Preliminary Study of Police Motorbike

¶ … Preliminary Study of Police Motorbike Riders Concentration Levels, Pre and Post of the Police Three-Week Intensive Rider Training Program

Motor safety is an essential component in securing transportation systems in countries throughout the world. Over the past 40 years, motor safety has become a chief concern for transportation departments around the globe. These transportation departments have instituted regulations that place safety at the forefront. These regulations include the installation of and mandatory wearing of seatbelts and certain restrictions on gas emissions. In recent years, transportation departments have began to focus on distractions that may hinder driver concentration. Such distractions such as Cell Phone Usage while driving a motor vehicle have been banned in some areas. For the purposes of this discussion, the researcher will focus on Motorbike Riders Concentration Levels. A review of the literature will focus on the increases in Motorcyclists in the United Kingdom, fatalities that occur with motorbike riders, government interventions and a description of the three-week Police training program. The actual study will examine the impact of the Police Three-Week Intensive Rider Training Program on concentration levels.

Background information comprehensive study of road safety by the Department for Transport, DfT (2004) has outlined alarming statistics, that although road traffic accidents for car drivers, cyclists, children, and pedestrians are falling; accidents involving motorbikes have increased. Previous research by Clarke et al. (2003) has indicated that one of the main causes of motorbike rider fatalities is losing control on a left hand bend and sliding into oncoming traffic. The report by the DfT (2004) concludes that although excessive speed is a factor in 20.5% of road traffic accidents, 40.2% occurred "when the motorbike riders either lost control or ran wide into bends, speed and power were not contributory factors. The accident was simply caused by human error. These statistics are mirrored by the previous study of Treat et al. (1977) who found that human error was the sole cause in 57% of all road traffic accidents and was a contributing factor in over 90%.

Spurned by the latest statistics of road traffic accidents involving motorbikes, the DfT has asked parties within the Motorcycle Industry Association, such as the media, manufactures, and training organisations, to assist in reducing the fatality rate of motorcyclists. They suggested that the media should stop glamorising excess speed and dangerous antics in their publications; the manufacturers should try and kerb the power output of the bikes they design and build; and training agencies should attempt to improve the rider training that they provide. These government suggestions indicate that a problem does exist.

Although the research by Treat et al. (1977) and DfT (2004) accentuated that human error, was the significant determinant of road traffic accidents, neither research proposed a hypothesis of an actual cause of this human error? However, could the significant determinant be a lapse or loss in a rider's concentration level?

Easterbrook (1959) highlighted that emotions can affect an individual's concentration level. One of the recommendations of the DfT (2004) report was to improve rider training, but no specific action was recommended. Research by Sudlow (2003) suggests that the current motorbike rider training focuses solely on the development of machine control, and ignores the concepts of cognitive value.

Police motorbike rider training is regarded as the gold star in road craft, and the ultimate bench mark for others to emulate. Unlike the civilian motorbike training agencies, the Police place special importance on the cognitive values of their riders; proportionally, cognitive matters vastly outnumber machine control. This helps to avert and curtail the amount of road traffic accidents that involve Police motorbike riders by providing a greater degree of the awareness of potential road accidents; pre-empting rather than acting after the fact.

Hypothetically speaking if the Police motorbike rider training could be improved in some way, it would bring fringe benefits to the Police. In addition, this improved training could filter down to the training agencies, and thus to the man in the street, and therefore help to reduce the amount of motorbike rider fatalities and accidents. So how can we improve the Police motorbike rider training?

In motorbike, racing one hundredth of a second can denote the difference between wining and loosing. Over the years, the factory racing teams have spent millions of pounds in the engineering and development field in the quest to produce a faster superior handling motorbike, whereas the performance of the rider has mainly been overlooked. More recently, the importance and success of Sport Science in optimal sporting performances has been adopted by the racing teams in their never-ending quest of shaving the seconds. Sport Science has helped to gain this minute timed advantage, by using procedures of cognitive training techniques, such as maintaining focus, concentration improvement techniques, and searching for relative cues to name a few. "Bike, Mind, and Body are all part of the same system" Scott (2004), (See Appendix1). These cognitive training techniques used in motorbike racing can be adopted for road use, changing the emphasis from speed to road safety.

