Right-hook crashes in right-hand traffic where cyclists going straight are struck by right-turning vehicles pose a major safety concern. This study aims to establish to which extent such conflicts may stem from non-driving-related tasks (NDRT), low saliency of cyclists (covertness), or drivers’ insufficient knowledge of applicable rules.

Forty-four drivers participated in a fixed-base driving simulator study using an extended reality (XR) setup with integrated eye tracking. Participants were stratified by urban cycling experience (cyclist-drivers vs. drivers) and self-reported driving style (cautious vs. assertive). Each drove an urban route including 12 right-turn-on-yield scenarios, with and without NDRT. Observed visual sampling was combined with a questionnaire-based rule knowledge assessment to examine whether scanning failures were due to workload or lack of rule knowledge.

NDRT engagement primarily reduced default glances while glances to relevant areas (Left, Right, Over Shoulder) were preserved. Over-the-shoulder checks were rare overall. In 85 % of right-turns, no such glance occurred before turning, regardless of NDRT status. Rule knowledge mirrored these patterns, with drivers being more likely to correctly indicate the requirement to yield to salient crossing traffic streams of cars (96 % correct) or cyclists and pedestrians (81 % correct) than non-salient crossing bicycle or pedestrian traffic (46 % correct). Drivers with cycling experience scored slightly better overall but still missed nearly half of the non-salient yielding requirements.

The findings indicate that gaps in rule knowledge contribute to failures to check for cyclists. Countermeasures should prioritise systemic interventions, complemented by education, rather than solely relying on behaviour-focused measures.

Fatigue is a known contributor to maritime accidents, with roster patterns, shift schedules, and job roles identified as key risk factors in long-distance shipping. This exploratory study investigates whether similar patterns exist in ferry operations. Sixty-three UK ferry workers participated in a field study involving at least 2 weeks of on-duty data collection. Participants wore activity monitors and completed sleep diaries and 9-point scale ratings of sleepiness (KSS), stress, and workload. The sample included four roster types, three work schedules, and six job roles; 52%slept onboard, while others returned home between shifts. Sleepiness on duty (KSS ≥ 7) was reported in 27% of shifts. The shortest sleep was observed in participants working 12-h split shifts and 8 weeks on/4 weeks off rosters. However, the greatest number of shifts with KSS ≥ 7 were found in workers on 2 weeks on/2 weeks off and 1 week on/1 week off rosters. Bridge crew reported the most stress, and service crew the highest workload. Sleep location (onboard vs. home) did not significantly affect outcomes. Fatigue was widespread across roles and schedules, suggesting that mitigation strategies should target the entire workforce. Split shifts should be avoided, and current regulations are insufficient to manage fatigue effectively.

Driver models are essential for virtual safety assessments of automated vehicles. This study evaluates the realism of the i4Driving model, a behavioural driver model designed to emulate human-like driving, using an interactive driving Turing test combined with a think-aloud protocol in connected driving simulators. Thirty participants interacted with either a human-controlled vehicle or the i4Driving model across three motorway scenarios and rated realism, predictability, safety, and aggressiveness. Results showed that the i4Driving model was perceived as less realistic and predictable than human drivers (p < 0.001), yet participants could not reliably distinguish between the two (classification accuracy = 0.673). Think-aloud analysis revealed specific shortcomings, such as unrealistic merging and speed adaptation, alongside instances of naturalistic behaviour. These findings highlight the need for improvements in tactical decision-making and demonstrate the value of combining subjective ratings with qualitative insights for refining driver models.

This pre‑study examines the technological landscape, practical experience, and regulatory requirements related to in‑vehicle detection of alcohol‑ and drug‑impaired driving, focusing on alcohol and cannabis.  

Current detection approaches fall into five categories: physiology‑based systems (breath, sweat, biosignals), tissue spectroscopy, camera‑based driver monitoring, vehicle kinematics, and hybrid systems. No single modality today offers sufficient specificity to reliably detect alcohol or drug impairment during real driving. Physiological sensing best reflects substance presence, but integration hurdles remain; behavioural sensing (oculomotor patterns, posture, vehicle control) reveals impairment but lack specificity. Hybrid systems that combine presence‑based and behaviour‑based indicators has the greatest potential. 

Practical experience from prior intoxication studies carried out by the project partners highlighted key operational requirements. Reliable experiments depend on high staffing density, strict safety protocols, disciplined event logging, and carefully tuned alcohol dosing procedures. Recruitment is challenging and requires screening for health, medications, sleep patterns, and substance use history. Breath‑based ground truth measures require rigorous protocols, and evidential‑grade analysers are recommended in future studies. Closed‑track environments remain necessary for safety but may not fully reflect real‑world driving. Simulator extensions can complement realism. Across partners, there was strong alignment on experimental design for future alcohol studies, with growing interest in shifting focus toward cannabis impairment.

