A behavioral analysis of incentive prompts for motivating seat belt use

The seat belt usage of drivers was observed at the entrance to two campus parking lots during morning arrival times. After 11 days of baseline, fliers which prompted seat belt wearing were handed to drivers of incoming vehicles. At one parking lot all fliers offered a chance to win a prize (noncontingent rewards); while at the second lot only those fliers given to seat belt wearers included a chance to win a prize (contingent rewards). After 24 consecutive observation days, these interventions were removed for 14 days of withdrawal. The recording of vehicle license plates enabled an analysis of belt usage per individual over repeated exposures to the experimental conditions. At the lot with the contingent reward intervention, mean belt usage was 26.3% during baseline, 45.7% during treatment, and 37.9% during withdrawal. At the noncontingent reward lot, the mean percentage of belt wearing was 22.2% during baseline, 24.1% during treatment, and 21.8% during withdrawal. The analysis of repeated exposures per individual verified that only contingent rewards influenced substantial increases in belt wearing, and showed that most of the influence occurred after the initial incentive prompt.     

Relationship of seat belt use to health and driver behaviors

Seat belts are effective safety devices for protecting car occupants from injuries and fatalities in road vehicle accidents. Seat belt use has been reported to be related to some health and driving-related behaviors. The aim of the present study was to investigate to what degree seat belt use can be seen as health behavior or driver behavior. Participants were 252 licensed Turkish drivers (180 males, 72 females) with the mean age of 30.8 (SD = 12.15). A questionnaire including questions related to health-related behaviors, driver behaviors and seat belt use was used. Results of factor analysis showed that seat belt use in front seat grouped with driver behaviors (e.g., driving errors and violations) but not with health-related behaviors (e.g., healthy diet and sports participation). Regression analyses showed that seat belt use in back seat; and, regular walking and adequate sleep were positively related to seat belt use in front seat, whereas being male, driving errors and smoking frequency were negatively related to seat belt use in front seat. The present findings suggest that seat belt use can be considered in the context of driver behaviors such as driving errors and violations.     

The effects of nighttime seat belt enforcement on seat belt use by tavern patrons: a preliminary analysis.

The purpose of this study was to determine the effects of police enforcement and the use of signs and posters in promoting seat belt use by nighttime tavern patrons. Ten taverns in two cities served as sites. Data were collected on the nighttime seat belt use of tavern patrons and daytime citywide seat belt use. Results indicated that the intervention increased nighttime seat belt use by tavern patrons. Daytime seat belt use increased in one city and remained at a high level in the other following the intervention. Because previous research has shown that tavern patrons are overrepresented in the impaired driving population, and that seat belt use decreases the likelihood of serious injury or death, results of this study suggest that enforcement of seat belt use could reduce casualties resulting from impaired driving.     

Predictors of seat belt use amongst Spanish drivers

Seat belt use on Spanish urban roads is very low. Surprisingly, there is very little information to explain this low level. A number of perceptions and expectancies about seat belt use were investigated to identify factors that were able to discriminate between observed seat belt use and non-use. Seat belt use was 88% for those whose journeys included travelling on the motorway, and 35% for those travelling solely on urban roads. Unbelted drivers reported that the seat belt limited their movement and was uncomfortable significantly more often than those observed to be wearing a seat belt. Seat belt use was predicted by the type of road participants had driven on (urban or motorway), beliefs about their friends’ seat belt use, reported discomfort and the number of years driving experience. This research suggests the need for particular types of advertising campaigns paired with enforcement to increase seat belt use in order to save the lives of those travelling on Spanish roads.     

A home-based approach to understanding the effect of spatial autocorrelation on seat belt non-use

