the truth about seat belts

Transcription

THE TRUTH ABOUT SEAT BELTS
The present report shows, with more than 150 pages of documentation, much of
it taken from NHTSA's own files, that not only do seatbelts not save lives but that
wearing a seatbelt increases the chance of being killed or severely injured in an
automobile accident.
An anaysis of the FARS data for 2001 shows that 54% of automobile occupants
killed in head-on collisions were wearing seatbelts at the time.
(ftp://ftp.nhtsa.dot.gov/FARS/) No evidence is presented to indicate that if the the
remainder had been wearing seatbelts they would not also have been killed. Nor has the
government presented any evidence that seatbelts save lives in any other type of
collision. To force 200,000,000 people to wear seatbelts at a cost of a billion dollars a
year without credible evidence would be a serious enough matter. But to show that there
is no evidence that seatbelts save lives does not, in itself, prove that they are dangerous.
In order to do this, we have to look at both the physical and statistical evidence.
a)The physical evidence. The original justification put forward by seatbelt
proponents was that seatbelts would save lives in head-on collisions by preventing
occupants from being "thrown through the windshield". According to the FARS data base
for 2001, out of a total of 36,281 vehicle occupants killed that year in traffic accidents,
144 were killed by being "ejected through the windshield". The total number "ejected
through the windshield" is given as 182. If we include "partial ejections", the total killed
is given as 205. Even in this small percentage of cases, there is no evidence that wearing a
seatbelt would have saved these people, due to the injuries caused by the seatbelt itself
(see below). If we look at all head-on collisions, we find that, according to NHTSA's own
figures (table 32, p9), head-on collisions account for only 1.8% of all collisions and only
13.7% of fatal collisions. An inspection of available accident reports indicates that most
of those killed in head-on collisions are killed as a result of being crushed, not as a result
of being thrown through the windshield (p26, case 10.122; p27, case 10.174; p35, case
10.41; p40, case 10.20;) An analysis of FARS data, combined with photographs and
accident reports, indicates that approximately 83% of those killed in head-on collisions
were killed as a result of being crushed. Moreover, there are many recorded cases of
head-on collisions where those wearing a seatbelt were killed while those not wearing a
seatbelt survived (p26, case 10.122; p.35, case10.41; p.38, cases IA-6 and WI2; p39,
cases 10.286 and 10.15.1; p40, case 10.20; p.47, 5th case; p.43, 8th case; p44, 13th case).
In addition, there are numerous recorded cases of occupants being killed by internal
injuries caused by the seatbelt or killed by fire, or drowning, after a crash as a result of
not being able to open their seatbelts.(pp 25-49). Nor does this figure take into account
the decreased mobility caused by the seatbelt which makes it harder for a driver to avoid a
collision in the first place. These examples do not represent exceptional or unusual cases.
One of the principal fallacies of the seatbelt advocates is their failure to
understand Newton's Second Law of Motion. Newton's Law states that the force is
equal to the mass times the rate of change of the velocity in the direction of the rate of
change. A person weighing 150 pounds and wearing a seatbelt, for example, coming to
a stop in one second from 44 miles per hour, would experience a force of 300 pounds
from the seatbelt. If the person came to a stop from 30 miles per hour in one foot, as
shown in the NHTSA dummy tests, the force of the seatbelt on the person would be
4,509 pounds for .045 seconds, the time it takes for the person to stop.
A 4,000 pound vehicle coming to a stop in one second from a speed of 44 mph
would exert, and experience, a force of 8,000 pounds. If the vehicle came to a stop in one
foot, the force on the vehicle would be 258,133 pounds for .031 seconds. The effect
on most cars is like stomping on an empty tin can. We know from a study of actual
accidents that when the impact speed is 45 miles per hour or higher, the dashboard in
most cars is driven all the way back to the back of the front seat, crushing the front seat
occupants to death. A study of the FARS data indicates that the average fatal head-on
collision takes place at 55 miles per hour. In the case of persons being killed by being
"ejected through the windshield", the average speed for 2001 was 66 miles per hour.
When their first rationale for seatbelts was questioned, seatbelt proponents then
asserted that seatbelts would save lives in a roll-over accident. But it is a fact that this
assertion is false because in roll-over accidents occupants are killed by being crushed
when the roof caves in, and this is true in almost all standard production automobiles and
light pickup trucks. (p25, case 10.155; p28, cases 10.179 and 10.219; p36, case 10.97).
The only hope of survival an occupant has in such a case is to either duck down, jump
out, or be "ejected" (see below), all of which are made more difficult by wearing a
seatbelt. It is obvious, therefore, that in the case of rollover accidents, wearing a seatbelt
increases the chance of being killed. An analysis of the FARS data, combined with
photographs and accident reports, shows that, in fatal roll-over accidents, almost 100%
of all vehicles involved are severely crushed.
Seatbelt proponents then asserted that seatbelts would save lives by preventing
occupants from being "ejected" in a crash. We have already seen how, in the case of headon collisions, such claims are highly questionable. For a person to be "ejected" from a
motor vehicle requires an opening for the person to be "ejected" through. An analysis of
the force vectors involved in various types of collisions indicates that it is highly unlikely
that a person would be "ejected" though a side or rear window, making such claims
highly questionable. That leaves only cases of "ejection" through open doors or roofs,
which, according to the government's own data, are quite rare. Moreover, the
preponderence of the evidence is that a person prevented from being "ejected" by a
seatbelt in such cases would be as likely, or even more likely, to be killed. For a person to
be "ejected" from a motor vehicle by a collision requires a crash of tremendous force. In
crashes of such intensity the vehicle is likely to be badly crushed or even torn apart, as we
know from actual accident reports (pp 25-49). If a person is wearing a seatbelt in such a
crash, the force exerted by the seatbelt on the body is likely to result in severe injury or
death, even if the person is not crushed by the vehicle. Verified cases of "ejection" are
actually quite rare (see
p. 7). NHTSA now coined the term "partial ejection". But the term "partial ejection" is an
oxymoron. If a person is still partially in the vehicle he has not been "ejected".
Nevertheless, as we see in table 72, p24, NHTSA now began to lump "partial ejections"
and "total ejections" together under "ejections". By this definition, a person who's hand is
sticking out the car window has been "ejected". (Notice that it does not say that the
people were killed as a result of the "ejection") According to NHTSA document Inf GR/
DL/3/2 (p66) the number of people killed each year by "ejections" through door openings
in non roll-over accidents constitute only about 2.5% of fatalities. (Even this is doubtful.
See note (2), p. 7).As we have seen in the previous paragraph, in a rollover accident a
person's chances of survival would be improved by being "ejected". Moreover, some
people are saved as a result of "ejections" in other types of accidents (p26, case10.112;
p27, case10.174; p35, case 10.34; p38, case WI-2) while many others are killed as a result
of being trapped in the car by the seatbelt or by internal injuries caused by the seatbelt
(pp25-49). So there is no evidence that seatbelts constitute a net benefit by preventing
"ejections".
Finally, and most recently, seatbelt proponents have put forward the argument that
seatbelts would save lives because they would "better enable the driver to control the
vehicle". In fact, the opposite is true. Seatbelts restrict the driver's mobility in an
emergency and thus make it more difficult for him to avoid an injury accident.
In any analysis of the effects of wearing a seatbelt in a crash, the following
factors must be considered. We may summarize the effects under 5 headings:
1. Effect of being trapped in the car after a crash as a result of not being able to open the
seatbelt. Numerous persons have been burned to death or drowned by this effect. (pp2549). This is not primarily the result of defective seatbelts. It frequently happens as a result
of a crash that and occupant cannot open his seatbelt because a)he is pinned in the wreck
and cannot reach the buckle, b)his arms, hands or wrists are broken c)the car and/or the
occupant is on fire and the buckle is too hot to touch or d)the buckle itself has been
damaged or twisted in such a way that it cannot be opened.
2. Fatal injuries caused by the belt in a crash, including broken spleens, burst intestines,
broken necks, slit throats, decapitation, crushed chest, crushed pelvis and broken spine.
(cases 10.140, 10.154, p25; cases 10.169(1) and 10.169(2), p27; cases 8(2) and 9, p32;
case 10.99, p36; cases 10.286 and 10.15.1, p39; p46, 3 cases; p49, 3 cases; p43, 2 cases;
p44, 4 cases; p45, 1 case; p46, 4 cases).
3. In roll-over accidents, a seatbelt assembly makes it more difficult tp avoid being
crushed as the roof caves in. In side impact collisions, which consitute 33% of all
passenger car fatalities (Table 71, p.17 ) (p26, case 10.108, p35, case 10.68, p.38, NJ2)
the occupant is prevented from sliding, or being pushed away from the impact thus
greatly increasing his injuries and his chance of being killed. It also frequently happens
that one side of the vehicle is crushed more than the other. The seatbelt prevents the
occupant from taking evasive action. The same is true for objects coming through the
windows or windshield (p39, case 5-12-77). The severe crush rate for fatal side impact
collisions is almost 100%.
4. Decreased driver mobility. A seatbelt restricts a driver's mobility in an emergency,
making an injury accident more likely. This is consistent with the statistical evidence
which shows that a higher percentage of belted drivers are involved in injury accident
than unbelted ones. (See also section VIII, page 6).
5. In rear-end collisions the whiplash effect caused as a result of wearing a seatbelt has
been well documented (p104) and can cause severe, although not necessarily fatal, neck
injuries. But there are documented cases of people being killed by seatbelts even in rearend collisions (p36, case 10.79, p46, last case).
The physical evidence shows that wearing a seatbelt does much harm and
little good. There is, of course, no proof that seatbelts save any lives at all. The
preponderence of the physical evidence is that wearing a seatbelt increases the danger
of being killed or severely injured in a motor vehicle accident.
b) The statistical evidence. A study made by Adams, (p69), comparing fatality rates for
european states with and without seatbelt laws, both before and after such laws were
introduced, shows that these laws had an adverse effect on fatality rates in europe. A
similar study which we have made of the corresponding data in the United States of
America, (pp70-103), indicates that the introduction of seatbelt laws and, hence, the
increased use of seatbelts, had no discernable effect on the fatality rates in the United
States, based on NHTSA's own data. The raw data actually shows a slight increase, on
average, but this increase is within the margin of error of the data. In the United States,
fatality rates are based on estimates of total vehicle miles driven which are not known
precisely. Likewise, if we look at the effect of the passage of seatbelt laws in individual
states (pp70-103) we find that some states experienced a slight increase in fatality rates
following the passage of the law, while other experienced a slight decrease. Again, these
results are within the margin of error of the data. Thus, while the American data does not
prove that there was an increase in fatality rates following the passage of seatbelt laws,
neither does it show decrease. A study by Levine and Basilevsky, (pp104-105), based on
the Canadian data, showed a substantial increase in fatalities after passage of seatbelt
laws in Canada. This study was based on a smaller sample than the two studies mentioned
above but is significant because the authors had full access to police and hospital records
in the province of Manitoba over a seven year period during which the seatbelt laws were
passed in Canada. The study showed that almost the entire increase in fatalities was
among drivers wearing seatbelts.
On May 21, 2003, Mr. Jeffrey Runge, the NHTSA Administrator, testifying under
oath before the Subcommittee on Highways, Transit and Pipelines of the United States
House of Representatives, made the statements given in quotation marks below. He
repeated most of these statements in testimony given before the Subcommittee on Surface
Transportation and Merchant Marine of the United States Senate on May 22, 2003. He
again repeated most of these statements, with minor variations, in testimony before the
same sub-committee on April 5, 2005. Because these statements have often been cited as
justification for forcing people to wear seatbelts, we must examine them carefully. Let us
take them one at a time:
I. "Wearing safety belts is the number one offensive and defensive step all individuals can
take to save lives." The above evidence shows that seatbelts save few, if any, lives and
that wearing a seatbelt has numerous adverse effects. Furthermore, NHTSA data states
that 63% of those involved in fatal crashes were driving in an unsafe manner. (p16, table
65).The "number one step that all drivers can take", therefore, is not to wear seatbelts but
to drive safely.
II. "Buckling belts is not a complex vaccine, doesn't have unwanted side effects and
doesn't cost any money". In fact, equipping all automobiles and light trucks with seatbelts
adds more than a billion dollars a year to the cost of the cars and light trucks sold in this
country. As the published and eye witness accounts which we have submitted show,
seatbelts have killed hundreds and, beyond a reasonable doubt, thousands of people. One
cannot, therefore, maintain that they have "no unwanted side effects".
III. "It is simple, it works, and it's life saving". While we have presented over a hundred
cases of people being killed by seatbelts, NHTSA has not presented a single verified case
of a person's life being saved by a seatbelt in an automobile accident. Moreover, the
statistical data which we have presented shows that the wearing of seatbelts has no
discernable effect on fatality rates in the U.S. and an adverse effect in europe. The
statement that (buckling seatbelts) is "life saving" is, therefore, not supported by the
evidence.
IV."Safety belt use cuts the risk of death in a severe crash in half." This statement is
demonstrably false. In head-on collisions approximately 83% of those killed were killed
by being crushed, according to NHTSA's own data. Many of those wearing seatbelts are
killed while many of those who are not wearing seatbelts survive. There is no evidence
that seatbelts reduce the risk of death even in a head on collision. In all other types of
collisions, seatbelts have either no effect or increase the risk of death or severe injury.
According to NHTSA, at least 43% of those killed in automobile accidents were wearing
seatbelts at the time. In some states, the total is as high as 65%. There is no evidence that
if the rest had been wearing seatbelts they would not also have been killed. Furthermore,
the statistical data shows that increased seatbelt use had no effect on the fatality rates in
the United States and an adverse effect in europe. This is not surprising because the
available evidence indicates that approximately 90% of all automobile accident victims
are killed by being crushed.
V. "Most passenger vehicle occupants killed in motor vehicle crashes continue to be
totally unrestrained." This statement is presumably based on the data in table 88 (p12)
which states that of those killed in passenger car crashes in 2001, 42.8% were wearing
seatbelts. It also states, however, that in 8.6% of cases, seatbelt use was "unknown".
When we limit ourselves to those cases in which seatbelt use was actually claimed to be
known, the percentage use immediately goes up to 47%. Attention is called to the
footnote which states that police reports may be biased in favor of seatbelts. Table 83
(p21) states that 64% (not 57.7% as stated in column 2) of "drivers in fatal crashes" were
wearing seatbelts, among those where seatbelt use was known. (68% of fatal accident
victims are drivers (Table 86, p.11)). For 9.7% it is stated to be unknown. It also repeats
the caveat that police reports are not to be trusted where seatbelts are concerned. The
obvious implication of the statement is that if more were wearing seatbelts more would
be saved. But the preponderence of the evidence shows that this is not true. In short, the
statement is both questionable and misleading. (See also paragraph VIII below).
VI. "If safety belt use were to increase from the national average of 75% to 90% - an
achievable goal - nearly 4,000 lives would be saved each year". A saving of 4,000 lives a
year for a 15% increase in seatbelt use implies a saving of 26,680 lives a year in going
from 0% to 100%, or a saving of 20,000 lives a year in going from 0% to 75%, the
present NHTSA estimate of seatbelt use. But, as NHTSA's own data shows, not only did
the introduction of seatbelt laws in states in this country not lead to a dramatic decline in
their fatality rate relative to those states which had no such laws, it made no statistically
discernable difference at all. Nor was there a statistically discernable difference between
those states which had primary laws and those states which had secondary laws. (pp. 67,
68). In view of the fact that going from 0% to 75% made no discernable difference, The
claim that going from 75% to 90% would save 4,000 lives a year not only has no basis in
fact but is contradicted by both the the physical and the statistical evidence.
VII. "For every one percentage point increase in safety belt use - that is, 2.8 million
people "buckling up" - we would save hundreds of lives, suffer significantly fewer
injuries and reduce economic costs by hundreds of millions of dollars a year". Mr.
Runge did not state how he arrived at these conclusions but let us take them one at a
time:
(a)"hundreds of lives would be saved". As we have already seen, both the physical and
the statistical evidence indicate that increased seatbelt use has either no effect or a
negative effect on fatality rates. So the statement is contradicted by the evidence.
(b) "suffer significantly fewer injuries". The references on pp 106-146, as well as the
previous discussion and the cases we have cited, (pp25-49), show, however, that
seatbelts cause numerous, severe and even fatal injuries, while there is no evidence of
any offsetting benefit. As is pointed out in the discussion below, the second part of table
86 indicates that 88% of those injured were wearing seatbelts at the time, as opposed to
an overall seatbelt use rate of 75% for the same year (2001). This is consistent with the
physical evidence. Assuming there are 200,000,000 passenger car riders in the country, a
seatbelt use rate of 75% implies 150,000,000 are using seatbelts and 50,000,000 are not.
In table 86, the number of unbelted drivers injured in 2001 is given as 201,000, for a
ratio of .00402. Had the number of belted drivers been injured at the same rate, the
number of belted drivers injured would have been 150,000,000 x .00402 = 603,000. In
fact, the total number of belted drivers injured is given by NHTSA as 1,570,000, an
increase of 967,000. This number is the same regardless of the total number of passenger
car occupants assumed. (603,000,000 is to 201,000 as 75 is to 25). (c)"reduce economic
costs by hundreds of millions of dollars". In order for this to be true, seatbelts would
have to reduce the number of accidents and/or make the existing accidents less severe.
But, as we have already pointed out, a seatbelt reduces a driver's mobility in an
emergency making an accident more likely. Moreover, the statistical evidence shows that
seatbelts do not decrease the fatality rate, and, as shown in the previous paragraph, they
increase the injury rate. Thus, seatbelts increase, not decrease, the total cost of accidents.
And this does not include the extra billion dollars a year the American people must pay
for cars as a result of the seatbelt laws. It must be concluded, therefore, that seatbelts do
not "reduce the economic costs by hundreds of millions of dollars".
Seatbelt advocates have used the data on table 86, p.11, to argue that because the
table shows that, among automobile occupants killed in traffic accidents, 42.8% were
wearing seatbelts at the time, this proves that seatbelts save lives because 42.8% is lower
than 75% which NHTSA claims was the percentage of all automobile occupants using
seatbelts in 2001. This is a specious argument at best. One could just as easily argue that
if 42.8% were wearing seatbelts but were killed anyway, the virtues of seatbelts are
questionable. The crux of the matter is that no cause and effect relationship is shown. Our
analysis of the physical and statistical evidence shows that wearing a seatbelt cannot be
the cause of the difference. If these numbers are correct, we would have to look elsewhere
for the cause. It could be, for example, that that tiny percentage subgroup of truly reckless drivers,
the kind who get themselves and other people killed, are less prone to wear seatbelts than most. The
total number of drivers involved in fatal collisions in 2001 was only 0.00018 of the total number of
drivers and of those, 63% were driving recklessly and 68% of those killed in fatal accidents were
drivers (op. cit. above). When we look carefully at table 86, we find that 8.6% of cases are listed as
"unknown". Thus, if we accept their data and consider only those cases in which restraint use is
known, the percent of those killed wearing seatbelts immediately goes up to 47%. When we look at
the second part of table 86, "Passenger car occupants injured", we find that fully 88% of those
injured were wearing seatbelts at the time, among those where seatbelt use was known. This is
considerably higher than the 75% seatbelt use that NHTSA claimed for 2001. Note that the number
who are injured is almost 100 times as great as those who are killed. Here, however, the data is
consistent with the physical evidence. Now NHTSA added a note at the bottom of table 86 which
says, "Restraint use is determined by police and may be overreported (sic) for survivors". No similar
caveat is given for the first part of the table regarding reported restraint use for occupants who were
killed. Since NHTSA has questioned the credibility of their own reports, it seems that police, having
been trained to repeat the false mantra "seatbelts save lives", would be more likely to understate the
number of killed wearing seatbelts than to overstate the number injured wearing seatbelts.
(1) FARS stands for Fatal Accident Reporting system and is a record, compiled and maintained by
the federal government, which contains (according to the compilers) detailed information on every
fatal accident which has taken place in this country since 1975. FARS is available on line from:
ftp://ftp.nhtsa.dot.gov/FARS/ To analyse this data, however, requires first of all an SAS reader to
display the data. Secondly, all the data is in code so that one must learn the code (which is also
available on line). Finally, one must have some familiarity with statistical analysis. A head-on
collision is defined as a collision between two vehicles moving in opposite directions along the same
axis. A front-end collision, on the other hand, may take place at any angle and may be a collision
with fixed objects, pedestrians, or bicyclists. The crush rate for fatal front-end collisions for 2002
was 91%; that is, the percent of vehicles involved which were severely crushed, and 91% of vehicle
occupants who were killed in front end collisions were killed in vehicles which were severely
crushed, according to FARS data. After 2001, FARS stopped listing head-on collisions as a separate
category, lumping them instead with front-end collisions. (Instructions for filling out the FARS
forms, 2002 FARS C&V Manual, p. A18 of the manual).
(2) When we read the instructions to police officers and emergency personnel for filling out the
FARS data forms, we learn that all persons who fell off the bed of a pickup truck or fell off a snowmobile or a three-wheel or four-wheel ATV or from a go-cart (!) are to be listed as having been
"ejected". (2002 FARS C&V Manual, p. 447 of the manual). Moreover, there is no evidence to prove
that all the persons who are listed as having been "ejected" actually were. When we look at the data
to find out how all these people came to be "ejected", we see a category entitled "ejection path" with
such sub-categories as "through the door", "through the window" and so on. When we look at the
actual data we find that most of these data points are coded as "9" which is the FARS code in this
category for "unknown". In other words, all they really know in most cases is that the victims was
outside the vehicle when they arrived on the scene. How he got there, they have no idea. He might
have jumped clear, he might have crawled out of the vehicle after the accident and expired on the
sidewalk, he might have been pulled from the wreck by passers-by. Yet all these people are listed as
having been "ejected".
2001 National Statistics
Police-Reported Motor Vehicle Traffic Crashes
Fatal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Injury . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Property Damage Only. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
37,795
2,003,000
4,282,000
6,323,000
Traffic Crash Victims
Occupants
Drivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Unknown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Killed
Injured
25,840
10,441
105
1,989,000
913,000
—
Nonmotorists
Pedestrians . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pedalcyclists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Other/Unknown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4,882
728
120
42,116
78,000
45,000
8,000
3,033,000
Other National Statistics
Vehicle Miles Traveled . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Resident Population . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Registered Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Licensed Drivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2,781,462,000,000
284,796,887
221,230,148
191,275,719
Economic Cost of Traffic Crashes (2000)
(estimate for reported and unreported crashes). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
$230.6 billion
National Rates: Fatalities
Fatalities per 100 Million Vehicle Miles Traveled . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fatalities per 100,000 Population. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fatalities per 100,000 Registered Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fatalities per 100,000 Licensed Drivers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.51
14.79
19.04
22.02
National Rates: Injured Persons
Injured Persons per 100 Million Vehicle Miles Traveled . . . . . . . . . . . . . . . . . . . . . . . . .
Injured Persons per 100,000 Population . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Injured Persons per 100,000 Registered Vehicles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Injured Persons per 100,000 Licensed Drivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
109
1,065
1,371
1,585
Sources: Crashes, Fatalities, Injuries, and Costs—National Highway Traffic Safety Administration.
Population—U.S. Bureau of the Census.
Vehicle Miles Traveled—Federal Highway Administration.
Registered Vehicles—R.L. Polk & Co. and Federal Highway Administration.
Cover Photo—Photographer: Detective James D. Bean, Fairfax County Police Department, Accident Reconstruction
Section.