Conducting cannabis experiments in Sweden requires a full clinical‑trial application through the EU CTIS system, reviewed by both the Medical Products Agency and the Ethical Review Authority. A medically responsible investigator and a compliant drug manufacturer must be secured before submission. Additional requirements include medical screening, on‑site medical staff, blood and specimen handling procedures, and detailed documentation of the cannabis product. In addition, a separate government permit is needed because driving under drug influence is illegal even on closed tracks. Recruitment will be particularly challenging due to the illicit status of cannabis in Sweden, and the method of drug administration (vaporised, smoked, capsules, edibles) must be selected to balance safety, impairment dynamics, and sensor detectability.

Taken together, the project show that: 

• Robust detection of alcohol and drugs will likely require multi‑modal sensing and careful experimental design.
• SAFER partners already share substantial know‑how for alcohol studies, but cannabis research introduces additional legal, medical, and logistical complexities. 
• A future multi‑partner cannabis study is feasible but will require early coordination with medical investigators, compliant manufacturers, and regulators, alongside realistic timelines for approvals and recruitment. 

Binge drinking of alcohol leads to worsened driving performance the following morning, even when the blood alcohol concentration (BAC) has returned to or is close to zero. The objective of this study was to investigate the effects of social drinking (BAC = 0.05%) on next-day driver fatigue and driving performance. A homogenous sample of 32 experienced male drivers drove for 35 min on rural and urban roads in a driving simulator, both the day after drinking alcohol and the day after a sober evening. The main effects on next-day performance were ambiguous, where self-assessments showed lower next-day performance and higher subjective sleepiness after drinking alcohol in the evening, whereas variability in lateral position, heart rate variability and attention showed worse next-day performance in the control condition. Overall, the effect sizes were small. The results indicate that a BAC level of 0.05% does not influence next-day performance after a full night’s sleep to any greater extent. Further studies including a placebo condition are needed to verify this result, also considering more BAC levels, long-term effects of habitual drinking, and longer driving times.

Hur trötthet mäts spelar roll för trafiksäkerheten. I det här projektet har vi undersökt om själva frågan ”Hur sömnig är du?” enligt Karolinska Sleepiness Scale (KSS) tillfälligt kan pigga upp föraren och därmed påverka hur vi tolkar både kroppens signaler och körbeteendet. Eftersom KSS ofta används som facit när trötthetsdetekteringssystem (Driver Drowsiness and Attention Warning, DDAW) utvecklas och typgodkänns inom EU:s förordning 2019/2144 om krav avseende fordonens allmänna säkerhet (General Safety Regulations, GSR), är det viktigt att skattningen inte förvränger tillståndet som mäts. Projektets övergripande mål har därför varit att kartlägga den uppiggande effekten av KSS och hur länge den sitter i.  

Data från fem körsimulatorstudier med totalt 84 deltagare och 2 701 KSS-skattningar ligger till grund för analyserna. Runt varje skattning följde vi ögonrörelser (blinkmönster), hjärtslag, hjärnaktivitet (EEG) och hur stadigt bilen hölls i körfältet (SDLP). Linjära regressionsmodeller med tre segment användes för att analysera (1) läget före frågan, (2) impulsen i frågeögonblicket och (3) återgången mot förenivån. En varaktighetsparameter τ ingick i modellen och fungerar som ett direkt mått på hur länge den uppiggande effekten sitter i.   

Resultaten visar att fysiologiska sömnighetsindikatorer reagerar snabbt vid KSS-frågan. Förändringar i blick, hjärtslag och EEG pekar på en uppiggande effekt som klingar av inom cirka 30–70 sekunder, medan körbeteendet (SDLP) påverkas längre tid, uppemot 2 minuter. Effekterna är tydligast vid hög sömnighet (KSS 7–9).   

Praktiskt innebär det att data direkt efter skattningstillfället, alltså där den uppiggande effekten är som störst, bör exkluderas när algoritmer tränas och testas mot KSS. Även proceduren för självskattning, inklusive hur försöksdeltagare tränas i att använda skalan, behöver standardiseras. Genom att förbättra hur KSS används vid datainsamling och produktvalidering kan olika detektionssystem bli mer tillförlitliga, ge färre falsklarm och i förlängningen bidra till färre trötthetsrelaterade olyckor. 

