Wearing Seat Belts Research Articles

Identifying factors that predict seatbelt use among drivers in Queensland, Australia using an extended theory of planned behaviour

ObjectiveAlthough seatbelt wearing rates among drivers and other vehicle occupants are relatively high in Australia, approximately-one third of vehicle occupants killed in crashes are unrestrained. The aim of this study was to identify factors that predict intentions to always wear a seatbelt as both a driver and passenger, through the use of an extended Theory of Planned Behaviour (TPB). MethodsThis study used a mixed methods design, consisting of both qualitative (Phase 1- focus groups) and quantitative (Phase 2- Survey) methods with licensed Queensland (state of Australia where the study was conducted) drivers. In Phase 2, a convenience sample of 125 participants responded to an online survey. The survey assessed intentions to always wear a seatbelt both as a driver and as a passenger. ResultsThe results of Phase 1 revealed the salient normative, behavioural, and control beliefs underpinning this behaviour. These beliefs were incorporated into the survey for Phase 2. The results of Phase 2 identified that the standard TPB constructs accounted for 70.5% of the variance in intention to always wear a seatbelt as a driver and 51% of the variance in intention as a passenger. However, perceived behavioural control (PBC) and subjective norm were the only significant predictors of intention to always wear a seatbelt as a driver, while subjective norm was the only significant predictor of intention as a passenger. The extended TPB explained a significant amount of additional variance over and above the standard TPB for both the driver (2.1%) and the passenger (15.2%) contexts. Mediation analyses also confirmed the importance of considering not only the direct but also indirect effects of the study’s key constructs. Results confirmed the perspective that past behaviour’s effect is at least partially, and in the case of the relationship between past behaviour and attitude, fully mediated by habit. ConclusionThe results confirmed that while most participants reported always wearing their seatbelt irrespective of whether they were said to be a driver or passenger in a vehicle, there are some instances where they may be less likely to wear their seatbelt. The study highlights the complexities associated with understanding the motivations of seatbelt wearing intentions and the need for further research to ensure the motivations underpinning seatbelt use are well-understood. Such motivations need to be clear to help inform the development of future, targeted interventions to enhance seatbelt wearing intentions and ultimately behaviour.

Seat belt injuries and external markings at autopsy in cases of lethal vehicle crashes.

A study was undertaken to determine what injuries are associated with the wearing of seat belts and if the presence of cutaneous seat belt markings observed on victims of lethal vehicle crashes increased the likelihood of underlying injury. Autopsy reports from the files at Forensic Science South Australia were reviewed for all fatal motor vehicle crashes from January 2014 to December 2018. A total of 173 cases were included for analysis with 127 occupants wearing seat belts at the time of impact (73.4%) (age range = 18-93; mean = 45 M:F = 81:46). Of these, only 38 had external seat belt markings (29.9%) (age range = 19-83; mean = 49 M:F = 20:18). Logistic regression modelling showed that occupants who were wearing seat belts were more likely to experience closed head injury without skull fractures in addition to mesenteric and gastrointestinal injury. Increasing body mass index increased the incidence of seat belt markings (p < 0.01) and markings were more likely to be found in the presence of bilateral pelvic fractures. Thus, external seat belt markings were observed in only a minority of seatbelt wearers, and more often in individuals with higher BMIs and with bilateral pelvic fractures (possibly associated with greater momentum and impact force).

Assess the knowledge, awareness and practice of wearing seatbelts and helmet among the drivers of private vehicle who are visiting Moodbidri municipality

Main aim of the research is to assess the knowledge of wearing Seatbelt and Helmets among the drivers of private vehicle who are visiting Moodbidri Municipality. To assess the knowledge of traffic rules among the adult population. Also to assess whether the peoples are practicing the traffic rules. And the riders are aware about the government action if they are not obeyed the rules. Also having the aim of educating the people about Road-Traffic safety measures. By this research work finding out the cause of not wearing helmet and seatbelt or to know any particular reason behind refusing to wear Helmet and seatbelt while travelling in vehicle. Trying to find out the solution for reducing the fatal and grievous injury in Road-accident because of non-usage of seatbelt and helmet while riding the four-wheeler and two-wheeler vehicle.Also Aiming at Improvement of Hospital Set up and Arrangement of proper Emergency care unit in the hospital for the patient who are coming to hospital after RTA. Surgery and Medicine Department of the Medical Health Centers have to be improved to provide emergency-health care with all the equipments and all the setup for any procedures. A questionnaire was prepared regarding the knowledge of wearing seatbelt and helmet .Collected data was evaluated. The collected data was analyzed. Inference was obtained from the data obtained. By this study it was assessed that people are aware of most of rules and regulation of road safety meassures and their importance in preventing RTA but at the same time it was even noted that most of the people have paid fine for not following the Safety measures rules and regulations. From this it can be inferred that though people were aware about wearing seat belt and helmet it has not been practiced properly. Based on this further study can be made and reason for this can be assessed so as to implement the traffic rules properly.

