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.     

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.     

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.     

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.     

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.     

An experimental approach towards the evaluation of a seat belt campaign with an inside view on the psychology behind seat belt use

A Belgian national safety belt campaign was evaluated by means of a questionnaire survey in an adolescent sample. The evaluation was done through a three group after-only design with the use of one control group and two experimental groups. The first experimental group, the attentive group, was exposed to the campaign material in a very direct, attentive way, whereas the second experimental group, the pre-attentive group, was exposed rather inattentively. The framework of the Theory of Planned Behaviour (TPB) was applied and extended with a habit and a past behaviour variable in order to verify whether seat belt usage is to be understood as an automaticity mechanism (i.e., habitual or repeated past behaviour) or as planned behaviour. In terms of campaign effect, the comparison of the pre-attentive group and the control group revealed no significant differences. However, the attentive group and the control group differed significantly regarding two basic dimensions of perceived behavioural control (i.e., confidence and motivation), habit, past behaviour, behavioural intention and behaviour. In terms of explaining seat belt usage, linear regression models were fitted and gave most support for the repeated past behaviour approach. According to the latter, using seat belts is recycling an originally reasoned behaviour, yet without systematically going through the whole underlying reasoning every time a situation in which the decision to wear a seat belt (or not) presents itself. The practical implications of these findings are discussed more in detail.     

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.     

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.     

Relationship between peer status and health behaviors.

Over the past decade, univariate studies have identified peer-rated popularity/sociability as a correlate of individual health practices (e.g., alcohol and drug use, exercise habits). Yet, the relationship between multiple health habits and broader social competencies rarely has been systematically examined. Accordingly, using a multivariate approach, the present study investigated the relative influence of background characteristics (i.e., age, gender, race, family type, and socioeconomic status) and peer status on health-related behaviors (i.e., physical activity, eating habits, smoking, alcohol use, and stress-related behaviors) in 589 junior high school students (ages 11-13). In this sample, peer popularity provided no significant increment in the prediction of health habits over and above the effects explained by demographics. These results are consistent with current perspectives on health and interpersonal behaviors, and have important practical implications for the initiation and maintenance of healthful and risky practices in the natural environment.     

Cross-cultural differences in driver aggression,aberrant, and positive driver behaviors

The present study investigated differences in driver aggression for self and others within countries and cultural differences between driver aggression, aberrant, and positive driver behaviors across five countries (Estonia, Greece, Kosovo, Russia, and Turkey). It was predicted that drivers from these five countries differ significantly in terms of driver aggression for self and others, aberrant, and positive driver behaviors. In the study, 743 participants completed the questionnaire package, including the Driver Aggression Indicators Scale (DAIS), the short version of the Driver Behavior Questionnaire (DBQ) with items from the Positive Driver Behavior Scale, and the Demographic Information Form. Paired samples T-tests were conducted to examine the differences in driving aggression between self and others in the five countries. The results indicated that, except for Russian drivers, drivers reported that other drivers had higher driver aggression than themselves. To examine the cross-cultural differences, analysis of covariance (ANCOVA) tests were conducted for the two dimensions of the DAIS (hostile aggression and revenge, and aggressive warnings) and the three dimensions of the DBQ with items from the Positive Driver Behavior Scale (errors, violations, and positive driver behaviors). Cross-country item-based comparisons were then made for the DAIS and the DBQ. The ANCOVA results showed significant differences in both item-based and subscale comparisons. Russian drivers were significantly different from other drivers in terms of hostile aggression and the revenge subscales of the DAIS and positive driver behaviors. Turkish drivers were significantly different from other drivers in several items of the DBQ, including errors and violations. The findings suggest that culture-specific strategies might be conducted for traffic-related anger management. Furthermore, differences in errors and violations among the five countries may be due to cultural differences. Positive driver behaviors might be better promoted in countries by drawing on their distinct cultural road safety strategies.     

Effects of driver cell-phone use on driver aggression

Using 2 field procedures, the authors assessed impacts of cell-phone use on mild forms of driver aggression. Participants were 135 drivers traveling within a city of approximately 17,000 people in an otherwise little-populated region of western North Dakota. The authors videotaped the participants while a confederate driver in a low-status vehicle frustrated them. In Experiment 1, the confederate was traveling well under the posted speed limit. In Experiment 2, the confederate remained motionless at a stoplight that had turned green. When the confederate visibly talked on a hand-held cell phone (n = 67), male drivers exhibited their frustration by honking their horn more quickly and frequently than did drivers in no-cell-phone trials, and female drivers were more angry according to blind judgments of videotaped facial expressions that were compared with those of drivers in no-cell-phone trials (n = 68). The present results suggested that driver cell-phone use contributes to the growing crisis of roadway aggression.     