Traffic Safety Facts 2001
Table 32
Crashes by First Harmful Event, Manner of Collision, and Crash Severity
Crash Severity
Fatal
First Harmful Event
Property Damage
Only
Injury
Number
Percent
Angle
7,434
19.7
Rear End
1,963
662
Number
Total
Percent
Number
Percent
Number
Percent
669,000
33.4
1,257,000
29.3
1,933,000
30.6
5.2
600,000
30.0
1,278,000
29.8
1,880,000
29.7
1.8
65,000
3.2
357,000
8.3
423,000
6.7
5,174
13.7
62,000
3.1
47,000
1.1
113,000
1.8
57
0.2
*
*
2,000
0.1
3,000
*
15,290
40.5
1,395,000
69.7
2,941,000
68.7
4,352,000
68.8
Pole/Post
1,918
5.1
65,000
3.3
129,000
3.0
197,000
3.1
Culvert/Curb/Ditch
2,254
6.0
73,000
3.6
133,000
3.1
208,000
3.3
Shrubbery/Tree
3,088
8.2
58,000
2.9
75,000
1.8
136,000
2.2
Collision with Motor
Vehicle in Transport:
Sideswipe
Head On
Other/Unknown
Subtotal
Collision with
Fixed Object:
Guard Rail
1,143
3.0
34,000
1.7
64,000
1.5
99,000
1.6
Embankment
1,229
3.3
34,000
1.7
30,000
0.7
66,000
1.0
365
1.0
7,000
0.3
8,000
0.2
15,000
0.2
1,671
4.4
66,000
3.3
147,000
3.4
215,000
3.4
11,668
30.9
337,000
16.8
587,000
13.7
936,000
14.8
Parked Motor Vehicle
433
1.1
33,000
1.6
323,000
7.5
356,000
5.6
Animal
165
0.4
19,000
0.9
273,000
6.4
292,000
4.6
4,528
12.0
70,000
3.5
1,000
*
76,000
1.2
Pedalcyclist
729
1.9
44,000
2.2
5,000
0.1
50,000
0.8
Train
261
0.7
1,000
*
*
*
1,000
*
Other/Unknown
254
0.7
10,000
0.5
46,000
1.1
56,000
0.9
6,370
16.9
177,000
8.8
648,000
15.1
831,000
13.1
Bridge
Other/Unknown
Subtotal
Collision with
Object Not Fixed:
Pedestrian
Subtotal
Noncollision:
Rollover
Other/Unknown
Subtotal
Total
3,964
10.5
82,000
4.1
52,000
1.2
2.2
478
1.3
12,000
0.6
54,000
1.3
66,000
1.0
4,442
11.8
94,000
4.7
105,000
2.5
204,000
3.2
**37,795
100.0
2,003,000
100.0
4,282,000
100.0
6,323,000
100.0
*Less than 500 or less than 0.05 percent.
**Includes 25 fatal crashes with an unknown first harmful event.
54
138,000
2001 Motor Vehicle Crash Data from FARS and GES
Table 34
Crashes and Percent Alcohol Related by Time of Day, Crash Type, and Crash Severity
Crash Type
Single Vehicle
Time of Day
Number
Alcohol
Related
Total
Multiple Vehicle
Percent
Alcohol
Related
Number
Alcohol
Related
Percent
Alcohol
Related
Number
Alcohol
Related
Percent
Alcohol
Related
Fatal Crashes*
Midnight to 3 am
3,570
2,823
79
1,152
887
77
4,722
3,710
79
3 am to 6 am
2,138
1,451
68
748
447
60
2,886
1,897
66
6 am to 9 am
1,864
434
23
1,852
262
14
3,716
696
19
9 am to Noon
1,599
219
14
2,194
221
10
3,793
440
12
Noon to 3 pm
2,085
435
21
2,908
380
13
4,993
815
16
3 pm to 6 pm
2,861
908
32
3,396
756
22
6,257
1,664
27
6 pm to 9 pm
3,500
1,840
53
2,312
963
42
5,812
2,803
48
9 pm to Midnight
3,576
2,326
65
1,745
1,034
59
5,321
3,360
63
Unknown
Total
284
198
70
11
2
22
295
201
68
21,477
10,634
50
16,318
4,952
30
37,795
15,585
41
Injury Crashes**
Midnight to 3 am
63,000
25,000
39
34,000
13,000
38
97,000
38,000
39
3 am to 6 am
45,000
12,000
27
23,000
5,000
20
67,000
17,000
25
6 am to 9 am
71,000
6,000
8
175,000
4,000
2
247,000
10,000
4
9 am to Noon
61,000
3,000
5
198,000
4,000
2
260,000
7,000
3
Noon to 3 pm
79,000
4,000
6
300,000
9,000
3
378,000
13,000
3
3 pm to 6 pm
105,000
11,000
10
387,000
15,000
4
492,000
25,000
5
6 pm to 9 pm
89,000
16,000
18
200,000
20,000
10
289,000
36,000
13
9 pm to Midnight
Total
75,000
21,000
28
97,000
17,000
17
172,000
38,000
22
589,000
98,000
17
1,414,000
87,000
6
2,003,000
185,000
9
Property-Damage-Only Crashes**
Midnight to 3 am
144,000
36,000
25
56,000
12,000
22
200,000
48,000
24
3 am to 6 am
99,000
15,000
15
35,000
5,000
16
133,000
20,000
15
6 am to 9 am
154,000
7,000
4
389,000
6,000
2
543,000
13,000
2
9 am to Noon
144,000
6,000
4
443,000
6,000
1
587,000
12,000
2
Noon to 3 pm
152,000
8,000
5
651,000
12,000
2
803,000
20,000
2
3 pm to 6 pm
196,000
11,000
6
859,000
23,000
3
1,055,000
34,000
3
6 pm to 9 pm
218,000
16,000
7
393,000
24,000
6
610,000
40,000
7
9 pm to Midnight
Total
191,000
30,000
16
160,000
19,000
12
351,000
50,000
14
1,297,000
129,000
10
2,985,000
108,000
4
4,282,000
238,000
6
*Blood alcohol concentration (BAC) of 0.01 grams per deciliter (g/dl) or greater.
**Police-reported alcohol involvement.
56
Chapter 4 6 People
Table 86
Passenger Car Occupants Killed or Injured, by Seating Position and Restraint Use
Restraint Use
Seating
Position
Used
Number
Not Used
Percent
Number
Total
Unknown
Percent
Number
Percent
Number
Percent
8.2
18,167
100.0
Passenger Car Occupants Killed
Front Seat
8,142
44.8
8,540
47.0
1,485
6,170
44.7
6,496
47.0
1,146
8.3
13,812
100.0
9
19.1
31
66.0
7
14.9
47
100.0
1,962
45.7
2,001
46.6
329
7.7
4,292
100.0
1
6.3
12
75.0
3
18.8
16
100.0
508
27.7
1,142
62.3
182
9.9
1,832
100.0
201
30.3
392
59.1
70
10.6
663
100.0
53
20.7
184
71.9
19
7.4
256
100.0
249
28.7
529
61.0
89
10.3
867
100.0
5
10.9
37
80.4
4
8.7
46
100.0
Other
1
3.0
26
78.8
6
18.2
33
100.0
Unknown
6
3.0
128
63.7
67
33.3
201
100.0
8,657
42.8
9,836
48.6
1,740
8.6
20,233
100.0
Left
Middle
Right
Other/Unknown
Second Seat
Left
Middle
Right
Other/Unknown
Total
Passenger Car Occupants Injured
Front Seat
Left
Middle
Right
Second Seat
1,445,000
82.9
160,000
9.2
137,000
7.9
1,742,000
100.0
1,113,000
83.5
112,000
8.4
109,000
8.2
1,334,000
100.0
4,000
61.1
1,000
21.4
1,000
17.5
6,000
100.0
328,000
81.5
47,000
11.7
27,000
6.8
402,000
100.0
125,000
68.1
41,000
22.3
18,000
9.6
183,000
100.0
Left
50,000
68.3
16,000
21.8
7,000
10.0
74,000
100.0
Middle
14,000
64.0
6,000
26.3
2,000
9.7
22,000
100.0
Right
60,000
69.1
19,000
21.7
8,000
9.3
87,000
100.0
Other
1,000
50.3
*
24.5
*
25.1
2,000
100.0
Total
1,570,000
81.5
201,000
10.4
155,000
8.1
1,927,000
100.0
*Less than 500.
Note: Restraint use is determined by police and may be overreported for survivors.
121
Chapter 4 6 People
Table 88
Passenger Car and Light Truck Occupants Killed and Injured,
by Restraint Use and Type of Restraint
Vehicle Type
Passenger Car
Restraint Use and Type of Restraint
Number
Light Truck
Percent
Number
Percent
5,291
26.2
2,116
18.1
206
1.0
120
1.0
Occupants Killed
Restraint Used
Lap/Shoulder Belt
Lap Belt
Shoulder Belt
235
1.2
8
0.1
Child Safety Seat
128
0.6
50
0.4
Type Unknown
Restraint Used, Airbag Deployed
Safety Belt Used Improperly
Subtotal
353
1.7
116
1.0
2,403
11.9
783
6.7
41
0.2
18
0.2
8,657
42.8
3,211
27.5
No Restraint Used
7,725
38.2
6,553
56.1
No Restraint Used, Airbag Deployed
2,091
10.3
1,072
9.2
Child Safety Seat Used Improperly
Restraint Use Unknown
Total
20
0.1
10
0.1
1,740
8.6
831
7.1
20,233
100.0
11,677
100.0
1,091,000
56.6
499,000
57.9
44,000
2.3
26,000
3.0
Occupants Injured
Restraint Used
Lap/Shoulder Belt
Lap Belt
Shoulder Belt
14,000
0.7
3,000
0.4
Child Safety Seat
23,000
1.2
13,000
1.5
Type Unknown
115,000
6.0
54,000
6.3
Restraint Used, Airbag Deployed
283,000
14.7
84,000
9.8
1,570,000
81.5
679,000
78.9
175,000
9.1
114,000
13.2
Subtotal
No Restraint Used
No Restraint Used, Airbag Deployed
Total
26,000
1.4
9,000
1.1
155,000
8.1
58,000
6.8
1,927,000
100.0
861,000
100.0
123
Table 126
Key Provisions of Safety Belt Use Laws
State
Effective (1)
Enforcement
Fine
Seats
Vehicles Exempted (2)
AL
07/18/92
Primary
$25
Front
Designed for more than 10 passengers; model year before 1965.
AK
09/12/90
Secondary
$15
All
School bus.
AZ
01/01/91
Secondary
$10
Front
Designed for more than 10 passengers; model year before 1972.
AR
07/15/91
Secondary
$25
Front
School bus, church bus, public bus; model year before 1968.
None.
CA
01/01/86
Primary
$20
All
CO
07/01/87
Secondary (3)
$15
Front (3)
Passenger bus, school bus.
CT
01/01/86
Primary
$37
Front
Truck or bus over 15,000 lbs.
Postal service vehicles.
DE
01/01/92
Secondary
$20
Front
DC
12/12/85
Primary
$50 (4)
All
Seating more than 8 people.
FL
07/01/86
Secondary
$30
Front
School bus, public bus, truck over 5,000 lbs.
GA
09/01/88
Primary
$15
Front
Designed for more than 10 passengers; pickup.
HI
02/16/85
Primary
$20
Front
Bus or school bus over 10,000 lbs.
ID
07/01/86
Secondary
$ 5
Front
Over 8,000 lbs.
IL
07/01/85
Secondary
$25
Front
None.
IN
07/01/87
Primary
$25
Front
Truck, tractor, RV.
IA
07/01/86
Primary
$25
Front
None.
KS
07/01/86
Secondary
$10
Front
Designed for more than 10 people; truck over 12,000 lbs.
KY
07/13/94
Secondary
$25
All
Designed for more than 10 people.
LA
07/01/86
Primary
$25
Front
Designed for more than 10 people; model year before 1981.
ME
12/27/95
Secondary
$60
All
Manufactured without seat belts.
MD
07/01/86
Primary
$25
Front
Historic vehicle.
MA
02/01/94
Secondary
$25
All
Truck over 18,000 lbs.; bus and taxi operators.
MI
07/01/85
Primary
$25
Front
Taxi, bus, school bus.
MN
08/01/86
Secondary
$25
Front
Farm pickup truck.
MS
03/20/90
Secondary
$25
Front
Farm vehicle, bus.
MO
09/28/85
Secondary
$10
Front
Designed for more than 10 people, truck over 12,000 lbs.
MT
10/01/87
Secondary
$20
All
None.
NE
01/01/93
Secondary
$25
Front
Model year before 1973.
NV
07/01/87
Secondary
$25
All
Taxi, bus, school bus.
NH
—
NJ
03/01/85
Primary
$42
Front
None.
NM
01/01/86
Primary
$25 (4)
All
Over 10,000 lbs.
NY
12/01/84
Primary
$50
Front
Bus, school bus, taxi, emergency vehicle.
NC
10/01/85
Primary
$25
Front
ND
07/14/94
Secondary (5)
$20
Front
OH
05/06/86
Secondary
$25
Front
None.
Farm vehicle, truck, truck tractor, RV.
OK
02/01/87
Primary
$20
Front
OR
12/07/90
Primary
$75
All
Newspaper, mail, meter, transit vehicle.
PA
11/23/87
Secondary
$10
Front
Truck over 7,000 lbs.
RI
06/18/91
Secondary
$50
All
None.
SC
07/01/89
Secondary
$10
All
School bus, public bus; vehicle with no belts in rear.
SD
01/01/95
Secondary (5)
$20
Front
Bus, school bus.
TN
04/21/86
Secondary
$10
Front
Over 8,500 lbs.
Designed for more than 10 people, truck over 15,000 lbs.
TX
09/01/85
Primary
$50
Front
UT
04/28/86
Secondary (6)
$45
All
None.
VT
01/01/94
Secondary
$10
All
Bus, taxi.
VA
01/01/88
Secondary
$25
Front
Designed for more than 10 people, taxi.
WA
06/11/86
Secondary
$71
All
WV
09/01/93
Secondary
$25
Front
WI
12/01/87
Secondary
$10
All
Taxi, farm truck.
WY
06/08/89
Secondary
$25 (7)
All
Designed for more than 11 people, bus.
PR
01/19/75
Primary
$50
All
None.
(1)
Effective date of first belt law in the state. Most states exempt vehicles not manufactured with seat belts. (3) Primary enforcement for all positions
if driver is under 17 years. (4) Plus 2 points on license. (5) Primary enforcement for all positions if driver is under 18 years. (6) Primary enforcement for
all positions if driver is under 19 years. (7) Fine for driver is $25; fine for passengers over 12 years is $10.
Total states with safety belt use laws: 49 plus DC and Puerto Rico.
184
(2)
Chapter 4 6 People
Table 84
Passenger Car, Light Truck, and Large Truck Occupants Killed or Injured,
by Age and Restraint Use
Restraint Use
Age
(Years)
Used
Number
Not Used
Percent
Number
Total
Unknown
Percent
Number
Percent
Number
Percent
Occupants Killed
<5
237
47.3
228
45.5
36
7.2
501
100.0
5-9
197
45.6
206
47.7
29
6.7
432
100.0
10-15
259
30.6
515
60.8
73
8.6
847
100.0
16-20
1,687
31.5
3,212
60.0
454
8.5
5,353
100.0
21-24
948
27.4
2,202
63.6
312
9.0
3,462
100.0
25-34
1,527
29.3
3,240
62.1
451
8.6
5,218
100.0
35-44
1,519
30.7
3,042
61.5
383
7.7
4,944
100.0
45-54
1,438
37.5
2,054
53.6
340
8.9
3,832
100.0
55-64
1,165
46.3
1,147
45.6
204
8.1
2,516
100.0
65-74
1,173
52.4
903
40.3
163
7.3
2,239
100.0
>74
1,859
58.1
1,084
33.9
255
8.0
3,198
100.0
Unknown
Total
21
29.2
35
48.6
16
22.2
72
100.0
12,030
36.9
17,868
54.8
2,716
8.3
32,614
100.0
Occupants Injured
<5
49,000
82.6
6,000
10.6
4,000
6.8
59,000
100.0
5-9
60,000
81.9
9,000
12.2
4,000
5.8
74,000
100.0
10-15
87,000
72.7
25,000
20.8
8,000
6.5
120,000
100.0
16-20
373,000
75.5
83,000
16.9
38,000
7.6
494,000
100.0
21-24
235,000
75.9
46,000
14.9
29,000
9.2
309,000
100.0
25-34
426,000
80.0
63,000
11.7
44,000
8.2
532,000
100.0
35-44
392,000
82.5
47,000
10.0
36,000
7.5
476,000
100.0
45-54
298,000
84.9
25,000
7.1
28,000
8.0
351,000
100.0
55-64
160,000
87.0
13,000
6.9
11,000
6.1
184,000
100.0
65-74
106,000
87.8
6,000
5.2
8,000
7.0
121,000
100.0
86,000
88.2
6,000
5.7
6,000
6.1
97,000
100.0
2,272,000
80.7
329,000
11.7
216,000
7.7
2,817,000
100.0
>74
Total
119
Traffic Safety Facts 2002 — Speeding
6
Table 1. Speeding-Related Traffic Fatalities by Road Type and Speed Limit, 2002
Speeding-Related Fatalities by Road Type and Speed Limit
State
AL
AK
AZ
AR
CA
CO
CT
DE
DC
FL
GA
HI
ID
IL
IN
IA
KS
KY
LA
ME
MD
MA
MI
MN
MS
MO
MT
NE
NV
NH
NJ
NM
NY
NC
ND
OH
OK
OR
PA
RI
SC
SD
TN
TX
UT
VT
VA
WA
WV
WI
WY
USA*
PR
Total
Traffic
Fatalities
Total
>55 mph
#55 mph
55 mph
50 mph
45 mph
40 mph
35 mph
<35 mph
1,033
87
1,117
640
4,078
742
322
124
47
3,132
1,523
119
264
1,411
792
404
512
915
875
216
659
459
1,277
657
885
1,208
270
307
381
127
773
449
1,522
1,575
97
1,418
734
436
1,614
84
1,053
180
1,175
3,725
328
78
914
659
439
803
176
42,815
411
33
436
125
1,468
319
154
40
17
558
313
41
88
530
185
49
300
179
107
83
213
176
287
179
232
509
102
44
148
38
49
177
486
601
33
245
306
135
729
46
495
78
293
1,546
100
36
251
260
136
276
71
13,713
40
10
55
9
228
30
9
1
0
55
13
1
10
29
12
2
24
26
5
4
11
16
27
18
31
57
16
10
26
1
3
33
13
38
4
14
48
5
40
4
51
9
16
153
28
2
36
25
7
20
25
1,350
2
4
7
1
15
24
19
0
0
20
5
5
0
58
8
2
0
3
2
3
17
2
3
13
1
8
1
4
4
2
2
10
32
7
0
9
3
3
19
10
0
0
12
69
0
0
14
0
0
1
0
424
104
4
71
64
389
43
5
4
0
92
96
2
17
205
69
27
93
98
47
1
19
4
161
92
82
171
2
7
29
3
2
25
185
351
17
112
41
67
151
1
142
27
61
278
13
0
101
25
58
167
7
3,832
8
0
19
1
46
17
6
17
0
16
5
0
9
6
5
2
8
3
3
7
30
10
7
7
8
5
2
14
3
6
5
12
15
4
0
3
8
0
17
4
11
2
9
56
5
27
6
65
3
0
2
524
138
9
74
16
123
39
7
2
0
137
58
6
8
42
21
2
10
16
13
23
12
11
20
3
40
49
4
0
25
1
1
11
26
115
1
20
73
12
150
1
121
5
69
132
3
0
43
15
25
20
3
1,755
24
1
44
12
113
31
16
1
0
26
16
2
0
47
21
1
13
1
6
4
30
21
9
10
15
17
1
0
2
5
9
8
39
2
0
4
9
10
109
3
19
3
32
98
9
2
4
11
16
7
0
883
51
2
44
11
168
40
21
0
3
69
78
10
14
82
22
4
9
19
16
16
35
32
20
2
20
66
8
4
18
11
3
15
14
65
0
38
13
10
132
7
46
8
25
120
7
3
27
53
10
21
0
1,512
27
2
40
9
155
46
68
8
14
81
20
13
3
61
24
8
36
8
4
6
52
71
18
21
13
31
5
3
19
8
19
19
85
7
5
37
12
13
66
16
37
6
54
153
13
0
14
39
12
30
1
1,512
510
253
19
37
2
7
31
29
90
37
Non-Interstate
Interstate
*Of the total number of speeding-related fatalities in 2002, 6,129 occurred on roads with posted speed limits between 55 and 65 mph, and 907 occurred
on roads with speed limits above 65 mph.
Note: The total column for speeding-related fatalities includes fatalities that occurred on roads for which the speed limit was unknown.
National Center for Statistics & Analysis u 400 Seventh Street, S.W. u Washington, D.C. 20590
Table 64
Drivers Involved in Fatal Crashes by Previous Driving Record and License Status
Valid License (49,636) Invalid License (6,107)
Previous Convictions
Previous Recorded Crashes
Number
Percent
Number
7,321
14.7
827
Total (55,743)
Percent
Number
Percent
13.5
8,148
14.6
Previous Recorded Suspensions or Revocations
4,037
8.1
2,895
47.4
6,932
12.4
Previous DWI Convictions
1,050
2.1
838
13.7
1,888
3.4
10,926
22.0
1,134
18.6
12,060
21.6
8,421
17.0
1,398
22.9
9,819
17.6
28,967
58.4
2,695
44.1
31,662
56.8
Previous Speeding Convictions
Previous Other Harmful Moving Convictions
Drivers with No Previous Convictions
Notes: Table does not include 1,737 drivers with unknown license status. FARS records prior driving records (convictions
only, not violations) for events occurring within 3 years of the date of the crash. The same driver can have one or more of
these convictions. Data do not include commercial driver’s licenses (CDLs).
Table 65
Related Factors for Drivers Involved in Fatal Crashes
Factors
Number Percent
Failure to keep in proper lane or running off road . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18,274
31.8
Driving too fast for conditions or in excess of posted speed limit or racing . . . . . . . . . . . . . . . . . . . . 11,371
19.8
Failure to yield right of way . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4,802
8.4
Inattentive (talking, eating, etc.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4,014
7.0
Operating vehicle in erratic, reckless, careless, or negligent manner . . . . . . . . . . . . . . . . . . . . . . . .
3,385
5.9
Failure to obey traffic signs, signals, or officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3,016
5.2
Overcorrecting/oversteering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2,000
3.5
Swerving or avoiding due to wind, slippery surface, vehicle, object, nonmotorist in roadway, etc.. .
1,852
3.2
Drowsy, asleep, fatigued, ill, or blackout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1,677
2.9
Making improper turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1,434
2.5
Driving wrong way on one-way trafficway or on wrong side of road . . . . . . . . . . . . . . . . . . . . . . . . .
1,152
2.0
Vision obscured (rain, snow, glare, lights, building, trees, etc.) . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1,050
1.8
Other factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8,604
15.0
None reported . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21,070
36.7
Unknown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
912
1.6
Total Drivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57,480
100.0
Note: The sum of the numbers and percentages is greater than total drivers as more than one factor may be present
for the same driver.
100
Table 71
Vehicle Occupants Killed or Injured, by Initial Point of Impact and Vehicle Type
Vehicle Type
Initial Point
of Impact
Passenger
Cars
Light
Trucks
Large
Trucks
Motorcycles
Buses
Other/
Unknown
Total
Occupants Killed
Front
10,552
6,107
399
2,068
26
211
19,363
Left Side
3,591
1,151
41
236
1
51
5,071
Right Side
3,156
1,150
57
245
4
30
4,642
Rear
1,064
555
13
98
0
36
1,766
509
288
31
79
0
6
913
1,098
2,185
143
316
2
111
3,855
263
241
20
139
1
112
776
20,233
11,677
704
3,181
34
557
36,386
Other*
Noncollision
Unknown
Total
Occupants Injured
Front
877,000
355,000
10,000
24,000
4,000
3,000
1,273,000
Left Side
290,000
120,000
4,000
6,000
3,000
1,000
424,000
Right Side
262,000
101,000
3,000
6,000
1,000
1,000
376,000
Rear
452,000
221,000
3,000
4,000
6,000
1,000
687,000
9,000
6,000
1,000
**
**
1,000
16,000
Other*
Noncollision
Total
36,000
59,000
8,000
19,000
**
2,000
125,000
1,927,000
861,000
29,000
60,000
15,000
9,000
2,901,000
*Includes top, undercarriage, override, and underride.
