Shoulder belts

Automobile engineers have been aware of these problems for a long time. They have made a series of design improvements to lessen the potential problems associated with front-end impact. Smooth switches rather than knobs, recessed hardware, and padded dashboards are examples. These changes, coupled with the use of lap and shoulder belts, which help to immobilize occupants of the car, have decreased the frequency and severity of the impact and lowered the death rate for this type of accident. 

Proper use of lap and shoulder belts is critical to protecting passengers in automobiles seats. A similar level of crash protection is required for individuals who remain in their wheelchairs during transportation. Wheelchairs are flexible, higher than a standard automobile seat, and not fixed to the vehicle. The passenger is restrained using a harness of at least one belt to provide pelvic restraint and two shoulder or torso belts that restrain both shoulders. A head support may also be used to prevent rearward motion of the head during impact or rebound. A three point restraint is the combination of a lap belt and a shoulder belt (e.g., pelvic torso restraint, lap-sash restraint, lap-shoulder restraint). 

Shoulder belt wedge High-adhesive rubber compound in the shoulder region between the belts and casing improves tread wear and durability. 

Since 1998 aU cars sold in the United States have heen required to have driver and passenger air bags. Research by the U.S. Department of Transportation shows that air bags reduce the risk of death in a frontal collision by about 30%. An air bag plus wearing lap and shoulder belts reduces the likelihood of moderate injury in front-end crashes by about 60%. 

Booster seat When child no longer fits in child safety seat but is not big enough for safety belt. Used with an adult lap and shoulder belt. Seat is not attached to the automobile. Should only be used in a seating position where there is a shoulder and lap belt. High-back seats and backless seats are good in most situations. If the back of the automobile seat or headrest is below the ears of the child, use a high-back booster. 

Crash data also reflect the very low use rates of booster seats. Durbin et al. (2005), analyzed restraint use by children in over 11,000 crashes in 15 U.S. states. They found that while over 80 percent of the 9-15 years old children used lap and shoulder belts, and 90 percent of the children under 4 years old were restrained in child safety seats, only 24 percent of the 4-8 years old children were using booster seats. 

Figure 10-7, The risk of injury without restraints, with inappropriate restraints, and with appropriate restraints. Inappropriate restraints were belts for 4-8 years old children and lap belt only or shoulder belt only for 9-15 years old children (from Durbin et al., 2005, with permission of the American Academy of Pediatrics).

This is one reason to get in the habit of practicing the safe way of doing something, regardless of the situation. Then your safe behavior is put into automatic mode, and a capture error can actually be to your advantage. This happens when you reach for the shoulder belt in the back seat of a vehicle because of your habitual buckle-up behavior as a... 

For example, I never get in my vehicle believing a crash will happen to me, so my rationale for buckling my combination lap and shoulder belt is to set the right example for others, whether they are in the car with me or not. Understanding the powerful influence of observational learning, we should feel obligated to set the safe example whenever someone could see us. 

I do not believe anyone has systematically evaluated whether the Saturn activator for lapbelt use is more effective than the standard system. There is plenty of evidence, however, that the lap belt offers optimal protection from vehicle ejection and fatalities (Evans, 1991). Moreover, field observations have revealed a decrease in lap-belt use in vehicles with automatic shoulder belts (Williams et al., 1989). If any safety-belt reminder system can increase the use of vehicle lap belts, it will be the Saturn activator because it is based on theory and procedures developed from behavioral science research. 

Restraints do not invite use. For almost two decades, I have been urging transportation and safety professionals to stop using the terms "occupant restraints" and "child restraints" for vehicle safety belts and child safety seats. These terms imply discomfort and lack of personal control and fail to convey these devices true function. "Seat belt" is better than "occupant restraint," but this popular term is not really adequate because it does not describe the function or appearance of today s lap-and-shoulder belts. We need to get into the habit of saying "safety belt" and "child safety device."... 

A pilot study of shoulder belt usage is nearly unique because it isolates a benefit change. A survey of belt use was done on a trip from Baltimore to Pittsburgh on Labor Day 1981. During the trip a severe thunderstorm was encountered, which raised the perceived risk of accidental mjury. Of the 125 drivers observed only 13 percent wore belts before the storm, but after the storm use more than doubled. 

The first independent attempt to estimate conventionally the benefits and costs of mandatory passive restraints was made by Richard Amould and Henry Grabowski. For the reduction in fatalities and injuries in crashes they use two sets of estimates. One set is based on a 1981 field team study of rural traffic accidents which shows, for example that fatalities are reduced by 34 percent by air bags and lap belts together, 32 percent by lap and shoulder belts together, 28 percent by passive belts, and 25 percent by air bags alone. The field study estimates are only appronmately one half of the NHTSA lab study estimates which is the other set. Arnould and Grabowski assume that 60 to 70 percent of occupants with passive belts would use them and that 0 to 20 percent of occupants with air bags would also use lap belts. Occupant protection is assumed to have no affect on chances of accidents. The 1 5 distribution of traffic accident injuries and the estimates of restraint effectiveness in crashes are used to calculate the fatalities and injuries prevented. 

Lap and shoulder belts reduce fatalities by32%-64%, Use of lap belts with air bags would be 0- 20%... 

---