.74
posture
4 -1.659 0.368 -4.51 0.000 2.56
5 -0.026 0.397 -0.07 0.949 1.87
6 -0.477 0.606 -0.79 0.442 1.68
Sleep
7 0.814 0.684 1.19 0.250 3.98
8 0.453 0.616 0.74 0.472 4.49
9 0.847 0.605 1.40 0.180 4.85
10 0.031 0.639 0.05 0.962 4.82
11 0.895 0.687 1.30 0.210 2.15
12 -0.019 0.707 -0.03 0.979 2.29
13 -2.500 0.882 -2.83 0.011 3.56
Regression Equation
postur
e Sleep
3 6 Fatigu = 2.18 + 0.0362 Alcohol consumption + 0.0531 Attention - 0.1001 Age

e

e

e


e

e

e

e

3 13 Fatigu = -0.32 + 0.0362 Alcohol consumption + 0.0531 Attention
e - 0.1001 Age

e

e

e

e

e

e

e

e - 0.1001 Age

e

e

e

e

e

e

e

e - 0.1001 Age

e

e

e

e


e

e

e

e - 0.1001 Age
Ob Std
15 4.420 5.239 - -2.08 R

0.819
16 7.140 5.919 1.221 2.13 R
25 6.140 5.321 0.819 2.08 R
R Large residual

Workload, Sleep
Method
coding
D Adj F-
Source F Adj SS MS Value P-Value
Regression 11 34.908 3.1734 13.39 0.000

Attention 1 5.521 5.5212 23.30 0.000
Age 1 9.256 9.2560 39.06 0.000
posture 3 10.077 3.3591 14.17 0.000
Sleep 6 15.239 2.5398 10.72 0.000
Error 16 3.792 0.2370
Total 27 38.699

Model Summary
R-
0.486810 90.20% 83.47% 68.21%

Coefficients
T-
Constant 0.11 2.12 0.05 0.958

Attentio 0.0714 0.0148 4.83 0.000 1.39
n
Age -0.1087 0.0174 -6.25 0.000 2.69
posture
4 -1.643 0.274 -5.99 0.000 2.21
5 -0.362 0.306 -1.18 0.254 1.62
6 -0.533 0.461 -1.16 0.264 1.67
Sleep
7 0.868 0.502 1.73 0.103 3.65
8 0.274 0.472 0.58 0.569 4.42
9 0.750 0.452 1.66 0.117 4.07
10 0.095 0.471 0.20 0.842 4.41
11 1.001 0.518 1.93 0.071 2.10
13 -2.661 0.671 -3.96 0.001 3.53
Regression Equation
postur
e Sleep

e

e

e

e

e

e

e - 0.1087 Age

e - 0.1087 Age

e - 0.1087 Age

e - 0.1087 Age

e - 0.1087 Age

e - 0.1087 Age

e - 0.1087 Age

e - 0.1087 Age

e - 0.1087 Age

e


e

e

e - 0.1087 Age

e

e - 0.1087 Age

e - 0.1087 Age

e

e - 0.1087 Age

e

e - 0.1087 Age

e

e - 0.1087 Age
Ob Std

21 8.140 7.329 0.811 2.09 R
R Large residual

Workload, Sleep
Method
coding
D Adj
Source F Adj SS MS F-Value P-Value
Regression 12 32.3821 2.6985 16.84 0.000

Attention 1 3.0770 3.0770 19.21 0.001
noise 1 0.5175 0.5175 3.23 0.094
Age 1 8.9824 8.9824 56.07 0.000
posture 3 7.8317 2.6106 16.30 0.000
Sleep 6 12.8287 2.1381 13.35 0.000
Error 14 2.2428 0.1602
Total 26 34.6249
Model Summary
R-
0.400249 93.52% 87.97% 78.73%

Coefficients
T-
Constant 6.44 3.54 1.82 0.091

Attentio 0.0572 0.0130 4.38 0.001 1.55
n
noise -0.0572 0.0318 -1.80 0.094 2.07
Age -0.1084 0.0145 -7.49 0.000 2.72
posture
4 -1.463 0.254 -5.77 0.000 2.70
5 -0.036 0.275 -0.13 0.899 1.93