Roadside observations indicate that seat belt use rates are often spatially correlated with nearby areas. However, very few studies have examined the effects of spatial autocorrelation on seat belt use. This study used exploratory spatial data analysis (ESDA) to explore spatial autocorrelation in Tennessee, which has a lower seat belt use than the United States national average. We geocoded home-addresses of vehicle occupants involved in traffic crashes between 2014 and 16 (n = 1,251,901) and projected them to the census tract corresponding to their home address. This projection reveals information about the spatial distribution of seat belt non-use and socioeconomics of the areas surrounding the crash victim's home. The presence of highly spatially correlated observations (i.e., a significant positive Moran’s I) suggests that seat belt non-use is not produced solely by the internal structural factors represented in the non-spatial models. ESDA reveals a distinctive regional imprint for spatial autocorrelation, in which Southern-metropolitan areas’ (Southern-MPOs) in Tennessee census tracts have higher than average seat belt non-use compared to Non-Southern-MPOs (16% vs. 9%). The spatial error model was suitable for Non-Southern-MPOs, whereas the spatial lag model was more suitable for Southern MPOs. Comparison of the estimated models indicates that in the Non-Southern MPOs, percentage of the White population, percentage of the population with Bachelor's degree, median household income, vehicle ownership, and population density are significant predictors of seat belt non-use. On the other hand, median household income, vehicle ownership, and percentage of population aged between 16 and 42 years old predict seat belt non-use in Southern MPOs. The study results could be used to identify seat belt non-use clusters at the state level and identify seat belt non-use hot zones. Furthermore, this analysis indicates that the relationship between demographic variables and seat belt non-use varies across regimes. Failing to consider the spatial regimes in the analysis would lead to falsely prioritizing groups prone to seat belt non-use.     

Rewarding safety belt usage at an industrial setting: Tests of treatment generality and response maintenance

An incentive program to motivate seat belt use was implemented at a large munitions plant. Seat belt usage was assessed daily at an entrance/exit gate of the industrial complex when employees arrived for work in the morning and departed in the afternoon. During treatment incentive fliers, which prompted seat belt usage and gave belt wearers opportunities to win prizes, were distributed only in the afternoon. Seat belt wearing increased from baseline means of 20.4% and 17.3% during the morning and afternoon, respectively, to averages of 55.5% during afternoon departures and 31.1% during morning arrivals. During follow-up, mean belt use dropped almost to baseline levels. Categorizing vehicles according to driver sex and license plate number enabled a study of belt wearing practices of individuals, and revealed that the incentive program influenced some drivers to wear their seat belts during morning arrival when incentives were not distributed (i.e., treatment generalization) and during a follow-up period after the incentives were withdrawn (i.e., response maintenance).     

Driving in the fasting month of Ramadan: An observational study on speeding,horn honking,and using seat belts

The aim of this study was to examine how Ramadan, i.e., fasting month for believers of Islam, was associated to observable driving behaviours (i.e., speeding, horn honking, and using seat belts) as compared to non-Ramadan. Observations on speeding, horn honking, and using seat belts were held during and after Ramadan in different times of the day in the same region of the city of Ankara. Speeds of 1885 vehicles were measured by hand held radar on a two-way eight-lane road with a 50 km/h speed limit. Horn honking was recorded at a signalised intersection with a hidden camera when the light turned into green in terms of 510 traffic light cycles. Seat belt wearing of 2106 drivers was observed at the same intersection. Findings indicated that (a) mean speed was lower, (b) honked horns were higher, and (c) seat belt use was lower in Ramadan as compared to non-Ramadan, though each negative driving behaviour was prevalent in both periods. Thus this study showed that the Ramadan period had a limited role on speeding, horn honking, and using seat belts.     

Response of part-time belt users to enhanced seat belt reminder systems of different duty cycles and duration

Enhanced seat belt reminders are an effective means of increasing seat belt use. It is important to optimize the design of these systems so that they increase belt use and are acceptable to vehicle occupants. This study examined the effects of duty cycle and duration on seat belt reminder effectiveness and annoyance. It also evaluated the European New Car Assessment Programme (Euro NCAP) duration requirement. Eighty part-time belt users experienced one of four seat belt reminders in a driving simulator and rated the likelihood that they would buckle up and how annoyed they were every 45 s. Overall, participants that experienced an enhanced reminder said they would be more likely to buckle up than participants that experienced a basic reminder which complied with but did not exceed the US federal requirements. The reported likelihood of buckling up did not change significantly as reminder duration increased. Increasing the duty cycle of the chime and flashing icon in a reminder cycle did not influence these ratings either, but it did make the system more annoying. Reducing the duty cycle of enhanced reminders would be one method of increasing user acceptance while ensuring the reminder system still motivates belt use. Lastly, the variation in duration and duty cycle permitted under Euro NCAP requirements for seat belt reminders did not affect the reported likelihood of belt use for participants in the three enhanced reminder conditions.     