Concentration, focus, identifying relative cues, and alertness are key mental aspects of motorbike riding, and an integral part of safe motorbike riding. An improvement in these cognitive qualities will be beneficial to any motorbike rider, more so the Police motorbike rider who is operating above the norm, i.e. constantly concentrating, focusing, and scanning the environment for relative cues in conjunction with the internal and external distractions that they have to deal with. Our ability to handle information about the environment is limited; therefore, we cope with this by giving more attention to some parts of the environment than others and concentrating on them. "We all concentrate 100% of the time; we just don't necessarily on what is relevant" Scott (2004). The former 2000 and 2002 World Super bike champion Colin Edwards quoted that "Motocross is 50% mental and 50% physical: Road racing is 95% mental and 5% physical." Scott (2004).

Currently, although the Police recognise the importance of cognitive matters in their motorbike rider training programs, they do not have structured programs of cognitive improvement techniques in place. Before "signing up" to a comprehensive program of cognitive training techniques, we should measure what the Police already have in place that being the three-week intensive motorbike rider training program. This will provide a measurable benchmark, providing weight credence, and direction to future studies in this field.

Nideffer (1976a) devised the Test of Attentional and Interpersonal Style (TAIS). This inventory is a valid and reliable tool that measures basic concentration skills. The median two-week test-retest coefficient is.82, and the median one year coefficient is.72. These concentration skills and interpersonal characteristics are important contributors to performance in almost any situation. These characteristics have been described as the "building blocks of performance," Nideffer (2001). The TAIS measures these building blocks of performance. Although there is no perfect or ideal pattern of scores on the TAIS, ideally motorbike riders need to be effective attenders. Effective attenders possess high scores on broad internal and external focus, and switch from broad to narrow and vice versa narrow to broad focus when required. They are also low on the three measures of ineffective attention, and do not become overloaded with information, therefore leaving vital amplitude for other important attentional duties such as identifying and omitting relative cues.

More recently, psychologists have devised a computerised screening battery, the computerised neurocognitive testing of vital signs CNSVS (2004). It is comprised of seven familiar tests, four of which are associated with concentration, Symbol digit coding test, the Stroop test, Shifting attention, and the Continuous performance test. These four tests generate domain scores in three areas: reaction time, attention, and cognitive flexibility. This measuring tool is the latest tool available to the science of concentration and as of yet no recorded research has been released to its affect.

Currently the Police do not measure the cognitive aspects of their motorbike rider training, such as concentration. Therefore there is no scientific way of knowing whether an improvement, or not exists in a riders concentration levels post the three-week intensive Police motorbike rider training program. Despite the need to understand the cognitive prerequisites of such hazardous tasks within motorcycling riding, very little if any empirical research has been conducted on the nature of either attention or concentration concerning Police motorbike riders. With a huge gap in literature, this can only encourage future studies.

Purpose Statement

The aims of this empirical quantitative study were twofold in nature. Firstly, to measure and explore for significant differences in Police motorbike riders concentration/attention, pre and post of the three-week intensive Police motorbike rider training program, thus to providing a measurable benchmark for future studies. Secondly, to investigate if a correlation exists between the computerised neurocognitive testing of vital signs (CNSVS), and the Police motorbike riders' concentration questionnaire (PMRC-Q).

Finally, this study examined the research hypotheses that: Firstly the intervention program, being the Police three-week intensive motorbike rider training program produces a significant difference in the concentration levels of Police motorbike riders when compared to pre and post. Secondly, that a positive correlation exists between the instruments CNSVS and the PMRC-Q and therefore improve road craft awareness. The alternative null research hypotheses are that: Firstly the intervention program did not produce any significant difference in the concentration levels of Police motorbike riders, and secondly that no positive correlation exists between the instruments CNSVS and the PMRC-Q. Therefore there is credence to suggest that a program of cognitive training should be implemented to improve the Police motorbike riders' concentration levels.

As this study is a pioneering study there is a great importance placed upon conducting a pilot study prior to the main study. Thomas & Nelson (2001) report that 75% of research papers are not publishable and make no contribution to theory or practice because of crucial methodological blemishes that could have easily been eradicated if a pilot study had been conducted first. A pilot study helps to develop a reliable and valid procedure; determines such matters as whether the instructions are clear, reasonable, and justifiable; whether the tasks can be executed within time constraints; and helps develop a workable, precise, reliable scoring procedure. It also allows an experimenter to iron out any discrepancies in the procedure or the equipment used, so that the study operates effortlessly and consistently.