6 -0.392 0.383 -1.02 0.324 1.70
Sleep
7 0.541 0.471 1.15 0.270 4.73
8 -0.037 0.448 -0.08 0.935 5.86
9 0.073 0.464 0.16 0.877 5.48
10 -0.157 0.433 -0.36 0.722 5.46
11 0.628 0.457 1.38 0.191 2.41
13 -2.978 0.587 -5.07 0.000 3.98
Regression Equation
postur
e Sleep
3 6 Fatigue = 6.44 + 0.0572 Attention - 0.0572 noise

- 0.1084 Age

- 0.1084 Age

- 0.1084 Age

- 0.1084 Age

- 0.1084 Age

- 0.1084 Age

- 0.1084 Age

- 0.1084 Age

- 0.1084 Age

- 0.1084 Age

- 0.1084 Age

- 0.1084 Age

- 0.1084 Age

- 0.1084 Age

- 0.1084 Age

- 0.1084 Age

- 0.1084 Age

- 0.1084 Age

- 0.1084 Age

- 0.1084 Age

- 0.1084 Age


- 0.1084 Age

- 0.1084 Age

- 0.1084 Age

- 0.1084 Age

- 0.1084 Age

- 0.1084 Age

- 0.1084 Age
Ob Std
11 7.140 6.290 0.850 2.56 R

R Large residual

Workload, Sleep
Method
coding
Regression 20 33.153 1.6576 26.40 0.001

9 9
Cigarette 1 0.4106 0.4105 6.54 0.051

consumption 5
BMI 13 13.955 1.0735 17.10 0.003
9 3
Sleep 6 16.318 2.7197 43.31 0.000
7 8
Error 5 0.3140 0.0627
9
Total 25 33.467
8
Model Summary
R-
0.250581 99.06% 95.31% *

Coefficients
T-
Constant 3.534 0.410 8.62 0.000

Cigarette -0.0746 0.0292 -2.56 0.051 3.71
consumption
BMI
23.9 -1.382 0.409 -3.38 0.020 2.56
24.0 1.813 0.403 4.50 0.006 4.77
24.7 -0.672 0.409 -1.64 0.161 2.56
24.9 0.303 0.346 0.88 0.421 5.06
25.0 2.179 0.416 5.24 0.003 5.08
25.1 0.763 0.436 1.75 0.141 5.59
25.5 3.195 0.411 7.78 0.001 7.13
25.7 1.348 0.439 3.07 0.028 5.68
25.8 1.884 0.414 4.55 0.006 5.04
26.3 0.335 0.304 1.10 0.321 3.90
26.5 3.457 0.382 9.04 0.000 4.30
27.1 2.393 0.574 4.17 0.009 5.05
29.5 2.678 0.466 5.75 0.002 3.32
Sleep
7 2.235 0.279 8.00 0.000 4.21
8 0.592 0.279 2.12 0.087 5.01

9 1.171 0.309 3.79 0.013 6.14
10 3.278 0.307 10.67 0.000 6.93
11 -1.357 0.418 -3.25 0.023 5.14
13 -0.711 0.423 -1.68 0.154 5.26
Regression Equation
Fatigu = 3.534 - 0.0746 Cigarette consumption + 0.0 BMI_23.5 - 1.382 BMI_23.9
e + 1.813 BMI_24.0 - 0.672 BMI_24.7 + 0.303 BMI_24.9 + 2.179 BMI_25.0
+ 0.763 BMI_25.1 + 3.195 BMI_25.5 + 1.348 BMI_25.7 + 1.884 BMI_25.8
+ 0.335 BMI_26.3 + 3.457 BMI_26.5 + 2.393 BMI_27.1 + 2.678 BMI_29.5
+ 0.0 Sleep_6
+ 2.235 Sleep_7 + 0.592 Sleep_8 + 1.171 Sleep_9 + 3.278 Sleep_10 - 1.357 Sleep_11
- 0.711 Sleep_13
Std
Fatigu Resi
Obs e Fit Resid d
4 8.000 8.000 -0.000 * X

