Project PRIME: road markings for motorcycle casualty reduction (an overview of findings from 2020 to 2022).

Pioneering road markings for motorcyclists, designed as Perceptual Rider Information for Maximising Expertise and Enjoyment (PRIMEs) were installed on approach to demanding bends at 22 trial sites and two comparison sites across the West Highlands of Scotland. The markings provided a series of 'gateways' to encourage safer riding. With 32,213 motorcyclists observed, the following statistically significant results were observed: speed reductions at 10 trial sites; positive changes in lateral position at the final PRIME gateway marking at 15 trial sites and positive changes in lateral position at the apex of the bend at 13 trial sites; reductions in braking at nine trial sites; increases use of PRIME road markings across 18 of the 22 trial sites. No statistically significant effects were observed at the comparison sites. These findings are discussed in relation to the 'Road Safety Framework to 2030' and the 'Safe System' approach to reducing motorcycle casualties.

This world-first research presents the largest investigation of rider behaviour involving 32,213 motorcyclists. Pioneering road markings for motorcyclists produced statistically significant positive behavioural changes in speed, lateral lane position and braking. This work identifies important behavioural factors that support the 'Safe System' approach to motorcycle casualty reduction.

Determining optimum flash patterns for emergency service vehicles: an experimental investigation using high definition film.

An investigation of how emergency vehicle lighting (EVL) can be improved is reported with reference to an analysis of police vehicle road traffic accidents (Study 1). In Study 2, 37 regular drivers were shown film clips of a marked police vehicle, in which flash rate (1 Hz, 4 Hz) and pattern (single, triple pulse) were varied on the blue Light Emitting Diode (LED) roofbar. Results indicate a 4 Hz flash rate conveys greater urgency than a 1 Hz rate, while a 1 Hz, single flash combination was ranked the least urgent of all combinations. Participants claimed they would leave significantly more space before pulling out in front of an approaching police car (gap acceptance) in the 4 Hz single pulse condition in comparison to other EVL combinations. The preliminary implications for which flash characteristics could prove most optimal for emergency service use are discussed with regard to effects on driver perception and expected driving behaviour.

A contextual study of police car telematics: the future of in-car information systems.

Telematics systems are increasingly prevalent, but how safe are they to use? Designers have the challenge of designing systems that are suitable for usage within vehicles--systems that do not excessively distract the driver from the primary task of driving. This investigation addressed the requirements of telematics system design by evaluating an existing telematics device in the context of its everyday use. The system evaluated was the Mobile Data Terminal, a device used by the Sussex Police Force to assist officers in their duties whilst out on patrol. The investigation involved interviewing officers, working alongside officers in real-world situations, and assessing the system through implementation of a telematics safety checklist. The findings showed that the Mobile Data Terminal improved the productivity of double-crewed patrol cars, but was less effective, and potentially compromised road safety when patrol cars were single-crewed. The central conclusion was that telematics systems, which are considered to be incompatible with driving, should not be accessible whilst a vehicle is in motion.

Pedestrian conspicuity research: a review.

This review sets out to evaluate the ways in which pedestrian conspicuity has been defined and measured and to consider the various scenarios in which studies of pedestrian conspicuity have been conducted. Research from the psychological and human factors literature is reviewed, in addition to relevant studies on conspicuity that fall outside the scope of applied psychology. Methodological differences between these studies are compared and their ecological validity in terms of the real-world context of pedestrians at risk from vehicles is discussed. The authors argue that there have been many methodological differences in pedestrian conspicuity studies, but that this may not necessarily be problematic when investigating a phenomenon with multiple causal factors. However, suggestions are made for improving ecological validity and establishing a more unified framework for future research in this area.

An analysis of 'looked but failed to see' accidents involving parked police vehicles.

Drivers who collide with a vehicle that is parked on the hard shoulder of a motorway or dual-carriageway sometimes claim not to have seen it before the collision. Previous research into vehicle conspicuity has taken such 'looked but failed to see' claims at face value, and concentrated on attempting to remedy the problem by making vehicles more conspicuous in sensory terms. However, the present study describes investigations into accidents of this kind which have involved stationary police cars, vehicles which are objectively highly conspicuous. Two laboratory studies showed that experienced drivers viewing a film of dual-carriageway driving were slower to respond to a parked police car as a 'hazard' if it was parked directly in the direction of travel than if it was parked at an angle; this effect was more pronounced when the driver's attention was distracted with a secondary reasoning task. Taken together with the accident reports, these results suggest that 'looked but failed to see' accidents may arise not because the parked vehicle is difficult to see, but for more cognitive reasons, such as vigilance failure, or possession by the driver of a 'false hypothesis' about the road conditions ahead. An emergency vehicle parked in the direction of travel, with only its blue lights flashing, may encourage drivers to believe that the vehicle is moving rather than stationary. Parking at an angle in the road, and avoiding the use of blue lights alone while parked, are two steps that drivers of parked emergency vehicles should consider taking in order to alert approaching drivers to the fact that a stationary vehicle is ahead.