SE!N VIRGINIA: RES R I SAFETY USE END Data not COUNCIL VIRGINIA

Transcription

1 SE!N VIRGINIA: RES R I END 1983 R SAFETY USE Data not VIRGINIA COUNCIL

2 Report No. Report Date February 1996 Covered: Period Safety Restraint Use in Virginia: Use Rate Trends from 1983 Through 1995 Performing Organization Name and Address: Transportation Research Council Virginia Edgemont Road 530 VA Charlottesville, Agencies' Name and Addresses Sponsoring VA Richmond, Notes Supplementary of Motor Vehicles Department Box P.O. Richmond, VA Key Words restraints, belts, child seats, locality, safety, seat position, trends, use rates age, purpose of this report was to take a retrospective glance at Virginia's experience in getting her citizens to use The safety restraint systems available to m. In Virginia, data on safety belt and child safety seat use were collected automobile after effective date (January 1, 1983) of statute requiring it. Safety belt use by front seat occupants also increased substantially following effective date of mandatory use law (January 1, 1988), which applied only to front seat occupants. substantially use by rear seat occupants was lower in 1989 and 1990 than in Infants had higher rates of safety restraint use than However, older passengers, with infant use rate peaking in Furr, belt use was higher in metropolitan areas. did belts by rear seat passengers. Standard Title Page- Report on State Project Report: Type Final No.: Project 97] No. Pages 34 VTRC 96-R21 Contract No.: Title and Subtitle Authors Charles B. Stoke Department of Transportation Virginia E. Broad Street 1401 Abstract from 1983 until Data on child safety seat use were not collected in 1995, although safety belt use figures were again annually gared. The data revealed that, for most years, change in safety belt use rates was small. The use of child safety seats increased Both safety restraint use statutes were effective in increasing use rates of target populations: infants and front seat occupants. Virginia legislators should enhance lifesaving potential of passenger restraint systems by mandating use of safety

3 RESTRAINT USE IN VIRGINIA: SAFETY RATE TRENDS FROM 1983 THROUGH 1995 USE B. Stoke Charles Research Scientist Senior report prepared by Virginia Transportation Research Council A sponsorship of Transportation Safety Administration under opinions, findings, and conclusions expressed in this (The are those of author and not necessarily those of report Transportation Research Council Virginia Cooperative Organization Sponsored Joimly by (A Department of Transportation and Virginia University of Virginia) 1996 February 96-R21 VTRC of Virginia Department of Motor Vehicles sponsoring agencies.) Charlottesville, Virginia

4 Copyright 1996, Commonwealth of Virginia

5 of most effective ways to prevent deaths and reduce injuries in motor vehicle One is to use safety belts. In Virginia, safety belts have been required in all new cars sold in crashes efforts, particularly public information and education campaigns, to induce belt use by numerous and passengers. They have also carried out a variety of enforcement activities, and drivers industry has developed and equipped cars with various safety belt systems. automobile se efforts have had a limited effect on safety belt use rates. From 1974, Unfortunately, to federally mandated systems to increase belt use, government retreated from opposition systems. se persuasion and technology had apparently failed, attention tumed to increasing use After statute. In 1982, Virginia's General Assembly passed a child safety seat law with an effective by of January 1, In 1987, y passed a mandatory use law (MUL) applicable only to date seat occupants with an effective date of January 1, front purpose of this study was to review results of safety belt use surveys of past The years, note important trends and changes in trends, and identify problems and opportunities 13 extensive data were collected in surveys, only a few data elements remained Although from 1983 through 1995" safety belt use, locality (statewide, metropolitan, and nonconsistent metropolitan), seat i osition, and occupant age. early surveys were in metropolitan areas only, statewide belt use data are Because only since Figure ES-1 shows that in year before MUL was implemented, available effective, belt use by front seat occupants increased significantly (30 points), with no real became in use by rear seat occupants. This major difference in use rates continued through change EXECUTIVE SUMMARY Introduction state since But fact that cars come equipped with safety belts does not ensure y will be used. Both state and federal governments have developed and implemented first year a safety belt use survey was done in Virginia, until 1983, when a series of annual was begun, safety belt use in urban areas of state actually decreased from 21.5 to surveys percent. These numbers probably reflect fact that after much public and political 17.3 Purpose revealed by data for Virginia's highway safety program administrators. Analysis both front and rear seat occupants were belted about 33 percent of time. After MUL iii