**Less than 500.
106
Table 87
Light Truck Occupants Killed or Injured, by Seating Position and Restraint Use
Restraint Use
Seating
Position
Used
Number
Not Used
Percent
Number
Percent
Total
Unknown
Number
Percent
Number
Percent
Light Truck Occupants Killed
Front Seat
2,967
29.0
6,548
64.1
699
6.8
10,214
100.0
2,340
29.1
5,147
64.0
560
7.0
8,047
100.0
14
10.4
115
85.8
5
3.7
134
100.0
612
30.4
1,273
63.1
131
6.5
2,016
100.0
1
5.9
13
76.5
3
17.6
17
100.0
196
22.5
617
70.7
60
6.9
873
100.0
Left
89
27.1
220
66.9
20
6.1
329
100.0
Middle
20
13.5
115
77.7
13
8.8
148
100.0
Right
87
23.8
252
68.9
27
7.4
366
100.0
0
0.0
30
100.0
0
0.0
30
100.0
43
10.8
339
84.8
18
4.5
400
100.0
5
2.6
131
68.9
54
28.4
190
100.0
3,211
27.5
7,635
65.4
831
7.1
11,677
100.0
Left
Middle
Right
Other/Unknown
Second Seat
Other/Unknown
Other
Unknown
Total
Light Truck Occupants Injured
Front Seat
Left
Middle
616,000
79.5
105,000
13.5
54,000
7.0
774,000
100.0
468,000
80.7
69,000
11.9
43,000
7.4
579,000
100.0
6,000
56.9
5,000
41.1
*
2.0
11,000
100.0
142,000
77.0
31,000
17.0
11,000
6.0
184,000
100.0
57,000
76.4
14,000
18.5
4,000
5.1
74,000
100.0
22,000
78.2
5,000
16.4
2,000
5.5
28,000
100.0
9,000
72.7
3,000
25.3
*
2.0
13,000
100.0
Right
25,000
76.4
6,000
17.7
2,000
6.0
33,000
100.0
Other
7,000
56.5
5,000
38.7
1,000
4.8
12,000
100.0
Total
679,000
78.9
123,000
14.3
58,000
6.8
861,000
100.0
Right
Second Seat
Left
Middle
*Less than 500.
122
Chapter 4 6 People
Table 76
Persons Killed or Injured in Alcohol-Related Crashes, by Person Type and Injury Severity
Persons Injured by Injury Severity**
Person Type
Persons Killed* Incapacitating Nonincapacitating
Other
Total Injured
Vehicle Occupants
Driver
Passenger
Unknown Occupant
Subtotal
10,781
38,000
63,000
77,000
179,000
3,928
16,000
25,000
41,000
83,000
50
***
***
***
***
14,759
54,000
89,000
119,000
262,000
2,369
3,000
4,000
4,000
11,000
281
***
2,000
***
2,000
Nonmotorists
Pedestrian
Pedalcyclist
Other/Unknown
Subtotal
Total
39
***
***
***
1,000
2,689
4,000
6,000
4,000
14,000
17,448
58,000
94,000
123,000
275,000
*Blood alcohol concentration (BAC) of 0.01 grams per deciliter (g/dl) or greater in the crash. NHTSA estimates
alcohol involvement when alcohol test results are unknown. For more information, see page 7 of this report.
**Police-reported alcohol involvement in the crash.
***Less than 500.
111
Table 85
Passenger Car, Light Truck, or Large Truck Occupant Survivors of Fatal Crashes
by Age and Restraint Use
Restraint Use
Used
Not Used
Age
(Years)
Number
Percent
<5
1,707
77.3
427
19.3
5-9
1,346
65.9
572
10-15
1,830
54.6
16-20
5,070
54.0
21-24
3,232
25-34
Number
Percent
73
3.3
2,207
100.0
28.0
126
6.2
2,044
100.0
1,276
38.1
244
7.3
3,350
100.0
3,482
37.1
834
8.9
9,386
100.0
55.5
2,036
35.0
555
9.5
5,823
100.0
6,262
64.4
2,615
26.9
854
8.8
9,731
100.0
35-44
6,041
70.9
1,755
20.6
727
8.5
8,523
100.0
45-54
4,506
75.9
978
16.5
455
7.7
5,939
100.0
55-64
2,602
79.1
465
14.1
223
6.8
3,290
100.0
65-74
1,660
80.7
278
13.5
120
5.8
2,058
100.0
>74
1,253
80.2
199
12.7
110
7.0
1,562
100.0
392
26.4
257
17.3
836
56.3
1,485
100.0
35,901
64.8
14,340
25.9
5,157
9.3
55,398
100.0
Total
Percent
Number
Total
Percent
Unknown
Number
Unknown
120
Table 83
Drivers Involved in Crashes by Vehicle Type, Restraint Use, and Crash Severity
Restraint Use
Used
Vehicle Type
Number
Not Used
Percent
Number
Total
Unknown
Percent
Number
Percent
Number
Percent
9.7
27,287
100.0
Drivers in Fatal Crashes
Passenger Car
15,753
57.7
8,897
32.6
2,637
Light Truck
11,315
54.9
7,558
36.7
1,722
8.4
20,595
100.0
Large Truck
3,503
73.8
797
16.8
449
9.5
4,749
100.0
Bus
219
75.3
29
10.0
43
14.8
291
100.0
Other/Unknown
200
15.2
398
30.3
715
54.5
1,313
100.0
30,990
57.1
17,679
32.6
5,566
10.3
54,235
100.0
11.4
2,276,000
100.0
Total*
Drivers in Injury Crashes
Passenger Car
1,874,000
82.3
142,000
6.3
260,000
Light Truck
1,007,000
82.9
92,000
7.6
116,000
9.5
1,215,000
100.0
69,000
77.1
6,000
6.9
14,000
16.1
89,000
100.0
Bus
9,000
78.8
1,000
10.4
1,000
10.8
12,000
100.0
Other/Unknown
2,000
24.2
6,000
66.5
1,000
9.3
9,000
100.0
2,962,000
82.2
248,000
6.9
392,000
10.9
3,601,000
100.0
Large Truck
Total*
Drivers in Property-Damage-Only Crashes
Passenger Car
3,619,000
82.5
96,000
2.2
672,000
15.3
4,387,000
100.0
Light Truck
2,279,000
85.3
65,000
2.4
327,000
12.3
2,671,000
100.0
224,000
67.4
16,000
4.7
93,000
28.0
333,000
100.0
34,000
78.9
3,000
5.9
6,000
15.2
42,000
100.0
Large Truck
Bus
Other/Unknown
Total*
5,000
53.2
2,000
20.6
3,000
26.2
10,000
100.0
6,161,000
82.8
181,000
2.4
1,102,000
14.8
7,443,000
100.0
Drivers in All Crashes
Passenger Car
5,508,000
82.3
247,000
3.7
935,000
14.0
6,690,000
100.0
Light Truck
3,297,000
84.4
164,000
4.2
445,000
11.4
3,907,000
100.0
297,000
69.5
22,000
5.3
108,000
25.3
427,000
100.0
43,000
78.9
4,000
6.9
8,000
14.2
54,000
100.0
Large Truck
Bus
Other/Unknown
Total*
8,000
37.7
8,000
41.9
4,000
20.4
20,000
100.0
9,153,000
82.5
446,000
4.0
1,499,000
13.5
11,099,000
100.0
*Excludes motorcycle drivers.
118
Table 112
Passenger Car Occupants Killed, by State and Restraint Use
Restraint Used
State
Number
156
No Restraint Used
Percent
Number
Percent
Number
Percent
Total Occupants Killed
Number
Percent
AL
262
51.0
232
45.1
20
3.9
514
100.0
AK
15
46.9
17
53.1
0
0.0
32
100.0
AZ
144
35.5
208
51.2
54
13.3
406
100.0
AR
80
30.2
162
61.1
23
8.7
265
100.0
CA
962
53.7
539
30.1
292
16.3
1,793
100.0
CO
146
42.8
195
57.2
0
0.0
341
100.0
CT
71
38.8
87
47.5
25
13.7
183
100.0
DE
34
43.0
43
54.4
2
2.5
79
100.0
DC
13
32.5
13
32.5
14
35.0
40
100.0
FL
559
42.4
738
56.0
21
1.6
1,318
100.0
GA
HI
366
23
47.0
38.3
289
27
37.1
45.0
124
10
15.9
16.7
779
60
100.0
100.0
ID
33
33.7
60
61.2
5
5.1
98
100.0
IL
253
36.0
332
47.2
118
16.8
703
100.0
IN
200
41.8
211
44.1
68
14.2
479
100.0
IA
116
51.1
87
38.3
24
10.6
227
100.0
KS
77
30.6
152
60.3
23
9.1
252
100.0
KY
153
34.0
291
64.7
6
1.3
450
100.0
LA
163
37.0
220
50.0
57
13.0
440
100.0
ME
43
42.6
44
43.6
14
13.9
101
100.0
MD
191
54.6
135
38.6
24
6.9
350
100.0
MA
50
20.4
130
53.1
65
26.5
245
100.0
MI
357
53.1
244
36.3
71
10.6
672
100.0
MN
109
39.6
134
48.7
32
11.6
275
100.0
MS
114
28.8
271
68.4
11
2.8
396
100.0
MO
176
30.8
334
58.4
62
10.8
572
100.0
MT
29
33.7
55
64.0
2
2.3
86
100.0
NE
33
29.2
62
54.9
18
15.9
113
100.0
NV
48
35.6
82
60.7
5
3.7
135
100.0
NH
29
38.2
38
50.0
9
11.8
76
100.0
Chapter 5 6 States
Table 112
Passenger Car Occupants Killed, by State and Restraint Use (Continued)
Restraint Used
State
Number
Percent
No Restraint Used
Number
Percent
Number
Percent
Total Occupants Killed
Number
Percent
NJ
149
40.8
199
54.5
17
4.7
365
100.0
NM
65
41.1
85
53.8
8
5.1
158
100.0
NY
369
51.0
281
38.9
73
10.1
723
100.0
NC
408
48.9
350
42.0
76
9.1
834
100.0
ND
19
38.0
30
60.0
1
2.0
50
100.0
OH
297
38.2
418
53.7
63
8.1
778
100.0
OK
129
39.9
193
59.8
1
0.3
323
100.0
OR
147
65.3
73
32.4
5
2.2
225
100.0
PA
238
29.9
432
54.3
125
15.7
795
100.0
RI
13
27.7
34
72.3
0
0.0
47
100.0
SC
188
36.0
322
61.7
12
2.3
522
100.0
SD
24
31.2
47
61.0
6
7.8
77
100.0
TN
201
30.7
420
64.1
34
5.2
655
100.0
TX
891
56.6
640
40.7
42
2.7
1,573
100.0
UT
49
43.4
57
50.4
7
6.2
113
100.0
VT
21
42.0
27
54.0
2
4.0
50
100.0
VA
194
39.0
274
55.1
29
5.8
497
100.0
WA
162
47.2
175
51.0
6
1.7
343
100.0
WV
70
38.7
107
59.1
4
2.2
181
100.0
WI
150
38.9
206
53.4
30
7.8
386
100.0
WY
24
41.4
34
58.6
0
0.0
58
100.0
USA
8,657
42.8
9,836
48.6
1,740
8.6
20,233
100.0
69
35.9
123
64.1
0
0.0
192
100.0
PR
157
Chapter 4 6 People
Table 72
Vehicle Occupants Killed or Injured, by Vehicle Type and Ejection
Ejected*
Vehicle Type
Number
Not Ejected
Percent
Number
Percent
Unknown
Total
Number
Percent
Number
Percent
Occupants Killed
Passenger Car
4,316
21.3
15,831
78.2
86
0.4
20,233
100.0
Light Truck
4,746
40.6
6,885
59.0
46
0.4
11,677
100.0
210
29.8
488
69.3
6
0.9
704
100.0
Large Truck
Bus
Other/Unknown
Total**
7
20.6
23
67.6
4
11.8
34
100.0
189
33.9
262
47.0
106
19.0
557
100.0
9,468
28.5
23,489
70.7
248
0.7
33,205
100.0
Occupants Injured
Passenger Car
9,000
0.5
1,918,000
99.5
****
****
1,927,000
100.0
12,000
1.4
848,000
98.6
****
****
861,000
100.0
Large Truck
***
0.9
29,000
99.1
****
****
29,000
100.0
Bus
***
0.7
15,000
99.3
****
****
15,000
100.0
3,000
28.6
7,000
71.4
****
****
9,000
100.0
24,000
0.9
2,817,000
99.1
****
****
2,841,000
100.0
Light Truck
Other/Unknown
Total**
*Includes total and partial ejection.
**Excludes motorcycle occupants.
***Less than 500.
****Not applicable.
107
10.140 New York Times, NY, 3-26-92
Newnan, GA, March 25 -A jury rejected a lawsuit by the family of a 21 year-old woman who was
decapitated by her automatic shoulder harness in a car accident.
10.153.1 (newspaper unknown), 2-27-91
Long Beach -Two people were killed when their compact car exploded in flames following a
three-car collision on the San Diego Freeway.
Both the driver and a passenger were trapped inside the burning car after it ricocheted off two
other vehicles and slammed into a concrete lane divider
10.154 Washington Post, 1-29-91
The collision occurred as Bauer, several family members and a friend were riding to a Christmas
Eve program at Their car was stuck from behind,..by a car that Tata was driving, D.C. police said
Bauer. who was wearing a seat belt; suffered internal injuries and died at Washington General
Hospital Center. Tata ran from the scene.
10.155 Excerpt from testimony by Lawrence Dodge, Montana, 1988, given under oath in defense
of his challenge of a seat belt ticket:
"In a nutshell, I fear for my life when restrained in a vehicle. I would
not be alive today had I been wearing a seat belt in a large sedan with I
crashed into an embankment and rolled several times down a mountain road in 1959. The entire
top of the car was crushed down onto the front seat I had I not been able to dive literally across
the car and tuck myself under the dashboard at the last second, 1'd have been crushed.
10:164 Buffalo News,NY) 10-28-85
It was ironic that the Raupps who were riding in a large car and
wearing belts, were killed. The cousins, in spite of the fact they were riding In a small car and
wearing no seat belts, survived.
10.164 SyracuseHeraldAmerican, 9-1~85
She and her sister-in-law were trapped in the front seat. In the
rear seat, Benedict's 37 year~old daughter has broken her pelvis and was unable to move. Then
they used a knife to cut Knickerbocker's seat belt, which jammed. Moments later, the woman's
car was in flames.
10.165 (newspaper unknown)
Buffalo, NY. A Rochester man died after he became trapped in his burning car because he
apparently could not unbuckle his seat belt, state police said. Morrision pulled the car onto the
shoulder of the road. As he struggled to get his seat belt undone and get out of the car, the vehicle
burst into flames, troopers said. The three other passengers said they also had trouble with the lap
belts in the car, but they managed to escape with minor bums. "They (the seat belts) almost killed
me, and they killed my brother".
10.l08 San Diego Tribune, 2-25-87
Capener stopped, expecting the car to slow down. It didn't and hit Capener's car,
slamming the door. Capener wasn't wearing his seat belt for which he is thankful. "If I'd
have been wearing a seat belt, I'd be in a hospital" Capener said. "Maybe I wouldn't even
be in a hospital. The car was totaled and the door is covering more than half the seat
where I was sitting." When Capener saw that he couldn't avoid the accident, he jumped
toward the passenger's side
.
10.110 (newspaper unknown) Idaho. (note: "newspaper unknown" means that the person
who sent in the clipping did not specify which paper it was from).
We rushed to the car, pulled the door open. He was pinned down with his chest touching
his knees. We could have gotten him out but his seat belt was done up and we couldn't get
to the release. Suddenly, fire was everywhere. That young man, yelling and screaming,
burned to death as we watched! None of us had a knife to cut the belt and he burned to
death before we could get something. The belt killed him!
10.112 San Diego Tribune, 7-21-90 (letter to ed)
Consider a recent accident of a young driver without a seat belt who fell asleep. His car
left the highway, it hit a rock which sprang his left door, then diverted to the right and
threw him out sliding along the highway, hurt but alive and fully recoverable.
The empty car continued and finally hit a big rocky mountainside and was completely
demolished. Had he been strapped in he would have not have survived..
10.115 Chicago Tribune, 1-13~87 .
Chicago Fire Dept scuba divers found the man's body Monday morning strapped inside
the submerged car...
10.122 Letter sent to Minnesota Civil Liberties Union, 3-22-&5, by Linda Schelinder
I am writing to voice my objection to the proposed "mandatory seatbelt law". I personally
am alive today because I was involved in a car accident in which I did not wear my
seatbelt. I was 5 months pregnant at the time and my (future) daughter is alive also
because I chose not to wear a seatbelt. A truck hit me with such force that it pushed the
dash right into the front seat back rests. Luckily I did not have a passenger with me, for
the passenger would have been cut in two. As for me there was only one place to be in
the front seat to survive the crash and that was to slide way over tight against the driver's
door and down towards the floor. Had I had a seatbelt on I wouldn't have been able to
make that move and I would have been killed or seriously injured by the dash of the car.
Also, there is no doubt in anyone's mind that my unborn child would have been killed too.
10.165 Telegraph, Alton, IL. 4-26-85
A 31-year-old woman and her infant daughter died in a pickup truck which burst into flames
as the woman's husband tried to free his family from the vehicle.
His wife, Lucie, and 20-month-old daughter, Katie, were passengers in the truck and both
died in the fire.
Morgan said the truck fIrst began to backfire and stall. As the
vehicle slowed down, he looked in the rearview mirror and saw flames coming from the
rear of the truck and smelled smoke in the cab, he said. By the time he stopped the truck,
flames were coming from under the truck up the sides of the vehicle. Morgan said. Morgan
got out of the driver's door and ran to the passenger side, where he attempted to get the
door open and get his wife and daughter out of the truck, but he was unable to open the
door, he told the deputy . Beating on the truck and passenger window, Morgan noticed his
own clothing was in flames and said he dropped to the ground and began rolling to
extinguish the flames. He remembered nothing further. When sheriffs deputies arrived at
the burning truck, the Godfrey Fire Dept. was already at the scene and attempting to
extinguish the flames which engulfed the vehicle.When the fire was extinguished the bodies
of Mrs. Morgan and the baby were found in the cab, the child still strapped in a car seat
next to the passenger door and the mother in the middle seat position in the cab. (Both)
burned beyond recognition.
10.166 Los Angeles Times, 7-27-85
Four lives in my immediate family were spared because they were not buckled up.
10.169 (newspaperunknown)NY (1)
Pressure on the neck from his seat belt's shoulder harness caused the
cardiac arrest that killed Gabriel Sunson, 7, in a one-car accident, a
Chemung County medical examiner ruled Monday. (Dr.) Nigogosyan compared the strap's
impact on the boy's throat with a certain karate blow.
10.169 (newspaper unknown) (2)
East Meadow. L.I., (UPI)- A woman died of internal injuries caused by the seat belt, the
medical examiner says.
10.169 (newspaper unknown) (3)
Depoe Bay, OR (AP) -DeanaTegner, 46 survived a 100 foot plunge in her car onto a beach
from a highway cutting across rugged cliffs Wednesday and said later she probably would
have been crushed if she has been wearing a seat belt.
10.174 (comments attached to a photo of an accident)
Allen was thrown free of the vehicle before it wrapped itself around the tree. He stood up
and walked away from the accident. Allen and his two children are very glad that he was
not strapped in a seat belt.
10 .175 During a press Conference, the Institute For Injury Reduction released information
that clearly shows some of the potential dangers of using the new automatic seat belts.
10.176 (newspaper unknown) CA
Inglewood, (AP)- The 59 year-old Shoemaker broke his neck when his vehicle careened
off a freeway and tumbled down a steep embankment. His upper and lower extremities
were paralyzed. Shoemaker was wearing a seat belt.
l0.179 (newspaper unknown)
A Council Bluffs woman's decision not to wear a seat belt may have saved her life when her
truck went off Interstate 29 and overturned. Hatcher had to be freed from the wreckage by
rescue workers. Reports (Sheriffs) said the roof of the cab was totally collapsed. The fact
that she was not wearing a seat belt "probably saved her life," reports said. Hatcher was cited
for failure to control her vehicle.
10.180 Times Republic, IA, 1-2-92
A woman survived a horrifying 11 hours trapped in a submerged car thanks to a tiny air
pocket. If she has gone more feet into the freezing-cold water,
or if she had been wearing a seat belt, Lydia O'Neal would have died, say police.
10.181 Omaha World-Herald NE (letter to ed)
"I, myself, am frightened at buckling up my seat belt. In my thousands of miles traveled
through many foreign countries, three times I have seen death caused because the victims
could not unbuckle themselves. In one accident, the door was open but with broken wrists, the
passengers could not get out and two burned to death .I could not get close enough to help
because of the fire."
10.192 San Diego Daily Transcript, 7- 7-86
Yreka, CA (UP) A judge is disrnissing citations for violation of the state's seat belt law as
unconstitutional. He said seat belts may be dangerous and probably would have cost him his
life had he been strapped in. was spared by being throws underneath the dashboard as his
car hit a patch of ice and overturned atop a concrete divider.
10.198 LaCrosse Tribune, 6-17-93
Edna Klinsski, 75, of Caledonia, Minn. Died last Thursday in a traffic accident after she
tried to leave her car and became entangled in the seat belt and was asphyxiated, Houston
County Coroner said.
10.219 (newspaper unknown) NE
Alan was killed in a 2:40 p.m. accident, Nebraska State Patrol Sgt. Bob Veal said. The car
left Interstate 80 and rolled over two and a half times, landing on its hood, Veal said.
(Note: The driver (wife) was not wearing a seatbelt and survived the accident. Alan was
wearing one and died. (WJH).
10.218 Omaha World-Herald, 8-23-89
Shorty Vest -"I don't know if other short people have as much trouble as I do with seat belts,
but they restrict movements. I can't turn my body much at all.
This complicated some three years ago when he developed carpal tunnel syndrome, a blocking
of the channel that carries the nerve to the hand.
"One night, one horrible night," he said, "I got home in the wee hours about 1:30. I stopped the
car in the driveway and pushed the release to get out of the seat belt. It didn't work. I just didn't
have the strength to push it far enough. There I was, trapped."
After 25 minutes of imprisonment, a strength borne of desperation enabled him to release
himself.
10.262 New York Times. NY, 2-28-95
Westport. Conn. Feb. 27- the deserted parking lot at Compo Beach is a favorite practice ground
for beginning drivers in winter, and on Sunday morning it attracted Thomas P. Puccio. the
prominent defense lawyer, and his 16-year-old son, Matthew, who was visiting him for the
weekend. But a missed turn during the lesson apparently led to a common beginner's mistake stepping on the accelerator instead of the brake -and their Mercedes-Benz station wagon plunged
down an embankment into the waters of a yacht basin. Mr. Puccio, who not wearing a seat belt,
escaped when pressure blew out a window of the sinking car. His son, wearing a seat belt, was
trapped behind the steering wheel and drowned.
10.287 (newspaper unknown) NE, 7-24-96
Clay Center (AP) A Keamey girl was killed after the car she was
driving flipped and rolled into a water-filled ditch, drowning her, police said.
...She was trapped in the car and downed, officials said. Hams was wearing a seat belt.
10.300 Indianapolis Star, IN, 4-14-99
A van carrying his three children blew a tire, swerved out of control and plunged into a canal. All
three children drowned.
...The family was driving home when the van driven by the children's uncle lost control after the
(tire) blowout. The father was driving ahead. He stopped and rushed toward the van to see its
front end tipped into the water. Ellis jumped in the water but never reached the children. They
were strapped inside the van. The children's uncle escaped by taking off his seat belt and
wriggling out of the van's window. Michael Ellis said he saw the children trying to free themselves
from their seat belts as the water poured in. "I couldn't help any of the children," he said "I tried
but I couldn't because of the seat belts. "
10.309 "Cost of seat belt-related whiplash injuries rising" Canadian Medical Association Journal,
May 18, 1999.