5 6.290 6.290 -0.000 * X
15 6.140 6.140 0.000 * X
22 4.570 4.570 -0.000 * X
24 5.430 5.430 -0.000 * X
25 5.000 5.000 0.000 * X
X Unusual X

Workload, Sleep
Method
coding
Regression 14 25.584 1.8274 29.10 0.001

1 4
Cigarette 1 0.4106 0.4105 6.54 0.051
consumption 5
BMI 8 12.478 1.5598 24.84 0.001
8 5

Sleep 5 12.031 2.4062 38.32 0.001
3 5
Error 5 0.3140 0.0627
9
Total 19 25.898
1
Model Summary
R-
0.250581 98.79% 95.39% 84.26%

Coefficients
T-
Constant 5.347 0.313 17.11 0.000

Cigarette -0.0746 0.0292 -2.56 0.051 2.95
consumption
BMI
24.9 -1.510 0.274 -5.51 0.003 3.05
25.0 0.366 0.365 1.00 0.363 3.83
25.1 -1.050 0.315 -3.33 0.021 2.85
25.5 1.382 0.280 4.94 0.004 2.24
25.7 -0.465 0.311 -1.50 0.195 2.77
25.8 0.071 0.360 0.20 0.851 3.71
26.3 -1.478 0.314 -4.70 0.005 4.01
26.5 1.644 0.287 5.72 0.002 2.37
Sleep
7 2.235 0.279 8.00 0.000 3.17
8 0.592 0.279 2.12 0.087 4.65
9 1.171 0.309 3.79 0.013 5.70
10 3.278 0.307 10.67 0.000 3.83
13 -0.711 0.423 -1.68 0.154 5.12
Regression Equation
e + 0.366 BMI_25.0 - 1.050 BMI_25.1 + 1.382 BMI_25.5 - 0.465 BMI_25.7
+ 0.071 BMI_25.8 - 1.478 BMI_26.3 + 1.644 BMI_26.5 + 0.0 Sleep_6
+ 2.235 Sleep_7
+ 0.592 Sleep_8 + 1.171 Sleep_9 + 3.278 Sleep_10 - 0.711 Sleep_13

Workload, Sleep
Method
coding
Regression 14 25.584 1.8274 29.10 0.001

1 4
Cigarette 1 0.4106 0.4105 6.54 0.051
consumption 5
BMI 8 12.478 1.5598 24.84 0.001
8 5
Sleep 5 12.031 2.4062 38.32 0.001
3 5
Error 5 0.3140 0.0627
9
Total 19 25.898
1
Model Summary
R-
0.250581 98.79% 95.39% 84.26%

Coefficients
T-
Constant 5.347 0.313 17.11 0.000

Cigarette -0.0746 0.0292 -2.56 0.051 2.95
consumption
BMI
24.9 -1.510 0.274 -5.51 0.003 3.05
25.0 0.366 0.365 1.00 0.363 3.83
25.1 -1.050 0.315 -3.33 0.021 2.85
25.5 1.382 0.280 4.94 0.004 2.24
25.7 -0.465 0.311 -1.50 0.195 2.77

25.8 0.071 0.360 0.20 0.851 3.71
26.3 -1.478 0.314 -4.70 0.005 4.01
26.5 1.644 0.287 5.72 0.002 2.37
Sleep
7 2.235 0.279 8.00 0.000 3.17
8 0.592 0.279 2.12 0.087 4.65
9 1.171 0.309 3.79 0.013 5.70
10 3.278 0.307 10.67 0.000 3.83
13 -0.711 0.423 -1.68 0.154 5.12
Regression Equation
e + 0.366 BMI_25.0 - 1.050 BMI_25.1 + 1.382 BMI_25.5 - 0.465 BMI_25.7
+ 0.071 BMI_25.8 - 1.478 BMI_26.3 + 1.644 BMI_26.5 + 0.0 Sleep_6
+ 2.235 Sleep_7
+ 0.592 Sleep_8 + 1.171 Sleep_9 + 3.278 Sleep_10 - 0.711 Sleep_13
Residual Plots for Fatigue

