Police intensive rider training program effects on concentration levels

¶ … 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).

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.

2.1 Recommendations

The pilot study revealed several flaws in the method and the instruments used. The participants noted that the tests took too long to complete, the screen was too small for some tests, and the wording of some questions was inappropriate, and one participant could not differentiate the different colours of some tests as he was colour-blind.

2.2 Amendments

On the second amended test two Toshiba laptop computers, model Satellite 1100, with a 17 inch screen loaded with Microsoft XP Home Edition and the software CNSVS were used. The participants recorded no problems in screen size, and using two computers speeded the testing procedure up. The word superiors in Q12 was changed to instructors as it was not politically correct in police vocabulary terms. The word escort in Q22 and Q58 was changed to group as convoy is related to another separate training course and therefore not relevant to the police 3-week intensive rider training program. As one of the participants was colour blind and there was no mention of it as being a limitation in the CNSVS literature, the author decided to verbally ask any future participants if they were colour blind or not.

Findings

Data Analysis of Police Motorbike Riders Concentration Questionnaire

PMRC-Q) using SPSS

Information Processing (INFP)

-2.363; df=12; p

Narrow Focus (NAR)

-3.718; df = 12; p

Reduced Focus (RED)

-1.458; df = 12; p>0.05 this is confirmed by the 95% Confidence interval of the difference (Lower -2.878 to Upper 0.570) there is no significant difference in RED following the 3-week training program

Overload Internal (OIT)

3.750; df = 12; p

Broad External (BET)

-4.386; df = 12; p

Overload External (OET)

0.461; df = 12; p>0.05 this is confirmed by the 95% Confidence interval of the difference (Lower -2.009 to Upper 3.086)there was no significant difference in OET following the intervention program

Broad Internal (BIT)

From the second Test statistics sub-table Asymp Sig (2-Tailed) is greater than 0.05. therefore no significant difference exists in BIT following the intervention program

-0.540; p>0.05

Domain Scores Analysis CNSVS

Reaction Time

1.401; df = 12; p>0.05 this is confirmed by the 95% Confidence interval of the difference (Lower -10.762 to Upper 49.531)there was no significant difference in reaction time following the intervention program

Attention

From the second Test statistics sub-table Asymp Sig (2-tailed) is greater than 0.05. therefore there is no significant difference in attention following the intervention program.

Cognitive Flexibility

From the second Test statistics sub-table Asymp Sig (2-tailed) is greater than 0.05. therefore there is no significant difference in cognitive flexibility following the intervention program

Data analysis of cnsvs sub-domain scores

Continuous performanceTest = 4 sub-tests

Correct responses

Omission Errors Both had data that was exactly the same pre and post. Therefore no significant difference exists

Commission Errors't = 1.477; df =12; p>0.05

This is confirmed by the 95% Confidence interval of the difference (Lower -0.146 to Upper 0.762). there is no significant difference in commission errors.

Choice reaction time t = 0.949; df = 12; p>0.05

This is confirmed by the 95% Confidence interval of the difference (Lower -12.666 to Upper 32.204)

There was no significant difference in choice reaction time

Symbol Digit Coding = 2 tests

Correct responses. From the second Test statistics sub-table Asymp Sig (2-tailed) is less than 0.05. therefore there was a significant increase in symbol digit coding following the intervention program.

-2.938; p

Errors. From the second Statistics sub-table Asymp Sig (2-tailed) is greater than 0.05. therefore there is no significant difference in errors.

Stroop Test = 4 sub-divisions simple reaction time t = 1.195; df = 12; p>0.05 this is confirmed by the 95% Confidence interval of the difference (Lower -17.554 to Upper 60.170).

A there is no significant difference in choice reaction time complex reaction time t = 0.595; df = 12; p>0.05 this is confirmed by the 95% confidence interval of the difference (Lower -42.205 to Upper 73.898) there is no significant difference in complex reaction time correct t = 1.172; df = 12; p>0.05 this is confirmed by the 95% confidence interval of the difference (lower -23.005 to upper 76.543) there is no significant difference in reaction time correct./

Stroop commission errors From the second Statistical sub-table

Asymp Sig (2 tailed) is greater than 0.05. therefore there is no significant difference in stroop commission errors

-0.731; p>0.05

Shifting Attention = 3 sub-divisions errors From the second Statistical sub-table Asymp Sig (2tailed) is greater than 0.05. therefore there is no significant difference in errors

-2.491; p>0.05 correct responses from the second Statistical sub-table Asymp Sig tailed) is less than 0.05. there fore there is a significant increase in correct responses.