Assessment of Drivers and Passengers Seat Belt Compliances in Baghdad City

Baghdad city population is growing rapidly and soon it will reach 10 million, and this has increased the number of drivers on city streets which accompanied with the absence of adequate traffic enforcement and traffic control devices to match this increase. Current research main objective is to assess city drivers and passenger’s compliance to use seat belts as a safety precaution. The study consists of two main surveys conducted in the field considering gender, vehicle type, and other drivers characteristics. The first one consists of a questionnaire asking respondents to answer multiple choice questions about seat belt use and other questions associated with respondents’ demographics. Whereas second part involves observing seat belt use among city drivers and passengers at selected locations. Also, we sought information about seat belt use as a driver, front seat passenger, and rear seat passenger. Only 20% of the sample in field observational survey were wearing seat belt as a driver. Printed questionnaire reveals that only 12% are used to buckle up all the time, and 28% never use seat belt in their life, and the rest use seat belt occasionally. Seat belt rates for passengers were 5% only, and most passengers do not care about seat belts and many cars have disabled or malfunction seat belts. Four reasons for putting seat belt were considered and ranked as to avoid injuries, to avoid fines, to follow seat belt law, and wearing seat belt when people in the same car are wearing it.

Seasonal variation in cutaneous seat belt markings in fatal vehicle crashes

ABSTRACT A retrospective review of autopsy reports of adult (≥18 years old) vehicle occupants was undertaken at Forensic Science SSA (FSSA) over a five-year-period from January 2014 to December 2018 to correlate seat belt wearing with cutaneous seat belt injuries and season of the year. Out of 185 cases included in the study 134 vehicle occupants were wearing seat belts (72.4%) and, of these, 44 (32.8%) had seat belt markings across either the chest, the abdomen, or both. No significant differences were found in the incidence of seat belt wearing over the seasons: summer N = 37 (28%), autumn N = 28 (21%), winter N = 32 (24%) and spring N = 37 (28%); however, there was a significantly lower number of cases with markings in the colder months: summer N = 16 (36%), autumn N = 9 (20%), winter N = 4 (9.1%) and spring N = 15 (34%) (p = 0.027). It is unclear why there are fewer cutaneous markings from seat belts in the colder months of the year; however, it is possible that this may be related to reduced impact forces due to lower vehicle speeds during inclement weather, or to the wearing of more clothing during colder months which coincidentally acts as padding.

Accident prevention using IoT

Two sections were developed for this project: vehicle safety and automation systems. The first part of this project is to use the IoT to monitor highway accidents. The purpose of this project is to provide safety to drivers by requiring them to wear seat belts or helmets. This condition is vehicle-based, ignition will not start until the previous condition is met, and the surveillance section will be notified in the event of an accident on the highway. Accidents that occur on the highway can be monitored using a microcontroller, sensors connected to the main controller, accident detection circuits, and IoT. The project will be able to detect if the driver has consumed alcohol. If he consumes alcohol, the alcohol sensor in our project can detect the alcohol content and turn off the ignition to prevent accidents. Accidents can also be detected from the value of the vibration sensor. Whenever an accident occurs, the vibration sensor sends information to the microcontroller so that it can determine if an accident has occurred. All current status of the vehicle is sent to the Telegram application with the help of the bot.