Chapter 2

Literature Review

Motorcycling for Leisure

Motorcycling has become extremely popular in the United Kingdom and Europe. A book entitled,

Bikers: Culture, Politics and Power asserts that biking is more than just a convenient way of traveling, it has also become a way of life (Mcdonald-Walker 2000). The author asserts that while motorcycling was once reserved for those of higher social class in Britain, it is now available and economical for a wide range of riders (Mcdonald-Walker 2000). The book explains

In the '20s, I think, King George VI, who was then the Prince of Wales, was a Douglas rider when he was at Cambridge University. Well, you know, nowadays, I can't see the Prince of Wales riding a motorbike. There's been a change in emphasis. Once upon a time, motorcycling, because it would cost money, was the prerogative of the professional classes.... I can never remember being, in my younger days, until the '60s possibly, motorcyclists being banned. Because, of course, you've got to change the culture. When, in the '20s, a motorcyclist was bound to be a gentleman or a solicitor or somebody like that, they were welcome anywhere (Mcdonald-Walker 2000)."

Mcdonald-Walker (2000), also report that most motorcyclists in Great Britain also own cars. The authors contend that most motorcyclists do not own motorbikes out of necessity but rather for purposes of leisure (Mcdonald-Walker 2000). The book contends that amongst the most experienced riders, pleasure was the main reason they chose to ride motorbikes (Mcdonald-Walker 2000).

Increases in Motor Cycle Ownership and fatalities

Indeed the increased availability of motorcycles has made them attractive to many people. However, this attraction has created consequences that concern some in the United Kingdom. According to the DfT, motorcycling is on the increase. The agency reports that between the years of 2002 and 2003, motorcycle traffic increased by greater than 10% (Saving private and professional motorcyclists, 2004). In addition, in the 8 years spanning 1993 to 2001 motorcycle traffic rose by 28%, while all other traffic only rose by 15% (Saving private and professional motorcyclists, 2004). With this increase in motorcycle traffic, there has also been an increase in fatalities related to motorcycles. The DFT maintains, "Motorcyclists represent 1% of all motor traffic but account for 18% of road fatalities and serious injuries - the Government is taking action to tackle this (Saving private and professional motorcyclists, 2004)."

In the report entitled Saving private and professional motorcyclists, the DfT asserts that while fatalities involving most other motor vehicles has decreased fatalities involving motorcycles have increased. The report also explains that individuals on motorbikes are 30 times more like to have a fatal accident than individuals driving a car (Saving private and professional motorcyclists, 2004). In the year 2003, the number of people killed in motorcycle crashes increased by 14% in a single year (Saving private and professional motorcyclists, 2004). The report asserts that 693 people died in motorcycle accidents in 2003 (Saving private and professional motorcyclists, 2004).

The report also asserts that the agency has been diligently attempting to improve motor cycle safety. The report explains that the DfT has been working with various groups to deliver motorcycling that is safer for riders (Saving private and professional motorcyclists, 2004). The road safety minister David Jamieson was pleased with the final report of the 'Advisory Group on Motorcycling (Saving private and professional motorcyclists, 2004). The safety minister asserted

Even if you've been riding for years - you can and still need to improve your road skills...Riding a powerful motorcycle can be a very exhilarating experience. But it's an experience that the Department for Transport wants to be safe as well as enjoyable. Motorcycling is an important part of the transport mix and we will consider the report's recommendations closely as we further develop our motorcycling strategy (Saving private and professional motorcyclists, 2004)."

In their research, the Transport Research Laboratory examined the 3,531 motorcycle fatalities that occurred between 1997 and 2002 (Saving private and professional motorcyclists, 2004). The research discovered that fatalities with motorcycles in the 501-1000cc range increased by 40%, with only a slight change for smaller motorcycles. In addition, they discovered that the average ages for motorcycle fatalities were 30-34 years (Saving private and professional motorcyclists, 2004). In association with this statistic the research revealed that the larger increase in fatalities were between 30 and 49 years of age (Saving private and professional motorcyclists, 2004). The study also revealed that "60% of motorcyclists died on non-built up roads, with motorcyclists on 1000cc-plus bikes most at risk, and 28% of accidents did not involve any other vehicle (Saving private and professional motorcyclists, 2004)."