Seat Belt Attitudes, Habits, and Behaviors: An Adaptive Amendment to the Fishbein Model

One hundred thirty-four introductory psychology students participatcd in a longitudinal study of seat belt usage. The model of Fishbein and Ajzen was tested, as was the construct of habit within this context. Multiple regression analyses supported the basic Fishhein and Ajzen model predictions. Attitudes and subjective norms predicted intentions, which in turn predicted behavior. Furthermore, habit predicted behavior better than intention. The following nonspurious relationships were observed in cross-lagged panel correlation tests: influence from subjective norm to intention, influence from intention to attitude, influcnce from attitude to subjective norm, influence from behavior to habit, and, of course, influence from attitude to behavior. Discussion included further consideration of the Fishbein and Ajzen model, social adaptation theory, and implications for seat belt usage.     

Seat belt usage: A potential target for applied behavior analysis

Results of 1,579 observations of cars entering or exiting campus parking lots showed direct relationships between seat belt wearing and the intrusiveness of the engineering device designed to induce belt usage, and between device intrusiveness and system defeat. For example, all drivers with working interlocks or unlimited buzzer reminders were wearing a seat belt; but 62% of the systems with interlocks or unlimited buzzers had been defeated, and only 15.9% of the drivers in these cars were wearing a seat belt. The normative data indicated marked ineffectiveness of the negative reinforcement contingencies implied by current seat belt inducement systems; but suggested that unlimited buzzer systems would be the optimal system currently available if contingencies were developed to discourage the disconnection and circumvention of such systems. Positive reinforcement strategies are discussed that would be quite feasible for large-scale promotion of seat belt usage.     

Using accelerator pedal force to increase seat belt use of service vehicle drivers

This study evaluated a device that applied a sustained increase in accelerator pedal back force whenever drivers exceeded a preset speed criterion without buckling their seat belts. This force was removed once the belt was fastened. Participants were 6 commercial drivers who operated carpet-cleaning vans. During baseline, no contingency was in place for unbuckled trips. The pedal resistance was introduced via a multiple baseline design across groups. On the first day of treatment, the device was explained and demonstrated for all drivers of the vehicle. The treatment was associated with an immediate sustained increase in seat belt compliance to 100%. Occasionally, drivers initially did not buckle during a trip and encountered the force. In all instances, they buckled within less than 25 s. These results suggest that the increased force was sufficient to set up an establishing operation to reinforce seat belt buckling negatively. Drivers indicated that they were impressed with the device and would not drive very long unbelted with the pedal force in place.     

Increasing seat belt use in service vehicle drivers with a gearshift delay

This study evaluated a device that prevents drivers from shifting vehicles into gear for up to 8 s unless seat belts are buckled. Participants were 101 commercial drivers who operated vans, pickups, or other light trucks from the U.S. and Canada. The driver could escape or avoid the delay by fastening his or her seat belt before shifting out of park. Unbelted participants experienced either a constant delay (8 s) or a variable delay (M = 8 s). A 16‐s delay was introduced for those U.S. drivers who did not show significant improvement. Seat belt use increased from 48% to 67% (a 40% increase) for U.S. drivers and from 54% to 74% (a 37% increase) for Canadian drivers. The fixed delay was more effective for U.S. drivers than the variable delay, but there was no difference between these two delay schedules for Canadian drivers. After the driver fastened his or her seat belt, it tended to remain fastened for the duration of the trip.     

Achieving Higher Seat Belt Usage: The Role of Habit in Bridging the Attitude-Behavior Gap1

The Triandis (1977, 1980) model of habit is applied in an investigation of attitude-behavior discrepancy for seat belt use behavior. Habit is conceptualized as automated response, and the measure employed here is shown to be discriminated from measures of intentions and behavior. A case is also made for a distinction between pro-intentional and counter-intentional habits. Data from a random sample of 197 adult respondents show that the two habits (a) are distinct; (b) operate differently, that is, use habit has a main effect whereas nonuse habit interacts with attitude/intentions; and (c) explain belt use behavior nonredundantly with intention and attitude (e.g., their addition to attitude raises R² from 38.8% to 62.9%). Theoretical implications for understanding habit processes and programmatic directions for increasing the belt usage are discussed.     

Active prompting to decrease cell phone use and increase seat belt use while driving

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 to 2,600 U.S. fatalities each year. An active prompting procedure was employed to increase seat belt use and decrease cell phone use among drivers exiting a university parking lot. A multiple baseline with reversal design was used to evaluate the presentation of two signs: "Please Hang Up, I Care" and "Please Buckle Up, I Care." The proportion of drivers who complied with the seat belt prompt was high and in line with previous research. The proportion of drivers who hung up their cell phones in response to the prompt was about equal to that of the seat belt prompt. A procedure that reduces cell phone use among automobile drivers is a significant contribution to the behavioral safety literature.     