Epidemiology of adult trauma injuries in Malawi: results from a multisite trauma registry

BackgroundLarge-scale multisite trauma registries with broad geographic coverage in low-income countries are rare. This lack of systematic trauma data impedes effective policy responses.MethodsAll patients presenting with trauma at 10 hospitals in Malawi from September 2018 to March 2020 were enrolled in a prospective registry. Using data from 49,241 cases, we analyze prevalence, causes, and distribution of trauma in adult patients, and timeliness of transport to health facilities and treatment.ResultsFalls were the most common mechanism of injury overall, but road traffic crashes (RTCs) were the most common mechanism of serious injury, accounting for (48%) of trauma admissions. This pattern was consistent across all central and district hospitals, with only one hospital recording < 40% of admissions due to RTCs. 49% of RTC-linked trauma patients were not in motorized vehicles at the time of the crash. 84% of passengers in cars/trucks/buses and 48% of drivers of cars/trucks/buses from RTCs did not wear seatbelts, and 52% of motorcycle riders (driver and passenger) did not wear helmets. For all serious trauma cases (defined as requiring hospital admission), median time to hospital arrival was 5 h 20 min (IQR 1 h 20 min, 24 h). For serious trauma cases that presented on the same day that trauma occurred, median time to hospital arrival was 2 h (IQR 1 h, 11 h). Significant predictors of hospital admission include being involved in an RTC, age > 55, Glasgow Coma Score < 12, and presentation at hospital on a weekend.ConclusionsRTCs make up almost half of hospitalized trauma cases in this setting, are equally common in referral and district hospitals, and are an important predictor of injury severity. Pedestrians and cyclists are just as affected as those in vehicles. Many of those injured in vehicles do not take adequate safety precautions. Most trauma patients, including those with serious injuries, do not receive prompt medical attention. Greater attention to safety for both motorized and especially non-motorized road users, and more timely, higher quality emergency medical services, are important policy priorities for Malawi and other developing countries with high burdens of RTC trauma.

Seatbelt use among bus passengers in Ghana: observed versus self-reported measures

Many road traffic injuries in low- and middle-income countries (LMICs) are to bus passengers. We sought to determine the availability, functionality, and observed vs. self-reported use of seatbelts in large intercity buses in Ghana. We observed seatbelt use for 1,184 passengers in 35 large intercity buses. We interviewed a separate group of 633 bus passengers. All buses observed had seatbelts and most (92.6%) were functional. A little over a fifth (21.6%) of passengers were observed to wear seatbelts. However, 34.5% of passengers in the self-reported survey indicated always wearing seatbelts when riding in buses. Passengers on 5 buses out of the 35 observed where the driver verbally prompted them to wear seatbelts were more likely (57.8%) to wear seatbelts than on the other buses (15.3%, p = 0.001). Comparing the self-reported survey with observations, passengers tended to overinflate seatbelt use by a factor of 1.6. This study provides useful information for efforts to increase and monitor seatbelt use among large intercity bus passengers in LMICs.

Use of Seatbelts and Observable Factors among Public Transport Drivers in Addis Ababa, Ethiopia

Wearing of proper seatbelt while driving is scientifically proven to protect from severe and fatal injuries. The aim of this study was to assess the status of proper seatbelt use and observable factors among public transport drivers in Addis Ababa, Ethiopia. The study conducted an inside vehicle observation study among 600 public transport vehicles in Addis Ababa, Ethiopia, from January to February 2017. Sample vehicles were randomly selected from ten arterial and ten collector road networks. This study used an observational checklist for data collection and logistic regression analysis to find the associated variables with improper seatbelt use. The odds ratio with a 95% CI and a p -value of &lt;0.05 were considered for the statistically significant association. The prevalence of proper seatbelt use was 47.5% [95% CI (43.0–51.3)]. Khat chewing [AOR: 2.41, 95% CI (1.04–5.60)], engaged in driving distraction activities [AOR: 2.93, 95% CI (2.08, 4.13)] and being city bus drivers [AOR: 1.66, 95% CI (1.09, 2.52)], were significantly associated with improper seatbelt use. The actual rate of proper seatbelt use among public transport drivers in Addis Ababa was very low compared with the officially known report. Drivers’ behavior and being drivers of large-sized vehicles were associated with improper seatbelt use.