An article found in the Journal of Sociology reviews the risk and hazards that motor cyclists face. The article argues that motorbike riders endure great risks when they take the roads. The author explains that throughout the developed world. Motorbike fatalities are highest amongst young males. For instance, in Australia fatalities involving motorbikes per 10,000 registered vehicles were higher than for other vehicles (Natalier 2001; Federal Office of Road Safety, 1995: 33).. Additionally, the article reports "When they survive an accident, their injuries are responsible for a greater number of hospital admissions than falls, self-inflicted injuries or assaults (Reeder et al., 1997: 1357). They raise health care costs and may contribute to a reduced quality of life for the young people who constitute the majority of motorcycle related hospital admissions (Natalier 2001; Dolinis et al., 1995: 1)."

The purpose of the study conducted by Natalier (2001) was to investigate motorcyclists understanding of risks. The author hypothesized that most motorcyclists do not necessarily have access to statistics that point out the dangers of motorcycles (Natalier 2001). In addition the researcher argues that the motorcyclists unaware the risk, and therefore tent to marginalize its significance. Motorcyclists are able to do this by relying upon their experiences to undermine the risk (Natalier 2001). In addition, they believe that their experiences as riders are more significant than the knowledge provided by expert researchers (Natalier 2001). Thus the "re-interpretation of expert knowledge is accompanied by classical and quasi-traditional approaches to risk. Speeding provides an example of these sense-making processes, and the ways in which motorcyclists can appropriate and reject expert systems of knowledge (Giddens, 1991: 27) in the identification of hazard and risk (Natalier, 2001)."

Natalier (2001) reports that research involving high-risk sport cultures indicate that participants lessen the threat of injury or death by focusing on the possibility that they can control the situation (Natalier, 2001; Celsi et al., 1993: 16-17; Doka et al., 1990: 218). The author explains that such control is defined as required and probable means that the incidence of injury and death can be blamed on the failures of the victim (Natalier, 2001). In defining control in this manner, "others need not face the possibility that danger is inherent in the activity or institutionalized in its management (Natalier, 2001)."

In addition, the author insists that the attitudes of bikers can be further examined with phenomenological literature on risk (Natalier, 2001). In these works the words edgework and flow are used to explain the lived experience of action in high-risk behaviors (Natalier, 2001). The author asserts that such words describe a state in which a person becomes involved in an activity that is meaningful to them, transcending the social me and experiencing a sense of 'at one-ness' with the environment and their equipment (Csikszentmihayli, 1988: 30; Mitchell, 1988: 55). The experience of flow need not be pursued in dangerous conditions, however, to maintain a sense of flow participants seek out situations where their limits are tested but their control is maintained (Natalier, 2001; Csikszentmihayli, 1988: 30)."

Natalier, 2001 also insists that the phenomenology of flow asserts that control can be experienced as opposed to being rationally calculated. In addition, such controlled is exemplified by the behavior of participants. In other words, the author argues that when the participant is engaged in the activity participants do not impartially reflect on the risks involved with the activity because they believe they are in control of the activity. Such reasoning "reflects Crossley's discussion of Merleau-Ponty's (1962) concept of embodiment: our body is 'our point-of-view on the world' (Crossley, 1995: 48). Our cultural positioning is important, because the use of our body does not simply arise from its inherent structure, but is shaped by the cultural contexts in which we act and learn to act (Natalier, 2001, Crossley, 1995: 47)."

In Natalier's study of 30 motorcyclists from Tasmania, Australia, the researcher found that bikers were composed of people from all walks of life. The participants were ages 17 to 65 and many of them were students (Natalier, 2001). The average age was 29 and five of the participants were women (Natalier, 2001). The study found that Motorcyclists' activities occur within the context of an ambivalent relationship to risk. They attempt to marginalize the risks of motorcycling when even a cursory knowledge of the statistics, in association with their own accidents and close calls, and those of others, renders their interpretation insupportable. Nonetheless, it holds. Motorcyclists emphasize their embodied experience as a key constitutive element of control. In identifying and privileging this alternative expertise, the majority of motorcyclists can create the grounds for their arguments that motorcycling isn't so hazardous, after all... When accidents do happen, motorcyclists typically adopt two neutralizing techniques. In the first, they self-blame, and retain responsibility, power and control. Alternatively, they invoke the fates to emphasize the marginal nature of the event. In so doing, they adopt a neo-traditional approach to hazard, and risk, because it cannot be calculated, is again marginalized. In either case, expert systems are largely unconsidered by the people who are supposedly protected and regulated by them (Natalier, 2001).