How fatigue is measured matters for traffic safety. In this project, we investigated whether sleepiness ratings on the Karolinska Sleepiness Scale (KSS) temporarily alert the driver and thereby influence how we interpret both physiological and behavioural sleepiness indicators. Since KSS is often used as the reference when developing and type-approving Driver Drowsiness and Attention Warning systems (DDAW, within the EU’s General Safety Regulation 2019/2144, GSR), it is important that the rating does not distort the state being measured. The overall aim of the project was therefore to map the alerting effect of KSS and how long it lasts. 

Data from five driving-simulator studies with a total of 84 participants and 2,701 KSS ratings formed the basis of the analyses. Around each rating, we tracked eye movements (blink patterns), heartbeats, brain activity (EEG), and how steadily the vehicle was kept within the lane (SDLP). Linear regression models with three segments were used to analyse (1) the state before the question, (2) the impulse at the rating, and (3) the return toward the pre-question level. A duration parameter τ was included in the model, serving as a direct measure of how long the alerting effect persists. 

The results show that physiological sleepiness indicators respond quickly to the KSS question. Changes in gaze behaviour, heart rate, and EEG indicate an alerting effect that fades within approximately 30–70 seconds, while driving behaviour (SDLP) is influenced for a longer period, up to about 2 minutes. The effects are most pronounced at higher sleepiness levels (KSS 7–9). 

Practically, this means that the period directly following each KSS rating, where the alerting effect occurs, should be excluded when algorithms are trained and tested against KSS. The self-rating procedure itself, including how participants are trained to use the scale, also needs to be standardized. By improving how KSS is used in data collection and product validation, different detection systems can become more reliable, produce fewer false alarms, and ultimately help reduce fatigue-related crashes. 

Det svenska vägnätet utgör en riskfylld arbetsmiljö där olyckor vid vägarbeten ofta får allvarliga konsekvenser för såväl vägarbetare som trafikanter. Projektets övergripande mål är att öka säkerheten vid vägarbeten. Fokus ligger på förbättrad och tydligare vägledning samt ökad efterlevnad av hastighetsbegränsningar. För att uppnå detta krävs fördjupad kunskap om hur trafikanter uppfattar trafikmiljöer och hur beteenden kan påverkas genom användning av dynamiskt ljus. Syftet med projektet är att undersöka hur dynamiska ljuslösningar, såsom LED-slingor, projicerade symboler och ljusmönster, kan bidra till säker trafikledning vid såväl fasta som rörliga vägarbeten. Resultaten indikerar att vissa typer av dynamiskt ljus, särskilt i bärnstensfärg och i form av projicerade ytor, kan förbättra trafikanters följsamhet till vägledning och bidra till sänkta hastigheter. Dessa lösningar upplevdes som mer intuitiva, mindre stressande och tydligare jämfört med traditionell statisk skyltning Sammanfattningsvis visar studien att dynamiskt ljus har potential att öka säkerheten vid vägarbeten samt utgör ett värdefullt underlag för fortsatt teknikutveckling och vidare arbete med förbättrad vägledning.

The Swedish road network constitutes a high-risk work environment, where accidents at roadworks often result in serious consequences for both road workers and road users. The overall objective of this project is to enhance safety at roadworks, with a particular focus on improving the clarity of guidance and increasing compliance with speed limits. Achieving this requires a deeper understanding of how road users perceive traffic environments and how their behaviour can be influenced through the application of dynamically guiding light. The project specifically investigates the potential of dynamic lighting solutions—such as LED systems, projected symbols, and light patterns—to support safe traffic management at both fixed and mobile roadwork sites. The findings indicate that certain dynamic lighting applications, particularly amber lighting and projected surfaces, can improve compliance with guidance and contribute to reduced speeds. These solutions are also perceived as more intuitive, less stressful, and clearer compared with traditional static signage. In conclusion, the study demonstrates that dynamically guiding light has significant potential to enhance safety at road works and provides a valuable foundation for further technological development and continued efforts to improve traffic guidance.

Introduction: Fatigue is prevalent among seafarers and is linked to an increased risk of accidents, as well as adverse effects on both their mental and physical health. Previous studies have identified significant differences in fatigue risk associated with varying work schedules and roster patterns. However, most research has focused on shipping, tanker, fishing, or naval vessels, leaving a gap in our understanding of how different shift schedules and weekly roster patterns affect ferry operations. In the ferry industry, shift patterns and rosters differ from those in other maritime sectors due to unique operational requirements. This study explores the relationship between roster patterns, work schedules, job roles, and fatigue among seafarers on board ferries in UK waters.