Dr. Charles Galasko, professor of orthopedic surgery, University of Manchester, in an address
during the recent Whiplash Association Disorders Worl.d Congress, Vancouver, noted that the
number of patients with whiplash~related complaints more than tripled the year after seat belts
were introduced in the UK in 1983. He also said awareness of the significance and impact of
whiplash has been influence by under-recording and misclassification. Also, he said as many as
45% of whiplash patients in the UK are not included in national injury data and suggested that
there are probably close to 250,000 new whiplash patients in the UK every year. In the US, he
said, the total probably approaches 1 million cases.
http://www.cma.ca/cmaj/vol-160/issue-10/1425b.htm
10.310 In a letter dated 2-9-93 from Nackey Loeb, president and publisher, The Union
Leader, Manchester, NH, is the following comment:
"P.S. For your interest, I am paralyzed, in a wheelchair, due to an automobile accident. It was
the fact that I was not wearing a seat belt that the accident did not kill me. II
10.312 Omaha-World-Heral~ NE; 2-3-93 "Two watch helplessly as man dies"
Two passing drivers said Tuesday that they tried to save an Omaha man who was trapped in his
burning car Monday night. But the man died as they watched helplessly.
Daniel Hardy, 40, ofWahoo and Jim Ringle, 28, of Freemont came upon the single-car crash on
US highway 275...
"I've seen a lot of traumatic things in the course of my 20 years of nursing practice and I have
never felt as helpless as I felt in that particular situation," said Hardy, who is a registered nurse...
"That's the spooky thing," said Ringle, a welder... 'We talked to the guy, and he was conscious.
And then he wasn't... It was nothing I'd ever seen before, and I thought about it all night. "
Krause (the victim) was alone heading east on US 275. He lost control of
the car for an unknown reason and crossed the center land. Douglas County sheriffs Lt.
Hammer said
The car struck a tree, spun in mid air and rolled into a dry creek bed, coming to rest on its roof.
Hardy gave this account:
Hardy was driving west on US 275 and had just passed under the Nebraska 21 overpass when
he saw a flickering orange glow reflected off trees in a ravine. He got out of his car and saw the
overturned car.
Hardy flagged down another driver to summon help. Then Ringle drove up and he and Hardy
went through the brushy area to the creek bed.
"Is there anyone in that car?" Ringle yelled
"Yeah, I'm in here!" a voice called out. "Get help fast! Help me! Hurry ! I can't get out of my
seat belt."
Ringle kicked at the partly open door, trying to open it further. Hardy reached in but couldn't free
the man, who was upside down.
Hardy was forced back by the heat and watched helplessly as the flames spread inside the car.
Krause lost consciousness.
Ringle and Hardy stepped back about 20 yards as the flames engulfed the car. Said Hardy,
"You'll always wish you could have done something".
10.317 The Austin American-Statesman, Austin, TX; 8-8-00 "Texas state trooper dies from
gunshot"
Austin Texas. Aug. 8 (UPI) -Funeral arrangements were pending Tuesday for a Texas state
trooper who was shot in the head last week after stopping a motorist for not wearing seat belt.
Trooper Randal W. Vetter, 28, died Monday night at Brackenridge Hospital in Austin where he had
been in critical condition for five days. He was the 75th Texas trooper to die in the line of duty.
Authorities are expected to upgrade charges against Melvin Hale, a 72-year-old retired rancher
who is now jailed in lieu of $1 million bond on a charge of attempted murder of a Police officer.
The charges will probably be upgraded to capital murder.
As Hale was being escorted to jail he admitted to reporters that he shot Vetter.
"I did it," he said, "I'm a law-abiding citizen. I like to drive down the road without being arrested."
10.320 The Seattle Times: 8-12-02
"Driver couldn't free 3 crash victims"
The crash occurred at 6:22 p.m. just south of Northeast 160th St., in Bothel1. Sarah K. Ports, 25,
of Bothell, driving a 2002 Ford Explorer, rear-ended the Fikret's 1988 four-door Honda Accord,
which had stalled and was partially in the right lane. The Honda burst into flames.
Witnesses said Atila, 40, who had been driving, was pulled from the
burning car but his family was trapped inside as other drivers who ran to help tried frantica1ly but
unsuccessfully to cut their seat belt. Badly burned, Atila lay in shock on the side of the road while
drivers attempted to comfort him. Others tried to put out the fire with handheld
fire extinguishers. By the time fire trucks and paramedics arrived, which
witnesses estimated took 10 minutes, they could not reach those trapped in the car .
Greg McCormack, of Bothell, on his way home from a picnic with his wife, said the scene was
horrific.
CA-15 (newspaper unknown)
Yreka, CA (UP) A judge is dismissing citizens for violations of the state seat belt law on the
ground that it is an unconstitutional interference with personal rights. The rulings by Judge Ross
Bigler have been appealed Siskiyou Superior Court. Bigler said he has tossed out citations against
four defendants in recent months. He said seat belts may be dangerous and probably would have
cost him his life had he been strapped in during an automobile accident five years ago. Bigler said
he was spared by being thrown underneath the dashboard as his car hit a patch of ice and
overturned atop a concrete divider. "People have a right to make their decision (on
seat belts) for themselves," he told the Sacramento Bee. Lawmakers cannot legally "make a law
saying everyone must conform just because it's good for you."
England-6 New Scientist, 2-7-85
Evidence that the wearing of a seat belt may not even save lives has been
hushed up by Britain's Dept of Transport An internal report, which is still confidential, says
that the introduction of a new law making the wearing of seat belts compulsory in other
European countries has not led to a detectable change in road-death rates. Indeed, the report
says that the legislation might actually increase injuries.
England- 7 Birmingham Post, 4-24-84
A 19-year-old died after he was engulfed in flames as he struggled to
unfasten his car seat belt. The three other occupants watched helplessly as
Mr. Robert Merchant tried to free himself, and he died later from burns. "He just couldn't get
the seat belt undone. In the end it burned through as he tried to pull himself out." ..."The car
went over. It came to a stop and we all asked if everybody was OK. We all said we were,"
said Mr. O'Connor. "But then the car just went up in flames. I was the last one out but for
Robert. He was shouting "help me. I can't get the seat belt off me." We couldn't help him, the
belt was too much.
England-8 Daily Mirror, 3-2-83 ( 1 )
Angry driver Terence Hudson claimed that the new clunk-click law almost cost him his life.
For he was badly burned after being trapped by his seat belt at the wheel of his blazing van.
Terence hadjust picked up some supplies when smoke began billowing from the engine.
Within seconds the van was engulfed in flames. Terence swerved off the road and frantically
clawed at the seat belt release, but it was stuck fast. Finally, he managed to wriggle free and
was dragged clear by a passer -by. As he recovered in the hospital from burns he hit out at
the compulsory wearing of seat belts. "I'll never used to wear one, " he revealed. " And I
wouldn't be in here now if it wasn't for the new law.
England-8 (newspaper unknown) (2. )
A woman...in France was strangled by her seat belt.., The woman was in the passenger seat
of a car driven by her husband when the car skidded off the road into a ditch. She turned to
protect her children in the back seat and was strangled by the seat belt,
England-8 Sunday Express, 10-28-86 (3)
Karen Bilsborough put her foot on the accelerator instead of the brake.
(the vehicle) plunged down an embankment and was hit by two high-speed trains.First
London-Glasgow sleeper hit the back of the car, then a goods train sheared it in half. But
amazingly, 20-year-old Karen and her boyfriend escaped with only slight injuries. Ian managed
to scramble out of the car but Karen was trapped by her safety belt and was still in the car
when the first train smashed into it.
England-9 Daily Mail, 8-28-85
A horrifying new truth is facing motorists and passengers: Your seat
belt can hang you. Cases of hangman's fracture - the way a neck is snapped by a hangman's
noose- are appearing in car accidents. The cause, say doctors in Canada, France, and Britain,
is linked to compulsory seat belt wearing.
England-l 0 Daily Express, 9-10-84
Two party-goers drowned while trapped by seat belts in the front seat of a
car which crashed into the River Way. Four back seat passengers smashed their way out of the rear
window and were helped to safety , but attempts to rescue the driver and front seat passenger failed The
bodies of Susan Lons and Richard Jones had to be cut free by firemen. Mr. Elliott said, "I went after the
young man and woman in the front but I could not get them because they still had their seat belts on."
Ambulance man Dodson told of his desperate struggle to free the girl, hanging upside down under water
England-36 Daily Telegraph, 10-23-85
Mr. Smith was traveling on the north-bound carriageway when he saw the accident happen
and jumped over the central barriers to help. Mr. Smith tried to operate the door of a blazing car with a
man and woman inside. The man was very calm and did not scream. He just held up his hands and
pleaded: 'Get me out, please.' By this time his wife was on fire. As he pleaded, he was set on fire.
"I (Mr. Smith) had to turn away. I couldn't watch them die. There was nothing I could do..."
(NOTE: The person who sent this newspaper clipping, wrote: 'On BBC Breakfast TV , (Mr. Smith) stated
how the car door was jammed; he broke the window, but the couple could not undo their seat belts. The
newspaper account did not mention that fact.'
England-37 Express Star, 5-18-85
A policeman dragged a screaming woman from a blazing car after her seat belt jammed.
Sandra Garrett was trapped in the car as flames roared from the bonnet.
"It was terrible. I was so frightened, " she added " but I just could not free myself. I don't know
what would have happened if the policeman had not arrived". Sandra said he (policeman) fought
through the flames and grabbed hold of her, pulling her out of the belt.
England--38 Croydon Advertiser, 12-13-85 ...
A reckless driver who helplessly watched his best friend trapped in the
blazing inferno of his wrecked sports car is still haunted by the nightmare death crash.
But because the teenage motorist was not wearing a seat belt, he was .
thrown clear when his Fiat Sports car hurled into a lamp post and burst into flames, said Mr.
Keith Salvesen prosecuting at Inner London Crown Court. But his friend who had been
wearing a seat belt, was trapped in the blazing car.
EngIand-39 (newspaper unknown)
Mrs. Fearon, however, had remained trapped inside her mini while it was on fire. The window was open
and he attempted to release Mrs. Fearon from her seat belt but without success and was beaten back by
the flames.
England-50 Buckinghamshire Advestiser, 5-12-84
Rescuers tried frantically to dray a man from his blazing car after a crash but he was trapped by
his seat belt.
Mr. Kelly, 21, said a few moments passed and he realized that the lorry was not going to move
out. Then it rammed into the back of the car which exploded.
He said, "I stopped my car and ran back to see what I could do. Somebody smashed the
windshield and we tried to pull the man through it but he was held in by his seat belt.
At one point the person inside tried to get out of the door but he couldn't make it. We couldn't
open the door because it was buckled. Soon he stopped moving.
Consultant pathologist told the inquest that Mr. Heggie's limbs and
chest had been very severely burnt, but that he had died from breathing smoke.
England;.50 Daily Mail, 3-18-85
A driver was killed and his wife and son were inj ured when a car being chased by the police
collided with theirs.
Mrs. Pat Meades said "I thought it was pretty disgusting. Neighbors cut the belt to get the couple
out. "
(From an email message dated 6-6-03
The MetroWest Daily News Fanningham, Mass.
Letter: Seat Belts are a fraud
I was directly involved with the investigation of the settlements and evaluations of automobile
injury Claims for nearly 17 years.
I took a11 manner of courses and seminars, spoke at length with orthopedic specialists and
read most of the publicity available information on clinical experience with seat belts.
They are a fraud on the public, in my opinion.
Seat belts were an experiment by the auto manufacturers in the early 1980s The companies
initially had only the lap strap. So far as I was able to
tell, they were a failure from the start. Seat belts have evolved from lap straps to fancier items
these days, but they are just as dangerous.
In an accident,situation, they are supposed to tighten up and hold you safe and secure, You have
heard a lot about "shaken baby syndrome" in the last few decades, but this is not exclusive to
babies. There is no clear evidence that seat belts save lives and no clear evidence that they
minimize injury .
To the contrary , a whiplash injury definiteIy causes damage similar to the shaken baby
syndrome. If you are hit from behind and are without a seat belt, you may break your nose as
you roll forward and strike your head on the steering wheel, but if confined by belts the G- forces
snap your head and neck back and forth far more violently and can cripple you for 1ife if it fails
to kill you outright.
10.39 The Tampa Tribune, FL, 4-4-88
Tampa- One person died and two remained in critical condition after an automobile crash early
Wednesday , said Tampa police. Debra Brady died at Tampa General Hospital.Brady was the
only person wearing a seat belt.
~ ~10.41 The Tampa Tribune, FL, 2-10-88 .
Adkins, with a quart of vodka under his belt, slammed his pickup into
Green's car. Green, secured in her seat with a seat belt, was killed. Adkins did not wear a seat
belt and was thrown against the truck's windshield. He suffered minor laceration to his face.
Once healed, he'll be transferred to a cell at the Hillsborough County jail.
10.34 The Union Leader, ~ 10-3-86
Concord Rep. George Gordon has written a letter to President Reagan about New Hampshire's
opposition to mandatory seat belt laws:
"A former military man told me that when he was overseas he and others riding in jeeps had to
be buckled up but when they were in rough terrain and the jeeps overturned, soldiers were
crushed to death or received serious injury as they could not jump out because of being strapped
in."
10.68 (Letter) 1-23-89
I was involved in a hit and run accident in which I was hit on the left side. And then rushed to
emergency, luckily only having minor pelvic fractures, cuts and bruises. Because I was not
wearing my seat belt, my life was spared! Fortunately, not wearing my seat belt, I was not
restricted in the seat where my legs and hips would have been pinned and severed, have me
paralyzed or instantly dead.
10.66 Wyoming (newspaper unknown, letter to ed.)
....Men went to work digging out the doors and prying them open. And out crawled a 200
pound-plus size man, unhurt. He had managed to get down on the floor and live. Had he had a
seatbelt fastened, he'd have been killed.
10.79 (newspaper unknown)
"My aunt and uncle died in a fiery auto crash when a speeding car hit them from the rear. The
impact caused the fire that killed them Had they not been wearing seat belts, they would both
have been able to get out of the car alive.
10.78 San Diego, 7-15-88
A 16-month-old girl burned to death in her parent's flaming car when she was trapped in her
infant seat, authorities said. Naja Nawabi was pronounced dead in the parking lot of a medical
center in Castro Valley. Two other children escaped injury. They watched in horror as their
younger sister perished while two men tried to rescue her. "I tried to pull the seat, but it was
stuck," said Gary Smith. I pulled harder, but I started to choke on the smoke. The flames
completely engulfed the car."
10.97 (newspaper unknown), 1987
(NY Jets Marty Lyons) was proud of his 5-year-old son, rocky, who helped save his mother's
life by pushing her from the crumpled cab of the pickup
truck that had flipped over on a highway, careened into a bridge and rolled
down a 20 foot embankment. Rocky escaped with only a minor cut. Rocky was sleeping across
the front seat when the truck hit a dip in the road, swerved
and flipped over on its side. Kelly Lyons (mother ) threw her body over her
son before the truck struck the bridge, a collision that crumpled the
roof in a "V" shape. "If she had been wearing her seat belt, she would have been killed
instantly", Lyon said. After the truck came to rest upside
down in the ditch, Kelly was immobilized because of her shoulder injuries. Rocky, who weighs
56 pounds, climbed out of his side of the truck, scrambled through another window and pushed
his mother out. Then he helped push her up the embankment.
10.99 Journal Star, Peoria, JL, 7-17-85
Bloomington IL. A seat belt contributed to her fatal injury in a
highway accident last month, a County coroner's pathologist said. Testimony showed Oldeen
had to be cut from her seat belt and shoulder harness after her car was struck from behind by a
four-wheel drive vehicle and broadsided by a semi.trailer. Dr. L. Kohau told a coroner's jury
that the woman died of massive internal bleeding from a large star -shaped cut on her liver.
(seat belt buckle?)
10.107 East Peoria Courier, IL
Police said the accident should have been worse than it was. Bolten's seat belt broke or came
off when the collision occurred, throwing her into the
back seat. "We don't know what would have happened if the seat belt stayed on," said Cates.
"By how far the door was pushed in, she probably would have been hurt worse".
10.312 Omaha-World-Herald, NE. 2-3-93 "Two watch helplessly as man dies"
Two passing drivers said Tuesday that they tried to save an Omaha man who was trapped in his
burning car Monday night. But the man died as they watched helplessly.
Daniel Hardy, 40, of Wahoo and Jim Ringle, 28, of Freemont came upon the single-car crash on
US highway 275.
"I've seen a lot of traumatic things in the course of my 20 years of nursing practice and I have
never felt as helpless as I felt in that particular situation," said Hardy, who is a registered nurse.
"That's the spooky thing," said Ringle, a welder "We talked to the guy, and he was conscious.
And then he wasn't. It was nothing I'd ever seen before, and I thought about it all night. "
Krause (the victim) was alone heading east onUS 275. He lost control of
the car for an unknown reason and crossed the center lane, Douglas County sheriffs Lt.
Hammer said.
The car struck a tree, spun in midair and rolled into a dry creek bed, coming to rest on its roof.
Hardy gave this account:
Hardy was driving west on US 275 and had just passed under the Nebraska 21 overpass when
he saw a flickering orange glow reflected off trees in a ravine. He got out of his car and saw
the overturned car .
Hardy flagged down another driver to summon help. Then Ringle drove up and he and Hardy
went through the brushy area to the creek bed.
"Is there anyone in that car?" Ringle yelled
"Yeah, I'm in here!" a voice called out. "Get help fast! Help me! Hurry! I can't get out of my
seat belt. "
Ringle kicked at the partly open door, trying to open it further. Hardy reached in but couldn't
free the man, who was upside down.
Hardy was forced back by the heat and watched helplessly as the flames spread inside the car.
Krause lost consciousness.
Ringle and Hardy stepped back about 20 yards as the flames engulfed the car. SaidHardy,
"You'll always wish you could have done something."
10.313 Seattle Times, WA, 8-12-03
"Drivers couldn't free 3 crash victims"
Fikret Attila remained in critical condition at Harborview Medical Center yesterday following
Saturday's fiery , two -vehicle accident on northbound Interstate 405, which killed his wife and
two daughters.
Sarah Potts, 25, rear-ended the Fikret's 1988 four-door Honda
Accord, which had stalled and was partially in the right lane. The Honda burst into flames.
Witnesses said Atilla, 40, who had been driving, was pulled from the burning car but his family
was trapped inside as other drivers who ran to help tried frantically but unsuccessfully to cut
their seatbelts.
Others tried to put out the fire with handheld fire extinguishers. By
the time fire trucks and paramedics arrived, which witnesses estimated took 10 minutes, they
could not reach those trapped in the car .
10.320 The Seattle Times: 8.12.02
"Drivers couldn't free 3 crash victims"
The crash occurred at 6:22 p.m. just south of Northeast 160th St., in Bothell. Sarah K. Potts, 25,
of Bothell, driving a 2002 Ford Explorer, rear-ended the Fikret's 1988 four-door Honda Accord,
which had stalled and was partially in the right lane. The Honda burst into flames. Witnesses
said Atila, 40, who had been driving, was pulled from the burning car but his family was trapped
inside as other drivers who ran to help tried frantically but unsuccessfully to cut their seatbelts.
Badly burned, Atila lay in shock on the side of the road while drivers attempted to comfort him.
Others tried to put out the fire with handheld fire extinguishers. By the time time fire trucks and
paramedics arrived, which witnesses estimated took 10 minutes, they could not reach those
trapped in the car. Greg McCormack, of Bothell, on his way home from a picnic with his wife,
said the scene was horrific.
IA-6 Des Moines Register, 10-18-87
Colman said a 16-year-old relative from Hamboldt recently was killed in an auto accident even
though he was wearing a seat belt. The driver, who was not wearing a seat belt, survived the
crash, he said.
NJ-2 Star Leger (letter to ed), 1-11-90
I must say, point out, that seat belts are not always a good idea. My experience shows that they
can sometimes be deadly. I was in an accident in 12-30-89. I was a passenger in a car that was
broadsided by a pickup truck The entire side of the car was crushed as the truck hit us from the
side and basically drove over us. If.I has been wearing a seat belt, you would not be reading this
letter now since my body would have been crushed
WI-2 (letter 4-4-84)
I can personally confirm an accident in which my nephew came very close to being killed. He
quickly served to the left to avoid a collision. His auto overturned two and one half times and
came down over a fence post that came through the driver side window in front of the steering
wheel. He was not strapped in a seat belt and was thrown free of his seat and crawled out
through a broken window and survived the accident.
I can quote another accident. It was two-auto, head-on collision. One auto carried 6 persons. All
were strapped in seat belts, all were killed. The other auto carried 3 persons. None were wearing
the safety belt. Those 3 persons survived the accident and appeared before a court for violation
of the mandatory seat belt law.
(NOTE: Here, again, survive an accident only because you didn't use a seat belt and the
government will punish you for not dying in the accident using a government mandated socalled safety seat belt harness! )
Canada-5 (Maclean's magazine. 10.286) Ontario
In Apri11970. West of Woodstock, Ontario, two cars collided head-on. In one car, 6 persons
wore seat belts. In the other car, 3 persons were not buckled. The 6 buckled persons were
killed. The autopsies revealed they died from severe
injuries to the abdomen caused by the seat belts. The other 3 did not wear a seat belt and
survived. Dr. Blackwood (coroner) declares that the Province of Ontario should be prosecuted
before the Courts for its murderous mandatory seat belt law. And he adds that it is ironical to
see that the 3 person who did not wear a seat belt at the accident, and who were not killed
because of it are the ones who have been brought before the Courts by the Ontario Provincial
Police (for violation of the seat belt law).
England-5 Daily Mail, 7-29- 76
Two men burned to death in their crushed car, trapped by their
their
safety belts. The story was told at an inquest in Newark, Nottinghamshire, where would-be
rescuers said they tried to save the men but could not unlock the belts. Miner Mr. Allen Atlas of
Toiney Lane, Newark, told the inquest that he saw the driver's trousers catch fire, then his
hair. "I tried to drag him through his seat belt, but was unable to do so. I tried to unfasten the
belt, but I was getting burned."
England-5 Daily Mail, 5-12-77
Not wearing a seat belt saved the life of Mrs. Carolyn Lewis. Mrs. Lewis was sitting next to
the driver. The car left the road and hit a fence. Mrs. Lewis was able to twist to one side as a
concrete post came through the windshield past the spot were she had been sitting and
decapitated the passenger sitting behind her.
2.9 Chicago Tribune, Illinois, 3-2-86
"Ten years ago I was living in New York and my car caught fire from an electrical short
somewhere under the hood. Had I been wearing a seat belt, I never would have had the chance
to get out." observed one man.
(10.15.1) U.S. News & World Report, 8-25-86
When the van carrying 11 pre-schoolers crashed head-on into a sedan the five children with no
seat belts walked away with a few scratches. Five others, all wearing lap belts, sustained severe
head, spinal cord and abdominal injuries. One died.
10.20 Burlington Times-News, NC 3-28-86
She was on her way to a shopping center in Raleigh when a ,
tractor-trailer came loose from the cab, came across the median and hit her head on. If she had
been wearing a seat belt, she would have been crushed to death. The impact threw her over in
the seat. The steering wheel was bent where she had been sitting. It was several weeks before
she could be active. But today, she is all right "Please give me the choice to wear a seat belt or
not. Don't make it a law".
10-27 Tampa Tribune, FL 2-7-87
St. Petersburg -A woman. whose car veered off the approach to the Sunshine Skyway Bridge
and plunged into Tampa Bay died about six hours later, officials said. In a slow, swirling current
near the Sunshine Skyway Bridge, the 35 year-old woman. had survived underwater for almost
seven minutes as two fishermen and rescue workers tried to untangle her from
her seat belt. "It went down nose first, " he said. "I was on top of it I just couldn't get to her. I
heard a thump and then I seen a car coming through the air," he said. "She didn't say anything.
