Mandatory seat belt laws in eight states: a time-series evaluation

Wagenaar, Alexander C.; Maybee, Richard G.; Sullivan, Kathleen P.

doi:10.1016/0022-4375(88)90044-8

Cited by 84 publications

(38 citation statements)

References 19 publications

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“…Other research has found that safety belt use in the United States has increased substantially since the mid-1980s in the general population (Nelson, Bolen, & Kresnow, 1998), but the degree to which adolescents are responsive to such laws is not known. Research has also found that belt laws resulted in significant overall reductions in car crash fatalities (Wagenaar, Maybee, & Sullivan, 1988) and injuries (Wagenaar & Margolis, 1990). The data analyzed in the present study provide an opportunity to assess potential differential effects of the laws on subgroups of adolescents who differ on sociodemographic characteristics, as well as on risk-taking behaviors.…”

Section: Introductionmentioning

confidence: 80%

Effects of safety belt laws on safety belt use by American High School Seniors, 1986–2000

O'Malley

Wagenaar

2004

Journal of Safety Research

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Problem: This manuscript evaluates the effects of enactment of state laws that required safety belt use in various U.S. states between 1986 and 2000. Method: Safety belt use was assessed using nationally representative cross-sectional samples of high school seniors; evaluation of the effects of laws used data from over 2,000 high school seniors before and about 3,300 after the laws took effect in 20 states. Results: Belt use was found to increase significantly between 1986 and 2000, and the laws contributed significantly to that increase. Increases were similar for students differing by gender, race/ethnicity, parent education, grades, truancy, evenings out per week, miles driven per week, and an index of illicit drug use. Discussion: The data show that although the laws have increased belt use, use is not universal and continued efforts are needed. Impact on Research, Practice, and Policy: This study shows that many teenagers fail to use belts when there is a secondary use law; an implication is that primary laws would be more efficacious in increasing use among this vulnerable population.

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Section: Introductionmentioning

confidence: 80%

Effects of safety belt laws on safety belt use by American High School Seniors, 1986–2000

O'Malley

Wagenaar

2004

Journal of Safety Research

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“…5 Scaling up using a vertical approach involves the introduction of an intervention simultaneously across a whole system and results in institutionalisation of a change through policy, regulation, financing or health systems. Examples of successful vertically scaled up interventions include the introduction of mandatory seatbelt legislation 15 , smoking bans in outdoor eating areas 16 and the introduction of new health system financing models. 17 Scaling up using a horizontal approach involves the introduction of an intervention across different sites or groups in a phased manner, often beginning with a pilot program, followed by stepwise expansion, learning lessons along the way to help refine further expansion.…”

Section: Monitor Performance and Efficiencymentioning

confidence: 99%

A guide to scaling up population health interventions

Milat¹,

Newson²,

King³

et al. 2016

Public Health Research & Prac

139

190

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The 'how to' of scaling up public health interventions for maximum reach and outcomes is receiving greater attention; however, there remains a paucity of practical tools to guide those actively involved in scaling up processes in high-income countries. To fill this gap, the New South Wales Ministry of Health developed Increasing the scale of population health interventions: a guide (2014). The guide was informed by a systematic review of scaling up models and methods, and a two-round Delphi process with a sample of senior policy makers, practitioners and researchers actively involved in scaling up processes.Although it is a practical guide to assist health policy makers, health practitioners and others responsible for scaling up effective population health interventions, it can also be used by researchers in the design of research studies that are potentially suitable for scaling up, particularly where research-practice collaborations are involved. The guide is divided into four steps: step 1, 'scalability assessment', aims to determine if an intervention is scalable; step 2, 'developing a scale up plan', aims to develop a practical and workable scaling up plan that can be used to convince stakeholders there is a compelling case for action.Step 3, 'preparing for scale up', aims to identify ways of securing resources needed for going to scale, operating at scale, and building a foundation of legitimacy and support to sustain the scaling up effort through the implementation stage; and step 4, 'scaling up the intervention', involves putting the plan developed in step 2 into place.Although the guide is written as though the user is starting from the point of assessing the scalability of an intervention, later steps can be used by those already involved in scaling up to review their implementation processes. The guide is not intended to be prescriptive. Its purpose is to help policy makers, practitioners, researchers and other decision makers decide on appropriate methodological and practical choices, and balance what is desirable with what is feasible.

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“…41 After controlling for state and year fixed effects, Michener and Tighe (1992) find the number of fatal accidents in 1989 would have been reduced by 1.9% with nationwide secondary seatbelt laws and by 9% with 41 Others using time-series data from before and after a seatbelt law was passed include Bhattacharyya and Layton (1979), Harvey and Durbin (1986), and Wagenaar et al (1988 A few studies have looked at the direct effect of seatbelt wearing rates on traffic fatalities (Garbacz, 1990(Garbacz, , 1991McCornac, 1993;Risa, 1994;Noland, 2003b), but Cohen and Einav (2003) seem to be the first to account for the endogeneity of the seatbelt usage variable-i.e., people wearing seatbelts more often on roads known to be more dangerous. The failure to control for this endogeneity could be the reason that Garbacz (1990Garbacz ( , 1991 and Risa (1994) find fatalities to increase with seatbelt usage.…”

Section: 22c Seatbelt Laws and Seatbelt Usagementioning

confidence: 99%

Traffic fatalities and economic growth

Kopits

Cropper

2005

Accident Analysis & Prevention

385

100

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This dissertation adds to the current understanding of the socioeconomic determinants of traffic fatality rates by examining the variation in road deaths across countries and over time. Chapter two investigates the relationship between road safety and economic development within an Environmental Kuznets Curve framework. Reduced-form models of fatality risk as a function of per capita income are estimated using panel data for over 80 countries. The results confirm an inverted U-shaped relationship with income, with traffic fatality risk (fatalities per population) beginning to decline at incomes similar to those found for several environmental externalities. The turning point is driven by the rate of decline in fatalities per vehicle as income rises, since motorization rates (vehicles per population), while increasing with income at a decreasing rate, never decline with economic growth. This suggests that road safety improvements accompanying income growth depend on policies that reduce fatalities per vehicle rather than on reducing motorization.Projections suggest that the global road death toll will grow by 66% between 2000 and 2020 if historic trends continue. This number, however, reflects divergent rates of change in different parts of the world.Chapter three focuses on factors underlying the decline in fatalities per distance traveled, i.e., the downward sloping part of the road safety Kuznets curve.Formal models of traffic fatalities are developed for vehicle occupants and pedestrians. Reduced-form approximations to these models are estimated using panel data for over 30 high-income countries over 1964-2002. Estimates suggest that demographic changes and road building contributed to declines in both vehicle occupant and non-occupant fatality rates. In addition, increases in the size of the vehicle fleet, as predicted by theory, have increased occupant deaths while decreasing pedestrian deaths per distance driven.Improvements in medical care also played a role in reducing both fatality rates. The results do not offer evidence of a significant increase in demand for risky driving in response to newer, safer vehicles or seatbelt usage. The extent to which alcohol and increases in the elderly population have detrimental effects on fatality rates is found to be twice as large for pedestrians as for vehicle occupants.

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Mandatory seat belt laws in eight states: a time-series evaluation

Cited by 84 publications

References 19 publications

Effects of safety belt laws on safety belt use by American High School Seniors, 1986–2000

Effects of safety belt laws on safety belt use by American High School Seniors, 1986–2000

A guide to scaling up population health interventions

Traffic fatalities and economic growth

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