Kepatuhan Penggunaan Safety Belt Studi Kasus Dosen Universitas Islam Riau Pekanbaru

Safety Seat belts effectively prevent car users from being injured in an accident. However, it is felt that its use has not been fully complied with by car users, depending on the awareness of the car user. The study of compliance with the use of cars in wearing seat belts was conducted to determine the characteristics that affect compliance. Primary data were obtained by conducting interviews, recording compliance with the use of seat belts with direct calculations, and speed studies. The method used in this research is quantitative and qualitative methods using primary data resulting from the random distribution of questionnaires to lecturers at the Islamic University of Riau which is then analyzed with statistical data analysis software. The safety belt compliance of the Riau Islamic University lecturers is good. Most of them are drivers, aged around 35 - 55 years, high income, and have a valid driver's license. Almost everyone understands about setting seat belts, is aware of road safety, and agrees that seat belts should be worn while the car is moving. Drivers are more obedient than front seat passengers, both on urban roads and outside cities. For people who have a driver's license, safety is the reason for compliance. People who drive around the city are more obedient than people who live outside the city. There is a significant relationship between compliance with the use of seat belts with driving speed. On arterial roads, motorists who drive at high speeds tend to be more careful and obey the rules. While on collector roads, drivers who slow down are more obedient to the rules. Meanwhile, front seat passengers will be more obedient in using seat belts if the car is moving fast.

Mandatory vaccination and the ‘seat belt analogy’ argument: a critical analysis in the context of the Covid-19 pandemic

The seat belt analogy argument is aimed at furthering the success of coercive vaccination efforts on the basis that the latter is similar to compulsory use of seat belts. However, this article demonstrated that this argument does not work so well in practice due to several reasons. The possibility of saving resources in health care does not usually apply in our societies, and the paternalist mentality that contributed to the implementation of seat belt–wearing obligation was predominant 30 years ago, but it does not apply at this moment. Furthermore, the risk/benefit analysis is totally different in both scenarios. In the case of seat belts, there is no way to discriminate between the users. In the case of vaccines, individuals present with unique circumstances that may differ substantially from those of another and might be foreseen a priori. This means that an analysis must be performed individually before vaccination is imposed. Finally, one must keep in mind that seat belts are often the only way in which we can protect third parties against a tragic hit by the occupant of another vehicle and are very efficient tools for this purpose. Vaccines, in contrast, do not always create sterilising immunity and are definitely not the only way by which we can avoid spreading a virus; immunity certificates, isolation, or even confinement may also serve as viable methods to achieve this purpose.

Prediction of Seat Belt Use Behavior among Adolescents Based on the Theory of Planned Behavior.

Background: Road Traffic Injuries (RTIs) are the important causes of unintentional injuries and deaths. In this respect, seat belt wearing is an influential factor in reducing the mortality and severity of road traffic injuries. The rate of seat belt use among is lower adolescents, compared to adults. The present study aimed to investigate the influential factors on seat belt-wearing behavior among adolescent students as car occupants based on the Theory of Planned Behavior (TPB). Study design: A cross-sectional design. Methods: This study was conducted among 952 adolescent students studying in grades 7, 8, and 9 in the schools of Tabriz, Iran, in the 2019-20 academic year. A researcher-made questionnaire was designed based on TPB for data collection, the validity and reliability of which have been confirmed. Results: The results indicated that the rate of seat belt use in the front seat inside the city was lower than that outside the city. Regarding TPB constructs, perceived behavioral control (β=0.137; 95% CI: 0.006, 0.013; P<0.001), subjective norm (β=0.313; 95% CI: 0.021, 0.032; P<0.001), and attitude (β=0.322; 95% CI: 0.034, 0.053; P<0.001) had a significant and positive relationship with the intention of seat belt-wearing behavior. Moreover, the behavioral intention (β=0.571; 95% CI: 0.62, 0.64; P<0.001) had a significantly positive relationship with seat belt-wearing behavior. Conclusion: The Theory of Planned Behavior is appropriate to determine predictor factors of seat belt-wearing behavior among adolescent students as car occupants. In addition, the results of the present study may provide a theoretical basis for policy-making to improve adolescent students' seat belt use.

Driving under the influence: a multi-center evaluation of vehicular crashes in the era of cannabis legalization

BackgroundEleven states have instituted laws allowing recreational cannabis use leading to growing public health concerns surrounding the effects of cannabis intoxication on driving safety. We hypothesized that after the 2016...

