Looking at the engineers shift I'm surprised this sort of thing doesn't happen more in the U.S., whatever else was involved fatigue must surely be considered a contributing factor, just because you are rostered for a few hours rest in the middle of the day doesn't mean you will get it. It's no secret here that QR would love to introduce split shifts like this for commuter train crews to spread us over the morning and evening peaks but the two traincrew unions would likely bring the system to a halt if they tried. I did it many years ago when I was what you would call a station agent and that was bad enough. Our present rostering is based on a maximum shift of 9 hours, (average 8 1/2), with a minimum 35 minute, (though it can vary up to three hours or so depending on the job), meal break between 3 1/2 and 4 1/2 hours after the start of the shift that is included in the nine hours, and 12 hours minimum time off between shifts. Our freight crews work longer at 11 hrs maximum but running a stop/start commuter with more restricted signals encountered is more demanding in some ways than running a freight outside the suburban area. I too am surprised that there is nothing like AWS or cab signals with only one man in the cab, when our AWS or ATP (Automatic Train Protection) fails the guard (conductor) has to ride up front to call the signals, or in the case of one man crewed freights the train stays put until a second crewman is taxied to the train to do the same.