BIBLIOGRAPHY
Tsao, L., Chang, J., & Ma, L. (2017). Fatigue of Chinese railway employees and its influential
factors: structural equation modelling. Applied ergonomics, 62, 131-141.
Ji, Q., Zhu, Z., & Lan, P. (2004). Real-time nonintrusive monitoring and prediction of driver
fatigue. IEEE transactions on vehicular technology, 53(4), 1052-1068.
Lin C, -T, Ko L, -W, Chang M, -H, Duann J, -R, Chen J, -Y, Su T, -P, Jung T, -P: Review of
Wireless and Wearable Electroencephalogram Systems and Brain-Computer Interfaces
– A Mini-Review. Gerontology 2010;56:112-119. doi: 10.1159/000230807
Dorrian, J., Roach, G. D., Fletcher, A., & Dawson, D. (2007). Simulated train driving: fatigue,
self-awareness and cognitive disengagement. Applied ergonomics, 38(2), 155-166.
Filtness, A. J., & Naweed, A. (2017). Causes, consequences and countermeasures to driver
fatigue in the rail industry: The train driver perspective. Applied ergonomics, 60, 12-21.
Cotrim, T., Carvalhais, J., Neto, C., Teles, J., Noriega, P., & Rebelo, F. (2017). Determinants
of sleepiness at work among railway control workers. Applied ergonomics, 58, 293-300.
Jagannath, M., & Balasubramanian, V. (2014). Assessment of early onset of driver fatigue
using multimodal fatigue measures in a static simulator. Applied Ergonomics, 45(4),
1140–1147. doi:10.1016/j.apergo.2014.02.001
Kazemi, Z., Mazloumi, A., Nasl Saraji, G., & Barideh, S. (2016). Fatigue and workload in short
and long-haul train driving. Work, 54(2), 425-433
Dorrian, J., Roach, G. D., Fletcher, A., & Dawson, D. (2006). The effects of fatigue on train
handling during speed restrictions. Transportation research part F: traffic psychology
and behaviour, 9(4), 243-257.
Dorrian, J., Baulk, S. D., & Dawson, D. (2011). Work hours, workload, sleep and fatigue in
Australian Rail Industry employees. Applied ergonomics, 42(2), 202-209.
Fan, J., & Smith, A. P. (2018). A preliminary review of fatigue among rail staff. Frontiers in
psychology, 9, 634.
Adamos, G., & Nathanail, E. (2015). How to Train Safe Drivers: Setting Up and Evaluating a
Fatigue Training Program. Transport and Telecommunication Journal, 16(1), 9-20.
IE 401 – ERGONOMICS / HUMAN FACTORS ENG’G

Holland, D. W. (2000). The effect of fatigue on the professional and personal lives of train
drivers: A qualitative study.
Roach, G. D., DORRIAN, J., Fletcher, A., & Dawson, D. (2001). COMPARING THE
EFFECTS OF FATIGUE AND ALCOHOL CONSUMPTION ON LOCOMOTIVE
ENGINEERS'PERFORMANCE IN A RAIL SIMULATOR. Journal of human ergology,
30(1-2), 125-130.
Anund, A., Fors, C., Kecklund, G., Leeuwen, W. V., & Åkerstedt, T. (2015). Countermeasures
for fatigue in transportation: a review of existing methods for drivers on road, rail, sea
and in aviation. Statens väg-och transportforskningsinstitut.
Gertler, J., DiFiore, A., Raslear, T., & America, Q. N. (2013). Fatigue status of the US railroad
industry (No. DOT/FRA/ORD-13/06). United States. Federal Railroad Administration.
Office of Research and Development.
Dorrian, J., Hussey, F., & Dawson, D. (2007). Train driving efficiency and safety: examining
the cost of fatigue. Journal of Sleep Research, 16(1), 1-11.
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analysis. International journal of Computer science and network security, 8(6), 183-188.
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FATIGUE LEVEL ASSESSMENT AMONG TRAIN OPERATORS OF LIGHT RAIL

