Even though the effectiveness of seat belts is widely known and accepted, seat belt use remains low in the United States. According to a 2012 study, the U.S. has a seventy-five percent belt use rate while Canada, Australia, and other European countries boast a ninety to ninety-five percent belt use rate (Dissanayake & Parikh, 2012). Furthermore, seat belt use rates vary from state to state reflecting differences in seat belt laws, public attitude, enforcement practices, legal provisions, and education programs. With hopes of determining the disconnection between drivers and seatbelt usage, road-user surveys have been conducted by many organizations to collect data and answer questions. One study in particular targeted the human factor-related issues that keep an individual from buckling
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During the 1970s and 1980s, NHTSA introduced technological approaches with passive restraints, warning systems, ignition interlocks, and airbags. Each of these have their own pros and cons as well as their own history of developments and advancements. In general, for seat belt technology to be effective it must be intrusive enough to cause motorist to act, but not so intrusive that it is not tolerated. (Howell et al., 2003). For example, ignition interlock systems which prohibited an unbelted driver to shift the car into gear and annoying warning systems which were loud and lengthy are products of the past that have been replaced by more gentle reminders. Once the passive restraint requirement was mandated by NHTSA in the mid-1980s, the initial reaction of the industry was to develop passive seat belt systems that automatically restrained the occupant. However, the physical structure of the seat evolved from a lap belt only, shoulder sash only, separate lap and shoulder belts, motorized shoulder belts and eventually our current three-point belt
During the 1970s and 1980s, NHTSA introduced technological approaches with passive restraints, warning systems, ignition interlocks, and airbags. Each of these have their own pros and cons as well as their own history of developments and advancements. In general, for seat belt technology to be effective it must be intrusive enough to cause motorist to act, but not so intrusive that it is not tolerated. (Howell et al., 2003). For example, ignition interlock systems which prohibited an unbelted driver to shift the car into gear and annoying warning systems which were loud and lengthy are products of the past that have been replaced by more gentle reminders. Once the passive restraint requirement was mandated by NHTSA in the mid-1980s, the initial reaction of the industry was to develop passive seat belt systems that automatically restrained the occupant. However, the physical structure of the seat evolved from a lap belt only, shoulder sash only, separate lap and shoulder belts, motorized shoulder belts and eventually our current three-point belt