Long-term benefits of prompts to use safety belts among drivers exiting senior communities

Senior drivers are vulnerable to automobile crashes and subsequent injury and death. Safety belts reduce health risks associated with auto crashes. Therefore, it is important to encourage senior drivers to wear safety belts while driving. Using a repeated baseline design (AAB), we previously reported that motivating signs boosted safety belt usage by drivers exiting senior communities from baseline (72% and 68% usage), to postinstallation of signs (94%), to 6 months follow-up (80%). The current study was a 4-year follow-up in which six senior communities, with seat belt signs, were compared to six matched control senior communities with no signs. Safety belt usage was stable, across 4 years, at approximately 80% for both male and female drivers and front seat passengers for the six communities with signs, and was approximately 55% for control sites. These finding suggest that the simple and low-cost intervention of erecting signs to prompt safety belt use has persistent benefits that affect driver and passenger behavior alike.     

Seat belt use and stress in adolescents

This study explored the association of adolescent seat belt use with psychosocial risk factors in an urban minority population after the enactment of a mandatory seat belt law. Data on seat belt use, family support, feelings of being down, suicidal ideation, substance abuse, sexual activity, school troubles, and problems with the law were obtained from 541 self-report intake forms administered to an adolescent medicine clinic population from 1986 to 1987. Respondents were almost exclusively black and Hispanic; 315 (59%) were females and 222 (41%) males, with a mean age of 15.4. Seat belt use was reported by 249 (46%) and no or intermittent use by 292 (54%). Chi-square and Wilcoxon rank sums tests were used to examine associations between seat belt use and risk factors. Results showed that the group comprised of those reporting no and intermittent seat belt use was significantly more likely to feel down, have decreased home support, have problems with school and the law, have been on probation, and feel that life in general was not going very well. No association was found between seat belt use and cigarette, drug, or alcohol use or sexual activity without contraceptives. Taking into account the lack of observed behavioral information to validate such self-report questionnaires, these data nevertheless point to the nonuse or intermittent use of seat belts as a possible manifestation of a lack of self-care due to feeling down and/or preoccupation with family, school, or societal problems.     

Consciousness and emotion: ERP modulation and attentive vs. pre-attentive elaboration of emotional facial expressions by backward masking

Facial stimulus processing is an important topic to explain how people comprehend affective disposition in others. The effect of attentive and pre-attentive elaboration of emotional facial expression was explored in the present research by using backward masking procedure. Specifically, unconscious mental process of emotion comprehension was analyzed: pictures presenting a happy, sad, angry, fearful, disgusted, surprised expressions were submitted to 21 subjects in both attentive and pre-attentive conditions and event-related potentials (ERPs) were registered in the two conditions. The two processes, attentive and pre-attentive, seem to be similar in their nature, since they are marked by analogous ERP deflections. In fact, two ERP effects were found, a positive (P300) deflection, maximally distributed on the parietal regions, and a negative (N200) deflection, more localized on the frontal sites. Nevertheless, some differences between the two conditions were found in terms of quantitative modulations of the two peaks. The N200 effect, ampler in attentive condition, may be considered such as an index of conscious processing of emotional faces, whereas the P3 (P3a) effect, higher in pre-attentive condition, was considered a specific marker of the automatic, unconscious process during the emotional face comprehension.     

The theory of planned behaviour and breast self-examination: Assessing the impact of past behaviour,context stability and habit strength

This study applied the theory of planned behaviour (TPB) to the prediction of breast self-examination (BSE) intentions and behaviour, and tested whether the frequency of past behaviour and context stability moderates intention–behaviour and habit–behaviour relations. Seventy-seven females completed measures of the TPB, frequency of past behaviour, context stability and habit strength (Self-Report Habit Index). BSE behaviour was assessed at 1-month follow-up (n?=?66). The TPB explained 33% of the variance in BSE intentions and 11% of the variance in time 2 BSE. The frequency of past behaviour moderated the intention–behaviour relationship such that the intention was only positively related to time 2 BSE behaviour when the frequency of past behaviour was low. Context stability and the combination of the frequency of past behaviour?×?context stability moderated the habit–behaviour relationship such that habit strength was only positively related to time 2 BSE behaviour when context stability and the combination of frequency of past behaviour?×?context stability were high. The results are consistent with the proposal that behaviours that are performed frequently in stable contexts are predominantly under the control of habitual processes, whereas behaviours that are performed infrequently in unstable contexts are predominantly under the control of intentional processes.