The attitude that bikers have towards dangers on the road may also be reflected in Biker concentration. Perhaps because of the ideas that many bikers have formulated about accidents, they do not understand the seriousness of proper concentration while riding a motorcycle. In many cases, the lack of concentration that a rider has is due to alcohol intoxication, which impedes their ability to pay attention while riding. According to an article entitled "Drinking bikers killed at higher rate than drivers," Motorcyclist are more likely to drive drunk than are people in cars (Godfrey 2001). Likewise, they are more likely to be involved in fatal accidents while driving drunk (Godfrey 2001). According to the author 30% of all motorcyclists involved in fatal crashes were drunk (Godfrey 2001). It is a known fact that drunk drivers lack the cognitive skills needed to stay alert and concentrate. The article reports that,

The motorcyclist most likely to die while drinking and riding is a man in his early 20s, who has more than a fair chance of not even having a motorcycle license, according to a study done by Patricia Turner, of the University of South Florida's Center for Urban Transportation Research. The motorcyclist is most likely to have caused the accident himself, typically by running into a fixed object sometime between midnight and 3 a.m. Saturday night (Godfrey 2001)."

Improving rider safety through training and government sponsored initiatives

In further efforts to improve rider safety, the government has been hard at work to devise new methods for training and testing motorcyclists (Saving private and professional motorcyclists, 2004). The report points out that motorcycle fatalities are caused by riders and other motorist who often times are not paying attention and cause accidents. A major effort was launched in 2001 aimed at publishing new safety Codes of Practice for couriers and fast food establishments (Saving private and professional motorcyclists, 2004). The agency has also begun to formulate new training regulation for both private and professional motorcyclists (Saving private and professional motorcyclists, 2004).

Additionally in June 2004, the Lincolnshire Road Safety Partnership became a part of the national Bikesafe scheme (Saving private and professional motorcyclists, 2004). The Bikesafe scheme is essential because it allows riders to be tested by police officers that have endured top of the line training. The purpose of the program is to point out to riders the skills they need to improve their safety on the roads (Saving private and professional motorcyclists, 2004). The DfT explains "Under the Bikesafe scheme, riders can have their riding assessed by police motorcyclists who observe their riding over road routes. Every rider receives positive feedback and is encouraged to take up advanced training (THINK...2004)."

In addition the Driving Standards Agency (DSA), an affiliated agency of the DfT, is working with the training industry and motorcycle manufacturers. They are aiming to develop a voluntary scheme that will improve rider safety for those who already hold a licence. The public will be consulted on the draft scheme. The Agency is also planning to develop new practical and challenging off-road tests for new motorcyclists. They want to do this in 60 new multi-purpose test centres that they want to build over the next four years. Tests will involve speeds over 30 mph that would not be safe on public roads. Motorcyclists that fail the off-road tests will not be allowed to continue the on-road section. People who return to motorcycling can receive refresher training and from April 2002, the DSA have been promoting by distributing leaflets to trainers and retailers. They have also updated a motorcycling handbook. The DfT is sponsoring the British Superbikes Championship to promote safety to its fans. It will advise them to "Save racing for the track Other publicity run by the department are the 'Now you see him, now you don't' adverts. They tell drivers to watch out for bikes and motorcyclists to ride in a way that means they will be seen (Saving private and professional motorcyclists, 2004)."

In addition, the report asserts that a Hazard Perception test is part of all theory test. The Hazard Perception test is designed to raise the awareness of drivers to the individuals that are most vulnerable to be involved in an accident (Saving private and professional motorcyclists, 2004). The Health and safety Executive also published guidelines for business that use motorcycles (Saving private and professional motorcyclists, 2004).

There is a push for motorcyclists to receive advanced training, which is similar to the training police motorcyclists receive. It is believed that such training could greatly reduce motorcycle fatalities. Such training is not yet mandatory for civilian motorcyclists but it is readily available throughout the United Kingdom. The training that police officers receive is the subject explored in the study presented in this discussion. One such programme is known as the Police Class One Advanced Training and exist as a three-week course (Class One Advanced Training, 2002).

The course is held Monday through Friday and consists of a teacher and three students.