6 Year Figure ES-I. Statewide Belt Use by Occupant Seat Position" gap still exists, but re appears to be no reason to believe it does not. From 1988 through increase in from seat belt use was minor (less than 4 points). Between 1988 and 1992, 1995, seat use rates increased only slightly (less than 3 points). Although belt use in both seating rear increased slightly, important fact is that after passage of MUL applying to front positions was greater for front seat occupants. The difference in use rates was greatest in 1983 increase over 7 points) and smallest in 1985 (no difference). After effective date of MUL, Oust by front seat occupants increased significantly. Although rate dropped slightly in 1989, it use over next 5 years and peaked at 73.7 percent in 1994 before dropping in The rose By 1992, rear seat belt use in metropolitan areas had again reached level Oust over percent) in Rear seat belt use data were not collected after 1992 because y were 38.0 required of states to meet provisions of Section 153 of Intermodal Surface not Transportation Efficiency Act. 8O 7O 60 I:: O 2O - - FRONT SEATS REAR SEATS Data not collected after Because data on rear seat occupants were not collected after 1992, it cannot be established that 1988, front seat belt use was nearly 30 points greater than rear seat use each seat passengers in year. ES-2 shows that between 1983 and 1987 belt use rates by from and rear seat Figure in Virginia's metropolitan areas were similar and that y generally increased. The occupants MUL had no significant effect on rear seat occupant use in 1988 (a 3-point increase), but strangely, se rates were lower in 1989 and 1990 than in years just prior to passage of law. ES-3 shows front seat belt use in Virginia's metropolitan areas categorized by age. Figure pre-adult (ages 4-16) and adult (age 16+) use rates track very closely with re being no real The iv

7 Year Figure ES-2. Belt Use in Metropolitan Areas by Occupant Seat Position" Figure ES-3. Front Seat Belt Use in Metropolitan Areas by Occupant Age" in rates in 1984 and 1992, and a difference of only 9 poims in 1989 ( year of difference divergence). Throughout period, both groups increased ir use rates, nearly 47 greatest O 2O -m- FRONT SEATS REAR SEATS Data not collected after : Year --m- INFANT PRE-ADULT ADULT * Pre-adult and adult data not collected after 1992 and infant data not collected in points by pre-adults and 52 points by adults, with both rates peaking at approximately 68 percent

8 1992. The trend for infants (under age 4) was quite differem. Use rates varied tremendously in 13-year period and fluctuated in a 35-point band (from 57.6 percent in 1993 to 92.6 over Although pre-adult and adult rates were low in 1983 and infant rates were high, in percent). year for which age data are available, older Virginians had higher safety belt use rates. last implementation of Virginia's child safety seat law, rate of child safety seat After increased significantly and has remained relatively high each year since. use Virginia, rear seat safety belt use rate is extremely low. In view of limited In of education, enforcement, and engineering efforts and significant positive effect of effects mandatory use law on safety belt use rates, Virginia's General Assembly should enact a third use statute requiring safety belt use by rear seat occupants. belt in 1991). Although trend was not uniform, net result over period was an percent drop in use between 1983 (66.0 percent), when law went into effect, and 1994 (62.0 overall Conclusions Three conclusions became evident from this study: after effective date of MUL, safety belt use by front seat Immediately increased significantly and has generally remained high each year since. occupants 3. There was little change in belt use in any or year. Recommendation vi

9 RESTRAINT USE IN VIRGINIA: SAFETY RATE TRENDS FROM 1983 THROUGH 1995 USE B. Stoke Charles Research Scientist Senior 1950s and early 1960s, re was little data on motor vehicle safety belt use or effectiveness of belts as a safety countermeasure. By 1990s, it had become rates accepted that a correctly used safety belt was an easy and effective way of preventing generally safety belt systems were first officially recognized by Virginia lawmakers in 1963 automobile a statute was enacted that required all new vehicles sold in state to be so equipped. when mid-1970s, various national and state surveys of safety belt use (both in In format and by actual observations of occupants in traffic) showed extremely low questionnaire of Department of Motor Vehicles (DMV) (formally Highway Safety Administration of Virginia). When se efforts produced limited positive results, emphasis turned to Division all occupants under 4 years old to be protected by a child safety seat. In 1987, a requiring use law (MUL) was passed requiring front seat occupants of passenger cars to use a mandatory 1983, annual surveys were results of yearly belt use surveys. TM Only during period were attempts to monitor changes in use rates over time. The purpose of current study was to review made assess longitudinal data, report observed changes, and, if possible, identify reasons for and in trends. changes INTRODUCTION In late fatalities and reducing severity of injuries in motor vehicle crashes. The benefits of requiring vehicles to have safety belts in no way ensures that drivers and Unfortunately, will use m. passengers rates of use, generally less than 15 percent. Over past 20 years, numerous public information, education, and enforcement efforts to increase use rate have been carried out. For most se efforts have been funded by National Highway Traffic Safety Administration part, and various state highway safety agencies, including Transportation Safety (NHTSA) legislative remedies. In 1982, Virginia legislature passed a primary enforcement statute safety restraint. This statute required secondary enforcement. The effective date of se statutes was January 1 of year following passage. After effective date of Virginia's child safety seat law in conducted to determine use rates of safety seats and seat belts. PURPOSE AND SCOPE Over 13-year period beginning in 1983, a series of reports were published providing

10 first safety belt use survey in Virginia was conducted in four metropolitan The areas state in 1974" Norrn Virginia (Arlington, Alexandria, and Fairfax County), Tidewater of Virginia Beach, Hampton, and Newport News), Richmond (and surrounding counties), (Norfolk, Roanoke (and towns of Salem and Vinton plus Roanoke County). Subsequent surveys and conducted in 1975, 1976, and Data were not collected for 5-year period from were through In 1983, after child safety seat law became effective, surveys of safety 1978 and child safety seat use were again initiated, and additional surveys have been conducted, at belt on an annual basis, each year since. least this nearly 20-year period, types of data collected varied considerably. Over Table A-1 shows what types of data were collected each year from 1983 through 1995, Appendix period covered by this trend analysis. Two surveys were conducted in 1992" in June one last under Federal Highway Safety Act's 402 program and one in September was first under 1991 Intermodal Surface Transportation Efficiency Act's (ISTEA) 153 was (described later). program June 1983 through June 1992, survey data were collected only at signalized From for all occupants of passenger cars with Virginia license plates. Trucks and intersections vans selected on basis of potential safety of survey personnel, traffic volume, type of road, were wher persons (and vehicles) traveling through site were representative of area's and including local and state police officers, or state agency staff, or researchers, and sources business and industry representatives. local 153 of ISTEA provided incentive funds for states eir to enact Section MUL or, an one was in place, to conduct activities to increase safety belt use rates. To qualify for se if states had to achieve a specified rate of use for safety belts and motorcycle helmets. funds, authorized NHTSA to establish necessary survey guidelines. In 1992, 1993, and Congress 153 surveys, and 1995 state survey, belt use data were collected at sites randomly 1994 from throughout state (both urban and rural areas), only from "passenger vehicles," chosen year, data were recorded on how belt system was being used, but re were Each in way this was recorded. From 1983 through 1990, belt use was recorded as differences VIRGINIA SURVEY DATA were not included because of difficulty of visual verification of safety restraint use. Sites socioeconomic mix. This determination was made based on information from a variety of and only with respect to driver and outboard front seat passenger. The use of signalized intersections was not required. Both in-state and out-of-state vehicles were included in sample. Belt Use

11 only lap belt used, lap/shoulder belt combination used, or no belt system used. In 1991 eir June 1992, belt use was recorded as eir correct, incorrect, or none. From September 1992 and through June 1995, use was recorded as yes or no only as it applied to visible use of of se variations, certain categories of data were combined so that data from Because and later years could be compared: earlier results from 1983 through 1990, if eir lap belt or lap/shoulder belt system For used, use was considered a "yes" response. was results from 1991 and June 1992, both correct and incorrect use was considered a For response. "yes" results from September 1992 through 1995, no combination was needed since use For recorded as eir "yes" or "no." was results from 1983 through 1990, both correct and incorrect child seat use was For a "yes" response. considered age was divided imo five categories during 1983 through 1990 surveys. In Occupant and June 1992, re were three categories: those required to be in a child safety seat 1991 age 4), pre-adults (ages 4 to 16), and drivers (over age 16). Age data were not collected (under September 1992 through June Since DMV officials wanted information on child from seat use, a metropolitan child safety seat survey was conducted in summers of 1993 safety 1994 (but not in 1995). The data were collected at same survey sites, on same day of and week and hour of day, and under same observational conditions as were used in child safety seat surveys. previous four major metropolitan areas of state during period. In 1987, survey sites added in nine communities classified as towns, and data were collected at se locations were shoulder belt. Occupant Age Location Data on location of each survey site were also recorded. Data were collected only in through June For 1991 and June 1992, sites were added in localities classified as mid-size In 1991 and June 1992, data were collected at 50 locations (for 2.5 hr by each of two cities. at each site) selected from throughout state and classified as metropolitan, mid-size observers and town. With state electing to seek ISTEA 153 incentive funds, NHTSA required city, 120 sites, 84 classified as urban and 36 classified as rural, be used for survey conducted that

12 September Data were collected for 1 hr at each site by a single observer. Although after 153 program was not in effect in 1995, Virginia elected to continue data collection and used same process and procedure that were used in three previous surveys. Data were or categories of data were collected at one time or anor during 13 years. Three was recorded from 1983 through 1990; vehicle age was recorded in 1983, 1984, and Gender and ethnic group was recorded in 1991 and However, se data were collected over 1985; few years to be considered in this trend analysis. too Table A-1 shows that although extensive amounts of data were collected and Appendix only four data categories were used for a major portion of 13-year period" categorized, safety belt use, seat position, and occupant age. Yearly rates of safety belt use for se locality, categories were obtained from previously published reports. TM Because of necessity four to rounding error) between data published in an individual yearly report and attributable shown in this report. This dissimilarity is relatively minor, generally amounting to a data The data fall basically into two groups, based on year of survey. The first group data collected from 1983 through June 1992, a series of surveys where data comprises were generally consistent, and is referred to as 402 surveys. The second group categories referred to as 153 surveys. data categories for se four surveys are consistent but are not as inclusive or as detailed as The for previous 8 years. those and statewide. Although primary focus was period, 1977 non-metropolitan, data were included because y were most current state data that had been metropolitan They served as a combined and classified as statewide for period. Or Data Categories METHOD to combine certain data groups from various years, re is some dissimilarity (generally fraction of a percentage point. comprises data collected September 1992 through 1995 and is The data were analyzed as subsets based on three categories of locality: metropolitan, collected on belt use prior to effective date of child safety seat law. baseline use rate to show change in use that occurred as a result of a change in law.

13 Metropolitan Areas Appendix Table A-2 shows metropolitan safety belt use rates for all occupants. and 1987 ( year prior to MUL), from seat use by nearly 25 points, with year-to-year increases being relatively small. In 1988, post- increased use rate increased significantly, more than 27 points. In 1989, rate declined by 8 MUL, probably because motorists realized that enforcement would be limited. From 1989 points, 1994, yearly increases in use rate totaled nearly 15 points. Front seat belt through use became effective on January 1, 1983, and survey data were collected in June. Or than law 1987, use rate increased yearly over period, a total increase of just in 14 over trends for metropolitan occupants are shown in Figure 1. From 1983 through 1987, The difference in use rates between front and rear seat occupants was small and generally Year Figure 1. Belt Use in Metropolitan Areas by Occupant Seat Position" RESULTS All Occupants Rear seat belt use data were not collected after Between 1977 ( base year) reached highest rate in 1994 (73.7 percent), nearly 7 points higher than rate in first year post-mul, but rate dropped to 69.0 percent in Between 1977 and 1983, rear seat rate increased just 20 points. The child safety seat The rate declined from 1988 through 1990 but increased in 1991 and 1992, reaching points. a equal to that in rate e= REAR SEATS FRONT SEATS Data not collected after 1992.

14 seat position increased, or did also. A major change occurred in 1988, year one applicable to front seat occupants became effective. Since 1988, wide divergence in MUL front and rear seat use rates has continued. Except in 1990, change in front and rear rates was in same direction since 1988, but magnitude of change was different. seat Table A-3 shows metropolitan belt use rates for from seat occupants by age. Appendix on age were not recorded during 1993, 1994, and surveys, and a child seat Data was not conducted in Each year, infants had highest rate of use. From 1983 survey 1987, pre-adults had a higher rate than adults, but from 1988 through 1991, adults had through a rate than pre-adults. In 1992, re was little difference between pre-adult and adult higher rates. 1983, nearly two-thirds of se infants were in a child safety seat. For next 3 In ( ), more than three-fourths were in a child safety seat. In 1987, use rate years dropped by just over 16 points, recovered by half this drop in 1988, and continued to increase in of next 3 years ( ), reaching highest point in 1991 (92.6 percent). The rate each again in both 1992 and 1993, year in which rate was lowest over entire dropped but improved modestly (just over 4 points) in The use rates were lower in 1993 period, 1994 than in 1983, year child seat statute went into effect. and and 1984, but rates 1983 nearly triple that of 1977 base year. After increases in both 1985 and 1986, use rate were use rate was just over 10 points higher than in The rate was highest in 1992, 1992, just over two-thirds of se occupams were belt users. The years of major change, 1983 and and coincided with effective dates of child safety seat law and MUL, with 1988, change in year of MUL. Over period, re was a major increase greatest se adults, use rate in 1983 was similar to that in 1977 base year, varying by For than 1 point. From 1983 through 1986, yearly increases resulted in a doubling (2.2 times) of less followed same direction in rate of change each year except 1987; i.e., if use rate for Front-Seat Occupants Infants Pre-Adults Only about one-fifth of se pre-adults used safety belts in by 1.5 points in In 1988, re was a 21-point increase, largest year-to-year dropped After a 11-point drop in 1989, use rate increased in each of next 3 years. In change. in use rate. Adults

15 rate over se 4 years. The rates in 1986 and 1987 were similar. The use rate increased by 31 points in 1988, dropped by almost 8 points in 1989, and n increased in each of nearly 3 years, peaking in 1992 at a rate (67.9 percent) more than 4 points higher than in next greatest change occurred in conjunction with implementation of MUL in Over The over period. There is no single trend for any age group, and in several years, flow use rates were very differem from previous year. For period, pre-adult and use rates tracked closely, with a difference of fewer than 10 points in yearly rates, and adult overall. Generally, when re was a change in use by one of se two groups, re increased tremendously, but rate of child safety seat use went down. From 1983 through 1987, varied infant use rate was substantially higher than that for pre-adults or adults. In 1988, rates From 1989 through 1992, infants had highest use occurred in 1983, first year of child safety seat law. Occupants under age 4 divergence subject to statute throughout entire period, whereas or two age groups were were subject to an MUL only since Figure 2. Front Seat Belt Use in Metropolitan Areas by Occupant Age" period, use increased from less than 1 in 6 to just over 2 out of 3. Trends Trends in metropolitan from seat belt use by age are shown in Figure 2. The data ebb and was a corresponding change by or, but not necessarily to same degree. Infant use rates for all three groups were within 10 points. The first major rates, but differences were not as great as in years before O O Year INFANT PRE-ADULT ADULT * Pre-adult and adult data not collected after 1992 and infant data not collected in 1995.

16 Table A-4 shows metropolitan safety belt use rates for rear seat occupants by Appendix The yearly infant use rate was much higher than that for or two age groups. From age period, with exception of 1987, approximately two-thirds of Over were using child safety seats, and yearly rates varied by fewer than 4 points. The rate infants 13 points in 1990 and by more than 15 points in 1991, peaking at 96.8 percent. Seat increased dropped by just over 27 points between 1991 and 1993 before making a 10-point recovery in use The 1994 rate was higher than in 1983 and 1988, years belt use statutes became The increase in 1983 coincided with child safety seat law. It is interesting to note effective. MUL of 1988 had little immediate impact on rate of child seat use, probably because that law applied only to front seat occupants and infants were already covered by 1983 statute. rate for se pre-adults was much higher in 1983 than in 1977 base year, and it The in 4 of next 5 years (with exception of 1987); by 1988, rate was double (2.2 increased that in Over next 2 years, use.rate declined 10 points but increased again in times) and The 1992 rate (38.9 percent) was highest. Although neir child safety 1991 The increase was attributable to a spillover effect because of a basic interest in safety on part of adult probably However, in year of greatest use, fewer than 40 percent of se occupants used occupants. safety belts. was little change in use rate for se adults between 1977 and 1983, but from There through 1986 rate increased 14 points. During period, use rate was 1984 to 7 points lower than in The rates in 1986 and 1990 were similar. In 1991 and 1992, 5 use rate was 2 and 3 points lower than 1990 peak. Over this study period, rate did not 18 percent in any year. Because neir 1983 nor 1988 statutes applied to se exceed it may be unrealistic to think that ir rate of use will change considerably. occupants, if pre-adult use rate increased, adult rate did also. From 1988 through 1991, 1988, in ir use rates was in opposite direction. There was considerably more movement Rear-Seat Occupants 1983 through 1992, yearly use rate for pre-adults was higher than rate for adults. Infants Pre-Adults seat law nor MUL applied to this group, ir rate increased overall. Adults rends Trends in metropolitan rear seat safety belt use by age are shown in Figure 3. Prior to variation in yearly rear seat rates between pre-adults and adults than for front seat occupants.

17 Year * Pre-adult and adult data not collected after 1992 and infant data not collected in Figure 3. Rear Seat Belt Use in Metropolitan Areas by Occupant Age: Throughout period, difference in use was from 6 The yearly infant use rate was much higher than that for eir pre- or adults. The major change occurred with child safety seat law in The adults in use rates among three age groups was smallest in 1987, with a spread of nearly difference Non-Metropolitan Areas stated previously, belt use data for non-metropolitan areas of state were not As for as many years as those for metropolitan areas. Non-metropolitan data were not collected towns. The number of survey hours was also much smaller in se areas. Additional sites nine added for 1991 and 1992 surveys in four mid-size cities. Data were not categorized by were to one-third as large as those for metropolitan areas. For se data, 1987 (pre-mul) one-fourth considered baseline year. is loo ' INFANT PRE-ADULT ADULT (1990) to 24 (1988) points. The implementation of MUL in 1988 had very little impact on se two groups because law did not apply to m. 29 points. The difference was greatest in 1991, with a spread of 82 points. All Occupants collected prior to 1987, and number of sites from 1987 through 1990 were limited to those in age in 153 surveys, and child seat surveys did not include sites outside metropolitan areas. Because of fewer sites, hours, and vehicles, non-metropolitan sample sizes were only

18 Appendix Table A-5 shows non-metropolitan belt use rates for front seat little over that in 1988 (54.0 percent). Only in 1994 did rate of improved exceed 60 use percent. Table A-5 also shows non-metropolitan rear seat belt use rates, but only for Appendix period. As discussed previously, se data were not required to be collected to states for incentive funds under ISTEA 153 guidelines. Over se 6 years, rate qualify very little, by only 3 points. The rate dropped in 1988, 1989, and 1990 by increased total of 7.5 a before increasing in 1991 and 1992 by just over 10 points. One note of interest is 5- points drop (18 percent) in 1988, year immediately after effective date of MUL. It point can se occupants were not belt users. 4 shows trends for all non-metropolitan occupants over period. In Figure rates for front and rear seat occupants differed by only 8 points, with rear seat use 1987, higher. When MUL became effective in 1988, re was a major increase in belt being use front seat occupants and a slight decline in use by rear seat occupants. For by period, front seat use rate was approximately 27 points higher than rear seat rate Year Figure 4. Belt Use in Non-Metropolitan Areas by Occupant Seat Position" Between 1987 and 1988, rate increased by just over 34 points (2.7 times). From occupants. through 1995, although re were years when belt use declined (1989, 1990, and 1995) 1988 and years when belt use increased (1991 through 1994), rate in 1995 (55.6 percent) had be speculated that some occupants interpreted law in such a way that it actually caused m took several years before to stop using a safety belt while riding in rear seat of a car, and it this misconception could be countered. Still, even in best of years, more than two-thirds of FRONT SEATS REAR SEATS Data not collected after

19 front and rear seat occupants each year. by age. Appendix Table A-6 shows non-metropolitan front seat safety belt and safety seat use infant use data had a range of more than 50 points in 6 years between 1987 and The with extremes in 1988 and In first year of MUL, child safety seat 1992, use 17 points lower than in It increased by 33 points in 1989, and in 1990 all infants was were in a safety seat. The use rate dropped by 16 points in 1991 and by anor 19 observed first 4 years, greatest number of infants surveyed was 21 in 1989 and During There were 50 and 49 infants observed in 1991 and The wide divergence in use is attributable to small sample and small number of child seat users. Percentages rates small numbers tend to have large variations. involving 1988 use rate was nearly triple (2.7 times) that of 1987, an of 31 points. Over next 2 years, rate declined by 8 points, n rose by 3 points increase 1991 and anor 12 points in The 1992 rate was highest (56.4 percent) over 6 in The 1992 use rate was only 7 points higher than in 1988, first year of MUL, necessary. more than 40 percent of se occupants are not belt users. and rate for se adults nearly tripled (2.8 times) between 1987 and 1988, gaining almost The points. The rate dropped by 7 points in 1989 and remained at that level in The use rate 35 by 12 points in 1991 and remained re in In 5 years since effective date increased MUL applying to front seat occupants, use rate for se adults has increased only 4 of In addition, more than 40 percent of se occupants are not belt users. direction of change in yearly use rates was same for both seat positions, Generally, degree of change each year was similar. The metropolitan rates and higher for both were Front-Seat Occupants Infants in In last year with available age-specific data (1992), rate was points as same in Pre-Adults For se pre-adults, years. Although use rate improved considerably after 1987, additional improvement is Adults points. 11

20 The trends for non-metropolitan front seat belt use by age are shown in Figure 5. For pre- and adults, year of major change was first year of MUL, indicating that adults was effective. Because re was already a statute applicable to infants in 1987, lack statute an increase in infant use rate in 1988 was not surprising, but decline of of than 17 more was unexpected. points 5-year period when se three groups were affected by statute, For rate has use only slightly since first year of MUL. The use rate for pre-adults and adults increased same direction and degree of change from 1987 through 1990, with differences followed from just over 1 point (1987) to just under 6 points (1990). In 1991, although both rates varying change was greater for adults. In 1992, both pre-adults and adults had nearly increased, rate, a result of an increase by pre-adults and no change by adults. In 1987, infant use same was much higher (more than 40 points) than that for pre-adults or adults. In 1988, rate in rates among all three age groups was less than 7 points. From 1989 through difference first year of MUL. The 1992 rates were only 4 (adults), 7 (pre-adults), and , points higher than in Except for 1988 and 1992, infant (infants) rate was use substantially higher than that for pre-adults and adults each year Year Figure 5. Front Seat Belt Use in Non-Metropolitan Areas by Occupant Age: rends infant use rates were 25 to 59 points higher than pre-adult or adult 1991, rates. In use re was less than a 9-point difference in three use rates, a situation similar to that in 1992, loo 80 : ot INFANT PRE-ADULT ADULT Data not collected after

21 Appendix Table A-7 shows non-metropolitan rear seat belt use data by age. infants were in rear seats than in front seats, with number ranging from More in 1990 to 133 in Belt use varied by nearly 65 points over se 6 years, with low 43 in 1988 and high in The use of child safety seats dropped by 9 points in occurring year of MUL, a change that had not been expected. Over next 3 years, use rates first use rate for se pre-adults dropped in 1988 (3 points) and 1989 (nearly 3 points) The increased 2, 6, and 5 points in 1990, 1991, and 1992, respectively. The 1992 rate was and highest of 6-year period, but fewer than 30 percent of se occupants were buckled up. for very low use rate is that neir child seat law nor MUL applied to explanation occupants. Previous research has shown that public information and education programs se without passage of a law and strict enforcement have little positive impact on use rates. TM Although rates fluctuated from year to year, rates were not expected to be very high. But it was never expected that nearly no adult rear use occupants would use a safety belt. seat period, use rates for pre-adults were higher than those for adults. The difference from 6 points in 1989 to 18 points in These two extremes occurred in year after ranged MUL (smallest difference) and last year se data were collected (greatest difference); difference was approximately 13 points in or 4 years. The adult use rate increased (less than 4 points) over this 6-year period. Although infant use rate was higher all 6 least it was only after 1989 that difference exceeded 33 points, reaching maximum years, of 85 points in Although child safety seat law was in effect over entire difference rate of rear seat use by infants did not exceed 50 percent until period, Rear-Seat Occupants Infants 20, 16, and 28 points, respectively, peaking at 95.5 percent in The drop in child increased use in 1992 was 4 points. The rear child seat use rate was lower than that for front seat seat infants during period but was higher in 1991 and Pre-Adults One Adults Belt use rates for se adults were substantially lower than those for all or occupants, including metropolitan rear seat occupants. were generally within 6 points. The rate was as low as 4 percent (1990) and was greater changes 10 percent only in 1991 and Since se occupants were not subject to MUL, ir than Trends Trends for non-metropolitan rear seat belt use by age are shown in Figure 6. Over 13

22 Year Figure 6. Rear Seat Belt Use in Non-Metropolitan Areas by Occupant Age: previously discussed, safety belt use data were collected only in metropolitan As areas to Although addition of sites in towns in 1987 and in mid-size cities in 1991 prior to geographic coverage of state, it was only with start of 153 surveys in added 1992 that belt use data began to be collected from length and breadth of September The data from metropolitan and non-metropolitan Commonwealth. were representative areas rates of use in each of se broad areas individually, but combining of two of area- statewide belt use because of over-representation of metropolitan sites and overestimate of data collection. In addition, change in procedures for 1993, 1994, and 1995 (front hours only, shoulder belt only, moving vehicles) may, in and of itself, have caused statewide seat rate to be overestimated. use exceptions previously noted, Appendix Table A-8 shows yearly statewide safety With use rates by seat position. Belt use by front seat occupants increased 30 points between 1987 belt base year) and 1988 ( first year MUL was in effect). It declined by nearly 8 points in ( Several scenarios have been proposed as reason for drop: most plausible is one lo INFANT PRE-ADULT ADULT Data not collected after Statewide wide results may not be an accurate representation of statewide use rates. Because previous data have shown that use rates are higher in metropolitan areas, data probably All Occupants 14