She was frozen to the steering wheel when they took her out. They had to cut the seat belt".
10.34 The Union Leader, NH, 1.0-3-86 (Letter ed.)
A van carrying 15 passengers, buckled up in their seat belts, was in a collision that ended with
the van overturned and burning. Four passing motorists stopped to help, one entered the buming
van and with a hunting knife cut the seat belts of the shackled passengers while the other three
men dragged the released victims to safety. After saving eight the spreading flames prevented
them saving any more. All the four heroes could do was watch the seven burn to death.
10.36.1 Wrestling Observer Newsletter, Campbell, CA 4-29-96
When the police and medics found Pillman Monday night moments after taking a 40-foot fall
from being ejected as the vehicle rolled, he had lost so much blood that those who found him
believed he wasn't going to make it. He was in the burns unit early in the week and originally in
Intensive Care. His condition was quickly upgraded. He also felt fortunate the injuries weren't
worse and that, for whatever reason, he wasn't wearing his seat belt at the time he rolled the
humvee after striking a tree stump in a field. The vehicle was destroyed and he was told by
police that had he been wearing his seat belt and not been thrown that he would have been
crushed inside the vehicle.
Courtesy of WABC, New York, October 10, 2004
A fiery crash, a desperate rescue and three heroes. It happened a few
hundred yards from the Gil Hodges Memorial Bridge in Brooklyn. Eye Witness
News reporter Ken Rosario is at Kings County Hospital in Flatbush with the story.
A retired firefighter, a deputy inspector with the NYPD and a good samaritan all
teamed up to try to save lives. At about 11:00 p.m. Saturday night a pickup truck
from out of state lost control on Flatbush Avenue, near the Belt Parkway. The
passenger was almost thrown from the wreck. Moments later, the NYPD deputy
inspector stopped to help. The passenger was trying to get out of the now
burning truck but his seatbelt was jammed. A good samaritan....happened to be
driving by. He pulled over and used a knife to cut the seatbelt and helped drag
the passenger to safety just as the truck exploded. Just then, the retired fire
fighter also stopped and grabbed a tree limb to break the truck's back window to
vent the flames because he realized the driver was still in the truck. But the driver
was not able to make it out. The former fire fighter burned his hands as he tried
to save the driver but it was to no avail. The retired firefighter was so distraught
that he said that during all his years as a firefighter he spent his time saving lives
and he felt horrified that he couldnt save this one. ....The passenger was taken to
Kings County Hospital. His condition is not known but the retired firefighter says
he's expected to make it.
Seatbelt victims
Sean Barber
Trapped by belt when car
went into river. Rescued as
water reached chin.
Daily Mail,12 Feb., 1983
Jason O'Connor
Drowned when car went into
canal.
Greenford & Northolt Gazette, 3-6-83
Karen Anderson
Drowned when car overturned
Evening Standard, 10-3-83
into water-filled ditch
Terence Hudson
Badly burned in car fire.
Seatbelt release jammed.
Daily Mirror, 2-3-83
Carols McKenna
Drowned. Car overturned in
Fenland dyke.
Eastern Daily Press, 30-6-83
Robert Merchant
Escaped from car when
seatbelt burned through but
died from burns.
Birmingham Post, 24-4-84.
Reginald Meggie
Died in burning car. Rescuers
could not release belt.
Buckinghamshire Advertiser, 5-12-84.
Unnamed woman, aged 73,
from Watford.
went into R. Lyde. Rescued as Daily Express, 2-10-84
water reached her face.
Ian Hunter
Trapped by belt as car
overturned in flooded field.
Rescued by PC who held his
head above water.
Daily Telegraph, 13-2-84
Karen Bilsborough
Trapped by belt after car
crashed on to railway line.
Sunday Express, 28-10-84
Lynn Fearon
Died in burning car. Rescuer
could not release belt.
Retford Times, 13-4-84.
Peter Swearbrick
Escaped from burning car as
belt burned through.
Sunday Express, 10-2-85
Timothy Weedon
Cut from belt. Car overturned
in flooded river.
Weekend, 21-8-85 & Sun. Telegraph,
25-11-84
Paul Baxter
Trapped by seatbelt when car
overturned into canal.
Standard, 1-2-84
Unnamed woman, age 33,
from Plymouth.
Drowned when car overturned
Daily Mail & Daily Express, 9-4-85.
into R. Plym.
Susan Ions & Richard Jones
Drowned when car overturned Daily Express & Daily Telegraph, 10into R. Wey.
9-84
David Thomas
Windpipe pierced in accident
when belt pressed top of
anorak zip into throat.
Henley Standard, 30-11-84
Christopher Smith
Went through windscreen.
Neck & throat almost sliced
in two as seatbelt pulled him
back.
Wolverhampton Express & Star, 4-385
Katie Robinson (age 6
months)
Rescued with difficulty after
car overturned in pond
Daily Star & Daily Mali, 3-1-85
Sandra Garrett
Trapped by belt in fire when
ignition was switched on.
Wolverhampton Express & Star, 18-585.
Lynne Thompson
Drowned when car went into
lake
Sun. Telegraph 8-12-85 & Sheffield
Morning Telegraph 9-12-85
James Steele
Impact of belt on chest may
have caused death, said
coroner.
Newbury Weekly News, 4-4-85.
Daniel Oliffa
Trapped in burning car. Died.
Croydon Advertiser, 13-12-85.
John Clapham
Trapped by belt in burning
car. Belt cut by rescuer.
Daily Telegraph, 29-l0-85
Frank Kirk
Car overturned in flooded
dyke. Cut from belt just
before drowning.
Sunday Express,29-l0-85.
Monica Wilton
Awarded damages for effect
on breast of belt in accident.
Daily Mail, 18-5-85
Unnamed man & woman
Observed burning to death as
they struggled to undo belts
during M6 pile-up.
Sun, 22-10-85, & Daily Telegraph, 23l0-85
Ann Turner
With leg broken, hung
suspended by belt until
rescued after car had
overturned.
Daily Express, 19-5-86
Paul Amer
During crash seatbelt
triggered seat reclining lever.
Died of trauma to the brain.
Watford & W. Herts. Review, 17-7-86
Thomas Hardy
Throat cut by belt when
involved in crash.
Leamimgton Spa Courier, 24-4-86
Unnamed man
Trapped by belt in car fire.
Rescued by Roger Cooper of
Bliston.
Wolverhampton Express & Star, 31-786
Mark Grimmer
Rescued from blazing car by
man who cut the belt.
Beccles & Bungay Journal, 10-10-86
Anne Harris
Trapped by belt in blazing
car. Died.
Daily Express, 12-3-87
Peter Sturton
Internal injuries caused by
impact of belt. Died.
Croydon Advertiser, 26-12-86
Asbe Tankaria (age 20
months)
Trapped in seatbelt when
parked car burst into flames.
40% burns.
Daily Express, 19-3-87.
Ronald Meredith
Impact on belt points pulled
Walsall Observer, 15-5-87.
him into damaged metal. Died.
Tanya Raweon (age 4)
Car burst into flames after
ignition switch-on. Mother
unable to release child's belt.
London E. Standard 14-8-87; Daily
Express, 15-8-87
Unnamed man
Asphyxiating in overturned
car & hanging by the belt.
Daily Telegraph, Dec.87
Hr. Howell, his father-in-law
& mother-in-law.
Trapped in belts in burning
car. All three died.
Daily Express,31-12-87
Mark Dolby
Doctors feared seatbelt caused
injury to transplanted heart
Daily Mirror, 21-1-88
lungs and liver.
Trapped by belts when car
James Arnold & Hilde Arnold burst into flames after
collision. Both died.
Birmingham Evening Mail 27-1-88 &
Lichfield Mercury 29-1-88.
Leonard Steer
Head-on collision. Chest
crushed by belt. Died
Wolverhampton Express & Star 20-288
Brian Saggers
Semi-conscious and choking
on seatbelt after accident.
Worthing Guardian 25-2-88
Michael Beeforth (age 9)
Spinal cord broken in accident
when younger although
strapped to back seat. Lower Daily Telegraph 28-4-88
body paralysed. Awarded
£575,000 damages.
Geoffrey Cosserat
Trapped by belt in overturned
car emitting smoke and
Daily Express & Daily Telegraph 28leaking petrol. Rescued by
5-88
passing gardener using knife.
Joan Jones (age 68)
Hanging for 10 mins in
overturned car with petrol
leaking over her. Rescued by
firemen.
Sunday Express 29-5-88
Susan Jones & three
daughters: Michelle (15),
Colecte (12), Siobhan (9)
Incinerated beyond
recognition in car fire. Heat
forced back police who had
cut Mr. Jones from his seat
with a Stanley knife.
Daily Express 18-8-88
Gordon McKandie
plunged into river. Rescued.
Sunday Express 5-3-89
Louise Bumford
Trapped by belt in submerged
Daily Mail, D.Express, & D.
car. Breathed from air pocket
Telegraph 14-3-89
until rescued.
Clive Exton
Seathelt ruptured spleen in
accident. Collapsed 8 days
later & died.
Sarah Rothwell (5) and Lucy
Rothwell (7)
Sarah died from broken back
Leamington Spa & Lucy from
Observer 30-11-89
broken neck when parents' car
hit on rear side by another car.
Kevin Brady
Trapped by seatbelt when car
plunged into canal. Water up
to chin when rescued.
Wolverhampton Express & Star 15-1289. Also D. Express 16-12-89.
Grant Ellis
Died in post-crash fire.
Rescuers trying to cut belt
driven back by heat.
Wolverhampton Express & Star 27-190.
Collision between Mini and
Escort. Escort occupants
Mr. Bharwaj & Mrs. Bharwaj
injured on shoulders & hips
by seatbelts.
Susan & Handy Nicholls
Today & D. Telegraph 20-4-89
Wolverhampton Express & Star 4-590
Suspended upside-down by
Wolverhampton Express & Star 11-10belts after car overturned. Rib
90
& back injuries.
John Blamchflower
Suffered unspecified "seatbelt Wolverhampton Express & Star 11-10injuries" in junction collision. 90
Handy Walker
Lost unborn twins through
stomach injuries caused by
seatbelt.
Teresa Garner (20)
Injuries caused by belt caused
internal bleeding. Died 15
Daily Telegraph 2-7-91
days after crash. (Birmingham
inquest report)
Caroline Thompson (31)
Pregnant. Died from possible
belt injuries in "turning right"
RTA.
Eastern Daily Press & London E.
Standard, March 92.
Rik Jardine
Lost control. Went over
bridge into water. Trapped by
belt. Drowned.
Daily Mail 10-4-92
Pamela Hillier (60)
Crushed against belt in Ford
Sierra when hit from behind
at 90 m.p.h. Bournemouth
Coroner.
Times, 4-3-93
Daily Mail 14-1-91
NOTE. These cases have been gathered from press reports sent in by individuals, so are only the "tip of
the iceberg".
Only reports which specifically mention the seatbelt have been included in this list. In many other press
reports the seatbelt could be assumed to be blameworthy or to have made matters worse.
Return to C.I.P.S. home page
SOME SEAT BELT VICTIMS VII
Bradley Woodward - East Anglia Daily Telegraph, 6 Nov., 1997 Back seat child passenger . Following collision, head injuries requiring
intensive care.
Liam Coffey - Wolverhampton Express & Star, 14 May, 1999 Trapped under water with seatbelts binding his feet. Given kiss-of-life
under water. Taken to intensive care.
Two cases from earlier years:
Colin Webb & Sheila Webb - Daily Mail 18 March, 1985 Collision with car being chased by police. Onlookers cut seat belts to get them
out while police continued chase. Colin died.
Two unnamed men - Sunday Express 10 November 1985 Hanging in seatbelts in overturned car, alive but bleeding. Rescued by
passing fireman and ambulanceman.
Caroline Thompson & her unborn child - Eastern Daily Press, mid March, 1992. Pressure from seat belt or sudden decelaration after
collision caused fatal injuries to both.
Three cases from USA :
Gabriel Stimson - New York State newspaper. Cardiac arrest caused by seat belt's shoulder harness.
Janet Simpson - Sunday Express, 5 May 1985 Pinned by seat belt between two front seats. Broken ribs and other severe injuries.
Un-named woman, personal account, Autumn, 1986. Following collision, seat belt pulled her intestines and diaphrarn up to her shoulder.
These cases are culled from national papers and a tiny proportion of local papers, so obviously are just the tip of the iceberg.
Only newspaper reports which specifically mention a seat belt are included. In dozens of other cases, not included, the seat belt can be
assusmed to be blameworthy or to have made matters worse; in such cases the words "seat belt" tend to be omitted.
SOME SEATBELT VICTIMS VI
The Times, 6 Sept, 1994 - Guy Wace (4) and Alicia Wace (11 months). Strapped in
child seats in rear and suffered fatal injuries from side impact.
TV Quick (based on a programme) 19 - 25 Nov. 1994 - Jacky Ball. Car overturned
into shallow water. Seatbelt would not release.
Kent and Sussex Courier, 2 Dec 1994 - Jo (aged 27). Spinal and multiple internal
injuries when strapped in rear seat and luggage came through back seat in accident.
Died.
Today, 24 May 1995 - Two British Legion coach passengers - Hanging from seatbelts
in overturned coach and drowned in culvert water. (Another eight died in this much
reported accident but Today was the only British paper to mention seatbelt drownings).
Kent and Sussex Courier, 14 July, 1995. Lauren MacInnes (5) - Belted in back seat
and could not be rescued when car hit tree and burst into flames. (Think about this - the
child screaming as it she slowly burns to death because of being trapped by the seatbelt
and the relatives having to watch in helpless horror).
Daily Express, 3 Sept 1996 - Tim Phillips, his three children aged 4, 2, and 4 months
plus another child aged 3. Vehicle rolled ino 15 feet of water. Mrs. Phillips and a friend
dived into the water and "managed to free" some of the children (from their seatbelts)
but were drowned themselves.
Daily Express, 1 Oct 1996 - Sian Hoole, aged 5. Stationary car burst into flames when
hit by lorry. Mother tried but failed to rescue child. (Unable to get seatbelt open).
The Express, 12 Nov 1998 - Clare Bear - Severe injuries from accident during which
seatbelt wrapped around her neck. In wheel chair permanently.
SOME SEATBELT VICTIMS V
Kerry Lee (aged 10 months) Thrown forward in baby seat in minor shunt and choked on
vomit. Wolverhampton Express & Star, 26 Sept 1990; Croyden Advertiser & Sevenoaks
Chronicle, 27 Sept
1990
Craig Lacey - Tapped by belt when car overturned in water-filled dyke. Died. Kentish
Express, 7 Feb, 1991.
Teresa Garner - Seatbelt injuries caused internal bleeding 15 days after crash. Died. Daily
Telegraph & Guardian, 2 July, 1991.
Unnamed man and woman - Trapped by belts when car overturned into River Ouse. Both
died. Independent, Daily Post and Daily Express, 2 Jan, 1992.
Rikki Jardine - Trapped by belt when car plunged into pond. Died. Daily Mail, 10 April,
1992.
Michaela Mooney - Mother failed (in effort) to undo her seatbelt when vehicle was
burning. Died. Wolverhampton Express and Star, 16 Dec 1992 and 12 June 1993.
Harriet Mead (aged 22 monthds) - Drowned. Mother couldn't undo safety straps when
car overturned in 6 feet of water. TheTimes, 6 Feb 1993
Pamela Hillier - Crushed against her seatbelt when car was hit at high speed from behind.
The Times, 6 Feb, 1993.
Christopher and Matthew Key (4 month-old twins) - Christopher thrown from baby seat,
Matthew stayed strapped in his. Both died of fractured skulls. Car hit another side-on.
Daily Telegraph, 10 Sept. 1993 and 3 Dec 1993.
Mary Mullett - Died after minor road crash. Seatbelt caused bowel injury.
Wolverhampton Express and Star, 25 Feb 1994
William Gill - Head-on collision. seatbelt ripped from mounting. Died of multiple injuries.
Wolverhampton Express and Star, 21 April, 1994
Rollovers
Crash Data Report:
1990-1999
154
Table 36: Single-Vehicle Rollover Crashes by Vehicle Type and Crash Severity
VEHICLE/TRUCK TYPE
California
Passenger car
Light truck
Car & light truck – Total
California
Passenger car
Light truck
California
Passenger car
Light truck
Florida
Passenger car
Light truck – Pickup
Light truck – Van
Light truck – Subtotal
Florida
Passenger car
Light truck – Van
Florida
Passenger car
Light truck – Van
Georgia
Passenger car
Light truck – Utility
Light truck – Van
Light truck – Other
1990
1991
1992
1993
1994
FATAL CRASHES
197
180
159
127
152
115
112
85
95
108
312
292
244
222
260
INJURY CRASHES
3,309
3,066
2,771
2,562
2,534
1,910
1,738
1,563
1,438
1,375
5,219
4,804
4,334
4,000
3,909
PROPERTY DAMAGE ONLY CRASHES
1,809
1,699
1,537
1,800
1,759
1,371
1,133
1,020
1,121
1,176
3,180
2,832
2,557
2,921
2,935
FATAL CRASHES
78
58
59
53
46
38
34
26
42
36
12
8
9
20
12
50
42
35
62
48
128
100
94
115
94
INJURY CRASHES
1,548
1,136
1,277
1,191
1,076
766
659
624
653
618
142
131
147
174
169
908
790
771
827
787
2,456
1,926
2,048
2,018
1,863
417
299
248
245
224
214
182
137
142
157
54
44
38
33
36
268
226
175
175
193
685
525
423
420
417
FATAL CRASHES
76
57
49
60
35
51
42
28
36
31
13
2
6
5
6
6
0
1
0
0
0
53
49
33
42
50
129
106
82
102
85
1995
1996
1997
1998
1999
134
76
210
148
76
224
98
80
178
98
60
158
115
76
191
2,363
1,318
3,681
2,323
1,321
3,644
2,255
1,109
3,364
2,260
1,081
3,341
2,269
1,096
3,365
1,607
1,129
2,736
1,585
1,127
2,712
1,582
1,045
2,627
1,714
1,062
2,776
1,559
926
2,485
53
31
12
43
96
65
33
11
44
109
66
37
12
49
115
57
41
8
49
106
73
53
20
73
146
1,102
647
199
846
1,948
1,175
736
184
920
2,095
1,185
690
205
895
2,080
1,133
681
194
875
2,008
1,228
771
193
964
2,192
258
181
40
221
479
292
223
66
289
581
363
207
44
251
614
307
200
50
250
557
305
229
57
286
591
49
31
13
5
0
49
98
48
29
20
4
0
53
101
32
30
30
4
1
65
97
37
31
21
6
1
59
96
*
*
*
*
*
*
*
*Data not available.
Bold numbers denote state-years where the light truck category was not used.
Rows listed as “Light-Truck – Other” are only included where applicable.
Refer to File Characteristics—beginning on page 7 in the Data File Structure—for general and state-specific data notes.
ROLLOVERS
National Center for Statistics and Analysis
STATE
Crash Data Report: 1990-1999
VEHICLE/TRUCK TYPE
Georgia
Passenger car
Light truck – Van
Georgia
Passenger car
Light truck – Van
Illinois
Passenger car
Light truck – Van
Illinois
Passenger car
Light truck – Van
Illinois
Passenger car
Light truck – Van
1990
1991
1992
1993
1994
INJURY CRASHES
1,603
1,288
1,413
1,310
1,083
758
621
618
601
481
125
124
107
136
128
97
33
27
34
24
28
915
755
788
753
731
2,518
2,043
2,201
2,063
1,814
1,089
895
871
934
696
615
495
443
463
374
86
109
91
82
94
74
63
65
52
70
56
787
651
577
627
590
1,876
1,546
1,448
1,561
1,286
FATAL CRASHES
72
51
78
57
66
30
39
37
22
20
6
9
6
8
7
36
48
43
30
27
108
99
121
87
93
INJURY CRASHES
1,987
1,910
1,952
1,508
1,174
832
807
758
538
321
222
201
219
195
147
1,054
1,008
977
733
468
3,041
2,918
2,929
2,241
1,642
1,257
1,080
1,077
841
645
734
723
594
504
308
199
192
140
149
101
933
915
734
653
409
2,190
1,995
1,811
1,494
1,054
1995
1996
1997
1998
1999
1,026
548
214
101
23
886
1,912
1,214
566
307
102
31
1,006
2,220
987
517
323
116
31
987
1,974
959
465
354
102
43
964
1,923
*
*
*
*
*
*
*
598
383
146
59
42
630
1,228
709
443
182
79
51
755
1,464
640
403
189
65
51
708
1,348
602
374
192
57
63
686
1,288
*
*
*
*
*
*
*
47
16
5
21
68
26
4
7
4
15
41
43
16
23
10
49
92
39
18
11
7
36
75
59
18
26
7
51
110
1,023
308
158
466
1,489
738
198
82
136
416
1,154
1,809
531
199
223
953
2,762
1,638
557
243
215
1,015
2,653
1,804
581
342
226
1,149
2,953
666
333
107
440
1,106
428
173
41
81
295
723
1,179
603
184
199
986
2,165
984
486
224
171
881
1,865
1,359
634
329
233
1,196
2,555
155
ROLLOVERS
STATE
156
VEHICLE/TRUCK TYPE
Indiana
Passenger car
Light truck – Van
Indiana
Passenger car
Light truck – Van
Indiana
Passenger car
Light truck – Van
Kansas
Passenger car
Light truck
Kansas
Passenger car
Light truck
Kansas
Passenger car
Light truck
Maryland
Passenger car
Light truck – Van
1990
1991
1992
1993
1994
FATAL CRASHES
61
55
56
40
67
17
30
14
22
22
6
7
8
1
6
23
37
22
23
28
84
92
78
63
95
INJURY CRASHES
1,644
1,467
1,426
1,333
1,550
536
525
534
522
507
117
114
139
145
144
653
639
673
667
651
2,297
2,106
2,099
2,000
2,201
1,232
1,174
1,032
971
1,082
607
555
545
573
580
152
134
145
138
128
759
689
690
711
708
1,991
1,863
1,722
1,682
1,790
FATAL CRASHES
33
25
33
24
45
12
14
17
14
29
45
39
50
38
74
INJURY CRASHES
810
770
726
722
845
509
485
456
456
557
1,319
1,255
1,182
1,178
1,402
527
543
492
563
582
468
533
459
540
494
995
1,076
951
1,103
1,076
FATAL CRASHES
21
19
12
27
26
2
5
1
5
13
19
9
0
3
13
19
9
3
13
34
38
21
30
39
1995
1996
1997
1998
1999
67
24
2
26
93
64
10
14
24
88
63
16
5
21
84
55
30
14
44
99
70
25
8
33
103
1,614
601
180
781
2,395
1,468
460
188
648
2,116
1,515
530
171
701
2,216
1,434
501
147
648
2,082
1,571
509
171
680
2,251
1,219
631
196
827
2,046
1,139
585
184
769
1,908
1,208
570
166
736
1,944
1,036
519
141
660
1,696
1,430
653
187
840
2,270
43
25
68
50
28
78
26
21
47
38
29
67
45
28
73
810
478
1,288
899
521
1,420
485
306
791
452
278
730
468
254
722
585
501
1,086
612
499
1,111
354
320
674
352
264
616
304
243
547
29
11
3
5
19
48
26
6
3
7
16
42
17
11
5
13
29
46
30
4
4
7
15
45
21
7
1
9
17
38
ROLLOVERS
STATE
VEHICLE/TRUCK TYPE
Maryland
Passenger car
Light truck – Van
Maryland
Passenger car
Light truck – Van
Michigan
Passenger car
Light truck – Van
Michigan
Passenger car
Light truck – Van
Michigan
Passenger car
Light truck – Van
1990
1991
1992
1993
1994
INJURY CRASHES
733
674
597
771
846
139
204
51
99
405
378
344
19
104
405
378
344
209
407
1,138
1,052
941
980
1,253
365
327
284
429
481
109
150
37
48
252
201
207
15
70
252
201
207
161
268
617
528
491
590
749
FATAL CRASHES
96
77
75
106
97
31
25
17
19
18
7
8
3
0
0
1
0
1
31
25
25
27
22
127
102
100
133
119
INJURY CRASHES
4,126
3,734
2,510
2,727
3,014
1,289
1,137
836
854
998
166
288
305
22
21
44
61
73
1,311
1,158
1,046
1,203
1,376
5,437
4,892
3,556
3,930
4,390
3,661
3,217
2,484
2,038
2,405
1,649
1,454
1,049
993
1,167
279
232
264
18
16
67
72
92
1,667
1,470
1,395
1,297
1,523
5,328
4,687
3,879
3,335
3,928
1995
1996
1997
1998
1999
751
215
63
169
447
1,198
753
230
94
207
531
1,284
677
235
78
231
544
1,221
691
193
76
214
483
1,174
604
169
63
231
463
1,067
470
171
47
117
335
805
358
185
61
144
390
748
400
164
50
144
358
758
413
164
57
153
374
787
380
161
52
163
376
756
93
29
6
2
37
130
76
32
7
3
42
118
87
19
8
5
32
119
101
31
12
5
48
149
94
35
5
2
42
136
3,011
1,023
359
112
1,494
4,505
3,173
1,043
363
119
1,525
4,698
3,012
1,055
390
132
1,577
4,589
2,814
905
280
112
1,297
4,111
2,991
985
288
148
1,421
4,412
2,589
1,318
379
114
1,811
4,400
2,682
1,439
415
173
2,027
4,709
2,810
1,341
413
166
1,920
4,730
2,107
1,085
312
128
1,525
3,632
2,519
1,165
369
166
1,700
4,219
157
ROLLOVERS
STATE
158
VEHICLE/TRUCK TYPE
Missouri
Passenger car
Light truck – Van
Missouri
Passenger car
Light truck – Van
Missouri
Passenger car
Light truck – Van
New Mexico1
Passenger car
Light truck – Van
New Mexico
Passenger car
Light truck – Van
1990
1991
1992
1993
1994
FATAL CRASHES
45
44
47
23
34
24
28
9
7
3
3
7
7
3
33
22
23
0
0
36
25
30
40
38
81
69
77
63
72
INJURY CRASHES
1,060
1,078
1,060
836
919
466
494
199
190
83
102
89
98
104
561
491
489
0
0
644
593
578
763
788
1,704
1,671
1,638
1,599
1,707
843
790
747
569
615
430
442
166
153
114
95
69
86
84
500
515
446
0
0
614
610
515
682
679
1,457
1,400
1,262
1,251
1,294
FATAL CRASHES
62
57
46
65
59
64
54
59
64
49
12
13
6
6
10
6
9
9
5
10
82
76
74
75
69
144
133
120
140
128
INJURY CRASHES
655
687
714
657
588
554
597
588
576
547
117
117
107
77
58
74
63
85
94
98
745
777
780
747
703
1,400
1,464
1,494
1,404
1,291
1995
1996
1997
1998
1999
24
29
12
7
0
48
72
31
30
14
6
0
50
81
26
25
13
4
0
42
68
20
35
13
8
0
56
76
24
33
17
4
0
54
78
952
536
225
116
0
877
1,829
913
525
292
146
0
963
1,876
910
494
239
137
0
870
1,780
811
499
298
109
0
906
1,717
863
523
345
158
0
1,026
1,889
595
474
196
99
0
769
1,364
654
473
219
114
0
806
1,460
545
471
236
102
0
809
1,354
494
466
234
89
0
789
1,283
591
464
309
115
0
888
1,479
55
67
10
9
86
141
56
38
16
15
69
125
47
38
16
17
71
118
53
37
29
11
77
130
38
50
25
6
81
119
649
595
74
96
765
1,414
679
609
81
120
810
1,489
685
650
94
105
849
1,534
637
527
86
95
708
1,345
570
449
188
61
698
1,268
1 New Mexico: Comparison with FARS single-vehicle rollover data indicates that the rollover totals tabulated for New Mexico 1990-1999 are overestimated by a
factor of 2 to 3. Consult the Rollover query in “Supplemental Information” for further details.
ROLLOVERS
STATE
VEHICLE/TRUCK TYPE
New Mexico
Passenger car
Light truck – Van
North
Carolina
Passenger car
Light truck – Van
North
Carolina
Passenger car
Light truck – Van
North
Carolina
Passenger car
Light truck – Van
Ohio
Passenger car
Light truck
Ohio
Passenger car
Light truck
1990
1991
1992
1993
1994
497
454
468
450
423
557
490
544
471
446
113
90
75
61
44
50
47
61
67
51
720
627
680
599
541
1,217
1,081
1,148
1,049
964
FATAL CRASHES
*
*
85
113
104
*
*
38
31
22
*
*
2
4
6
*
*
5
11
19
*
*
45
46
47
*
*
130
159
151
INJURY CRASHES
*
*
2,907
3,079
3,263
*
*
934
929
936
*
*
105
132
123
*
*
281
291
316
*
*
1,320
1,352
1,375
*
*
4,227
4,431
4,638
*
*
1,649
1,724
1,744
*
*
608
683
744
*
*
69
91
99
*
*
208
215
215
*
*
885
989
1,058
*
*
2,534
2,713
2,802
FATAL CRASHES
16
24
11
21
8
11
21
9
10
7
27
45
20
31
15
INJURY CRASHES
897
859
763
751
872
373
370
313
325
387
1,270
1,229
1,076
1,076
1,259
1995
1996
1997
1998
1999
458
495
50
54
599
1,057
416
468
65
61
594
1,010
422
580
108
68
756
1,178
346
410
66
50
526
872
311
356
107
42
505
816
100
46
9
10
65
165
94
41
4
13
58
152
101
30
9
14
53
154
103
37
4
16
57
160
110
32
9
18
59
169
3,295
987
150
325
1,462
4,757
3,158
1,031
183
314
1,528
4,686
3,167
856
165
386
1,407
4,574
3,044
787
182
383
1,352
4,396
3,135
916
194
474
1,584
4,719
1,802
739
94
224
1,057
2,859
1,957
844
145
244
1,233
3,190
1,828
706
105
252
1,063
2,891
1,695
610
102
261
973
2,668
1,749
744
142
279
1,165
2,914
15
5
20
18
6
24
14
4
18
23
3
26
24
8
32
875
410
1,285
907
401
1,308
905
345
1,250
860
377
1,237
1,139
443
1,582
159
ROLLOVERS
STATE
160
VEHICLE/TRUCK TYPE
Ohio
Passenger car
Light truck
Pennsylvania
Passenger car
Light truck
Pennsylvania
Passenger car
Light truck
Pennsylvania
Passenger car
Light truck
Texas2
Passenger car
Light truck – Van
Texas
Passenger car
Light truck – Van
1990
1991
1992
1993
1994
547
466
455
478
505
275
311
300
249
342
822
777
755
727
847
FATAL CRASHES
92
59
76
49
71
40
38
35
40
38
132
97
111
89
109
INJURY CRASHES
1,734
1,892
1,799
1,741
1,537
820
897
913
982
1,128
2,554
2,789
2,712
2,723
2,665
951
999
1,010
1,015
1,078
523
573
710
692
940
1,474
1,572
1,720
1,707
2,018
FATAL CRASHES
147
114
120
125
115
148
130
140
106
127
7
11
15
13
24
43
35
39
51
47
198
176
194
170
198
345
290
314
295
313
INJURY CRASHES
3,390
2,885
2,662
2,765
2,891
2,359
2,013
1,865
2,005
2,054
341
353
317
352
330
757
729
770
852
938
3,457
3,095
2,952
3,209
3,322
6,847
5,980
5,614
5,974
6,213
1995
1996
1997
1998
1999
513
302
815
583
327
910
480
305
785
423
242
665
726
380
1,106
61
45
106
61
52
113
68
48
116
68
43
111
69
59
128
1,607
955
2,562
1,846
1,396
3,242
1,768
1,179
2,947
1,905
1,193
3,098
2,026
1,451
3,477
953
778
1,731
1,156
1,063
2,219
1,011
830
1,841
974
753
1,727
1,203
1,064
2,267
119
110
19
65
194
313
164
148
93
35
2
278
442
131
154
78
24
0
256
387
148
163
88
34
0
285
433
141
149
96
19
2
266
407
2,947
2,266
415
1,019
3,700
6,647
3,743
2,631
1,371
485
24
4,511
8,254
3,253
2,379
1,521
511
12
4,423
7,676
3,067
2,262
1,552
433
15
4,262
7,329
3,268
2,280
1,790
417
6
4,493
7,761
2 Texas: Comparison with FARS single-vehicle rollover data indicates that the rollover totals tabulated for Texas 1990-1996 are overestimated by approximately
30-40%. Totals for Texas 1997-1999 are overestimated by approximately 60%. Consult the Rollover query in "Supplemental Information" for further details.
ROLLOVERS
STATE
VEHICLE/TRUCK TYPE
Texas
Passenger car
Light truck – Van
Utah
Passenger car
Light truck
Utah
Passenger car
Light truck
Utah
Passenger car
Light truck
Virginia
Passenger car
Light truck – Van
Virginia
Passenger car
Light truck – Van
1990
1991
1992
1993
1994
1,654
1,389
1,291
1,409
1,406
1,522
1,370
1,199
1,291
1,388
199
185
198
211
204
400
416
366
448
396
2,121
1,971
1,763
1,950
1,988
3,775
3,360
3,054
3,359
3,394
FATAL CRASHES
16
14
11
14
18
21
23
21
24
23
37
37
32
38
41
INJURY CRASHES
235
206
240
278
274
250
289
344
342
384
485
495
584
620
658
131
147
153
198
149
205
296
309
334
355
336
443
462
532
504
FATAL CRASHES
23
24
31
18
33
11
13
7
10
10
3
3
1
0
2
14
16
8
10
12
37
40
39
28
45
INJURY CRASHES
891
1,007
990
957
981
353
357
342
357
387
40
61
47
60
55
393
418
389
417
442
1,284
1,425
1,379
1,374
1,423
1995
1996
1997
1998
1999
1,425
1,355
198
480
2,033
3,458
1,699
1,499
607
226
9
2,341
4,040
1,437
1,546
702
298
6
2,552
3,989
1,510
1,433
696
233
6
2,368
3,878
1,582
1,479
805
201
5
2,490
4,072
24
29
53
16
34
50
15
19
34
17
20
37
15
38
53
363
553
916
383
567
950
386
545
931
372
593
965
385
563
948
187
417
604
217
467
684
211
438
649
218
452
670
157
403
560
33
18
2
20
53
20
9
0
9
29
27
6
1
7
34
23
25
5
30
53
15
20
2
22
37
929
329
78
407
1,336
941
364
65
429
1,370
984
412
66
478
1,462
1,018
427
77
504
1,522
879
445
48
493
1,372
161
ROLLOVERS
STATE
162
VEHICLE/TRUCK TYPE
Virginia
Passenger car
Light truck – Van
Washington
Passenger car
Light truck
Washington
Passenger car
Light truck
Washington
Passenger car
Light truck
1990
1991
1992
1993
1994
739
740
676
632
627
338
311
297
348
336
50
53
44
36
56
388
364
341
384
392
1,127
1,104
1,017
1,016
1,019
FATAL CRASHES
54
44
33
45
44
34
27
31
28
28
88
71
64
73
72
INJURY CRASHES
1,307
1,300
1,258
1,181
1,179
1,019
1,056
942
1,074
1,142
2,326
2,356
2,200
2,255
2,321
1,173
985
940
969
898
1,161
1,113
987
1,210
1,115
2,334
2,098
1,927
2,179
2,013
1995
1996
1997
1998
1999
599
282
48
330
929
666
400
67
467
1,133
626
323
42
365
991
620
375
55
430
1,050
526
395
43
438
964
45
22
67
40
37
77
*
*
*
*
*
*
*
*
*
1,231
1,175
2,406
1,107
1,216
2,323
*
*
*
*
*
*
*
*
*
927
1,148
2,075
835
1,467
2,302
*
*
*
*
*
*
*
*
*
ROLLOVERS
STATE
Table 37: Passenger Car and Light Truck Occupants Killed or Injured in Single-Vehicle Rollover Crashes
VEHICLE/TRUCK TYPE
1990
1991
California
Passenger car
Light truck
208
122
330
196
120
316
California
Passenger car
Light truck
5,295
3,116
8,411
4,929
3,011
7,940
Florida
Passenger car
Light truck – Van
80
42
14
56
136
66
36
9
45
111
Florida
Passenger car
Light truck – Van
2,440
1,168
309
1,477
3,917
1,817
1,021
333
1,354
3,171
Georgia
Passenger car
Light truck – Van
79
54
3
0
57
136
62
43
8
1
52
114
Georgia
Passenger car
Light truck – Van
2,342
1,120
274
43
1,437
3,779
1,919
872
209
53
1,134
3,053
1992
KILLED
182
91
273
INJURED
4,548
2,673
7,221
KILLED
64
27
11
38
102
INJURED
2,094
999
369
1,368
3,462
KILLED
53
31
5
0
36
89
INJURED
2,009
912
283
62
1,257
3,266
1993
1994
1995
1996
1997
1998
1999
144
103
247
163
128
291
151
94
245
164
82
246
107
105
212
106
65
171
141
100
241
4,209
2,555
6,764
4,160
2,439
6,599
3,850
2,250
6,100
3,835
2,292
6,127
3,607
1,944
5,551
3,717
1,840
5,557
3,686
1,767
5,453
56
44
28
72
128
50
39
17
56
106
58
32
13
45
103
73
36
11
47
120
74
38
14
52
126
62
44
11
55
117
82
62
22
84
166
1,898
1,016
470
1,486
3,384
1,726
1,014
419
1,433
3,159
1,721
981
408
1,389
3,110
1,794
1,114
394
1,508
3,302
1,825
1,028
420
1,448
3,273
1,833
989
370
1,359
3,192
1,915
1,156
493
1,649
3,564
64
37
6
0
43
107
37
32
16
6
0
54
91
50
31
13
7
0
51
101
51
31
22
5
0
58
109
34
33
30
6
2
71
105
39
32
23
10
1
66
105
*
*
*
*
*
*
*
1,964
869
314
38
1,221
3,185
1,638
719
227
160
34
1,140
2,778
1,543
798
354
214
41
1,407
2,950
1,818
797
492
204
46
1,539
3,357
1,435
721
555
246
49
1,571
3,006
1,360
641
576
200
64
1,481
2,841
*
*
*
*
*
*
*
163
ROLLOVERS
STATE
164
VEHICLE/TRUCK TYPE
1990
1991
Illinois
Passenger car
Light truck – Van
76
30
7
37
113
55
42
9
51
106
Illinois
Passenger car
Light truck – Van
2,915
1,126
376
1,502
4,417
2,802
1,168
352
1,520
4,322
Indiana
Passenger car
Light truck – Van
68
18
8
26
94
60
31
8
39
99
Indiana
Passenger car
Light truck – Van
2,307
691
222
913
3,220
2,042
718
205
923
2,965
Kansas
Passenger car
Light truck
35
13
48
26
16
42
Kansas
Passenger car
Light truck
1,226
703
1,929
1,161
745
1,906
1992
KILLED
86
38
6
44
130
INJURED
2,946
1,082
394
1,476
4,422
KILLED
59
16
9
25
84
INJURED
1,959
704
238
942
2,901
KILLED
33
20
53
INJURED
1,081
706
1,787
1993
1994
1995
1996
1997
1998
1999
58
23
9
32
90
70
21
8
29
99
50
18
5
23
73
28
4
10
6
20
48
44
16
24
11
51
95
43
18
14
8
40
83
62
18
29
7
54
116
2,224
749
374
1,123
3,347
1,765
457
307
764
2,529
1,490
424
317
741
2,231
1,075
255
140
254
649
1,724
2,631
697
296
402
1,395
4,026
2,332
719
352
389
1,460
3,792
2,539
763
539
357
1,659
4,198
46
24
1
25
71
71
22
10
32
103
70
25
2
27
97
68
10
15
25
93
67
16
6
22
89
60
34
15
49
109
75
28
9
37
112
1,854
736
247
983
2,837
2,181
652
233
885
3,066
2,362
782
292
1,074
3,436
2,080
570
311
881
2,961
2,168
698
283
981
3,149
1,977
659
248
907
2,884
2,180
638
304
942
3,122
24
14
38
49
30
79
44
25
69
54
29
83
27
24
51
39
30
69
53
31
84
1,068
710
1,778
1,276
846
2,122
1,253
687
1,940
1,430
789
2,219
748
475
1,223
722
469
1,191
703
412
1,115
ROLLOVERS
STATE
STATE
VEHICLE/TRUCK TYPE
1991
Maryland
Passenger car
Light truck – Van
23
14
14
37
20
21
21
41
Maryland
Passenger car
Light truck – Van
1,038
590
590
1,628
931
546
546
1,477
Michigan
Passenger car
Light truck – Van
101
31
0
31
132
79
25
0
25
104
Michigan
Passenger car
Light truck – Van
5,774
1,718
32
1,750
7,524
5,293
1,502
41
1,543
6,836
Missouri
Passenger car
Light truck – Van
53
4
36
40
93
45
4
22
26
71
1992
KILLED
13
9
9
22
INJURED
891
477
477
1,368
KILLED
76
18
7
1
26
102
INJURED
3,222
1,037
226
50
1,313
4,535
KILLED
48
8
23
31
79
1993
1994
1995
1996
1997
1998
1999
30
2
1
0
3
33
32
6
5
3
14
46
29
11
4
5
20
49
27
6
3
11
20
47
19
11
7
15
33
52
30
4
6
9
19
49
23
7
1
9
17
40
1,126
185
79
32
296
1,422
1,213
267
174
164
605
1,818
1,065
293
120
236
649
1,714
1,068
296
177
314
787
1,855
977
296
163
345
804
1,781
980
236
119
316
671
1,651
820
223
120
346
689
1,509
109
20
8
0
28
137
103
18
3
1
22
125
102
31
6
2
39
141
84
35
7
3
45
129
93
19
8
6
33
126
107
31
12
5
48
155
102
38
5
2
45
147
3,745
1,059
415
79
1,553
5,298
4,124
1,293
447
91
1,831
5,955
4,130
1,314
544
154
2,012
6,142
4,209
1,365
493
158
2,016
6,225
4,026
1,313
575
191
2,079
6,105
3,792
1,152
411
145
1,708
5,500
3,964
1,245
396
201
1,842
5,806
25
25
9
9
0
43
68
37
29
7
4
0
40
77
25
29
13
7
0
49
74
33
32
14
6
0
52
85
26
26
14
4
0
44
70
22
35
16
8
0
59
81
26
33
18
6
0
57
83
165
ROLLOVERS
1990
166
VEHICLE/TRUCK TYPE
1990
1991
Missouri
Passenger car
Light truck – Van
1,592
156
853
1,009
2,601
1,616
178
706
884
2,500
New Mexico1
Passenger car
Light truck – Van
67
71
12
9
92
159
62
60
14
9
83
145
New Mexico
Passenger car
Light truck – Van
1,118
902
202
147
1,251
2,369
1,123
956
203
173
1,332
2,455
North
Carolina
Passenger car
Light truck – Van
*
*
*
*
*
*
*
*
*
*
*
*
North
Carolina
Passenger car
Light truck – Van
*
*
*
*
*
*
*
*
*
*
*
*
1992
INJURED
1,601
196
722
918
2,519
KILLED
52
64
7
15
86
138
INJURED
1,158
972
158
197
1,327
2,485
KILLED
90
40
2
5
47
137
INJURED
4,233
1,220
187
366
1,773
6,006
1993
1994
1995
1996
1997
1998
1999
1,264
676
339
210
0
1,225
2,489
1,381
728
301
206
0
1,235
2,616
1,418
805
373
265
0
1,443
2,861
1,345
780
441
280
0
1,501
2,846
1,380
706
385
224
0
1,315
2,695
1,188
719
473
213
0
1,405
2,593
1,297
721
544
268
0
1,533
2,830
75
70
7
7
84
159
66
51
12
16
79
145
60
72
11
14
97
157
64
43
15
13
71
135
56
41
22
23
86
142
58
37
37
14
88
146
39
52
27
9
88
127
1,061
958
111
185
1,254
2,315
989
837
102
225
1,164
2,153
1,101
951
129
217
1,297
2,398
1,110
925
153
273
1,351
2,461
1,132
1,021
184
211
1,416
2,548
1,078
803
180
232
1,215
2,293
904
688
342
122
1,152
2,056
120
30
3
12
45
165
109
23
5
20
48
157
103
47
9
10
66
169
99
42
3
14
59
158
107
29
10
14
53
160
116
38
3
16
57
173
115
34
8
18
60
175
4,465
1,247
205
390
1,842
6,307
4,768
1,198
213
423
1,834
6,602
4,828
1,292
236
443
1,971
6,799
4,634
1,364
318
475
2,157
6,791
4,602
1,126
280
529
1,935
6,537
4,262
1,006
282
545
1,833
6,095
4,460
1,222
324
678
2,224
6,684
ROLLOVERS
STATE
STATE
VEHICLE/TRUCK TYPE
1991
Ohio
Passenger car
Light truck
17
11
28
24
22
46
Ohio
Passenger car
Light truck
1,373
542
1,915
1,315
548
1,863
Pennsylvania
Passenger car
Light truck
93
44
137
61
39
100
Pennsylvania
Passenger car
Light truck
2,480
1,152
3,632
2,592
1,304
3,896
Texas2
Passenger car
Light truck – Van
157
167
8
49
224
381
130
139
12
41
192
322
Texas
Passenger car
Light truck – Van
5,145
3,589
647
1,276
5,512
10,657
4,324
3,004
675
1,261
4,940
9,264
1992
KILLED
11
9
20
INJURED
1,131
457
1,588
KILLED
78
37
115
INJURED
2,450
1,301
3,751
KILLED
129
148
25
45
218
347
INJURED
4,084
2,780
658
1,319
4,757
8,841
1993
1994
1995
1996
1997
1998
1999
26
12
38
9
7
16
17
5
22
22
6
28
15
5
20
23
3
26
24
8
32
1,136
467
1,603
1,273
535
1,808
1,306
587
1,893
1,370
543
1,913
1,325
483
1,808
1,315
508
1,823
1,671
599
2,270
53
48
101
73
39
112
67
46
113
64
52
116
73
51
124
70
50
120
70
64
134
2,418
1,454
3,872
2,111
1,584
3,695
2,186
1,423
3,609
2,529
1,943
4,472
2,452
1,745
4,197
2,636
1,676
4,312
2,772
1,990
4,762
130
114
15
58
187
317
127
135
31
51
217
344
129
116
22
74
212
341
180
155
100
46
2
303
483
140
159
94
27
0
280
420
156
174
94
39
0
307
463
148
155
106
26
2
289
437
4,336
3,016
785
1,466
5,267
9,603
4,417
3,067
703
1,577
5,347
9,764
4,507
3,357
916
1,760
6,033
10,540
5,800
3,857
2,391
1,064
33
7,345
13,145
5,012
3,513
2,551
1,074
14
7,152
12,164
4,580
3,293
2,648
935
17
6,893
11,473
4,867
3,272
2,969
872
13
7,126
11,993
167
ROLLOVERS
1990
168
VEHICLE/TRUCK TYPE
1990
1991
Utah
Passenger car
Light truck
17
21
38
15
25
40
Utah
Passenger car
Light truck
388
439
827
328
543
871
Virginia
Passenger car
Light truck – Van
23
12
3
15
38
24
14
3
17
41
Virginia
Passenger car
Light truck – Van
1,218
453
93
546
1,764
1,385
475
109
584
1,969
Washington
Passenger car
Light truck
55
35
90
45
28
73
Washington
Passenger car
Light truck
1,910
1,517
3,427
1,953
1,574
3,527
1992
KILLED
13
24
37
INJURED
397
633
1,030
KILLED
34
7
1
8
42
INJURED
1,423
452
85
537
1,960
KILLED
35
32
67
INJURED
1,867
1,398
3,265
1993
1994
1995
1996
1997
1998
1999
18
29
47
18
26
44
25
35
60
18
39
57
16
20
36
17
24
41
17
41
58
449
577
1,026
424
685
1,109
582
935
1,517
623
1,020
1,643
616
977
1,593
592
944
1,536
617
1,023
1,640
19
9
0
9
28
34
10
2
12
46
34
18
2
20
54
21
9
0
9
30
27
6
1
7
34
26
28
5
33
59
15
22
2
24
39
1,329
449
97
546
1,875
1,404
523
108
631
2,035
1,359
436
138
574
1,933
1,258
469
102
571
1,829
1,405
524
105
629
2,034
1,413
562
111
673
2,086
1,194
577
100
677
1,871
47
29
76
44
29
73
47
22
69
43
41
84
*
*
*
*
*
*
*
*
*
1,757
1,521
3,278
1,773
1,726
3,499
1,860
1,757
3,617
1,646
1,782
3,428
*
*
*
*
*
*
*
*
*
ROLLOVERS
STATE
INF GR/DL/3/2
Informal Group
April 2003
Table 1- Fatal and Serious Door-Ejection Injuries by Type of Crash
Annual Averages, 1994-1999 NASS-CDS
Crash Type
Non-Rollover
Rollover
Rounded Total
Complete
Ejection
Partial
Ejection
Fatal Injury Serious Injury Fatal Injury Serious Injury
958.09
705.65
113.71
47.98
578.45
1172.84
17.57
49.34
1537
1878
131
97
Table 2- Fatal and Serious Door-Ejection Injuries by Belt Use
Annual Averages, 1994-1999 NASS-CDS
Ejection Status Belted Occ
Unbelted Occ
Com Ejection
164.82
3250.20
Part Ejection
51.59
177.01
Rounded Total
216
3427
Total
3415.02
228.61
3644
Table 3 - Weighted Annual Percentage of Door Openings by
Vehicle Body Type, 1994-1999 NASS
Back
Right
Left
Right
Side
Vehicle Type Left
Front
Front
Second Second Sliding Hatch
or
or
Door
Door
Door
Door
Cargo
Tailgate
Door
Car:
1.183 % 0.275 % 0.841 % 0.938 %
NA
6.356 %
Hatchback
Car: Station
0.793 % 0.108 % 0.979 % 0.194 %
NA
0.695 %
Wagon
Other Light
0.0 %
0.0 %
0.0 %
0.0 %
NA
0.0 %
Vehicle
Utility:
0.176 % 0.158 % 0.169 % 0.052%
NA
1.020 %
Compact
Utility:
0.017 % 0.010 % 0.229 % 0.0 %
NA
NA
Large
Utility:
0.429 % 0.155 % 0.0 %
0.0 %
NA
0.377 %
Station
Wagon
Van: Minivan 1.9 %
0.055 %
NA
NA
0.665 % 1.337 %
Van: Large
9.484 % 0.0 %
NA
NA
0.0 %
NA
Averages
1.748 % 0.095 % 0.370 % 0.197 % 0.333 % 1.631 %
Back
Cargo
Door
NA
NA
NA
NA
45.821 %
NA
NA
0.0 %
22.910 %
THE EFEECT OF PRIMARY SEATBELT LAWS ON TRAFFIC FATALITY RATES
If we look at table 39, (the two previous pages), published by the U.S. Census Bureau from
NHTSA data, we see that the average fatality rate for states with primary seatbelt laws is 1.51,
exactly the same as the national average. Why then does the congress wish to allot 750 million
dollars of taxpayer money to reward states for passing primary seatbelt laws while punishing
those which do not?
Two other things which may be noted from this table:
1. The state with the lowest fatality rate, Masssachusetts, has a secondary seatbelt law.
The state with the highest fatality rate, Louisiana, has a primary seatbelt law.
The fatality rate for Louisiana is almost two and a half times as great as that for
Massachusetts.
2. The only state with no seatbelt law, New Hampshire, has a fatality rate 24% lower
than the national average. This is consistent with the findings of Adams and others that
seatbelt laws increase the risk of death in a traffic accident.
Each vertical bar indicates the enactment of a primary seatbelt law in another european country.
As we can see, the more countries enacted primary seatbelt laws, the greater the divergence in
fatality rates between countries which had such laws, and those which did not, in favor of the
latter.
Adams, J.G.U., The Efficacy of Seatbelt Legislation. Society of Automotive Engineers,
SAE Transactions, pp2824-2838, 1982.
The effect of seatbelt legislation on traffic
fatality rates in the United States
The first state to pass a seatbelt law in the United States was New York, in
December of 1984. During 1985, seven other states passed seatbelt laws: Hawaii, Illinois,
Michigan, Missouri, North Carolina, Texas and New Jersey. Over the next ten years, other
states passed seatbelt laws until, by l996, only New Hampshire did not have a seatbelt law.
The dates the laws were passed and the type of law passed (primary or secondary) are
shown on table 126, on page 14. (Primary means that police can stop a motorist for not
wearing a seatbelt, secondary means the motorist can only be cited for not wearing a
seatbelt if he is stopped for some other offense.) The period of transition gives us an
opportunity to determine the effect of these laws on traffic fatality rates by comparing the
fatality rates for those states which passed seatbelt laws with those for states which had
not yet done so.
The numbers on the tables on pages 68 and 69 are the number of motor vehicle
accident fatalities per 100 million vehicle miles, taken from the tables put out by FARS, the
Fatal Accident Reporting System of the United States government (pp70-98). States
outlined in black passed primary laws, the rest secondary laws. The numbers in each
column for each year, with the exception of 1984 and 1985, give the fatality rates for those
states which had passed seatbelt laws prior to that year. At the bottom of the page, the
average fatality rates are shown for each year, including the average fatality rate for those
states which had passed seatbelt laws ("average"), the average for those states which had
passed primary seatbelt laws, and the average for all states (U.S. average). These results
are shown graphically on the bar chart on page 67.
Although the first full year for which a significant number of states had seatbelt laws
was 1986, we have shown the data for the first group of states for 1984 and 1985. This is
to show that these states had lower than average fatality rates to begin with. As we can see
from the chart, the passage of seatbelt laws by these states had no statistically significant
effect on their relative fatality rates. In this connection we must point out that total vehicle
miles are based on estimates and are not known precisely. As more states passed
seatbelt laws, the chart shows that the difference in fatality rates between those states
which had seatbelt laws and those which did not declined to the point where it was no
longer statistically significant. These results indicate that the passage of seatbelt laws had
no discernable effect on motor vehicle accident fatality rates in the United States.
New York
Hawaii
Illinois
Michigan
Missouri
N. Carolina
Texas
New Jersey
California
Connecticut
Idaho
Iowa
Kansas
Louisiana
Minnesota
New Mexico
Ohio
Tennessee
Utah
Washington
Florida
Maryland
Colorado
Indiana
Montana
Nevada
Oklahoma
Pennsylvania
Wisconsin
Georgia
Virginia
Wyoming
1984
2.36
2.12
2.21
2.41
2.51
3.01
2.84
1.76
1985
2.22
1.86
2.17
2.29
2.37
2.97
2.57
1.83
1986
2.24
1.72
2.15
2.23
2.72
3.12
2.4
1.87
1987
2.39
1.93
2.18
2.12
2.41
2.9
2.16
1.79
2.43
1.8
3.2
2.36
2.39
2.73
1.51
3.76
2.24
2.96
2.34
2.02
3.06
2.23
1988
2.18
1.99
2.34
2.19
2.42
2.71
2.17
1.79
2.23
1.86
3.16
2.24
2.28
2.67
1.68
3.19
2.13
2.86
2.24
1.86
2.92
2.08
1.8
2.15
2.43
3.18
1.97
2.38
1.9
1989
2.13
1.92
2.15
2.05
2.19
2.4
2.11
1.49
2.15
1.55
2.83
2.28
1.95
2.47
1.62
3.4
2.1
2.38
2.18
1.81
2.74
1.74
1.91
1.73
2.19
3.28
1.97
2.27
1.9
2.4
1.69
1990
2.07
2.19
1.91
1.94
2.16
2.21
2.08
1.5
2.01
1.46
2.48
2.02
1.94
2.53
1.45
3.09
1.79
2.52
2.52
1.85
2.63
1.74
2
1.95
2.54
3.36
1.93
1.92
1.74
2.22
1.79
2.14
1991
1.87
1.66
1.69
1.73
1.98
2.11
1.94
1.32
1.82
1.16
2.56
2.12
1.76
2.48
1.35
2.8
1.76
2.35
1.76
1.47
2.17
1.68
1.96
1.88
2.41
2.84
1.9
1.9
1.75
1.9
1.55
2.03
1992
1.65
1.6
1.58
1.54
1.85
1.87
1.87
1.28
1.6
1.12
2.26
1.83
1.6
2.62
1.41
2.49
1.51
2.31
1.65
1.32
2.02
1.57
1.69
1.58
2.25
2.26
1.75
1.73
1.37
1.69
1.32
1.9
1993
1.59
1.69
1.55
1.65
1.73
2
1.32
1.56
1.82
1.27
2.04
1.83
1.77
2.42
1.27
2.28
1.54
2.25
1.78
1.43
2.19
1.54
1.71
1.49
2.24
2.26
1.89
1.69
1.45
1.78
1.34
1.77
S. Carolina
Alaska
Mississippi
Oregon
Arizona
Rhode Island
Arkansas
Alabama
Delaware
Nebraska
W. Virginia
Massachusetts
N. Dakota
Kentucky
Vermont
S.Dakota
Maine
Average
U.S.Average
Primary Avg
1984
2.4025
2.57
1985
2.285
2.47
1986
2.30625
2.51
2.26333333
1987
2.405
2.41
2.38333333
1988
2.31034483
2.32
2.22133333
1989
2.16064516
2.17
2.11933333
2.85
2.58
2.51
2.87
1.87
2.3
2.81
2.92
1.69
2.31
1.05
2.55
2.34
3.01
3.03
1.76
2.13
1.02
2.43
2.21
1.6
1990
2.13727273
2.08
2.06266667
1991
1.98459459
1.91
1.92647059
1992
1.83897436
1.75
1.79764706
1993
1.84560976
1.75
1.83944444
1994
1.49
1.54
1.68
1.67
1.9
1.99
1.79
1.26
1.56
1.14
2.15
1.86
1.79
2.25
1.49
2.18
1.4
2.23
1.9
1.35
2.2
1.47
1.74
1.59
2.22
2.26
1.93
1.56
1.42
1.72
1.38
2.15
1995
1.46
1.64
1.68
1.79
1.87
1.9
1.76
1.27
1.52
1.13
2.13
2.03
1.76
2.311
1.35
2.29
1.35
2.24
1.73
1.33
2.19
1.5
1.84
1.49
2.28
2.24
1.74
1.57
1.45
1.74
1.29
2.41
1996
1.34
1.84
1.53
1.67
1.88
1.89
2.02
1.31
1.43
1.1
1.99
1.73
1.89
2.73
1.3
2.25
1.35
2.12
1.64
1.44
2.12
1.32
1.71
1.49
2.12
2.18
1.96
1.52
1.44
1.76
1.23
1.94
New York
Hawaii
Illinois
Michigan
Missouri
N. Carolina
Texas
New Jersey
California
Connecticut
Idaho
Iowa
Kansas
Louisiana
Minnesota
New Mexico
Ohio
Tennessee
Utah
Washington
Florida
Maryland
Colorado
Indiana
Montana
Nevada
Oklahoma
Pennsylvania
Wisconsin
Georgia
Virginia
Wyoming
2.27
2.05
2.77
1.68
2.33
0.89
2.44
2.21
1.59
1.75
2.08
2.28
2.11
2.94
1.91
2.61
1
2.37
2.2
1.61
1.61
2.16
0.92
1.13
2.07
1.71
1994
1.82139535
1.73
1.74764706
1995
1.80661702
1.73
1.76616667
2.34
1.97
2.65
1.73
2.36
0.97
2.31
2.23
1.51
1.8
1.97
0.83
1.26
1.98
1.38
2.24
1.32
1996
1.75693878
1.69
1.765
S. Carolina
Alaska
Mississippi
Oregon
Arizona
Rhode Island
Arkansas
Alabama
Delaware
Nebraska
W. Virginia
Massachusetts
N. Dakota
Kentucky
Vermont
S. Dakota
Maine
FATALITIES IN MOTOR VEHICLE TRAFFIC CRASHES, VEHICLE MILES TRAVELED (VMT),
AND FATALITY RATES PER 100 MILLION VMT, BY STATE, 1975
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
U.S.
Puerto Rico
Vehicle Miles
Traveled
Total
(Millions) Fatalities
1
Fatality Rate
per 100
Million
VMT
24,838
902
3.63
2,560
112
4.38
15,983
670
4.19
13,943
559
4.01
132,600
4,092
3.09
16,597
581
3.50
18,234
389
2.13
3,625
122
3.37
3,082
70
2.27
61,715
1,998
3.24
39,272
1,360
3.46
4,146
144
3.47
5,873
281
4.78
57,273
2,041
3.56
37,359
1,128
3.02
17,853
670
3.75
15,485
509
3.29
24,688
863
3.50
20,326
934
4.60
7,092
223
3.14
25,186
670
2.66
31,439
864
2.75
58,173
1,779
3.06
25,624
754
2.94
14,358
546
3.80
30,675
1,045
3.41
5,723
291
5.08
11,211
369
3.29
4,600
218
4.74
5,290
151
2.85
48,445
1,043
2.15
9,921
555
5.59
65,124
2,366
3.63
36,400
1,506
4.14
4,502
167
3.71
64,134
1,766
2.75
22,724
757
3.33
15,938
562
3.53
63,702
2,078
3.26
5,660
110
1.94
20,603
820
3.98
5,186
195
3.76
32,926
1,126
3.42
84,582
3,372
3.99
7,942
272
3.42
3,314
143
4.32
34,641
993
2.87
24,023
758
3.16
10,570
461
4.36
28,584
930
3.25
3,920
210
5.36
1,327,664
44,525
3.35
6,824
44,525
652.48
Fatalities - 1975 FATALITY ANALYSIS REPORTING SYSTEM (FARS) - FINAL
Vehicle Miles Traveled (VMT) - Federal Highway Administration (FHWA)
RATEVMT.SAS (RATEVMT_A); TTL; 02/19/2004 16:07
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
U.S.
Puerto Rico
Vehicle Miles
Traveled
Total
2
Fatality Rate
per 100
Million
VMT
26,677
988
3.70
3,067
125
4.08
16,895
739
4.37
14,677
531
3.62
139,700
4,395
3.15
17,637
620
3.52
18,880
417
2.21
3,850
116
3.01
3,175
56
1.76
64,492
1,956
3.03
41,161
1,264
3.07
4,314
145
3.36
6,395
279
4.36
60,599
2,031
3.35
39,886
1,258
3.15
18,441
779
4.22
16,501
549
3.33
26,240
854
3.25
21,310
941
4.42
7,500
228
3.04
26,194
660
2.52
32,700
789
2.41
61,817
1,924
3.11
26,956
802
2.98
15,329
581
3.79
32,501
1,187
3.65
6,128
299
4.88
11,843
397
3.35
4,890
218
4.46
5,676
157
2.77
50,081
1,029
2.05
10,524
549
5.22
67,962
2,291
3.37
38,600
1,502
3.89
4,783
182
3.81
67,019
1,893
2.82
24,296
832
3.42
17,096
630
3.69
69,769
2,021
2.90
5,761
119
2.07
21,961
806
3.67
5,503
219
3.98
31,579
1,149
3.64
91,964
3,172
3.45
8,420
250
2.97
3,416
113
3.31
36,710
1,000
2.72
25,932
804
3.10
11,075
489
4.42
30,221
935
3.09
4,277
253
5.92
1,402,380
45,523
3.25
7,941
45,523
573.27
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
U.S.
Puerto Rico
Vehicle Miles
Traveled
Total
3
Fatality Rate
per 100
Million
VMT
28,012
1,081
3.86
3,034
135
4.45
18,121
933
5.15
15,379
551
3.58
150,300
4,839
3.22
18,551
694
3.74
19,142
441
2.30
4,038
119
2.95
3,270
58
1.77
67,007
2,021
3.02
42,646
1,372
3.22
4,542
149
3.28
6,735
325
4.83
62,966
2,126
3.38
41,322
1,210
2.93
19,028
628
3.30
16,906
552
3.27
27,179
940
3.46
22,020
990
4.50
7,792
213
2.73
27,242
661
2.43
33,779
744
2.20
63,361
1,915
3.02
28,143
837
2.97
16,064
684
4.26
33,329
1,181
3.54
6,511
316
4.85
12,100
345
2.85
5,298
251
4.74
6,014
149
2.48
50,893
1,082
2.13
11,112
668
6.01
71,348
2,336
3.27
40,310
1,428
3.54
4,962
175
3.53
70,082
1,835
2.62
25,909
852
3.29
18,148
657
3.62
72,269
2,067
2.86
5,921
133
2.25
22,689
927
4.09
5,754
208
3.61
32,949
1,223
3.71
99,266
3,635
3.66
9,054
355
3.92
3,553
116
3.26
38,101
1,118
2.93
27,449
912
3.32
11,424
514
4.50
31,572
931
2.95
4,431
246
5.55
1,467,027
47,878
3.26
8,076
47,878
592.84
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
U.S.
Puerto Rico
Vehicle Miles
Traveled
Total
4
Fatality Rate
per 100
Million
VMT
29,907
1,142
3.82
2,760
127
4.60
19,277
1,027
5.33
16,428
571
3.48
162,389
5,310
3.27
19,817
694
3.50
18,887
452
2.39
4,232
125
2.95
3,549
49
1.38
71,437
2,235
3.13
44,307
1,472
3.32
4,738
194
4.09
7,688
327
4.25
65,827
2,140
3.25
42,462
1,266
2.98
19,467
638
3.28
17,073
572
3.35
28,103
878
3.12
22,757
1,079
4.74
7,972
237
2.97
28,059
711
2.53
35,053
861
2.46
67,376
2,020
3.00
28,817
962
3.34
16,809
784
4.66
34,660
1,190
3.43
7,021
270
3.85
12,486
340
2.72
5,750
305
5.30
6,572
171
2.60
51,805
1,124
2.17
11,507
669
5.81
75,373
2,436
3.23
42,500
1,492
3.51
5,287
181
3.42
72,029
2,047
2.84
26,844
901
3.36
19,837
708
3.57
74,838
2,081
2.78
6,043
108
1.79
24,254
883
3.64
5,830
191
3.28
34,562
1,241
3.59
109,351
3,914
3.58
9,826
370
3.77
3,775
119
3.15
39,827
1,063
2.67
29,378
985
3.35
11,508
457
3.97
33,864
971
2.87
4,786
241
5.04
1,544,704
50,331
3.26
8,076
50,331
623.22
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
U.S.
Puerto Rico
Vehicle Miles
Traveled
Total
5
Fatality Rate
per 100
Million
VMT
29,591
998
3.37
2,527
90
3.56
19,584
1,029
5.25
16,289
548
3.36
159,746
5,542
3.47
19,736
691
3.50
19,431
568
2.92
4,093
118
2.88
3,334
44
1.32
74,651
2,593
3.47
43,680
1,524
3.49
4,760
205
4.31
7,569
333
4.40
64,929
2,017
3.11
40,229
1,299
3.23
18,959
655
3.45
17,452
519
2.97
27,457
896
3.26
23,389
1,195
5.11
7,112
236
3.32
27,835
671
2.41
35,178
917
2.61
64,900
1,823
2.81
27,915
867
3.11
17,188
715
4.16
34,561
1,147
3.32
6,703
332
4.95
11,529
330
2.86
5,890
354
6.01
6,348
184
2.90
50,397
1,142
2.27
11,358
633
5.57
77,810
2,396
3.08
42,075
1,527
3.63
5,234
128
2.45
73,224
2,281
3.12
26,756
853
3.19
19,537
676
3.46
70,286
2,153
3.06
5,899
123
2.09
24,074
900
3.74
5,614
211
3.76
34,084
1,210
3.55
109,760
4,168
3.80
9,811
321
3.27
3,714
159
4.28
38,478
1,016
2.64
29,122
1,015
3.49
11,579
512
4.42
32,974
985
2.99
4,782
244
5.10
1,529,133
51,093
3.34
7,900
51,093
646.75
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
U.S.
Puerto Rico
Vehicle Miles
Traveled
Total
6
Fatality Rate
per 100
Million
VMT
29,027
940
3.24
2,665
88
3.30
17,931
947
5.28
16,232
588
3.62
155,890
5,496
3.53
22,482
709
3.15
19,409
575
2.96
4,232
153
3.62
3,293
41
1.25
79,002
2,825
3.58
43,188
1,508
3.49
5,585
186
3.33
6,943
331
4.77
65,086
1,975
3.03
38,690
1,166
3.01
18,971
626
3.30
17,290
595
3.44
25,233
820
3.25
24,417
1,219
4.99
7,465
265
3.55
28,585
756
2.64
35,390
881
2.49
62,059
1,750
2.82
28,515
848
2.97
16,514
695
4.21
34,061
1,175
3.45
6,623
325
4.91
11,255
396
3.52
6,107
346
5.67
6,427
194
3.02
51,841
1,120
2.16
11,308
606
5.36
77,620
2,610
3.36
41,346
1,503
3.64
5,284
151
2.86
72,000
2,033
2.82
27,410
959
3.50
19,088
646
3.38
71,807
2,089
2.91
5,424
129
2.38
22,719
852
3.75
6,195
228
3.68
33,505
1,153
3.44
114,178
4,366
3.82
10,845
334
3.08
3,717
137
3.69
38,532
1,045
2.71
28,922
971
3.36
10,746
523
4.87
31,233
972
3.11
5,008
245
4.89
1,527,295
51,091
3.35
8,635
51,091
591.67
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
U.S.
Puerto Rico
Vehicle Miles
Traveled
Total
7
Fatality Rate
per 100
Million
VMT
27,852
933
3.35
2,911
100
3.44
19,540
917
4.69
16,515
536
3.25
159,900
5,170
3.23
23,011
756
3.29
19,366
518
2.67
6,963
111
1.59
3,308
49
1.48
76,145
3,076
4.04
44,843
1,418
3.16
5,855
150
2.56
6,977
293
4.20
65,836
1,821
2.77
38,882
1,146
2.95
19,113
613
3.21
17,470
580
3.32
25,195
812
3.22
24,960
1,233
4.94
7,434
219
2.95
28,617
781
2.73
35,948
746
2.08
62,090
1,564
2.52
28,678
753
2.63
16,914
744
4.40
35,178
1,034
2.94
7,002
338
4.83
11,504
378
3.29
6,515
294
4.51
6,570
148
2.25
51,328
1,162
2.26
11,470
544
4.74
79,130
2,489
3.15
42,059
1,475
3.51
5,352
167
3.12
71,728
1,776
2.48
28,780
990
3.44
19,516
645
3.30
71,508
2,029
2.84
5,575
102
1.83
23,054
846
3.67
6,056
177
2.92
34,729
1,104
3.18
119,523
4,623
3.87
10,732
364
3.39
3,835
114
2.97
40,300
1,011
2.51
30,268
862
2.85
10,440
410
3.93
33,611
916
2.73
5,222
264
5.06
1,555,308
49,301
3.17
8,835
49,301
558.02
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
U.S.
