Understanding Seat-Belt Intentions and Behavior: A Decision-Making Approach1

In an experimental study designed to investigate a decision-making model of seat-belt use, 227 employees of an agrochemical company participated in a health information program in which they watched either a videotape on seat belts or a control videotape and completed questionnaires immediately afterward and at 3 months and 1 year after exposure. In terms of total effects, the seat-belt videotape influenced beliefs, fear, and intentions assessed immediately after exposure, but had no effect on self-reported frequency of belt use at 3 months or 1 year. A full path analysis indicated some support for the decision-making model. In particular, probability difference (the perceived reduction in risk of death or serious injury due to wearing a belt) had a large influence on intentions to wear a belt and partly mediated the effect of the videotape on intentions. Reported frequency of belt use at 3 months was influenced both by post-test intentions and by initial frequency of belt use. Similarly, belt use at 1 year was affected by belt use at 3 months and by initial belt use. The findings are discussed in terms of the role of subjective probabilities and habitual factors in seat-belt use.     

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.     

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.     

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.     

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.     

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.     

Understanding seat-belt use: A test of Bentler and Speckart's extension of the ‘theory of reasoned action’

It is shown that Fishbein's ‘theory of reasoned action’ can be used to explain people's intentions to wear seat belts. As Bentler and Speckart (1979) have proposed, a self-report measure of past behaviour is shown to significantly improve the model's power; this extended Fishbein model being capable of accounting for the majority of the effects that extraneous variables, which are known to influence seat-belt use, have upon a person's behavioural intentions. In addition, it is shown that the model's motivation to comply term is, as Ajzen and Fishbein (1980) have proposed, a unipolar rather than a bi-polar construct, but that even when this construct is scored as unipolar, it does not significantly add to the model's predictive power.     

The Relation Between Perceived Risk and Preventive Action: A Within-Subject Analysis of Perceived Driving Risk and Intentions to Wear Seatbelts

Intentions to wear seatbelts in 12 different driving situations were predicted from attitudes toward wearing seatbelts, subjective norms concerning seatbelt uses, and perceived driving risk. In a given driving situation, appropriate measures of attitudes and subjective norms both had significant effects on intentions to wear a seatbelt, whereas there was little relation between risk and intentions. Intentions across the 12 driving situations were significantly related to perceived driving risk, both for aggregate data and for a substantial portion of individual subjects. However, further analyses indicated that risk seemed to affect intentions indirectly through subjective norms and attitudes associated with seat-belt use. The results suggest that attempts to increase seatbelt use should target all relevant beliefs important in determining people's attitudes toward and subjective norms concerning seatbelt use, rather than just focusing upon making people aware of the risks associated with driving.     

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.     

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.     

Incentives and Seat Belts: Changing a Resistant Behavior Through Extrinsic Motivation

Because previously-attempted methods of increasing automobile seat belt usage have proven to be either ineffective or unworkable, a series of field experiments was carried out to test a technique of behavior influence utilizing a modest, positive incentive. In three separate studies, seat belt use of 4,745 drivers was observed as they drove out of a parking lot, after receiving one of several safety reminder leaflets. Some versions of the leaflet offered a gift certificate to a certain proportion of drivers who wore seat belts; other versions offered no incentive. The results showed that an incentive, regardless of the probability of payoff, raised belt use from about 15% to nearly 40%. Implications for future research and applications are discussed.     

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.     

When values matter: Expressing values in behavioral intentions for the near vs. distant future

It was predicted that because of their abstract nature, values will have greater impact on how individuals plan their distant future than their near future. Experiments 1 and 2 found that values better predict behavioral intentions for distant future situations than near future situations. Experiment 3 found that whereas high-level values predict behavioral intentions for more distant future situations, low-level feasibility considerations predict behavioral intentions for more proximate situation. Finally, Experiment 4 found that the temporal changes in the relationship between values and behavioral intentions depended on how the behavior was construed. Higher correspondence is found when behaviors are construed on a higher level and when behavior is planned for the more distant future than when the same behavior is construed on a lower level or is planned for the more proximal future. The implications of these findings for self-consistency and value conflicts are discussed.     

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.     

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.     

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 preliminary study of a traumatic injury prevention program

Abstract

This study examined the long-term impact of a five component spinal cord injury prevention program presented to adolescents. A sample of 445 teenagers who attended a junior high school in which an educational intervention was presented three years earlier and a control group of 379 students who had not been exposed to the intervention completed a questionnaire assessing their safety knowledge, attitudes, and self-reported behaviors. Total scores on the questionnaire between treatment and control groups differed significantly. Students in the treatment group reported significantly more frequent seat belt use, stronger belief that seat belts were important to their safety, lower likelihood of riding with friends who had been drinking, higher rates of friends' use of seat belts, greater awareness of the age group most likely to be injured, and increased knowledge that they could prevent spinal cord injury.     

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.     

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.