TRANSIT AUTHORITY USING MULTIPLE REGRESSION

CHAPTER 1: THE PROBLEM AND ITS BACKGROUND

Fatigue is an important issue of risk management in the workplace. Fatigue increased

IE 401 – ERGONOMICS / HUMAN FACTORS ENG’G 2

1.2 Project Rationale

IE 401 – ERGONOMICS / HUMAN FACTORS ENG’G 3

1.3 The Client

IE 401 – ERGONOMICS / HUMAN FACTORS ENG’G 4

1.3.1 Company Background

Figure 1.1 The Light Rail Transit Authority Company Logo

IE 401 – ERGONOMICS / HUMAN FACTORS ENG’G 5

IE 401 – ERGONOMICS / HUMAN FACTORS ENG’G 6

1.4 Statement of the Problem

1.4.1 Pareto Chart

Table 1.4.1.1 Pareto Chart

IE 401 – ERGONOMICS / HUMAN FACTORS ENG’G 7

Frequency Cummulative Percentage

Figure 1.4.1.1 Pareto Chart in Graph

1.4.2 Ishikawa Diagram

IE 401 – ERGONOMICS / HUMAN FACTORS ENG’G 8

Figure 1.4.2.1 Ishikawa Diagram

IE 401 – ERGONOMICS / HUMAN FACTORS ENG’G 9

1.4.3 Controllable and Uncontrollable Factors

Table 1.4.3.1 Table of Controllable and Uncontrollable Factors

Factors Controllable Uncontrollable

1.5 Objectives of the Study

IE 401 – ERGONOMICS / HUMAN FACTORS ENG’G 10

1.5.1 General Objective

1.5.2 Specific Objective

1.6 Significance of the Study

1.7 Scope and Limitations of the Study

IE 401 – ERGONOMICS / HUMAN FACTORS ENG’G 11

IE 401 – ERGONOMICS / HUMAN FACTORS ENG’G 12

2.1 Review of Related Literatures and Related Studies

2.1.1 Train Driver

Fatigue describe an overall feeling of tiredness or weakness and it can be physical,

2.1.3 Fatigue in Train Drivers

IE 401 – ERGONOMICS / HUMAN FACTORS ENG’G 14

IE 401 – ERGONOMICS / HUMAN FACTORS ENG’G 15

Based on the conducted study by safety board analysis of Federal Railroad

IE 401 – ERGONOMICS / HUMAN FACTORS ENG’G 16

2.1.5 Sleep Disorder and Uncomfortable Seating

IE 401 – ERGONOMICS / HUMAN FACTORS ENG’G 17

2.1.6 Heavy Workload and Shift Work

As investigated Kazemi, Zeinab; Mazloumi, Adel; NaslSaraji, Gabraeil; Barideh,

According to research conducted by Rudin-Brown et al. 70% of the rail system in

IE 401 – ERGONOMICS / HUMAN FACTORS ENG’G 18

IE 401 – ERGONOMICS / HUMAN FACTORS ENG’G 19

2.1.7 Lifestyle and Other Individual Factors

2.1.8 Environmental, Management, and Physical Factors

IE 401 – ERGONOMICS / HUMAN FACTORS ENG’G 20

According to research Gertler,J. et al.(2013), Fatigue exposure of train workers such as

IE 401 – ERGONOMICS / HUMAN FACTORS ENG’G 21

2.2 Summary of Related Literature

AUTHOR (S) TITLE YEAR HIGHLIGHTS AND

IE 401 – ERGONOMICS / HUMAN FACTORS ENG’G 22

IE 401 – ERGONOMICS / HUMAN FACTORS ENG’G 23

IE 401 – ERGONOMICS / HUMAN FACTORS ENG’G 24

IE 401 – ERGONOMICS / HUMAN FACTORS ENG’G 25

Holland, Dennis The effect of fatigue on the 1999 The effect of

IE 401 – ERGONOMICS / HUMAN FACTORS ENG’G 26

2.3 Definition of Terminologies

IE 401 – ERGONOMICS / HUMAN FACTORS ENG’G 27

Edad: Kasarian:

Timbang: Tangkad: