49 CFR 571.222 - Standard No. 222; School bus passenger seating and crash protection.

Code of Federal Regulations, 2010 CFR

2010-10-01

... 49 Transportation 6 2010-10-01 2010-10-01 false Standard No. 222; School bus passenger seating and... VEHICLE SAFETY STANDARDS Federal Motor Vehicle Safety Standards § 571.222 Standard No. 222; School bus... requirements for school bus passenger seating and restraining barriers. S2. Purpose. The purpose of this...

Normative Misperceptions of Peer Seat Belt Use Among High School Students and Their Relationship to Personal Seat Belt Use

PubMed Central

LITT, DANA M.; LEWIS, MELISSA A.; LINKENBACH, JEFFREY W.; LANDE, GARY; NEIGHBORS, CLAYTON

2016-01-01

Objectives This research examined gender-specific perceptions of peer seat belt use norms among high school students and their relationship with one’s own seat belt use. We expected that students would underestimate the seat belt use of their peers and that these perceptions would be positively associated with their own seat belt use. Methods High school students from 4 schools (N = 3348; 52% male) completed measures assessing perceived seat belt use and personal seat belt use. Results Findings demonstrated that students perceived that others engaged in less seat belt use than they do and that perceived norms were positively associated with one’s own seat belt use. Conclusions Peer influences are a strong predictor of behavior, especially among adolescents. Ironically, adolescents’ behaviors are often influenced by inaccurate perceptions of their peers. This research establishes the presence of a misperception related to seat belt use and suggests that misperception is associated with own behaviors. This research provides a foundation for social norms–based interventions designed to increase seat belt use by correcting normative misperceptions among adolescents. PMID:24628560

Seat belt use to save face: impact on drivers' body region and nature of injury in motor vehicle crashes.

PubMed

Han, Guang-Ming; Newmyer, Ashley; Qu, Ming

2015-01-01

Seat belt use is the single most effective way to save lives and reduce injuries in motor vehicle crashes. However, some case reports described seat belt use as a double-edged sword because some injuries are related to seat belt use in motor vehicle crashes. To comprehensively understand the effects of seat belt use, we systemically investigated the association between seat belt use and injuries based on anatomic body region and type of injury in drivers involved in motor vehicle crashes. The injury information was obtained by linking crash reports with hospital discharge data and categorized by using the diagnosis codes based on the Barell injury diagnosis matrix. A total of 10,479 drivers (≥15 years) in passenger vehicles involved in motor vehicle crashes from 2006 to 2011 were included in this study. Seat belt use significantly reduced the proportions of traumatic brain injury (10.4% non-seat belt; 4.1% seat belt) and other head, face, and neck injury (29.3% non-seat belt; 16.6% seat belt) but increased the proportion of spine: thoracic to coccyx injury (17.9% non-seat belt; 35.5% seat belt). Although the proportion of spine: thoracic to coccyx injury was increased in drivers with seat belt use, the severity of injury was decreased, such as fracture (4.2% with seat belt use; 22.0% without seat belt use). Furthermore, the total medical charges decreased due to the change of injury profiles in drivers with seat belt use from a higher percentage of fractures (average cost for per case $26,352) to a higher percentage of sprains and/or strains ($1,897) with spine: thoracic to coccyx injury. This study provide a comprehensive picture for understanding the protective effect of seat belt use on injuries based on anatomic body region and type of injury in drivers involved in motor vehicle crashes.

Teens and seat belt use: What makes them click?

PubMed

Shults, Ruth A; Haegerich, Tamara M; Bhat, Geeta; Zhang, Xinjian

2016-06-01

Motor vehicle crashes kill more adolescents in the United States than any other cause, and often the teen is not wearing a seat belt. Using data from the 2011 Youth Risk Behavior Surveys from 38 states, we examined teens' self-reported seat belt use while riding as a passenger and identified individual characteristics and environmental factors associated with always wearing a seat belt. Only 51% of high school students living in 38 states reported always wearing a seat belt when riding as a passenger; prevalence varied from 32% in South Dakota to 65% in Delaware. Seat belt use was 11 percentage points lower in states with secondary enforcement seat belt laws compared to states with primary enforcement laws. Racial/ethnic minorities, teens living in states with secondary enforcement seat belt laws, and those engaged in substance use were least likely to always wear their seat belts. The likelihood of always being belted declined steadily as the number of substance use behaviors increased. Seat belt use among teens in the United States remains unacceptably low. Results suggest that environmental influences can compound individual risk factors, contributing to even lower seat belt use among some subgroups. This study provides the most comprehensive state-level estimates to date of seat belt use among U.S. teens. This information can be useful when considering policy options to increase seat belt use and for targeting injury prevention interventions to high-risk teens. States can best increase teen seat belt use by making evidence-informed decisions about state policy options and prevention strategies. Published by Elsevier Ltd.

Preventive Effects of Seat Belt on Clinical Outcomes for Road Traffic Injuries

PubMed Central

2015-01-01

Proper seat belt use saves lives; however, the use rate decreased in Korea. This study aimed to measure the magnitude of the preventive effect of seat belt on case-fatality across drivers and passengers. We used the Emergency Department based Injury In-depth Surveillance (EDIIS) database from 17 EDs between 2011 and 2012. All of adult injured patients from road traffic injuries (RTI) in-vehicle of less than 10-seat van were eligible, excluding cases with unknown seat belt use and outcomes. Primary and secondary endpoints were in-hospital mortality and intracranial injury. We calculated adjusted odds ratios (AORs) of seat belt use and driving status for study outcomes adjusting for potential confounders. Among 23,698 eligible patients, 15,304 (64.6%) wore seat belts. Driver, middle aged (30-44 yr), male, daytime injured patients were more likely to use seat belts (all P < 0.001). In terms of clinical outcome, no seat belt group had higher proportions of case-fatality and intracranial injury compared to seat belt group (both P < 0.001). Compared to seat belt group, AORs (95% CIs) of no seat belt group were 10.43 (7.75-14.04) for case-fatality and 2.68 (2.25-3.19) for intracranial injury respectively. In the interaction model, AORs (95% CIs) of no seat belt use for case-fatality were 11.71 (8.45-16.22) in drivers and 5.52 (2.83-14.76) in non-driving passengers, respectively. Wearing seat belt has significantly preventive effects on case-fatality and intracranial injury. Public health efforts to increase seat belt use are needed to reduce health burden from RTIs. PMID:26713066

Environmental and psychosocial factors affecting seat belt use among Turkish front-seat occupants in Ankara: two observation studies.

PubMed

Simşekoğlu, Ozlem; Lajunen, Timo

2008-01-01

Low seat belt use rate among car occupants is one of the main problems contributing to low driver and passenger safety in Turkey, where injury and fatality rates of car occupants are very high in traffic crashes. The present article consists of two observation studies, which were conducted in Ankara. The first study aimed at investigating environmental factors and occupant characteristics affecting seat belt use among front-seat occupants, and the objective of the second study was to investigate the relationship between driver and front-seat passenger seat belt use. In the first study, 4, 227 front-seat occupants (drivers or front seat passengers) were observed on four different road sides and, in the second study 1, 398 front seat occupants were observed in car parks of five different shopping centers in Ankara. In both observations, front-seat occupants' seat bet use (yes, no), sex (male, female), and age (< 30 years, 30-50 years, > 50 years) were recorded. The data were analyzed using chi-square statistics and binary logistic regression techniques. Results of the first study showed that seat belt use proportion among observed front seat occupants was very low (25%). Being female and traveling on intercity roads were two main factors positively related to use a seat belt among front-seat occupants. High correlations between seat belt use of the drivers and front-seat passengers were found in the second study. Overall, low seat belt use rate (25%) among the front-seat occupants should be increased urgently for an improved driver and passenger safety in Turkey. Seat belt campaigns especially tailored for male front-seat occupants and for the front-seat occupants traveling on city roads are needed to increase seat belt use rates among them. Also, both drivers and passengers may have an important role in enforcing seat belt use among themselves.

Seat belt use among rear passengers: validity of self-reported versus observational measures

PubMed Central

Zambon, Francesco; Fedeli, Ugo; Marchesan, Maria; Schievano, Elena; Ferro, Antonio; Spolaore, Paolo

2008-01-01

Background The effects of seat belt laws and public education campaigns on seat belt use are assessed on the basis of observational or self-reported data on seat belt use. Previous studies focusing on front seat occupants have shown that self-reports indicate a greater seat belt usage than observational findings. Whether this over-reporting in self reports applies to rear seat belt usage, and to what extent, have yet to be investigated. We aimed to evaluate the over-reporting factor for rear seat passengers and whether this varies by gender and under different compulsory seat belt use conditions. Methods The study was conducted in the Veneto Region, an area in the North-East of Italy with a population of 4.7 million. The prevalence of seat belt use among rear seat passengers was determined by means of a cross-sectional self-report survey and an observational study. Both investigations were performed in two time periods: in 2003, when rear seat belt use was not enforced by primary legislation, and in 2005, after rear seat belt use had become compulsory (June 2003). Overall, 8138 observations and 7902 interviews were recorded. Gender differences in the prevalence of rear seat belt use were examined using the chi-square test. The over-reporting factor, defined as the ratio of the self-reported to the observed prevalence of rear seat belt use, was calculated by gender before and after the rear seat belt legislation came into effect. Results Among rear seat passengers, self-reported rates were always higher than the observational findings, with an overall over-reporting factor of 1.4. We registered no statistically significant changes over time in the over-reporting factor, nor any major differences between genders. Conclusion Self-reported seat belt usage by rear passengers represents an efficient alternative to observational studies for tracking changes in actual behavior, although the reported figures need to be adjusted using an appropriate over-reporting factor in order to gain an idea of genuine seat belt use. PMID:18613955

Possible causes of socioeconomic and ethnic differences in seat belt use among high school students.

PubMed

Shin, D; Hong, L; Waldron, I

1999-09-01

This study has assessed seat belt use and factors which may influence seat belt use among high school students from three types of schools. The inner city schools had high proportions of African American and Hispanic American students from low income families, whereas the middle class school and private schools had high proportions of non-Hispanic white students from middle class families with college educated parents. Students from the inner city schools reported less seat belt use than students from the middle class school or private schools. Our analyses evaluated several hypotheses concerning possible reasons why inner city youth had lower rates of seat belt use. In accord with the social influences hypothesis, inner city youth reported lower rates of parental seat belt use and less often being told by parents to use their seat belts, and our regression results indicate that less parental modeling and encouragement of seat belt use was an important cause of inner city youth's lower rates of seat belt use. Our other hypotheses received weaker support, but we did find evidence for two hypothesized differences in attitudes which influence seat belt use. Specifically, inner city youth were more likely to agree with the statement, 'there is no point in wearing seat belts since you have no control over your fate or destiny', and inner city youth attributed less importance to safety concerns as a motivation for seat belt use. These attitudes appeared to contribute to lower rates of seat belt use by inner city youth.

Pattern of seat belt use by drivers in Trinidad and Tobago, West Indies

PubMed Central

2011-01-01

Background In Trinidad and Tobago, the law on the mandatory use of seat belts was passed in 1995, but this law is hardly enforced. The objective of this study was to determine the frequency and predictors of seat belt use by motor vehicle drivers in the country. Findings A cross-sectional study of 959 motor vehicle drivers using a self-administered questionnaire. Data analysis included Pearson Chi square test and multinomial logistic regression analysis in order to determine the possible predictors of seat belt use by the drivers in Trinidad and Tobago. A majority of the drivers sometimes (51.8%) or always (31.6%) use a seat belt. About 16.7%, 29% and 54.2% of the drivers perceived that the other drivers use their seat belts more frequently, with the same frequency and less frequently respectively compared to themselves. The main reason for not using seat belt by the drivers was given as frequent stops (40.7%) and the main motivation to use seat belt by the drivers was given as stiffer penalties for non-compliance with the seat belt law (44.5%). The predictors of seat belt use were male driver, no formal or lower level of education, driving for less than 10 years, and the perception that the other drivers use seat belts with the same or higher frequency compared to the respondents. Conclusion Only a small proportion of the drivers in Trinidad and Tobago always use a seat belt when driving. There is the need to enforce the seat belt legislation in the country. PMID:21679410

Effectiveness of media and enforcement campaigns in increasing seat belt usage rates in a state with a secondary seat belt law.

PubMed

Vasudevan, Vinod; Nambisan, Shashi S; Singh, Ashok K; Pearl, Traci

2009-08-01

In 2005, in terms of seat belt usage rates, Nevada ranked third nationally and first among states with secondary seat belt use enforcement laws in the United States. An effective combination of a media-based education and enforcement campaign helped in this regard. The objective of this article is to document the effectiveness of enforcement and media-based education and outreach campaigns on the seat belt usage rates in Nevada, a state with a secondary seat belt usage law. Observational data on seat belt usage and passenger fatality data are used to evaluate the effectiveness of enforcement campaigns and media-based education and outreach campaigns. Data based on observations of about 40,000 vehicles in each of the years 2003 to 2005 were analyzed. Statistical analyses show that a significant increase in seat belt usage rates among both drivers and passengers for both genders resulted from the accompanying the media and enforcement campaigns. The results from this study indicate that effective and well-planned media/enforcement campaigns can have a significant impact on seat belt usage rates even in a state where the enforcement of seat belt laws can only be as a secondary violation. They validate and expand on findings from other efforts documented in the literature. These results demonstrate that, if coordinated properly, media and enforcement campaigns work very effectively in increasing seat belt usage rates even in states with secondary seat belt laws.

Seat belt use in cars with air bags.

PubMed Central

Williams, A F; Wells, J K; Lund, A K

1990-01-01

Seat belt use was observed in 1,628 cars with air bags and manual belts and 34,223 cars with manual seat belts only. Sixty-six percent of drivers in cars with air bags wore seat belts compared to 63 percent of drivers in cars with manual belts only. The study found no evidence for the speculation that drivers with air bags will reduce their seat belt use because they believe an air bag alone provides sufficient protection. PMID:2240346

Biomechanical considerations for assessing interactions of children and small occupants with inflatable seat belts.

PubMed

Rouhana, Stephen W; Sundararajan, Srinivasan; Board, Derek; Prasad, Priya; Rupp, Jonathan D; Miller, Carl S; Jeffreys, Thomas A; Schneider, Lawrence W

2013-11-01

NHTSA estimates that more than half of the lives saved (168,524) in car crashes between 1960 and 2002 were due to the use of seat belts. Nevertheless, while seat belts are vital to occupant crash protection, safety researchers continue efforts to further enhance the capability of seat belts in reducing injury and fatality risk in automotive crashes. Examples of seat belt design concepts that have been investigated by researchers include inflatable, 4-point, and reverse geometry seat belts. In 2011, Ford Motor Company introduced the first rear seat inflatable seat belts into production vehicles. A series of tests with child and small female-sized Anthropomorphic Test Devices (ATD) and small, elderly female Post Mortem Human Subjects (PMHS) was performed to evaluate interactions of prototype inflatable seat belts with the chest, upper torso, head and neck of children and small occupants, from infants to young adolescents. Tests simulating a 6-year-old child asleep in a booster seat, with its head lying directly on its shoulder on top of the inflatable seat belt, were considered by engineering judgment, to represent a worst case scenario for interaction of an inflating seat belt with the head and neck of a child and/or small occupant. All evaluations resulted in ATD responses below Injury Assessment Reference Values reported by Mertz et al. (2003). In addition, the tests of the PMHS subjects resulted in no injuries from interaction of the inflating seat belt with the heads, necks, and chests of the subjects. Given the results from the ATD and PMHS tests, it was concluded that the injury risk to children and small occupants from deployment of inflatable seat belt systems is low.

Using haptic feedback to increase seat belt use : traffic tech.

DOT National Transportation Integrated Search

2011-07-01

The legacy of research on increasing seat belt use has : focused on enactment of seat belt legislation, public education, : high-visibility police enforcement, and seat belt : reminder systems. Several behavioral programs have : produced large, susta...

Pilot tests of a seat belt gearshift delay on the belt use of commercial fleet drivers.

DOT National Transportation Integrated Search

2009-12-01

the seat belt was buckled. Participants, commercial drivers from the United States and Canada who did not consistently wear their seat belts, could avoid the delay by fastening their seat belts. Unbelted participants experienced a delay of either a c...

Association between exposure/non-exposure to the mandatory seat belt law with regards to compliance in vehicle accident victims--a hospital review.

PubMed

Williams, E W; Reid, M; Lindo, J L M; Williams-Johnson, J; French, S; Singh, P; McDonald, A H

2007-06-01

Injuries sustained in motor vehicle accidents (MVAs) are a major challenge to the Jamaican healthcare system. In November 1999, Jamaica enacted legislation to make seat belt usage in motor vehicles compulsory. The effect of this policy change on seat belt usage is unclear. This study therefore sought to determine the prevalence of seat belt usage and to determine the association between exposure/non-exposure to the mandatory seat belt law and seat belt use in subjects who presented to the Accident and Emergency Department (A&E) of the University Hospital of the West Indies (UHWI) as a result of motor vehicle accidents. Subjects were recruited from June to November 2003, post-seat belt law (POBL) period, and May to October 1999, pre-seat belt law (PRBL) period. Data collected included demographic variables, seat belt use and position of the occupants in the vehicle. Of the 277 patients who were eligible for inclusion, data were complete in 258 subjects, 87 in the PRBL period and 171 in the POBL period. The prevalence of seat belt use was 47% (PRBL) and 63% (POBL) respectively. There was no significant gender difference at each period. The odds of wearing seat belt in the rear of a motor vehicle were significantly lower than that of a driver (Table 3, OR 0.19, 95% CI 0.07, 0.48). Adjusting for age, gender and position in vehicle exposure, there was about 100% increase in the odds of seat belt use during the post seat belt law era (OR = 2.09, 95% CI 1.21, 3.61). It is concluded from this hospital-based study that the mandatory seat belt law legislature was associated with increased seat belt use in motor vehicle accident victims. However, current data from the Road Traffic Agency indicate that there is still an alarming number of fatalities. This clearly suggests that additional public health measures are needed to address the epidemic of motor vehicle trauma in Jamaica.

Seat belt use-inducing system effectiveness

DOT National Transportation Integrated Search

1975-04-01

Seat belt use inducing system effectiveness was measured in fleet automobiles of a private business and in rental automobiles at a large airport. There were three parts to the activity: 1. Seat belt use inducing systems and seat belt use counting sys...

Factors related to nonuse of seat belts in Michigan.

DOT National Transportation Integrated Search

1987-09-01

This study combined direct observation of seat belt use with interview methods to : identify factors related to seat belt use in a state with a mandatory seat belt use law. Trained : observers recorded restraint use for a probability sample of motori...

Seat belt use increases in Maine following change to primary enforcement : traffic tech.

DOT National Transportation Integrated Search

2010-04-01

Primary seat belt laws are associated with higher selfreported : seat belt use rates and fewer traffic fatalities following : enactment. Primary laws allow police to issue a citation : solely upon observation of a seat belt violation. In contrast, : ...

Whole-body Vibration Exposure Intervention among Professional Bus and Truck Drivers: A Laboratory Evaluation of Seat-suspension Designs.

PubMed

Blood, Ryan P; Yost, Michael G; Camp, Janice E; Ching, Randal P

2015-01-01

Long-term exposure to seated whole-body vibration (WBV) is one of the leading risk factors for the development of low back disorders. Professional bus and truck drivers are regularly exposed to continuous WBV, since they spend the majority of their working hours driving heavy vehicles. This study measured WBV exposures among professional bus and truck drivers and evaluated the effects of seat-suspension designs using simulated field-collected data on a vibration table. WBV exposures were measured and compared across three different seat designs: an air-ride bus seat, an air-ride truck seat, and an electromagnetically active (EM-active) seat. Air-ride seats use a compressed-air bladder to attenuate vibrations, and they have been in operation throughout the transportation industry for many years. The EM-active seat is a relatively new design that incorporates a microprocessor-controlled actuator to dampen vibration. The vibration table simulated seven WBV exposure scenarios: four segments of vertical vibration and three scenarios that used field-collected driving data on different road surfaces-a city street, a freeway, and a section of rough roadway. The field scenarios used tri-axial WBV data that had been collected at the seat pan and at the driver's sternum, in accordance with ISO 2631-1 and 2631-5. This study found that WBV was significantly greater in the vertical direction (z-axis) than in the lateral directions (x-and y-axes) for each of the three road types and each of the three types of seats. Quantitative comparisons of the results showed that the floor-to-seat-pan transmissibility was significantly lower for the EM-active seat than for either the air-ride bus seat or the air-ride truck seat, across all three road types. This study also demonstrated that seat-suspension designs have a significant effect on the vibrations transmitted to vehicle operators, and the study's results may prove useful in designing future seat suspensions.

[Use of seat belts and mobile phone while driving in Florence: trend from 2005 to 2009].

PubMed

Lorini, Chiara; Pellegrino, Elettra; Mannocci, Federico; Allodi, Guendalina; Indiani, Laura; Mersi, Anna; Petrioli, Giuseppe; Santini, Maria Grazia; Garofalo, Giorgio; Bonaccorsi, Guglielmo

2012-01-01

to evaluate the trend over time of the use of seat belts by drivers and passengers of cars and vans and the use of hand held mobile phone while driving in Florence from 2005 to 2009. DESIGN, SETTING AND PARTICIPANTS AND MAIN OUTCOME MEASURES: direct observations (58,773 vehicles) have been conducted to detect the use of seat belts by occupants of cars and vans, and the use of mobile phone while driving. It has been carried out correlation analysis between the use of the seat belt by occupants of vehicles and between the simultaneous use of this device and mobile phone while driving.Moreover, it has been carried out time series analysis (ARIMA Box Jenkins) of in the prevalence of the use of seat belts by occupants of vehicles observed, of mobile phone by drivers and the trend of the risk to drive using the mobile phone with unfastened seat belt rather than to drive using the mobile phone with fastened seat belt. seat belts were used on average by 75.7% of drivers, 75.5% of front passengers and 25.1% of rear passengers. The average mobile phone use while driving was 4.5%. Drivers most frequently fasten seat belt if front passengers use it and while they do not use mobile phone. The use of seat belts by drivers and front passengers has not changed over time, whereas the use of mobile phone while driving has significantly increased. The prevalence of using mobile phone with unfastened seat belt rather than to use it with fastened seat belt while driving has significantly decreased over the years, indicating an increase in the use of mobile phone, especially among those who fasten the seat belt. it is necessary to plan and realize stronger interventions in the whole area.

Pattern of seat belt wearing in Nanjing, China

PubMed Central

Routley, V; Ozanne‐Smith, J; Li, D; Hu, X; Wang, P; Qin, Y

2007-01-01

Objective To describe the patterns of seat belt wearing in Nanjing, China for drivers, front seat passengers, and rear occupants of motor vehicles. Design Roadside observational study. Setting Four sites in central and northern Nanjing during daylight hours over 1 week in April 2005. Subjects Drivers and passengers of 17 147 cars, taxis, goods vans, and pickups, which traveled in the inside traffic lane. Main outcome measures Percentage seat belt wearing for each of seating position, age/sex, time of day, vehicle type, day of week. Results The rate of seat belt wearing was significantly higher in drivers (67.3%, 95% CI 66.6 to 68.0) than front seat passengers (18.9%, 95% CI, 18.0 to 19.8). It was negligible for second front seat passengers (2.6%, 95% CI 0.3 to 4.9) and rear seat passengers (0.5%, 95% CI 0.3 to 0.7). Belt tampering, such that protection would be reduced in the event of a crash, was observed for 18.5% of taxi drivers. Drivers were most likely to wear seat belts in cars and vans and at a city roundabout; front seat passengers were most likely to wear seat belts in non‐taxi vehicles, during the evening rush hour, if the driver was wearing a belt, and on the local north road. Drivers were least likely to wear a belt in the early morning, in pickups and taxis, on Tuesday (or the following week), and on the local north road; front seat passengers were least likely to wear a belt in taxis and if the driver was not wearing a belt. Conclusions Rates of seat belt wearing by passengers were low despite national legislation and provincial regulations coming into effect several months before the survey. Combined education and enforcement are necessary accompaniments to legislation. PMID:18056315

Seat belts are more effective than airbags in reducing thoracic aortic injury in frontal motor vehicle crashes.

PubMed

Brasel, Karen J; Quickel, Robert; Yoganandan, Narayan; Weigelt, John A

2002-08-01

Airbags reduce the probability of death in frontal collisions, but the effect is small compared with seat belts. Little is known about the influence of seat belts and airbags on the incidence of thoracic aortic injury (TAI). The National Automotive Sampling System database was queried for the years 1993 to 1998 to determine the impact of seat belts and airbags on the incidence of TAI in survivors of frontal motor vehicle crashes. Proportions were compared using the two-sample Z test. Seat belts prevent TAI regardless of airbag deployment. The effect of airbags is limited to those wearing seat belts. In frontal collisions without seat belt use, airbag deployment does not alter TAI incidence. Seat belts are considerably more effective in preventing TAI than airbags after frontal motor vehicle crashes. Prevention efforts should continue to emphasize the use of active restraints. Restraint use should be considered a risk factor in evaluating patients for potential TAI.

Seat-belt use still low in Kuwait: self-reported driving behaviours among adult drivers.

PubMed

Raman, Sudha R; Ottensmeyer, C Andrea; Landry, Michel D; Alfadhli, Jarrah; Procter, Steven; Jacob, Susan; Hamdan, Elham; Bouhaimed, Manal

2014-01-01

Kuwait mandated seat-belt use by drivers in 1976 and by front seat passengers in 1994. The study objectives were to identify and estimate current factors associated with seat-belt use and levels of potentially unsafe driving behaviours in Kuwait. In 2010, 741 adults were surveyed regarding driving habits and history. Only 41.6% of drivers reported always using a seat belt. Front seat passenger belt use was more common (30.5%) than rear seat belt use (6.5%). Distracted driving behaviours were common, including mobile phone use ('always' or 'almost always': 51.1%) and texting/SMS (32.4%). Logistic regression indicated that drivers who were young (18-19 years), male, Kuwaiti nationals or non-Kuwaiti Arabs, drove over the speed limit, had traffic violation tickets or >1 car crashes in the last year, were less likely to use seat belts. Targeted initiatives to increase public awareness and to enforce car-safety legislation, including use of seat belts, are necessary to decrease the health burden of car crashes in Kuwait.

A program to increase seat belt use along the Texas-Mexico border.

PubMed

Cohn, Lawrence D; Hernandez, Delia; Byrd, Theresa; Cortes, Miguel

2002-12-01

A school-based, bilingual intervention was developed to increase seat belt use among families living along the Texas-Mexico border. The intervention sought to increase seat belt use by changing perceived norms within the community (i.e., making the nonuse of seat belts less socially acceptable). The intervention was implemented in more than 110 classrooms and involved more than 2100 children. Blind coding, validity checks, and reliability estimates contributed to a rigorous program evaluation. Seat belt use increased by 10% among children riding in the front seat of motor vehicles in the intervention community, as compared with a small but nonsignificant decline in use among control community children. Seat belt use among drivers did not increase.

49 CFR 571.210 - Standard No. 210; Seat belt assembly anchorages.

Code of Federal Regulations, 2013 CFR

2013-10-01

... 49 Transportation 6 2013-10-01 2013-10-01 false Standard No. 210; Seat belt assembly anchorages... STANDARDS Federal Motor Vehicle Safety Standards § 571.210 Standard No. 210; Seat belt assembly anchorages. S1. Purpose and scope. This standard establishes requirements for seat belt assembly anchorages to...

49 CFR 571.210 - Standard No. 210; Seat belt assembly anchorages.

Code of Federal Regulations, 2011 CFR

2011-10-01

... 49 Transportation 6 2011-10-01 2011-10-01 false Standard No. 210; Seat belt assembly anchorages... STANDARDS Federal Motor Vehicle Safety Standards § 571.210 Standard No. 210; Seat belt assembly anchorages. S1. Purpose and scope. This standard establishes requirements for seat belt assembly anchorages to...

49 CFR 571.210 - Standard No. 210; Seat belt assembly anchorages.

Code of Federal Regulations, 2014 CFR

2014-10-01

... 49 Transportation 6 2014-10-01 2014-10-01 false Standard No. 210; Seat belt assembly anchorages... STANDARDS Federal Motor Vehicle Safety Standards § 571.210 Standard No. 210; Seat belt assembly anchorages. S1. Purpose and scope. This standard establishes requirements for seat belt assembly anchorages to...

49 CFR 571.210 - Standard No. 210; Seat belt assembly anchorages.

Code of Federal Regulations, 2012 CFR

2012-10-01

... 49 Transportation 6 2012-10-01 2012-10-01 false Standard No. 210; Seat belt assembly anchorages... STANDARDS Federal Motor Vehicle Safety Standards § 571.210 Standard No. 210; Seat belt assembly anchorages. S1. Purpose and scope. This standard establishes requirements for seat belt assembly anchorages to...

IRTAD Special Report : the availability of seat belt wearing data in OECD member countries, 1995

DOT National Transportation Integrated Search

1997-03-01

This reports surveys the availability of seat belt wearing data in OECD Member countries. The injury-reducing effect of seat belts is estimated to be around 50 per cent for fatal and serious injuries. Seat belts are most effective in frontal and roll...

CDC Vital Signs: Motor Vehicle Crash Deaths

MedlinePlus

... those that address: Primary enforcement of seat belt laws that cover everyone in every seat. Police officers ... seat belt use with primary enforcement seat belt laws that cover everyone in the vehicle. www.cdc. ...

Ingress clearance requirements and seat positioning for automatic belt systems

DOT National Transportation Integrated Search

1981-06-01

The purposes of this study were (1) to determine how much clearance between a seat belt and seat cushion is needed for a driver to enter the front seat of an automobile equipped with automatic seat belts---without his/her having to lift the webbing, ...

Seat Belt Sign and Its Significance

PubMed Central

Agrawal, Amit; Inamadar, Praveenkumar Ishwarappa; Subrahmanyam, Bhattara Vishweswar

2013-01-01

Safety belts are the most important safety system in motor vehicles and when worn intend to prevent serious injuries. However, in unusual circumstances (high velocity motor vehicle collisions) these safety measures (seat belts) can be the source and cause of serious injuries. The seat belt syndrome was first described as early by Garrett and Braunste in but the term “seat belt sign” was discussed by Doersch and Dozier. Medical personnel's involved in emergency care of trauma patients should be aware of seat belt sign and there should a higher index of suspicion to rule out underlying organ injuries. PMID:24479100

75 FR 35877 - Bentley Motors Inc., Receipt of Petition for Decision of Inconsequential Noncompliance

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-23

...) of Federal Motor Vehicle Safety Standard (FMVSS) No. 209, Seat Belt Assemblies. BMI filed an... approximately 300 nonconforming seat belt assemblies, produced during the 12 months prior to December 18, 2009...) Installation instructions. A seat belt assembly, other than a seat belt assembly installed in a motor vehicle...

Seat belt use, especially among low-use drivers, increases as Florida upgrades to primary seat belt enforcement : traffic tech.

DOT National Transportation Integrated Search

2012-08-01

As a secondary seat belt law State, Florida had worked : for many years to encourage more drivers to wear : their seat belts by participating in annual Click It or : Ticket (CIOT) mobilizations, and by conducting special : programs in rural areas of ...

Strategies to increase seat belt use : an analysis of levels of fines and the type of law.

DOT National Transportation Integrated Search

2010-11-01

The main objectives of this study were to determine the relationships between seat belt use in the States and (1) the : type of seat belt law enforcement (primary versus secondary), and (2) seat belt fine levels. : The study examined law type and lev...

76 FR 18042 - Uniform Criteria for State Observational Surveys of Seat Belt Use

Federal Register 2010, 2011, 2012, 2013, 2014

2011-04-01

... [Docket No. NHTSA-2010-0002] RIN 2127-AK41 Uniform Criteria for State Observational Surveys of Seat Belt... designing and conducting State seat belt use observational surveys and the procedures for obtaining NHTSA... use rate, known as the Uniform Criteria for State Observational Surveys of Seat Belt Use (the Uniform...

Noncompliance with seat-belt use in patients involved in motor vehicle collisions

PubMed Central

Ball, Chad G.; Kirkpatrick, Andrew W.; Brenneman, Frederick D.

2005-01-01

Background Seat-belt compliance in trauma patients involved in motor vehicle collisions (MVCs) appears low when compared with compliance of the general public. In this study we wished to define the relative frequency of seat-belt use in injured Canadian drivers and passengers and to determine if there are risk factors particular to seat-belt noncompliance in this cohort. Methods We identified trauma patients who were involved in MVCs over a 24-month period and contacted them 2–4 years after the injury by telephone to administer a standardized survey. Potential determinants of seat-belt noncompliance were compared with the occurrence of an MVC by multiple logistic regression. Results Seat-belt noncompliance in 386 MVC patients was associated with drinking and driving, youth, speeding, male sex, being a passenger, smoking, secondary roads, rural residence, low level of education, overnight driving, having no dependents, licence demerit points, previous collisions, unemployment and short journeys. There was an increase in seat-belt awareness and a decrease in self-rated driving ability after the MVC. Conclusions Factors that indicate poor driving habits (alcohol, speeding, previous MVCs and driving offences) also predict seat-belt noncompliance. Injury prevention programs should selectively target these high-risk drivers to improve seat-belt compliance and limit associated injury and consumption of health care resources. PMID:16248134

Injury pattern as an indication of seat belt failure in ejected vehicle occupants.

PubMed

Freeman, Michael D; Eriksson, Anders; Leith, Wendy

2014-09-01

Prior authors have suggested that when occupant ejection occurs in association with a seat belt failure, entanglement of the outboard upper extremity (OUE) with the retracting shoulder belt will invariably occur, leaving injury pattern evidence of belt use. In the present investigation, the authors assessed this theory using data accessed from the NASS-CDS for ejected front seat occupants of passenger vehicles. Logistic regression models were used to assess the associations between seat belt failure status and injuries. Injury types associated with seat belt failure were significant OUE and head injuries (OR = 3.87, [95% CI 1.2, 13.0] and 3.1, [95% CI 1.0, 9.7], respectively). The two injury types were found to be a predictor of seat belt use and subsequent failure only if combined with a high (≥0.8) precrash probability of belt use. The injury pattern associated with a seat belt failure-related ejection has limited use in the forensic investigation of crash-related ejections. © 2014 American Academy of Forensic Sciences.

Effectiveness of Booster Seats Compared With No Restraint or Seat Belt Alone for Crash Injury Prevention

PubMed Central

Ma, Xiaoguang; Griffin, Russell; McGwin, Gerald; Allison, David B.; Heymsfield, Steven B.; He, Wei; Zhu, Shankuan

2013-01-01

Objectives The objective was to evaluate the effectiveness of belt-positioning booster seats, compared with no restraint use and with seat belt use only, during motor vehicle crashes among U.S. children. Methods This was a retrospective matched cohort study with data from the 1998 through 2009 National Automotive Sampling System (NASS) Crashworthiness Data System (CDS). The study sample consisted of children aged 0 to 10 years who were not seated in the front seat of the vehicle. We used Cox proportional hazards models to estimate the risk of overall, fatal, and regional body injury. Results Children using seat belts in belt-positioning booster seats experienced less overall injury (Injury Severity Score [ISS] > 0, adjusted risk ratio [RR] = 0.73, 95% confidence interval [CI] = 0.55 to 0.96; Abbreviated Injury Scale [AIS] score of 2 or higher, adjusted RR = 0.30, 95% CI = 0.16 to 0.58; ISS > 8, adjusted RR = 0.19, 95% CI = 0.06 to 0.56), and less injury in most body regions except the neck (adjusted RR = 4.79, 95% CI = 1.43 to 16.00) than did children with no restraint use. Children using seat belts in belt-positioning booster seats had an equal risk of injury but higher risks of neck (adjusted RR = 1.86, 95% CI = 1.02 to 3.40) and thorax (adjusted RR = 2.86, 95% CI = 1.33 to 6.15) injury than did children restrained by seat belts only. Conclusions Children using belt-positioning booster seats appear to experience a higher risk of AIS > 0 injury to the neck and thorax than do children using seat belts only. Future research should examine whether the observed increase in neck and thorax injuries can be attributed to improper use of booster seats. PMID:24050794

23 CFR 1340.10 - Submission and approval of seat belt survey design.

Code of Federal Regulations, 2012 CFR

2012-04-01

... 23 Highways 1 2012-04-01 2012-04-01 false Submission and approval of seat belt survey design. 1340... § 1340.10 Submission and approval of seat belt survey design. (a) Contents: The following information shall be included in the State's seat belt survey design submitted for NHTSA approval: (1) Sample design...

23 CFR 1340.10 - Submission and approval of seat belt survey design.

Code of Federal Regulations, 2013 CFR

2013-04-01

... 23 Highways 1 2013-04-01 2013-04-01 false Submission and approval of seat belt survey design. 1340... § 1340.10 Submission and approval of seat belt survey design. (a) Contents: The following information shall be included in the State's seat belt survey design submitted for NHTSA approval: (1) Sample design...

23 CFR 1340.10 - Submission and approval of seat belt survey design.

Code of Federal Regulations, 2014 CFR

2014-04-01

... 23 Highways 1 2014-04-01 2014-04-01 false Submission and approval of seat belt survey design. 1340... § 1340.10 Submission and approval of seat belt survey design. (a) Contents: The following information shall be included in the State's seat belt survey design submitted for NHTSA approval: (1) Sample design...

Seat belt use and fit among drivers aged 75 years and older in their own vehicles.

PubMed

Fong, Cameron K; Keay, Lisa; Coxon, Kristy; Clarke, Elizabeth; Brown, Julie

2016-01-01

This article aims to describe seat belt wearing patterns and quality of seat belt fit among drivers aged 75 years and older. A secondary aim is to explore associations between body shape, comfort, and seat belt use patterns. This is an observation and survey study of a cohort of 380 drivers aged 75 years and over. During home visits, photographs were taken of the drivers in their vehicles for later analysis of belt fit and a short survey was also administered to collect demographic data and information about seat belt use and comfort. Seat belt fit and use of belt and seat accessories were analyzed from the photographs. Data from 367 participants with photographs were analyzed. Whereas 97% reported using a seat belt and 90% reported their seat belt to be comfortable, 21% reported repositioning their seat belt to improve comfort. Good sash and lap belt fit were achieved in 53 and 59% of participants, respectively, but only 35% achieved overall good fit. Both poor sash and lap belt fit were observed in 23% of participants. Drivers who were in the obese category had over twice the odds (95% confidence interval [CI], 1.2-4.1) of having a poor lap belt fit than those in the normal body mass index [BMI] range, and drivers who were overweight had 1.8 times the odds (95% CI, 1.1-2.9) of having poor lap belt fit. Older females also had twice the odds (95% CI, 1.3-3.5) of poor lap belt fit compared to older males, regardless of BMI. Sash belt fit did not vary significantly by BMI, stature, or gender. However older drivers who reported that they had not made any adjustments to the D-ring height had 1.7 times the odds of having poor sash belt fit than those who made adjustments (1.2-2.9). Females were 7.3 times more likely to report comfort problems than males (95% CI, 3.2, 16.3) but there was no association between reported comfort and BMI or seat belt fit. Drivers who reported comfort problems had 6 times the odds (3.2-13.6) of also reporting active repositioning of the belt. The results suggest that older drivers face challenges in achieving comfortable and correct seat belt fit. This may have a negative impact on crash protection. Belt fit problems appear to be associated with body shape, particularly high BMI and gender. There is a need for further investigation of comfort accessories; in the interim, older drivers and occupants should be encouraged to use features such as D-ring adjusters to improve sash belt fit.

States upgrade to primary enforcement seat belt laws : traffic tech.

DOT National Transportation Integrated Search

2011-09-01

States with primary seat belt enforcement laws consistently : have higher observed daytime seat belt use rates than secondary : law States. Secondary belt law States, on the other : hand, consistently have more motor vehicle fatalities who : were not...

Availability, functionality, and use of seat belts in Beijing taxis prior to the 2008 Beijing Olympic Games.

PubMed

Fleiter, Judy J; Gao, Liping; Qiu, Chen; Shi, Kan

2009-03-01

Use of driver seat belts and availability and functionality of passenger seat belts in a convenience sample of 231 Beijing taxis were examined in the months prior to the 2008 Beijing Olympic Games. Driver and front passenger seat belt use was mandated in China from 2004 to help address the growing public health crisis of road trauma. Results from observations made by in-vehicle passengers revealed that 21.2% of drivers were correctly wearing a belt, approximately half were not, and one third were using the belt in a non-functional way. Over 3/4 of this sample of taxi drivers were unrestrained while working. The percentage of functionally available belts was higher for front than rear passengers (88.3% and 22.9%, respectively). This low rate of belt availability in rear seats calls into question the preparedness of the fleet to cater for the safety needs of foreign visitors to China, particularly those from countries with high levels of restraint use. Factors influencing the use/misuse of seat belts in China remain largely unexplored. Results of this pilot study support further investigations of barriers to using injury prevention mechanisms such as seat belts in less motorised countries.

Using naturalistic driving data to identify variables associated with infrequent, occasional, and consistent seat belt use.

PubMed

Reagan, Ian J; McClafferty, Julie A; Berlin, Sharon P; Hankey, Jonathan M

2013-01-01

Seat belt use is one of the most effective countermeasures to reduce traffic fatalities and injuries. The success of efforts to increase use is measured by road side observations and self-report questionnaires. These methods have shortcomings, with the former requiring a binary point estimate and the latter being subjective. The 100-car naturalistic driving study presented a unique opportunity to study seat belt use in that seat belt status was known for every trip each driver made during a 12-month period. Drivers were grouped into infrequent, occasional, or consistent seat belt users based on the frequency of belt use. Analyses were then completed to assess if these groups differed on several measures including personality, demographics, self-reported driving style variables as well as measures from the 100-car study instrumentation suite (average trip speed, trips per day). In addition, detailed analyses of the occasional belt user group were completed to identify factors that were predictive of occasional belt users wearing their belts. The analyses indicated that consistent seat belt users took fewer trips per day, and that increased average trip speed was associated with increased belt use among occasional belt users. The results of this project may help focus messaging efforts to convert occasional and inconsistent seat belt users to consistent users. Copyright © 2012 Elsevier Ltd. All rights reserved.

The constitutionality of mandatory seat belt laws.

DOT National Transportation Integrated Search

1986-01-01

Low seat belt usage rates have persisted for years despite efforts to educate people about belts' benefits. There is ample documentation of the contribution of seat belts to saving lives and reducing injury. The emotional and pecuniary toll of the fa...

Improving seat belt use among teen drivers: findings from a service-learning approach.

PubMed

Goldzweig, Irwin A; Levine, Robert S; Schlundt, David; Bradley, Richard; Jones, Gennifer D; Zoorob, Roger J; Ekundayo, O James

2013-10-01

Low seat belt use and higher crash rates contribute to persistence of motor vehicle crashes as the leading cause of teenage death. Service-learning has been identified as an important component of public health interventions to improve health behavior. A service-learning intervention was conducted in eleven selected high schools across the United States in the 2011-2012 school year. Direct morning and afternoon observations of seat belt use were used to obtain baseline observations during the fall semester and post-intervention observations in the spring. The Mann-Whitney U test for 2 independent samples was used to evaluate if the intervention was associated with a statistically significant change in seat belt use. We identified factors associated with seat belt use post-intervention using multivariable logistic regression. Overall seat belt use rate increased by 12.8%, from 70.4% at baseline to 83.2% post-intervention (p<0.0001). A statistically significant increase in seat belt use was noted among white, black, and Hispanic teen drivers. However, black and Hispanic drivers were still less likely to use seat belts while driving compared to white drivers. Female drivers and drivers who had passengers in their vehicle had increased odds of seat belt use. A high school service-learning intervention was associated with improved seat belt use regardless of race, ethnicity, or gender, but did not eliminate disparities adversely affecting minority youth. Continuous incorporation of service-learning in high school curricula could benefit quality improvement evaluations aimed at disparities elimination and might improve the safety behavior of emerging youth cohorts. Copyright © 2013 Elsevier Ltd. All rights reserved.

Seating position, seat belt wearing, and the consequences in facial fractures in car occupants.

PubMed

Fonseca, Alexandre Siqueira Franco; Goldenberg, Dov; Alonso, Nivaldo; Bastos, Endrigo; Stocchero, Guilherme; Ferreira, Marcus Castro

2007-06-01

Trauma caused by traffic accidents is among the main etiologies involved in the occurrence of facial fractures throughout the world. However, the trauma mechanisms involved are different according to the location where the study was performed, due to different conditions of development, legislation, and culture. A retrospective study was done between February 2001 and July 2006, with the purpose of determining the epidemiology and the mechanisms involved in the occurrence of facial fractures among car occupants in the metropolitan area of São Paulo. Data were collected from 297 patients admitted with facial fractures to the emergency room of the Hospital das Clínicas, São Paulo University Medical School. Within this period, 151 individuals had been involved in traffic accidents, among which 56 (37.08%) were inside passenger cars. These were grouped based on the seating position that they were occupying at the time of the accident and the wearing of seat belts. Data concerning the number and location of fracture lines were obtained from the different groups, and a fracture/patient index (F/P I) was calculated to compare and make reference to the impact energy among these groups, for subsequent analysis and discussion. 323 fracture lines occurred among 56 patients who were car occupants. By applying the F/P I, we obtained higher values in the group of rear-seat passengers who were not wearing seat belts (7.23 fractures per patient), followed by the group of drivers not wearing seat belts (6.33 fractures per patient), the group of front-seat passengers not wearing seat belts (5.58 fractures per patient), the group of drivers wearing seat belts (5.54 fractures per patient) and, finally, the group of front-seat passengers wearing seat belts (4.00 fractures per patient). None of the rear-seat passengers was wearing seat belts. The data collected indicate that the driver position shows a high incidence of facial fractures, not being effectively protected by the seat belt, although the wearing of seat belts seems to have a protective role against the occurrence of facial fractures in front-seat passengers. It was not possible to evaluate the wearing of seat belts among rear-seat passengers, even though the high incidence of fractures in this group showed its high susceptibility to the occurrence of facial fractures, which highlights the need of taking protective measures against this situation.

49 CFR 571.210 - Standard No. 210; Seat belt assembly anchorages.

Code of Federal Regulations, 2010 CFR

2010-10-01

... reference point, shall extend forward from that contact point at an angle with the horizontal of not less... torso belt first contacts the uppermost torso belt anchorage.Seat belt anchorage means any component... line from the seating reference point to the nearest contact point of the belt with the anchorage shall...

Year 1 of the Washington nighttime seat belt enforcement program : traffic tech.

DOT National Transportation Integrated Search

2010-09-01

The first year of the Washington nighttime belt program : ran from May 2007 through May 2008. During this period, WTSC ran three, two-week nighttime seat belt enforcement : campaigns. The primary message of the ad was that extra : seat-belt-focuse...

Children's and Adults' Comfort Experience of Extra Seat Belts When Riding in the Rear Seat of a Passenger Car.

PubMed

Osvalder, Anna-Lisa; Hansson, Ida; Bohman, Katarina

2015-01-01

The objective of this study was to explore passengers' comfort experience of extra seat belts during on-road driving in the rear seat of a passenger car and to investigate how the use of extra belts affects children's and adults' attitudes to the product. Two different seat belt systems were tested, criss-cross (CC) and backpack (BP), consisting of the standard 3-point belt together with an additional 2-point belt. In total, 32 participants (15 children aged 6-10, 6 youths aged 11-15, and 11 adults aged 20-79, who differed considerably in size, shape, and proportions) traveled for one hour with each system, including city traffic and highway driving. Four video cameras monitored the test subject during the drive. Subjective data regarding emotions and perceived discomfort were collected in questionnaires every 20 min. A semistructured interview was held afterwards. All participant groups accepted the new products and especially the increased feeling of safety (P <.01); 56% preferred CC and 44% preferred BP but the difference was not significant. In total, 81% wanted to have extra seat belts in their family car. CC was appreciated for its symmetry, comfort, and the perceived feeling of safety. Some participants found CC unpleasant because the belts tended to slip close to the neck, described as a strangling feeling. BP was simpler to use and did not cause annoyance to the neck in the way CC did. Instead, it felt asymmetric and to some extent less safe than CC. Body size and shape affected seat belt fit to a great extent, which in turn affected the experience of comfort, both initially and over time. Perceived safety benefit and experienced comfort were the most determinant factors for the attitude toward the extra seat belts. The extra seat belts were perceived as being better than the participants had expected before the test, and they became more used to them over time. This exploratory study provided valuable knowledge from a user perspective for further development of new seat belt systems in cars. In addition to an increased feeling of safety, seat belt fit and comfort are supplementary influencing factors when it comes to gaining acceptance of new seat belt systems.

Compliance with Seat Belt Use in Makurdi, Nigeria: An Observational Study

PubMed Central

Popoola, SO; Oluwadiya, KS; Kortor, JN; Denen-Akaa, P; Onyemaechi, NOC

2013-01-01

Background: Seat belts are designed to reduce injuries due to road crash among vehicle occupants. Aims: This study aims to determine the availability of seat belt in vehicles and compliance with seat belt use among vehicle occupants. Materials and methods: This was a 24-h direct observational study of seat belt usage among vehicle occupants in Makurdi, Benue State, Nigeria. By direct surveillance and using a datasheet, we observed 500 vehicles and their occupants for seat belt availability and compliance with its use. Chi-square test was used for test of significance between variables. Results: Twenty-five (5.0%) of the observed 500 vehicles had no seat belt at all. Overall, compliance was 277/486 (57.0%). Use of seat belt was highest in the afternoon with 124/194 (64.4%), followed by 111/188 (59.0%) in the morning and 42/95 (44.2%) at night. Compliance was highest among car occupants [209/308 (67.9%)] and private vehicles, and lowest among commercial vehicle occupants. Compliance among female drivers was 77.1% compared with 51.4% among male drivers. Among drivers, the mean age of seat belt users was 38.4 (7.7) years, which was significantly younger than the 41.3 (8.7) years mean age of non-users. Similar figures were obtained among other vehicle occupants. Conclusions: Compared with previous studies, seat belt usage has improved among Nigerian road users, but there is still room for improvement, especially early in the mornings and at nights. Since these were times when law enforcement agencies were not likely to be on the roads, we advocate for improved coverage by enforcement agents to enforce better compliance. PMID:24116327

The effect of a gearshift interlock on seat belt use by drivers who do not always use a belt and its acceptance among those who do.

PubMed

Kidd, David G; Singer, Jeremiah; Huey, Richard; Kerfoot, Laura

2018-06-01

Seat belts reduce the risk of fatal injury in a crash, yet in 2015, nearly 10,000 people killed in passenger vehicles were unrestrained. Enhanced seat belt reminders increase belt use, but a gearshift interlock that prevents the vehicle from being placed into gear unless the seat belt is used may prove more effective. Thirty-two people with a recent seat belt citation and who admitted to not always using a seat belt as a driver were recruited as part-time belt users and asked to evaluate two new vehicles. Sixteen drove two vehicles with an enhanced reminder for one week each, and 16 drove a vehicle with an enhanced reminder for one week and a vehicle with a gearshift interlock the following week. Sixteen full-time belt users who reported always using a seat belt drove a vehicle with a gearshift interlock for one week to evaluate acceptance. Relative to the enhanced reminder, the gearshift interlock significantly increased the likelihood that a part-time belt user used a belt during travel time in a trip by 21%, and increased the rate of belt use by 16%; this effect approached significance. Although every full-time belt user experienced the gearshift interlock, their acceptance of the technology reported in a post-study survey was fairly positive and not significantly different from part-time belt users. Six part-time belt users circumvented the gearshift interlock by sitting on a seat belt, waiting for the system to deactivate, or unbuckling during travel. The gearshift interlock increased the likelihood that part-time belt users buckled up and the rate of belt use during travel relative to the enhanced reminder but could be more effective if it prevented circumvention. An estimated 718-942 lives could be saved annually if the belt use of unbuckled drivers and front passengers increased 16-21%. Copyright © 2018 National Safety Council and Elsevier Ltd. All rights reserved.

Primary laws and fine levels are associated with increases in seat belt use, 1997–2008 : traffic tech.

DOT National Transportation Integrated Search

2010-11-01

Increasing seat belt usage in the United States has proved to be a : slow and difficult task. It has taken about 30 years since NHTSA : conducted the first seat belt and child restraint workshops in : 1978 to reach 84% usage in 2009. In general, seat...

Race, belief in destiny, and seat belt usage: a pilot study.

PubMed Central

Colón, I

1992-01-01

A survey of 1063 individuals found that when belief in destiny was statistically controlled, differences in seat belt use by race disappeared. Thus, racial differences in seat belt use are statistically accounted for and might be explained by belief in destiny. Efforts to increase seat belt use should target minority groups rather than include them in broadbrush programs. Further, these efforts should take into account this important difference in motivation. PMID:1585969

Vital Signs: Seat Belt Use Among Long-Haul Truck Drivers — United States, 2010

PubMed Central

Chen, Guang X.; Collins, James W.; Sieber, W. Karl; Pratt, Stephanie G.; Rodríguez-Acosta, Rosa L.; Lincoln, Jennifer E.; Birdsey, Jan; Hitchcock, Edward M.; Robinson, Cynthia F.

2015-01-01

Background Motor vehicle crashes were the leading cause of occupational fatalities in the United States in 2012, accounting for 25% of deaths. Truck drivers accounted for 46% of these deaths. This study estimates the prevalence of seat belt use and identifies factors associated with nonuse of seat belts among long-haul truck drivers (LHTDs), a group of workers at high risk for fatalities resulting from truck crashes. Methods CDC analyzed data from its 2010 national survey of LHTD health and injury. A total of 1,265 drivers completed the survey interview. Logistic regression was used to examine the association between seat belt nonuse and risk factors. Results An estimated 86.1% of LHTDs reported often using a seat belt, 7.8% used it sometimes, and 6.0% never. Reporting never using a belt was associated with often driving ≥10 mph (16 kph) over the speed limit (adjusted odds ratio [AOR] = 2.9), working for a company with no written safety program (AOR = 2.8), receiving two or more tickets for moving violations in the preceding 12 months (AOR = 2.2), living in a state without a primary belt law (AOR = 2.1); and being female (AOR = 2.3). Conclusions Approximately 14% of LHTDs are at increased risk for injury and death because they do not use a seat belt on every trip. Safety programs and other management interventions, engineering changes, and design changes might increase seat belt use among LHTDs. Implications for Public Health Primary state belt laws can help increase belt use among LHTDs. Manufacturers can use recently collected anthropometric data to design better-fitting and more comfortable seat belt systems. PMID:25742382

Effectiveness of Ford's belt reminder system in increasing seat belt use

PubMed Central

Williams, A; Wells, J; Farmer, C

2002-01-01

Objectives: The study investigated the effectiveness in increasing seat belt use of Ford's belt reminder system, a supplementary system that provides intermittent flashing lights and chimes for five minutes if drivers are not belted. Methods: Seat belt use of drivers in relatively new cars with and without the reminder system was unobtrusively observed as vehicles were brought to dealerships for service. Results: Overall use rates were estimated at 71% for drivers in vehicles without the reminder system and 76% for drivers in vehicles with belt reminders (p<0.01). Conclusions: Seat belt use is relatively low in the United States. The present study showed that vehicle based reminder systems can be at least modestly effective in increasing belt use, which may encourage further development of such systems. PMID:12460965

14 CFR 121.311 - Seats, safety belts, and shoulder harnesses.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Seats, safety belts, and shoulder harnesses... § 121.311 Seats, safety belts, and shoulder harnesses. (a) No person may operate an airplane unless... belt and shoulder harness that meets the applicable requirements specified in § 25.785 of this chapter...

14 CFR 121.311 - Seats, safety belts, and shoulder harnesses.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Seats, safety belts, and shoulder harnesses... § 121.311 Seats, safety belts, and shoulder harnesses. (a) No person may operate an airplane unless... belt and shoulder harness that meets the applicable requirements specified in § 25.785 of this chapter...

14 CFR 121.311 - Seats, safety belts, and shoulder harnesses.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Seats, safety belts, and shoulder harnesses... § 121.311 Seats, safety belts, and shoulder harnesses. (a) No person may operate an airplane unless... belt and shoulder harness that meets the applicable requirements specified in § 25.785 of this chapter...

14 CFR 121.311 - Seats, safety belts, and shoulder harnesses.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Seats, safety belts, and shoulder harnesses... § 121.311 Seats, safety belts, and shoulder harnesses. (a) No person may operate an airplane unless... belt and shoulder harness that meets the applicable requirements specified in § 25.785 of this chapter...

14 CFR 121.311 - Seats, safety belts, and shoulder harnesses.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Seats, safety belts, and shoulder harnesses... § 121.311 Seats, safety belts, and shoulder harnesses. (a) No person may operate an airplane unless... belt and shoulder harness that meets the applicable requirements specified in § 25.785 of this chapter...

Kinematics of pediatric crash dummies seated on vehicle seats with realistic belt geometry.

PubMed

Klinich, Kathleen D; Reed, Matthew P; Ebert, Sheila M; Rupp, Jonathan D

2014-01-01

A series of sled tests was performed using vehicle seats and Hybrid-III 6-year-old (6YO) and 10YO anthropomorphic test devices (ATDs) to explore possibilities for improving occupant protection for children who are not using belt-positioning booster seats. Cushion length was varied from production length of 450 mm to a shorter length of 350 mm. Lap belt geometry was set to rear, mid, and forward anchorage locations that span the range of lap belt angles found in vehicles. Six tests each were performed with the 6YO and 10YO Hybrid III ATDs. One additional test was performed using a booster seat with the 6YO. The ATDs were positioned using an updated version of the University of Michigan Transportation Research Institute (UMTRI) seating procedure that positions the ATD hips further forward with longer seat cushions to reflect the effect of cushion length on posture that has been measured with child volunteers. ATD kinematics were evaluated using peak head excursion, peak knee excursion, the difference between peak head and peak knee excursion, and the maximum torso angle. Shortening the seat cushion improved kinematic outcomes, particularly for the 10YO. Lap belt geometry had a greater effect on kinematics with the longer cushion length, with mid or forward belt geometries producing better kinematics than the rearward belt geometry. The worst kinematics for both ATDs occurred with the long cushion length and rearward lap belt geometry. The improvements in kinematics from shorter cushion length or more forward belt geometry are smaller than those provided by a booster seat. The results show potential benefits in occupant protection from shortening cushion length and increasing lap belt angles, particularly for children the size of the 10YO ATD.

Kinematics and Shoulder Belt Position of Child Rear Seat Passengers during Vehicle Maneuvers

PubMed Central

Bohman, Katarina; Stockman, Isabelle; Jakobsson, Lotta; Osvalder, Anna-Lisa; Bostrom, Ola; Arbogast, Kristy B.

2011-01-01

Head impact to the seat back has been identified as one important injury causation scenario for seat belt restrained, head-injured children and previous research highlighted vehicle maneuvers prior to impact as possible contributing factors. The aim was to quantify kinematics of child occupants during swerving maneuvers focusing on the child’s lateral movement and seat belt position relative to the child’s shoulder. A study was conducted on a closed-circuit test track with 16 children aged 4–12, restrained in the rear seat of a modern passenger vehicle. A professional driving instructor drove at 50 km/h making sharp turns in a repeatable fashion, resulting in inboard motion of the children. The children were exposed to two turns in each of two restraint systems. Shorter children were on a booster or highback booster cushion. The taller children were seated on a booster cushion or with only a lap and shoulder seat belt. Four film cameras were fixed in the vehicle monitoring the child. Vehicle data were also collected. The seat belt slipped off the shoulder in 1 of 5 turns, varying by age and restraint type. Among shorter children, the belt slipped off in a majority of turns when seated on a booster cushion while the belt remained on the shoulder when seated on the highback booster cushion. Among taller children, the shoulder belt moved far laterally on the shoulder in half of the turns. This data provides valuable knowledge on possible pre-impact postures of children as a result of vehicle swerving maneuvers for a variety of restraint systems. PMID:22105379

May 2004 Click It or Ticket seat belt mobilization evaluation

DOT National Transportation Integrated Search

2007-05-01

The National Highway Traffic Safety Administration and the Air : Bag & Seat Belt Safety Campaign of the National Safety Council, : in conjunction with thousands of State and local law enforcement : agencies, conduct annual national seat belt mobiliza...

Identifying information that promotes belt-positioning booster use. Volume 2, Appendices

DOT National Transportation Integrated Search

2008-07-01

Many parents with low educational attainment prematurely graduate their children to seat belt restraint rather than use belt-positioning booster seats. This study aimed to identify interventions that promoted booster seat use among this population. F...

78 FR 79074 - Technical Report Evaluating Seat Belt Pretensioners and Load Limiters

Federal Register 2010, 2011, 2012, 2013, 2014

2013-12-27

... effectiveness of pretensioners and load limiters for seat belts in the front seats of passenger cars and LTVs... cars and LTVs sold in the United States were equipped with pretensioners and load limiters at the... at those seats. In passenger cars, CUVs, and minivans, a belted driver or right-front passenger has...

Seatbelt use, attitudes, and changes in legislation: an international study.

PubMed

Steptoe, Andrew; Wardle, Jane; Fuller, Ray; Davidsdottir, Sigurlina; Davou, Bettina; Justo, Joao

2002-11-01

The use of seat belts is among the most effective methods of reducing injury in motor vehicle crashes. We examined trends in seat belt use by university students from 13 European countries between 1990 and 2000, in relation to changes in legislation, attitudes, and hazardous driver behaviors. Data were collected via an anonymous standardized questionnaire from university students in Belgium, England, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, the Netherlands, Poland, Portugal, and Spain. There were 10,576 respondents in 1990, and 10,294 in 2000. Data were also collected from 1672 students in the United States in 2000. Analyses were performed in early 2002. Reported seat belt use increased from 63% to 73% in male students, and from 66% to 77% in female students over the decade. There were marked increases in seat belt use in countries with changes in legislation or enforcement from 1990 to 2000, with 24% to 64% more respondents reporting seat belt use in 2000. The prevalence of use and noted changes during this period correlated with findings from national surveys (r= 0.91). Attitudes to seat belt use were associated with behavior both within and between countries. Nonuse of seat belts was positively related to alcohol-impaired driving and failure to obey speed limits. Legislation has a substantial impact on the use of vehicle seat belts, but additional gains require efforts to change attitudes within the university student population.

Identifying information that promotes belt-positioning booster use. Volume 1, Summary and findings

DOT National Transportation Integrated Search

2008-07-01

Many parents with low educational attainment prematurely graduate their children to seat belt restraint rather than use belt-positioning booster seats. This study aimed to identify interventions that promoted booster seat use among this population. F...

Daytime and nighttime seat belt use by fatally injured passenger vehicle occupants.

DOT National Transportation Integrated Search

2010-07-01

The difference in day and night seat belt use among fatally injured passenger vehicle occupants was : investigated by personal, environmental, and vehicle characteristics. In each of the 10 years reviewed, seat belt : use among fatally injured occupa...

Papers on adult seat belts : effectiveness and use

DOT National Transportation Integrated Search

1988-06-01

The eight papers in this volume describe analyses of the : effectiveness and use of adult seat belts, based on traffic : accident data. All eight were written between January 1984 and : May 1988. The topics addressed include front seat belt : effecti...

Papers on adult seat belts--effectiveness and use

DOT National Transportation Integrated Search

1988-06-01

The eight papers in the volume describe analyses of the effectiveness and use of adult seat belts, based on traffic accident data. All eight were written between January 1984 and May 1988. The topics addressed include front seat belt effectiveness (e...

The effect of rear-seat overloading in a car crash: pathological and kinematics evidences.

PubMed

Luchini, Duccio; Sammicheli, Michele; Cortucci, Cristiano

2013-09-01

Seat belts have been shown to decrease the incidence of lethal lesions to the head, chest, and abdomen. Since the introduction of seat belts, it is reported that the incidence of traumatic lesions in these body parts is reduced. In the meantime, the characteristic lesions to the chest and abdomen caused by the use of seat belts are described (J Trauma. 2007;62(6):1473-1480).Reported is a peculiar case of an oblique front-to-rear car collision, in which overloading of the rear seat with packages pushed forward the passenger front seat in an abnormal way, causing fatal thoracic and abdominal lesions.The authors underline that the seat belt protection device is defeated if front seats are damaged by heavy unanchored bags on the rear seat or on the rear parcel shelf of a motor vehicle.

School bus transportation for students seated in wheelchairs.

PubMed

Buning, Mary Ellen; Karg, Patricia E

2011-01-01

For children with Individualized Education Plans (IEPs), transportation is considered a related service and a part of their education. This paper presents an overview of the current status of wheelchair transportation for students on school buses within the United States. The review includes the school transportation environment for wheelchair-seated students, applicable regulations and voluntary standards, primary safety issues for wheelchair-seated students, and key stakeholders roles in improving wheelchair transportation safety. Future actions to improve wheelchair transportation safety in school transportation are discussed, including the need to improve data collection, mandate payment for and use of RESNA WC19-compliant wheelchairs, improve training for bus operators and attendants, and require specialty certification for school bus operators who transport wheelchair-seated students.

Demonstration of the trauma nurses talk tough seat belt diversion program in North Carolina reaches high-risk drivers : traffic tech.

DOT National Transportation Integrated Search

2014-03-01

Nationally, more than 8 of every 10 drivers wear seat belts, but : individual State belt rates vary from as high as 98% to as low as : 69%. Within individual States, rural areas often have lower rates. : Strong seat belt laws and highly visible enfor...

14 CFR 125.211 - Seat and safety belts.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Seat and safety belts. 125.211 Section 125... Requirements § 125.211 Seat and safety belts. (a) No person may operate an airplane unless there are available... the airplane who is at least 2 years old; and (2) An approved safety belt for separate use by each...

Guidelines to observe and estimate statewide seat belt use at night.

DOT National Transportation Integrated Search

2010-03-01

Research has shown that nighttime seat belt use is lower than daytime use. There is also an overrepresentation : of fatal crashes at night. Therefore a proper estimate of statewide nighttime seat belt use would be beneficial to : understanding the pr...

23 CFR 1340.1 - Purpose.

Code of Federal Regulations, 2013 CFR

2013-04-01

... SURVEYS OF SEAT BELT USE General § 1340.1 Purpose. This part establishes uniform criteria for State surveys of seat belt use conducted under 23 U.S.C. 402, procedures for NHTSA approval of survey designs, and administrative requirements relating to State seat belt surveys. ...

23 CFR 1340.1 - Purpose.

Code of Federal Regulations, 2014 CFR

2014-04-01

... SURVEYS OF SEAT BELT USE General § 1340.1 Purpose. This part establishes uniform criteria for State surveys of seat belt use conducted under 23 U.S.C. 402, procedures for NHTSA approval of survey designs, and administrative requirements relating to State seat belt surveys. ...

23 CFR 1340.1 - Purpose.

Code of Federal Regulations, 2012 CFR

2012-04-01

... SURVEYS OF SEAT BELT USE General § 1340.1 Purpose. This part establishes uniform criteria for State surveys of seat belt use conducted under 23 U.S.C. 402, procedures for NHTSA approval of survey designs, and administrative requirements relating to State seat belt surveys. ...

29 CFR 1926.602 - Material handling equipment.

Code of Federal Regulations, 2011 CFR

2011-07-01

... Engineers J333a-1970, Operator Protection for Agricultural and Light Industrial Tractors. (ii) Seat belts... wheel tractors, bulldozers, off-highway trucks, graders, agricultural and industrial tractors, and... Society of Automotive Engineers, J386-1969, Seat Belts for Construction Equipment. Seat belts for...

29 CFR 1926.602 - Material handling equipment.

Code of Federal Regulations, 2010 CFR

2010-07-01

... Engineers J333a-1970, Operator Protection for Agricultural and Light Industrial Tractors. (ii) Seat belts... wheel tractors, bulldozers, off-highway trucks, graders, agricultural and industrial tractors, and... Society of Automotive Engineers, J386-1969, Seat Belts for Construction Equipment. Seat belts for...

Prioritizing Safety with Seat Belts: The Unanswered Question.

ERIC Educational Resources Information Center

Farrell, Elaine

1987-01-01

Reviews conflicting federal and state developments (including liability lawsuits) involving seat belt installation on school buses. The National Highway Traffic Safety Administration and the National Transportation Safety Board differ on this issue, and several states are considering seat belt legislation or crashworthiness studies. Hints are…

Guidelines to observe and estimate statewide seat belt use at night : traffic tech.

DOT National Transportation Integrated Search

2010-03-01

Previous research has found an overrepresentation of fatal : crashes at night, as well as substantially lower seat belt use : among occupants of passenger vehicles at night compared : to seat belt use during the day. An estimate of statewide : nightt...

Evaluation of Kansas and Missouri rural seat belt demonstrations.

DOT National Transportation Integrated Search

2016-04-01

Research has shown seat belt use is lower in rural areas of the United States, which may be one reason fatalities are higher in these areas. NHTSA sponsored two State-level demonstration projects to increase seat belt use in rural areas of Kansas and...

Mandatory seat belt use laws.

DOT National Transportation Integrated Search

1985-01-01

The purposes of this study were to review mandatory seat belt use laws as they have been used around the world, to forecast the impact of such a law in Virginia, and, if appropriate, to propose a mandatory seat belt law for inclusion in the Code of V...

Increasing seat belt use among part-time users : messages and strategies

DOT National Transportation Integrated Search

1998-02-01

Data indicate discrepancies between many persons' perceptions of themselves as seat belt users, and their actual behavior. The data also suggest that instead of targeting non-users, a greater increase in the national rate of seat belt use may be achi...

Mandatory seat belt use.

DOT National Transportation Integrated Search

1984-01-01

The purposes of this study were to review mandatory seat belt use laws as they have been used around the world, to forecast the impact of such a law in Virginia, and, if appropriate, to propose a mandatory seat belt law for inclusion in the Code of V...

Modeling the impact of rescinding Michigan's primary and secondary seat belt laws on death and injury from passenger vehicle crashes.

PubMed

Carter, Patrick M; Flannagan, Carol A C; Bingham, C Raymond; Cunningham, Rebecca M; Rupp, Jonathan D

2014-01-01

Seat belts are the most effective method of decreasing fatal and nonfatal motor vehicle crash injury. Advocacy groups have recently been successful in enacting repeals of mandatory motorcycle helmet laws in several states. In some states, this has prompted renewed efforts aimed at repealing mandatory seat belt laws. To evaluate and quantify the potential impact of rescinding seat belt laws on annual crash-related fatalities, nonfatal injuries, and associated economic costs, using Michigan as a model, to inform the national debate. Proportional injury rates were calculated utilizing police-reported statewide passenger vehicle crash data from 1999 and 2002, where belt use rates approximate estimates associated with repeal of primary and secondary seat belt laws. Proportional rates were applied to the most recent year of crash data (2011) to estimate changes in statewide fatalities and nonfatal injuries. National cost estimates were applied to injury data to calculate associated economic costs. Full repeal of the seat belt law is estimated to result in an additional 163 fatalities, 13,722 nonfatal injuries, and an associated societal cost of $1.6 billion annually. Repeal of the primary seat belt law only is estimated to result in an additional 95 fatalities, 9156 nonfatal injuries, and an associated societal cost of $1.0 billion annually. This analysis suggests that repealing the either the primary or full seat belt law would have a substantial and negative impact on public health, increasing motor vehicle crash related fatality, nonfatal injury, and associated economic costs.

Safety Belt Use: Traffic Safety Tips

DOT National Transportation Integrated Search

1996-01-01

This fact sheet, NHTSA Facts: Summer 1996, discusses traffic safety tips for wearing seat belts. It describes the correct way to wear a seat belt, how to sit, and differentiates between lap belts and shoulder belts. It points out that air bags provid...

A prospective study for the detection of vascular injury in adult and pediatric patients with cervicothoracic seat belt signs.

PubMed

Rozycki, Grace S; Tremblay, Lorraine; Feliciano, David V; Tchorz, Kathryn; Hattaway, Aaron; Fountain, Jack; Pettitt, Barbara J

2002-04-01

A delayed diagnosis of injury to cervicothoracic vessels from blunt trauma may cause significant adverse sequelae. The association of a cervicothoracic seat belt sign with such an injury is unknown. Algorithms were prospectively studied for the detection of occult vascular injury in patients with cervicothoracic seat belt signs. Patients with neck seat belt signs underwent arteriography or computed tomographic angiography (CTA). Those with thoracic seat belt signs underwent aortography/arteriography if a ruptured thoracic aorta or injury to a great vessel was suspected or a neurovascular abnormality was present. During a 17-month period, 797 patients were admitted to the trauma service secondary to motor vehicle crashes. One hundred thirty-one (16.4%) had cervical or thoracic seat belt signs. Four (3%) of the patients had carotid artery injuries, the presence of which was strongly associated with a Glasgow Coma Scale score < 14, an Injury Severity Score > 16 (p < 0.0001), and the presence of a clavicle and/or first rib fracture (p < 0.0037). Of the remaining patients, 17 had thoracic trauma. There were no vascular injuries in the children and only one had thoracic trauma. The algorithms are safe and accurate for the detection of cervicothoracic vascular injury in adult and pediatric patients with seat belt signs. The cervicothoracic seat belt mark and an abnormal physical examination are an effective combination in screening for cervicothoracic vascular injury.

Expanding the seat belt program strategies toolbox: a starter kit for trying new program ideas : traffic tech.

DOT National Transportation Integrated Search

2016-10-01

The National Highway Traffic Safety Administration has just : released a new resource for developing seat belt programs in : the traffic safety communityExpanding the Seat Belt Program : Toolbox: A Starter Kit for Trying New Program Ideas. : Resea...

The effects of seat belt legislation on road traffic injuries.

PubMed

Trinca, G W; Dooley, B J

1977-04-01

The compulsory wearing of seat belts, first introduced in the world in Victoria in 1970, has effectively reduced the number of deaths and injuries by approximately one-third for car occupants involved in motor vehicle crashes. Initially, the legislation did not apply to children under the age of eight years, but in 1975 a further law was introduced banning children from the front seat of any vehicle unless properly harnessed. Seat belts offer the best protection for front seat drivers and passengers involved in frontal impacts, but offer less protection to the recipient of a side impact. Ten per cent of car occupants admitted to hospital after a frontal impact show injuries, mostly minor, directly attibutable to the wearing of seat belts.

Promoting the use of seat belts. Wessex Positive Health Team.

PubMed

1980-11-29

A six-month study into the effect of a substantial programme of integrated health education promoting the use of seat belts showed no major change in the rates for occupants of front seats, which remained around 35%. Though there were increases of up to 5% in the rates for wearing seat belts immediately after the multimedia campaigns which achieved high penetration, only those among women drivers were sustained. Of the methods used to disseminate information, television had the greatest impact on the community, followed by press reports and radio broadcasts. It is concluded that health education alone is insufficient to increase significantly the use of car seat belts. Britain should follow its European partners and pass legislation requiring front seat occupants to wear belts. As the recent experience in Australia shows, the benefits will be considerable in terms of reducing mortality, morbidity, and consequential expenditure.

Biomechanics of 4-point seat belt systems in frontal impacts.

PubMed

Rouhana, Stephen W; Bedewi, Paul G; Kankanala, Sundeep V; Prasad, Priya; Zwolinski, Joseph J; Meduvsky, Alex G; Rupp, Jonathan D; Jeffreys, Thomas A; Schneider, Lawrence W

2003-01-01

The biomechanical behavior of 4-point seat belt systems was investigated through MADYMO modeling, dummy tests and post mortem human subject tests. This study was conducted to assess the effect of 4-point seat belts on the risk of thoracic injury in frontal impacts, to evaluate the ability to prevent submarining under the lap belt using 4-point seat belts, and to examine whether 4-point belts may induce injuries not typically observed with 3-point seat belts. The performance of two types of 4-point seat belts was compared with that of a pretensioned, load-limited, 3-point seat belt. A 3-point belt with an extra shoulder belt that "crisscrossed" the chest (X4) appeared to add constraint to the torso and increased chest deflection and injury risk. Harness style shoulder belts (V4) loaded the body in a different biomechanical manner than 3-point and X4 belts. The V4 belt appeared to shift load to the clavicles and pelvis and to reduce traction of the shoulder belt across the chest, resulting in a reduction in chest deflection by a factor of two. This is associated with a 5 to 500-fold reduction in thoracic injury risk, depending on whether one assumes 4-point belts apply concentrated or distributed load. In four of six post mortem human subjects restrained by V4 belts during 40 km/h sled tests, chest compression was zero or negative and rib fractures were nearly eliminated. Submarining was not observed in any test with post mortem human subjects. Though lumbar, sacral and pelvic injuries were noted, they are believed to be due to the artificial restraint environment (no knee bolsters, instrument panels, steering systems or airbags). While they show significant potential to reduce thoracic injury risk, there are still many issues to be resolved before 4-point belts can be considered for production vehicles. These issues include, among others, potential effects on hard and soft neck tissues, of interaction with inboard shoulder belts in farside impacts and potential effects on the fetus of latch/buckle junctions at the centerline of pregnant occupants. Work continues at Ford Motor Company to resolve these issues.

49 CFR 571.207 - Standard No. 207; Seating systems.

Code of Federal Regulations, 2011 CFR

2011-10-01

... standard establishes requirements for seats, their attachment assemblies, and their installation to... longitudinal direction; (c) For a seat belt assembly attached to the seat—the force specified in paragraph (a... applied simultaneously with the forces imposed on the seat by the seat belt assembly when it is loaded in...

Nonconformities in real-world fatal crashes--electronic stability control and seat belt reminders.

PubMed

Lie, Anders

2012-01-01

Many new safety systems are entering the market. Vision Zero is a safety strategy aiming at the elimination of fatalities and impairing injuries by the use of a holistic model for safe traffic to develop a safe system. The aim of this article is to analyze fatalities in modern cars with respect to the Vision Zero model with special respect to electronic stability control (ESC) systems and modern seat belt reminders (SBRs). The model is used to identify and understand cases where cars with ESC systems lost control and where occupants were unbelted in a seat with seat belt reminders under normal driving conditions. The model for safe traffic was used to analyze in-depth studies of fatal crashes with respect to seat belt use and loss of control. Vehicles from 2003 and later in crashes from January 2004 to mid-2010 were analyzed. The data were analyzed case by case. Cars that were equipped with ESC systems and lost control and occupants not using the seat belt in a seat with a seat belt reminder were considered as nonconformities. A total of 138 fatal crashes involving 152 fatally injured occupants were analyzed. Cars with ESC systems had fewer loss-of-control-relevant cases than cars without ESC systems. Thirteen percent of the ESC-equipped vehicles had loss-of-control-relevant crashes and 36 percent of the cars without ESC systems had loss-of-control-relevant crashes. The analysis indicates that only one car of the 9 equipped with ESC that lost control did it on a road surface with relevant friction when driving within the speed restriction of the road. In seats with seat belt reminders that are in accordance with the European New Car Assessment Programme's (Euro NCAP) protocol, 93 percent of the occupants were using a seat belt. In seats without reminders this number was 74 percent. This study shows that ESC systems result in a very significant reduction in fatal crashes, especially under normal driving conditions. Under extreme driving conditions such as speeding or extremely low friction (snow or on the side of the road), ESC systems can fail in keeping the car under control. Seat belt reminders result in higher seat belt use rates but the level of unbelted occupants is higher than roadside studies have indicated. The holistic Vision Zero approach helped in the analysis by identifying nonconformities and putting these into the safe systems perspective.

Teaching Science: Seat Belt Science.

ERIC Educational Resources Information Center

Leyden, Michael B.

1994-01-01

Describes activities that will help students understand how car seat belts work, the limited reaction time available to passengers in an automobile accident, and the force of impact in a car collision. These activities will provide students with hands-on experiences that demonstrate the importance of always wearing seat belts while in an…

Seat Belts in School Buses: A Technical Analysis of the Literature.

ERIC Educational Resources Information Center

Splaine, Pam; Frankel, Steven M.

This report, prepared for the Montgomery County (Maryland) Public Schools superintendent and board members, identifies the questions concerning seat belt use in school buses, examines relevant literature, and draws some conclusions. According to the literature, seat belts are one of many alternative and interdependent safety devices built into…

Demonstration of the Trauma Nurses Talk Tough seat belt diversion program in North Carolina.

DOT National Transportation Integrated Search

2014-03-01

Trauma Nurses Talk Tough is a seat belt diversion program originally developed at the Legacy Emanuel Hospital in Portland, Oregon, in 1988. Attendance at the course is a condition for a one-time dismissal of a seat belt citation without fine or court...

75 FR 37343 - Federal Motor Vehicle Safety Standards; Occupant Crash Protection

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-29

...\\ Morgan, Christina. ``Effectiveness of Lap/Shoulder Belts in the Back Outboard Seating Positions,'' DOT HS... has also pursued vehicle-based technologies for increasing seat belt use. These include sensors in the... driver position, enhanced SBRSs primarily relied on sensors found in the seat belt buckle and latch...

Achieving a high seat belt use rate : a guide for selective traffic enforcement programs

DOT National Transportation Integrated Search

2001-04-01

When used properly, lap/shoulder belts reduce the risk of fatal injury to front-seat passenger car occupants by 45% and the risk of moderate-to-critical injury by 50%. Even greater risk reduction results when seat belts are used properly in light tru...

Evaluation of a high-visibility seat belt enforcement program on the Blue Ridge Parkway.

DOT National Transportation Integrated Search

2014-11-01

The National Park Service (NPS) conducted a high-visibility enforcement (HVE) seat belt program on a 24-mile section of the Blue Ridge Parkway (BRP) known as the Roanoke Corridor, that carries both park and commuter traffic. Seat belts are required b...

Seat belts and the law : mandatory use laws and the legal consequences of non-use

DOT National Transportation Integrated Search

1990-05-01

This report analyzes the current legal status of the seat belt defense in civil actions. Particular emphasis is given to factors which have altered the evolution of the seat belt defense since 1982, the most significant being the passage of laws mand...

Evaluation of Nighttime Seat Belt Enforcement Demonstration Program and Identification of Characteristics of Unbelted High-Risk Drivers

DOT National Transportation Integrated Search

2018-04-01

The present study evaluated the effectiveness of a high-visibility nighttime seat belt enforcement program conducted in Maryland by measuring changes in day and night self-reported and observed seat belt use and crash outcomes. To better understand t...

Human factors associated with the certification of airplane passenger seats : seat belt adjustment and release : final report.

DOT National Transportation Integrated Search

2002-06-01

Two separate studies were accomplished to investigate human factors issues related to the use of lap belts. Human performance trials were conducted under two protocols to measure and assess: (1) seat belt tension adjustment during normal flight and e...

Factors Influencing Occupant-To-Seat Belt Interaction in Far-Side Crashes

PubMed Central

Douglas, C.A.; Fildes, B.N.; Gibson, T.J.; Boström, O.; Pintar, F.A.

2007-01-01

Seat belt interaction with a far-side occupant’s shoulder and thorax is critical to governing excursion towards the struck-side of the vehicle in side impact. In this study, occupant-to-belt interaction was simulated using a modified MADYMO human model and finite element belts. Quasi-static tests with volunteers and dynamic sled tests with PMHS and WorldSID were used for model validation and comparison. Parameter studies were then undertaken to quantify the effect of impact direction, seat belt geometry and pretension on occupant-to-seat belt interaction. Results suggest that lowering the D-ring and increasing pretension reduces the likelihood of the belt slipping off the shoulder. Anthropometry was also shown to influence restraint provided by the shoulder belt. Furthermore, the belt may slip off the occupant’s shoulder at impact angles greater than 40 degrees from frontal when no pretension is used. However, the addition of pretension allowed the shoulder to engage the belt in all impacts from 30 to 90 degrees. PMID:18184500

Restraint use (seat belt and child passenger seat) survey

DOT National Transportation Integrated Search

2008-12-01

In Arizona, lack of restraint usage (seat belts and child passenger seats) was a contributing factor to an average of 687 fatalities per year which is nearly 60% of total fatalities. These tragic statistics could be dramatically decreased if effectiv...

Rural and Urban Differences in Passenger-Vehicle-Occupant Deaths and Seat Belt Use Among Adults - United States, 2014.

PubMed

Beck, Laurie F; Downs, Jonathan; Stevens, Mark R; Sauber-Schatz, Erin K

2017-09-22

Motor-vehicle crashes are a leading cause of death in the United States. Compared with urban residents, rural residents are at an increased risk for death from crashes and are less likely to wear seat belts. These differences have not been well described by levels of rurality. 2014. Data from the Fatality Analysis Reporting System (FARS) and the Behavioral Risk Factor Surveillance System (BRFSS) were used to identify passenger-vehicle-occupant deaths from motor-vehicle crashes and estimate the prevalence of seat belt use. FARS, a census of U.S. motor-vehicle crashes involving one or more deaths, was used to identify passenger-vehicle-occupant deaths among adults aged ≥18 years. Passenger-vehicle occupants were defined as persons driving or riding in passenger cars, light trucks, vans, or sport utility vehicles. Death rates per 100,000 population, age-adjusted to the 2000 U.S. standard population and the proportion of occupants who were unrestrained at the time of the fatal crash, were calculated. BRFSS, an annual, state-based, random-digit-dialed telephone survey of the noninstitutionalized U.S. civilian population aged ≥18 years, was used to estimate prevalence of seat belt use. FARS and BRFSS data were analyzed by a six-level rural-urban designation, based on the U.S. Department of Agriculture 2013 rural-urban continuum codes, and stratified by census region and type of state seat belt enforcement law (primary or secondary). Within each census region, age-adjusted passenger-vehicle-occupant death rates per 100,000 population increased with increasing rurality, from the most urban to the most rural counties: South, 6.8 to 29.2; Midwest, 5.3 to 25.8; West, 3.9 to 40.0; and Northeast, 3.5 to 10.8. (For the Northeast, data for the most rural counties were not reported because of suppression criteria; comparison is for the most urban to the second-most rural counties.) Similarly, the proportion of occupants who were unrestrained at the time of the fatal crash increased as rurality increased. Self-reported seat belt use in the United States decreased with increasing rurality, ranging from 88.8% in the most urban counties to 74.7% in the most rural counties. Similar differences in age-adjusted death rates and seat belt use were observed in states with primary and secondary seat belt enforcement laws. Rurality was associated with higher age-adjusted passenger-vehicle-occupant death rates, a higher proportion of unrestrained passenger-vehicle-occupant deaths, and lower seat belt use among adults in all census regions and regardless of state seat belt enforcement type. Seat belt use decreases and age-adjusted passenger-vehicle-occupant death rates increase with increasing levels of rurality. Improving seat belt use remains a critical strategy to reduce crash-related deaths in the United States, especially in rural areas where seat belt use is lower and age-adjusted death rates are higher than in urban areas. States and communities can consider using evidence-based interventions to reduce rural-urban disparities in seat belt use and passenger-vehicle-occupant death rates.

Association of seat belt use with death: a comparison of estimates based on data from police and estimates based on data from trained crash investigators

PubMed Central

Cummings, P

2002-01-01

Objective: Estimates of any protective effect of seat belts could be exaggerated if some crash survivors falsely claimed to police that they were belted in order to avoid a fine. The aim of this study was to determine whether estimates of seat belt effectiveness differed when based on belt use as recorded by the police and belt use determined by trained crash investigators. Design: Matched cohort study. Setting: United States. Subjects: Adult driver-passenger pairs in the same vehicle with at least one death (n=1689) sampled from crashes during 1988–2000; data from the National Accident Sampling System Crashworthiness Data System. Main outcome measure: Risk ratio for death among belted occupants compared with those not belted. Results: Trained investigators determined post-crash seat belt use by vehicle inspections for 92% of the occupants, confidential interviews with survivors for 5%, and medical or autopsy reports for 3%. Using this information, the adjusted risk ratio for belted persons was 0.36 (95% confidence interval 0.29 to 0.46). The risk ratio was also 0.36 using police reported belt use for the same crashes. Conclusions: Estimates of seat belt effects based upon police data were not substantially different from estimates which used data obtained by trained crash investigators who were not police officers. These results were from vehicles in which at least one front seat occupant died; these findings may not apply to estimates which use data from crashes without a death. PMID:12460976

Documenting How States Recently Upgraded to Primary Seat Belt Laws

DOT National Transportation Integrated Search

2011-09-01

States with primary seat belt enforcement laws consistently have higher observed daytime belt use rates than : secondary law States. Secondary belt law States, on the other hand, consistently have more occupant fatalities who : were not restrained th...

75 FR 4509 - Uniform Criteria for State Observational Surveys of Seat Belt Use

Federal Register 2010, 2011, 2012, 2013, 2014

2010-01-28

... establishing the criteria for designing and conducting State seat belt use observational surveys, procedures for obtaining NHTSA approval of survey designs, and a new form for reporting seat belt use rates to.... Assignment of Observation Times D. Observation Procedures E. Quality Control F. Computation of Estimates III...

An Evaluation of the Seat Belt Education Campaign.

ERIC Educational Resources Information Center

Rochon, James

A seat belt education campaign conducted in Canada to dispel myths surrounding seat belts and promote a better understanding of their functions was evaluated. Two telephone surveys, each comprised of 4,000 respondents, were conducted. The first was done immediately before the campaign and the second immediately succeeding the campaign. Also, a…

Explaining state-to-state differences in seat belt use : an analysis of socio-demographic variables.

DOT National Transportation Integrated Search

2011-02-01

"Despite the extensive evidence about the benefits of seat belt use, there is a great deal of variation in use within the US. For example, the national average for seat belt use in 2009 was 84 percent while the state-level averages ranged from 68 per...

49 CFR 173.166 - Air bag inflators, air bag modules and seat-belt pretensioners.

Code of Federal Regulations, 2011 CFR

2011-10-01

... an inflatable bag assembly. A seat-belt pre-tensioner contains similar hazardous materials and is... manufacturer has submitted each design type air bag inflator, air bag module, or seat-belt pretensioner to a... or pretensioner design type for which approval is sought and details on the complete package. The...

49 CFR 173.166 - Air bag inflators, air bag modules and seat-belt pretensioners.

Code of Federal Regulations, 2010 CFR

2010-10-01

... an inflatable bag assembly. A seat-belt pre-tensioner contains similar hazardous materials and is... manufacturer has submitted each design type air bag inflator, air bag module, or seat-belt pretensioner to a... or pretensioner design type for which approval is sought and details on the complete package. The...

49 CFR 173.166 - Air bag inflators, air bag modules and seat-belt pretensioners.

Code of Federal Regulations, 2012 CFR

2012-10-01

... an inflatable bag assembly. A seat-belt pre-tensioner contains similar hazardous materials and is... manufacturer has submitted each design type air bag inflator, air bag module, or seat-belt pretensioner to a... or pretensioner design type for which approval is sought and details on the complete package. The...

Biomechanical considerations for abdominal loading by seat belt pretensioners.

PubMed

Rouhana, Stephen W; El-Jawahri, Raed E; Laituri, Tony R

2010-11-01

While seat belts are the most effective safety technology in vehicles today, there are continual efforts in the industry to improve their ability to reduce the risk of injury. In this paper, seat belt pretensioners and current trends towards more powerful systems were reviewed and analyzed. These more powerful systems may be, among other things, systems that develop higher belt forces, systems that remove slack from belt webbing at higher retraction speeds, or both. The analysis started with validation of the Ford Human Body Finite Element Model for use in evaluation of abdominal belt loading by pretensioners. The model was then used to show that those studies, done with lap-only belts, can be used to establish injury metrics for tests done with lap-shoulder belts. Then, previously-performed PMHS studies were used to develop AIS 2+ and AIS 3+ injury risk curves for abdominal interaction with seat belts via logistic regression and reliability analysis with interval censoring. Finally, some considerations were developed for a possible laboratory test to evaluate higher-powered pretensioners.

Prediction of seat belt use among Iranian automobile drivers: application of the theory of planned behavior and the health belief model.

PubMed

Tavafian, Sedigheh Sadat; Aghamolaei, Teamur; Gregory, David; Madani, Abdoulhossain

2011-02-01

Seat belt use plays an important role in traffic safety by reducing the severity of injuries and fatality rates during vehicle accidents. The aim of this study was to investigate predictors of self-reported seat belt use in a sample of automobile drivers in Bandar Abbas, Iran. The theory of planed behavior and the health belief model served as the conceptual framework for the study. The convenience sample consisted of 284 eligible automobile drivers who frequented 8 petrol stations in different geographical areas of the city. Of the drivers approached to participate in the study, 21 declined to take part in the study and 12 other questionnaires were incomplete. Thus, a total of 251 questionnaires were analyzed (response rate=88.4%). A self-administered questionnaire including demographic characteristics and items arising from the theory of planed behavior and health belief model constructs were used to collect data. Data were analyzed using SPSS 16 (version 16, Chicago, IL, USA). The subjects' mean age was 31.6 years (SD=8.7), mostly male (72.9%), and 53.4 percent of them reported that they used their seat belt "often." Multiple regression analyses revealed that from the theory of planed behavior, attitude, subjective norms, and perceived behavioral control significantly predicted intention to use a seat belt (R2=0.38, F=51.1, p<.001); and subjective norms, perceived behavioral control, and behavioral intention significantly predicted seat belt use (R2=0.43, F=45.7, p<.001). Arising from the health belief model, perceived benefits and perceived barriers significantly predicted seat belt use (R2=0.39, F=26.2, p<.001). This study revealed that automobile drivers who perceived more subjective norms, more behavioral control, greater intention to use seat belts as well as more benefits and fewer barriers were more likely to use their seat belts.

Design of belt conveyor electric control device based on CC-link bus

NASA Astrophysics Data System (ADS)

Chen, Goufen; Zhan, Minhua; Li, Jiehua

2016-01-01

In view of problem of the existing coal mine belt conveyor is no field bus communication function, two levels belt conveyor electric control system design is proposed based on field bus. Two-stage belt conveyor electric control system consists of operation platform, PLC control unit, various sensors, alarm device and the water spraying device. The error protection is realized by PLC programming, made use of CC-Link bus technology, the data share and the cooperative control came true between host station and slave station. The real-time monitor was achieved by the touch screen program. Practical application shows that the system can ensure the coalmine production, and improve the automatic level of the coalmine transport equipment.

Nighttime enforcement of seat belt laws : an evaluation of three community programs

DOT National Transportation Integrated Search

2009-08-01

Programs to enforce seat belt laws at night were conducted in Asheville and Greenville, North Carolina and Charleston, West Virginia. It was concluded that night belt use publicity and enforcement efforts can be effective both for increasing belt use...

Seat belts and shoulder harnesses : smart protection in small airplanes.

DOT National Transportation Integrated Search

2004-05-01

Seat belts alone will protect you only in minor impacts. : Using shoulder belts in small aircraft would reduce major injuries by 88% and fatalities by 20%. Shoulder belt kits are now available for most airplanes. : Proper use and installation of chil...

Rural and Urban Differences in Passenger-Vehicle–Occupant Deaths and Seat Belt Use Among Adults — United States, 2014

PubMed Central

Downs, Jonathan; Stevens, Mark R.; Sauber-Schatz, Erin K.

2017-01-01

Problem/Condition Motor-vehicle crashes are a leading cause of death in the United States. Compared with urban residents, rural residents are at an increased risk for death from crashes and are less likely to wear seat belts. These differences have not been well described by levels of rurality. Reporting Period 2014. Description of Systems Data from the Fatality Analysis Reporting System (FARS) and the Behavioral Risk Factor Surveillance System (BRFSS) were used to identify passenger-vehicle–occupant deaths from motor-vehicle crashes and estimate the prevalence of seat belt use. FARS, a census of U.S. motor-vehicle crashes involving one or more deaths, was used to identify passenger-vehicle–occupant deaths among adults aged ≥18 years. Passenger-vehicle occupants were defined as persons driving or riding in passenger cars, light trucks, vans, or sport utility vehicles. Death rates per 100,000 population, age-adjusted to the 2000 U.S. standard population and the proportion of occupants who were unrestrained at the time of the fatal crash, were calculated. BRFSS, an annual, state-based, random-digit–dialed telephone survey of the noninstitutionalized U.S. civilian population aged ≥18 years, was used to estimate prevalence of seat belt use. FARS and BRFSS data were analyzed by a six-level rural-urban designation, based on the U.S. Department of Agriculture 2013 rural-urban continuum codes, and stratified by census region and type of state seat belt enforcement law (primary or secondary). Results Within each census region, age-adjusted passenger-vehicle–occupant death rates per 100,000 population increased with increasing rurality, from the most urban to the most rural counties: South, 6.8 to 29.2; Midwest, 5.3 to 25.8; West, 3.9 to 40.0; and Northeast, 3.5 to 10.8. (For the Northeast, data for the most rural counties were not reported because of suppression criteria; comparison is for the most urban to the second-most rural counties.) Similarly, the proportion of occupants who were unrestrained at the time of the fatal crash increased as rurality increased. Self-reported seat belt use in the United States decreased with increasing rurality, ranging from 88.8% in the most urban counties to 74.7% in the most rural counties. Similar differences in age-adjusted death rates and seat belt use were observed in states with primary and secondary seat belt enforcement laws. Interpretation Rurality was associated with higher age-adjusted passenger-vehicle–occupant death rates, a higher proportion of unrestrained passenger-vehicle–occupant deaths, and lower seat belt use among adults in all census regions and regardless of state seat belt enforcement type. Public Health Actions Seat belt use decreases and age-adjusted passenger-vehicle–occupant death rates increase with increasing levels of rurality. Improving seat belt use remains a critical strategy to reduce crash-related deaths in the United States, especially in rural areas where seat belt use is lower and age-adjusted death rates are higher than in urban areas. States and communities can consider using evidence-based interventions to reduce rural-urban disparities in seat belt use and passenger-vehicle–occupant death rates. PMID:28934184

Attitudes towards child restrains and seat belts usage in the learned population of Karachi, Pakistan.

PubMed

Siddiqui, Emaduddin; Ejaz, Kiran; Waheed, Shahan; Kazi, Ghazala Irfan; Khursheed, Munawar

2014-01-01

Motor vehicles crashes (MVCs) are the leading cause of injury related morbidity and mortality in developed countries. Recent evidence proves that properly used child seat belts can dramatically reduce the risk of severe and life-threatening injury from MVCs. There are rarities of thought and inspiration regarding the use of child seat belts in our society and region, therefore we lack of data regarding factors and paucity of usage of child seat belts in motor vehicles. This study aimed to assess the knowledge and attitudes of child seat belt usage among the educated population in Karachi, Pakistan. Altogether 304 employees were investigated. They were employees of Aga Khan University who were using their cars and having children younger than 10 years old. A cross sectional observational study was designed, and a 36-item questionnaire in English was used to collect data on participants' demographic details, designation, educational level, economic status, validity of driving license, number of children and cars, availability of adult seat belts and child seat belts along with their functionality, awareness, knowledge and attitude toward its use, and reason of not using these devices. SPSS version 20 for Windows was used to analyze the data and the Chi-square test was used. Totally 290 participants were recruited with a response rate of 72% (212). Of 212 participants, 126 (59%) were male. 154 (72.6%) participants had valid driver licenses, and 154 (72.6%) had adult seat belts in their vehicles. Only 32 (15%) reported regular use of adult seat belts. Although 168 (79.2%) participants had some knowledge about child restrains (CRs), only 65 (22%) had CRs in their cars. Eighty-two (38.7%) participants got the knowledge about CRs and seat belts from media. Mothers were more concerned about the use of CRs than fathers. Only 14 (6.6%) parents were found to use both adult and child seat belts all the time. Of the 157 parents who did not us use CRs, 42 considered unnecessary, 35 lacked relevant knowledge. But 15 parents used CR against their children's wills. The pattern of CR usage among the employees at Aga Khan University, Karachi is dictated by the unavailability of CR, followed by ignorance, inconvenience, and non-acceptance by their children. The important issue of CR has consistently been ignored over the years and it has never gained enough popularity in Pakistan.

Underutilization of occupant restraint systems in motor vehicle injury crashes: A quantitative analysis from Qatar.

PubMed

El-Menyar, Ayman; Consunji, Rafael; Asim, Mohammad; Abdelrahman, Husham; Zarour, Ahmad; Parchani, Ashok; Peralta, Ruben; Al-Thani, Hassan

2016-01-01

Restraint systems (seat belts and airbags) are important tools that improve vehicle occupant safety during motor vehicle crashes (MVCs). We aimed to identify the pattern and impact of the utilization of passenger restraint systems on the outcomes of MVC victims in Qatar. A retrospective study was conducted for all admitted patients who sustained MVC-related injuries between March 2011 and March 2014 inclusive. Out of 2,730 road traffic injury cases, 1,830 (67%) sustained MVC-related injuries, of whom 88% were young males, 70% were expatriates, and 53% were drivers. The use of seat belts and airbags was documented in 26 and 2.5% of cases, respectively. Unrestrained passengers had greater injury severity scores, longer hospital stays, and higher rates of pneumonia and mortality compared to restrained passengers (P = .001 for all). There were 311 (17%) ejected cases. Seat belt use was significantly lower and the mortality rate was 3-fold higher in the ejected group compared to the nonejected group (P = .001). The overall mortality was 8.3%. On multivariate regression analysis, predictors of not using a seat belt were being a front seat passenger, driver, or Qatari national and young age. Unrestrained males had a 3-fold increase in mortality in comparison to unrestrained females. The risk of severe injury (relative risk [RR] = 1.82, 95% confidence interval [CI], 1.49-2.26, P = .001) and death (RR = 4.13, 95% CI, 2.31-7.38, P = .001) was significantly greater among unrestrained passengers. The nonuse of seat belts is associated with worse outcomes during MVCs in Qatar. Our study highlights the lower rate of seat belt compliance in young car occupants that results in more severe injuries, longer hospital stays, and higher mortality rates. Therefore, we recommend more effective seat belt awareness and education campaigns, the enforcement of current seat belt laws, their extension to all vehicle occupants, and the adoption of proven interventions that will assure sustained behavioral changes toward improvements in seat belt use in Qatar.

A joint econometric analysis of seat belt use and crash-related injury severity.

PubMed

Eluru, Naveen; Bhat, Chandra R

2007-09-01

This paper formulates a comprehensive econometric structure that recognizes two important issues in crash-related injury severity analysis. First, the impact of a factor on injury severity may be moderated by various observed and unobserved variables specific to an individual or to a crash. Second, seat belt use is likely to be endogenous to injury severity. That is, it is possible that intrinsically unsafe drivers do not wear seat belts and are the ones likely to be involved in high injury severity crashes because of their unsafe driving habits. The preceding issues are considered in the current research effort through the development of a comprehensive model of seat belt use and injury severity that takes the form of a joint correlated random coefficients binary-ordered response system. To our knowledge, this is the first instance of such a model formulation and application not only in the safety analysis literature, but in the econometrics literature in general. The empirical analysis is based on the 2003 General Estimates System (GES) data base. Several types of variables are considered to explain seat belt use and injury severity levels, including driver characteristics, vehicle characteristics, roadway design attributes, environmental factors, and crash characteristics. The results, in addition to confirming the effects of various explanatory variables, also highlight the importance of (a) considering the moderating effects of unobserved individual/crash-related factors on the determinants of injury severity and (b) seat belt use endogeneity. From a policy standpoint, the results suggest that seat belt non-users, when apprehended in the act, should perhaps be subjected to both a fine (to increase the chances that they wear seat belts) as well as mandatory enrollment in a defensive driving course (to attempt to change their aggressive driving behaviors).

Athletic Participation and Seat Belt Omission among U.S. High School Students

PubMed Central

Melnick, Merrill J.; Miller, Kathleen E.; Sabo, Donald F.; Barnes, Grace M.; Farrell, Michael P.

2013-01-01

Although seat belts save lives, adolescents may be disproportionately likely to omit their use. Using data from the 1997 Youth Risk Behavior Survey, a national survey of over 16,000 U.S. public and private high school students, we employed a series of logical regression analyses to examine cross-sectional associations between past-year athletic participation and regular seat belt omission. Controlling for the effects of gender, age, race, parental education, and school urbanicity, student athletes were significantly less likely than nonathletes to report seat belt omission. Separate gender-specific analyses showed that this effect was significant for girls but only marginally significant for boys; in addition, the effect was strongest for adolescents who participated on three or more school or community sports teams. Possible explanations for the relationship between athletic participation and seat belt omission, including Jessor’s problem behavior syndrome, prosocial sport subcultures, and sensation seeking, are considered. PMID:19797539

Evaluation of Maine's seat belt law change from secondary to primary enforcement.

DOT National Transportation Integrated Search

2010-04-01

Maine upgraded its seat belt law to primary enforcement on September 20, 2007. Both daytime and nighttime observed belt use increased in the months following implementation of the law (daytime 77% to 84%; night 69% to 81%). Although daytime belt use ...

Daytime and nighttime seat belt use at selected sites in New Mexico

DOT National Transportation Integrated Search

2007-01-01

Observational surveys of seat belt use were conducted at 108 observation sites across New Mexico during both daytime and nighttime hours. Belt use at night measured 6.2 percentage points lower than daytime. Belt use was related to sex, vehicle type, ...

Seat belt injuries in impact.

DOT National Transportation Integrated Search

1969-03-01

Although the seat belt has been demonstrated to provide effective reduction of injuries and fatalities in automobile accidents by preventing ejection, a pattern of injuries directly attributable to impingement on the belt itself is becoming evident. ...

Is seat belt use associated with fewer days of lost work after motor vehicle collisions?

PubMed

Metzger, Jesse; McGwin, Gerald; MacLennan, Paul A; Rue, Loring W

2004-05-01

Seat belt use has consistently been shown to reduce motor vehicle collision (MVC)-related morbidity and mortality. The goal of this study is to determine whether seat belt use is associated with fewer lost workdays among occupants involved in MVCs. The 1995 to 2000 National Automotive Sampling System (NASS) data files were used. The NASS is a national probability sample of passenger vehicles involved in police-reported tow-away MVCs. Occupants' lost workdays, which are routinely collected as part of an NASS investigation, were compared according to seat belt use. During 1995 to 2000 in the United States, surviving occupants involved in MVCs lost a total of 42.1 million workdays (approximately 7.0 million lost workdays per year; 2.4 lost workdays per person). The overall difference in lost workdays between the belted and unbelted occupants was 1.59 days (1.99 days vs. 3.58 days, respectively; p < 0.001). After adjusting for potentially confounding factors, belted occupants had 1.52 fewer lost workdays compared with unbelted occupants (p < 0.001). This translates to an estimated 7.3 million lost workdays and an associated $566 million in lost wages and $1.25 billion in work-place costs attributable to lack of seat belt use in the United States during 1995 to 2000. Lost workdays attributable to MVCs in the United States have sizable financial implications. Furthermore, seat belt use significantly reduces lost time at work and is associated with a significant cost savings. The national impact of unbelted driving on work productivity is dramatic, and further efforts to promote appropriate seat belt use should continue as part of the national safety agenda.

23 CFR Appendix A to Part 1340 - State Seat Belt Use Survey Reporting Form

Code of Federal Regulations, 2013 CFR

2013-04-01

... Office. • The reported Statewide seat belt use rate is based on a survey design that was approved by... Use, 23 CFR Part 1340. • The survey design has remained unchanged since the survey was approved by... 23 Highways 1 2013-04-01 2013-04-01 false State Seat Belt Use Survey Reporting Form A Appendix A...

23 CFR Appendix A to Part 1340 - State Seat Belt Use Survey Reporting Form

Code of Federal Regulations, 2012 CFR

2012-04-01

... Office. • The reported Statewide seat belt use rate is based on a survey design that was approved by... Use, 23 CFR Part 1340. • The survey design has remained unchanged since the survey was approved by... 23 Highways 1 2012-04-01 2012-04-01 false State Seat Belt Use Survey Reporting Form A Appendix A...

23 CFR Appendix A to Part 1340 - State Seat Belt Use Survey Reporting Form

Code of Federal Regulations, 2014 CFR

2014-04-01

... Office. • The reported Statewide seat belt use rate is based on a survey design that was approved by... Use, 23 CFR Part 1340. • The survey design has remained unchanged since the survey was approved by... 23 Highways 1 2014-04-01 2014-04-01 false State Seat Belt Use Survey Reporting Form A Appendix A...

23 CFR Appendix D to Part 1240 - Determination of National Average Seat Belt Use Rate

Code of Federal Regulations, 2010 CFR

2010-04-01

... 23 Highways 1 2010-04-01 2010-04-01 false Determination of National Average Seat Belt Use Rate D Appendix D to Part 1240 Highways NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION AND FEDERAL HIGHWAY... BASED ON SEAT BELT USE RATES Pt. 1240, App. D Appendix D to Part 1240—Determination of National Average...

A cost benefit analysis of an enhanced seat belt enforcement program in South Africa.

PubMed

Harris, G T; Olukoga, I A

2005-04-01

To examine whether a program to increase the wearing of seat belts in a South African urban area would be worthwhile in societal terms. A cost benefit analysis of a one year enhanced seat belt enforcement program in eThekwini (Durban) Municipality. Data were drawn from two main sources--a 1998 study of the cost of road crashes in South Africa and, given the absence of other data, a meta-analysis of the effectiveness of various types of interventions to reduce road crash casualties in the United States--and were analyzed using cost benefit analysis. A program designed to enforce greater wearing of seat belts, estimated to cost 2 million rand in one year, could be reasonably expected to increase seat belt usage rates by 16 percentage points and reduce fatalities and injuries by 9.5%. This would result in saved social costs of 13.6 million rand in the following year or a net present value of 11.6 million rand. There would also be favorable consequences for municipal finances. Investment in a program to increase seat belt wearing rates is highly profitable in societal terms.

Analyzing the first years of the click it or ticket mobilizations.

DOT National Transportation Integrated Search

2010-01-01

The Click It or Ticket seat belt enforcement programs conducted between 2000 and 2006 were an important factor in increasing seat belt use nationwide and in virtually all States. This was the case for observed belt use, belt use in fatalities, and se...

Seatbelt and seatback control for occupant protection in frontal automotive collisions

NASA Astrophysics Data System (ADS)

Mott, Michael; Sun, Zhen; Rajamani, Rajesh

2013-10-01

This paper investigates the potential benefits of an imminent collision prediction system for improving occupant protection in a frontal automotive crash. Knowledge of an impending unavoidable crash is assumed to be known 100 ms before the crash occurs. A three dof human occupant model is developed using a Lagrangian approach to represent occupant translation with respect to seat, torso rotation and neck rotation. The performance of traditional elastic seat belts is compared with that of an analytically calculated seat belt law in which the force values are calculated in real-time so as to just prevent collision with car interior. Simulations verify that the analytical seat belt force calculation results in less force on occupant for the same level of safety. Furthermore, results show that knowledge of a future collision can be used to pre-tension seat belts but can provide no additional benefits, if seat belts are the only means for active occupant protection. However, if seat tilt-back can be deployed using an on-off mechanism, such predictive knowledge of a future collision can provide significantly improved occupant protection in terms of preventing occupant collision with car interior.

78 FR 65756 - Notice of Receipt of Petition for Decision That Nonconforming 1992 Jeep Wrangler Multi-Purpose...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-11-01

... comments were received, please enclose a stamped, self-addressed postcard with the comments. Note that all... Control Rearward Displacement, 205 Glazing Materials, 207 Seating Systems, 210 Seat Belt Assembly... the vehicle is not already so equipped. Standard No. 209 Seat Belt Assemblies: Inspection of seat...

Effectiveness of child safety seats vs seat belts in reducing risk for death in children in passenger vehicle crashes.

PubMed

Elliott, Michael R; Kallan, Michael J; Durbin, Dennis R; Winston, Flaura K

2006-06-01

To provide an estimate of benefit, if any, of child restraint systems over seat belts alone for children aged from 2 through 6 years. Cohort study. A sample of children in US passenger vehicle crashes was obtained from the National Highway Transportation Safety Administration by combining cases involving a fatality from the US Department of Transportation Fatality Analysis Reporting System with a probability sample of cases without a fatality from the National Automotive Sampling System. Children in tow-away [corrected] crashes occurring between 1998 and 2003. Use of child restraint systems (rear-facing and forward-facing car seats, and shield and belt-positioning booster seats) vs seat belts. Potentially confounding variables included seating position, vehicle type, model year, driver and passenger ages, and driver survival status. Death of child passengers from injuries incurred during the crash. Compared with seat belts, child restraints, when not seriously misused (eg, unattached restraint, child restraint system harness not used, 2 children restrained with 1 seat belt) were associated with a 28% reduction in risk for death (relative risk, 0.72; 95% confidence interval, 0.54-0.97) in children aged 2 through 6 years after adjusting for seating position, vehicle type, model year, driver and passenger ages, and driver survival status. When including cases of serious misuse, the effectiveness estimate was slightly lower (21%) (relative risk, 0.79; 95% confidence interval, 0.59-1.05). Based on these findings as well as previous epidemiological and biomechanical evidence for child restraint system effectiveness in reducing nonfatal injury risk, efforts should continue to promote use of child restraint systems through improved laws and with education and disbursement programs.

An investigation of safety belt usage and effectiveness

DOT National Transportation Integrated Search

1975-03-01

This interim report contains primarily a theoretical discussion of problems of inference in studies on seat belt utilization and effectiveness. Seat belt effectiveness in accidents is initially discussed from a population paramenter point of, view. T...

Analysing of critical force effects of aircraft seat belt using truss elements

NASA Astrophysics Data System (ADS)

Klemenc, Marek; Markopoulos, Alexandros; Maršálek, Pavel

2017-07-01

This paper deals with the mathematical modelling of an aircraft seat belt crash test. The main goal is determination of a time course of the reactions in a lap belt anchoring points and their maximum values. This work was created on the basis of practical requirements from industry. Results are going to be reflected in developing a new type of aircraft seats. We mainly focus on the mathematical modelling of dynamic problems using the finite element method (FEM). Derived procedures are implemented in the Python programming language and are verified by several examples. A final calculation algorithm is applied on the analysis of the safety belt. We consider that a seat belt bending stiffness is very small compared to a tensile stiffness, therefore we used a 2D plane truss element.

23 CFR 1240.12 - Determination of State seat belt use rate for calendar year 1998 and beyond.

Code of Federal Regulations, 2010 CFR

2010-04-01

... chapter III of this title, if— (i) The survey's design was approved by the agency, in writing, on or after... design has remained unchanged since the survey was approved (except to the extent that the requirements... Determination of State seat belt use rate for calendar year 1998 and beyond. (a) State seat belt use survey. (1...

23 CFR 1240.12 - Determination of State seat belt use rate for calendar year 1998 and beyond.

Code of Federal Regulations, 2014 CFR

2014-04-01

... chapter III of this title, if— (i) The survey's design was approved by the agency, in writing, on or after... design has remained unchanged since the survey was approved (except to the extent that the requirements... Determination of State seat belt use rate for calendar year 1998 and beyond. (a) State seat belt use survey. (1...

23 CFR 1240.12 - Determination of State seat belt use rate for calendar year 1998 and beyond.

Code of Federal Regulations, 2013 CFR

2013-04-01

... chapter III of this title, if— (i) The survey's design was approved by the agency, in writing, on or after... design has remained unchanged since the survey was approved (except to the extent that the requirements... Determination of State seat belt use rate for calendar year 1998 and beyond. (a) State seat belt use survey. (1...

23 CFR 1240.12 - Determination of State seat belt use rate for calendar year 1998 and beyond.

Code of Federal Regulations, 2012 CFR

2012-04-01

... chapter III of this title, if— (i) The survey's design was approved by the agency, in writing, on or after... design has remained unchanged since the survey was approved (except to the extent that the requirements... Determination of State seat belt use rate for calendar year 1998 and beyond. (a) State seat belt use survey. (1...

23 CFR 1240.12 - Determination of State seat belt use rate for calendar year 1998 and beyond.

Code of Federal Regulations, 2011 CFR

2011-04-01

... chapter III of this title, if— (i) The survey's design was approved by the agency, in writing, on or after... design has remained unchanged since the survey was approved (except to the extent that the requirements... Determination of State seat belt use rate for calendar year 1998 and beyond. (a) State seat belt use survey. (1...

Restraint use and lower extremity fractures in frontal motor vehicle collisions.

PubMed

Estrada, Lance S; Alonso, Jorge E; McGwin, Gerald; Metzger, Jesse; Rue, Loring W

2004-08-01

Seat belts and air bags have been shown to significantly reduce morbidity and mortality following MVCs. Research suggests that restraint use does not protect against lower extremity fracture; however, no population-based studies of this association exist. The purpose of this study is to compare the effectiveness of combined seat belt and airbag restraint systems with airbag alone, seat belt alone, and no restraints with respect to incidence and location of lower extremity fractures. A retrospective analysis of front seat occupants involved in police-reported, tow-away frontal MVCs was conducted using data from the 1995 through 2000 National Automotive Sampling System (NASS). Incidence and relative risk (RR) of fracture to specific bony regions were measured according to seat belt use and airbag deployment. Compared with unrestrained occupants, occupants restrained with airbag only had significantly higher risk for all types of lower extremity fractures whereas those occupants restrained with either seat belt only or seat belt and airbag had lower risk of fracture. The greatest difference was seen with tibia/fibula fractures in airbag only (RR, 2.14) but this trend continued to be significant with femur and pelvic fractures (RR, 1.13 and 1.23, respectively). While airbags may reduce the risk of death when used alone or in combination with seat belts, the results of this study demonstrate that air bags increase the risk of lower extremity fractures when used as the sole method of passenger protection. Also, they may do so differentially according to skeletal region. This data strongly support the consideration of developing accessory knee bolster airbags to prevent the "submarining" or sliding under the airbag that may be responsible for this finding.

The continued burden of spine fractures after motor vehicle crashes.

PubMed

Wang, Marjorie C; Pintar, Frank; Yoganandan, Narayan; Maiman, Dennis J

2009-02-01

Spine fractures are a significant cause of morbidity and mortality after motor vehicle crashes (MVCs). Public health interventions, such as the National Highway Traffic Safety Administration's Federal Motor Vehicle Safety Standards, have led to an increase in automobiles with air bags and the increased use of seat belts to lessen injuries sustained from MVCs. The purpose of this study was to evaluate secular trends in the occurrence of spine fractures associated with MVCs and evaluate the association between air bag and seat belt use with spine fractures. Using the Crash Outcome Data Evaluation System, a database of the police reports of all MVCs in Wisconsin linked to hospital records, the authors studied the occurrence of spine fractures and seat belt and air bag use from 1994 to 2002. Demographic information and crash characteristics were obtained from the police reports. Injury characteristics were determined using International Classification of Disease, 9th Revision, Clinical Modification (ICD-9-CM) hospital discharge codes. From 1994 to 2002, there were 29,860 hospital admissions associated with automobile or truck crashes. There were 20,276 drivers or front-seat passengers 16 years of age and older who were not missing ICD-9-CM discharge codes, seat belt or air bag data, and who had not been ejected from the vehicle. Of these, 2530 (12.5%) sustained a spine fracture. The occurrence of spine fractures increased over the study period, and the use of a seat belt plus air bag, and of air bags alone also increased during this period. However, the occurrence of severe spine fractures (Abbreviated Injury Scale Score > or =3) did not significantly increase over the study period. The use of both seat belt and air bag was associated with decreased odds of a spine fracture. Use of an air bag alone was associated with increased odds of a severe thoracic, but not cervical spine fracture. Among drivers and front-seat passengers admitted to the hospital after MVCs, the occurrence of spine fractures increased from 1994 to 2002 despite concomitant increases in seat belt and air bag use. However, the occurrence of severe spine fractures did not increase over the study period. The use of both seat belt and air bag is protective against spine fractures. Although the overall increased occurrence of spine fractures may appear contrary to the increased use of seat belts and air bags in general, it is possible that improved imaging technology may be associated with an increase in the diagnosis of relatively minor fractures. However, given the significant protective effects of both seat belt and air bag use against spine fractures, resources should continue to be dedicated toward increasing their use to mitigate the effects of MVCs.

76 FR 53648 - Federal Motor Vehicle Safety Standards: Occupant Crash Protection

Federal Register 2010, 2011, 2012, 2013, 2014

2011-08-29

... when the continuous motion of spooling the belt out is stopped. From that point, the seat belt cannot... reaction to LATCH found that drivers who preferred installing a CRS with seat belt as opposed to LATCH...

Pilot tests of a seat belt gearshift delay on the belt use of commercial fleet drivers : traffic tech.

DOT National Transportation Integrated Search

2010-04-01

Wearing a seat belt has been shown effective in avoiding : or reducing serious injury due to traffic crashes. While : belt use rates in the United States increased from under : 60% in 1994 to 83% in 2008, a substantial number of drivers : still drive...

North Carolina Seat Belt Law : questions commonly asked.

DOT National Transportation Integrated Search

1999-09-21

Who is covered by the law? : All drivers and front seat passengers ages sixteen and : older are covered by the seat belt law. Children less than : age sixteen are covered under the North Carolina Child : Passenger Safety (CPS) Law. Revisions to the C...

23 CFR Appendix D to Part 1200 - CERTIFICATIONS AND ASSURANCES FOR NATIONAL PRIORITY SAFETY PROGRAM GRANTS (23 U.S.C. 405)

Code of Federal Regulations, 2013 CFR

2013-04-01

... seat belt or age appropriate child restraint • Coverage of all passenger motor vehicles • Minimum fine... occupants riding in a passenger motor vehicle to be restrained in a seat belt or a child restraint, was... secured in a seat belt or age-appropriate child restraint while in a passenger motor vehicle and a minimum...

23 CFR Appendix D to Part 1200 - Certifications and Assurances for National Priority Safety Program Grants (23 U.S.C. 405)

Code of Federal Regulations, 2014 CFR

2014-04-01

... seat belt or age appropriate child restraint • Coverage of all passenger motor vehicles • Minimum fine... occupants riding in a passenger motor vehicle to be restrained in a seat belt or a child restraint, was... secured in a seat belt or age-appropriate child restraint while in a passenger motor vehicle and a minimum...

Risk of injury associated with the use of seat belts and air bags in motor vehicle crashes.

PubMed

Cummins, Justin S; Koval, Kenneth J; Cantu, Robert V; Spratt, Kevin F

2008-01-01

Although air bags have been reported to reduce passenger mortality in frontal collisions, they have also been reported as a cause of injury in motor vehicle collisions(MVCs). The purpose of this study was to evaluate a large cohort of patients involved in MVCs to determine mortality and the pattern of injuries associated with seat belt use and air bag deployment. Information on patients involved in MVCs from 1988 to 2004 was obtained from the National Trauma Data Bank (NTDB). The data was evaluated based on four groups of safety devices: seat belt and deployed air bag (SBAB), seat belt only (SBO), deployed air bag only (ABO), and no safety devices (None). A total of 35,333 patients met study inclusion criteria. Air bags and seat belts used in combination decreased the risk of potentially fatal injuries, but increased the risk of lower extremity injuries (odds ratio, 1.35). The use of any type of restraint led to a decrease in the risk of injury or mortality in MVCs. Only half of all individuals in this study used any type of restraint device, which indicates the need for significant improvements in public health and safety seat belt utilization programs.

2017 safety belt usage survey in Kentucky.

DOT National Transportation Integrated Search

2017-08-01

The use of safety belts and child safety seats is a proven means of reducing injuries to motor vehicle occupants involved in traffic crashes. There have been various methods used in efforts to increase safety belt and safety seat usage. Past efforts ...

2016 safety belt usage survey in Kentucky.

DOT National Transportation Integrated Search

2016-08-01

The use of safety belts and child safety seats is a proven means of reducing injuries to motor vehicle occupants involved in traffic crashes. There have been various methods used in efforts to increase safety belt and safety seat usage. Past efforts ...

belt law

DOT National Transportation Integrated Search

2007-03-01

A 2003 study estimated that if all States had primary seat belt laws from 1995 to 2002, over 12,000 lives would have been saved. Failure to implement a primary seat belt law creates a real cost to a States budget for Medicaid and other State medic...

Compliance with the law on car seat-belt use in four cities of Thailand.

PubMed

Aekplakorn, W; Podhipak, A; Khumdee, M; Sritamanoj, W; Youngkao, K; Suriyawongpaisal, P; Punyaratabundhu, P; Narksawat, K; Sujirarat, D; Phodaeng, C

2000-04-01

Surveys to determine the scope of compliance with the law requiring seat-belt use in Thailand were conducted by observation and interviews with drivers in four cities: namely, Bangkok Metropolis, Chiang Mai, Phuket and Nakhon Ratchasima. The work was carried out in two separate sessions: during the first month following enactment of the law, and six months after its enactment. The sample comprised 46,949 vehicles in the first session (January 1996) and 76,188 vehicles in the second session (July 1996). The results showed that 42.7 per cent of drivers used seat-belts in January and 30.7 per cent in July. When the data were disaggregated according to cities, it was found that more Bangkok drivers complied with the seat-belt law than in Phuket, 24.6 per cent; Chiang Mai, 22.1 per cent; and Nakhon Ratchasima, 18.3 per cent relatively low compliance rate was encountered among drivers of pick-up trucks (including those with modified roofs) and vans, particularly farmers and the self-employed. Women drivers tended to abide by the law more often than men (OR = 1.7, 95% CI = 1.12, 1.23). Inter-city travelers wore seat-belts more than those traveling in the city (OR = 1.74, 95% CI = 1.68, 1.80). About one-fifth of non-users or those who rarely used seat-belts were unsure of the effectiveness of seat-belts in preventing serious injury or death in the case of an accident. Discomfort associated with using seat-belts and the perception that they were rendered unnecessary because of slow traffic in cities were other reasons for non-compliance in 50.6 per cent and 43.9 per cent of cases, respectively. The decline in compliance with the law six months after its enactment indicates that there may be a problem with uniform and consistent enforcement of the law.

77 FR 2344 - Paperwork Reduction Act of 1995

Federal Register 2010, 2011, 2012, 2013, 2014

2012-01-17

... reduce traffic accidents and deaths, injuries, and property damage resulting there from. Such program... compliance requires submission of copies of relevant seat belt and child passenger protection statutes plan and/or reports on statewide seat belt enforcement and child seat education programs and possibly some...

Increasing seat belt use in New York City : evaluation of a demonstration project.

DOT National Transportation Integrated Search

2009-11-01

A high-visibility seat belt enforcement program was implemented along Northern Boulevard and surrounding neighborhoods in northern Queens, New York City. The goal was to determine if high-visibility enforcement could increase belt use in a localized ...

Need and Possibilities for Seat Belt Use Promotion in Bashkortostan, Russia

PubMed Central

Akhmadeeva, Leila; Andreeva, Valentina A.; Sussman, Steve; Khusnutdinova, Zolya; Simons-Morton, Bruce G.

2009-01-01

Bashkortostan is a republic in the Russian Federation with a population of 4.1 million. As with other health behaviors, the prevalence of seat belt use is low, which may account in part for the very high rate of motor-vehicle-related mortality in this republic. The authors discuss the need and potential for translating seat belt promotion programming from other Russian regions and other countries to Bashkortostan. The authors conclude that current policies developed in other countries could work well in the republic, if they are enforced. Meanwhile, initiatives such as the Sakhalin Road Safety Partnership offer great potential for translation in Bashkortostan as well as in other regions with similarly low seat belt use prevalence. PMID:18559882

Association of rear seat safety belt use with death in a traffic crash: a matched cohort study.

PubMed

Zhu, Motao; Cummings, Peter; Chu, Haitao; Cook, Lawrence J

2007-06-01

To estimate the association of rear seat safety belt use with death in a traffic crash. Matched cohort study. The US during 2000 through 2004. Drivers (10,427) and rear seat passengers (15,922) in passenger vehicles that crashed and had at least one driver or rear passenger death. Data from the Fatality Analysis Reporting System. The adjusted relative risk (aRR) of death for a belted rear seat passenger compared with an otherwise similar unbelted rear passenger. Safety belt use was associated with a reduced risk of death for rear car occupants: outboard rear seat aRR 0.42 (95% CI 0.38 to 0.46), and center rear seat aRR 0.30 (95% CI 0.20 to 0.44). For rear occupants of light trucks, vans, and utility vehicles, the estimates were: outboard aRR 0.25 (95% CI 0.21 to 0.29), center aRR 0.34 (95% CI 0.24 to 0.48). If the authors' estimates are causal, traffic crash mortality can be reduced for rear occupants by approximately 55-75% if they use safety belts.

Click it or ticket evaluation, 2008–2009 : traffic tech.

DOT National Transportation Integrated Search

2013-06-01

Click It or Ticket (CIOT) is a high-visibility enforcement : program to increase seat belt use. Click It or Ticket was : adopted as a national program in 2003 and is credited : with steady increases in seat belt use across the Nation. : In 2009, seat...

Assessing child belt fit, volume II : effect of restraint configuration, booster seat designs, seating procedure, and belt fit on the dynamic response of the hybrid III 10-year-old ATD in sled tests.

DOT National Transportation Integrated Search

2008-09-01

A total of 49 dynamic sled tests were performed with the Hybrid III 10YO to examine issues relating to child belt fit. The goals of these tests were to evaluate ATD response to realistic belt geometries and belt fit, develop methods for accurate, rep...

Determining the Relationship of Primary Seat Belt Laws to Minority Ticketing

DOT National Transportation Integrated Search

2011-09-01

Racial profiling is often raised as an issue when States change their seat belt law from secondary enforcement (i.e., stop only for some other violation) to primary enforcement (i.e., stop for an observed belt law violation alone). Thirteen States ma...

Nighttime enforcement of seat belt laws: an evaluation of three community programs : traffic tech.

DOT National Transportation Integrated Search

2010-04-01

Enforcement of seat belt laws has been conducted largely : during daylight hours. Daytime enforcement programs : have worked well to improve observed belt use rates during : the day, but have been shown less often to affect nighttime : use. Fatality ...

Estimating seat belt effectiveness using matched-pair cohort methods.

PubMed

Cummings, Peter; Wells, James D; Rivara, Frederick P

2003-01-01

Using US data for 1986-1998 fatal crashes, we employed matched-pair analysis methods to estimate that the relative risk of death among belted compared with unbelted occupants was 0.39 (95% confidence interval (CI) 0.37-0.41). This differs from relative risk estimates of about 0.55 in studies that used crash data collected prior to 1986. Using 1975-1998 data, we examined and rejected three theories that might explain the difference between our estimate and older estimates: (1) differences in the analysis methods; (2) changes related to car model year; (3) changes in crash characteristics over time. A fourth theory, that the introduction of seat belt laws would induce some survivors to claim belt use when they were not restrained, could explain part of the difference in our estimate and older estimates; but even in states without seat belt laws, from 1986 through 1998, the relative risk estimate was 0.45 (95% CI 0.39-0.52). All of the difference between our estimate and older estimates could be explained by some misclassification of seat belt use. Relative risk estimates would move away from 1, toward their true value, if misclassification of both the belted and unbelted decreased over time, or if the degree of misclassification remained constant, as the prevalence of belt use increased. We conclude that estimates of seat belt effects based upon data prior to 1986 may be biased toward 1 by misclassification.

Seat belt use, counseling and motor-vehicle injury during pregnancy: results from a multi-state population-based survey.

PubMed

Sirin, Hulya; Weiss, Harold B; Sauber-Schatz, Erin K; Dunning, Kari

2007-09-01

Motor-vehicle injuries are the leading cause of death and hospitalized trauma during pregnancy. The study objectives were to report the prevalence of seat belt counseling by prenatal care providers during pregnancy, seat belt use during the last trimester, and self-reported motor-vehicle injury during pregnancy. Differences were examined by age, race and education. A cross-sectional study design using self-reported 22 state data from the Centers for Disease Control and Prevention's 2001 Pregnancy Risk Assessment Monitoring System (PRAMS) were used (n = 37,081). Estimates were computed using logistic regression from weighted counts. On average, reported prenatal care provider counseling for seat belt use occurred in 48.7% (38.2-58.8%) of prenatal visits. Women most likely to report being counseled were aged 20-29, non-White, Hispanic ethnicity, and less educated. Women 30 years of age or greater and that had a greater than high school education were more likely to report always wearing seat belts in the last trimester. On average, 2.3% (1.2-4.7%) of respondents reported being hurt in a "car accident" during pregnancy. Women less than 20 years old (3.0%), Black (3.9%), and less educated (3.2%) were the most likely to report being hurt in a crash during pregnancy. Based on PRAMS, it is estimated that about 92,500 pregnant women are hurt annually in motor-vehicle crashes in the United States. Despite this reported risk and the proven efficacy of restraint use, most pregnant women do not report being counseled about seat belt use during prenatal visits. Limitations of PRAMS methodology make it difficult to determine the association of prenatal counseling with seat belt use.

Seat-belt message and the law?

PubMed

Sengupta, S K; Patil, N G; Law, G

1989-09-01

This paper attempts to draw together available information on the use of seat belts, one of the most important safety devices for a person in a car. Considering the high rate of mortality and morbidity due to road traffic accidents in Papua New Guinea the authors strongly feel that seat-belt usage should be made compulsory. When one looks at the history of the implementation of such a successful countermeasure in other countries it seems that legislation is the only answer.

Seat belt use on interstate highways.

PubMed Central

Wells, J K; Williams, A F; Lund, A K

1990-01-01

More than 5,000 miles of limited-access highways in the eastern United States and Canada were traveled to observe seat belt use. Overall belt use was 58 percent in the United States and 79 percent in Canada. The data indicate that belt use in the United States follows a different pattern on interstate highways than on other streets and roads, with relatively high belt use rates (over 50 percent) appearing to be somewhat independent of belt use law provisions. PMID:2343969

Research on an Active Seat Belt System

NASA Astrophysics Data System (ADS)

Kawashima, Takeshi

In a car crash, permanent injury can be avoided if deformation of an occupant's rib cage is maintained within the allowable value. In order to realize this condition, the occupant's seat belt tension must be instantaneously adjusted by a feedback control system. In this study, a seat belt tension control system based on the active shock control system is proposed. The semi-active control law used is derived from the sliding mode control method. One advantage of this proposed system is that it does not require a large power actuator because the seat belt tension is controlled by a brake mechanism. The effectiveness is confirmed by numerical simulation using general parameters of a human thorax and a passenger car in a collision scenario with a wall at a velocity of 100 km/h. The feasibility is then confirmed with a control experiment using a scale model of about 1/10 scale. The relative displacement of the thorax model approaches the allowable value smoothly along the control reference and settles near this value. Thus, the proposed seat belt tension control system design is established.

Impact of Implementing a Primary Enforcement Seat Belt Law in Florida : A Case Study

DOT National Transportation Integrated Search

2012-08-01

On June 30, 2009, Florida implemented a primary seat belt law. The State was already engaged in a Rural : Demonstration Program (RDP) to increase belt usage in rural areas in the northern part of the State and participated : regularly in annual Click...

32 CFR 636.34 - Restraint systems.

Code of Federal Regulations, 2011 CFR

2011-07-01

... vehicle is responsible for ensuring the use of seat belts, shoulder restraints, and child restraining... age of 16) are responsible for ensuring that their seat belts/shoulder restraints are used when...

32 CFR 636.34 - Restraint systems.

Code of Federal Regulations, 2013 CFR

2013-07-01

... vehicle is responsible for ensuring the use of seat belts, shoulder restraints, and child restraining... age of 16) are responsible for ensuring that their seat belts/shoulder restraints are used when...

Geometry of rear seats and child restraints compared to child anthropometry.

PubMed

Bilston, Lynne E; Sagar, Nipun

2007-10-01

The objective of this study was to evaluate the geometry of a wide range of restraints (child restraints, booster seats and rear seats) used by children, and how these match their anthropometry, and to determine limitations to restraint size for the population of children using them. The study is motivated by the widespread premature graduation from one restraint type to another, which parents often attribute to children outgrowing their previous restraint. Currently, recommended transitions are based on a small sample of vehicles and children. Outboard rear seat and seat belt geometry (anchorage locations, sash belt angles) from 50 current model vehicles were measured using a custom-developed measuring jig. For 17 child restraints, a 3-dimensional measuring arm was used to measure the geometry of the restraint including interior size and strap slot locations (where relevant). These measurements were compared to anthropometric measurements, to determine the suitability of a given restraint for children of particular ages. The results for the rear seat geometry indicate that all seat cushions were too deep for a child whose upper leg length is at the 50th percentile until approximately 11.5 years, and half of vehicle seat cushions were too deep for a 15 year old child whose upper leg length is at the 50th percentile. Sash belt geometry was more variable, with approximately a third of vehicles accommodating 6-8 year olds who approximate the shoulder geometry measurements at the 50th percentile. Dedicated child restraints accommodated most children within recommended age groups, with two exceptions. Several high back booster seats were not tall enough for a child whose seated height is at the 50th percentile for 8 year olds (who is still too short for an adult belt according to current guidelines and the results from the rear seat geometry study), and a small number of forward facing restraints and high back boosters were too narrow for children at the upper end of the recommended age ranges. Analysis of the results from this study indicates that alterations in restraint geometry, particularly shortening the seat cushion, allowing for adjustable upper sash belt anchorages in the rear seat of vehicles, and increasing the height of high back booster seats would substantially improve the fit of restraints for child occupants. This data confirms findings from a recent study that looked only at rear seat cushion depths and provides new data on seat belt and child restraint geometry for child occupants.

Increasing Seat Belt Use on a College Campus: An Evaluation of Two Prompting Procedures

PubMed Central

Clayton, Michael C; Helms, Bridgett P

2009-01-01

Seat belt use is an important factor in the prevention of automobile accidents involving injuries and fatalities. The current study used a multielement design to compare the “Click It or Ticket” and “Please Buckle Up—I Care” procedures. Results indicate that the Click It or Ticket prompt resulted in a 20-percentage-point increase in seat belt use, and Please Buckle Up—I Care resulted in a 14-percentage-point increase. PMID:19721736

78 FR 13754 - Notice of Receipt of Petition for Decision That Nonconforming 2004 Ford F-150 Crew Cab Trucks...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-02-28

..., self-addressed postcard with the comments. Note that all comments received will be posted without... Components, 207 Seating Systems, 208 Occupant Crash Protection, 209 Seat Belt Assemblies, 210 Seat Belt Assembly Anchorages, 212 Windshield Mounting, 214 Side Impact Protection, 216 Roof Crush Resistance, 219...

Presidential initiative for increasing seat belt use nationwide : recommendations from the Secretary of Transportation : buckle up!

DOT National Transportation Integrated Search

1997-04-01

On December 28, 1996 President Clinton asked all Americans to always wear seat belts, and to always keep children ages 12 and under buckled in the back seat where they are safest. On January 23, 1997, he directed the Secretary of Transportation to pr...

Influence of standing or seated pelvis on dummy responses in rear impacts.

PubMed

Viano, David C; Parenteau, Chantal S; Burnett, Roger

2012-03-01

There is a question whether the standing or seated pelvis should be used in Hybrid III dummy evaluations of seats and belt restraint systems in severe rear impacts. This study compares the standing and seated Hybrid III pelvis in matched rear sled tests. Sixteen sled tests were found at 10, 16 and 24 km/h rear delta V in Ford's archives where matched tests were run with the standing and seated pelvis in a belted Hybrid III dummy. Two new tests were conducted at 40 km/h rear delta V to extend the severity range. The head, chest and pelvis were instrumented with triaxial accelerometers and the upper and lower neck, thoracic spine and lumbar spine had transducers measuring triaxial loads and moments. Belt Loads were measured. High-speed video recorded different views of the dummy motion. Dummy kinematics and biomechanical responses were compared for all of the data with the two different Hybrid III pelvic designs. In the 40 km/h sled tests, the dummy motion and excursion were essentially similar with the standing and seated pelvis. The similarities included the lap belt interaction with the pelvis and the leg movement upward flexing the hip joint. Overall, similar biomechanic and kinematic responses were found, including the pelvic acceleration, spinal forces and moments. For the lower speed tests at 10, 16 and 24 km/h, the motion sequence was also similar with the two different pelvises, including the upward movement of the legs as the seat was loaded and rebound kinematics. The biomechanical responses were similar. The seated pelvis involves only a small portion of the upper leg molded into the vinyl skin of the pelvis and does not limit leg rotation at the hip joint. Furthermore, lap belt loads were minimal during the rearward movement of the dummy. The matched testing showed no significant difference in occupant kinematics or biomechanical responses between the standing and seated pelvis in rear sled tests. The Hybrid III dummy with the seated pelvis is suitable for FMVSS 301 and other testing of seats and belt restraint systems in severe rear impacts. Copyright © 2011 Elsevier Ltd. All rights reserved.

49 CFR 571.222 - Standard No. 222; School bus passenger seating and crash protection.

Code of Federal Regulations, 2014 CFR

2014-10-01

..., comprised of at least a frame, seat, and wheels. Wheelchair occupant restraint anchorage means the provision... passenger seat that has another seat behind it is subjected to the application of force as specified in S5.1.3.1 and S5.1.3.2, and subsequently, the application of additional force to the seat back as...

49 CFR 571.222 - Standard No. 222; School bus passenger seating and crash protection.

Code of Federal Regulations, 2013 CFR

2013-10-01

..., comprised of at least a frame, seat, and wheels. Wheelchair occupant restraint anchorage means the provision... passenger seat that has another seat behind it is subjected to the application of force as specified in S5.1.3.1 and S5.1.3.2, and subsequently, the application of additional force to the seat back as...

49 CFR 571.222 - Standard No. 222; School bus passenger seating and crash protection.

Code of Federal Regulations, 2011 CFR

2011-10-01

..., comprised of at least a frame, seat, and wheels. Wheelchair occupant restraint anchorage means the provision... passenger seat that has another seat behind it is subjected to the application of force as specified in S5.1.3.1 and S5.1.3.2, and subsequently, the application of additional force to the seat back as...

49 CFR 571.222 - Standard No. 222; School bus passenger seating and crash protection.

Code of Federal Regulations, 2012 CFR

2012-10-01

..., comprised of at least a frame, seat, and wheels. Wheelchair occupant restraint anchorage means the provision... passenger seat that has another seat behind it is subjected to the application of force as specified in S5.1.3.1 and S5.1.3.2, and subsequently, the application of additional force to the seat back as...

32 CFR 636.34 - Restraint systems.

Code of Federal Regulations, 2014 CFR

2014-07-01

... ensuring the use of seat belts, shoulder restraints, and child restraining systems when applicable and may... for ensuring that their seat belts/shoulder restraints are used when applicable and may be cited for...

32 CFR 636.34 - Restraint systems.

Code of Federal Regulations, 2012 CFR

2012-07-01

... ensuring the use of seat belts, shoulder restraints, and child restraining systems when applicable and may... for ensuring that their seat belts/shoulder restraints are used when applicable and may be cited for...

14 CFR 27.2 - Special retroactive requirements.

Code of Federal Regulations, 2011 CFR

2011-01-01

... occupant must be protected from serious head injury by a safety belt plus a shoulder harness that will... seat is equipped with a safety belt and shoulder harness that meets the requirements of paragraphs (a), (b), and (c) of this section. (1) Each occupant's seat must have a combined safety belt and shoulder...

14 CFR 27.2 - Special retroactive requirements.

Code of Federal Regulations, 2013 CFR

2013-01-01

... occupant must be protected from serious head injury by a safety belt plus a shoulder harness that will... seat is equipped with a safety belt and shoulder harness that meets the requirements of paragraphs (a), (b), and (c) of this section. (1) Each occupant's seat must have a combined safety belt and shoulder...

14 CFR 27.2 - Special retroactive requirements.

Code of Federal Regulations, 2014 CFR

2014-01-01

... occupant must be protected from serious head injury by a safety belt plus a shoulder harness that will... seat is equipped with a safety belt and shoulder harness that meets the requirements of paragraphs (a), (b), and (c) of this section. (1) Each occupant's seat must have a combined safety belt and shoulder...

14 CFR 27.2 - Special retroactive requirements.

Code of Federal Regulations, 2012 CFR

2012-01-01

... occupant must be protected from serious head injury by a safety belt plus a shoulder harness that will... seat is equipped with a safety belt and shoulder harness that meets the requirements of paragraphs (a), (b), and (c) of this section. (1) Each occupant's seat must have a combined safety belt and shoulder...

14 CFR 27.2 - Special retroactive requirements.

Code of Federal Regulations, 2010 CFR

2010-01-01

... occupant must be protected from serious head injury by a safety belt plus a shoulder harness that will... seat is equipped with a safety belt and shoulder harness that meets the requirements of paragraphs (a), (b), and (c) of this section. (1) Each occupant's seat must have a combined safety belt and shoulder...

High levels of incorrect use of car seat belts and child restraints in Fife--an important and under-recognised road safety issue.

PubMed

Campbell, H; Macdonald, S; Richardson, P

1997-03-01

To pilot data collection instruments and to make a preliminary estimate of the level of incorrect use of car seat belts and child restraints in Fife, Scotland. Cross sectional survey of cars containing adults and children at a number of public sites across Fife in 1995 to assess use of car occupant restraints. Trained road safety officers assessed whether seat restraints were appropriate for the age of the passengers and whether restraints were used correctly. These assessments were based on standards published by the Child Accident Prevention Trust. The survey gathered data from 596 occupants in 180 cars: 327 adults and 269 children. Ten per cent of drivers who were approached refused to participate. Car occupant restraint was assessed in 180 drivers, 151 front seat passengers, and 265 rear seat passengers. Three hundred and sixty one occupants wore seat belts, 68 were restrained by a seat belt and booster cushion, 63 in toddler seats, 25 in two way seats, and 18 in rear facing infant carriers. Ninety seven per cent of drivers, 95% of front seat passengers, and 77% of rear seat passengers were restrained. However, in 98 (52%) vehicles at least one passenger was restrained by a device that was used incorrectly. Seven per cent of adults and 28% of children were secured incorrectly. The commonest errors were loose seat belts and restraint devices not adequately secured to the seat. Rates of incorrect use were highest in child seat restraints, reaching 60% with two way seats and 44% with rear facing infant seats. The incorrect use of car occupant restraints is an under-recognised problem, both by health professionals, and the general public. Incorrect use has been shown to reduce the effectiveness of restraints, can itself result in injury, and is likely to be an important factor in child passenger injuries. The correct use of car seat restraints merits greater attention in strategies aiming to reduce road traffic casualties. Areas of intervention that could be considered include raising public awareness of this problem, improving information and instruction given to those who purchase child restraints, and encouraging increased collaboration between manufacturers of cars and child restraints, in considering safety issues.

High levels of incorrect use of car seat belts and child restraints in Fife--an important and under-recognised road safety issue.

PubMed Central

Campbell, H.; Macdonald, S.; Richardson, P.

1997-01-01

OBJECTIVE: To pilot data collection instruments and to make a preliminary estimate of the level of incorrect use of car seat belts and child restraints in Fife, Scotland. DESIGN: Cross sectional survey of cars containing adults and children at a number of public sites across Fife in 1995 to assess use of car occupant restraints. Trained road safety officers assessed whether seat restraints were appropriate for the age of the passengers and whether restraints were used correctly. These assessments were based on standards published by the Child Accident Prevention Trust. PARTICIPANTS: The survey gathered data from 596 occupants in 180 cars: 327 adults and 269 children. Ten per cent of drivers who were approached refused to participate. Car occupant restraint was assessed in 180 drivers, 151 front seat passengers, and 265 rear seat passengers. MAIN RESULTS: Three hundred and sixty one occupants wore seat belts, 68 were restrained by a seat belt and booster cushion, 63 in toddler seats, 25 in two way seats, and 18 in rear facing infant carriers. Ninety seven per cent of drivers, 95% of front seat passengers, and 77% of rear seat passengers were restrained. However, in 98 (52%) vehicles at least one passenger was restrained by a device that was used incorrectly. Seven per cent of adults and 28% of children were secured incorrectly. The commonest errors were loose seat belts and restraint devices not adequately secured to the seat. Rates of incorrect use were highest in child seat restraints, reaching 60% with two way seats and 44% with rear facing infant seats. CONCLUSIONS: The incorrect use of car occupant restraints is an under-recognised problem, both by health professionals, and the general public. Incorrect use has been shown to reduce the effectiveness of restraints, can itself result in injury, and is likely to be an important factor in child passenger injuries. The correct use of car seat restraints merits greater attention in strategies aiming to reduce road traffic casualties. Areas of intervention that could be considered include raising public awareness of this problem, improving information and instruction given to those who purchase child restraints, and encouraging increased collaboration between manufacturers of cars and child restraints, in considering safety issues. PMID:9113842

23 CFR 1340.2 - Applicability.

Code of Federal Regulations, 2014 CFR

2014-04-01

... elect to conduct its calendar year 2012 seat belt use survey using a survey design approved under this... OBSERVATIONAL SURVEYS OF SEAT BELT USE General § 1340.2 Applicability. This part applies to State surveys of...

23 CFR 1340.2 - Applicability.

Code of Federal Regulations, 2013 CFR

2013-04-01

... elect to conduct its calendar year 2012 seat belt use survey using a survey design approved under this... OBSERVATIONAL SURVEYS OF SEAT BELT USE General § 1340.2 Applicability. This part applies to State surveys of...

Reduced Protection for Belted Occupants in Rear Seats Relative to Front Seats of New Model Year Vehicles

PubMed Central

Sahraei, Elham; Digges, Kennerly; Marzougui, Dhafer

2010-01-01

Effectiveness of the rear seat in protecting occupants of different age groups in frontal crashes for 2000–2009 model years (MY) of vehicles was estimated and compared to 1990–1999 model years of vehicles. The objective was to determine the effectiveness of the rear seat compared to the front seat for various age groups in newer model year vehicles. The double paired comparison method was used to estimate relative effectiveness. For belted adults of the 25–49 age group, the fatality reduction effectiveness of the rear seat compared to the right front seat was 25 % (CI 11% to 36%), in the 1990–1999 model year vehicles. The relative effectiveness was −31% (CI −63% to −5%) for the same population, in the 2000–2009 model year vehicles. For restrained children 0–8 years old, the relative effectiveness was 55% (CI 48% to 61%) when the vehicles were of the 1990–1999 period. The level of effectiveness for this age group was reduced to 25% (CI −4% to 46%) in the 2000–2009 MYs of vehicles. Results for other age groups of belted occupants have followed a similar trend. All belted adult occupants of 25+ years old were significantly less protected in rear seats as compared to right front seats in the 2000–2009 model years of vehicles. For unbelted occupants however, rear seats were still a safer position than front seats, even in the 2000–2009 model years of vehicles. PMID:21050599

Optimizing protection for rear seat occupants : assessing booster performance with realistic belt geometry using the hybrid III 6YO ATD.

DOT National Transportation Integrated Search

2011-11-01

A series of sled tests was conducted to examine the performance of booster seats under belt geometries representing the range found in the rear seats of current vehicles. Twelve tests were performed with the standard 6YO Hybrid III ATD and 29 tests w...

Reducing death on the road: the effects of minimum safety standards, publicized crash tests, seat belts, and alcohol.

PubMed Central

Robertson, L S

1996-01-01

OBJECTIVES. Two phases of attempts to improve passenger car crash worthiness have occurred: minimum safety standards and publicized crash tests. This study evaluated these attempts, as well as changes in seat belt and alcohol use, in terms of their effect on occupant death and fatal crash rates. METHODS. Data on passenger car occupant fatalities and total involvement in fatal crashes, for 1975 through 1991, were obtained from the Fatal Accident Reporting System. Rates per mile were calculated through published sources on vehicle use by vehicle age. Regression estimates of effects of regulation, publicized crash tests, seat belt use and alcohol involvement were obtained. RESULTS. Substantial reductions in fatalities occurred in the vehicle model years from the late 1960s through most of the 1970s, when federal standards were applied. Some additional increments in reduced death rates, attributable to additional improved vehicle crashworthiness, occurred during the period of publicized crash tests. Increased seat belt use and reduced alcohol use also contributed significantly to reduced deaths. CONCLUSIONS. Minimum safety standards, crashworthiness improvements, seat belt use laws, and reduced alcohol use each contributed to a large reduction in passenger car occupant deaths. PMID:8561238

Evaluation of the Washington nighttime seat belt enforcement program.

DOT National Transportation Integrated Search

2017-04-01

The Washington Traffic Safety Commission (WTSC) and the National Highway Traffic Safety Administration (NHTSA) : conducted a high-visibility Nighttime Seat Belt Enforcement (NTSBE) program in Washington. The two-year program : followed the basic Clic...

The impact of seat belts and airbags on high grade renal injuries and nephrectomy rate in motor vehicle collisions.

PubMed

Bjurlin, Marc A; Fantus, Richard Jacob; Fantus, Richard Joseph; Mellett, Michele M; Villines, Dana

2014-10-01

Motor vehicle collisions are the most common cause of blunt genitourinary trauma. We compared renal injuries with no protective device to those with seat belts and/or airbags using NTDB. Our primary end point was a decrease in high grade (grades III-V) renal injuries with a secondary end point of a nephrectomy rate reduction. The NTDB research data sets for hospital admission years 2010, 2011 and 2012 were queried for motor vehicle collision occupants with renal injury. Subjects were stratified by protective device and airbag deployment. The AIS was converted to AAST renal injury grade and nephrectomy rates were evaluated. Intergroup comparisons were analyzed for renal injury grades, nephrectomy, length of stay and mortality using the chi-square test or 1-way ANOVA. The relative risk reduction of protective devices was determined. A review of 466,028 motor vehicle collisions revealed a total of 3,846 renal injuries. Injured occupants without a protective device had a higher rate of high grade renal injuries (45.1%) than those with seat belts (39.9%, p = 0.008), airbags (42.3%, p = 0.317) and seat belts plus airbags (34.7%, p <0.001). Seat belts (20.0%), airbags (10.5%) and seat belts plus airbags (13.3%, each p <0.001) decreased the nephrectomy rate compared to no protective device (56.2%). The combination of seatbelts and airbags also decreased total hospital length of stay (p <0.001) and intensive care unit days (p = 0.005). The relative risk reductions of high grade renal injuries (23.1%) and nephrectomy (39.9%) were highest for combined protective devices. Occupants of motor vehicle collisions with protective devices show decreased rates of high grade renal injury and nephrectomy. Reduction appears most pronounced with the combination of seat belts and airbags. Copyright © 2014 American Urological Association Education and Research, Inc. Published by Elsevier Inc. All rights reserved.

The Impact of Seat belts and Airbags on High Grade Renal Injuries and Nephrectomy Rates in Motor Vehicle Collisions

PubMed Central

Bjurlin, Marc A; Fantus, Richard J.; Mellett, Michele M.; Fantus, Richard J.; Villines, Dana

2015-01-01

Purpose Motor vehicle collisions (MVCs) are the most common cause of blunt genitourinary trauma. We compared renal injuries with no protective device to those with seat belts and/or airbags utilizing the National Trauma Data Bank (NTDB). Our primary endpoint was a reduction in high-grade renal injuries (grades III-V) with a secondary endpoint of reduction in nephrectomy rate. Materials and Methods The NTDB research datasets, admission year 2010, 2011, and 2012, were queried for MVC occupants with renal injury. Subjects were stratified by protective device and airbag deployment. Abbreviated Injury Score was converted to American Association for the Surgery of Trauma renal injury grade and nephrectomy rates were evaluated. Intergroup comparisons were analyzed for renal injury grades, nephrectomy, length of stay, and mortality with chi-square or one-way ANOVA. Protective device relative risk reduction was determined. Results A review of 466,028 MVCs revealed 3,846 renal injuries. Injured occupants without a protective device had a higher rate of high grade renal injury (45.1%) compared to those with seat belts (39.9%, p=0.008), airbags (42.3%, p=0.317), and seat belts with airbags (34.7%, p<0.001). Seat belts (20.0%, p<0.001), airbags (10.5% p<0.001), and seat belts with airbags (13.3%, p<0.001) reduced the rate of nephrectomy compared to no protective device (56.2%). The combination of seatbelts and airbags also reduced total hospital length of stay (p<0.001) and ICU days (p=0.005). Relative risk reduction of high-grade renal injuries (23.1%) and nephrectomy (39.9%) were highest for combined protective devices. Conclusions Occupants of MVCs with protective devices have reduced rates of high-grade renal injury and nephrectomy. Reduction appears most pronounced with the combination of seat belts and airbags. PMID:24846798

May 2006 Click It or Ticket seat belt mobilization evaluation

DOT National Transportation Integrated Search

2008-06-01

Click It or Ticket (CIOT) mobilizations are intense, short-duration, seat belt publicity and enforcement programs. The 2006 national mobilization involved approximately $27 million of purchased media. Law enforcement agencies across the nation report...

76 FR 32391 - Notice of Receipt of Petition for Decision That Nonconforming 2007 Dodge Durango Multipurpose...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-06-06

... wish to receive confirmation that your comments were received, please enclose a stamped, self-addressed... Occupant Crash Protection 209 Seat Belt Assemblies, 210 Seat Belt Assembly Anchorages, 212 Windshield...

Strengthening seat belt use laws

DOT National Transportation Integrated Search

1996-09-01

Traffic crashes are a leading cause : of death in the United States. : Wearing seat belts is the easiest and : most effective way of cutting the : highway death tolland strong : occupant protection laws are the most : effective way of increasing s...

Seat Belts: 1949-1956

DOT National Transportation Integrated Search

1979-04-01

The study assesses the impact of the consumer misconceptions, the lack of a seat belt standard, corporate attitudes towards safety, and the role of safety advocates. In addition, the study assesses the validity of the oft-stated hypothesis "safety do...

CDC Vital Signs: Adult Seat Belt Use in the US

MedlinePlus

... Healthy Living HIV / AIDS Injury, Violence & Safety Motor Vehicle Safety Obesity Prescription Drug Overdoses Teen Pregnancy Tobacco ... enforcement seat belt laws achieved 88% use.* Motor vehicle crashes are the leading cause of death for ...

Increasing Seat Belt Use on a College Campus: An Evaluation of Two Prompting Procedures

ERIC Educational Resources Information Center

Clayton, Michael C.; Helms, Bridgett P.

2009-01-01

Seat belt use is an important factor in the prevention of automobile accidents involving injuries and fatalities. The current study used a multielement design to compare the "Click It or Ticket" and "Please Buckle Up--I Care" procedures. Results indicate that the Click It or Ticket prompt resulted in a 20-percentage-point increase in seat belt…

Do seat belts and air bags reduce mortality and injury severity after car accidents?

PubMed

Cummins, Justin S; Koval, Kenneth J; Cantu, Robert V; Spratt, Kevin F

2011-03-01

We studied National Trauma Data Bank data to determine the effectiveness of car safety devices in reducing mortality and injury severity in 184,992 patients between 1988 and 2004. Safety device variables were seat belt used plus air bag deployed; only seat belt used; only air bag deployed; and, as explicitly coded, no device used. Overall mortality was 4.17%. Compared with the no-device group, the seat-belt-plus-air-bag group had a 67% reduction in mortality (adjusted odds ratio [AOR], 0.33; 99% confidence interval [CI], 0.28-0.39), the seatbelt- only group had a 51% mortality reduction (AOR, 0.49; 99% CI, 0.45-0.52), and the air-bag-only group had a 32% mortality reduction (AOR, 0.68, 99% CI, 0.57-0.80). Injury Severity Scores showed a similar pattern.

Reduced fatalities related to rear seat shoulder belts

PubMed Central

Robertson, L.

1999-01-01

Methods—During 1988–96, fatalities to rear outboard seat occupants of passenger cars, classified by age of occupant and vehicle curb weight were matched to data on model year in which shoulder belts became standard equipment. The same data were obtained from the same years on back seat occupants in crashes from the Crashworthiness Data System. Weighted regression was performed on death rates per occupants in crashes by belt equipment, occupant age, and vehicle weight for all occupants and occupants who claimed to be restrained. Results—The risk of death is significantly lower in vehicles equipped with shoulder belts, midsized to larger cars, and among children. Claimed child restraint use is higher in cars with shoulder belts and claimed use of shoulder belts is higher among adolescents and young adults but lower among those 35 and older. However, older occupants have lower death rates in shoulder belt equipped cars. Conclusions—Shoulder belts substantially reduce risk of death relative to lap belts at prevalent use rates in each age group. Belt effectiveness when used cannot be estimated precisely because of invalid claimed use, but the lowered rates among vehicles with shoulder belts indicates that effectiveness given prevalent use is far more efficacious than lap belts without shoulder belts. PMID:10323573

Evaluation of the influence of velocity on dynamic passenger loads during a frontal minibus impact against an obstacle

NASA Astrophysics Data System (ADS)

Prochowski, L.; Dębowski, A.; Żuchowski, A.; Zielonka, K.

2016-09-01

The safety of people travelling by minibus is a very complex issue, in which the decisive role is played by load-bearing vehicle structure, passenger seats, and personal protection means. In order to maximize the number of people transported, the seats are spaced very closely to each other and this may pose a hazard to the passengers. Based on an analysis of experimental test results, a computer model representing a system composed of a minibus floor segment, seats, and dummies was built. For the analysis, seats integrated with seat belts were adopted. A seat of this type was based on a high-rigidity frame necessary to bear, inter alia, the strong force exerted (during a collision) by passenger's torso on the shoulder seat belt and transmitted to the upper seat belt anchorage point on the seat backrest. Within this work, the frontal minibus impact against an obstacle with velocities ranging from 20 km/h to 70 km/h was considered. The analysis covered the motion of, and dynamic loads on, a test dummy representing a 50th percentile adult male (Hybrid III dummy). Within the analysis, realizations of dynamic loads caused by inertial forces and reactions exerted by a three-point seat belt were taken into account. Special attention was paid to the extreme values of the loads that acted on dummy's head, neck, and torso when the head hit the backrest of the preceding seat in the culminating phase of the vehicle impact against an obstacle. The values of biomechanical indicators HIC, ThAC, Nij , and FAC and of the joint injury risk indicator were calculated.

78 FR 20388 - Notice of Receipt of Petition for Decision that Nonconforming 2007 Ford Escape Multi-Purpose...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-04-04

... receive confirmation that your comments were received, please enclose a stamped, self-addressed postcard..., 209 Seat Belt Assemblies, 210 Seat Belt Assembly Anchorages, 212 Windshield Mounting, 214 Side Impact...

76 FR 49834 - Notice of Receipt of Petition for Decision That Nonconforming 2009 Dodge RAM 1500 Laramie Crew...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-08-11

... that your comments were received, please enclose a stamped, self-addressed postcard with the comments... Seat Belt Assemblies, 210 Seat Belt Assembly Anchorages, 212 Windshield Mounting, 214 Side Impact...

The constitutionality of mandatory seat belt use legislation.

DOT National Transportation Integrated Search

1972-12-01

A number of trends indicate that mandatory seat belt use legislation is to be expected within the near future. The constitutionality of such self-protective legislation has been the subject of recent speculation. Constitutional challenges may be expe...

Impact injuries in pregnancy. I, Experimental studies.

DOT National Transportation Integrated Search

1968-03-01

Eleven pregnant baboons were subjected to experimental impacts. Variables included 20-, 33-, and 40-G levels of decelerative forces; forward and rearward facing seats; lap belt and lap belt plus shoulder harness restraint; and seat pans tilted 20 deg...

Seat belt and mobile phone use among vehicle drivers in the city of Doha, Qatar: an observational study.

PubMed

Mahfoud, Ziyad R; Cheema, Sohaila; Alrouh, Hekmat; Al-Thani, Mohammed Hamad; Al-Thani, Al Anoud Mohammed; Mamtani, Ravinder

2015-09-22

In Qatar traffic injuries and fatalities are of serious concern. Mobile phone use whilst driving has been associated with increased risk of vehicular collisions and injuries. Seat belt use has been demonstrated to save lives and reduce the severity of road traffic injuries. Whereas previously published studies may have looked at all front passengers, this study aims to obtain reliable estimates of the prevalence of seat belt and mobile phone use among vehicle drivers in the city of Doha, Qatar. Additionally, we aim to investigate the association of these behaviors with other variables namely gender, time of the day and type of vehicle. An observational study on 2,011 vehicles was conducted in 2013. Data were collected at ten sites within Doha city over a two-week period. Two trained observers surveyed each car and recorded observations on a data collection form adapted from a form used in a 2012 Oklahoma observational study. Associations were assessed using the Chi-squared test or Fisher's exact test. A p-value of .05 or less was considered statistically significant. Overall, 1,463 (72.7 %) drivers were found using a seat belt (95 % CI: 70.8-74.7 %) and 150 (7.5 %) their mobile phones (95 % CI: 6.3-8.6 %) during the observation period. Mobile phone use was significantly associated with not using a seat belt and driving a sport utility vehicle. Significantly lower rates of seat belt use were observed in the early morning and late afternoon. No gender differences were observed. Seatbelt use in Doha was found to be similar to countries in the region but lower than those in western countries. Also, studies from other high-income locations, reported lower rates of mobile phone use while driving than in Doha. Despite road traffic crashes being one of the leading causes of death in Qatar, three out of 10 drivers in Doha, Qatar, do not use a seat belt and about one in 12 use a mobile phone while driving. More efforts, in the form of awareness campaigns and increased law enforcement, are needed to improve compliance with laws requiring seat belt use and prohibiting mobile phone use while driving.

76 FR 15364 - Reports, Forms and Record Keeping Requirements; Agency Information Collection Activity Under OMB...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-03-21

... identification on their self-certification label on each piece of motor vehicle glazing. As part of that... manufacturer but is not required. FMVSS No. 209, ``Seat belt assemblies,'' requires safety belts to be labeled... sheet (S4.1(k)). Seat belt assemblies installed as original equipment in new motor vehicles need not be...

School Bus Safety.

ERIC Educational Resources Information Center

Stroup, Karen Bruner; And Others

1991-01-01

Equipment to allow safe transportation of disabled children is reviewed. Such equipment includes infant car seats, child safety seats, safety vests, and accommodations for children in casts and/or braces. Five principles for evaluation and selection of safe seating options are given as are safety rules and information on standards and resources.…

Differences in Thoracic Injury Causation Patterns Between Seat Belt Restrained Children and Adults

PubMed Central

Arbogast, Kristy B.; Locey, Caitlin M.; Zonfrillo, Mark R.

2012-01-01

The objective of this research was to delineate age-based differences in specific thoracic injury diagnoses for seat belt restrained rear seat occupants and describe the associated injury causation in order to provide insight into how the load of the seat belt is transferred to occupants of various sizes. Using data from the Crash Investigation Research and Engineering Network (CIREN), 20 cases of rear seated, lap and shoulder belt restrained occupants with AIS2+ thoracic injuries in frontal crashes were reviewed. Seven were children and adolescents age 8–15 years, 5 were 16–24 years, 3 were 25–54 years, and 5 were 55+ years. Six of the seven 8–15 year olds sustained injuries to the lung in the form of pulmonary contusion or pneumothorax. Only three of the seven sustained a skeletal (sternum or rib) fracture; only one of these three involved multiple ribs bilaterally. In contrast, four of the five 16–24 year olds sustained at least one rib fracture - often multiple and bilateral. The adult cohort (25+ years) was involved in predominantly more minor crashes; however they all sustained complex rib fractures – seven of the eight involved multiple ribs, four of the eight were also bilateral. Belt compression – either from the shoulder belt or the lap belt – was identified as the primary cause of the thoracic injuries. Often, there was clear evidence of the location of belt loading from AIS 1 chest contusions or abrasions. These findings have implications for age-based thoracic injury criteria suggesting that that different metrics may be needed for different age groups. PMID:23169131

May 2004 Click It or Ticket seat belt mobilization evaluation : final report

DOT National Transportation Integrated Search

2007-05-01

"Click It or Ticket" (CIOT) is an intense, short duration, seat belt high visibility publicity and enforcement program. The CIOT May 2004 Mobilization involved approximately $32 million dollars of purchased media. Law enforcement agencies in 50 State...

Evaluation of Teen Seat Belt Demonstration Projects in Colorado and Nevada

DOT National Transportation Integrated Search

2011-09-01

Colorado and Nevada initiated multiwave Teen Seat Belt Demonstration Projects in October 2007. Four : waves of paid media and law enforcement activity were conducted over the next year. Three of these waves : were conducted independently of statewide...

Evaluation of the first year of the Washington nighttime seat belt enforcement program.

DOT National Transportation Integrated Search

2010-12-01

The Washington Traffic Safety Commission (WTSC) received funding from the National Highway Traffic Safety Administration to conduct a high-visibility nighttime seat belt enforcement (NTSBE) program in Washington State. The two-year program is followi...

The 2007 click it or ticket high-visibility seat belt mobilization : traffic tech.

DOT National Transportation Integrated Search

2010-09-01

In May 2007 the National Highway Traffic Safety Administration : sponsored the fifth national Click It or Ticket (CIOT) : high-visibility seat belt enforcement mobilization, which followed : the CIOT program model of earned and paid media : publicizi...

Expanding the seat belt program strategies toolbox: a starter kit for trying new program ideas.

DOT National Transportation Integrated Search

2016-10-01

The purpose of this research was to explore alternative strategies for increasing seat belt use. Researchers examined behavior : change strategies proven effective in education, healthcare, advertising, and marketing, and they considered how these : ...

14 CFR 25.777 - Cockpit controls.

Code of Federal Regulations, 2013 CFR

2013-01-01

... any member of this flight crew, from 5′2″ to 6′3″ in height, is seated with the seat belt and shoulder... belt and shoulder harness (if provided) fastened. (g) Control knobs must be shaped in accordance with...

14 CFR 25.777 - Cockpit controls.

Code of Federal Regulations, 2014 CFR

2014-01-01

... any member of this flight crew, from 5′2″ to 6′3″ in height, is seated with the seat belt and shoulder... belt and shoulder harness (if provided) fastened. (g) Control knobs must be shaped in accordance with...

2005 survey of seat belt wearing rates

DOT National Transportation Integrated Search

2005-01-01

The 2005 seat belt survey showed a minor improvement in driver wearing : rates. Over the 2003 2005 period, estimated wearing rates for male drivers : increased by one percentage point to 83 per cent, and for female drivers : increased by two perc...

76 FR 17746 - Reports, Forms, and Recordkeeping Requirements

Federal Register 2010, 2011, 2012, 2013, 2014

2011-03-30

... DEPARTMENT OF TRANSPORTATION National Highway Traffic Safety Administration [U.S. DOT Docket Number NHTSA-2011-0045] Reports, Forms, and Recordkeeping Requirements AGENCY: National Highway Traffic... relevant seat belt and child passenger protection statutes plan and/or reports on statewide seat belt...

Assessing the effectiveness of Montana's vehicle occupant protection program : [summary].

DOT National Transportation Integrated Search

2015-03-01

States invest extensively in : occupant protection programs, : yet the impact these programs : have on improving seat belt : compliance rates remains : unclear. Although seat belt use : was on the rise in Montana : prior to 2002, it has stagnated : a...

Misuse of Booster Cushions – An Observation Study of Children’s Performance during Buckling Up

PubMed Central

Osvalder, Anna-Lisa; Bohman, Katarina

2008-01-01

Booster cushions are effective tools to protect children from injuries in car crashes, but there remains a large amount of misuse. The aim of this study was to assess potential misuse of booster cushions in an observational laboratory study, and to identify whether booster cushion design, age or clothing had any effect. 130 Swedish children from the ages of 4–12 years participated. Each child buckled up on an integrated and on an aftermarket booster cushion in the rear seat. The older children also buckled up with seat belt only. Interviews, observations and body measurements were performed. Time to buckle up and amount of belt slack were registered. Photographs were taken to document misuse. Results showed that 77% failed to perform correct belt routing on the aftermarket cushion, independent of age, although they were familiar with this system. The misuse rate for the integrated cushion was only 4%. No misuse was found for seat belt only. Few children tightened the belt. The belt slack increased when wearing winter jackets. This indicates the importance of adding pretensioners to the rear seat. Sled tests with HIII&TNO 6y dummies were also performed for the most frequent misuse situations found. The main conclusion is that an integrated booster cushion has many advantages compared to an aftermarket cushion regarding both safety and comfort. It is easy and quick to handle, has few possibilities for misuse, has an intuitive design, the buckling up sequence is equal to buckling up with an ordinary seat belt, and younger children can buckle up correctly. PMID:19026222

Comparison of reporting of seat belt use by police and crash investigators: variation in agreement by injury severity.

PubMed

Schiff, Melissa A; Cummings, Peter

2004-11-01

To evaluate agreement between police and trained investigators regarding seat belt use by crash victims, according to injury severity. We used data from the National Accident Sampling System Crashworthiness Data System (CDS) for front seat occupants, 16 years and older, in crashes during 1993-2000. Crashworthiness Data System investigators determined belt use from vehicle inspection, interviews, and medical record information; their assessment was considered the gold standard for this analysis. Occupant severity of injury was categorized in five levels from no injuries to death. We estimated the sensitivity, specificity, and area under receiver operating characteristic curves for police reports of belt use. Among 48,858 occupants, sensitivity of a police report that a belt was used was 95.8% overall and varied only modestly by injury severity. Specificity of a police report that a belt was not used was 69.1% overall; it was the lowest among the uninjured (53.2%) and greatest among the dead (90.4%). The area under the curve was 0.82 (95% confidence interval 0.82-0.83) overall; this was lowest among those not injured (0.75, 95% confidence interval 0.74-0.76) and increased with injury severity to 0.91 (95% confidence interval 0.90-0.93) among those who died. Police usually classify belted crash victims as belted, regardless of injury severity. But they often classify unbelted survivors as belted when they were not. This misclassification may result in exaggerated estimates of seat belt effectiveness in some studies.

IMPACTS OF BUS STOP IMPROVEMENTS

DOT National Transportation Integrated Search

2018-03-23

Improving bus stops by providing shelters, seating, signage, and sidewalks is relatively inexpensive and popular among riders and local officials. Making such improvements, however, is not often a priority for U.S. transit providers because of compet...

Factors associated with rear seating of children in motor vehicles: a study in two low-income, predominantly Hispanic communities.

PubMed

Greenberg-Seth, Jennifer; Hemenway, David; Gallagher, Susan S; Lissy, Karen S; Ross, Julie B

2004-07-01

This study examined child seating patterns in two predominantly low-income, Hispanic communities in Massachusetts. The purpose was to determine the factors associated with child rear seating in the community as a whole and for a subset of Hispanic motorists. Five hundred and five vehicles carrying child passengers and no adult other than the driver were observed in parking lots of fast food restaurants and grocery stores. Four hundred and thirty-two vehicle drivers agreed to be interviewed. A child was defined as a passenger younger than age 12 as determined by appearance and height (head below the vehicle headrest when seated). Variables under study included driver gender, age, ethnicity, and educational attainment; driver shoulder belt use; driver perception of passenger-side airbag presence; and the number and ages of children in the car. Overall, 51% of vehicles were observed with all children seated in the rear. In a bivariate analysis, child rear seating was strongly associated with female drivers ( P = 0.01), younger drivers ( P = 0.02) driver shoulder belt use ( P < 0.00), perceived presence of a passenger-side airbag ( P < 0.00), all children in the vehicle

Use of booster seats by Michigan children 4-8 years of age.

PubMed

Eby, David W; Bingham, C Raymond; Vivoda, Jonathon M; Ragunathan, Trivellore

2005-11-01

This study reports the results of a statewide survey of restraint use by 4-8-year-old children in Michigan conducted between July 13 and 29, 2004. In this study, 3420 4-8-year-old children were observed traveling in passenger cars, vans/minivans, sport-utility vehicles, and pickup trucks. Restraint use was estimated for children traveling in all vehicles combined, as well as for each vehicle type separately. Children's restraint use was also calculated by the sex, age, and belt use of the driver. Separate estimates were also made of the restraint use of 4-8-year-old children by the combination of sex and belt use of the driver. Overall, 8.6 +/- 5.9% of 4-8-year-old children were seated in a booster seat, 48.8 +/- 10.3% were wearing a safety belt, 5.1 +/- 3.4% were seated in a child safety seat, and the remaining 37.5 +/- 11.5% were traveling completely unrestrained. When examining the rates by vehicle type, booster seat use was highest among children riding in sport-utility vehicles and lowest for those in pickup trucks. Surprisingly, children riding in passenger cars were more likely to be completely unrestrained than those in any other type of vehicle. While the sex of the driver did not seem to influence the restraint use of target-aged children, the driver's age did seem to have an effect. Booster seat use was quite low (0.6%) for children traveling with a driver over the age of 60, compared to 7.0 and 9.1% for those riding with drivers 16-29 and 30-59 years of age, respectively. The safety belt use of the driver also had a substantial influence on children's restraint use. Irrespective of driver sex, children riding with belted drivers were traveling in booster seats about 10% of the time, while those riding with unbelted drivers were only in booster seats 1-2% of the time.

Association of driver air bags with driver fatality: a matched cohort study

PubMed Central

Cummings, Peter; McKnight, Barbara; Rivara, Frederick P; Grossman, David C

2002-01-01

Objective To estimate the association of driver air bag presence with driver fatality in road traffic crashes. Design Matched pair cohort study. Setting All passenger vehicle crashes in the United States during 1990-2000 inclusive. Subjects 51 031 driver-passenger pairs in the same vehicle. Main outcome measures Relative risk of death within 30 days of a crash. Results Drivers with an air bag were less likely to die than drivers without an air bag (adjusted relative risk 0.92 (95% confidence interval 0.88 to 0.96)). This estimate was nearly the same whether drivers wore a seat belt (adjusted relative risk 0.93) or not (0.91). Air bags were associated with more protection for women (0.88 (0.82 to 0.93)), than for men (0.94 (0.90 to 0.99)). Drivers wearing a seat belt were less likely to die than unbelted drivers (0.35 (0.33 to 0.36)). Belted drivers with an air bag were less likely to die than unbelted drivers without an air bag (0.32 (0.30 to 0.34)). Conclusions If the associations are causal the average risk of driver death was reduced 8% (95% confidence interval 4% to 12%) by an air bag. Benefit was similar for belted and unbelted drivers and was slightly greater for women. However, seat belts offered much more protection than air bags. What is already known on this topicStudies have estimated that driver air bags reduce the risk of death in a road vehicle crash by 10-14%These studies disagree as to whether benefit is greater for drivers wearing a seat belt or for unbelted driversWhat this study addsHaving an air bag was associated with an 8% reduction in the risk of death, whether the driver was belted or notThe reduction in risk was greater for women (12%) than for men (6%)Seat belts provided much greater protection, with seat belt use reducing the risk of death by 65% (or by 68% in combination with an air bag) PMID:12003882

Seat belt pre-pretensioner effect on child-sized dummies during run-off-road events.

PubMed

Stockman, Isabelle; Bohman, Katarina; Jakobsson, Lotta

2017-05-29

Run-off-road events occur frequently and can result in severe consequences. Several potential injury-causing mechanisms can be observed in the diverse types of run-off-road events. Real-world data show that different types of environments, such as rough terrain, ditch types, and whether multiple events occur, may be important contributing factors to occupant injury. Though countermeasures addressing front seat occupants have been presented, studies on rear seat occupant retention in situations such as run-off-road events are lacking. The aim of this study was to investigate the seat belt pre-pretensioner effect on rear-seated child-sized anthropomorphic test devices (ATDs) during 2 different types of run-off-road events. The study was carried out using 2 test setups: a rig test with a vehicle rear seat mounted on a multi-axial robot simulating a road departure event into a side ditch and an in-vehicle test setup with a Volvo XC60 entering a side ditch with a grass slope, driving inside the ditch, and returning back to the road from the ditch. Potential subsequent rollovers or impacts were not included in the test setups. Three different ATDs were used. The Q6 and Q10 were seated on an integrated booster cushion and the Hybrid III (HIII) 5th percentile female was positioned directly on the seat. The seat belt retractor was equipped with a pre-pretensioner (electrical reversible retractor) with 3 force level settings. In addition, reference tests with the pre-pretensioner inactivated were run. Kinematics and the shoulder belt position were analyzed. In rig tests, the left-seated ATD was exposed to rapid inboard lateral loads relative to the vehicle. The displacement for each ATD was reduced when the pre-pretensioner was activated compared to tests when it was inactivated. Maximum inboard displacement occurred earlier in the event for all ATDs when the pre-pretensioner was activated. Shoulder belt slip-off occurred for the Q6 and Q10 in tests where the pre-pretensioner was inactivated. During in-vehicle tests, the left-seated ATD was exposed to an inboard movement when entering the road again after driving in the ditch. The maximum inboard head displacement was reduced in tests where the pre-pretensioner was activated compared to tests in which it was inactivated. During both test setups, the activation of the pre-pretensioner resulted in reduced lateral excursion of the Q6, Q10, and HIII 5th percentile female due to the shoulder belt remaining on the shoulder and supporting the side of the lower torso. The results provide new insights into the potential benefits of using a pre-pretensioner to reduce kinematic responses during complex run-off-road events through supporting the seat belt to remain on the shoulder. This study addresses potential countermeasures to improve real-world protection of rear-seated children, and it provides a broader perspective including the influence of precrash kinematics.

A comparative policy analysis of seat belt laws : final report.

DOT National Transportation Integrated Search

2014-06-24

This analysis examined data from a variety of sources to estimate the benefit of enhancing Iowas current law to require all : passengers to use seat belts. In addition to assessing Iowans opinions about changing the law, a literature review, a ...

2006 seat belt use estimate for Native American tribal reservations

DOT National Transportation Integrated Search

2008-05-01

The National Highway Traffic Safety Administration and the Bureau of Indian Affairs (BIA), Indian Highway Safety Program, sponsored a project in fall 2004 to (a) establish the first baseline tribal reservation seat belt use rate, and (b) develop a me...

Evaluation of a rural seat belt demonstration program in Florida, Georgia, and Tennessee.

DOT National Transportation Integrated Search

2016-09-01

Three southeastern States initiated high-visibility enforcement campaigns to address lower seat belt use in their rural areas than in non-rural areas. Florida, Georgia, and Tennessee conducted four waves of intensified enforcement and media from Nove...

A study of nighttime seat belt use in Indiana

DOT National Transportation Integrated Search

2006-09-01

A direct observation study of nighttime seat belt use was conducted in Indiana surrounding the Click It or Ticket (May Mobilization) activities. Two nighttime full statewide surveys were conducted, one in April and the other in June 2006. For this st...

49 CFR 392.16 - Use of seat belts.

Code of Federal Regulations, 2010 CFR

2010-10-01

... Transportation Other Regulations Relating to Transportation (Continued) FEDERAL MOTOR CARRIER SAFETY ADMINISTRATION, DEPARTMENT OF TRANSPORTATION FEDERAL MOTOR CARRIER SAFETY REGULATIONS DRIVING OF COMMERCIAL MOTOR VEHICLES Driving of Commercial Motor Vehicles § 392.16 Use of seat belts. A commercial motor vehicle which...

Increasing seat belt use through state-level demonstration projects : a compendium of initial findings

DOT National Transportation Integrated Search

2008-08-01

This report summarizes the efforts and results from four of six State-level demonstration projects supported with cooperative agreements from the National Highway Traffic Safety Administration. The projects were intended to increase seat belt use sta...

Seat belt, DWI, and other traffic violations among recent immigrants in Florida and Tennessee.

DOT National Transportation Integrated Search

2013-05-01

Phase I of this project identified two States, Florida and Tennessee, that maintain information on drivers traffic violations and residency status. : Phase II analyzed State databases to examine seat belt nonuse, DWI, and other traffic safety viol...

77 FR 17394 - Hazardous Materials: Approval and Communication Requirements for the Safe Transportation of Air...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-03-26

... Communication Requirements for the Safe Transportation of Air Bag Inflators, Air Bag Modules, and Seat-Belt... Regulations applicable to air bag inflators, air bag modules, and seat-belt pretensioners. The proposed... classified as a [[Page 17395

Effect of Restraining Devices on Facial Fractures in Motor Vehicle Collisions.

PubMed

Hwang, Kun; Kim, Joo Ho

2015-09-01

The aim of this systematic review is to summarize and critically evaluate the evidence for or against the effectiveness of restraining devices on facial fractures in motor vehicle collisions (MVCs).In a PubMed search, the search terms "facial bone fracture and seat belt," "facial bone fracture and air bag," and "facial bone fracture and restraining" were used. The authors abstracted the odds ratio (OR) and 95% confidence intervals (CIs) from each study. Weighted mean differences and 95% CIs were also calculated. The statistical analysis was performed with Review Manager (The Nordic Cochrane Centre).The authors found 30 potentially relevant articles, of which 6 articles met our inclusion criteria. Five studies were subgrouped, and a meta-analysis of these data suggested beneficial effects of seat belts on decreasing facial fractures in MVCs (n = 15,768,960, OR, 0.46, 95% CI = 0.35-0.60). Three studies were subgrouped, and a meta-analysis of these data suggested that there were beneficial effects of seat belts and air bags on decreasing facial fractures in MVCs (n = 15,768,021, OR, 0.59, 95% CI = 0.47-0.74). Four studies were subgrouped, and a meta-analysis of these data suggested there were no significant effects of an air bag on decreasing facial fracture in MVCs (n = 15,932,259, OR, 1.00, 95% CI = 0.72-1.39).A seat belt alone (OR, 0.46) or a seat belt and an air bag (OR, 0.59) were effective to decrease facial fractures in MVCs. However, air bags alone had no significant effect (OR, 1.00). In using air bags, seat belt should be applied together to prevent facial fractures in motor vehicle injuries.

Risk of injury for occupants of motor vehicle collisions from unbelted occupants.

PubMed

MacLennan, P A; McGwin, G; Metzger, J; Moran, S G; Rue, L W

2004-12-01

Unbelted occupants may increase the risk of injury for other occupants in a motor vehicle collision (MVC). This study evaluated the association between occupant restraint use and the risk of injury (including death) to other vehicle occupants. A population based cohort study. United States. MVC occupants (n = 152 191 unweighted, n = 18 426 684 weighted) seated between a belted or unbelted occupant and the line of the principal direction of force in frontal, lateral, and rear MVCs were sampled from the 1991-2002 National Automotive Sampling System General Estimates System. Offset MVCs were not included in the study. Risk ratios and 95% confidence intervals for injury (including death) for occupants seated contiguous to unbelted occupants compared to occupants seated contiguous to belted occupants. Risk ratios were adjusted for at risk occupant's sex, age, seating position, vehicle type, collision type, travel speed, crash severity, and at risk occupants' own seat belt use. Exposure to unbelted occupants was associated with a 40% increased risk of any injury. Belted at risk occupants were at a 90% increased risk of injury but unbelted occupants were not at increased risk. Risks were similar for non-incapacitating and capacitating injuries. There was a 4.8-fold increased risk of death for exposed belted occupants but no increased risk of death for unbelted occupants. Belted occupants are at an increased risk of injury and death in the event of a MVC from unbelted occupants.

Risk of injury for occupants of motor vehicle collisions from unbelted occupants

PubMed Central

MacLennan, P; McGwin, G; Metzger, J; Moran, S; Rue, L

2004-01-01

Objective: Unbelted occupants may increase the risk of injury for other occupants in a motor vehicle collision (MVC). This study evaluated the association between occupant restraint use and the risk of injury (including death) to other vehicle occupants. Design: A population based cohort study. Setting: United States. Subjects: MVC occupants (n = 152 191 unweighted, n = 18 426 684 weighted) seated between a belted or unbelted occupant and the line of the principal direction of force in frontal, lateral, and rear MVCs were sampled from the 1991–2002 National Automotive Sampling System General Estimates System. Offset MVCs were not included in the study. Main outcome measure: Risk ratios and 95% confidence intervals for injury (including death) for occupants seated contiguous to unbelted occupants compared to occupants seated contiguous to belted occupants. Risk ratios were adjusted for at risk occupant's sex, age, seating position, vehicle type, collision type, travel speed, crash severity, and at risk occupants' own seat belt use. Results: Exposure to unbelted occupants was associated with a 40% increased risk of any injury. Belted at risk occupants were at a 90% increased risk of injury but unbelted occupants were not at increased risk. Risks were similar for non-incapacitating and capacitating injuries. There was a 4.8-fold increased risk of death for exposed belted occupants but no increased risk of death for unbelted occupants. Conclusions: Belted occupants are at an increased risk of injury and death in the event of a MVC from unbelted occupants. PMID:15583258

Effects of North Carolina's mandatory safety belt law on children.

PubMed Central

Margolis, L. H.; Bracken, J.; Stewart, J. R.

1996-01-01

OBJECTIVES: To assess the effect of the North Carolina law mandating that all front seat passengers use a safety belt on children 4 through 15 years of age. METHODS: North Carolina collision reports, completed by local police or the state highway patrol for crashes with greater than $500 worth of damage, were analyzed using time series analysis on the monthly percentage of deaths and serious injuries between January of 1980 and February of 1994. RESULTS: Following the 1985 implementation of the law, children 4 to 15 years of age experienced a 42% decline in deaths and serious injuries. CONCLUSIONS: The mandatory safety belt law in North Carolina has been associated with a decline in deaths and serious injuries. Additional research in needed to assess the seat belt behaviors of this age group as well as the specific effects of seat belt use using outcome measures more precise than those available in police crash reports. PMID:9346051

Influence of an Enforcement Campaign on Seat-Belt and Helmet Wearing, Karachi-Hala Highway, Pakistan

PubMed Central

Bhatti, Junaid A.; Ejaz, Kiran; Razzak, Junaid A.; Tunio, Israr Ali; Sodhar, Irshad

2011-01-01

This study assessed to what extent an enforcement campaign influenced seat-belt and helmet wearing on a Pakistani highway. The study setting was the Karachi-Hala highway where a traffic enforcement campaign was conducted from Dec 2009 to Feb 2010. Seat-belt and helmet wearing were observed in Nov 2009 and Apr 2010 at Karachi toll plaza. Differences in wearing rates as a function of occupants’ age, sex, and vehicle type were compared between the two periods. On average, 9 119 (Standard deviation=1 896) traffic citations were issued per month from Aug 2009 to Feb 2010; 4.2% of which were for not wearing helmet. A 22.5% increase in citations was observed for Dec 2009 to Feb 2010 periods compared with Aug 2009 to Oct 2009 periods. Nearly six thousand four-wheeled and four hundred two-wheeled motorized vehicle occupants were observed in Nov 2009 and Apr 2010. Overall, two of the five drivers and one of the five front seat occupants wore seat belts. This proportion was significantly higher in drivers and front-seat occupants of cars than those of heavier vehicles. Similarly, one of two motorcyclists used a helmet but this proportion was 5.8% for pillion riders in Nov 2009. The increased enforcement had a limited influence on belt wearing in drivers (+4.0%; 95% Confidence Interval [95%CI]=1.8–6.1) and occupants (+6.2%; 95%CI=4.2–8.2). A higher increase was observed for motorcyclists (+9.8%; 95%CI=2.6–16.8) and pillion riders (+12.8%; 95%CI=5.4, 20.5). These results suggested that serious efforts are required to increase seat-belt and helmet use on Pakistani highways. Improving enforcement resources, increased fines, not allowing such vehicles on roads, and awareness campaigns targeting drivers of heavy vehicles might increase wearing rates in Pakistan. PMID:22105384

International survey of seat belt use exemptions.

PubMed

Weiss, H; Sirin, H; Levine, J A; Sauber, E

2006-08-01

Substantial evidence of seatbelt efficacy has been shown by several studies, and it is widely recommended that motor vehicle occupants use properly fitted seat belts. However, some (but a heretofore unknown number of) countries with national seat belt laws permit various exemptions which may lower use rates. The aim of this study was to survey the variety of exemptions to national seat belt laws. This investigation relied on identifying respondents from national traffic safety agencies, other governmental and non-governmental organizations, Internet searches, personal contacts, and other sources. Questionnaires were deployed through a web based survey supplemented by email and postal versions. Responses were received from 30 countries of which 28 (93.7%) had a national seat belt law. About two thirds (63.7%) of the 28 national laws applied to both front and back seat passengers. The leading exemption types included vehicles made before a certain year (n = 13), antique vehicles (n = 12), military vehicles (n = 11), buses (n = 9), and emergency vehicles (n = 8). Most responding countries reported one or more specific categories of individuals as exempt including those with medical exemptions (n = 20), taxi drivers (n = 11), police (n = 9), emergency medical personnel (n = 8), physically disabled people (n = 6), and pregnant women (n = 6). Out of 26 responses to the question regarding current level of enforcement, 42.3% felt enforcement was "very good or good" and 57.7% characterized it as "fair or poor". This study represents one of the largest international traffic law surveys reported. Most national seatbelt laws offer perilous exemptions to a broad array of vehicle types and road user groups. These findings, coupled with concern over the level of enforcement in the majority of countries surveyed, suggest that international road safety efforts have a long way to go to improve coverage and enforcement of national seat belt laws.

International survey of seat belt use exemptions

PubMed Central

Weiss, H; Sirin, H; Levine, J A; Sauber, E

2006-01-01

Background Substantial evidence of seatbelt efficacy has been shown by several studies, and it is widely recommended that motor vehicle occupants use properly fitted seat belts. However, some (but a heretofore unknown number of) countries with national seat belt laws permit various exemptions which may lower use rates. The aim of this study was to survey the variety of exemptions to national seat belt laws. Methods This investigation relied on identifying respondents from national traffic safety agencies, other governmental and non‐governmental organizations, Internet searches, personal contacts, and other sources. Questionnaires were deployed through a web based survey supplemented by email and postal versions. Results Responses were received from 30 countries of which 28 (93.7%) had a national seat belt law. About two thirds (63.7%) of the 28 national laws applied to both front and back seat passengers. The leading exemption types included vehicles made before a certain year (n = 13), antique vehicles (n = 12), military vehicles (n = 11), buses (n = 9), and emergency vehicles (n = 8). Most responding countries reported one or more specific categories of individuals as exempt including those with medical exemptions (n = 20), taxi drivers (n = 11), police (n = 9), emergency medical personnel (n = 8), physically disabled people (n = 6), and pregnant women (n = 6). Out of 26 responses to the question regarding current level of enforcement, 42.3% felt enforcement was “very good or good” and 57.7% characterized it as “fair or poor”. Conclusions This study represents one of the largest international traffic law surveys reported. Most national seatbelt laws offer perilous exemptions to a broad array of vehicle types and road user groups. These findings, coupled with concern over the level of enforcement in the majority of countries surveyed, suggest that international road safety efforts have a long way to go to improve coverage and enforcement of national seat belt laws. PMID:16887949

Evaluation of the May 2005 Click It or Ticket mobilization to increase seat belt use

DOT National Transportation Integrated Search

2007-05-01

Click It or Ticket (CIOT) is an intense, short-duration, seat belt publicity and enforcement program. The CIOT May 2005 Mobilization involved approximately $33 million of purchased media. Law enforcement agencies across the Nation reported issuing mo...

Using haptic feedback to increase seat belt use of service vehicle drivers.

DOT National Transportation Integrated Search

2011-01-01

This study pilot-tested a new application of a technology-based intervention to increase seat belt use. The technology was based on a : contingency in which unbelted drivers experienced sustained haptic feedback to the gas pedal when they exceeded 25...

Primary laws and fine levels are associated with increases in seat belt use, 1997-2008

DOT National Transportation Integrated Search

2010-11-01

Increasing fine levels is a strategy that has potential to further raise seat belt use, in addition to primary law upgrades and high-visibility enforcement. Although the regression analyses did not find a statistically significant effect associated w...

Identifying targets for improvement in nighttime seat belt use : traffic tech.

DOT National Transportation Integrated Search

2010-07-01

Previous research has found that the proportion of unbelted : fatalities is greater at night than during the day. Failure to use : seat belts has been identified as an important factor in nighttime : fatalities, yet there are still many gaps in our k...

Pregnancy: Protecting Your Unborn Child In A Car

DOT National Transportation Integrated Search

1996-01-01

This fact sheet, NHTSA Facts: Summer 1996, discusses the correct and necessary use of seat belts for pregnant women. It notes that there is no evidence that seat belts can harm the unborn child, and that, indeed, it is the best protection in a traffi...

The premature graduation of children from child restraints to vehicle safety belts

DOT National Transportation Integrated Search

2000-10-01

Belt-positioning booster seats are recommended for children between 40 and 80 pounds, however, usage is estimated at only 5% nationally. The goal of this project was to determine reasons for the premature graduation of children from child safety seat...

Seat belts : their use among drivers killed in fatal crashes in Virginia.

DOT National Transportation Integrated Search

1974-01-01

SR300 Accident Report forms and corresponding Medical Examiner's reports were examined for fatal crashes which occurred during fiscal year 1973. The status of seat belt usage was noted for drivers whose deaths were directly related to the accidents a...

Booster Seat Effectiveness Among Older Children: Evidence From Washington State.

PubMed

Anderson, D Mark; Carlson, Lindsay L; Rees, Daniel I

2017-08-01

The American Academy of Pediatrics has recommended that children as old as 12 years use a booster seat when riding in motor vehicles, yet little is known about booster seat effectiveness when used by older children. This study estimated the association between booster use and injuries among children aged 8-12 years who were involved in motor vehicle crashes. Researchers analyzed data on all motor vehicle crashes involving children aged 8-12 years reported to the Washington State Department of Transportation from 2002 to 2015. Data were collected in 2015 and analyzed in 2016. Children who were in a booster seat were compared with children restrained by a seat belt alone. Logistic regression was used to adjust for potential confounders. In unadjusted models, booster use was associated with a 29% reduction in the odds of experiencing any injury versus riding in a seat belt alone (OR=0.709, 95% CI=0.675, 0.745). In models adjusted for potential confounders, booster use was associated with a 19% reduction in the odds of any injury relative to riding in a seat belt alone (OR=0.814, 95% CI=0.749, 0.884). The risk of experiencing an incapacitating/fatal injury was not associated with booster use. Children aged 8-12 years involved in a motor vehicle crash are less likely to be injured if in a booster than if restrained by a seat belt alone. Because only 10% of U.S. children aged 8-12 years use booster seats, policies encouraging their use could lead to fewer injuries. Copyright © 2017 American Journal of Preventive Medicine. Published by Elsevier Inc. All rights reserved.

Evaluation of a county enforcement program with a primary seat belt ordinance : St. Louis County, Missouri.

DOT National Transportation Integrated Search

2010-05-01

In March 2007, St. Louis County implemented a seat belt ordinance that allowed for traditional : enforcement procedures. In order to increase usage on St. Louis County roads, particularly on roadways : with fatal or disabling injury crashes, the St. ...

23 CFR 1340.8 - Quality control.

Code of Federal Regulations, 2013 CFR

2013-04-01

... OBSERVATIONAL SURVEYS OF SEAT BELT USE Survey Design Requirements § 1340.8 Quality control. (a) Quality control... control monitors involved in seat belt use surveys shall have received training in data collection...) Statistical review. Survey results shall be reviewed and approved by a survey statistician, i.e., a person...

23 CFR 1340.8 - Quality control.

Code of Federal Regulations, 2014 CFR

2014-04-01

... OBSERVATIONAL SURVEYS OF SEAT BELT USE Survey Design Requirements § 1340.8 Quality control. (a) Quality control... control monitors involved in seat belt use surveys shall have received training in data collection...) Statistical review. Survey results shall be reviewed and approved by a survey statistician, i.e., a person...

23 CFR 1340.8 - Quality control.

Code of Federal Regulations, 2012 CFR

2012-04-01

... OBSERVATIONAL SURVEYS OF SEAT BELT USE Survey Design Requirements § 1340.8 Quality control. (a) Quality control... control monitors involved in seat belt use surveys shall have received training in data collection...) Statistical review. Survey results shall be reviewed and approved by a survey statistician, i.e., a person...

A statistical analysis of seat belt effectiveness in 1973-1975 model cars involved in towaway crashes. Volume 1

DOT National Transportation Integrated Search

1976-09-01

Standardized injury rates and seat belt effectiveness measures are derived from a probability sample of towaway accidents involving 1973-1975 model cars. The data were collected in five different geographic regions. Weighted sample size available for...

Estimated medical cost savings in Massachusetts by implementation of a primary seat belt law

DOT National Transportation Integrated Search

2008-12-01

This report examines 2006 hospital discharge data reporting cases where the external cause of injury to a vehicle occupant was a motor vehicle crash to predict the estimated savings to Massachusetts if a primary seat belt law is implemented. The savi...

Traffic Tech: Evaluation of Maryland's Nighttime Seat Belt Demonstration Program

DOT National Transportation Integrated Search

2018-04-01

About half of all traffic fatalities occur at night, although only about one quarter of travel occurs after dark. Lower rates of seat belt use at night may be a factor. In terms of crash history, evidence suggests that unbelted drivers are more likel...

78 FR 40823 - Reports, Forms, and Record Keeping Requirements

Federal Register 2010, 2011, 2012, 2013, 2014

2013-07-08

... at time of approval. Title: National Survey of Principal Drivers of Vehicles with a Rear Seat Belt... from both groups and information on their passengers seat belt usage habits, as well as the... use computer-assisted telephone interviewing to reduce interview length and minimize recording errors...

Transport Canada's surveys of seat belt use in Canada, 2004-2005

DOT National Transportation Integrated Search

2006-02-01

The September 2004 and September 2005 surveys measured the seat belt usage rate separately in : rural Canada and urban Canada. Rural Canada was defined as towns with a population of less : than 10,000 but more than 1,000 that are located outside any ...

A methodology for analyzing general categorical data with misclassification errors with an application in studying seat belt effectiveness

DOT National Transportation Integrated Search

1977-06-01

Author's abstract: In this report, a methodology for analyzing general categorical data with misclassification errors is developed and applied to the study of seat belt effectiveness. The methodology assumes the availability of an original large samp...

Determination of centers of gravity of children, sitting and standing.

DOT National Transportation Integrated Search

1965-08-01

There have been numerous instances in which small children have been thrown out over the top of the seat belt in rough air and airline crashes, indicating that the present seat belt is not a satisfactory restraint device for children 2 to 10 years ol...

The Effectiveness of Child Restraint Systems for Children Aged 3 Years or Younger During Motor Vehicle Collisions: 1996 to 2005

PubMed Central

Anderson, Craig L.

2009-01-01

Objectives. We estimated the effectiveness of child restraints in preventing death during motor vehicle collisions among children 3 years or younger. Methods. We conducted a matched cohort study using Fatality Analysis Reporting System data from 1996 to 2005. We estimated death risk ratios using conditional Poisson regression, bootstrapping, multiple imputation, and a sensitivity analysis of misclassification bias. We examined possible effect modification by selected factors. Results. The estimated death risk ratios comparing child safety seats with no restraint were 0.27 (95% confidence interval [CI] = 0.21, 0.34) for infants, 0.24 (95% CI = 0.19, 0.30) for children aged 1 year, 0.40 (95% CI = 0.32, 0.51) for those aged 2 years, and 0.41 (95% CI = 0.33, 0.52) for those aged 3 years. Estimated safety seat effectiveness was greater during rollover collisions, in rural environments, and in light trucks. We estimated seat belts to be as effective as safety seats in preventing death for children aged 2 and 3 years. Conclusions. Child safety seats are highly effective in reducing the risk of death during severe traffic collisions and generally outperform seat belts. Parents should be encouraged to use child safety seats in favor of seat belts. PMID:19059860

Identifying Opportunities to Decrease Vehicle Occupant Fatalities : Traffic Tech

DOT National Transportation Integrated Search

2017-09-01

Seat belt use in the United States increased steadily in the last decade, but significant variability exists across the States. In 2014, State seat belt use ranged from a low of 68.9 percent to a high of 97.8 percent. Although higher use rates are ge...

Increasing seat belt use among 8- to 15-year-olds. Volume II, appendices

DOT National Transportation Integrated Search

2008-05-01

The broad aim of this research project was to determine the nature and causes of non-use of seat belts among 8- to 15year- olds, and to recommend interventions and strategic approaches to increase usage among this age group. This report summarizes fi...

Increasing seat belt use among 8- to 15-year-olds. Volume I, findings

DOT National Transportation Integrated Search

2008-05-01

The broad aim of this research project was to determine the nature and causes of non-use of seat belts among 8- to 15year- olds, and to recommend interventions and strategic approaches to increase usage among this age group. This report summarizes fi...

Evaluation of a rural demonstration program to increase seat belt use in the Great Lakes Region.

DOT National Transportation Integrated Search

2009-03-01

Six States in the Great Lakes Region (Region 5) participated in a Rural Demonstration Program to increase seat belt : use in rural areas and among high-risk occupants, such as young males and occupants of pickup trucks. These : efforts, which include...

An observational survey of safety belt and child safety seat use in Virginia : the 1989 update.

DOT National Transportation Integrated Search

1991-01-01

The report has been prepared in response to a request from the Transportation Safety Administration of the Department of Motor Vehicles for data concerning the use of safety belts and child safety seats by the occupants of vehicles bearing Virginia l...

Pilot project to develop and implement a rural youth occupant protection education platform.

DOT National Transportation Integrated Search

2010-10-01

Occupant protection is one of the easiest and most inexpensive ways to protect yourself when riding in a motor vehicle. Yet many North Dakota youth, especially rural youth, fail to wear their seat belts, even with a primary seat belt law for children...

Estimated medical cost savings in New Hampshire by implementation of a primary seat belt law

DOT National Transportation Integrated Search

2008-03-01

This report examines 2005 hospital discharge data reporting cases where the external cause of injury to a vehicle occupant was a motor vehicle crash to predict the estimated savings to the State of New Hampshire if a primary seat belt law is implemen...

Seat belt and shoulder strap use among urban travelers : a comparison of survey results from 1974, 1975, and 1976.

DOT National Transportation Integrated Search

1977-01-01

During nine days in late January 1974, four major metropolitan areas of the state of Virginia were surveyed in an effort to determine seat belt use by urban travelers. Observer-data collectors were stationed at selected signalized intersections. Moto...

Seat belt and shoulder strap use among urban travelers : results of the summer 1977 survey : a report.

DOT National Transportation Integrated Search

1978-01-01

During nine days in June 1977, four major metropolitan areas of the state of Virginia were surveyed to determine seat belt use by summer urban travelers. Observer-data collectors were stationed at selected signalized intersections. Motorists in the l...

Seat belt and shoulder strap use among urban travelers : a comparison of results from 1974 and 1975 surveys : a report.

DOT National Transportation Integrated Search

1976-01-01

During nine consecutive days in late January 1974, four major metropolitan areas of the state of Virginia were surveyed in an effort to determine seat belt use by urban travelers. Observer data collectors were stationed at selected signalized interse...

Effect of child occupant protection laws on fatalities

DOT National Transportation Integrated Search

1989-08-01

In 1978, child safety seats and adult safety belts used by children under five years old saved 3% of those who would have been killed if no one had used the devices. By 1988, children's use of safety seats and belts had risen enough that 26% of those...

Results of Transport Canada's survey of seat belt use in Canada, 2002-2003

DOT National Transportation Integrated Search

2004-09-01

The September 2002 and September 2003 surveys were the first of their kind: the first to : measure the seat belt usage rate separately in rural Canada and urban Canada. Rural Canada was : defined as towns with a population of less than 10,000 but mor...

An observational survey of safety belt and child safety seat use in Virginia : final report : the 1990 update.

DOT National Transportation Integrated Search

1992-01-01

This report was prepared in response to a request from the Transportation Safety Administration of the Virginia Department ofMotor Vehicles for data concerning the use of safety belts and child safety seats by the occupants of vehicles bearing Virgin...

Estimated medical cost savings in Utah by implementation of a primary seat belt law

DOT National Transportation Integrated Search

2010-05-01

This report examines 2007 hospital discharge data reporting cases where the external cause of injury to : a vehicle occupant was a motor vehicle crash to predict the estimated savings to Utah if a primary seat : belt law is implemented. The savings a...

Estimated medical cost savings in Rhode Island by implementation of a primary seat belt law

DOT National Transportation Integrated Search

2008-09-01

This report examines 2006 hospital discharge data reporting cases where the external cause of injury to a vehicle occupant was a motor vehicle crash to predict the estimated savings to Rhode Island if a primary seat belt law is implemented. The savin...

Estimated medical cost savings in Nevada by implementation of a primary seat belt law

DOT National Transportation Integrated Search

2008-09-01

This report examines 2007 hospital discharge data reporting cases where the external cause of injury to a vehicle occupant was a motor vehicle crash to predict the estimated savings to Nevada if a primary seat belt law is implemented. The savings are...

Estimated medical cost savings in Vermont by implementation of a primary seat belt law

DOT National Transportation Integrated Search

2008-09-01

This report examines 2005 hospital discharge data reporting cases where the external cause of injury to a vehicle occupant was a motor vehicle crash to predict the estimated savings to the State of Vermont if a primary seat belt law is implemented. T...

Seat-Belt Use In US Counties: Limited Progress Toward Healthy People 2020 Objectives.

PubMed

Sunshine, Jacob; Dwyer-Lindgren, Laura; Chen, Alan; Mokdad, Ali H

2017-04-01

Spikes in automobile fatalities in 2015 and 2016 have renewed discussions about automobile safety. We measured the prevalence of reported seat-belt compliance in every US county from 2002 to 2012 and found considerable variation. Project HOPE—The People-to-People Health Foundation, Inc.

Evaluation of the effects of a seat belt education program among elementary school children in Loudoun County, Virginia

DOT National Transportation Integrated Search

1972-11-01

Elementary school children in Loudoun County, Virginia took part in a program whose purpose was to acquaint them with the need to wear auto seat belts. Before, during and after this program, passengers and drivers of cars with children of elementary ...

An inflatable belt system in the rear seat occupant environment: investigating feasibility and benefit in frontal impact sled tests with a 50th percentile male ATD

PubMed Central

Forman, Jason L.; Lopez-Valdes, Francisco J.; Dennis, Nate; Kent, Richard W.; Tanji, Hiromasa; Higuchi, Kazuo

2010-01-01

Frontal-impact airbag systems have the potential to provide a benefit to rear seat occupants by distributing restraining forces over the body in a manner not possible using belts alone. This study sought to investigate the effects of incorporating a belt-integrated airbag (“airbelt”) into a rear seat occupant restraint system. Frontal impact sled tests were performed with a Hybrid III 50th percentile male anthropomorphic test device (ATD) seated in the right-rear passenger position of a 2004 mid-sized sedan buck. Tests were performed at 48 km/h (20 g, 100 ms acceleration pulse) and 29 km/h (11 g, 100 ms). The restraints consisted of a 3-point belt system with a cylindrical airbag integrated into the upper portion of the shoulder belt. The airbag was tapered in shape, with a maximum diameter of 16 cm (at the shoulder) that decreased to 4 cm at the mid-chest. A 2.5 kN force-limiter was integrated into the shoulder-belt retractor, and a 2.3 kN pretensioner was present in the out-board anchor of the lap belt. Six ATD tests (three 48 km/h and three 29 km/h) were performed with the airbelt system. These were compared to previous frontal-impact, rear seat ATD tests with a standard (not-force-limited, not-pretensioned) 3-point belt system and a progressive force-limiting (peak 4.4 kN), pretensioning (FL+PT) 3-point belt system. In the 48 km/h tests, the airbelt resulted in significantly less (p<0.05, two-tailed Student’s t-test) posterior displacement of the sternum towards the spine (chest deflection) than both the standard and FL+PT belt systems (airbelt: average 13±1.1 mm standard deviation; standard belt: 33±2.3 mm; FL+PT belt: 23±2.6 mm). This was consistent with a significant reduction in the peak upper shoulder belt force (airbelt: 2.7±0.1 kN; standard belt: 8.7±0.3 kN; FL+PT belt: 4.4±0.1 kN), and was accompanied by a small increase in forward motion of the head (airbelt: 54±0.4 cm; standard belt: 45±1.3 cm; FL+PT belt: 47±1.1 cm) The airbelt system also significantly reduced the flexion moment in the lower neck (airbelt: 169±3.3 Nm; standard belt: 655±26 Nm; FL+PT belt: 308±19 Nm). Similar results were observed in the 29 km/h tests. These results suggest that this airbelt system may provide some benefit for adult rear seat occupants in frontal collisions, even in relatively low-speed impacts. Further study is needed to evaluate this type of restraint system for different size occupants (e.g., children), for out-of-position occupants, and with other occupant models (e.g., cadavers). PMID:21050596

Low-floor bus design preferences of walking aid users during simulated boarding and alighting.

PubMed

D'souza, Clive; Paquet, Victor; Lenker, James; Steinfeld, Edward; Bareria, Piyush

2012-01-01

Low-floor buses represent a significant improvement in accessible public transit for passengers with limited mobility. However, there is still a need for research on the inclusive design of transit buses to identify specific low-floor bus design conditions that are either particularly accommodating or challenging for passengers with functional and mobility impairments. These include doorway locations, seating configuration and the large front wheel-well covers that collectively impact boarding, alighting and interior movement of passengers. Findings from a laboratory study using a static full-scale simulation of a lowfloor bus to evaluate the impact of seating configuration and crowding on interior movement and accessibility for individuals with and without walking aids are presented (n=41). Simulated bus journeys that included boarding, fare payment, seating, and alighting were performed. Results from video observations and subjective assessments showed differences in boarding and alighting performance and users' perceptions of task difficulty. The need for assistive design features (e.g. handholds, stanchions), legroom and stowage space for walking aids was evident. These results demonstrate that specific design conditions in low-floor buses can significantly impact design preference among those who use walking aids. Consideration of ergonomics and inclusive design can therefore be used to improve the design of low-floor buses.

Heavy Duty Diesel Truck and Bus Hybrid Powertrain Study

DTIC Science & Technology

2012-03-01

electric 22 ft. bus that offers greater range than battery-electric buses can provide. Designed to seat 22 passengers plus standees, this Ebus model...system that has both parallel and series operating modes. The relatively low volume of many truck and bus designs has inhibited the development of...that battery packs need to be designed for 50,000 lifetime energy storage cycles in a hybrid transit bus vs. just 3,600 cycles in the typical

Motor Vehicle Crashes, Medical Outcomes, and Hospital Charges Among Children Aged 1-12 Years - Crash Outcome Data Evaluation System, 11 States, 2005-2008.

PubMed

Sauber-Schatz, Erin K; Thomas, Andrea M; Cook, Lawrence J

2015-10-02

Motor vehicle crashes are a leading cause of death among children. Age- and size-appropriate restraint use is an effective way to prevent motor vehicle-related injuries and deaths. However, children are not always properly restrained while riding in a motor vehicle, and some are not restrained at all, which increases their risk for injury and death in a crash. 2005-2008. The Crash Outcome Data Evaluation System (CODES) is a multistate program facilitated by the National Highway Traffic Safety Administration to probabilistically link police crash reports and hospital databases for traffic safety analyses. Eleven participating states (Connecticut, Georgia, Kentucky, Maryland, Minnesota, Missouri, Nebraska, New York, Ohio, South Carolina, and Utah) submitted data to CODES during the reporting period. Descriptive analysis was used to describe drivers and child passengers involved in motor vehicle crashes and to summarize crash and medical outcomes. Odds ratios and 95% confidence intervals were used to compare a child passenger's likelihood of sustaining specific types of injuries by restraint status (optimal, suboptimal, or unrestrained) and seating location (front or back seat). Because of data constraints, optimal restraint use was defined as a car seat or booster seat use for children aged 1-7 years and seat belt use for children aged 8-12 years. Suboptimal restraint use was defined as seat belt use for children aged 1-7 years. Unrestrained was defined as no use of car seat, booster seat, or seat belt for children aged 1-12 years. Optimal restraint use in the back seat declined with child's age (1 year: 95.9%, 5 years: 95.4%, 7 years: 94.7%, 8 years: 77.4%, 10 years: 67.5%, 12 years: 54.7%). Child restraint use was associated with driver restraint use; 41.3% of children riding with unrestrained drivers also were unrestrained compared with 2.2% of children riding with restrained drivers. Child restraint use also was associated with impaired driving due to alcohol or drug use; 16.4% children riding with drivers suspected of alcohol or drug use were unrestrained compared with 2.9% of children riding with drivers not suspected of such use. Optimally restrained and suboptimally restrained children were less likely to sustain a traumatic brain injury than unrestrained children. The 90th percentile hospital charges for children aged 4-7 years who were in motor vehicle crashes were $1,630.00 and $1,958.00 for those optimally restrained in a back seat and front seat, respectively; $2,035.91 and $3,696.00 for those suboptimally restrained in a back seat and front seat, respectively; and $9,956.60 and $11,143.85 for those unrestrained in a back seat and front seat, respectively. Proper car seat, booster seat, and seat belt use among children in the back seat prevents injuries and deaths, as well as averts hospital charges. However, the number, severity, and cost of injuries among children in crashes who were not optimally restrained or who were seated in a front seat indicates the need for improvements in proper use of age- and size-appropriate car seats, booster seats, and seat belts in the back seat. Effective interventions for increasing proper child restraint use could be universally implemented by states and communities to prevent motor vehicle-related injuries among children and their resulting costs.

Effect of realistic vehicle seats, cushion length, and lap belt geometry on child ATD kinematics.

DOT National Transportation Integrated Search

2011-12-01

This series of sled tests examined the effect of using real vehicle seats on child ATD performance. Cushion length was varied from production length of 450 mm to a shorter length of 350 mm. Lap belt geometry was set to rear, mid, and forward anchorag...

48 CFR 1252.223-73 - Seat belt use policies and programs.

Code of Federal Regulations, 2010 CFR

2010-10-01

... 48 Federal Acquisition Regulations System 5 2010-10-01 2010-10-01 false Seat belt use policies and programs. 1252.223-73 Section 1252.223-73 Federal Acquisition Regulations System DEPARTMENT OF... your company or organization, please visit the Buckle Up America section of NHTSA's Web site at www...

49 CFR 571.209 - Standard No. 209; Seat belt assemblies.

Code of Federal Regulations, 2010 CFR

2010-10-01

.... (1) Eye bolts, shoulder bolts, or other bolt used to secure the pelvic restraint of seat belt... connecting webbing to an eye bolt shall be provided with a retaining latch or keeper which shall not move...) Single attachment hook for connecting webbing to any eye bolt shall be tested in the following manner...

78 FR 45880 - Hazardous Materials: Approval and Communication Requirements for the Safe Transportation of Air...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-07-30

... Communication Requirements for the Safe Transportation of Air Bag Inflators, Air Bag Modules, and Seat-Belt... Materials Regulations applicable to air bag inflators, air bag modules, and seat-belt pretensioners. The... amending the current approval and documentation requirements for a material classified as a UN3268 air bag...

Fatality reduction by safety belts for front-seat occupants of cars and light trucks : updated and expanded estimates based on 1986-99 FARS data

DOT National Transportation Integrated Search

2000-12-01

The National Highway Traffic Safety Administration estimated in 1984 that manual 3-point safety belts : reduce the fatality risk of front-seat occupants of passenger cars by 45 percent relative to the unrestrained : occupant. The agency still relies ...

Seat-belt injuries of the spine in young children.

PubMed

Rumball, K; Jarvis, J

1992-07-01

Seat-belt fractures of the lumbar spine in adolescents and adults are well recognised but there are few reports of these injuries in young children. We reviewed all seat-belt injuries in skeletally immature patients (Risser 0), seen at a tertiary referral centre between 1974 and 1991. There were ten cases, eight girls and two boys, with an average age of 7.5 years (3 to 13). Four distinct patterns of injury were observed, most commonly at the L2 to L4 level. Paraplegia, which is thought to be uncommon, occurred in three of our ten cases. Four children had intra-abdominal injuries requiring laparotomy. There was a delay in diagnosis either of the spinal or of the intra-abdominal injury in five cases, although all had contusion of the abdominal wall, the 'seat-belt sign'. Treatment of the fractures was conservative, by bed rest and then hyperextension casts. The incidence of this potentially devastating injury can be reduced by the optimal use of restraints, but there is often a delay in diagnosis. Our classification system may aid in the early detection and evaluation of this injury.

Car Seats for Growing Children: Guidelines for Counselling Parents on Which Type of Car Seat To Use.

ERIC Educational Resources Information Center

Illinois State Dept. of Transportation, Springfield. Div. of Traffic Safety.

Children's car seats provide protection from the types of injury with the worst consequences. This document presents guidelines for selecting and installing child car seats, booster seats, and seat belts. The document includes suggestions for identifying when a child's safety restraint system should be changed, for determining if the restraint…

Seat and seatbelt accommodation in fire apparatus: Anthropometric aspects

PubMed Central

Hsiao, Hongwei; Whitestone, Jennifer; Wilbur, Michael; Lackore, J. Roger; Routley, J. Gordon

2015-01-01

This study developed anthropometric information on U.S. firefighters to guide fire-apparatus seat and seatbelt designs and future standards development. A stratified sample of 863 male and 88 female firefighters across the U.S. participated in the study. The study results suggested 498 mm in width, 404 mm in depth, and 365–476 mm in height for seat pans; 429–522 mm in width and 542 mm in height for seat back; 871 mm in height for head support; a seat space of 733 mm at shoulder and 678 mm at hip; and a knee/leg clearance of 909 mm in fire truck cab. Also, 1520 mm of lap belt web effective length and 2828 mm of lap-and-shoulder belt web effective length were suggested. These data for firetruck seats and seatbelts provide a foundation for fire apparatus manufacturers and standards committees to improve firefighter seat designs and seatbelt usage compliance. PMID:26154212

Effect of Increased Rear Row Occupancy on Injury to Seat Belt Restrained Children in Side Impact Crashes

PubMed Central

Maltese, Matthew R.; Chen, Irene G.; Arbogast, Kristy B.

2005-01-01

Previous work identified a similar risk of injury for children seated on the struck side and center rear in side impact crashes in passenger cars. In order to further explain this finding, we investigated the effect of sharing the rear row with other occupants on injury risk and delineated differences in injury patterns among the seat positions. These analyses, conducted from a large child specific crash surveillance system, included: children 4–15 years old, rear seated, seat belt restrained, in a passenger car, and in a side impact crash. Injury risk was compared among each rear seat position stratified by the presence of other occupants on the rear row. Occupants are at an increased risk of injury if they sit alone on their row as compared to sitting with other occupants. Patterns of injuries distinct to each seat position were delineated. PMID:16179151

Evaluation of changes in pelvic belt tension during 2 weight-bearing functional tasks.

PubMed

Arumugam, Ashokan; Milosavljevic, Stephan; Woodley, Stephanie; Sole, Gisela

2012-06-01

The purposes of this study were to evaluate changes in pelvic belt tension during 2 weight-bearing functional tasks (transition from bipedal to unipedal stance [BUS] and walking) and to evaluate the reliability and the percentage variation for belt tension scores from trial to trial. A cross-sectional repeated-measures study was conducted with 10 healthy male participants (mean age, 28.3 ± 8.8years). Participants performed 10 trials of BUS and walking while wearing a nonelastic pelvic compression belt (PCB) applied distal to the anterior superior iliac spines, with a load cell positioned in the center of the belt. The load cell was calibrated using known weights (1-10kg) to define the relationship between the applied tension and voltage change (R(2) = 0.99). Load cell tension values were recorded in voltage signals and then converted to newtons of force using appropriate conversion values (0.012V = 10N). Mean and standard deviation values, intraclass correlation coefficients (ICC 3,1), and percentage standard error of measurements (% SEM) were analyzed for PCB tension recorded during the BUS and walking trials. The mean tension achieved with a PCB was found to be 41.02 (±4.23) N during BUS and 44.07 (±5.80) N during walking. The trial-to-trial reliability (ICC 3,1) was high (ICC ≥0.9), and the variation in PCB tension across 10 trials (% SEM) was 4% or less. The mean tension achieved during the tasks was 44 N or less. The reliability is high, and the variation is low across the trials, which implies that a PCB could be used to produce consistent effects during repetition of the tasks (BUS and walking). Copyright © 2012 National University of Health Sciences. Published by Mosby, Inc. All rights reserved.

The impact of airbags and seat belts on the incidence and severity of maxillofacial injuries in automobile accidents in New York State.

PubMed

Mouzakes, J; Koltai, P J; Kuhar, S; Bernstein, D S; Wing, P; Salsberg, E

2001-10-01

To evaluate the effect driver-side and passenger-side airbags have had on the incidence and severity of maxillofacial trauma in victims of automobile accidents. Retrospective analysis of all automobile (passenger cars and light trucks) accidents reported in 1994. New York State. Of the 595910 individuals involved in motor vehicle accidents in New York in 1994, 377054 individuals were initially selected from accidents involving cars and light trucks. Of this subset, 164238 drivers and 62755 right front passengers were selected for analysis. Each case is described in a single record with approximately 100 variables describing the accident, eg, vehicle, safety equipment installed and utilized or deployed, occupant position, patient demographics, International Classification of Diseases, Ninth Revision, Clinical Modification (ICD-9-CM) diagnoses, and procedural treatments rendered. A maxillofacial trauma severity scale was devised, based on the ICD-9-CM diagnoses. Individuals using airbags and seat belts sustained facial injuries at a rate of 1 in 449, compared with a rate of 1 in 40 for individuals who did not use seat belts or airbags (P<.001). Those using airbags alone sustained facial injuries at the intermediate rate of 1 in 148, and victims using seat belts without airbags demonstrated an injury rate of 1 in 217 (P<.001). Use of driver-side airbags, when combined with use of seat belts, has resulted in a decrease in the incidence and severity of maxillofacial trauma.

Comfort and convenience specifications for safety belts : shoulder belt fit, pressure and pullout forces

DOT National Transportation Integrated Search

1980-04-30

A three-part study was conducted to further define comfort requirements for seat belt systems with respect to shoulder belt fit, shoulder belt contact pressure, and 3-point restraint system pullout forces. Objective of the belt-fit portion of the stu...

76 FR 1210 - Mitsubishi Motors North America, Inc., Receipt of Petition for Decision of Inconsequential...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-01-07

... (FMVSS) No. 209, Seat Belt Assemblies. Mitsubishi filed an appropriate report pursuant to 49 CFR part 573... assemblies were sold by Mitsubishi to its authorized dealers in the United States for resale and replacement....1(l) of FMVSS No. 209 requires: (k) Installation instructions. A seat belt assembly, other than a...

Results of Transport Canada's September 2002 survey of seat belt use in rural areas of the country

DOT National Transportation Integrated Search

2003-05-01

The September 2002 survey was the first of its kind: the first to measure the seat belt : usage rate in rural Canada only. Rural Canada was defined as towns with a population of : fewer than 10,000 but more than 1,000 that are located outside any cen...

Impact of the Illinois Seat Belt Use Law on Accidents, Deaths, and Injuries.

ERIC Educational Resources Information Center

Rock, Steven M.

1992-01-01

The impact of the 1985 Illinois seat belt law is explored using Box-Jenkins Auto-Regressive, Integrated Moving Averages (ARIMA) techniques and monthly accident statistical data from the state department of transportation for January-July 1990. A conservative estimate is that the law provides benefits of $15 million per month in Illinois. (SLD)

77 FR 22386 - Hyundai Motor Company, Receipt of Petition for Decision of Inconsequential Noncompliance

Federal Register 2010, 2011, 2012, 2013, 2014

2012-04-13

... approximately 14,728 model year 2011 and 2012 Hyundai Sonata Hybrid vehicles produced beginning on December 2... Hybrid vehicle was simply capable of being folded, which would have no effect upon seat belt performance... the vehicle owner's manual that the seat belt should not be detached. Further, in the Sonata Hybrid...

Overrepresentation of seat belt non-users in traffic crashes

DOT National Transportation Integrated Search

1988-04-01

This study used observations of driver belt use linked with driver history information to conclude that non-users of belts are overrepresented in traffic crashes. Examining average numbers of accidents and violations per observed belted and unbelted ...

49 CFR 665.5 - Definitions.

Code of Federal Regulations, 2012 CFR

2012-10-01

... kinetic energy for on-board storage and subsequent use. Retarder means a system other than the service brakes that slows a bus by dissipating kinetic energy. Seated load weight means the weight of the bus... which is capable of capturing, storing, and re-using energy. Major change in chassis design means, for...

49 CFR 665.5 - Definitions.

Code of Federal Regulations, 2011 CFR

2011-10-01

... kinetic energy for on-board storage and subsequent use. Retarder means a system other than the service brakes that slows a bus by dissipating kinetic energy. Seated load weight means the weight of the bus... which is capable of capturing, storing, and re-using energy. Major change in chassis design means, for...

49 CFR 665.5 - Definitions.

Code of Federal Regulations, 2013 CFR

2013-10-01

... kinetic energy for on-board storage and subsequent use. Retarder means a system other than the service brakes that slows a bus by dissipating kinetic energy. Seated load weight means the weight of the bus... which is capable of capturing, storing, and re-using energy. Major change in chassis design means, for...

49 CFR 665.5 - Definitions.

Code of Federal Regulations, 2014 CFR

2014-10-01

... kinetic energy for on-board storage and subsequent use. Retarder means a system other than the service brakes that slows a bus by dissipating kinetic energy. Seated load weight means the weight of the bus... which is capable of capturing, storing, and re-using energy. Major change in chassis design means, for...

2003 safety belt usage survey in Kentucky.

DOT National Transportation Integrated Search

2003-08-01

The objective of this study was to establish 2003 safety belt and child safety seat usage rates in Kentucky. The 2003 survey continues to document the results after enactment of a statewide mandatory safety belt law in 1994 and safety belt enforcemen...

2004 safety belt usage survey in Kentucky.

DOT National Transportation Integrated Search

2004-08-01

The objective of this study was to establish 2004 safety belt and child safety seat usage rates in Kentucky. The 2004 survey continues to document the results after enactment of a statewide mandatory safety belt law in 1994 and safety belt enforcemen...

A study of nighttime seat belt use in Indiana

DOT National Transportation Integrated Search

2007-05-01

Overall belt use rates observed during the daytime and nighttime survey waves are presented in Table 2. Belt use observed during the daytime and nighttime pre-mobilization waves was very similar. During the post-mobilization waves, daytime belt use w...

Effectiveness of safety belt warning and interlock systems

DOT National Transportation Integrated Search

1973-04-01

Rental cars in Fayetteville, N.C., were equipped with four seat belt and warning systems: (Phase I) detachable shoulder and lap belt, no warning system; (Phase II) detachable shoulder and lap belt, warning system (January 1, 1972 standard); (Phase II...

49 CFR 571.120 - Tire selection and rims and motor home/recreation vehicle trailer load carrying capacity...

Code of Federal Regulations, 2012 CFR

2012-10-01

...: XXX kg or XXX lbs” in block letters with appropriate values included. (d) The statement “Safety belt equipped seating capacity: XXX” with the appropriate value included. This is the total number of safety belt equipped seating positions. (e) The statement: “CAUTION: A full load of water equals XXX kg or XXX...

49 CFR 571.120 - Tire selection and rims and motor home/recreation vehicle trailer load carrying capacity...

Code of Federal Regulations, 2014 CFR

2014-10-01

...: XXX kg or XXX lbs” in block letters with appropriate values included. (d) The statement “Safety belt equipped seating capacity: XXX” with the appropriate value included. This is the total number of safety belt equipped seating positions. (e) The statement: “CAUTION: A full load of water equals XXX kg or XXX...

49 CFR 571.120 - Tire selection and rims and motor home/recreation vehicle trailer load carrying capacity...

Code of Federal Regulations, 2013 CFR

2013-10-01

...: XXX kg or XXX lbs” in block letters with appropriate values included. (d) The statement “Safety belt equipped seating capacity: XXX” with the appropriate value included. This is the total number of safety belt equipped seating positions. (e) The statement: “CAUTION: A full load of water equals XXX kg or XXX...

49 CFR 571.120 - Tire selection and rims and motor home/recreation vehicle trailer load carrying capacity...

Code of Federal Regulations, 2011 CFR

2011-10-01

...: XXX kg or XXX lbs” in block letters with appropriate values included. (d) The statement “Safety belt equipped seating capacity: XXX” with the appropriate value included. This is the total number of safety belt equipped seating positions. (e) The statement: “CAUTION: A full load of water equals XXX kg or XXX...

49 CFR 579.22 - Reporting requirements for manufacturers of 100 or more buses, manufacturers of 500 or more...

Code of Federal Regulations, 2013 CFR

2013-10-01

... visibility, 14 air bags, 15 seat belts, 16 structure, 17 latch, 18 vehicle speed control, 19 tires, 20 wheels... exterior lighting, 13 visibility, 14 air bags, 15 seat belts, 16 structure, 17 latch, 18 vehicle speed... of service brake system (i.e., hydraulic or air), the information required by this subsection shall...

A social media program to increase adolescent seat belt use.

PubMed

Drake, Stacy A; Zhang, Ni; Applewhite, Courtney; Fowler, Katherine; Holcomb, John B

2017-09-01

In response to motor vehicle crashes remaining the leading cause of death for teenagers in the United States, a nursing clinical group (n = 10) in conjunction with a local hospital injury prevention program created an educational campaign to bolster seat belt use. The nursing students created an Instagram account to serve as an educational tool to promote seat belt use among teenagers aged 14-19, and the program was presented at three high school health fairs. In all, 135 postings were made to the account over a 3-month period. The number of likes posted by high school students was the unit of analysis. The most significant result (p = .01) was the difference between postings most liked (celebrities wearing seat belts) and least liked (postings made at the high school health fair), otherwise, differences among postings liked (humor postings, response requests, pictures of celebrities, factual data) were not significant. Instagram user engagement, measured in number of likes, is indicative that social media provides platforms to promote injury prevention efforts. Further research is needed to identify measurable elements of social media and to follow-up on behavioral changes following participation. © 2017 Wiley Periodicals, Inc.

A quantitative approach to assessing the efficacy of occupant protection programs: A case study from Montana.

PubMed

Manlove, Kezia; Stanley, Laura; Peck, Alyssa

2015-10-01

Quantitative evaluation of vehicle occupant protection programs is critical for ensuring efficient government resource allocation, but few methods exist for conducting evaluation across multiple programs simultaneously. Here we present an analysis of occupant protection efficacy in the state of Montana. This approach relies on seat belt compliance rates as measured by the National Occupant Protection Usage Survey (NOPUS). A hierarchical logistic regression model is used to estimate the impacts of four Montana Department of Transportation (MDT)-funded occupant protection programs used in the state of Montana, following adjustment for a suite of potential confounders. Activity from two programs, Buckle Up coalitions and media campaigns, are associated with increased seat belt use in Montana, whereas the impact of another program, Selective Traffic Enforcement, is potentially masked by other program activity. A final program, Driver's Education, is not associated with any shift in seat belt use. This method allows for a preliminary quantitative estimation of program impacts without requiring states to obtain any new seat belt use data. This approach provides states a preliminary look at program impacts, and a means for carefully planning future program allocation and investigation. Copyright © 2015 Elsevier Ltd. All rights reserved.

A modern diagnostic approach for automobile systems condition monitoring

NASA Astrophysics Data System (ADS)

Selig, M.; Shi, Z.; Ball, A.; Schmidt, K.

2012-05-01

An important topic in automotive research and development is the area of active and passive safety systems. In general, it is grouped in active safety systems to prevent accidents and passive systems to reduce the impact of a crash. An example for an active system is ABS while a seat belt tensioner represents the group of passive systems. Current developments in the automotive industry try to link active with passive system components to enable a complete event sequence, beginning with the warning of the driver about a critical situation till the automatic emergency call after an accident. The cross-linking has an impact on the current diagnostic approach, which is described in this paper. Therefore, this contribution introduces a new diagnostic approach for automotive mechatronic systems. The concept is based on monitoring the messages which are exchanged via the automotive communication systems, e.g. the CAN bus. According to the authors' assumption, the messages on the bus are changing between faultless and faulty vehicle condition. The transmitted messages of the sensors and control units are different depending on the condition of the car. First experiments are carried and in addition, the hardware design of a suitable diagnostic interface is presented. Finally, first results will be presented and discussed.

Assessing factors causing severe injuries in crashes of high-deck buses in long-distance driving on freeways.

PubMed

Chu, Hsing-Chung

2014-01-01

High-deck buses that have a higher center of gravity traveling at an excessive speed have a higher likelihood of causing serious and fatal accidents when drivers lose control of the vehicle. In addition, drivers who suffer from fatigue in long-distance driving increase the likelihood of serious accident. This paper examines the effects of risk factors contributing to severe crashes associated with high-deck buses used for long-distance driving on freeways. An ordered logit and latent class models are used to examine significant factors on the severity of injuries in crashes related to high-deck buses. Driver fatigue, drivers or passengers not wearing a seat belt, reckless driving, drunk driving, crashes occurred between midnight and dawn, and crashes occurred at interchange ramps were found to significantly affect the severity of injuries in crashes involving high-deck buses. Safety policies to prevent severe injuries in crashes involving high deck buses used for long-distance runs on freeways include: (1) restricting drivers from exceeding the limit of daily driving hours and mandating sufficient rest breaks; (2) installing an automatic sleep-warning device in the vehicle; (3) drivers with obstructive sleep apnea syndrome or sleep disorders should be tested and treated before they are allowed to perform long hours of driving tasks; (4) educating the public or even amending the seatbelt legislation to require all passengers to wear a seat belt and thus reduce the chance of ejection from a high-deck bus and prevent serious injuries in a crash while traveling at a higher speed on freeways. Copyright © 2013 Elsevier Ltd. All rights reserved.

Comparative Performance of Rear Facing Child Restraint Systems on the CMVSS 213 Bench and Vehicle Seats

PubMed Central

Tylko, Suzanne; Locey, Caitlin M.; Garcia-Espana, J. Felipe; Arbogast, Kristy B.; Maltese, Matthew R.

2013-01-01

The purpose of this study was to compare the dynamic response of rear-facing child restraint systems (RFCRS) installed on the CMVSS 213 sled bench and a selection of vehicle seats. Thirty-six sled tests were conducted: three models of rear facing CRS with an anthropomorphic test device (ATD) representing a 12 month old child (CRABI) were affixed via lower anchors (LATCH), 3 point belt without CRS base, and 3 point belt with CRS base to one of three vehicle seats or the CMVSS 213 bench seat. All CRS were subjected to an identical sled acceleration pulse. Two types of matched pair analysis: “bench-to-vehicle” and “method of attachment” were conducted. Statistically significant differences were observed in the kinematic responses of the ATD and the CRS. This is the first study to quantify differences between the regulatory bench and vehicle seats on a system level and evaluate the influence of attachment method. Our results show that the difference in RFCRS forward excursion between 3-point belt with base and LATCH installations was between 1 and 7 percent on the bench and 22 to 76 percent on the vehicle seats. When evaluating the dynamic performance of RFCRS, the use of real vehicle seats from vehicles that commonly carry children may provide valuable insight. The findings would require further confirmation using a broader selection of RFCRS and vehicle seats, before generalizable conclusions can be drawn. PMID:24406967

Injury risk to restrained children exposed to deployed first- and second-generation air bags in frontal crashes.

PubMed

Arbogast, Kristy B; Durbin, Dennis R; Kallan, Michael J; Elliott, Michael R; Winston, Flaura K

2005-04-01

To estimate the risk of serious nonfatal injuries in frontal crashes among belted children seated in the right front seat of vehicles in which second-generation passenger air bags deployed compared with that of belted children seated in the right front seat of vehicles in which first-generation passenger air bags deployed. We enrolled a probability sample of 1781 seat belt-restrained occupants aged 3 through 15 years seated in the right front seat, exposed to deployed passenger air bags in frontal crashes involving insured vehicles in 3 large US regions, between December 1, 1998, and November 30, 2002. A telephone interview was conducted with the driver of the vehicle using a previously validated instrument. The study sample was weighted according to each subject's probability of selection, with analyses conducted on the weighted sample. Main Outcome Measure Risk of serious injury (Abbreviated Injury Scale score of > or =2 injuries and facial lacerations). The risk of serious injury for restrained children in the right front seat exposed to deployed second-generation passenger air bags was 9.9%, compared with 14.9% for similar children exposed to deployed first-generation passenger air bags (adjusted odds ratio, 0.59; 95% confidence interval, 0.36-0.97). This study provides evidence based on field data that the risk of injury to children exposed to deploying second-generation passenger air bags is reduced compared with earlier designs.

Seat and seatbelt accommodation in fire apparatus: Anthropometric aspects.

PubMed

Hsiao, Hongwei; Whitestone, Jennifer; Wilbur, Michael; Lackore, J Roger; Routley, J Gordon

2015-11-01

This study developed anthropometric information on U.S. firefighters to guide fire-apparatus seat and seatbelt designs and future standards development. A stratified sample of 863 male and 88 female firefighters across the U.S. participated in the study. The study results suggested 498 mm in width, 404 mm in depth, and 365-476 mm in height for seat pans; 429-522 mm in width and 542 mm in height for seat back; 871 mm in height for head support; a seat space of 733 mm at shoulder and 678 mm at hip; and a knee/leg clearance of 909 mm in fire truck cab. Also, 1520 mm of lap belt web effective length and 2828 mm of lap-and-shoulder belt web effective length were suggested. These data for fire-truck seats and seatbelts provide a foundation for fire apparatus manufacturers and standards committees to improve firefighter seat designs and seatbelt usage compliance. Published by Elsevier Ltd.

Analysis of occupant kinematics and dynamics in nearside oblique impacts.

PubMed

López-Valdés, F J; Juste-Lorente, O; Maza-Frechin, M; Pipkorn, B; Sunnevang, C; Lorente, A; Aso-Vizan, A; Davidsson, J

2016-09-01

The objective of this article is to analyze the kinematics and dynamics of restrained postmortem human surrogates (PMHS) exposed to a nearside oblique impact and the injuries that were found after the tests. Three male PMHS of similar age (64 ± 4 years) and anthropometry (weight: 61 ± 9.6 kg; stature: 172 ± 2.7 cm) were exposed to a 30° nearside oblique impact at 34 km/h. The test fixture approximated the seating position of a front seat occupant. A rigid seat was designed to match the pelvic displacement in a vehicle seat. Surrogates were restrained by a 3-point seat belt consisting of a 2 kN pretensioner (PT), 4.5 kN force-limiting shoulder belt, and a 3.5 kN PT lap belt. The shoulder belt PT was not fired in one of the tests. Trajectories of the head, shoulder, and hip joint (bilaterally) were recorded at 1,000 Hz by a 3D motion capture system. The 3D acceleration and angular rate of the head, T1, and pelvis, and the 3D acceleration of selected spinal locations was measured at 10,000 Hz. Seat belt load cells measured the belt tension at 4 locations. PMHS donation and handling were performed with the approval of the relevant regional ethics review board. Activation of the shoulder PT reduced substantially the peak forward excursion of the head but did not influence the lateral displacement of the head center of gravity (CG). In all 3 subjects, the lateral excursion of the head CG (291.1, 290, 292.1 mm) was greater than the forward displacement (271.4, 216.7, 171.5 mm). The hip joint excursion of the PMHS that was not exposed to the shoulder PT seat belt was twice the magnitude observed for the other 2 subjects. The 3 PMHS sustained clavicle fractures on the shoulder loaded by the seat belt and 2 of them were diagnosed atlantoaxial subluxation in the radiologist examination. Avulsion fractures of the right lamina of T1, T2, T3, and T4 were found when the PT was not used. The 3 PMHS received multiple fractures spread over both aspects of the rib cage and involving the posterior aspect of it. In this study of nearside oblique impact loading, the PMHS exhibited kinematics characterized by reduced torso pitching and increased lateral head excursion as compared to previous frontal impact results. These kinematics resulted in potential cervical and thoracic spinal injuries and in complete, displaced fractures of the lateral and posterior aspects of the rib cage. Though this is a limited number of subjects, it shows the necessity of further understanding of the kinematics of occupants exposed to this loading mode.

The Effect of Booster Seat Use on Pediatric Injuries in Motor Vehicle Frontal Crashes.

PubMed

Caskey, Sean; Hammond, Joshua; Peck, Jeffery; Sardelli, Matthew; Atkinson, Theresa

2018-04-20

Motor vehicle crashes are a significant source of pediatric mortality and morbidity. Studies indicate that booster seats significantly improve seat belt fit for children who have not attained a height of 145 cm (4' 9"). This study examined injuries occurring in booster age children up to age 12, as the majority of children do not attain 145 cm until this age. The purpose of the study was to identify differences in injuries due to the type of restraint used, with attention to musculoskeletal injuries. Vehicle and occupant data were obtained from a publically available statistical sample of tow-away crashes. Frontal crashes over an 8-year period were examined. A data set of cases was created involving children ages 5 to 12 years who were unrestrained, restrained using the vehicle's lap and shoulder belt, and restrained using a booster seat with the vehicle's lap and shoulder seat belt. Injury severity, frequency, and patterns of distribution were compared. Unrestrained children experienced moderate to severe injuries 3.8 to 19 times more frequently than children using restraints. There were more injuries to the head and face in unrestrained versus restrained children, but the head and face was the most frequently injured region for all groups. There were no serious cervical spine injuries reported for any group. Lower extremity fractures were not observed in booster seat users but occurred at similar rates in both unrestrained and seat belt restrained children. These fractures occurred in older children who were involved in more severe crashes. Unrestrained children were more likely to experience moderate and severe injuries than restrained children. The data sample suggests that booster use may reduce the risk of extremity fracture, as there were no extremity fractures in children restrained with booster seats. This work provides evidence for the efficacy of booster use for preventing orthopaedic injury in children. This evidence can be used to inform parents and establish recommendations for best practices in transporting children.

Aortic ruptures in seat belt wearers.

PubMed

Arajärvi, E; Santavirta, S; Tolonen, J

1989-09-01

Several investigations have indicated that rupture of the thoracic aorta is one of the leading causes of immediate death in victims of road traffic accidents. In Finland in 1983, 92% of front-seat passengers were seat belt wearers on highways and 82% in build-up areas. The mechanisms of rupture of the aorta have been intensively investigated, but the relationship between seat belt wearing and injury mechanisms leading to aortic rupture is still largely unknown. This study comprises 4169 fatally injured victims investigated by the Boards of Traffic Accident Investigation of Insurance Companies during the period 1972 to 1985. Chest injuries were recorded as the main cause of death in 1121 (26.9%) victims, 207 (5.0%) of those victims having worn a seat belt. Aortic ruptures were found at autopsy in 98 victims and the exact information of the location of the aortic tears was available in 68. For a control group, we analyzed 72 randomly chosen unbelted victims who had a fatal aortic rupture in similar accidents. The location of the aortic rupture in unbelted victims was more often in the ascending aorta, especially in drivers, whereas in seat belt wearers the distal descending aorta was statistically more often ruptured, especially in right-front passengers (p less than 0.05). The steering wheel predominated statistically as the part of the car estimated to have caused the injury in unbelted victims (37/72), and some interior part of the car was the most common cause of fatal thoracic impacts in seat belt wearers (48/68) (p less than 0.001). The mechanism of rupture of the aorta in the classic site just distal to the subclavian artery seems to be rapid deceleration, although complex body movements are also responsible in side impact collisions. The main mechanism leading to rupture of the ascending aorta seems to be severe blow to the bony thorax. This also often causes associated thoracic injuries, such as heart rupture and sternal fracture. Injuries in the ascending aorta were mostly found in unbelted victims and were sustained in frontal impact collisions, the injury-causing part of the car being the steering wheel. Ruptures of the distal descending part of the aorta were frequently associated with fractures of the thoracic vertebra.

23 CFR Appendix B to Part 1240 - Procedures for Missing or Inadequate State-Submitted Information (Calendar Years 1996 and 1997)

Code of Federal Regulations, 2011 CFR

2011-04-01

... (FARS) will be translated into estimated observed seat belt use rates using an algorithm that relates... 133, June, 1994. B. The algorithm is as follows: u = (−.221794 + √.049193 + .410769F) / .456410 Where... change in the FARS-based observed seat belt use rate (derived from the above algorithm) between the two...

23 CFR Appendix B to Part 1240 - Procedures for Missing or Inadequate State-Submitted Information (Calendar Years 1996 and 1997)

Code of Federal Regulations, 2013 CFR

2013-04-01

... (FARS) will be translated into estimated observed seat belt use rates using an algorithm that relates... 133, June, 1994. B. The algorithm is as follows: u = (−.221794 + √.049193 + .410769F) / .456410 Where... change in the FARS-based observed seat belt use rate (derived from the above algorithm) between the two...

23 CFR Appendix B to Part 1240 - Procedures for Missing or Inadequate State-Submitted Information (Calendar Years 1996 and 1997)

Code of Federal Regulations, 2014 CFR

2014-04-01

... (FARS) will be translated into estimated observed seat belt use rates using an algorithm that relates... 133, June, 1994. B. The algorithm is as follows: u = (−.221794 + √.049193 + .410769F) / .456410 Where... change in the FARS-based observed seat belt use rate (derived from the above algorithm) between the two...

23 CFR Appendix B to Part 1240 - Procedures for Missing or Inadequate State-Submitted Information (Calendar Years 1996 and 1997)

Code of Federal Regulations, 2012 CFR

2012-04-01

... (FARS) will be translated into estimated observed seat belt use rates using an algorithm that relates... 133, June, 1994. B. The algorithm is as follows: u = (−.221794 + √.049193 + .410769F) / .456410 Where... change in the FARS-based observed seat belt use rate (derived from the above algorithm) between the two...

23 CFR Appendix B to Part 1240 - Procedures for Missing or Inadequate State-Submitted Information (Calendar Years 1996 and 1997)

Code of Federal Regulations, 2010 CFR

2010-04-01

... (FARS) will be translated into estimated observed seat belt use rates using an algorithm that relates... 133, June, 1994. B. The algorithm is as follows: u = (−.221794 + √.049193 + .410769F) / .456410 Where... change in the FARS-based observed seat belt use rate (derived from the above algorithm) between the two...

49 CFR 579.22 - Reporting requirements for manufacturers of 100 or more buses, manufacturers of 500 or more...

Code of Federal Regulations, 2014 CFR

2014-10-01

... train, 11 electrical, 12 exterior lighting, 13 visibility, 14 air bags, 15 seat belts, 16 structure, 17... visibility, 14 air bags, 15 seat belts, 16 structure, 17 latch, 18 vehicle speed control, 19 tires, 20 wheels... manufactured and available with more than one type of service brake system (i.e., hydraulic or air), the...

Does obesity affect the position of seat belt loading in occupants involved in real-world motor vehicle collisions?

PubMed

Hartka, Thomas R; Carr, Hannah M; Smith, Brittany R; Melmer, Monica; Sochor, Mark R

2018-02-28

Previous work has shown that the lap belt moves superior and forward compared to the bony pelvis as body mass index (BMI) increases. The goal of this project was to determine whether the location of lap belt loading is related to BMI for occupants who sustained real-world motor vehicle collisions (MVCs). A national MVC database was queried for vehicle occupants over a 10-year period (2003-2012) who were at least 16 years old, restrained by a 3-point seat belt, sitting in the front row, and involved in a front-end collision with a change in velocity of at least 56 km/h. Cases were excluded if there was not an available computed tomography (CT) scan of the abdomen. CT scans were then analyzed using adipose enhancement of 3-dimensional reconstructions. Scans were assessed for the presence a radiographic seat belt sign (rSBS), or subcutaneous fat stranding due to seat belt loading. In scans in which the rSBS was present, anterior and superior displacement of rSBS from the anterior-superior iliac spine (ASIS) was measured bilaterally. This displacement was correlated with BMI and injury severity. The inclusion and exclusion criteria yielded 151 cases for analysis. An rSBS could definitively be identified in 55 cases. Cases in which occupants were older and had higher BMI were more likely to display an rSBS. There was a correlation between increasing BMI and anterior rSBS displacement (P <.01 and P <.01, right and left, respectively). There was no significant correlation between BMI and superior displacement of the rSBS (P =.46 and P =.33, right and left, respectively). When the data were examined in terms of relating increasing superior displacement of the lap belt with Injury Severity Scale (P =.34) and maximum Abbreviated Injury Score (AIS) injury severity (P =.63), there was also no significant correlation. The results from this study demonstrated that anterior displacement of the radiographic seat belt sign but not superior displacement increased with higher BMI. These results suggest that obesity may worsen horizontal position but not the vertical position of the lap belt loading during real-world frontal MVCs.

Dynamic models to analyse the influence of the seat belt in a frontal collision

NASA Astrophysics Data System (ADS)

Oana, Oţăt; Nicolae, Dumitru; Ilie, Dumitru

2017-10-01

Traffic accidents are influenced by various factors, yet, the highest impacting ones are related to vehicle impact speed and collision type. Also, passive vehicle safety systems play a significant role upon the injuries suffered by vehicle occupants. Under the circumstances, a particularly important aspect to consider when using such systems is the position of the vehicle’s driver and its occupants. In what follows we embark upon an in-depth analysis in order to investigate the contact effects between the seat belt and the driver, under a dynamic regime. We set out to identify the variation of the kinematic and dynamic parameters for both the driver and the seat belt via comparative analyses between the normal position of the driver and some other out of position instances, considered as critical.

A controlled evaluation of the WHO Safe Communities model approach to injury prevention: increasing child restraint use in motor vehicles.

PubMed

Istre, Gregory R; Stowe, Martha; McCoy, Mary A; Moore, Billy J; Culica, Dan; Womack, Katie N; Anderson, Ron J

2011-02-01

To measure the effect of the WHO Safe Communities model approach to increasing child restraint use in motor vehicles. Pre- and post-intervention observations of restraint use in motor vehicles in several sites in the target area, and in a comparison area community. Community; southeast Dallas, Texas, 2003-2005. A multifaceted approach to increasing use of child safety seats, booster seats and seat belts that included efforts in schools, day care centres, neighbourhoods and a local public clinic, along with child safety seat classes and a low-cost distribution programme. Prevalence of restraint use among children 0-8 years old riding in motor vehicles. In the target area, the adjusted child restraint use increased by 23.9 percentage points versus 11.8 in the comparison area (difference 12.1; 95% CI 9.9 to 14.3), and adjusted driver seat belt use increased by 16.3 percentage points in the target area versus 4.9 in the comparison area (difference 11.4; 95% CI 11.0 to 11.7). Multivariable multilevel analysis showed that the increase in the target area was significantly greater than in the comparison area for child restraint use (OR 1.6; 95% CI 1.2 to 2.2), as well as for driver seat belt use and proportion of children riding in the back seat. The Safe Communities approach was successful in promoting the use of child restraints in motor vehicles through a multifaceted intervention that included efforts in various community settings, instructional classes and child safety seat distribution.

Transportation of Wheelchair Seated Students in School Buses: A Review of State Policy

ERIC Educational Resources Information Center

Moore, Britta; Fuhrman, Susan; Karg, Patricia

2010-01-01

This study quantitatively reviews publicly available state policies as they relate to the transportation of wheelchair-seated students in school buses. Inclusion of best practices in specially equipped school bus and driver training policies was assessed. Key points of interest within state policies were identified based on site visits, common…

Occupant restraint in the rear seat: ATD responses to standard and pre-tensioning, force-limiting belt restraints.

PubMed

Forman, Jason; Michaelson, Jarett; Kent, Richard; Kuppa, Shashi; Bostrom, Ola

2008-10-01

Recent studies have shown that restrained occupants over the age of 50 in frontal crashes have a higher risk of injury in the rear seat than in the front, and have hypothesized that the incorporation of technology such as belt pre-tensioning and force limiting preferentially in the front seat is at least partially responsible for this trend. This study investigates the potential benefits and trade-offs of seat belt pretensioners and force-limiters in the rear seat using a series of frontal impact sled tests at two speeds (48 km/h and 29 km/h DeltaV) with a buck representing the interior of the reat seat occupant compartment of a contemporary mid-sized sedan. Four different dummies were tested: the Hybrid III six year old (in a booster seat, H3 6YO), the Hybrid III 5(th) percentile female (H3 AF05), the Hybrid III 50(th) percentile male (H3 AM50), and the THOR-NT. The restraints consisted of either a standard three point belt, or a 3-point belt with a retractor pretensioner and a progressive force-limiter (FL+PT). Each test condition was repeated in triplicate. The FL+PT restraints (compared to the standard restraints) resulted in a significant (p < or = 0.05) decrease in peak internal chest deflection for each of the Hybrid III dummies at both test speeds (48 km/h: 29% decrease for H3 6YO, 38% decrease for H3 AF05, 30% decrease for H3 AM50), and for the THOR-NT at a DeltaV of 29 km/h. At 48 km/h, the FL+PT restraint qualitatively decreased the average peak internal chest deflection of the THOR-NT, however this decrease was not statistically significant (p=0.06). Furthermore, the FL+PT system allowed little or no increase in forward head excursion, and improved whole-body kinematics for all dummies by restricting pelvic excursion and slightly increasing torso pitch. The results suggest that the FL+PT system studied here may provide injury-reducing benefit to rear seat occupants in moderate to high severity frontal crashes, although more study is needed to evaluate these restraints in other crash scenarios.

Active Prompting to Decrease Cell Phone Use and Increase Seat Belt Use while Driving

ERIC Educational Resources Information Center

Clayton, Michael; Helms, Bridgett; Simpson, Cathy

2006-01-01

Automobile crashes are the leading cause of death for those aged 3 to 33, with 43,005 (118 per day) Americans killed in 2002 alone. Seat belt use reduces the risk of serious injury in an accident, and refraining from using a cell phone while driving reduces the risk of an accident. Cell phone use while driving increases accident rates, and leads…

A focused educational intervention can promote the proper application of seat belts during pregnancy.

PubMed

McGwin, Gerald; Willey, Paula; Ware, Amy; Kohler, Connie; Kirby, Tyler; Rue, Loring W

2004-05-01

The failure to properly use automobile restraints during pregnancy is a significant contributor to both maternal and fetal injury and death. Misconceptions as to the effects of restraint use on the fetus and a lack of instruction as to proper restraint positioning contribute to this problem. Focus groups were used to develop an intervention consisting of educational material for prenatal care clinic patients and staff pertaining to seat belt use during pregnancy. The intervention was administered over a 2-month period. Two groups of women, one preintervention and one postintervention, were surveyed to determine demographics, pregnancy status, and current restraint use characteristics. Preintervention and postintervention surveys were administered to 450 and 285 women, respectively. The proportion of women reporting correct placement of seat belts increased from 70.8% to 83.0% (p < 0.001) after the intervention. Knowledge of seat belt effectiveness also increased significantly (p < 0.001) after the intervention. Only 25.2% of women in the preintervention group reported receiving information from clinic staff on restraint use compared with 76.8% of the postintervention group (p < 0.001). Lack of knowledge regarding restraint use during pregnancy contributes to a lack of consistent and proper use of restraints. Educational tools that improve both knowledge and behavior have the potential to increase automotive safety during pregnancy.

Safety halls--an evaluation.

PubMed

Nyberg, Anders; Gregersen, Nils Petter; Nolén, Sixten; Engström, Inger

2005-01-01

In most countries, drivers licensing systems usually include teaching some aspects of using safety equipment (e.g., airbags and seat belts). However, there is now evidence worldwide that such education is inadequate, as indicated by, for example, the overrepresentation of young drivers who do not use seat belts. A randomized controlled study was conducted in Sweden to evaluate the effects of visiting a facility known as a "safety hall" in combination with the mandatory skid training. The results were assessed to determine the effects of the knowledge and attitudes of learner drivers in the following subjects: airbags, securing loads, seat belts, sitting posture, speed, and tires. An experimental group and a control group comprising 658 and 668 learners, respectively, answered identical questionnaires on three different occasions (pretest, posttest 1, and posttest 2). The results show that, for most of the topics considered, knowledge and attitudes in both groups were better at posttest 2 than at the pretest, and in general, the best knowledge and attitudes were found in the experimental group. The combined safety/skid training seems to have had the greatest effect on seat belts and loads. The findings also indicate that the safety halls can be further improved to achieve an even better effect. The use of safety halls has improved the knowledge and attitudes of learner drivers concerning several important areas related to traffic safety. Since knowledge and attitudes are important predictors of behavior, implementing safety halls can be expected to lead to improvements, especially regarding the use of safety belts and securing loads.

2010 safety belt usage survey in Kentucky.

DOT National Transportation Integrated Search

2010-07-01

The objective of this study was to establish 2010 safety belt and child safety seat usage rates in Kentucky. The 2010 survey continues to document the results after enactment of the original "second enforcement" statewide mandatory safety belt law in...

2009 safety belt usage survey in Kentucky.

DOT National Transportation Integrated Search

2009-07-01

The objective of this study was to establish 2009 safety belt and child safety seat usage rates in Kentucky. The 2009 survey continues to document the results after enactment of original "secondary enforcement" statewide mandatory safety belt law in ...

2002 safety belt usage survey in Kentucky.

DOT National Transportation Integrated Search

2002-07-01

The objective of this study was to establish 2002 safety belt and child safety seat usage rates in Kentucky. The 2002 survey continues to document the results after enactment of original "secondary enforcement" statewide mandatory safety belt law in ...

2007 safety belt usage survey in Kentucky.

DOT National Transportation Integrated Search

2007-08-01

The objective of this study was to establish 2007 safety belt and child safety seat usage rates in Kentucky. The 2007 survey continues to document the results after enactment of the initial "second enforcement" statewide mandatory safety belt law in ...

2001 safety belt usage survey in Kentucky.

DOT National Transportation Integrated Search

2001-08-01

The objective of this study was to establish 2001 safety belt and child safety seat usage rates in Kentucky. The 2001 survey continues to document the results after enactment of original "secondary enforcement" statewide mandatory safety belt law in ...

2006 safety belt usage survey in Kentucky.

DOT National Transportation Integrated Search

2006-08-01

The objective of this study was to establish 2006 safety belt and child safety seat usage rates in Kentucky. The 2006 survey continues to document the results after enactment of the initial "second enforcement" statewide mandatory safety belt law in ...

2008 safety belt usage survey in Kentucky.

DOT National Transportation Integrated Search

2008-08-01

The objective of this study was to establish 2008 safety belt and child safety seat usage rates in Kentucky. The 2008 survey continues to document the results after enactment of the initial "second enforcement" statewide mandatory safety belt law in ...

2005 safety belt usage survey in Kentucky.

DOT National Transportation Integrated Search

2005-08-01

The objective of this study was to establish 2005 safety belt and child safety seat usage rates in Kentucky. The 2005 survey continues to document the results after enactment of the initial "second enforcement" statewide mandatory safety belt law in ...

Evaluation of Safe Kids Week 2004: age 4 to 9? It's booster seat time!

PubMed

Howard, A; Beben, N; Rothman, L; Fiissel, D; MacArthur, C

2006-10-01

To assess the effectiveness of a national one week media campaign promoting booster seat use. Pre-test, post-test design based on nationally representative random digit dialing telephone survey, with control for exposure to campaign. Canada. Parents of children aged 4-9 years. During a one week campaign in May 2004, information on booster seat use was distributed via a national media campaign, retail stores, medical clinics, and community events. Information included pamphlets with guidelines for booster seat use, as well as a growth chart (designed by Safe Kids Canada) to assist parents in determining if their child should be using a booster seat. Assessing seat belt fit was described in detail on the growth chart. Knowledge, attitudes, and self-reported behaviors regarding booster seat use. Respondents in the group exposed to the campaign were twice as likely to report using a booster seat with lap and shoulder belt for their child (47%), compared to those in the pre-test (24%) and the unexposed (23%) groups (p<0.001). However, only small differences in general knowledge regarding booster seat use were found between the groups. A one week national media campaign substantially increased self-reported use of booster seats. Parents did not remember details of the campaign content, but did remember implications for their own child.

Seat Integrated and Conventional Restraints: A Study of Crash Injury/Fatality Rates in Rollovers

PubMed Central

Padmanaban, Jeya; Burnett, Roger A.

2008-01-01

This study used police-reported motor vehicle crash data from eleven states to determine ejection, fatality, and fatal/serious injury risks for belted drivers in vehicles with conventional seatbelts compared to belted drivers in vehicles with seat integrated restraint systems (SIRS). Risks were compared for 11,159 belted drivers involved in single- or multiple-vehicle rollover crashes. Simple driver ejection (partial and complete), fatality, and injury rates were derived, and logistic regression analyses were used to determine relative contribution of factors (including event calendar year, vehicle age, driver age/gender/alcohol use) that significantly influence the likelihood of fatality and fatal/serious injury to belted drivers in rollovers. Results show no statistically significant difference in driver ejection, fatality, or fatal/serious injury rates between vehicles with conventional belts and vehicles with SIRS. PMID:19026243

A human body model with active muscles for simulation of pretensioned restraints in autonomous braking interventions.

PubMed

Osth, Jonas; Brolin, Karin; Bråse, Dan

2015-01-01

The aim of this work is to study driver and passenger kinematics in autonomous braking scenarios, with and without pretensioned seat belts, using a whole-body finite element (FE) human body model (HBM) with active muscles. Upper extremity musculature for elbow and shoulder flexion-extension feedback control was added to an HBM that was previously complemented with feedback controlled muscles for the trunk and neck. Controller gains were found using a radial basis function metamodel sampled by making 144 simulations of an 8 ms(-2) volunteer sled test. The HBM kinematics, interaction forces, and muscle activations were validated using a second volunteer data set for the passenger and driver positions, with and without 170 N seat belt pretension, in 11 ms(-2) autonomous braking deceleration. The HBM was then used for a parameter study in which seat belt pretension force and timing were varied from 170 to 570 N and from 0.25 s before to 0.15 s after deceleration onset, in an 11 ms(-2) autonomous braking scenario. The model validation showed that the forward displacements and interaction forces of the HBM correlated with those of corresponding volunteer tests. Muscle activations and head rotation angles were overestimated in the HBM when compared with volunteer data. With a standard seat belt in 11 ms(-2) autonomous braking interventions, the HBM exhibited peak forward head displacements of 153 and 232 mm for the driver and passenger positions. When 570 N seat belt pretension was applied 0.15 s before deceleration onset, a reduction of peak head displacements to 60 and 75 mm was predicted. Driver and passenger responses to autonomous braking with standard and pretensioned restraints were successfully modeled in a whole-body FE HBM with feedback controlled active muscles. Variations of belt pretension force level and timing revealed that belt pretension 0.15 s before deceleration onset had the largest effect in reducing forward head and torso movement caused by the autonomous brake intervention. The displacement of the head relative to the torso for the HBM is quite constant for all variations in timing and belt force; it is the reduced torso displacements that lead to reduced forward head displacements.

2015 safety belt usage survey in Kentucky.

DOT National Transportation Integrated Search

2015-08-01

The use of safety belts and child safety seats has been shown to be an effective means of : reducing injuries to motor-vehicle occupants involved in traffic crashes. There have been various : methods used in efforts to increase safety belt and safety...

Usage and effectiveness of seat and shoulder belts in rural Pennsylvania accidents

DOT National Transportation Integrated Search

1974-12-01

This report presents an analysis of lap-belt and shoulder- belt usage and effectiveness in rural Pennsylvania accidents. The data were collected by the Pennsylvania State Police under an agreement with the National Highway Traffic Safety Administrati...

Weather in the Cockpit: Priorities, Sources, Delivery, and Needs in the Next Generation Air Transportation System

DTIC Science & Technology

2012-07-01

discomfort. Extreme turbulence could cause physical injuries to pilot/ passengers who are not wearing seat belts. Clear Air Turbulence (CAT) CAT... passengers who are not wearing seat belts. Generally caused by wind shear in the atmosphere where no clouds are present. Mountain Waves Fast...ways in which our analyses could inform the design of information systems. NextGen, in its mature state, envisions pilots having control over

An academic, business, and community alliance to promote evidence-based public health policy: the case of primary seat belt legislation.

PubMed

Goldzweig, Irwin A; Schlundt, David G; Moore, Wayne E; Smith, Patricia E; Zoorob, Roger J; Levine, Robert S

2013-08-01

An academic, business, and community alliance comprising 285 organizations, including 43 national groups represented on a Blue Ribbon Panel organized by the U.S. Secretary of Transportation, targeted Arkansas, Florida, Mississippi, Minnesota, Tennessee, and Wisconsin for high involvement/intervention consisting of community organization and other political action to support passage of primary seat belt laws. State-level alliance activities began in January 2003. All six states enacted a primary seat belt law between 2004 and 2009. From January 2003 to May 2010, passage of primary legislation was 4.5 times as likely (95% CI 1.90, 10.68) in states with high versus low alliance involvement. Positive interaction between high alliance involvement and offers of federal incentives may have occurred as well. This evidence of success suggests that academic-business-community alliances for action to promote evidence-based public health policy may be effective.

36 CFR 4.15 - Safety belts.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 36 Parks, Forests, and Public Property 1 2011-07-01 2011-07-01 false Safety belts. 4.15 Section 4... TRAFFIC SAFETY § 4.15 Safety belts. (a) Each operator and passenger occupying any seating position of a motor vehicle in a park area will have the safety belt or child restraint system properly fastened at...

36 CFR 4.15 - Safety belts.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 36 Parks, Forests, and Public Property 1 2010-07-01 2010-07-01 false Safety belts. 4.15 Section 4... TRAFFIC SAFETY § 4.15 Safety belts. (a) Each operator and passenger occupying any seating position of a motor vehicle in a park area will have the safety belt or child restraint system properly fastened at...

Kinematics of child volunteers and child anthropomorphic test devices during emergency braking events in real car environment.

PubMed

Stockman, Isabelle; Bohman, Katarina; Jakobsson, Lotta; Brolin, Karin

2013-01-01

The objective of this study was to present, compare, and discuss the kinematic response of children and child anthropomorphic test devices (ATDs) during emergency braking events in different restraint configurations in a passenger vehicle. A driving study was conducted on a closed-circuit test track comprising 16 children aged 4 to 12 years old and the Q3, Hybrid III (HIII) 3-year-old, 6-year-old, and 10-year-old ATDs restrained on the right rear seat of a modern passenger vehicle. The children were exposed to one braking event in each of the 2 restraint systems and the ATDs were exposed to 2 braking events in each restraint system. All events had a deceleration of 1.0 g. Short children (stature 107-123 cm) and the Q3, HIII 3-year-old, and 6-year-old were restrained on booster cushions as well as high-back booster seats. Tall children (stature 135-150 cm) and HIII 10-year-old were restrained on booster cushions or restrained by 3-point belts directly on the car seat. Vehicle data were collected and synchronized with video data. Forward trajectories for the forehead and external auditory canal (ear) were determined as well as head rotation and shoulder belt force. A total of 40 trials were analyzed. Child volunteers had greater maximum forward displacement of the head and greater head rotation compared to the ATDs. The average maximum displacement for children ranged from 165 to 210 mm and 155 to 195 mm for the forehead and ear target, respectively. Corresponding values for the ATDs were 55 to 165 mm and 50 to 160 mm. The change in head angle was greater for short children than for tall children. Shoulder belt force was within the same range for short children when restrained on booster cushions or high-back booster seats. For tall children, the shoulder belt force was greater when restrained on booster cushions compared to being restrained by seat belts directly on the car seat. The forward displacement was within the same range for all children regardless of stature and restraint system. However, the maximum forward position depended on the initial seated posture and shoulder belt position on the shoulder. Differences could also be seen in the curvature of the neck and spine. Short children exhibited a greater flexion motion of the head, whereas a more upright posture at maximum forward position was exhibited by the tall children. The ATDs displayed less forward displacement compared to the children.

2001 Safety belt usage survey in Kentucky

DOT National Transportation Integrated Search

2001-08-01

The objective of this study was to establish 2001 safety belt and child safety seat usage rates in Kentucky. The 2001 survey continues to document the results after enactment of a statewide mandatory safety belt law in 1994. It also documented the lo...

2002 safety belt usage survey in Kentucky

DOT National Transportation Integrated Search

2002-07-01

The objective of this study was to establish 2002 safety belt and child safety seat usage rates in Kentucky. The 2002 survey continues to document the results after enactment of a statewide mandatory safety belt law in 1994. Data were collected at 20...

2000 Safety belt usage survey in Kentucky

DOT National Transportation Integrated Search

2000-08-01

The objective of this study was to establish 2000 safety belt and child safety seat usage rates in Kentucky. The 2000 survey continues to document the results after enactment of a statewide mandatory safety belt law in 1994. Data were collected at 20...

Seating positions and children's risk of dying in motor vehicle crashes

PubMed Central

Braver, E.; Whitfield, R.; Ferguson, S.

1998-01-01

Objectives—To determine the effects of seating position, combined with restraint use and airbag status, on children's risk of dying in crashes. Methods—Using 1988–95 data from the United States Fatality Analysis Reporting System, risk of death was compared among front and rear seated passengers aged 12 and younger who were involved in fatal crashes for different categories of restraint use and in vehicles with and without passenger airbags. Results—Restrained children in rear seats had the lowest risk of dying in fatal crashes. Among children seated in the rear, risk of death was reduced 35% in vehicles without any airbags, 31% in vehicles equipped only with driver airbags, and 46% in vehicles with passenger airbags. Both restrained and unrestrained children aged 0–12 were at lower risk of dying in rear seats. Rear seats also afforded additional protection to children aged 5–12 restrained only with lap belts compared with lap/shoulder belted children in front seats. Children were about 10–20% less likely to die in rear center than in rear outboard positions. Conclusions—Parents and others who transport children should be strongly encouraged to place infants and children in rear seats whether or not vehicles have airbags. Existing laws requiring restraint use by children should be strengthened and actively enforced. PMID:9788087

Biomechanical evaluation of occupant anthropometry during frontal collisions.

PubMed

Frieder, Russell; Kumar, Sri; Sances, Anthony

2007-01-01

The present study examines the biomechanical implications of 3-point lap/shoulder seat belts and frontal air bags to the injury probabilities for occupants of varying anthropometry, during frontal collisions. Using Mathematical Dynamic Modeling (MADYMO) software, a variety of simulated frontal crash tests were conducted to evaluate the effectiveness of seat belts and air bags in reducing probability of injury to different sized occupants. The simulations included virtual models of the 5th percentile female, 50th percentile male, and 95th percentile male to represent three occupant size classes. The test matrix paired each of these dummy sizes with four restraint system configurations. The configurations examined were seat belt only, air bag only, both seat belt and air bag, and none. Each of the simulated crashes was modeled to replicate a direct (12 O'clock) frontal collision with a total change in velocity of 56.3kph. Likelihood of serious injury was determined through the calculation of Head Injury Criteria (HIC,36ms), angular acceleration of the head center of gravity, and the Nij neck injury criteria. The results generally suggested that air bags produce a more significant reduction in HIC for larger belted occupants than they do for smaller belted occupants, and that whether belted or not, smaller occupants received the largest reduction in head CG angular acceleration due to the existence of an air bag. Though clear trends were not noted in the neck injury values, it was noted that the simulations with out air bags produced two results that failed the injury criterion, while no serious neck injuries would be expected based on the values produced in the simulations with air bags. The study suggested that a properly timed air bag deployment can reduce injury potential for all occupants of all sizes, but that the magnitude of this benefit is dependent on anthropometry.

[Roadside observation on the use of safety belt in Guangzhou and Nanning cites of China].

PubMed

Li, Li-ping; Stevenson, Mark; Ivers, Rebecca; Zhou, Ying

2006-08-01

To determine the rates of correct use of safety belt (CUSB) among drivers and front seat passengers in Guangzhou and Nanning through roadside observation and to provide scientific evidence for the development of intervention plan and to strengthen road safety law enforcement. Observational sites were randomly selected from three road types (Highway, Main Street and Subordinate Street). Targeted automobiles were observed at each site at four different times and uniformed checklists were used to record safety belt use during observations. Within each vehicle, belt use by drivers of different sex, road type, workday/weekend, day/night and seating position were calculated. Data was analyzed, using Chi-square tests to compare the statistic significance. (1)The rate of CUSB and non-use rate among drivers were higher in Nanning than in Guangzhou (P= 0.00) but the rate of incorrect use was on the contrarary. (2) The rate of CUSB by front seat passengers in Guangzhou was higher than that in Nanning (P = 0.04); as well as the rate of (P = 0.00) incorrect use while the non-use rate was on the contrarary. (3)In general, the rate of CUSB was higher on highways than on local streets (P = 0.00). (4) The CUSB rate of drivers and front seat passengers was higher at daytime than at night (P = 0.00), and the rate of incorrect use was higher at working days than weekends (P = 0.00). (5) The CUSB rate was higher for female drivers than for males in Guangzhou (P = 0.00), but there no statistical significance was found in Nanning (P = 0.21). Results suggested that intervention actions should be undertaken to raise the awareness of the importance of safety belt use. Effective public information and education programs, law enforcement and mandatory safety belt use, prioritizing programs on people neglegent to the importance are necessary to increase the safety belt use and to decrease the mortality and injuries caused by traffic accidents.

49 CFR 37.103 - Purchase or lease of new non-rail vehicles by private entities primarily engaged in the business...

Code of Federal Regulations, 2011 CFR

2011-10-01

... seating capacity of less than eight persons (including the driver), or an over-the-road bus, it shall... individuals who use wheelchairs. (c) Demand responsive systems. If the entity operates a demand responsive... less than eight persons (including the driver), or an over-the-road bus, it shall ensure that the...

An Immediate Death by Seat Belt Compression; a Forensic Medicine Report

PubMed Central

Najari, Fares; Alimohammadi, Ali Mohammad

2015-01-01

Although death is a gradual process, sometimes sudden death occurs in a fraction of a minute or seconds. Here we report a 49-year-old man without any underlying disease, which has instantly died in an accident scene due to compression of neck critical elements by a three-point seat belt. The examination of the body and the results of the autopsy, toxicology and pathology tests are described from the viewpoint of forensic medicine. PMID:26495409

49 CFR 172.101 - Purpose and use of hazardous materials table.

Code of Federal Regulations, 2011 CFR

2011-10-01

... Forbidden Forbidden A 48, 87, 126 I Air bag inflators, or Air bag modules, or Seat-belt pretensioners. 1.4G UN0503 II 1.4G 161 None 62 None Forbidden 75 kg 02 Air bag inflators, or Air bag modules, or Seat-belt pretensioners. 9 UN3268 III 9 160 166 166 166 25 kg 100 kg A Air, compressed 2.2 UN1002 2.2 78 306, 307 302 302...

Seat belt and shoulder strap use among urban travelers : interim report.

DOT National Transportation Integrated Search

1974-01-01

Because of the need to establish a data baseline for belt usage without mandatory legislation, a survey of selected areas of the state of Virginia was conducted during January 1974 to determine lap and shoulder belt use by urban travelers. Observer-d...

Using in-depth investigations to identify transportation safety issues for wheelchair-seated occupants of motor vehicles.

PubMed

Schneider, Lawrence W; Klinich, Kathleen D; Moore, Jamie L; MacWilliams, Joel B

2010-04-01

In-depth investigations of motor-vehicle crashes involve detailed inspection, measurement, and photodocumentation of vehicle exterior and interior damage, evidence of belt-restraint use, and evidence of occupant contacts with the vehicle interior. Results of in-depth investigations thereby provide the most objective way to identify current and emerging injury problems and issues in occupant safety and crash protection, and provide important feedback on the real-world performance of the latest restraint-system and vehicle crashworthiness technologies. To provide an objective understanding of real-world transportation safety issues for wheelchair-seated travelers, the University of Michigan Transportation Research Institute (UMTRI) has been conducting and assembling data from in-depth investigations of motor-vehicle crashes and non-crash adverse moving-vehicle incidents, such as emergency vehicle braking, turning, and swerving, in which there was at least one vehicle occupant sitting in a wheelchair. The results of 39 investigations involving 42 wheelchair-seated occupants have been assembled and entered into a wheelchair-occupant crash/injury database. In addition, a biomechanical analysis of each case has been performed to identify key safety issues for wheelchair-seated travelers. The wheelchairs of 34 of the 42 occupants who were seated in wheelchairs while traveling in motor vehicles were effectively secured by either a four-point, strap-type tiedown system or a docking securement device, and all but one of these properly secured wheelchairs remained in place during the crash or non-collision event. However, 30 of the 42 occupants were improperly restrained, either because of non-use or incomplete use of available belt restraints, or because the belt restraints were improperly positioned on the occupant's body. Twenty-six of the 42 occupants sustained significant injuries and 10 of these occupants died as a direct result of injuries sustained, or from complications resulting from those injuries. These findings, when combined with the analyses of the individual cases, point to a need for better driver and caregiver education and training on how to properly secure wheelchairs and position belt restraints on wheelchair-seated passengers. They also point to a need for improved restraint systems used by wheelchair-seated drivers, and a need for wheelchair designs that facilitate the proper use and positioning of vehicle-anchored belt restraints. Copyright 2009 IPEM. Published by Elsevier Ltd. All rights reserved.

Evaluation of a five-year Bloomberg Global Road Safety Program in Turkey.

PubMed

Gupta, S; Hoe, C; Özkan, T; Lajunen, T J; Vursavas, F; Sener, S; Hyder, A A

2017-03-01

Turkey was included in the Bloomberg Philanthropies funded Global Road Safety Program (2010-14) with Ankara and Afyonkarahisar (Afyon) selected for interventions to manage speed and encourage seat-belt use. The objectives of this study are to present the monitoring and evaluation findings of seat-belt use and speed in Afyon and Ankara over the five years and to assess overall impact of the program on road traffic injury, and death rates in Turkey. Quasi-experimental before after without comparison. In collaboration with the Middle East Technical University, roadside observations and interviews were coupled with secondary data to monitor changes in risk factors and outcomes at the two intervention sites. The percentage of seat-belt use among drivers and front-seat passengers in Afyon and Ankara increased significantly between 2010 and 2014 with increased self-reported use and preceded by an increase in tickets (fines) for not using seat belts. There were uneven improvements in speed reduction. In Afyon, the average speed increased significantly from 46.3 km/h in 2012 to about 52.7 km/h in 2014 on roads where the speed limits were 50 km/h. In Ankara, the average speed remained less than 55 km/h during the program period (range: 50-54 km/h; P < 0.005) for roads where the speed limits were 50 km/h; however, the average speed on roads with speed limits of 70 km/h decreased significantly from 80.6 km/h in 2012 to 68.44 km/h in 2014 (P < 0.005). The program contributed to increase in seat-belt use in Afyon and Ankara and by drawing political attention to the issue can contribute to improvements in road safety. We are optimistic that the visible motivation within Turkey to substantially reduce road traffic injuries will lead to increased program implementation matched with a robust evaluation program, with suitable controls. Copyright © 2017 The Authors. Published by Elsevier Ltd.. All rights reserved.

Evaluation of Safe Kids Week 2004: Age 4 to 9? It's Booster Seat Time!

PubMed Central

Howard, A; Beben, N; Rothman, L; Fiissel, D; MacArthur, C

2006-01-01

Objective To assess the effectiveness of a national one week media campaign promoting booster seat use. Design Pre‐test, post‐test design based on nationally representative random digit dialing telephone survey, with control for exposure to campaign. Setting Canada. Subjects Parents of children aged 4–9 years. Interventions During a one week campaign in May 2004, information on booster seat use was distributed via a national media campaign, retail stores, medical clinics, and community events. Information included pamphlets with guidelines for booster seat use, as well as a growth chart (designed by Safe Kids Canada) to assist parents in determining if their child should be using a booster seat. Assessing seat belt fit was described in detail on the growth chart. Main outcome measures Knowledge, attitudes, and self‐reported behaviors regarding booster seat use. Results Respondents in the group exposed to the campaign were twice as likely to report using a booster seat with lap and shoulder belt for their child (47%), compared to those in the pre‐test (24%) and the unexposed (23%) groups (p<0.001). However, only small differences in general knowledge regarding booster seat use were found between the groups. Conclusions A one week national media campaign substantially increased self‐reported use of booster seats. Parents did not remember details of the campaign content, but did remember implications for their own child. PMID:17018673

A fatal impaling injury in a road traffic accident: a case report.

PubMed

Rautji, R; Girdhar, S; Lalwani, S; Dogra, T D

2004-04-01

A 17-year old, thin-built male was sitting in a bus on the right side of the rear seat. The same side of the bus accidentally hit some iron rods, meant for construction work, projecting from the tail end of a small truck. The incident happened when the bus driver tried to manoeuvre the bus towards the left side of the truck, standing at a red traffic light intersection. One of the iron-rods entered the bus through the glass window next to which the victim had been sitting and penetrated his chest cavity from the side, lacerating both the lungs and exiting through the left shoulder blade. The individual died on his way to hospital.

Seat-belt trauma of the breast in a pregnant woman causing milk-duct injury: a case report and review of the literature

PubMed Central

Mistry, P; Harries, S; Clarke, D; Jones, L

2010-01-01

Injury to the milk-duct following a road traffic accident has not been reported in the literature. This case report describes a 25-year-old postpartum lady with massive swelling of the breast due to milk-duct injury and collection of milk within the breast. We describe the possible mechanism of milk-duct injury, its presentation and management, and also review the literature on seat-belt injury to the breast. PMID:20529454

Evaluation of Maryland, Oklahoma and the District of Columbia's seat belt law change to primary enforcement

DOT National Transportation Integrated Search

2001-03-01

Some states allow an officer to stop a motorist for an observed belt law violation alone (primary enforcement). Most require that the initial stop be made for some other violation before a belt citation can be issued (secondary enforcement). In 1997,...

Children in crashes: mechanisms of injury and restraint systems

PubMed Central

Lapner, Peter C.; McKay, Morag; Howard, Andrew; Gardner, Bill; German, Alan; Letts, Mervyn

2001-01-01

Objectives To explore the levels of protection offered to children involved in motor vehicle collisions. Design A joint study by the Children’s Hospital of Eastern Ontario (CHEO) and Transport Canada, Ottawa, conducted in 2 phases: retrospective from 1990 to 1997 and prospective from 1998 to 2000. Setting CHEO, a university affiliated tertiary care centre. Patients Children admitted to CHEO between 1990 and 2000 with spinal trauma due to motor vehical crashes (MVCs). Phase 1 of the study involved analysis, in a series of 45 children after MVAs, by location of spinal injury versus belt type. Phase 2 was a prospective study of 22 children injured in 15 MVAs. Interventions A biomechanical assessment of the vehicle and its influence on the injuries sustained. Main outcome measures The nature and extent of the injuries sustained, and the vehicle dynamics and associated occupant kinematics. Results The odds ratio of sustaining a spinal injury while wearing a 2-point belt versus a 3-point belt was 24 (95% confidence interval 2.0–2.45, p < 0.1), indicating a much higher incidence with a lap belt than a shoulder strap. Conclusions Proper seat-belt restraint reduces the morbidity in children involved in MVCs. Children under the age of 12 years should not be front-seat passengers until the sensitivity of air bags has been improved. Three-point pediatric seat belts should be available for family automobiles to reduce childhood trauma in MVCs. PMID:11764879

77 FR 30885 - Clarification of Prior Interpretations of the Seat Belt and Seating Requirements for General...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-05-24

... Aviation Flights AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Clarification of prior... seat usage conforms to the limitations contained in the approved portion of the Airplane Flight Manual... following. At the time of the impact, the Pilatus PC-12/45 airplane was operating as a personal flight under...

75 FR 68664 - Federal Motor Vehicle Safety Standards; Child Restraint Systems; Booster Seat Effectiveness...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-11-08

... early graduation from booster seats to lap and shoulder belts. Estimates are computed by double-pair... 3-4-year-olds there is evidence of increased risk of injury when restrained in booster seats rather.... Among 4-8-year-olds there is strong evidence of increased risk of injury when restrained by lap and...

Seat belt syndrome with unstable Chance fracture dislocation of the second lumbar vertebra without neurological deficits.

PubMed

Onu, David O; Hunn, Andrew W; Bohmer, Robert D

2014-01-08

The seat belt syndrome is a recognised complication of seat belt use in vehicles. Unstable Chance fractures of the spine without neurological deficits have been reported infrequently. We describe a young woman with completely disrupted Chance fracture of the second lumbar vertebra in association with left hemidiaphragmatic rupture/hernia, multiple bowel perforations, splenic capsular tear, left humeral shaft and multiple rib fractures. These injuries which resulted from high-speed vehicle collision and led to death of one of the occupants were readily detected by trauma series imaging. The patient was successfully treated by a dedicated multidisciplinary team which adopted a staged surgical approach and prioritisation of care. There were no manifested neurological or other deficits after 1 year of follow-up. To the authors' knowledge, this is the first report of such a case in Australasia. We discuss the challenging surgical management, highlighting the role of radiological imaging in such cases and provide a literature review.

A case of hemothorax following seat-belt injury with a bulla in the apex of the lung: a subtype of spontaneous hemopneumothorax.

PubMed

Kinoshita, Haruyuki; Akiyama, Naoko; Murao, Masaki; Yamauchi, Yosuke; Nakamura, Teruya; Sekiya, Naosumi; Toyota, Naoyuki; Miyagatani, Yasusuke

2015-05-01

We experienced a case of a subtype of spontaneous hemopneumothorax caused by external forces associated with a seat-belt injury. A female aged 39 years sustained a minor collision with an oncoming car while she was driving. Although pneumothorax was not detected, hemothorax and bleeding from the area surrounding the subclavian artery were observed on contrast-enhanced chest computed tomography (CT). After confirming continuous bleeding into the thoracic cavity after superselective arterial embolization, we performed emergency open surgery. We found a bulla in the apex of the lung, and the thoracic stump of the bulla was considered the source of bleeding. In this case, the direct cause of hemothorax was considered to be the external force associated with the seat-belt injury. When a bulla in the apex of the lung and continuous bleeding are both observed on CT, spontaneous hemopneumothorax should be suspected, necessitating open chest surgery in cases where pneumothorax is not observed.

Incidence of ocular injuries from road traffic accidents after introduction of seat belt legislation.

PubMed

Vernon, S A; Yorston, D B

1984-03-01

A prospective study was performed to characterize any change in the pattern of ocular injuries following the introduction of compulsory front seat belt wear on 1 February 1983. During a 24-week period in 1981 (1 February to 31 July), 24 patients with eye and adnexal injuries as a result of motor car road traffic accidents (RTAs) were seen at the Bristol Eye Hospital: 12 of these patients required emergency surgery. In the identical period two years later (1 February to 31 July 1983), only 6 patients suffered ocular injury from RTAs: 3 of these required emergency surgery. All patients in the latter series obeying the legislation on seat belt use were injured by flying glass, indicating a possible change in pattern of injury. The decrease in incidence of ocular injuries from RTAs between the two series was shown to be statistically significant. The compulsory fitting of laminated glass to all new cars in Great Britain and Europe is strongly advised.

Incidence of ocular injuries from road traffic accidents after introduction of seat belt legislation.

PubMed Central

Vernon, S A; Yorston, D B

1984-01-01

A prospective study was performed to characterize any change in the pattern of ocular injuries following the introduction of compulsory front seat belt wear on 1 February 1983. During a 24-week period in 1981 (1 February to 31 July), 24 patients with eye and adnexal injuries as a result of motor car road traffic accidents (RTAs) were seen at the Bristol Eye Hospital: 12 of these patients required emergency surgery. In the identical period two years later (1 February to 31 July 1983), only 6 patients suffered ocular injury from RTAs: 3 of these required emergency surgery. All patients in the latter series obeying the legislation on seat belt use were injured by flying glass, indicating a possible change in pattern of injury. The decrease in incidence of ocular injuries from RTAs between the two series was shown to be statistically significant. The compulsory fitting of laminated glass to all new cars in Great Britain and Europe is strongly advised. PMID:6699864

Retractor-Based Stroking Seat System and Energy-Absorbing Floor to Mitigate High Shock and Vertical Acceleration

DTIC Science & Technology

2014-04-15

Seat stroke, Lumbar loads, Accelerative load, M&S analysis, Blast , UBB, LS- DYNA , ATD 16. SECURITY CLASSIFICATION OF: 17. LIMITATION OF ABSTRACT...typical blast input load to the seat . Resulting crew injuries are monitored for various vertical accelerative loading scenarios. The retractor load...an enforced blast pulse, this hull structural thickness does not have any effect on the results. 2.2 Seatbelt model Automotive seat belts with

High-risk behaviors while driving: A population-based study from Iran.

PubMed

Khadem-Rezaiyan, Majid; Moallem, Seyed Reza; Vakili, Veda

2017-04-03

Traffic injuries are becoming one of the most important challenges of public health systems. Because these injuries are mostly preventable, the aim of this study is to evaluate the four main high-risk behaviors while driving. This cross-sectional study was conducted on a random sample from the population of Mashhad, Iran, in 2014. A checklist and a previously validated questionnaire for the transtheoretical stages of change model (TTM) were used for data collection. Statistical analyses were performed using SPSS 11.5 software with P <.05 statistically significant. Totally 431 individuals were included with a mean age of 30 ± 11.3 years. Forty-three percent (183) were male. The TTM model revealed that participants were mostly in pre-actional phases regarding not using a cell phone while driving (80%), fastening the driver's seat belt (66%), front seat belt (68%), and rear seat belt (85%) The penalty was a protective factor only for using cellphone (odd ratio [OR] = 0.82, 95% confidence interval [CI], 0.68-0.98). Lower education (OR = 0.12, 95% CI, 0.01-0.94) and male gender (OR = 0.35, 95% CI, 0.14-0.83) were indicative of lower rates of fastening the front and rear seat belts. The stages of change model among study participants is a proper reflection of the effectiveness of the current policies. More serious actions regarding these high-risk behaviors should be considered in legislation.

The "seat belt mark" sign: a call for increased vigilance among physicians treating victims of motor vehicle accidents.

PubMed

Velmahos, G C; Tatevossian, R; Demetriades, D

1999-02-01

The use of seat belts is shown to cause a specific pattern of internal injuries. Skin bruise corresponding to the site of the seat belt is known as the "seat belt mark" (SBM) sign and is associated with a high incidence of significant organ injuries. No study has yet defined the exact incidence of injuries requiring intervention at the presence of this sign. The objective of this study was to find the incidence of surgically correctable injuries in belted car occupants with a SBM sign and to define strategies of early detection and treatment of such injuries. The prospective study included consecutive patients involved in road traffic accidents who were admitted at an academic Level I trauma center. Of 650 car occupants, 410 (63%) were restrained and 77 (12%) had a SBM across the abdomen, chest or neck. The injuries of these 77 patients were compared with the injuries of belted patients without an SBM sign. Of patients with SBMs, 9 per cent had neck bruises, 32 per cent had chest bruises, 40 per cent had abdominal bruises, and 19 per cent had bruises in multiple sites. No significant neck injuries were detected. Three patients were found to have myocardial contusion, and 10 patients had intra-abdominal injuries (predominantly bowel and mesenteric lacerations) requiring laparotomy. There was a near 4-fold increase in thoracic trauma (22.5% versus 6%; P=0.01) and a near 8-fold increase in intra-abdominal trauma (23% versus 3%; P < 0.0001) between the groups of patients with and without SBMs. The presence of the SBM sign should alert the physician to the high likelihood of specific internal injuries. Routine laparotomy or mandatory evaluation by specific diagnostic tests is not justified; rather, a high index of suspicion with a low threshold for appropriate diagnostic evaluation and/or surgical exploration should be maintained for the optimal management of such patients.

Correct use of safety belts and child restraint devices in cars among children in Goiânia.

PubMed

de Sousa, Roberto Medeiros; Felisbino Júnior, Pedro; Braga, Felipe de Moura; da Costa Neto, Sílvio Dias; Belo, Felipe Marques; Reginaldo, Sandro da Silva; de Moraes, Frederico Barra

2014-01-01

to conduct an observational study, by means of campaigns, regarding the use of child restraint devices in cars in Goiânia. this was a cross-sectional study using a convenience sample built up as cases arose. The data were gathered into an Excel spreadsheet and were analyzed descriptively and statistically (SPSS 16.0), using chi-square and taking p < 0.05 as significant. in 2006, 410 cars were evaluated, and in 2010, 544 cars were evaluated. Around 85% of the occupants were using seat belts correctly at both times (p = 0.650). In 2006, it was observed that a total of 273 passengers were occupying the rear seats, while in 2010 there were 226. Among these, 178 and 170 were using seat belts, respectively, i.e. 65.2% and 75.22% (p = 0.001). In 2006, five children were occupying the front seat without using the seat belt, while in 2010, this number was 42 (p < 0.001). In 2010, it was observed that 458 vehicles were transporting children on the rear seats, and this was being done correctly in 214 vehicles, i.e. 46.72%. In 2006, of the 410 vehicles analyzed, only 90 of them (21.95%) were transporting children correctly (p < 0.001). In addition, there was a difference in the variables within the year evaluated, in which transportation done correctly in the front seat was much more frequent than transportation done correctly in the rear seats, in both years (p < 0.001). Cars transported one to four children, while vans transported one to nine children. In 2006, one van transporting children irregularly was observed, while in 2010 it was done correctly in all cases. comparing these two years (2006 and 2010) in which data were gathered, we can conclude that changes in behavior among drivers in Goiânia have begun, with regard to safety when transporting children in vehicles, with an improvement of 25% (p < 0.001). A large part of this has come through changes in knowledge among this segment of the population, through campaigns that have been carried out, including through the media, and because of legal obligations.

Association of driver air bags with driver fatality: a matched cohort study.

PubMed

Cummings, Peter; McKnight, Barbara; Rivara, Frederick P; Grossman, David C

2002-05-11

To estimate the association of driver air bag presence with driver fatality in road traffic crashes. Matched pair cohort study. All passenger vehicle crashes in the United States during 1990-2000 inclusive. 51 031 driver-passenger pairs in the same vehicle. Relative risk of death within 30 days of a crash. Drivers with an air bag were less likely to die than drivers without an air bag (adjusted relative risk 0.92 (95% confidence interval 0.88 to 0.96)). This estimate was nearly the same whether drivers wore a seat belt (adjusted relative risk 0.93) or not (0.91). Air bags were associated with more protection for women (0.88 (0.82 to 0.93)), than for men (0.94 (0.90 to 0.99)). Drivers wearing a seat belt were less likely to die than unbelted drivers (0.35 (0.33 to 0.36)). Belted drivers with an air bag were less likely to die than unbelted drivers without an air bag (0.32 (0.30 to 0.34)). If the associations are causal the average risk of driver death was reduced 8% (95% confidence interval 4% to 12%) by an air bag. Benefit was similar for belted and unbelted drivers and was slightly greater for women. However, seat belts offered much more protection than air bags.

14 CFR 29.2 - Special retroactive requirements.

Code of Federal Regulations, 2011 CFR

2011-01-01

... be protected from serious head injury by a safety belt plus a shoulder harness that will prevent the... equipped with a safety belt and shoulder harness that meets the requirements of paragraphs (a), (b), and (c) of this section. (a) Each occupant's seat must have a combined safety belt and shoulder harness with...

14 CFR 29.2 - Special retroactive requirements.

Code of Federal Regulations, 2012 CFR

2012-01-01

... be protected from serious head injury by a safety belt plus a shoulder harness that will prevent the... equipped with a safety belt and shoulder harness that meets the requirements of paragraphs (a), (b), and (c) of this section. (a) Each occupant's seat must have a combined safety belt and shoulder harness with...

14 CFR 29.2 - Special retroactive requirements.

Code of Federal Regulations, 2013 CFR

2013-01-01

... be protected from serious head injury by a safety belt plus a shoulder harness that will prevent the... equipped with a safety belt and shoulder harness that meets the requirements of paragraphs (a), (b), and (c) of this section. (a) Each occupant's seat must have a combined safety belt and shoulder harness with...

14 CFR 29.2 - Special retroactive requirements.

Code of Federal Regulations, 2010 CFR

2010-01-01

... be protected from serious head injury by a safety belt plus a shoulder harness that will prevent the... equipped with a safety belt and shoulder harness that meets the requirements of paragraphs (a), (b), and (c) of this section. (a) Each occupant's seat must have a combined safety belt and shoulder harness with...

14 CFR 29.2 - Special retroactive requirements.

Code of Federal Regulations, 2014 CFR

2014-01-01

... be protected from serious head injury by a safety belt plus a shoulder harness that will prevent the... equipped with a safety belt and shoulder harness that meets the requirements of paragraphs (a), (b), and (c) of this section. (a) Each occupant's seat must have a combined safety belt and shoulder harness with...

Automatic safety belt usage in 1981 Toyotas

DOT National Transportation Integrated Search

1982-02-01

The objectives of the study were to evaluate the effectiveness of automatic restraint systems provided in Toyota Cressidas in increasing use of seat belts, and to evaluate attitude of owners toward those systems. Data were collected through telephone...

Drivers' assessment of Ford's belt reminder system.

PubMed

Williams, Allan F; Wells, Joann K

2003-12-01

In recent model years, Ford vehicles have been equipped with a supplementary seat belt reminder system that flashes and chimes intermittently for up to 5 min if the driver is unbelted. Sound- and light-based belt reminder systems of various types are beginning to appear in the market place, and it is important to learn about their acceptance and ability to increase belt use. The present study was designed to ascertain consumer reaction and reported belt use regarding the Ford system. Personal interviews were conducted with 405 drivers of vehicles with the reminder system. Among the drivers, 67% said they had activated the belt reminder one or more times, 73% said that the last time this happened they fastened their belts, 46% said their belt use had increased since driving this vehicle, 78% said they liked the reminder system, and 79% said they wanted a reminder system like this in their next vehicle. Five percent had disabled the system. Part-time users were responsive to the reminder, for example, of those who said they currently used belts usually but not on some occasions, 70% said they fastened their seat belts the last time the reminder was activated and 76% said their belt use had increased. Five percent spontaneously mentioned the belt reminder as an especially disliked feature of their new vehicles, and 2% said their belt use had decreased since having it. The 7% of respondents who reported they used belts never or very occasionally were least responsive to the system. Overall, the Ford belt reminder system is being favorably received.

Observed patterns of misuse of child safety seats

DOT National Transportation Integrated Search

1996-09-01

The National Highway Traffic Safety Administration : (NHTSA) sponsored a study to observe more than 5,900 : children in safety seats or wearing safety belts in : suburban shopping centers in the spring and summer of : 1995. The Ketron Division of the...

Air bags: an update.

PubMed

Mikhail, J N; Huelke, D F

1997-10-01

Overwhelming evidence shows that air bags save lives and reduce morbidity associated with MVCs. The resulting benefits far outweigh the risks of air bag injury or death. Emergency nurses play a pivotal role in educating the public about active seat belt use in conjunction with passive restraint systems such as air bags. Air bags cannot be viewed as a single solution or panacea to occupant protection. Air bags are designed as supplemental devices to be used with seat belts and require the active participation of the user for maximum benefit and safety.

Restraint system for ergometer

NASA Technical Reports Server (NTRS)

Gause, R. L.; Spier, R. A. (Inventor)

1973-01-01

A restraint system for securing a person to an ergometer while exercising under zero gravity conditions or while operating the ergometer in earth environment in a position other than the upright position. A padded, form-fitting body belt fits around the operator's waist and suspenders are attached to the body belt. The body belt is secured to the ergometer forwardly and rearwardly of the ergometer seat by adjustable belts joined to the body belt and releasably hooked to the ergometer frame.

Thoracic aortic injury in motor vehicle crashes: the effect of impact direction, side of body struck, and seat belt use.

PubMed

Fitzharris, Michael; Franklyn, Melanie; Frampton, Richard; Yang, King; Morris, Andrew; Fildes, Brian

2004-09-01

Using in-depth, real-world motor vehicle crash data from the United States and the United Kingdom, we aimed to assess the incidence and risk factors associated with thoracic aorta injuries. De-identified National Automotive Sampling System Crashworthiness Data System (U.S.) and Co-operative Crash Injury Study (U.K.) data formed the basis of this retrospective analysis. Logistic regression was used to assess the level of risk of thoracic aorta injury associated with impact direction, seat belt use and, given the asymmetry of the thoracic cavity, whether being struck toward the left side of the body was associated with increased risk in side-impact crashes. A total of 13,436 U.S. and 3,756 U.K. drivers and front seat passengers were analyzed. The incidence of thoracic aorta injury in the U.S. and U.K. samples was 1.5% (n = 197) and 1.9% (n = 70), respectively. The risk was higher for occupants seated on the side closest to the impact than for occupants involved in frontal impact crashes. This was the case irrespective of whether the force was applied toward the left (belted: relative risk [RR], 4.6; 95% confidence interval [CI], 2.9-7.1; p < 0.001) or the right side (belted: RR, 2.6; 95% CI, 1.4-5.1; p < 0.004) of the occupant's body. For occupants involved in side-impact crashes, there was no difference in the risk of thoracic aorta injury whether the impacting force was applied toward the left or toward the right side of the occupant's body. Seat belt use provided a protective benefit such that the risk of thoracic aorta injury among unbelted occupants was three times higher than among belted occupants (RR, 3.0; 95% CI, 2.2-4.3; p < 0.001); however, the benefit varied across impact direction. Thoracic aorta injuries were found to be associated with high impact severity, and being struck by a sports utility vehicle relative to a passenger vehicle (RR, 1.7; 95% CI, 1.2-2.3; p = 0.001). Aortic injuries have been conventionally associated with frontal impacts. However, emergency clinicians should be aware that occupants of side-impact crashes are at greater risk, particularly if the occupant was unbelted and involved in a crash of high impact severity.

Beating the Odds. An Educational Program Relating Safety Belt Use to Health Lifestyles for High School Students.

ERIC Educational Resources Information Center

Department of Transportation, Washington, DC. National Highway Safety Bureau.

This program module is designed to encourage the use of safety measures in driving, emphasizing the use of seat belts. The learning activities focus upon: (1) the importance of the use of safety belts as the most effective preventive measure in a safe and healthy lifestyle; (2) the reasons people cite for not wearing safety belts and the accuracy…

Development of industry-based strategies for motivating seat-belt usage

DOT National Transportation Integrated Search

1983-03-01

A variety of incentive-based programs to motivate safety belt use were tested during the 18-month grant period in order to define optimal incentive strategies for particular corporate settings. Initial programs provoked important research questions w...

Determinants of seat belt use behaviour: a protocol for a systematic review

PubMed Central

Ghaffari, Mohtasham; Armoon, Bahram; Rakhshanderou, Sakineh; Mehrabi, Yadollah; Soori, Hamid; Simsekoghlu, Ozelem; Harooni, Javad

2018-01-01

Introduction The use of seat belts could prevent severe collision damage to people in vehicle accidents and keep passengers safe from sustaining serious injuries; for instance, it could prevent passengers from being thrown out of a vehicle after the collision. The current systematic review will identify and analyse the determinants of seat belt use behaviour. Methods and analysis We will include qualitative, quantitative and mixed methods studies reporting the acquired data from passengers aged more than 12 years and drivers, from both commercial and personal vehicles. Online databases including MEDLINE/PubMed, Scopus, Web of Science, Embase, Cochrane Database of Systematic Reviews and PsycINFO will be investigated in the current study. Published and available articles will be evaluated according to their titles and abstracts. Published papers conforming to the inclusion criteria will be organised for a complete review. Next, the full text of the remaining articles will be studied independently for eligibility by two authors. The quality of the selected studies will be assessed with appropriate tools. Based on the information obtained from the data extraction, the type of determinants of seat belt use will be classified. Ethics and dissemination Ethics approval is not required, because this is a protocol for a systematic review and no primary data will be collected. The authors will ensure to maintain the rights of the used and included articles in the present systematic review. The findings of this review will be published in a relevant peer-reviewed journal. PROSPERO registration number CRD42017067511. PMID:29724739

Driver kinematic and muscle responses in braking events with standard and reversible pre-tensioned restraints: validation data for human models.

PubMed

Osth, Jonas; Olafsdóttir, Jóna Marín; Davidsson, Johan; Brolin, Karin

2013-11-01

The objectives of this study are to generate validation data for human models intended for simulation of occupant kinematics in a pre-crash phase, and to evaluate the effect of an integrated safety system on driver kinematics and muscle responses. Eleven male and nine female volunteers, driving a passenger car on ordinary roads, performed maximum voluntary braking; they were also subjected to autonomous braking events with both standard and reversible pre-tensioned restraints. Kinematic data was acquired through film analysis, and surface electromyography (EMG) was recorded bilaterally for muscles in the neck, the upper extremities, and lumbar region. Maximum voluntary contractions (MVCs) were carried out in a driving posture for normalization of the EMG. Seat belt positions, interaction forces, and seat indentions were measured. During normal driving, all muscle activity was below 5% of MVC for females and 9% for males. The range of activity during steady state braking for males and females was 13-44% in the cervical and lumbar extensors, while antagonistic muscles showed a co-contraction of 2.3-19%. Seat belt pre-tension affects both the kinematic and muscle responses of drivers. In autonomous braking with standard restraints, muscle activation occurred in response to the inertial load. With pre-tensioned seat belts, EMG onset occurred earlier; between 71 ms and 176 ms after belt pre-tension. The EMG onset times decreased with repeated trials and were shorter for females than for males. With the results from this study, further improvement and validation of human models that incorporate active musculature will be made possible.

Evaluation of Click It or Ticket model programs

DOT National Transportation Integrated Search

2002-09-01

Click It or Ticket (CIOT) is an intense, short duration, seat belt enforcement program which relies heavily on paid media to reach all motorists. Ten states that implemented CIOT during May 2002 were compared with four states that conducted belt use ...

Summary of nighttime belt use studies

DOT National Transportation Integrated Search

2007-05-01

Despite gains in the daytime national seat belt rate over the past few years, reaching 81 percent in 2006 (Glassbrenner and Ye, 2007), the number of fatalities has remained basically unchanged. One reason for this may be that many fatalities occur at...

Police accident report forms: safety device coding and enacted laws.

PubMed

Brock, K; Lapidus, G

2008-12-01

Safety device coding on state police accident report (PAR) forms was compared with provisions in state traffic safety laws. PAR forms were obtained from all 50 states and the District of Columbia (states/DC). For seat belts, 22 states/DC had a primary seat belt enforcement law vs 50 with a PAR code. For car seats, all 51 states/DC had a law and a PAR code. For booster seats, 39 states/DC had a law vs nine with a PAR code. For motorcycle helmets, 21 states/DC had an all-age rider helmet law and another 26 a partial-age law vs 50 with a PAR code. For bicycle helmets, 21 states/DC had a partial-age rider helmet law vs 48 with a PAR code. Therefore gaps in the ability of states to fully record accident data reflective of existing state traffic safety laws are revealed. Revising the PAR forms in all states to include complete variables for safety devices should be an important priority, independent of the laws.

Motor vehicle seat belt restraint system analysis during rollover.

PubMed

Meyer, Steven E; Hock, Davis; Forrest, Stephen; Herbst, Brian; Sances, Anthony; Kumaresan, Srirangam

2003-01-01

The multi-planar and multiple impact long duration accident sequence of a real world rollover results in multidirectional vehicle acceleration pulses and multiplanar occupant motions not typically seen in a planar crash sequence. Various researchers have documented that, while contemporary production emergency locking seatbelt retractors (ELRs) have been found to be extremely effective in the planar crashes in which they are extensively evaluated, when subjected to multi-planar acceleration environments their response may be different than expected. Specifically, accelerations in the vertical plane have been shown to substantially affect the timeliness of the retractors inertial sensor moving out of its neutral position and locking the seat belt. An analysis of the vehicle occupant motions relative to the acceleration pulses sensed at the retractor location indicates a time phase shift that, under certain circumstances, can result in unexpected seat belt spool out and occupant excursions in these multi-planar, multiple impact crash sequences. This paper will review the various previous studies focusing on the retractors response to these multidirectional, including vertical, acceleration environments and review statistical studies based upon U.S. government collected data indicating a significant difference in belt usage rates in rollover accidents as compared to all other planar accident modes. A significant number of real world accident case studies will be reviewed wherein the performance of ELR equipped seatbelt systems spooled out. Finally, the typical occupant injury and the associated mechanism due to belt spool out in real world accidents will be delineated.

Risk of thoracic injury from direct steering wheel impact in frontal crashes.

PubMed

Chen, Rong; Gabler, Hampton C

2014-06-01

The combination of airbag and seat belt is considered to be the most effective vehicle safety system. However, despite the widespread availability of airbags and a belt use rate of more than 85%, US drivers involved in crashes continue to be at risk of serious thoracic injury. The objective of this study was to determine the influence of steering wheel deformation on driver injury risk in frontal automobile crash. The analysis is based on cases extracted from the National Automotive Sampling System Crashworthiness Data System database for case years 1993 to 2011. The approach was to compare the adjusted odds of frontal crash injury experienced by drivers in vehicles with and without steering wheel deformation. Among frontal crash cases with belted drivers, observable steering wheel deformation occurred in less than 4% of all cases but accounted for 30% of belted drivers with serious (Abbreviated Injury Scale [AIS] score, 3+) thoracic injuries. Similarly, steering wheel deformation occurred in approximately 13% of unbelted drivers but accounted for 60% of unbelted drivers with serious thoracic injuries. Belted drivers in frontal crashes with steering wheel deformation were found to have two times greater odds of serious thoracic injury. Unbelted drivers were found to have four times greater odds of serious thoracic injury in crashes with steering wheel deformation. In frontal crashes, steering wheel deformation was more likely to occur in unbelted drivers than belted drivers, as well as higher severity crashes and with heavier drivers. The results of the present study show that airbag deployment and seat belt restraint do not completely eliminate the possibility of steering wheel contact. Even with the most advanced restraint systems, there remains an opportunity for further reduction in thoracic injury by continued enhancement to the seat belt and airbag systems. Furthermore, the results showed that steering wheel deformation is an indicator of potential serious thoracic injury and can be useful to prehospital personnel in improving the diagnosis of serious injuries. Prognostic study, level III.

Is there a pattern in European bus and coach incidents? A literature analysis with special focus on injury causation and injury mechanisms.

PubMed

Albertsson, Pontus; Falkmer, Torbjörn

2005-03-01

In order to identify and describe a pattern in bus and coach incident related injuries and fatalities, and to suggest possible future measures for improvement of bus and coach safety, a literature analysis was performed. The results formed a multi-faceted pattern, which briefly can be described as follows; women travelled more frequently by bus as compared to men. Injuries sustained predominantly affected women 60 years of age and older. Of all traffic fatalities in Europe, bus and coach fatalities represented 0.3-0.5%. In the OECD countries, the risk of being killed or seriously injured was found to be seven to nine times lower for bus and coach occupants as compared to those of car occupants. Despite the fact that fatalities were more frequent on rural roads, a vast majority of all bus and coach casualties occurred on urban roads and in dry weather conditions. Boarding and alighting caused about one-third of all injury cases. Collisions were a major injury-contributing factor. Buses and coaches most frequently collided with cars, but unprotected road users were hit in about one-third of all cases of a collision, the point of impact on the bus or the coach being typically frontal or side. Rollovers occurred in almost all cases of severe coach crashes. In this type of crash projection, total ejection, partial ejection, intrusion and smoke inhalation were the main injury mechanisms and among those, ejection being the most dangerous. A 2-point belt may prevent passenger ejection, but in frontal crashes when the upper abdominal parts and the head hit the seatback in front, it could, however, contribute to head and thoracic injuries. Hence, a 3-point belt provides the best restraint in rollovers and frontal crashes.

The Importance of Non Struck Side Occupants in Side Collisions

PubMed Central

Frampton, R. J.; Brown, R.; Thomas, P.; Fay, P.

1998-01-01

In a representative sample of tow-away side collisions from the UK Midlands, one third of front seat occupants were alone, on the struck side of the car. The other two thirds were either a non struck side occupant alone or two occupants sitting together. Occupant restraint, especially in perpendicular side impacts, was a notable factor in determining injury outcome for belted non struck side occupants. With both front seats occupied, there was a reduction in AIS 2+ injury to belted non struck side occupants due to a reduction in chest and lower limb injuries. Struck side occupants sustained increased injury rates to the extremities when accompanied by a belted non struck side occupant but no notable increases in moderate to serious injury to the head, chest, abdomen or pelvis.

Child seat belt guidelines: Examining the 4 feet 9 inches rule as the standard.

PubMed

Morse, Amber M; Aitken, Mary E; Mullins, Samantha H; Miller, Beverly K; Pomtree, Mindy M; Ulloa, Erin M; Montgomery, Jeffrey S; Saylors, Marie E

2017-08-01

Current American Academy of Pediatrics recommendations regarding transition from child safety/booster seat to adult safety belt use indicate that children should be at least 4 feet 9 inches, 8 years old, or 80 pounds. Proper fit in the vehicle seat, assessed with a five-point fit test, should also be met. Although most children reach 4 feet 9 inches around age 8 years, each child and vehicle presents a unique combination; thus a child may not fit appropriately in all vehicle types using only the 4 feet 9 inches requirement. We enrolled children, aged 7 years to 12 years, into our study. Height, weight, and demographic data were obtained. A Child Passenger Safety Technician then performed the five-point fit test in each of a uniform lineup of five vehicles. Data were collected on fit in the standard vehicle seat and also in a booster seat. We set 90% as the threshold proportion of children who meet all criteria for proper fit to validate current recommendations of a height of 4 feet 9 inches. Data were collected on 388 children. The percentage of 90% proper fit was met in the compact car and small sport-utility vehicle (SUV). However, only 80 (77%) of 104 students (p < 0.0001) that were 4 feet 9 inches or higher fit properly in the large SUV, only 87 (83%) of 105 students (p = 0.02) fit properly in the pickup truck, and only 91 (89%) of 102 students (p = 0.74) fit properly in the minivan. Substantial proportions of children meeting current height guidelines for an adult seat belt do not meet safety requirements for fit, especially in larger, commonly used vehicles (large SUVs and trucks). This emphasizes the need for evaluation of fit by a trained personnel and/or development of standard back seat dimensions in all vehicles for maximum safety. Epidemiologic study, level III; Therapeutic study, level V.

The Impact of Verbal Prompts on Child Safety-Belt Use in Shopping Carts

ERIC Educational Resources Information Center

Barker, Mae R.; Bailey, Jon S.; Lee, Natalie

2004-01-01

Each year thousands of children are injured by falling from shopping carts. Buckling children into the seats of shopping carts could prevent many of these injuries. A combined reversal and multiple baseline across settings design was used to evaluate the impact of verbal prompts on shopping cart safety-belt use in two stores. Safety-belt use…

Impact injury to the pregnant female and fetus in lap belt restraint.

DOT National Transportation Integrated Search

1968-12-01

Although it has been well established that the lap (seat) belt offers considerable protection against injury or death in crash environments, there has long been controversy over the injury potential to the pregnant female. This question is of importa...

Observed safety belt use : Fall 2000 national occupant protection use survey

DOT National Transportation Integrated Search

2001-02-01

Overall front seat outboard passenger shoulder belt use in the United States was estimated at 71% in the Fall of 2000, according to results obtained from the National Occupant Protection Use Survey (NOPUS) conducted by the National Highway Traffic Sa...

Safety belt use laws : evaluation of primary enforcement and other provisions

DOT National Transportation Integrated Search

1995-10-01

As of January 1995, all states except Maine and New Hampshire had laws requiring safety belt use. These laws vary widely in their enforcement options (primary or secondary), scope of coverage (vehicles covered and seats covered), fine levels, and oth...

Occupant responses in conventional and ABTS seats in high-speed rear sled tests.

PubMed

Viano, David C; Parenteau, Chantal S; Burnett, Roger; Prasad, Priya

2018-01-02

This study compared biomechanical responses of a normally seated Hybrid III dummy on conventional and all belts to seat (ABTS) seats in 40.2 km/h (25 mph) rear sled tests. It determined the difference in performance with modern (≥2000 MY) seats compared to older (<2000 MY) seats and ABTS seats. The seats were fixed in a sled buck subjected to a 40.2 km/h (25 mph) rear sled test. The pulse was a 15 g double-peak acceleration with 150 ms duration. The 50th percentile Hybrid III was lap-shoulder belted in the FMVSS 208 design position. The testing included 11 <2000 MY, 8 ≥2000 MY, and 7 ABTS seats. The dummy was fully instrumented, including head accelerations, upper and lower neck 6-axis load cells, chest acceleration, thoracic and lumbar spine load cells, and pelvis accelerations. The peak responses were normalized by injury assessment reference values (IARVs) to assess injury risks. Statistical analysis was conducted using Student's t test. High-speed video documented occupant kinematics. Biomechanical responses were lower with modern (≥2000 MY) seats than older (<2000 MY) designs. The lower neck extension moment was 32.5 ± 9.7% of IARV in modern seats compared to 62.8 ± 31.6% in older seats (P =.01). Overall, there was a 34% reduction in the comparable biomechanical responses with modern seats. Biomechanical responses were lower with modern seats than ABTS seats. The lower neck extension moment was 41.4 ± 7.8% with all MY ABTS seats compared to 32.5 ± 9.7% in modern seats (P =.07). Overall, the ABTS seats had 13% higher biomechanical responses than the modern seats. Modern (≥2000 MY) design seats have lower biomechanical responses in 40.2 km/h rear sled tests than older (<2000 MY) designs and ABTS designs. The improved performance is consistent with an increase in seat strength combined with improved occupant kinematics through pocketing of the occupant into the seatback, higher and more forward head restraint, and other design changes. The methods and data presented here provide a basis for standardized testing of seats. However, a complete understanding of seat safety requires consideration of out-of-position (OOP) occupants in high-speed impacts and consideration of the much more common, low-speed rear impacts.

Child posture and shoulder belt fit during extended night-time traveling: an in-transit observational study.

PubMed

Forman, Jason L; Segui-Gomez, Maria; Ash, Joseph H; Lopez-Valdes, Francisco J

2011-01-01

Understanding pediatric occupant postures can help researchers indentify injury risk factors, and provide information for prospective injury prediction. This study sought to observe lateral head positions and shoulder belt fit among older child automobile occupants during a scenario likely to result in sleeping - extended travel during the night. An observational, volunteer, in-transit study was performed with 30 pediatric rear-seat passengers, ages 7 to 14. Each was restrained by a three-point seatbelt and was driven for seventy-five minutes at night. Ten subjects used a high-back booster seat, ten used a low-back booster seat, and ten used none (based on the subject height and weight). The subjects were recorded with a low-light video camera, and one frame was analyzed per each minute of video. The high-back booster group exhibited a statistically significant (p<0.05) decrease in the mean frequency of poor shoulder belt fit compared to the no-booster and low-back booster groups. The high-back booster group also exhibited statistically significant decreases in the 90(th) percentile of the absolute value of the relative lateral motion of the head. The low-back booster group did not result in statistically significant decreases in poor shoulder belt fit or lateral head motion compared to the no-booster group. These results are consistent with the presence of large lateral supports of the high-back booster which provided support to the head while sleeping, reducing voluntary lateral occupant motion and improving shoulder belt fit. Future work includes examining lap belt fit in-transit, and examining the effects of these observations on predicted injury risk.

Child Posture and Shoulder Belt Fit During Extended Night-Time Traveling: An In-Transit Observational Study.

PubMed Central

Forman, Jason L.; Segui-Gomez, Maria; Ash, Joseph H.; Lopez-Valdes, Francisco J.

2011-01-01

Understanding pediatric occupant postures can help researchers indentify injury risk factors, and provide information for prospective injury prediction. This study sought to observe lateral head positions and shoulder belt fit among older child automobile occupants during a scenario likely to result in sleeping - extended travel during the night. An observational, volunteer, in-transit study was performed with 30 pediatric rear-seat passengers, ages 7 to 14. Each was restrained by a three-point seatbelt and was driven for seventy-five minutes at night. Ten subjects used a high-back booster seat, ten used a low-back booster seat, and ten used none (based on the subject height and weight). The subjects were recorded with a low-light video camera, and one frame was analyzed per each minute of video. The high-back booster group exhibited a statistically significant (p<0.05) decrease in the mean frequency of poor shoulder belt fit compared to the no-booster and low-back booster groups. The high-back booster group also exhibited statistically significant decreases in the 90th percentile of the absolute value of the relative lateral motion of the head. The low-back booster group did not result in statistically significant decreases in poor shoulder belt fit or lateral head motion compared to the no-booster group. These results are consistent with the presence of large lateral supports of the high-back booster which provided support to the head while sleeping, reducing voluntary lateral occupant motion and improving shoulder belt fit. Future work includes examining lap belt fit in-transit, and examining the effects of these observations on predicted injury risk. PMID:22105378

Evaluation of head and face injury potential of current airline seats during crash decelerations.

DOT National Transportation Integrated Search

1966-06-01

A large percentage of deaths in commercial-airline crashes is produced as the body and lower limbs flail around the seat belt. According to a previous study, a 10-foot-diameter sphere of clear area would be necessary to prevent a person from striking...

76 FR 10637 - Consumer Information; Program for Child Restraint Systems

Federal Register 2010, 2011, 2012, 2013, 2014

2011-02-25

... as to the specific child safety seats the manufacturers recommend for individual vehicles. This... criteria which vehicle manufacturers can use to identify child safety seats that fit their vehicles. The... Belts B. Top Tether Anchorages C. Lower Anchorages D. Head Restraints E. CRS Installation, Use, and...

14 CFR 125.211 - Seat and safety belts.

Code of Federal Regulations, 2014 CFR

2014-01-01

... emergency exit. (f) Each occupant of a seat equipped with a shoulder harness must fasten the shoulder harness during takeoff and landing, except that, in the case of crewmembers, the shoulder harness need not be fastened if the crewmember cannot perform his required duties with the shoulder harness fastened...

23 CFR 1200.21 - Occupant protection grants.

Code of Federal Regulations, 2014 CFR

2014-04-01

...) established a statewide occupant protection task force that includes agencies and organizations that can help... application submitted on July 1, 2014, the “previous calendar year” would be 2013). Lower seat belt use rate...., for a grant application submitted on July 1, 2014, the “previous calendar year” would be 2013). Seat...

23 CFR 1200.21 - Occupant protection grants.

Code of Federal Regulations, 2013 CFR

2013-04-01

...) established a statewide occupant protection task force that includes agencies and organizations that can help... application submitted on July 1, 2014, the “previous calendar year” would be 2013). Lower seat belt use rate...., for a grant application submitted on July 1, 2014, the “previous calendar year” would be 2013). Seat...

Safety belt and mobile phone usage in vehicles in Barcelona (Spain).

PubMed

Martínez-Sánchez, Jose M; Curto, Ariadna; Fu, Marcela; Martínez, Cristina; Sureda, Xisca; Ballbè, Montse; Fernández, Esteve

2014-01-01

To describe the prevalence and correlates of safety belt and mobile phone usage in vehicles in the city of Barcelona (Spain). We performed a study using direct observation with a cross-sectional design. We selected 2,442 private cars, commercial vehicles, and taxis from all districts of Barcelona. The prevalence of people not wearing safety belt was 10.5% among drivers, 4.6% among front seat passengers, and 32.2% among some of the rear passengers. It was higher among the passengers than among the drivers, regardless of the type of the vehicle. The prevalence of mobile phone usage while driving during a moment of the trip was 3.8%. Our study shows noticeably high prevalence of people not wearing safety belt in the rear seats. Moreover, four out of one hundred drivers still use the mobile phone while driving during a moment of the trip. Copyright © 2013 SESPAS. Published by Elsevier Espana. All rights reserved.

Characteristics of pregnant women in motor vehicle crashes

PubMed Central

Weiss, H; Strotmeyer, S

2002-01-01

Objectives: Motor vehicle crashes are the leading cause of hospitalized trauma during pregnancy. Maternal injury puts the fetus at great risk, yet little is known about the incidence, risks, and characteristics of pregnant women in crashes. Setting and methods: Police reported crashes were analyzed from the National Automotive Sampling System Crashworthiness Data System. Since 1995, this system recorded pregnancy/trimester status. Pregnant and non-pregnant women 15–39 years of age were compared by age, driver status, seat belt use, and treatment. Belt use and seating position were examined by trimester. Results: There were 427 pregnant occupants identified (weighted n=32 810, 2.6%, SE 12 585, rate 13/1000 person years). The mean age was 24.9 compared with 24.8 years (pregnant v non-pregnant). Cases were distributed by trimester as follows: first 29.8%, second 36.4%, and third 33.8%. Pregnant women were drivers 70% of the time compared with 71% for non-pregnant women. No belt use was 14% compared with 13% (pregnant v non-pregnant). Mean injury severity was lower for pregnant women but they were more likely to transported or hospitalized. Improper belt use decreased after the first trimester and there was little change in driver proportion by trimester. Third trimester hospitalization rates increased. Conclusions: Pregnant occupants in crashes have similar profiles of restraint use, driver status, and seat position but different treatment indicators compared to non-pregnant occupants. Trimester status has relatively little impact on crash risk, seating position or restraint use. Undercounting of pregnant cases was possible, even so, 1% of all births were reported to be involved in utero in crashes. Little research has focused on developmental outcomes to infants and children previously involved in exposure to these crashes. PMID:12226117

Seatbelt and helmet depiction on the big screen blockbuster injury prevention messages?

PubMed

Cowan, John A; Dubosh, Nicole; Hadley, Craig

2009-03-01

Injuries from vehicle crashes are a major cause of death among American youth. Many of these injuries are worsened because of noncompliant safety practices. Messages delivered by mass media are omnipresent in young peoples' lives and influence their behavior patterns. In this investigation, we analyzed seat belt and helmet messages from a sample of top-grossing motion pictures with emphasis on scene context and character demographics. Content analysis of 50 top-grossing motion pictures for years 2000 to 2004, with coding for seat belt and helmet usage by trained media coders. In 48 of 50 movies (53% PG-13; 33% R; 10% PG; 4% G) with vehicle scenes, 518 scenes (82% car/truck; 7% taxi/limo; 7% motorcycle; 4% bicycle/skateboard) were coded. Overall, seat belt and helmet usage rates were 15.4% and 33.3%, respectively, with verbal indications for seat belt or helmet use found in 1.0% of scenes. Safety compliance rates varied by character race (18.3% white; 6.5% black; p = 0.036). No differences in compliance rates were noted for high-speed or unsafe vehicle operation. The injury rate for noncompliant characters involved in crashes was 10.7%. A regression model demonstrated black character race and escape scenes most predictive of noncompliant safety behavior. Safety compliance messages and images are starkly absent in top-grossing motion pictures resulting in, at worst, a deleterious effect on vulnerable populations and public health initiatives, and, at minimum, a lost opportunity to prevent injury and death. Healthcare providers should call on the motion picture industry to improve safety compliance messages and images in their products delivered for mass consumption.

Self-reported risk-taking behaviors and hospitalization for motor vehicle injury among active duty army personnel.

PubMed

Bell, N S; Amoroso, P J; Yore, M M; Smith, G S; Jones, B H

2000-04-01

Motor vehicle crashes are a leading cause of injury in the Army. Behaviors increasing risk for motor vehicle crashes are also prevalent, but research has not linked these behaviors directly to injury outcomes (e.g., hospitalizations). To evaluate the relationship between behavior and motor vehicle crash injuries, 99, 981 Army personnel who completed Health Risk Appraisal surveys in 1992 were followed for up to 6 years. Cox proportional hazards modeling was used to evaluate speeding, seat belt use, drinking patterns, and demographics. A total of 429 soldiers were hospitalized for motor vehicle injury. Unadjusted analyses revealed that heavy drinking, drinking and driving, speeding, low seat belt use, younger age, minority race/ethnicity, and enlisted rank were significantly associated with motor vehicle injury, but neither smoking nor gender was. Multivariate models showed a significant trend of increasing injury risk with younger ages. Soldiers under age 21 were injured almost five times more often than those over age 40 (HR 4.89, 2.56-9.33). Also associated with risk for hospitalizations were minority race (HR 1.78, 1.46-2.18), heaviest drinkers versus abstainers (HR 1.81, 1.11-2.94), and seat belt use of 50% or less versus 100% (HR 1.40, 1.07-1.85). Although nonsignificant, there was evidence of an age-drinking interaction where the difference in injury risk between those older and those younger than 21 was greatest at low alcohol consumption levels. Modifiable risk factors associated with motor vehicle injuries include heavy drinking and low seat belt use. Programs targeting these behaviors that meet the needs of young and minority soldiers are needed. The high density of young, at-risk soldiers residing in base housing may provide a unique opportunity for a residential intervention program.

Determinants of seat belt use behaviour: a protocol for a systematic review.

PubMed

Ghaffari, Mohtasham; Armoon, Bahram; Rakhshanderou, Sakineh; Mehrabi, Yadollah; Soori, Hamid; Simsekoghlu, Ozelem; Harooni, Javad

2018-05-03

The use of seat belts could prevent severe collision damage to people in vehicle accidents and keep passengers safe from sustaining serious injuries; for instance, it could prevent passengers from being thrown out of a vehicle after the collision. The current systematic review will identify and analyse the determinants of seat belt use behaviour. We will include qualitative, quantitative and mixed methods studies reporting the acquired data from passengers aged more than 12 years and drivers, from both commercial and personal vehicles. Online databases including MEDLINE/PubMed, Scopus, Web of Science, Embase, Cochrane Database of Systematic Reviews and PsycINFO will be investigated in the current study. Published and available articles will be evaluated according to their titles and abstracts. Published papers conforming to the inclusion criteria will be organised for a complete review. Next, the full text of the remaining articles will be studied independently for eligibility by two authors. The quality of the selected studies will be assessed with appropriate tools. Based on the information obtained from the data extraction, the type of determinants of seat belt use will be classified. Ethics approval is not required, because this is a protocol for a systematic review and no primary data will be collected. The authors will ensure to maintain the rights of the used and included articles in the present systematic review. The findings of this review will be published in a relevant peer-reviewed journal. CRD42017067511. © Article author(s) (or their employer(s) unless otherwise stated in the text of the article) 2018. All rights reserved. No commercial use is permitted unless otherwise expressly granted.

A MAG for the Twenty First Century: Lethal, Lighter, Energy Efficient, and Cheaper

DTIC Science & Technology

2010-04-14

well as an advanced trainer. 40 25. Zero altitude-zero airspeed ejection seats . 26. Common multi-function display (MFD) cockpit configuration for...front cockpit, with seat belts/shoulder harnesses fastened. b. Aft cockpit capable of being reconfigured for flight control including conducting...Capability to carry two wounded Marines via internal litters. 24. Dual seat with dual controls to facilitate dual use as light attack/armed reconnaissance as

Encouraging full time use of safety belts among current part-time users

DOT National Transportation Integrated Search

1991-01-01

A large percentage of drivers report using their seat belts only some of the time. Most part-time users report they buckle up only for highway driving because they believe that driving around their community does not expose them to a significant risk...

The effectiveness of air bags.

PubMed

Barry, S; Ginpil, S; O'Neill, T J

1999-11-01

Previous research has shown that the installation of air bags in vehicles significantly reduces crash related deaths, but these analyses have used statistical techniques which have not been capable of controlling for other major determinants of crash survival. This study analysed data from the US FARS database of fatal crashes using conditional logistic regression which is simultaneously able to estimate occupant protection effects for a range of variables. Results of the analysis provided a comparative quantification of both the effect of the air bag as well as other well known determinants of occupant crash survival (age, seat belt use, and gender). When potentially confounding variables were controlled, both the driver and passenger side air bag devices were shown to significantly reduce the probability of death in direct frontal collisions, but the effect size calculated was small compared to the effect of the seat belt. The effect size may also be very small in absolute terms depending on the severity of the crash involved. Given the limited benefit of the air bag, efforts to promote air bags seem particularly difficult to justify in countries such as the United States where the vastly superior occupant protection of the seat belt is under-utilised.

78 FR 70415 - Federal Motor Vehicle Safety Standards; Occupant Crash Protection

Federal Register 2010, 2011, 2012, 2013, 2014

2013-11-25

...Completing the first initiative of NHTSA's 2007 ``NHTSA's Approach to Motorcoach Safety'' plan and one of the principal undertakings of DOT's 2009 Motorcoach Safety Action Plan, and fulfilling a statutory mandate of the Motorcoach Enhanced Safety Act of 2012, incorporated into the Moving Ahead for Progress in the 21st Century Act, this final rule amends the Federal motor vehicle safety standard (FMVSS) on occupant crash protection to require lap/shoulder seat belts for each passenger seating position in all new over-the-road buses, and in new buses other than over-the-road buses with a gross vehicle weight rating (GVWR) greater than 11,793 kilograms (kg) (26,000 pounds (lb), with certain exclusions. By requiring the passenger lap/ shoulder seat belts, this final rule significantly reduces the risk of fatality and serious injury in frontal crashes and the risk of occupant ejection in rollovers, thus considerably enhancing the safety of these vehicles.

Factors Related to Fatal Injury in Frontal Crashes Involving European Cars

PubMed Central

Frampton, Richard; Page, Marianne; Thomas, Pete

2006-01-01

Despite considerable improvements in frontal impact crashworthiness, frontal crashes still account for a major number of front seat occupant fatalities in Great Britain. This study attempted to determine the remaining potential for further fatality reduction with passive safety improvements in frontal crashes. No evidence was found to support an increase in crash test speeds. Instead, assessment of scope for survival showed that at least 27% of all fatal drivers and 39% of all fatal front seat passengers have survival potential given attention to older occupant’s chest injury tolerance and passenger compartment intrusion under 60 km/h. Considering only fatal frontal crashes that might be assessed with a barrier test, showed an estimated survival potential of at least 49% of belted drivers and 60% of belted front seat passengers. The high proportion of unbelted fatalities suggested that targeting unbelted occupant protection could have additional benefit. PMID:16968628

The influence of air bags and restraining devices on extremity injuries in motor vehicle collisions.

PubMed

McGovern, M K; Murphy, R X; Okunski, W J; Wasser, T E

2000-05-01

The influence of air bags and other restraining devices on injury after motor vehicle collisions is not well defined. This study examined the relationship between the use of restraining devices and the incidence of extremity injuries in motor vehicle collisions. A retrospective analysis was performed on motor vehicle collision data submitted to the Pennsylvania Trauma Outcome Study database from 1990 through 1995. Criteria for submission included trauma patients who were admitted to the intensive care unit, who died during hospitalization, who were hospitalized for more than 72 hours, or who were transferred in or out of the receiving hospital. A total of 21,875 patients met these criteria. These patients were analyzed for the presence or absence of upper and lower extremity injuries and were compared based on their use of restraining devices. Restraining devices were categorized into four groups: air bag alone, air bag and seat belt, seat belt or carseat without air bag, and no restraining device. Statistical analysis was performed using the chi-squared test of association. For contingency tables with small expected frequencies, Fisher's exact test was used. Study participants included 11,688 men and 10,185 women with a mean age of 38 +/- 20 years. There were 16,033 drivers and 5,842 passengers. Air bags were deployed in 472 instances. In 297 of these cases, additional restraint was provided with a seat belt. In 6,632 cases, air bags were not deployed; however, patients were restrained with either a seat belt or a carseat. In 14,771 cases, patients were not restrained. When comparing restraining devices as a group vs. no restraint, there was a significant decrease in the incidence of upper (p = 0.018) and lower (p < 0.001) extremity injuries. Air bags, however, were associated with an increased incidence of both upper (p = 0.033) and lower (p = 0.002) extremity injuries when compared with no restraint or when compared among patients who were restrained. As a group, restraining devices decrease the incidence of upper and lower extremity trauma sustained by patients injured in motor vehicle collisions. Air bags, however, are associated with an increased incidence of upper and lower extremity injuries when compared with seat belts alone or when no restraining devices are used.

Campaign Safe & Sober. Youth & Generation X Planner.

ERIC Educational Resources Information Center

National Highway Traffic Safety Administration (DOT), Washington, DC.

This packet contains information on safe and sober driving for members of Generation X. The packet includes information on "Buckle Up America! Week 1998," which was designed to encourage everyone on the road to use seat belts and child safety seats and to use them properly. It also offers a safety city brochure and multiple program…

Traffic Safety Facts - Research Note: Additional Analysis of National Child Restraint Use Special Study: Characteristics Of Those Not Restrained

DOT National Transportation Integrated Search

2018-03-01

The National Child Restraint Use Special Study (NCRUSS) recorded the use of car seats and belt-positioning booster seats in children up to 8 years old in 4,167 vehicles. Observers approached vehicles that carried at least one child. They interviewed ...

Biomechanical assessment of a rear-seat inflatable seatbelt in frontal impacts.

PubMed

Sundararajan, Srinivasan; Rouhana, Stephen W; Board, Derek; DeSmet, Ed; Prasad, Priya; Rupp, Jonathan D; Miller, Carl S; Schneider, Lawrence W

2011-11-01

This study evaluated the biomechanical performance of a rear-seat inflatable seatbelt system and compared it to that of a 3-point seatbelt system, which has a long history of good real-world performance. Frontal-impact sled tests were conducted with Hybrid III anthropomorphic test devices (ATDs) and with post mortem human subjects (PMHS) using both restraint systems and a generic rear-seat configuration. Results from these tests demonstrated: a) reduction in forward head excursion with the inflatable seatbelt system when compared to that of a 3-point seatbelt and; b) a reduction in ATD and PMHS peak chest deflections and the number of PMHS rib fractures with the inflatable seatbelt system and c) a reduction in PMHS cervical-spine injuries, due to the interaction of the chin with the inflated shoulder belt. These results suggest that an inflatable seatbelt system will offer additional benefits to some occupants in the rear seats. Further research is needed to assess the field effectiveness, customer comfort and acceptance and change in the belt usage rate with the inflatable seatbelt system.

Restraint use among northwest American Indian children traveling in motor vehicles.

PubMed

Lapidus, Jodi A; Smith, Nicole H; Ebel, Beth E; Romero, Francine C

2005-11-01

We sought to estimate motor vehicle passenger restraint use among Northwest American Indian children 8 years old or younger and to determine factors associated with using proper (i.e., age and weight appropriate) passenger restraint systems. We surveyed vehicles driven by members of 6 tribes in Idaho, Oregon, and Washington. Associations between proper restraint and child, driver, and vehicle characteristics were analyzed using logistic regression for clustered data. We observed 775 children traveling in 574 vehicles; 41% were unrestrained. Proper restraint ranged from 63% among infant seat-eligible children to 11% among booster seat-eligible children and was associated with younger child's age (odds ratio (OR) per year = 0.60; 95% confidence interval (CI) = 0.48, 0.75), seating location (OR front vs rear=0.27; 95% CI=0.16, 0.44), driver seat belt use (OR=2.39; 95% CI=1.51, 3.80), and relationship (OR for nonparent vs parent=0.28; 95% CI=0.14, 0.58). More than half of drivers felt children could use an adult seat belt earlier than recommended guidelines, and 63% did not correctly identify whether their tribe had child safety seat laws. Children in these communities are inadequately restrained. Restraint use was exceedingly low among booster-eligible children and children riding with unrestrained adults. Interventions emphasizing appropriate restraint use and enforcement of passenger safety laws could reduce the risk of injury or death in motor vehicle accidents.

A survey of child safety seat and safety belt use in Virginia : the 1987 update.

DOT National Transportation Integrated Search

1988-01-01

Observational surveys of belt use by the motoring public in Virginia have been conducted in two series: (1) 1974-1977 and (2) 1983-1987. Only the latter data are presented in this report. Each year data were collected in the Roanoke, Northern Virgini...

14 CFR 23.2 - Special retroactive requirements.

Code of Federal Regulations, 2013 CFR

2013-01-01

... airplane for entry into the United States must provide a safety belt and shoulder harness for each forward- or aft-facing seat which will protect the occupant from serious head injury when subjected to the... safety belt and shoulder harness installed. (b) Each shoulder harness installed at a flight crewmember...

14 CFR 23.2 - Special retroactive requirements.

Code of Federal Regulations, 2010 CFR

2010-01-01

... airplane for entry into the United States must provide a safety belt and shoulder harness for each forward- or aft-facing seat which will protect the occupant from serious head injury when subjected to the... safety belt and shoulder harness installed. (b) Each shoulder harness installed at a flight crewmember...

14 CFR 23.2 - Special retroactive requirements.

Code of Federal Regulations, 2014 CFR

2014-01-01

... airplane for entry into the United States must provide a safety belt and shoulder harness for each forward- or aft-facing seat which will protect the occupant from serious head injury when subjected to the... safety belt and shoulder harness installed. (b) Each shoulder harness installed at a flight crewmember...

14 CFR 23.2 - Special retroactive requirements.

Code of Federal Regulations, 2011 CFR

2011-01-01

... airplane for entry into the United States must provide a safety belt and shoulder harness for each forward- or aft-facing seat which will protect the occupant from serious head injury when subjected to the... safety belt and shoulder harness installed. (b) Each shoulder harness installed at a flight crewmember...

14 CFR 23.2 - Special retroactive requirements.

Code of Federal Regulations, 2012 CFR

2012-01-01

... airplane for entry into the United States must provide a safety belt and shoulder harness for each forward- or aft-facing seat which will protect the occupant from serious head injury when subjected to the... safety belt and shoulder harness installed. (b) Each shoulder harness installed at a flight crewmember...

An observational survey of safety belt and child safety seat use in Virginia : the 1988 update.

DOT National Transportation Integrated Search

1989-01-01

Observational surveys of safety belt use in Virginia have been conducted in two series. The first covered 1974 through 1977, and the second 1983 through 1988. This report is concerned only with the latter series and encompasses use rates that are the...

Frontal and oblique crash tests of HIII 6-year-old child ATD using real-world, observed child passenger postures.

PubMed

Bohman, Katarina; Arbogast, Kristy B; Loeb, Helen; Charlton, Judith L; Koppel, Sjaan; Cross, Suzanne L

2018-02-28

The aim of this study was to evaluate the consequences of frontal and oblique crashes when positioning a Hybrid III (HIII) 6-year-old child anthropometric test device (ATD) using observed child passenger postures from a naturalistic driving study (NDS). Five positions for booster-seated children aged 4-7 years were selected, including one reference position according to the FMVSS 213 ATD seating protocol and 4 based on real-world observed child passenger postures from an NDS including 2 user positions with forward tilting torso and 2 that combined both forward and lateral inboard tilting of the torso. Seventeen sled tests were conducted in a mid-sized vehicle body at 64 km/h (European New Car Assessment Programme [Euro NCAP] Offset Deformable Barrier [ODB] pulse), in full frontal and oblique (15°) crash directions. The rear-seated HIII 6-year-old child ATD was restrained on a high-back booster seat. In 10 tests, the booster seat was also attached with a top tether. In the oblique tests, the ATD was positioned on the far side. Three camera views and ATD responses (head, neck, and chest) were analyzed. The shoulder belt slipped off the shoulder in all ATD positions in the oblique test configuration. In full frontal tests, the shoulder belt stayed on the shoulder in 3 out of 9 tests. Head acceleration and neck tension were decreased in the forward leaning positions; however, the total head excursion increased up to 210 mm compared to te reference position, due to belt slip-off and initial forward leaning position. These results suggest that real-world child passenger postures may contribute to shoulder belt slip-off and increased head excursion, thus increasing the risk of head injury. Restraint system development needs to include a wider range of sitting postures that children may choose, in addition to the specified postures of ATDs in seating test protocols, to ensure robust performance across diverse use cases. In addition, these tests revealed that the child ATD is limited in its ability to mimic real-world child passenger postures. There is a need to develop child human body models that may offer greater flexibility for these types of crash evaluations.

Get a license, buckle up, and slow down: risky driving patterns among saudis.

PubMed

El Bcheraoui, Charbel; Basulaiman, Mohammed; Tuffaha, Marwa; Daoud, Farah; Robinson, Margaret; Jaber, Sara; Mikhitarian, Sarah; Wilson, Shelley; Memish, Ziad A; Al Saeedi, Mohammad; Almazroa, Mohammad A; Mokdad, Ali H

2015-01-01

Road traffic injuries are the largest cause of loss of disability-adjusted life years for men and women of all ages in the Kingdom of Saudi Arabia, but data on driving habits there are lacking. To inform policymakers on drivers' abilities and driving habits, we analyzed data from the Saudi Health Interview Survey 2013. We surveyed a representative sample of 5,235 Saudi males aged 15 years or older on wearing seat belts, exceeding speed limits, and using a handheld cell phone while driving. Male and female respondents were surveyed on wearing seat belts as passengers. Among Saudi males, 71.7% reported having had a driver's license, but more than 43% of unlicensed males drove a vehicle. Among drivers, 86.1% engaged in at least one risky behavior while driving. Older and unlicensed drivers were more likely to take risks while driving. This risk decreased among the more educated, current smokers, and those who are physically active. Up to 94.9% and 98.5% of respondents reported not wearing a seat belt in the front and the back passenger seats, respectively. The high burden of road traffic injuries in the Kingdom is not surprising given our findings. Our study calls for aggressive monitoring and enforcement of traffic laws. Awareness and proper education for drivers and their families should be developed jointly by the Ministries of Health, Interior Affairs, and Education and provided through their channels.

Local police enforcement, public information and education strategies to foster more and proper use of child safety seats by toddlers : evaluation of a demonstration project

DOT National Transportation Integrated Search

1994-03-01

This project evaluated the effects of enforcing safety belt (SB)/child safety seat (CSS) laws and providing public information and education (PI&E) about the laws and use and proper use of CSSs--without external funding. Project goals focused on incr...

76 FR 36890 - Clarification of Prior Interpretations of the Seat Belt and Seating Requirements for General...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-06-23

... Aviation Flights AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Notice of proposed... usage conforms with the limitations contained in the approved portion of the Airplane Flight Manual. The... airplane was operating as a personal flight under the provisions of 14 CFR part 91. The pilot and the 13...

78 FR 22944 - Notice of Receipt of Petition for Decision That Nonconforming 1991 Volkswagen Transporter Multi...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-04-17

..., installation of a seat belt warning lamp, and recalibration of the speedometer/odometer to show speed in miles... Theft Protection and Rollaway Prevention: installation of a U.S.-model micro switch in the steering lock...: installation of an information placard containing manufacturer specifications for seating capacity and loading...

The cost-effectiveness of air bags by seating position.

PubMed

Graham, J D; Thompson, K M; Goldie, S J; Segui-Gomez, M; Weinstein, M C

1997-11-05

Motor vehicle crashes continue to cause significant mortality and morbidity in the United States. Installation of air bags in new passenger vehicles is a major initiative in the field of injury prevention. To assess the net health consequences and cost-effectiveness of driver's side and front passenger air bags from a societal perspective, taking into account the increased risk to children who occupy the front passenger seat and the diminished effectiveness for older adults. A deterministic state transition model tracked a hypothetical cohort of new vehicles over a 20-year period for 3 strategies: (1) installation of safety belts, (2) installation of driver's side air bags in addition to safety belts, and (3) installation of front passenger air bags in addition to safety belts and driver's side air bags. Changes in health outcomes, valued in terms of quality-adjusted life-years (QALYs) and costs (in 1993 dollars), were projected following the recommendations of the Panel on Cost-effectiveness in Health and Medicine. US population-based and convenience sample data were used. Incremental cost-effectiveness ratios. Safety belts are cost saving, even at 50% use. The addition of driver's side air bags to safety belts results in net health benefits at an incremental cost of $24000 per QALY saved. The further addition of front passenger air bags results in an incremental net benefit at a higher incremental cost of $61000 per QALY saved. Results were sensitive to the unit cost of air bag systems, their effectiveness, baseline fatality rates, the ratio of injuries to fatalities, and the real discount rate. Both air bag systems save life-years at costs that are comparable to many medical and public health practices. Immediate steps can be taken to enhance the cost-effectiveness of front passenger air bags, such as moving children to the rear seat.

Estimated minimum savings to the medicaid budget in Florida by implementing a primary seat belt law

DOT National Transportation Integrated Search

2007-03-01

A 2003 study estimated that if all States had primary laws from 1995 to 2002, over 12,000 lives would have been saved. Failure to implement a primary belt law creates a real cost to a States budget for Medicaid and other State medical expenditures...

Estimated minimum savings to the Medicaid budget in Arkansas by implementing a primary seat belt law

DOT National Transportation Integrated Search

2007-03-01

A 2003 study estimated that if all States had primary laws from 1995 to 2002, over 12,000 lives would have been saved. Failure to implement a primary belt law creates a real cost to a States budget for Medicaid and other State medical expenditures...

77 FR 65444 - Notice of Receipt of Petition for Decision That Nonconforming 1991 Mercedes-Benz G-Class (463...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-10-26

... wish to receive confirmation that your comments were received, please enclose a stamped, self-addressed... Belt Assemblies, 210 Seat Belt Assembly Anchorages, 212 Windshield Mounting, 214 Side Impact Protection... standard. The petitioner also stated that the vehicles are equipped with self-tensioning combination lap...

14 CFR 25.562 - Emergency landing dynamic conditions.

Code of Federal Regulations, 2014 CFR

2014-01-01

...— (1) Proper use is made of seats, safety belts, and shoulder harnesses provided for in the design; and... likelihood of the upper torso restraint system (where installed) moving off the occupant's shoulder, and with... shoulder during the impact. (4) The lap safety belt must remain on the occupant's pelvis during the impact...

14 CFR 25.562 - Emergency landing dynamic conditions.

Code of Federal Regulations, 2013 CFR

2013-01-01

...— (1) Proper use is made of seats, safety belts, and shoulder harnesses provided for in the design; and... likelihood of the upper torso restraint system (where installed) moving off the occupant's shoulder, and with... shoulder during the impact. (4) The lap safety belt must remain on the occupant's pelvis during the impact...

14 CFR 25.562 - Emergency landing dynamic conditions.

Code of Federal Regulations, 2012 CFR

2012-01-01

...— (1) Proper use is made of seats, safety belts, and shoulder harnesses provided for in the design; and... likelihood of the upper torso restraint system (where installed) moving off the occupant's shoulder, and with... shoulder during the impact. (4) The lap safety belt must remain on the occupant's pelvis during the impact...

14 CFR 25.562 - Emergency landing dynamic conditions.

Code of Federal Regulations, 2011 CFR

2011-01-01

...— (1) Proper use is made of seats, safety belts, and shoulder harnesses provided for in the design; and... likelihood of the upper torso restraint system (where installed) moving off the occupant's shoulder, and with... shoulder during the impact. (4) The lap safety belt must remain on the occupant's pelvis during the impact...

Estimated minimum savings to the Medicaid budget in Missouri by implementing a primary seat belt law

DOT National Transportation Integrated Search

2007-03-01

A 2003 study estimated that if all States had primary laws from 1995 to 2002, over 12,000 lives would have been saved. Failure to implement a primary belt law creates a real cost to a States budget for Medicaid and other State medical expenditures...

14 CFR 27.785 - Seats, berths, litters, safety belts, and harnesses.

Code of Federal Regulations, 2010 CFR

2010-01-01

....561(b) and dynamic conditions specified in § 27.562. (b) Each occupant must be protected from serious... combination with the safety belt, constitutes a torso restraint system as described in TSO-C114. (c) Each... weight of at least 170 pounds, considering the dimensional characteristics of the restraint system...

14 CFR 29.785 - Seats, berths, litters, safety belts, and harnesses.

Code of Federal Regulations, 2010 CFR

2010-01-01

... dynamic conditions specified in § 29.562. (b) Each occupant must be protected from serious head injury by... combination with the safety belt, constitutes a torso restraint system as described in TSO-C114. (c) Each... weight of at least 170 pounds, considering the dimensional characteristics of the restraint system...

Traffic Safety Facts, 2001: Occupant Protection.

ERIC Educational Resources Information Center

National Highway Traffic Safety Administration (DOT), Washington, DC.

This document provides statistical information on the benefits of occupant restraint systems in U.S. motor vehicle accidents. Data tables include: (1) estimated number of lives saved by restraint systems (seat belts, air bags, child restraints), 1975-2001; (2) cumulative estimated number of lives saved by safety belt use, 1975-2001; and (3)…

Occupant Protection. Traffic Safety Facts, 2000.

ERIC Educational Resources Information Center

National Highway Traffic Safety Administration (DOT), Washington, DC.

This document provides statistical information on the benefits of occupant restraint systems in U.S. motor vehicle accidents. Data tables include: (1) estimated number of lives saved by restraint systems (seat belts, air bags, child restraints), 1975-2000; (2) cumulative estimated number of lives saved by safety belt use, 1975-2000; and (3)…

Redesign of Transjakarta Bus Driver's Cabin

NASA Astrophysics Data System (ADS)

Mardi Safitri, Dian; Azmi, Nora; Singh, Gurbinder; Astuti, Pudji

2016-02-01

Ergonomic risk at work stations with type Seated Work Control was one of the problems faced by Transjakarta bus driver. Currently “Trisakti” type bus, one type of bus that is used by Transjakarta in corridor 9, serving route Pinang Ranti - Pluit, gained many complaints from drivers. From the results of Nordic Body Map questionnaires given to 30 drivers, it was known that drivers feel pain in the neck, arms, hips, and buttocks. Allegedly this was due to the seat position and the button/panel bus has a considerable distance range (1 meter) to be achieved by drivers. In addition, preliminary results of the questionnaire using Workstation Checklist identified their complaints about uncomfortable cushion, driver's seat backrest, and the exact position of the AC is above the driver head. To reduce the risk level of ergonomics, then did research to design the cabin by using a generic approach to designing products. The risk analysis driver posture before the design was done by using Rapid Upper Limb Assessment (RULA), Rapid Entire Body Assessment (REBA), and Quick Exposure Checklist (QEC), while the calculation of the moment the body is done by using software Mannequin Pro V10.2. Furthermore, the design of generic products was done through the stages: need metric-matrix, house of quality, anthropometric data collection, classification tree concept, concept screening, scoring concept, design and manufacture of products in the form of two-dimensional. While the design after design risk analysis driver posture was done by using RULA, REBA, and calculation of moments body as well as the design visualized using software 3DMax. From the results of analysis before the draft design improvements cabin RULA obtained scores of 6, REBA 9, and the result amounted to 57.38% QEC and moment forces on the back is 247.3 LbF.inch and on the right hip is 72.9 LbF.in. While the results of the proposed improvements cabin design RULA obtained scores of 3, REBA 4, and the moment of force on the back is 90.3 LbF.in and on the right hip is 70.6 LbF.in. This indicated improvement cabin design can reduce ergonomic risk with lower scores on several parts of the body.

Aircraft Cabin Turbulence Warning Experiment

NASA Technical Reports Server (NTRS)

Bogue, Rodney K.; Larcher, Kenneth

2006-01-01

New turbulence prediction technology offers the potential for advance warning of impending turbulence encounters, thereby allowing necessary cabin preparation time prior to the encounter. The amount of time required for passengers and flight attendants to be securely seated (that is, seated with seat belts fastened) currently is not known. To determine secured seating-based warning times, a consortium of aircraft safety organizations have conducted an experiment involving a series of timed secured seating trials. This demonstrative experiment, conducted on October 1, 2, and 3, 2002, used a full-scale B-747 wide-body aircraft simulator, human passenger subjects, and supporting staff from six airlines. Active line-qualified flight attendants from three airlines participated in the trials. Definitive results have been obtained to provide secured seating-based warning times for the developers of turbulence warning technology

Comparison of self-reported and observed prevalence of safety belt and helmet use in Florence.

PubMed

Lorini, C; Pieralli, F; Mersi, A; Cecconi, R; Garofalo, G; Santini, M G; Bonaccorsi, G

2014-01-01

Safety belt and helmet use was estimated from PASSI data and measured through Ulisse observations. Between 2008 and 2012 a total of 2,081 cars and motorcycle users were interviewed in the LHU of Florence and a total of 59,787 drivers (11,870 front passengers, 1,129 rear passengers and 16,816 motorcyclists) were observed. The comparison between self-reported and observed prevalences was performed by calculating the over-reporting factor (ORF), defined as the ratio of the self-reported to the observed prevalence of seat belt or helmet use. The time trend of the prevalence (both from self-reported and observed data) and of the ORF was assessed by using linear regression and Poisson's regression, respectively. The correlation between self-reported and observed prevalence is high, with a Pearson's correlation coefficient of 0.95 (p <0.05). Regarding front seat belt use rates, the difference between self-reported and observed data increases over time and the ORF range varies from 1.12 to 1.32. Rear seat belt data show a great variability, and the ORF varies from 0.67 to 1.37. In 2011 and 2012, the observed prevalence was higher than the self-reported one (ORF <1). Helmet use rates are very high, close to 100% with both methods; ORF has very small oscillations and ranges from 0.98 to 1, showing a good correlation between self-reported and observational data. There are no significant temporal variations both for the prevalences of use and for the ORF. The reasonable accuracy of self-reported data makes this method fit in the routinary assessment of safety belts and helmet usage, in order to limit the observations of the Ulisse system at predetermined time intervals. However, self-reported estimates need to be adjusted using an appropriate over-reporting factor.

Restraint Use Among Northwest American Indian Children Traveling in Motor Vehicles

PubMed Central

Lapidus, Jodi A.; Smith, Nicole H.; Ebel, Beth E.; Romero, Francine C.

2005-01-01

Objectives. We sought to estimate motor vehicle passenger restraint use among Northwest American Indian children 8 years old or younger and to determine factors associated with using proper (i.e., age and weight appropriate) passenger restraint systems. Methods. We surveyed vehicles driven by members of 6 tribes in Idaho, Oregon, and Washington. Associations between proper restraint and child, driver, and vehicle characteristics were analyzed using logistic regression for clustered data. Results. We observed 775 children traveling in 574 vehicles; 41% were unrestrained. Proper restraint ranged from 63% among infant seat-eligible children to 11% among booster seat-eligible children and was associated with younger child’s age (odds ratio (OR) per year = 0.60; 95% confidence interval (CI) = 0.48, 0.75), seating location (OR front vs rear=0.27; 95% CI=0.16, 0.44), driver seat belt use (OR=2.39; 95% CI=1.51, 3.80), and relationship (OR for nonparent vs parent=0.28; 95% CI=0.14, 0.58). More than half of drivers felt children could use an adult seat belt earlier than recommended guidelines, and 63% did not correctly identify whether their tribe had child safety seat laws. Conclusions. Children in these communities are inadequately restrained. Restraint use was exceedingly low among booster-eligible children and children riding with unrestrained adults. Interventions emphasizing appropriate restraint use and enforcement of passenger safety laws could reduce the risk of injury or death in motor vehicle accidents. PMID:16195522

Do parental decision-making patterns predict compliance with use of child booster seats?

PubMed

Shimony-Kanat, Sarit; Gofin, Rosa; Kienski Woloski Wruble, Anna C; Mann, Leon

2018-03-01

Booster seat use for 4-9 year olds remains the lowest of all age groups in many countries. The objective of this study is to examine whether parents' decision-making patterns, as measured by the Melbourne Decision Making Questionnaire, relate to car booster seat use. Israeli parents of 4-7 years old children (n = 398) answered a questionnaire about car safety and decision-making habits. Ninety per cent of parents reported having a booster seat; 70.5% reported consistent booster seat use in general and on short drives during the last month (booster seat use compliance index). Greater compliance index was positively related to a vigilant decision-making pattern, passenger compliance with rear seat belts and families with fewer children. Lower booster seat use compliance index was associated with buck-passing decision-making pattern. Health professionals and policy-makers should take into account parents' habitual decision-making patterns when designing interventions for car booster seat compliance.

Transportation of Handicapped Children.

ERIC Educational Resources Information Center

Flynn, Patricia; And Others

The booklet presents information and illustrations regarding bus transportation of handicapped children. The roles and responsibilities of drivers and aides are discussed as are such topics as seating arrangements, first aid measures (for falls and seizures), embarking and debarking procedures (including ways to encourage independence in walking),…

Effect of air bags and restraining devices on the pattern of facial fractures in motor vehicle crashes.

PubMed

Simoni, Payman; Ostendorf, Robert; Cox, Artemus J

2003-01-01

To examine the relationship between the use of restraining devices and the incidence of specific facial fractures in motor vehicle crashes. Retrospective analysis of patients with facial fractures following a motor vehicle crash. University of Alabama at Birmingham Hospital level I trauma center from 1996 to 2000. Of 3731 patients involved in motor vehicle crashes, a total of 497 patients were found to have facial fractures as determined by International Classification of Diseases, Ninth Revision (ICD-9) codes. Facial fractures were categorized as mandibular, orbital, zygomaticomaxillary complex (ZMC), and nasal. Use of seat belts alone was more effective in decreasing the chance of facial fractures in this population (from 17% to 8%) compared with the use of air bags alone (17% to 11%). The use of seat belts and air bags together decreased the incidence of facial fractures from 17% to 5%. Use of restraining devices in vehicles significantly reduces the chance of incurring facial fractures in a severe motor vehicle crash. However, use of air bags and seat belts does not change the pattern of facial fractures greatly except for ZMC fractures. Air bags are least effective in preventing ZMC fractures. Improving the mechanics of restraining devices might be needed to minimize facial fractures.

Effects of in-vehicle monitoring on the driving behavior of teenagers.

PubMed

Farmer, Charles M; Kirley, Bevan B; McCartt, Anne T

2010-02-01

The objective was to determine if teenage driving behavior improves when a monitoring and feedback device is installed in the teen's vehicle. Vehicles of 85 teenage drivers were fit with a device that detected all instances of sudden braking/acceleration, speeding, and nonuse of seat belts. Drivers were assigned randomly to one of four research groups, differing in whether or not an alert sounded in the vehicle and whether or not parents were given access to websites containing notification records. Time trends in event rates per mile traveled were compared using Poisson regression. Seat belt use improved when violations were reported to the parent websites, and improved even more when in-vehicle alerts were activated. Consistent reductions in speeding were achieved only when teenagers received alerts about their speeding behavior, believed their speeding behavior would not be reported to parents if corrected, and when parents were being notified of such behavior by report cards. Electronic monitoring of teenage drivers can reduce the incidence of risky behavior, especially seat belt nonuse. More complicated behavior is more difficult to change, however. Parent participation is key to successful behavioral modification, but it is yet to be determined how best to encourage such participation. Copyright 2010 Elsevier Ltd. All rights reserved.

Head impact contact points for restrained child occupants.

PubMed

Arbogast, Kristy B; Wozniak, Samantha; Locey, Caitlin M; Maltese, Matthew R; Zonfrillo, Mark R

2012-01-01

Head injuries are the most common injuries sustained by children in motor vehicle crashes regardless of age, restraint, and crash direction. For rear seat occupants, the interaction of the subject with the seat back and the vehicle side interior structures has been previously highlighted. In order to advance this knowledge to the development of countermeasures, a summary of vehicle components that contributed to these injuries is needed. Therefore, the objective of this study was to create a contact map of the vehicle interior for head and face injuries to rear-seated restrained children in front crashes. The Crash Injury Research and Engineering Network (CIREN) was queried for rear-seated, restrained child occupants (age 0-15 years) in forward-facing child restraints, booster seats, or lap and shoulder belts who sustained an AIS2+ head and/or face injury in a frontal motor vehicle crash. Cases were analyzed to describe injury patterns and injury causation scenarios. A contact point map was developed to summarize the vehicle components related to injury causation of the head/face injury. Twenty-one cases met the combined inclusion and exclusion criteria. Seven of the child occupants were restrained in forward-facing child restraints, 2 in belt-positioning booster seats, and 12 in lap and shoulder belts. There were 28 head and 17 facial injuries. For left rear occupants, the most common contact point was the pillar in front of the occupant's seat row; that is, B-pillar for second-row occupants, indicating a leftward kinematics. For right rear occupants, due to differences in crash dynamics, the most common contact point location was the passenger's seat back, suggesting that these occupants moved predominantly forward. Contact points associated with head/face injury for restrained children 0 to 15 years in frontal crashes have been delineated. In a majority of the cases, the head/face injury was the most severe injury and severe injuries to other body regions were uncommon, suggesting that efforts to mitigate head injuries for these occupants would greatly improve their overall safety. The majority of the head/face contact points were to the first row seat back and B-pillar. In these frontal crashes, the importance of head/face contact with the vehicle side structure suggests that deploying a curtain air bag in frontal impacts may help manage the energy of impact. These data advance the current understanding of injury patterns and causation in frontal crashes involving restrained rear-row occupants and can be used to develop solutions to mitigate the injuries sustained. Copyright © 2012 Taylor & Francis Group, LLC

Late Precambrian (740 Ma) charnockite, enderbite, and granite from Jebel Moya, Sudan: A link between the Mozambique Belt and the Arabian-Nubian Shield

DOE Office of Scientific and Technical Information (OSTI.GOV)

Stern, R.J.; Dawoud, A.S.

1991-09-01

New Rb-Sr and whole rock and U-Pb zircon data are reported for deep-seated igneous rocks from Jebel Moya in east-central Sudan. This exposure is important because it may link the high-grade metamorphic and deep-seated igneous rocks of the Mozambique Belt with the greenschist-facies and ophiolitic assemblages of the Arabian-Nubian Shield, both of Pan-African (ca. 900-550 Ma) age. The rocks of Jebel Moya consist of pink granite, green charnockite, and dark enderbite. A twelve-point Rb-Sr whole rock isochron for all three lithologies yields an age of 730 {plus minus} 31 Ma and an initial {sup 87}Sr/{sup 86}Sr of 0.7031 {plus minus}more » 1. Nearly concordant zircon ages for granite, charnockite, and enderbite are 744 {plus minus} 2,742 {plus minus} 2, and 739 {plus minus} 2 Ma, respectively. Initial {epsilon}-Nd for these rocks are indistinguishable at 3.0 {plus minus} 0.4. The data suggest that the charnockite, enderbite, and granite are all part of a deep-seated igneous complex. The initial isotopic compositions of Sr and Nd indicate that Jebel Moya melts were derived from a mantle source that experienced significantly less time-integrated depletion of LRE and LIL elements than the source of Arabian-Nubian Shield melts. The ages for Jebel Moya deep-seated igneous rocks are in accord with data from elsewhere in the Mozambique Belt indicating that peak metamorphism occurred about 700-750 Ma. The northward extension of the Mozambique Belt to the Arabian-Nubian Shield defines a single east Pan-African orogen. The principal difference between the northern and southern sectors of this orogen may be the greater degree of thickening and subsequent erosion experienced in the south during the late Precambrian, perhaps a result of continental collision between East (Australia-India) and West Gondwanaland (S. America-Africa) about 750 Ma.« less

14 CFR 25.785 - Seats, berths, safety belts, and harnesses.

Code of Federal Regulations, 2012 CFR

2012-01-01

... must be protected from head injury by a safety belt and an energy absorbing rest that will support the... energy absorbing rest that will support the arms, shoulders, head, and spine. (e) Each berth must be... § 25.561. Berths must be free from corners and protuberances likely to cause injury to a person...