Most Frequently Affected Body parts in Road Traffic Accidents Reporting to the Accident and Emergency Department of the Largest Tertiary Care hospital of Karachi in 2019

Introduction Injuries sustained during Road Traffic Accidents (RTAs) amounts to a serious public health crisis. The aim of the study was to determine the body parts most likely affected in an RTA in patients brought to Accident and Emergency (A&amp;E) department of Jinnah Postgraduate Medical Centre (JPMC), the largest tertiary care hospital of Karachi. Method A descriptive cross-sectional study was done in January-March 2019 among 371 respondents aged 15-65 years. Study participants were recruited through non-probability convenience sampling. A structured questionnaire was used to collect data on sociodemographic variables and type, severity and nature of injury. Chi Square test was used to determine the significant difference between using safety precautions with body parts affected. All analysis was performed on SPSS version 20. Results Out of 371 study participants, 64.4% (n=239) were between 15-35 years with 91.9% (n=338) males. In 77.1% (n=286) cases, emergency medical services responded in less than one hour and first aid was provided by doctor to 95.7% (n=355) at hospital. In 82.5% (n=306) cases, private vehicles were involved, with 46.1% (n=171) motorcycles. In 79.8% (n=296) cases, bone injury was prevalent, with 57.1% (n=212) leg injuries, which was the most frequently affected body part. Majority, 56.2% of the study participants who did not wear seat belts had chest area affected (p=0.006). Conclusion It is concluded that males of 15-35 years who were motorcyclists were more prone to RTAs with lower limbs more frequently being affected. Safety precautions like wearing seatbelts provide protection against RTAs.

Analysis of Injury Severity involving of Passenger Vehicles’ Occupants in Frontal Impact Collisions

&#x0D; &#x0D; &#x0D; In Malaysia, Passenger Vehicles (PV) accounted for the second-highest proportion of vehicles involved in road crashes (13.5%) as well as the total number of casualties (18.6%) after motorcycles. This raised the alarm that a thorough investigation should be conducted on the injury severity of occupants in PV crashes involving frontal impact collisions. The objective of this study is to evaluate injury severity outcome based on the selected crash parameters for the front seat occupants involved in frontal impact collision. The data for this study was sourced from the MIROS crash investigation database (MICARS) from 2007 until 2019, during which MIROS had investigated a total of 975 cases in both East and West Malaysia. After filtering through the cases, a total of 129 frontal impact crashes (PV versus PV) involving 206 PV and 349 front seat occupants were selected for data analysis. From the total number of selected cases, 82 cases were involved in head-on collisions while 47 cases were involved in side-impact collisions. As a result, crash configuration, crush extent, airbag availability, and seatbelt wearing are strongly related to the level of injury severity of frontal seat occupants involved in a frontal impact collision. Meanwhile, collision types and occupant seating position do not appear to be significantly related to the severity of the occupants’ injuries.&#x0D; &#x0D; &#x0D;

DESIGN AND FABRICATION OF SEAT BELT ACTIVATED HAND BREAK

Seat belt is implemented in car to ensure drivers safety. The increase in number of loss of life in accidents is due to driver’s negligence to wear seat belt though it is strictly enforced by law. The aim of our paper is to make seat belt wearing compulsory for vehicle propulsion. We can achieve it by using pneumatic setup along with handbrake. The modification to be done ensures that the driver wears seat belt during driving. Here the seat belt of the car activates the hand brake (parking brake) through a pneumatic cylinder. When the seat belt activates the push button type DC valve an outward stroke is been obtained in the pneumatic cylinder through an air compressor which is used to release the hand brake. Similarly, during the retracing stroke of the piston the hand brake is been engaged.

The effectiveness of booster seat use in motor vehicle collisions

BackgroundAlberta remains the only province in Canada without booster seat legislation. To date, analyses of booster seat effectiveness compared with seatbelt only use have demonstrated mixed findings using observational data. MethodsThis study uses Alberta police collision report data for the years 2010–2016, inclusive. Using a case-control study design, children aged four to eight years, who were reported by police to be injured (cases), were compared with uninjured controls for restraint use (seatbelt, booster seat or no restraint). Logistic regression was used to estimate the relation between booster seat use and injury with adjusted odds ratios (aORs) and 95% confidence intervals (CI), stratified by collision types. ResultsThere were 12,922 children involved in collisions, of whom 570 were injured. Approximately 62% of all children included in the analysis were in a booster seat or safety seat at the time of collision. Crude analysis indicates higher odds of injury for seatbelt wearers compared with booster seat use (OR = 1.21; 95% CI: 1.02–1.44). Front-end vehicle-vehicle collisions, demonstrated higher odds of injury for seatbelt wearers relative to those in booster seats (aOR = 1.46; 95% CI: 1.03–2.07). ConclusionThis analysis indicates a protective effect of booster seats that varies depending on the type of collision and impact location. These regionally-specific injury data may encourage and inform policy on the use of booster seats. Moreover, stratification by collision type may be necessary to inform analyses on booster seat effectiveness.