This course is only opened to experienced police officers and has strict guidelines for admission. During the first two weeks of the course officers learn theory, related to concentration and control over the motor cycle (Class One Advanced Training, 2002). The officers are given an exam every day during this two-week period (Class One Advanced Training, 2002). The officers must pass each test to continue with the program (Class One Advanced Training, 2002). During the first week, the officers get a feel for the motorcycles that hey will be using. At this point, the instructor places an emphasis on safety and handling (Class One Advanced Training, 2002). The instructor also demonstrates the type of skill sets that the officers are expected to learn by the end of the course (Class One Advanced Training, 2002).

During the second week of testing, the officers are on the road 300 miles a day (up to 6 hours a day). During this time, the officers are watched by instructors and taught certain skills (Class One Advanced Training, 2002). At the end of the two-week period, the officers are assessed by another instructor. They must pass this assessment to continue the course (Class One Advanced Training, 2002). During the last week of the course, the officers refine and attempt to improve upon the skills that they have learned. They are then subjected to a final test that examines there ability to maneuver the motorcycle safely and their mastery of skills (Class One Advanced Training, 2002). As with the other tests the officers must pass the final test to receive certification (Class One Advanced Training, 2002).

Chapter 3

1.2 Method (THESE WILL NEED CHANGING DUE to LIT REVIEW)

1.3 Participants

Seventeen British Police officers, 1 female and 16 male, recruited from five different constabularies, agreed to participate in this study, which formed one distinct group. Four male participants were unavailable at the end of the three-week intensive training program, and therefore did not take part in the post battery of tests. All the participants were in active service as British Police traffic officers, and possessed a current full UK driving licence with categories a, B, and the Police advanced car drivers qualification. The participants ranged in age from 29 to 43 years (age: 37.0A±4.2 yr), and had between 2 and 25 years (riding experience: 11.7A± 8.0 yr) of motorcycle riding experience.

1.4 Instruments

All the participants received an information sheet about this study. (See Appendix 2). They were also were given the Police Motorbike Riders Concentration Questionnaire (PMRC-Q). (See Appendix 3). This instrument was adapted from Bergandi's Basketball Concentration Survey (BSC) (1990), and Nideffer's Test of Attention and Interpersonal Style (1976a). Need to mention the psycho properties established for these instruments (reliability & validity)

The PMRC-Q is a 59-item Police motorbike rider specific version of BSC Bergandi (1990) and TAIS Nideffer (1976a) and has been converted so as to be relevant and pertinent to the Police three-week intensive motorbike rider training program. It measures seven subscales providing domain scores in: broad internal; broad external; overload internal; overload external; information processing; narrow focus; and reduced attention.

Scoring the PMRC-Q is in conjunction with (Appendix 4). Each of the 59 items constituting the PMRC-Q was revised with a "strong effort to maintain as much of the original grammatical structure and syntax as possible." Nideffer (1976a). Following the pilot study two Police motorbike instructors separately critiqued each item based on the relevance and wording to the Police three-week intensive motorbike rider training program.

The participants were also asked to complete the Computerised neurocognitive testing of vital signs (CNSVS). This was performed on a Toshiba lap top computer model Satellite 1100 with a seventeen inch screen, loaded with Microsoft XP Home Edition and the software CNSVS. The seven subscales tests of: symbol digit coding; stroop; shifting attention; continuous performance; verbal memory; visual memory; and finger tapping.

However, tests verbal memory, visual memory, and finger tapping were omitted as they were not relevant to measures of attention or concentration pacific to this study. After each participant had completed the CNSVS, the data was automatically computerised via the CNSVS software, displaying the domain scores of: reaction time, attention, and cognitive flexibility. (See Appendix 5).

Also displayed were several subscales of each test such as: correct responses and errors in the Symbol Digit Coding Test; simple reaction time, complex reaction time, stroop reaction time correct, and stroop commission errors in the Stroop Test;Correct responses, errors, and correct reaction time in the Shifting Attention Test; and correct responses, omission errors, commission errors, and choice reaction time correct in the Continuous Performance Test.

Internal reliability of the seven subscales used in the BCS, range from 0.75 (overload external, and reduced attention) to 0.89 (narrow attention). The test-retest reliability established for the CNSVS battery are (r = 0.45-0.85).

