Assessment of passenger safety in local service psv's: literature review.

Assessment of passenger safety in local service psv's: literature review

Assessment of passenger safety in local service psv's: final report.

Assessment of passenger safety in local service psv's: final report

Motor vehicle and pedal cycle conspicuity: part 3 - retroreflective and fluorescent materials, validation report.

The aim of these validation trials were to establish whether red retro-reflective markings in the Draft Regulation XA format perform as well as the yellow markings in the same format and to determine if either the yellow or red Draft Regulation XA markings perform significantly better than what is currently on the road

Quality and field of vision - a review of the needs of drivers and riders: final report.

Quality and field of vision - a review of the needs of drivers and riders: final report

Motor vehicle and pedal cycle conspicuity: part 3 - vehicle mounted warning beacons. Summary report.

Accident studies suggest that the early detection and identification of other types of road users is likely to be a safety benefit to drivers, and one means for achieving this is through the use of vehicle-mounted warning beacons. A review of previous research, current technology, standards and regulations, and the views of relevant parties confirms the contribution of warning beacons in this respect. It also indicates that the warning beacons available in the market are largely governed by the restrictions imposed by the relevant regulations. However contact with various warning beacon user groups suggests that these designs are not as effective as they would wish and may in certain instances be giving rise to disbenefits to other road users. A rigorous scientific test programme identified those factors which make warning beacons more conspicuous and specific consideration was given to those vehicles, fitted with amber warning beacons, which work within environments of flashing amber road beacons. Disbenefits of warning beacon design, in terms of disability glare, discomfort glare, distraction and eleptogenesis, were also investigated. It is recommended that the users of warning beacons be prioritised with the highest priority group being allocated the top values of those features which make warning beacons conspicuous (subject to consideration of the disbenefits likely to be generated). Road trials should be undertaken to further refine the recommendations

Field of vision (A-pillar geometry) - a review of the needs of drivers: final report.

It is the responsibility of the Department of the Environment, Transport and the Regions (DETR) to improve the safety of the UK road network. Driver vision has been identified as a significant factor and the possible causes of reduced vision require further investigation. This study was commissioned to identify the problems associated with restricted visibility for vehicle drivers, in particular the consequential risk to road safety of changes in A-pillar size and position, driven by the need for improved structural and aerodynamic performance, which can restrict driver vision. The experimental trials supported the findings of the literature review and the driver survey that A-pillars do impede the driver’s forward field of view. It was shown that: • Approximately one third of all the targets presented in the vicinity of the A-pillar were not detected. • A-pillar obscuration is a greater problem in newer, as opposed to older, cars (although this is only statistically significant for viewing past the off-side A-pillar). • If drivers make the effort to ‘look around’ their A-pillars the visual problems caused by A-pillar obscuration can be significantly reduced. However such a strategy cannot be relied upon and may be unsafe to encourage if the driver should also be concentrating on the road ahead. The study therefore shows that there are safety disbenefits due to the trend for wider A-pillars. Further research work into A-pillar design should be considered in terms of the drivers’ field of view which may include: • the use of accident statistics to quantify the effect of A-pillar design on driver vision, • a study to investigate the relationship between target detection and obscuration angle (ranging from 0° to 6°), this may also include an investigation into the location of the A-pillar in the drivers’ visual field, • creating awareness amongst interested parties of the visual effects of increased A-pillar thickness

Survey of dimensional features related to windscreen swept area. (Supplementary report to Quality and field of vision - a review of the needs of drivers and riders)

The project entitled ‘Quality and field of vision’ (PPAD 9/33/39) undertaken for DETR required that the effect of A-pillar thickness on driver vision be investigated. In order that a range of vehicles representing the different levels of A-pillar thickness could be used in the experimental work, a survey of vehicles was first undertaken. Whilst the focus of the survey was to measure A-pillar thickness and the driver’s seated position in order to calculate the visual angle obscured, a request was made by the client for further information to be collected at the same time. The additional information collected related to the area of the windscreen swept by the window wipers. This report details the information obtained from this aspect of the survey

Motor vehicle conspicuity: an assessment of the contribution of retro reflective and fluorescent materials.

Accident data suggests that the conspicuity of large vehicles, and the perception of closing speed to them, are contributory factors in accident causation. Ergonomic principles indicate that improved luminance and colour contrast, as well as outlining the vehicle form, are likely to increase conspicuity. A review of previous research, current on-the-road practices and the materials available shows that retro-reflective and fluorescent materials can be applied to vehicles to increase their night-time and daytime conspicuity. If applied in outline form, such materials may also assist in judgements of separation distance. Experimental work confirmed the benefits of retro-reflective and fluorescent materials, particularly if applied in outline form. The ECE104 marking formats performed at least as well as, and frequently better than, the current ECE70 markings in terms of conspicuity. The markings assisted in the detection of a pedestrian located beside the vehicle and visual discomfort, caused by the luminance of the materials, was minimal. The introduction of the ECE104 marking formats was therefore recommended. Public opinion indicated that the colour red was recognised with 99% accuracy and was strongly associated with signifying the rear of a vehicle. It would therefore be beneficial to use red markings to the rear of vehicles but only if the following recommendations are met: they must be employed as full or partial contours, applied in conjunction with the ECE70 markings and be located no closer than 200mm to the vehicle’s brake lights. It is also recommended that combined fluorescent-retro-reflective materials should be permitted under ECE104, subject to their meeting the colorimetric requirements, since they are likely to be of benefit to daytime conspicuity and some night-time aspects, whilst imposing no severe disbenefits

Motor vehicle and pedal cycle conspicuity: part 1- vehicle mounted warning beacons. Summary report.

Accident studies suggest that the early detection and identification of other types of road users is likely to be a safety benefit to drivers, and one means for achieving this is through the use of vehicle-mounted warning beacons. A review of previous research, current technology, standards and regulations, and the views of relevant parties confirms the contribution of warning beacons in this respect. It also indicates that the warning beacons available in the market are largely governed by the restrictions imposed by the relevant regulations. However contact with various warning beacon user groups suggests that these designs are not as effective as they would wish and may in certain instances be giving rise to disbenefits to other road users. A rigorous scientific test programme identified those factors which make warning beacons more conspicuous and specific consideration was given to those vehicles, fitted with amber warning beacons, which work within environments of flashing amber road beacons. Disbenefits of warning beacon design, in terms of disability glare, discomfort glare, distraction and eleptogenesis, were also investigated. It is recommended that the users of warning beacons be prioritised with the highest priority group being allocated the top values of those features which make warning beacons conspicuous (subject to consideration of the disbenefits likely to be generated). Road trials should be undertaken to further refine the recommendations

Quality and field of vision - a review of the needs of drivers and riders: phase 1 report.

It is the responsibility of the Department of the Environment, Transport and the Regions (DETR) to promote safe use of the UK road network. Driver vision has been identified as major determinant to this and factors which impede it require further investigation. This project is specifically concerned with the effect on driver / rider vision of: • windscreen and visor tinting, installed light transmission, haze, abrasion, damage and repair, • the use and positioning of wider structural member (particularly A-pillars) to improve crashworthiness, aerodynamics and rigidity. The first phase of the work is to understand the current status regarding the above factors and the rationale for it. A variety of sources have been consulted for this information including: • establishing contact with interested parties, • reviewing and establishing the basis of EC Directives and other regulations, • reviewing and summarising previous, current and proposed research, • analysing available accident data, • interviewing drivers and riders. A detailed work plan for the remainder of the project has been developed based on the results of the Phase 1 findings and on the professional experience ICE Ergonomics has in this field