The effects of message threat on psychological reactance to traffic safety messaging

Psychological reactance to persuasive messages can undermine and contradict the goals of those messages. This study examined the effect of message characteristics (forcefulness and framing) on psychological reactance to traffic safety messages that promoted safe behavior (seat belt wearing) and prohibited risky behavior (distracted driving) in terms of threat appraisal, emotional reaction, and message attitude. The study also included perceiver characteristics (reactance proneness, behavior attitude, and risk-taking propensity). Using a within-subject design, subjects completed an online experiment that presented short traffic safety messages followed by questions that measure psychological reactance. The results demonstrated that forceful messages could increase psychological reactance. However, the perceiver characteristics were often significant as covariates affecting this relationship. The study concludes that the design of effective traffic safety messages must consider both the characteristics of the message content and the characteristics of the message audience.

Does driver seatbelt use increase usage among front seat passengers? An exploratory analysis

Introduction and Method: Observational data collected during the Wisconsin 2017, 2018, and 2019 National Occupant Protection Use Survey (NOPUS) were analyzed for this study to explore the influence of drivers’ seatbelt use on front seat passengers’ usage in the same vehicle. The analyses include comparing seatbelt usage rates for drivers and front passenger(s) based on their gender and based on geographical area as well as analyses of the aggregated data. Results: The descriptive analyses strongly suggest that seatbelt usage rates of passengers differ considerably depending on whether the driver uses the seatbelt. When female drivers wear seatbelts, seatbelt usage rates for female front seat passengers for the three years 2017, 2018, and 2019 are 97.8%, 96.3%, and 97.1% respectively, with corresponding usage rates for male passengers being 95.5%, 93.0%, and 96.0% respectively. When male drivers wear seatbelts, the seatbelt usage rates for male front seat passengers for the three years 2017, 2018, and 2019, are 93.4%, 95.5%, and 94.3%, respectively, with the corresponding usage rates for female passengers being 97.7%, 96.0%, and 97.7%, respectively. The evidence suggests that drivers’ use of seatbelts significantly improves the seatbelt usage of front seat passengers. Seatbelt usage rates of male passengers as well as female passengers are higher while traveling with female drivers who use seatbelts than while traveling with male drivers who use seatbelts. Conclusions and Practical Applications: Future seatbelt use campaigns should target males.

Use of seat belts among public transport drivers in Tacna, Peru: Prevalence and risk factors.

There are individuals who still refuse to wear seat belts, despite its effectiveness in reducing morbidity and mortality in road traffic accidents. We aimed to determine the prevalence and risk factors according to the use of seat belts among public transport drivers in Tacna, Peru. This analytical transversal study was carried out among public transport drivers (buses and taxis) in a Peruvian city. Questionnaires were used to evaluate the general and occupational characteristics and the use of seat belts (observed). Descriptive statistics and risk factors were obtained, these latter through generalized linear models. Of the 460 drivers, 77% used their seat belts, with a difference in use depending on the type of public transport (p<0.001). In the multivariate model, the risk of not using the belt was associated with the following: older age (p<0.001), having complete studies (p<0.001), a higher level/category of driving license (3 categories had p<0.001), having a higher number of previous road traffic accidents (p = 0.011), and received medical attention in that accident (p<0.001), those who reported using a cell phone while driving (p = 0.005), if the co-driver's belt had 3 anchorage points (p<0.001), and working for > 5 hours that day (p = 0.002). However, male drivers and those who had their belt with 3 anchorage points had greater use (both p<0.001). One in five drivers did not use a seat belt, and important characteristics of those who did not comply with this traffic law were evaluated to generate control and intervention measures.