Methods: Sixty- three seafarers participated in this study during routine operations on ferry routes in and out of the UK. This exploratory study employed a mixed design, which enabled comparisons among participants with varying job roles, work schedules, and roster patterns. Over a period of approximately four weeks, each participant maintained a sleep/wake diary and wore a sleep and activity tracker to record sleep quantity, quality, and timing. In addition, daily subjective sleepiness was measured using the Karolinska Sleepiness Scale.

Conclusion: Most participants managed to have 6–8 hour of sleep per night and few suffered from chronic sleep restriction. However, a substantial proportion of work shifts was associated with high levels of fatigue. Split shifts were associated with short sleep durations and daytime sleepiness. There were relatively small differences between groups and the overall picture is that fatigue is a workplace hazard for all job roles, rosters and schedules. To mitigate the risk of sleepiness on duty, seafarers should be afforded sufficient time for sleep between work shifts and the opportunity for rest breaks during long shifts to mitigate task related fatigue. Support: The UK Department for Transport funded this research.

Många förare har ett avsökningsbeteende som systematiskt missar vissa potentiella konflikter, vilket indikerar att deras mentala modeller är felaktiga. Exempelvis förekommer att förare inte tittar efter cyklister som kommer bakifrån innan de svänger höger. Vi undersöker därför hur avsökningsbeteende och anpassning till situationen varierar med omgivande trafik, körriktning, trafikregler och icke-körrelaterade uppgifter, för att förbättra förståelsen av varför förare gör systematiska fel då de söker av omgivningen.

En körsimulatorstudie i stadsmiljö med 40 förare har genomförts. Förarna valdes baserat på självskattad körstil (offensiv/defensiv) samt vana av att cykla i stadsmiljö (erfaren/oerfaren cyklist). Deltagarna exponerades flertalet gånger för tre situationer: sväng i korsning med interagerande cyklist, övergångställe med fotgängare, samt interaktion med andra motorfordon. Under försöket har data om hur förarna kör i förhållande till omgivningen och andra trafikanter, förarnas blickbeteende, förarnas arbetsbelastning, samt hur förarna interagerar med en icke-körrelaterad uppgift samlats in. Analyserna pågår i skrivande stund. Resultaten är därför avgränsade till situationen "korsning med interagerande cyklist".

Förarna stannade eller krypkörde innan de körde ut i korsningen i 254 av de 348 passagerna med högersväng och i 331 av 348 passager med vänstersväng. I många fall sökte försökspersonerna efter informationen för tidigt, t ex tittade försökspersonerna höger/vänster i korsningen när sikten fortfarande blockerades av kringliggande byggnader i 20% av passagerna. Beroende på kategori tittar mellan 50–80% av förarna i speglarna och/eller över axeln efter cyklister innan de svänger ut i korsningen. Den kategori som tittar oftast är de defensiva förarna som även är vana cyklister.

Högersvängsolyckor är ett vanligt scenario där cyklister blir påkörda. En trolig orsak är att förare inte söker av sina döda vinklar. Frågan är varför förare glömmer, eller inte ens känner till, att de behöver titta efter cyklister som kommer bakifrån. Våra preliminära resultat ger inga tydliga svar, mer än att bilister som även har erfarenhet av att cykla i stadstrafik är bättre på att samspela med cyklister.

Previous research has shown that drivers often fail to yield to cyclists who have the right of way, particularly when turning right. This finding was confirmed in a driving simulator study. To determine whether this is a systematic issue related to the type of attention required by road users, a systematic investigation was conducted.

When travelling through an intersection, different trajectories intersect. Various rules determine who has priority, resulting in different attention targets that road users must monitor to proceed safely and in accordance with the rules. For example, when going straight on a main road, the only attentional requirements on the driver are to monitor to the left and right for pedestrians who might want to cross on the zebra crossing. On a subordinate road in the same situation, the driver also needs to check for cross traffic from the left and from the right.  

The attention targets at intersections can be classified as either ‘overt’ (visible via signs, road markings, etc.) or ‘covert’ (unmarked and have to be remembered, e.g., the need to check ‘over the right shoulder’ for cyclists and pedestrians when a driver is turning right from a main road). Additionally, they can be categorised as ‘same-mass’ (for partners in an encounter) or ‘lower-mass’ (as in the turning-right example where the cyclist has lower mass), and as ‘required’ (when one must yield to superior traffic streams) or ‘not required’ (when one has priority).