1.5 Procedures

Five British police constabularies were initially approached to see if they would consider in participating in this study. Once all the ethical issues and constraints of this study complied to the constabularies demands, written permission was granted to approach the officers who were to be participating in the 3-week police motorbike rider training program.

Prior to the start of their training program and the pre-testing stage of the study, the participants received a habituation procedure from the author, accompanied with a written information sheet (See Appendix 2). The information sheet highlighted the background, outline, main aims, methodology of the study, timing of testing, and the ethical protocol used during and after the completion of the study which the participants could read at their leisure.

The author informed the participants that he was in no way connected to the police in any form or manner, and that this study was being conducted solely as part of a BSc sports science degree at Teesside University. At this point anonymity and confidentiality was assured, and who will and will not have access to the study's data, and what the data will be used for.

When each participant completely understood the habituation stage, they were then asked by the author (verbal consent) on a voluntary basis to participate in the study and if any of the participants were colour-blind. All 13 participants had no form of colour blindness. As volunteers they were also informed of their right to terminate their involvement in the study at any time and for any reason.

This initial phase was critical to the overall study for several reasons. Firstly it allowed the participants to become familiar and confident with the study's background; methods; aims; timing; and the ethical protocol used. Secondly this phase helped to quell or clarify any misconceptions the participants may have had of the author and the study, particularly important when the study is dealing with a high risk institution and high risk participants.

All the pre-tests were conducted between 8.30 to 9am on a Monday morning before the participants training started, in a quiet classroom environment with only the author and the participants present. A maximum of 2-3 participants conducted the pre-test at any one time. When there were two participants to test at once, one participant completed the PMRC-Q while the other participant performed the CNSVS. Each of these instruments took approximately the same time to complete (between 10-14 minutes), so each participant concluded the applicable tests around the same time. After three minutes break the participants then completed either the PMRC-Q or the CNSVS, what ever was applicable. Total time taken to complete both instruments was between 24-30 minutes. When there were three participants to test at once the procedure was the same, the only difference was in the overall testing time lasting between 24-45 minutes.

After the intervention of the police 3-week intensive motorbike rider training program the participants were tested again in a carbon copy of the pre-test three weeks previous. The only alterations to the post testing were the time and day of the tests. All the posttests were completed on a Friday afternoon between 12.30 and 1 pm. All the data from the PMRC-Q and the CNSVS was collected at the end of each pre and post testing phases testing session, by the author. Once all the 13 participants' data was available from both the pre and post testing phases the data was primed to be analysed.

1.6 Design and Analysis

This study is an empirical quantitative repeated measures design. The initial data from the PMRC-Q was scored using its associated scoring sheet. (See Appendix 4). The domain scores of the CNSVS were initially provided automatically by the CNSVS software. all "initial raw data" was then analysed using a System 3em computer, 17-inch screen with, 40Gb HDD, 256MB DDR RAM, XP Home Edition loaded with the statistical software SPSS version 11.5. To investigate the differences between pre and post tests and depending on whether the data was normally distributed (a±2), either the parametric paired samples t-test or the non-parametric test Wilcoxon was used via SPSS. To determine if there is a relationship between and among the variables of the CNSVS and the PMRC-Q and again depending on whether the data was parametric or non-parametric, within the a±2 range either the Pearson product-moment correlation (r) or the Spearman's rank order correlation (p)(rs) tests were used. Statistical significance was accepted at P

1.8 Participants

Two police motorbike riders, one retired and the other a current serving police motorbike rider instructor and one civilian motorbike rider agreed to participate in this pilot study. All possessed a full UK driving licence with categories a, B and two had the police advanced car and motorbike qualifications. These participants ranged from 49-55 years (mean age: 52.1A±6.0yr) and had between 35-39 years of (riding experience: 36.5A±4.0yr).

1.9 Instruments

The instruments PMRC-Q and CNSVS were used to measure concentration levels of the pilot study participants. One Toshiba laptop computer, model Satellite 1100, with a 15 inch screen loaded with Microsoft XP Home Edition and the software CNSVS was used to measure concentration levels via the software CNSVS.

2.0 Method

The participants were told about the study, that it being a predecessor of the main study. As there was no intervention program in this pilot study, the participants were told of their role and subsequently were invited to critique the methods and instruments used. Due to the author's observations and the advice/suggestions forwarded by the participants, amendments were made to both the method of testing and the instruments used. The following week the participants were retested using the amended methods and tools.