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        "title": "S30086 Influencing the uptake of in-vehicle safety technologies and quantifying impacts",
        "description": "This project aims to address these challenges:   \r\nAim (1) Quantify the performance of vehicle safety technologies "in the field" (i.e. as close \r\nas possible to actual, not ideal or "perfect use") and forecast KPI1 trends under different \r\nscenarios for input to (1) an updated RTZH model and (2) a future Safety Outcome \r\nModel to inform more accurate target setting.    \r\nAim (2) Deliver practical evidence-based recommendations for interventions that \r\nNational Highways can use to influence uptake of in-vehicle technologies that will make \r\nthe biggest difference to KSI outcomes on the SRN;    \r\nThese aims will be achieved via the delivery of two work packages (not including \r\nthe inception/mobilisation phase which is also outlined in the description of service)   \r\n- Work Package 1 - Trends in technology uptake and safety outcomes   \r\n- Work Package 2 - User segmentation, influences and policy levers.   \r\nThe Road to Zero Harm project and Safety Outcome Model projects identified gaps in \r\nour understanding of the trends in uptake and impacts of in-vehicle safety technologies. \r\nThe RTZH model relies on several assumptions about usage and effectiveness of in\r\nvehicle safety technologies. Our confidence in the validity of these assumptions is low \r\nbecause:    \r\n- Recent press coverage indicates usage may be overestimated due \r\nto issues affecting user acceptance (e.g. people turning off lane \r\nkeep assist because they perceive it as annoying and potentially \r\ndangerous - https://www.brake.org.uk/get-involved/take\r\naction/mybrake/knowledge-centre/reports/vehicle-safety-systems-and-the\r\nfuture-of-driving).    \r\n- The effectiveness estimates were also based on effects estimated for \r\nwhole of England (not just SRN) as part of the work to develop the GSR \r\nlegislation for Europe (which is now quite old and doesn't allow for \r\ndifferentiating effects by road features, traffic mix and speeds).\r\n\r\n- Lack of trend data on the uptake and usage of these technologies also \r\nprevented us including in-vehicle safety technology in the Safety Outcome \r\nmodel. \r\nThe first phase of this work (Spats work order S30004) delivered the following: \r\n- Determine current prevalence and forecast trends (to 2050) in uptake of vehicle \r\nsafety technologies. \r\n- Determine the conditions under which each technology is most likely to be \r\neffective, as well as the road user groups and the crash types they are most \r\nlikely to produce KSI reductions in. \r\n- Forecast KSI savings on the SRN over time (out to 2050) in different scenarios \r\nand assess difference in magnitude of benefits. \r\n- Review academic and grey literature to assess: \r\na. perceptions of in-vehicle safety technology by road user type and socio\r\ndemographic group (including age, gender, occupation and socio\r\neconomic categories) \r\nb. levels of technology use (using objective observational measures insofar \r\nas possible, supplemented with self-report if needed) disaggregated by \r\nvehicle category and socio-demographic factors  \r\nc. observed barriers and enab",
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