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.     

A community program to reward children's use of seat belts

This paper reports on a community-wide effort to increase elementary school children's use of seat belts. Twenty-five schools serving over 9,000 children participated in a program of rewards (stickers, bumper strips, and chances on pizza dinners) administered by parent-teacher organization volunteers. Comprehensive observations were made at three representative schools. Categorization of compliance with safety rules required all passengers to be buckled into safety devices before the children received the rewards. The rewards, on average across schools, increased compliance from baseline of 18.1% to 62.4% during the interventions. Withdrawal of the rewards resulted in a decrease to 49% compliance, but this rate remained above baseline. The involvement of community groups and institutions in this safety program is highlighted.     

The seat belt paradox: Effect of adopted roles on information seeking

This paper shows that societal decision makers may take different decisions than individual decision makers, not because they are different people or possess different knowledge, but just because their adopted roles lead them to frame the decision problem in a different way. The decision problem studied in this investigation was related to the use of seat belts. Two groups, both drawn from the same student population, were told that they were to adopt the role of a parent deciding about the installation of seat belts, or of a government minister deciding whether to impose wearing seat belts. Due to the induced difference in frames, the two groups differed in their preference for type of information. The parents accepted anecdotal information almost as much as statistical information; ministers rejected anecdotal information and had a strong preference for statistical information.     

Driving locus of control and driving behaviors: Inducing change through driver training

Locus of control perceptions have been used to predict driving safety as a stable, dispositional variable. Based on social learning theory, this study tested whether a defensive driving training program coupled with observer feedback could influence domain-specific locus of control beliefs regarding controllability of accidents and therefore impact driving behaviors. Over a 5-week period, 112 individuals’ driving locus of control and driving behaviors were assessed two times, before and after a defensive driving training program and observer feedback. Drivers experienced significant changes in their driving locus of control perceptions. Specifically, drivers reported significantly lower externality and higher internality after training as compared to before training. The changes in driving locus of control predicted an increase in safe driving behaviors. In addition, pretraining motivation to learn predicted a decrease in externality, whereas pretraining self-efficacy predicted the increase in internality. The results indicate that driving locus of control can be influenced by training and observer feedback, and the changes in driving locus of control can predict change in driving behaviors. Findings of the study point to the potential for organizations to enhance driving safety by influencing drivers’ locus of control perceptions.     

Relationship of body image to breast and skin self-examination intentions and behaviors

Breast self-examinations (BSE) and skin self-examinations (SSE) represent cost-effective and time-efficient approaches to cancer detection. Given their utility, it is important to determine who is likely to perform these behaviors regularly and why. Because BSE and SSE require close examination of one's body, women who are less satisfied and less comfortable with their bodies may perform these behaviors less often. This study sought to determine if a relationship exists between body image and BSE and SSE behaviors and intentions. Ninety-three women completed measures assessing body image, past performance of and future intentions to perform BSE and SSE. Results indicated that body image was related to past performance of SSE. Having greater body-areas satisfaction and more favorable global evaluations of appearance were related to having performed SSE more frequently in the past year. Future research should further examine this relationship utilizing longitudinal designs and more diverse populations.     

Impulsivity and driver behaviors,offences and accident involvement: A systematic review

The present literature review study investigated the relationship between impulsivity and driver behaviors, offences and road traffic accidents through the lenses of characterological perspective. The studies published from 1970 to 2014 that examined and reported a relationship between impulsivity and at least one driving related outcome (e.g., a self-report measure of driver behavior) were included. The relevant 38 out of 288 studies are presented in four sections based on the driving related outcomes as; (i) aberrant driver behaviors and driving anger/aggression, (ii) driving under the influence, (iii) traffic offences and accidents, (iv) other. The vast majority of the studies reported significant relationships between impulsivity and the driving outcomes. The general findings of the studies in the literature, suggestions including a new definition of impulsivity in driving context, and future directions are discussed in the scope of a proposed integrative conceptual framework.