23 once public determined that full enforcement of statute was not possible, y did not that compelled to use a safety belt. Over next 5 years ( ), belt use by front seat feel peaking at 72.3 percent. The rate dropped 5 points in year prior to MUL, safety belt use by rear seat occupants was nearly same In that for front seat occupants. For all or years data are available, belt use by rear seat as was much lower. Although MUL was in effect during this period, it did not apply occupants rear seat occupants. For period, lowest use rate was in 1990 and highest to in 1992, with a difference of just over 10 points. The year-to-year changes varied from less was 1 point to just over 7 points. The highest use rate in 1992 (36.7 percent) was less than 3 than higher than in Unlike front seat use rate, rear seat rate between 1987 and points did not increase dramatically. This lack of a positive change was probably because shows trends in statewide safety belt use by seat position. As discussed Figure most complete geographic coverage of state was after 1992; unfortunately previously, re are no rear seat data for se years. of metropolitan and non-metropolitan use rates. In 1987, re was no combination in rates for front and rear seat occupants. When MUL went into effect in 1988, difference re was a sharp and substantial increase in front seat use but little change in rear seat use. exception of 1990, direction of change was same for both seat positions and of change was between 1 and 7 points for both groups each year. Between 1988 and degree Year Figure 7. Statewide Belt Use by Occupant Seat Position" occupants increased annually, ranging from less than 1 to more than 7 points, with rate MUL did not apply to rear seat occupants. Between 1987 and 1992, statewide represents only With 8O FRONT SEATS - - REAR SEATS Data not collected after

24 Appendix Table A-9 shows statewide front seat belt use by age. Age-specific data were collected as part of 153 surveys in 1993, 1994, and With exception of 1988, not had a higher rate of safety restraint use each year than did pre-adults and adults, and infants should be remembered that use included both correct and incorrect use. at 89.6 percent. The rate decreased just over 10 points in The large increase in peaking between 1987 and 1988 for or two age groups did not occur for infants, primarily use years could have resulted from a spillover effect of MUL and/or from efforts subsequent special child seat programs funded by DMV in numerous localities around state. of se pre-adults, 1988 use rate was double (2.2 times) that in 1987, an increase of For than 38 points. The 1988 rate was highest during se 6 years. After a 24-point drop more 1989, rate increased in 1990, 1991, and 1992 by a total of nearly 20 points, so that in 1992, in was just under 5 points lower than 1988 peak. These occupants were covered by MUL, it driver is responsible for ensuring y are buckled up. These data show that although and rate improved over that pre-mul, re is room for additional improvement since more than use one-third of se occupants are not belt users. se adults, 1988 use rate was nearly double (1.7 times) that in 1987, an increase For just over 25 points. After a decline of nearly 8 points in 1989, rate increased by a total of of points over next 3 years, so that in 1992 nearly two-thirds of se occupants were buckled 11 These occupants are covered by MUL, and major 1-year rate increase between 1987 up can be attributed to statute. That 1992 use rate was only a little more than 3 and above that in 1988 shows that re is additional room for improvement in belt use points difference between front and rear seat yearly use rates was 27 to 30 points, 1992, a consistent over 6-year survey period. difference Front-Seat Occupants adults had a higher yearly rate (except in 1988) than did pre-adults, although difference in 1992 was too small to be important. Infants There was little real change in use of child safety seats between 1987 and It The use rate increased just over 19 points between 1988 and 1989 and just over 7 points in 1990 and 1991, with rate because y had been covered by child safety seat law since The increase in Pre-Adults Adults habits of adults. 16

25 8 shows trends of statewide from seat safety belt use by age. The difference in Figure yearly use rate for pre-adults and adults varied from 12 points (1991) to no real difference occupants became effective. In 1987, infant use rate was substantially higher than that seat pre-adults and adults. In 1988, difference in rates among three groups was only 8 for and pre-adults had highest rate of use. Over next 3 years, infant use rate was points, 37 points higher each year than pre-adult rate and from 25 (1991) to 31 (1989) approximately higher than adult rate. In 1992, infant use rate was only 14 points higher than that points or two age groups, a function of a 10-point drop in infant use rate and a 12-point for from previous years had shown that metropolitan infant use rate increased Data and sharply when child safety seat law went into effect. These data show that a substantially Year Figure 8. Statewide Front Seat Belt Use by Occupant Age: rends Adults had higher rate each year except in 1988 and The use rates for pre- (1992). and adults increased sharply and substantially in 1988, after MUL applicable to front adults increase in pre-adult rate. second major increase occurred in 1989, second year of MUL. They also show that although MUL was effective in increasing use rates for all three groups, it had a greater on percentage point change for infants than for pre-adults and adults through 1991, impact exception of 1988, first year of law. with INFANT -I- PRE-ADULT ADULT Data not collected after

