Seat Belt Use in States and Territories with Primary and Secondary Laws -- United States, 2006

Problem

Motor-vehicle crashes are a leading cause of death in the United States. In the event of a crash, seat belts are highly effective in preventing serious injury and death.

Methods

Data from the 2006 Behavioral Risk Factor Surveillance System were used to calculate prevalence of seat belt use by state and territory and by type of state seat belt law (primary vs. secondary enforcement).

Results

In 2006, seat belt use among adults ranged from 58.3% to 91.9% in the states and territories. Seat belt use was 86.0% in states and territories with primary enforcement laws and 75.9% in states with secondary enforcement laws.

Discussion

Seat belt use continues to increase in the United States. Primary enforcement laws remain a more effective strategy than secondary enforcement laws in getting motor-vehicle occupants to wear their seat belts.     

And keep on looking: A film to reduce pedestrian crashes among 9 to 12 year olds

A pedestrian safety education film titled And Keep on Looking and aimed at children ages 9 to 12 was evaluated in several cities. The results showed an increase in safe street crossing knowledge among 9- to 12-year-old Connecticut children who viewed the film, and some improvement in safe street crossing behavior among 9- to 12-year-old Seattle, Washington, children. Crash reduction was assessed in a 2-year, citywide field test conducted in Milwaukee. The field test indicated a crash reduction of more than 20% for 9- to 12-year-old children in Milwaukee compared with children in areas surrounding Milwaukee and children in comparison cities.     

Injuries causing death: Their nature,external causes,and associated diseases

This article provides national data on the types of injuries reported on death certificates, the external causes of these injuries, and diseases that are frequently reported with them. Injuries were a factor in 11 % (213,366 deaths) of the deaths to residents of the United States in 1978. Of 11 broad categories of injuries, three (fractures, sprains, strains, and dislocations, intracranial injuries, and adverse effects) were mentioned on almost 50,000 deaths each. There was considerable variation in the distribution of injury types by age, sex, and race. The most notable example was fractures of the lower limb which were mentioned on 29% of the deaths involving an injury to 65 + year olds but no less than 5% of such deaths for all other age groups. For white females, the percentage with a fracture of the lower limb was 23 % compared to 12 % overall. In 25 % of the deaths involving an injury, the immediate cause was a motor vehicle accident. In 51 %, the immediate cause of the injury was a non-motor-vehicle accident. In 73 % of the deaths involving non-motor-vehicle accidents, disease conditions as well as injuries were a factor; and, 69% of the time, the disease condition was actually the underlying cause of the death with the injury being a contributing factor or complication. For example, over 14,000 deaths in 1978 involved a circulatory condition as the underlying cause of death which was complicated by an accidental fracture, sprain, or dislocation. Although diseases more often assumed the role of the underlying cause of death, they were also a nonunderlying cause in 24,000 non-motor-vehicle accident deaths. Over 12,000 of such deaths involved circulatory diseases.     

Secondary analysis of time of day on simulated driving performance

PROBLEM: Age and gender are frequently controlled for in studies of driving performance, but the effects of time of day or circadian cycles on performance are often not considered. Previous research on time of day effects of simulated driving is contradictory and provides little guidance for understanding the impact of these variables on results. METHODS: Using driving simulator data from 79 subjects ages 18 to 65, this paper focuses on the impact of age, gender, and time of day on the simulated driving performance of subjects who self-selected the time of participation. RESULTS: Time of day effects were consistently evident for drivers' speed overall and across different simulated environments. Drivers in the late afternoon period consistently drove significantly slower than drivers in other time periods. Age and gender affected speed such that women and those participants 50 and older tended to drive more slowly. Time of day also had an effect on reaction time and on speed variability measures. Gender did not have significant effects on reaction time or variability measures, but age effects were present. SUMMARY: Taken together, the results suggest that time of day effects should be considered as part of simulated driving performance, and that interactions between time of day and other variables, notably age, should be controlled for as part of future research. IMPACT ON INDUSTRY: Implications of these findings on current efforts for older driver testing are discussed.     

Parsing organizational culture: How the norm for adaptability influences the relationship between culture consensus and financial performance in high‐technology firms

The relationship between organizational culture and financial performance remains elusive even though researchers have studied it for some time. Early research suggested that a strong culture that aligns members' behavior with organizational objectives boosts financial performance. A more recent view is that, because strong cultures promote adherence to routines and behavioral uniformity, they are less effective in dynamic environments. We suggest that the relationship between culture and performance can be reconciled by recognizing that culture encompasses three components: (1) the content of norms (norm content); (2) how widely members agree about norms (culture consensus); and (3) how intensely organizational members hold particular norms (norm intensity). We hypothesize that “strong cultures”—where a high consensus exists among members across a broad set of culture norms—can contribute to better financial performance even in dynamic environments if norm content intensely emphasizes adaptability. We test this hypothesis in a sample of large firms in the high‐technology industry. Firms characterized by higher culture consensus and intensity about adaptability performed better three years later than did those characterized by lower consensus, lower intensity about adaptability, or both. We discuss how parsing culture into content, consensus, and intensity advances theoretical and empirical understanding of the culture–performance relationship. Copyright © 2014 John Wiley & Sons, Ltd.     

Effect on fatality risk of changing from secondary to primary seat belt enforcement

BACKGROUND: Most seat belt use laws originally passed in the United States contained language restricting enforcement to drivers already stopped for some other reason. States that have since removed this secondary enforcement restriction have reported increased seat belt use. The purpose of the present study was to estimate the effect of these law changes on driver fatality rates. METHOD: Trends in passenger vehicle driver death rates per billion miles traveled were compared for 10 states that changed from secondary to primary seat belt enforcement and 14 states that remained with secondary enforcement. RESULTS: After accounting for possible economic effects and other general time trends, the change from secondary to primary enforcement was found to reduce annual passenger vehicle driver death rates by an estimated 7% (95% confidence limits 3.0-10.9). CONCLUSION: The majority of U.S. states still have secondary enforcement laws. If these remaining secondary laws were amended, an estimated 696 deaths per year could be prevented.