-2.491; p

There is a significant increase in correction time correct.

Correlation analysis

PMRC-Q v CNSVS domain scores

OIT v Reaction time: r =.194; p >.05

No sig correlation

OIT v Cognitive flex: r = -.324 p >.05 No sig correlation

OIT v Attention:

574; p

BET v Cog flex: r = -.172; p >.05

No sig corr.

BET v Attention: r =.546; p >.05

No sig corr (just!.054)

BET v Reaction time: r =.455; p >.05

No sig corr.

BIT v Reaction time: r =.251; p >.05 No sig corr

BIT v Attention: r =.283; p >.05

No sig corr.

BIT v Cog flex: r = -.547; p >.05

No sig corr (just!.053)

OET v Cog flex: r =.130; p >.05 No sig corr.

OET v Attention: r = -.202; p >.05 No sig corr

OET v Reaction time: -.544; p >.05 No sig corr (just!.055)

NAR v Cog flex: r =.025; p >.05

No sig corr

NAR v Attention: r =.400; p >.05 No sig corr

NAR v Reaction time: r = -.127; p >.05 No sig corr

RED v Cog flex: r =.166; p >.05

No sig corr

RED v Reaction time: r = -.262; p >.05 No sig corr

RED v Attention: r =.112; p >.05 No sig corr

INFP v Reaction time: r =.403; p >.05 No sig corr

INFP v Attention: r =.510; p >.05

No sig corr (just!.075)

INFP v Cog flex: r = -.468; p >.05

No sig corr

Discussion

The results of the study indicate that there is some improvement in concentration after the three-week program, however the results indicate that there was no signifigant difference in many areas. For the participants involved improvements were noticeable in Information Processing (INFP) Narrow Focus (NAR) and Broad External (BET) after the three-week training program. The researcher also noted a decrease in Overload internal (OIT) after the three-week program. In terms of Reduced Focus (RED), Overload External (OET), Broad Internal (BIT) no significant differences were found. The researcher also found that in terms of Reaction Time, Attention and Cognitive Flexibility, Correct responses, Omission Errors, Commission Errors and choice reaction times there were no significant differences in participants after the intervention program. This research seems to indicate that there is little correlation between police motorcycle training and increases in concentration according to this study.

However, there are some limitations involved this study. The first of which is the fact that the participants are all British Police traffic officers and therefore may already possess a high degree of concentration and attention skills. However, because of the nature of the three-week program (only allowing officers to participate), the researcher was limited in the type of participants that could be involved in the study. In addition, the researcher does not indicate if the participants had prior experience with motorcycles. For instance some of the officers may ride motorcycles for leisure and may have already possessed the skill sets that were examined in the study.

Recommendations

Since there is very little research that focuses on concentration and attention amongst Motorcyclists, this is a challenging topic. Future research should investigate the civilian advanced training programs that attempt to emulate the Police programs. Many of these programs are taught by current police officers and retired officers. Since the problem with motorcycle fatalities tend to rest with the civilian population, it would be beneficial to see if these programs actually increase the concentration levels of civilian riders.

Summary/Conclusion

For the purposes of this discussion, the researcher focused on Motorbike Riders Concentration Levels. A review of the literature examined 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 research found that the number of motorcycles on the road in the United Kingdom has risen dramatically in recent years. The research also found that fatalities involving motorcyclists were more likely to occur than fatalities involving Car drivers. The investigation insisted that the lack of concentration experienced by motorcyclists is caused by excessive intakes of alcohol. The research indicated the various government interventions that have occurred because of so many fatalities. In addition, the discussion highlighted the three-week training program of police motorcyclist.

The actual study examined the impact of the Police Three-Week Intensive Rider Training Program on concentration levels. The research found few correlations between the three-week program and increases in concentration levels. The researcher recommends more extensive research into the impact of like programs on civilian motorcyclists. Overall, this study confirmed the need for more empirical research on the topic of motorcyclists and concentration.