26 data were not categorized by age in 153 surveys. A greater proportion of infants stated, in rear seats than in front seats, whereas reverse is tree for or two age ride use of child safety seats increased annually. The rate in 1991 (96.4 percent) was 1991, more double (2.4 times) that in 1987, an increase of almost 56 points. Yearly increases ranged than was substantially below that in In previous years, when re were both metropolitan areas non-metropolitan data, metropolitan use rate was nearly same as statewide use and Under this same condition, it is probably correct to assume that if statewide data were rate. for 1993 and 1994, child seat use rate would have been in upper 60s in 1993 and available upper 70s in 1994, considerably different from mid-90s found in 1991 and Even in this statewide scenario played out, se projected use rates are much improved over those if use was lower in rear seats than in front seats, and in 1991 and 1992 it was higher. Infant seat seat occupants had been subject to child safety seat statute since 1983, so it was rear yearly improvements through and 1988, re was little real change in use rates for se pre-adults, Between increase being less than 1 point. The rate dropped 7 points in 1989 and essentially with same in There was an increase of just over 6 points in 1991 and nearly 8 remained in Each year, rate for se occupants was substantially lower than those for points seat occupants, primarily because MUL applied only to occupants of front seats. front 1992 pre-adult use rate (36.0 percent) was highest of this 6-year period, nearly 30 The Rear-Seat Occupants Appendix Table A-10 shows statewide rear seat safety belt use by age. As previously groups. Infants year, safety restraint use by se occupants was substantially higher than that by Each or adults, and pre-adult rate was higher than that for adults. From 1987 through pre-adults from less than 10 points (1989) to nearly 19 points (1991). Although re was a slight decline between 1991 and 1992, most rear seat infants were in a child safety seat in To add perspective to se data, use of child seats in 1993 and 1994 in metropolitan from 1987 and 1988, by approximately 25 to 30 points. From 1987 through 1990, child safety interesting to note large jump in use in 1988 after passage of MUL and continued Pre-Adults percent higher (8 points) than 1987 rate. Even with this improvement, nearly two-thirds of se occupants do not use safety belts. 18

27 period, re was only minimal change in year-to-year Throughout use for se occupants, with yearly change ranging from less than 1 to more than 3 points. rate lowest rate (9.0 percent) was in 1988, and highest (14.3 percent) was in The The rear use rate was substantially lower than front seat rate each year. In 1992 peak use year, seat Under current Virginia law, no 9 shows trends in statewide rear seat belt use by age. Pre-adults had a higher Figure each year than did adults; with difference ranging from 10 (1989) to 22 (1992) points. rate yearly adult use rates were within a relatively narrow 5-point band (9 percent to 14.3 The over 6 years. The yearly pre-adult use rates, although more variable than adult percent) was rate much higher than average and outside this band. The MUL had little or no 1992 spillover effect on adult and pre-adult rear seat occupants. Infant rear seat occupants positive covered by child safety seat law throughout entire period, and ir rate increased were through 1991; drop in 1992 was small (3 points). For entire substantially infant use rate was much higher than for pre-adults and adults, ranging from 12 period, to 68 (1991) points for pre-adults and from 30 (1987) to 83 (1991) points for adults. (1987) se 6 years, use rates by infants were relatively very high and those for pre-adults and During were relatively low. adults Year Figure 9. Statewide Rear Seat Belt Use by Occupant Age: Adults most adult rear seat occupants were not using a safety belt. statute requires se occupants to be buckled up. rends rate, were still within a 7-point band (21.3 percent to 28.4 percent) for first 5 years; only in INFANT PRE-ADULT ADULT Data not collected after

28 is very apparent that after enactment and implementation of child safety seat law in It and MUL in 1988, increase in safety restraint use was substantial and significant or states (e.g., North Carolina and California) have had some success with Although enforcement efforts to increase safety belt use, Virginia must carefully consider wher massive states have also enacted primary enforcement safety belt use statutes (statutes that Or police officers to stop a driver solely for a safety belt violation). Previous research in permit has shown that a secondary enforcement statute applicable to rear seat occupants would Virginia in same overall statewide increase in belt use as would a primary enforcement statute result applicable to front seat occupants. 9 (and in some cases superior to) rates of use in primary enforcement statute states. 1983, effective date of Virginia child safety seat law, percentage of infants Since safety seats was greater than percentage of pre-adults and adults using safety belts. in 1988, effective date of MUL, re was a wide discrepancy in use of safety Since by vehicle occupants. The rates for front seat occupants were much higher than those belts for rear seat occupants each year. After effective date of MUL, use of safety belts by rear seat occupants declined. The use of safety belts was greater in metropolitan areas of state. The use of child safety seats peaked in DISCUSSION this analysis could not factor out individual influences of various public Although and education campaigns, enforcement activities on part of state and information or engineering changes (e.g., air bags and/or passive restraints) to vehicles, data localities, that combined influences of se factors were modest in comparison to changes show elicited by legislation. costs for similar enforcement efforts would result in a cost-efficient payback to state. This is tree because of large difference in current from and rear seat use rates. The belt use data also show that rates of use in Virginia were similar to SUMMARY OF FINDINGS The use of safety belts by pre-adults and adults was highest in 1992, last year se data were collected. 20