Puerto Rico
Vehicle Miles
Traveled
Total
8
Fatality Rate
per 100
Million
VMT
29,858
839
2.81
3,467
105
3.03
20,400
724
3.55
16,630
550
3.31
169,999
4,615
2.71
24,378
668
2.74
20,138
515
2.56
4,591
122
2.66
3,380
35
1.04
79,498
2,653
3.34
48,781
1,229
2.52
6,048
163
2.70
7,857
256
3.26
65,835
1,651
2.51
39,203
961
2.45
19,341
480
2.48
17,658
498
2.82
25,627
822
3.21
26,902
1,091
4.06
7,649
166
2.17
28,920
640
2.21
36,666
659
1.80
61,200
1,392
2.27
29,176
571
1.96
17,146
730
4.26
35,003
890
2.54
6,669
254
3.81
11,435
261
2.28
6,413
280
4.37
6,971
173
2.48
51,935
1,061
2.04
11,850
577
4.87
80,483
2,162
2.69
43,100
1,303
3.02
5,252
148
2.82
71,751
1,607
2.24
30,011
1,054
3.51
19,384
518
2.67
71,313
1,819
2.55
5,908
105
1.78
24,222
730
3.01
6,361
148
2.33
34,793
1,055
3.03
125,218
4,213
3.36
10,925
295
2.70
3,970
107
2.70
41,430
881
2.13
31,258
748
2.39
10,932
450
4.12
32,794
770
2.35
5,281
201
3.81
1,595,010
43,945
2.76
8,799
43,945
499.43
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
U.S.
Puerto Rico
Vehicle Miles
Traveled
Total
9
Fatality Rate
per 100
Million
VMT
31,032
930
3.00
3,358
150
4.47
20,553
675
3.28
16,684
557
3.34
182,652
4,573
2.50
24,848
646
2.60
20,630
438
2.12
4,886
110
2.25
3,099
66
2.13
81,776
2,686
3.28
48,837
1,296
2.65
5,873
141
2.40
8,287
263
3.17
67,370
1,526
2.27
39,837
1,016
2.55
19,661
514
2.61
18,153
411
2.26
26,719
778
2.91
30,421
933
3.07
7,713
224
2.90
31,109
656
2.11
37,580
651
1.73
60,855
1,314
2.16
31,063
555
1.79
17,802
715
4.02
36,543
911
2.49
7,181
286
3.98
11,534
255
2.21
6,872
253
3.68
7,181
191
2.66
52,217
932
1.78
11,678
531
4.55
83,783
2,077
2.48
45,038
1,234
2.74
5,363
116
2.16
73,214
1,582
2.16
29,565
848
2.87
19,975
550
2.75
72,302
1,721
2.38
5,430
100
1.84
24,977
844
3.38
6,317
175
2.77
36,261
1,037
2.86
131,883
3,823
2.90
11,221
283
2.52
4,151
94
2.26
42,299
901
2.13
36,144
698
1.93
11,696
425
3.63
34,106
725
2.13
5,059
173
3.42
1,652,788
42,589
2.58
8,844
42,589
481.56
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
U.S.
Puerto Rico
Vehicle Miles
Traveled
Total
10
Fatality Rate
per 100
Million
VMT
32,961
932
2.83
3,850
134
3.48
20,929
869
4.15
16,621
525
3.16
196,537
5,020
2.55
26,150
608
2.33
21,076
469
2.23
5,138
130
2.53
3,214
64
1.99
85,475
2,814
3.29
50,486
1,410
2.79
6,505
138
2.12
7,768
242
3.12
69,910
1,547
2.21
41,074
925
2.25
20,497
420
2.05
18,717
510
2.72
27,951
754
2.70
32,635
961
2.94
8,655
232
2.68
31,702
643
2.03
38,537
666
1.73
63,613
1,531
2.41
31,903
582
1.82
18,442
679
3.68
38,535
967
2.51
7,386
238
3.22
11,968
285
2.38
7,332
249
3.40
7,294
192
2.63
52,312
922
1.76
12,896
497
3.85
87,268
2,060
2.36
48,182
1,450
3.01
5,377
100
1.86
74,895
1,646
2.20
30,981
797
2.57
20,943
572
2.73
74,294
1,727
2.32
5,447
79
1.45
25,971
916
3.53
6,401
143
2.23
36,523
1,095
3.00
137,737
3,912
2.84
11,661
315
2.70
4,393
114
2.60
44,527
1,013
2.28
34,248
746
2.18
12,671
438
3.46
35,554
822
2.31
5,127
157
3.06
1,720,269
44,257
2.57
11,086
44,257
399.22
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
U.S.
Puerto Rico
Vehicle Miles
Traveled
Total
11
Fatality Rate
per 100
Million
VMT
35,091
882
2.51
4,010
127
3.17
21,580
893
4.14
17,112
534
3.12
207,600
4,960
2.39
26,146
579
2.21
22,390
448
2.00
5,365
104
1.94
3,223
60
1.86
88,056
2,832
3.22
53,713
1,361
2.53
6,762
126
1.86
7,710
255
3.31
70,844
1,534
2.17
40,782
974
2.39
20,191
474
2.35
19,275
486
2.52
28,520
712
2.50
33,365
931
2.79
9,277
206
2.22
33,337
729
2.19
39,696
742
1.87
67,402
1,545
2.29
32,688
608
1.86
19,167
662
3.45
39,284
931
2.37
7,368
223
3.03
12,054
237
1.97
7,566
259
3.42
7,538
191
2.53
52,690
964
1.83
13,269
535
4.03
90,518
2,006
2.22
49,923
1,482
2.97
5,579
90
1.61
75,549
1,646
2.18
31,181
744
2.39
21,458
559
2.61
75,428
1,771
2.35
5,823
109
1.87
26,677
951
3.56
6,277
130
2.07
36,307
1,101
3.03
143,263
3,678
2.57
12,037
303
2.52
4,688
115
2.45
47,928
976
2.04
34,375
744
2.16
12,664
420
3.32
36,679
744
2.03
5,401
152
2.81
1,774,826
43,825
2.47
10,460
43,825
418.98
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
U.S.
Puerto Rico
Vehicle Miles
Traveled
Total
12
Fatality Rate
per 100
Million
VMT
34,003
1,081
3.18
3,998
101
2.53
22,665
1,007
4.44
17,555
603
3.43
214,913
5,253
2.44
26,382
603
2.29
24,067
455
1.89
5,762
136
2.36
3,287
44
1.34
87,436
2,831
3.24
56,833
1,530
2.69
6,971
120
1.72
7,781
258
3.32
74,144
1,596
2.15
40,780
1,038
2.55
20,413
441
2.16
19,821
500
2.52
29,252
805
2.75
29,861
932
3.12
10,022
214
2.14
35,208
784
2.23
40,920
752
1.84
71,981
1,605
2.23
33,806
571
1.69
19,226
771
4.01
41,571
1,129
2.72
7,737
222
2.87
12,630
290
2.30
7,986
233
2.92
7,913
172
2.17
55,589
1,039
1.87
13,171
499
3.79
94,716
2,121
2.24
52,866
1,647
3.12
5,632
100
1.78
77,253
1,673
2.17
30,833
698
2.26
22,741
619
2.72
77,636
1,894
2.44
5,429
124
2.28
28,250
1,059
3.75
6,238
134
2.15
39,521
1,230
3.11
148,348
3,567
2.40
12,246
313
2.56
4,778
109
2.28
51,726
1,126
2.18
35,993
703
1.95
13,181
440
3.34
38,428
747
1.94
5,373
168
3.13
1,834,872
46,087
2.51
10,965
46,087
420.31
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
U.S.
Puerto Rico
Vehicle Miles
Traveled
Total
13
Fatality Rate
per 100
Million
VMT
37,437
1,111
2.97
3,900
76
1.95
31,729
939
2.96
18,306
639
3.49
226,301
5,504
2.43
26,968
591
2.19
24,998
449
1.80
6,086
146
2.40
3,368
53
1.57
92,864
2,839
3.06
60,293
1,599
2.65
7,218
139
1.93
8,119
260
3.20
75,756
1,654
2.18
43,643
1,055
2.42
20,808
491
2.36
20,561
491
2.39
30,320
844
2.78
30,279
826
2.73
10,766
232
2.15
36,493
814
2.23
42,305
689
1.63
75,706
1,602
2.12
35,167
530
1.51
20,173
756
3.75
43,379
1,045
2.41
8,074
234
2.90
13,091
297
2.27
8,396
262
3.12
9,167
179
1.95
57,071
1,023
1.79
15,116
568
3.76
98,002
2,339
2.39
54,600
1,584
2.90
5,681
101
1.78
79,157
1,772
2.24
31,606
597
1.89
23,332
619
2.65
78,626
1,987
2.53
6,003
113
1.88
30,224
1,086
3.59
6,426
134
2.09
42,126
1,247
2.96
151,186
3,260
2.16
12,679
297
2.34
5,039
119
2.36
54,834
1,021
1.86
38,520
780
2.02
13,742
471
3.43
40,196
797
1.98
5,367
129
2.40
1,921,204
46,390
2.41
11,099
46,390
417.97
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
U.S.
Puerto Rico
Vehicle Miles
Traveled
Total
14
Fatality Rate
per 100
Million
VMT
39,684
1,024
2.58
3,957
97
2.45
34,247
944
2.76
19,219
610
3.17
241,575
5,392
2.23
27,665
497
1.80
26,062
484
1.86
6,404
160
2.50
3,405
61
1.79
105,511
3,078
2.92
62,262
1,654
2.66
7,419
148
1.99
8,127
257
3.16
78,483
1,837
2.34
51,124
1,099
2.15
21,907
557
2.54
21,161
483
2.28
31,614
838
2.65
34,682
925
2.67
11,401
256
2.25
37,498
781
2.08
43,334
725
1.67
77,899
1,708
2.19
36,447
612
1.68
22,043
722
3.28
45,570
1,103
2.42
8,138
198
2.43
13,407
261
1.95
8,989
286
3.18
9,575
166
1.73
58,671
1,051
1.79
15,283
487
3.19
103,692
2,256
2.18
57,943
1,573
2.71
5,765
104
1.80
81,990
1,748
2.13
32,388
638
1.97
25,204
677
2.69
81,238
1,931
2.38
5,853
125
2.14
31,759
1,031
3.25
6,634
147
2.22
44,193
1,266
2.86
156,458
3,392
2.17
13,263
297
2.24
5,553
129
2.32
57,453
1,072
1.87
41,813
778
1.86
13,884
460
3.31
42,458
807
1.90
5,658
155
2.74
2,025,962
47,087
2.32
11,641
47,087
404.49
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
U.S.
Puerto Rico
Vehicle Miles
Traveled
Total
15
Fatality Rate
per 100
Million
VMT
40,765
1,029
2.52
3,887
84
2.16
34,816
879
2.52
20,414
647
3.17
251,482
5,412
2.15
27,577
527
1.91
26,183
406
1.55
6,477
116
1.79
3,414
72
2.11
108,877
2,984
2.74
68,069
1,632
2.40
7,750
149
1.92
8,422
238
2.83
81,297
1,748
2.15
56,192
971
1.73
22,571
514
2.28
21,913
428
1.95
32,165
772
2.40
35,613
878
2.47
11,739
194
1.65
38,922
726
1.87
46,214
696
1.51
79,890
1,639
2.05
37,393
604
1.62
22,895
727
3.18
48,087
1,052
2.19
8,250
181
2.19
13,781
296
2.15
9,392
308
3.28
9,819
187
1.90
59,898
891
1.49
15,839
538
3.40
106,059
2,260
2.13
61,236
1,471
2.40
5,849
81
1.38
84,418
1,772
2.10
32,836
648
1.97
25,820
626
2.42
82,864
1,877
2.27
6,740
100
1.48
32,780
996
3.04
6,704
152
2.27
45,639
1,088
2.38
159,512
3,370
2.11
13,915
303
2.18
5,765
116
2.01
59,337
1,004
1.69
43,233
781
1.81
14,940
468
3.13
43,086
817
1.90
5,751
127
2.21
2,096,487
45,582
2.17
12,719
45,582
358.38
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
U.S.
Puerto Rico
Vehicle Miles
Traveled
Total
16
Fatality Rate
per 100
Million
VMT
42,347
1,121
2.65
3,910
98
2.51
35,455
869
2.45
21,011
604
2.87
258,926
5,192
2.01
27,178
544
2.00
26,303
385
1.46
6,548
138
2.11
3,407
48
1.41
109,997
2,891
2.63
70,222
1,562
2.22
8,066
177
2.19
9,849
244
2.48
83,334
1,589
1.91
53,697
1,049
1.95
22,993
465
2.02
22,849
444
1.94
33,639
849
2.52
37,963
959
2.53
11,871
213
1.79
40,536
707
1.74
46,177
605
1.31
81,091
1,571
1.94
38,946
566
1.45
24,398
750
3.07
50,883
1,097
2.16
8,332
212
2.54
13,958
262
1.88
10,205
343
3.36
9,844
158
1.61
58,923
886
1.50
16,148
499
3.09
106,902
2,217
2.07
62,752
1,385
2.21
5,910
112
1.90
91,303
1,638
1.79
33,141
641
1.93
26,738
579
2.17
85,708
1,646
1.92
7,364
84
1.14
34,376
979
2.85
6,989
153
2.19
46,710
1,177
2.52
156,578
3,250
2.08
14,646
272
1.86
5,838
90
1.54
60,178
1,079
1.79
44,695
825
1.85
15,418
481
3.12
44,277
769
1.74
5,833
125
2.14
2,144,362
44,599
2.08
12,858
44,599
346.86
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
U.S.
Puerto Rico
Vehicle Miles
Traveled
Total
17
Fatality Rate
per 100
Million
VMT
42,924
1,116
2.60
4,021
101
2.51
34,929
816
2.34
21,934
608
2.77
257,976
4,688
1.82
27,744
543
1.96
26,628
310
1.16
6,721
102
1.52
3,430
63
1.84
113,319
2,463
2.17
73,005
1,389
1.90
8,143
135
1.66
10,318
264
2.56
85,430
1,448
1.69
54,266
1,022
1.88
23,020
488
2.12
23,186
409
1.76
35,213
826
2.35
34,710
862
2.48
11,849
205
1.73
41,349
694
1.68
46,537
552
1.19
81,935
1,421
1.73
39,254
531
1.35
24,897
714
2.87
50,982
1,011
1.98
8,314
200
2.41
14,095
275
1.95
10,510
298
2.84
9,935
144
1.45
59,289
783
1.32
16,773
469
2.80
107,661
2,008
1.87
64,883
1,369
2.11
5,951
94
1.58
93,002
1,636
1.76
34,240
652
1.90
25,762
482
1.87
87,282
1,661
1.90
7,152
88
1.23
34,456
890
2.58
6,711
143
2.13
47,267
1,113
2.35
158,756
3,078
1.94
15,391
271
1.76
5,870
110
1.87
61,099
948
1.55
46,449
682
1.47
16,026
414
2.58
45,458
797
1.75
5,998
122
2.03
2,172,050
41,508
1.91
13,043
41,508
318.24
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
U.S.
Puerto Rico
Vehicle Miles
Traveled
Total
18
Fatality Rate
per 100
Million
VMT
45,762
1,031
2.25
3,841
108
2.81
35,047
809
2.31
23,081
588
2.55
262,548
4,192
1.60
30,808
522
1.69
26,459
296
1.12
6,892
140
2.03
3,562
50
1.40
119,868
2,427
2.02
77,904
1,315
1.69
8,066
129
1.60
10,764
243
2.26
87,642
1,384
1.58
57,072
901
1.58
23,926
437
1.83
24,163
387
1.60
38,062
815
2.14
33,855
886
2.62
12,151
214
1.76
41,896
659
1.57
47,348
485
1.02
84,219
1,300
1.54
41,162
581
1.41
26,239
766
2.92
53,254
985
1.85
8,525
192
2.25
14,621
269
1.84
10,897
254
2.33
10,067
122
1.21
59,410
763
1.28
18,452
460
2.49
109,881
1,815
1.65
67,538
1,265
1.87
6,072
88
1.45
95,221
1,439
1.51
35,119
613
1.75
27,926
471
1.69
89,200
1,545
1.73
7,559
79
1.05
35,049
807
2.30
7,218
161
2.23
49,994
1,153
2.31
163,329
3,059
1.87
16,307
269
1.65
6,019
96
1.59
63,447
839
1.32
49,386
651
1.32
16,478
420
2.55
47,628
652
1.37
6,217
118
1.90
2,247,151
39,250
1.75
13,644
39,250
287.67
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
U.S.
Puerto Rico
Vehicle Miles
Traveled
Total
19
Fatality Rate
per 100
Million
VMT
47,203
1,044
2.21
3,918
118
3.01
37,653
801
2.13
23,995
583
2.43
266,408
4,164
1.56
32,718
559
1.71
27,019
342
1.27
6,895
110
1.60
3,485
57
1.64
120,467
2,636
2.19
78,426
1,394
1.78
7,935
134
1.69
11,293
230
2.04
89,693
1,392
1.55
60,461
901
1.49
25,118
459
1.83
24,115
428
1.77
39,598
871
2.20
36,351
878
2.42
12,182
185
1.52
43,311
666
1.54
46,684
475
1.02
85,686
1,414
1.65
42,214
538
1.27
26,864
813
3.03
54,821
947
1.73
8,707
195
2.24
14,777
254
1.72
11,624
263
2.26
10,336
121
1.17
59,726
789
1.32
18,945
431
2.28
112,240
1,790
1.59
69,502
1,389
2.00
6,158
89
1.45
96,167
1,478
1.54
35,529
671
1.89
29,657
523
1.76
90,706
1,529
1.69
7,227
74
1.02
36,125
846
2.34
7,413
140
1.89
52,112
1,170
2.25
167,611
3,043
1.82
17,056
303
1.78
5,976
110
1.84
65,421
879
1.34
46,135
661
1.43
16,778
429
2.56
49,167
714
1.45
6,770
120
1.77
2,296,378
40,150
1.75
13,657
40,150
293.99
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
U.S.
Puerto Rico
Vehicle Miles
Traveled
Total
20
Fatality Rate
per 100
Million
VMT
48,956
1,083
2.21
4,149
85
2.05
38,774
904
2.33
24,948
609
2.44
271,943
4,232
1.56
33,705
586
1.74
27,139
310
1.14
7,025
112
1.59
3,448
69
2.00
121,989
2,687
2.20
82,822
1,425
1.72
7,924
122
1.54
11,652
250
2.15
92,316
1,554
1.68
61,136
971
1.59
25,737
478
1.86
24,678
442
1.79
39,822
778
1.95
37,430
843
2.25
12,469
188
1.51
44,165
651
1.47
46,990
440
0.94
85,183
1,421
1.67
43,317
646
1.49
28,548
791
2.77
57,288
1,089
1.90
9,116
202
2.22
15,466
271
1.75
13,019
294
2.26
10,501
119
1.13
60,466
761
1.26
20,480
447
2.18
112,970
1,678
1.49
71,928
1,431
1.99
6,338
88
1.39
98,200
1,370
1.40
35,567
687
1.93
29,453
494
1.68
92,347
1,441
1.56
7,095
63
0.89
37,245
847
2.27
7,631
154
2.02
54,524
1,214
2.23
178,348
3,187
1.79
18,078
343
1.90
6,152
77
1.25
67,609
930
1.38
47,428
640
1.35
17,112
356
2.08
50,273
712
1.42
6,689
144
2.15
2,357,588
40,716
1.73
14,438
40,716
282.01
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
U.S.
Puerto Rico
Vehicle Miles
Traveled
Total
21
Fatality Rate
per 100
Million
VMT
50,628
1,114
2.20
4,123
87
2.11
39,653
1,035
2.61
26,653
631
2.37
276,371
4,192
1.52
35,058
645
1.84
28,044
317
1.13
7,515
121
1.61
3,465
58
1.67
127,809
2,805
2.19
85,384
1,488
1.74
7,945
130
1.64
12,296
262
2.13
94,189
1,586
1.68
64,552
960
1.49
25,987
527
2.03
25,153
442
1.76
41,095
849
2.07
38,647
894
2.31
12,589
187
1.49
44,882
671
1.50
48,053
444
0.92
85,703
1,530
1.79
44,072
597
1.35
29,559
868
2.94
59,347
1,109
1.87
9,440
215
2.28
15,807
254
1.61
13,974
313
2.24
10,643
118
1.11
61,012
774
1.27
21,147
485
2.29
115,091
1,679
1.46
76,053
1,448
1.90
6,545
74
1.13
100,788
1,360
1.35
38,489
669
1.74
30,034
574
1.91
94,520
1,480
1.57
6,896
69
1.00
38,724
881
2.28
7,669
158
2.06
56,214
1,259
2.24
181,096
3,183
1.76
18,781
325
1.73
6,206
106
1.71
69,811
900
1.29
49,250
653
1.33
17,421
376
2.16
51,396
745
1.45
7,044
170
2.41
2,422,696
41,817
1.73
15,548
41,817
268.95
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
U.S.
Puerto Rico
Vehicle Miles
Traveled
Total
22
Fatality Rate
per 100
Million
VMT
51,433
1,146
2.23
4,115
81
1.97
42,123
994
2.36
27,809
615
2.21
278,043
3,989
1.43
36,141
617
1.71
28,135
310
1.10
7,666
116
1.51
3,889
62
1.59
130,004
2,753
2.12
89,132
1,573
1.76
8,030
148
1.84
12,961
258
1.99
96,385
1,477
1.53
66,220
984
1.49
26,880
465
1.73
25,942
490
1.89
42,586
842
1.98
38,095
902
2.37
12,819
169
1.32
46,033
608
1.32
49,956
417
0.83
90,215
1,505
1.67
44,465
576
1.30
30,562
811
2.65
61,162
1,148
1.88
9,446
200
2.12
16,238
293
1.80
15,993
348
2.18
10,987
134
1.22
62,334
814
1.31
21,510
485
2.25
118,641
1,593
1.34
78,935
1,494
1.89
6,741
85
1.26
103,090
1,391
1.35
39,427
772
1.96
30,319
526
1.73
96,646
1,469
1.52
7,120
69
0.97
39,756
930
2.34
7,817
175
2.24
58,435
1,239
2.12
185,386
3,742
2.02
19,539
321
1.64
6,377
88
1.38
71,302
877
1.23
49,405
712
1.44
17,693
348
1.97
52,782
761
1.44
7,360
143
1.94
2,485,848
42,065
1.69
15,699
42,065
267.95
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
U.S.
Puerto Rico
Vehicle Miles
Traveled
Total
23
Fatality Rate
per 100
Million
VMT
53,458
1,192
2.23
4,387
77
1.76
43,491
951
2.19
28,076
660
2.35
279,096
3,688
1.32
37,746
613
1.62
28,552
339
1.19
8,008
143
1.79
3,326
60
1.80
134,027
2,785
2.08
93,530
1,577
1.69
7,947
131
1.65
12,880
259
2.01
99,319
1,397
1.41
68,633
935
1.36
27,984
468
1.67
26,524
482
1.82
43,520
857
1.97
38,099
931
2.44
13,245
192
1.45
46,812
611
1.31
50,468
441
0.87
91,494
1,446
1.58
49,082
600
1.22
31,519
861
2.73
62,980
1,192
1.89
9,392
265
2.82
17,077
302
1.77
16,309
347
2.13
11,202
125
1.12
62,784
775
1.23
21,937
484
2.21
120,779
1,652
1.37
81,893
1,483
1.81
7,122
105
1.47
103,677
1,441
1.39
41,400
838
2.02
32,268
524
1.62
98,015
1,557
1.59
7,072
75
1.06
41,333
903
2.18
7,939
148
1.86
60,526
1,225
2.02
198,702
3,513
1.77
20,444
366
1.79
6,466
96
1.48
70,320
984
1.40
51,068
674
1.32
18,324
381
2.08
54,405
725
1.33
7,576
137
1.81
2,561,695
42,013
1.64
16,171
42,013
259.80
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
U.S.
Puerto Rico
Vehicle Miles
Traveled
Total
24
Fatality Rate
per 100
Million
VMT
55,205
1,071
1.94
4,514
70
1.55
45,158
980
2.17
28,346
625
2.20
290,630
3,494
1.20
39,283
628
1.60
29,322
329
1.12
8,204
115
1.40
3,307
54
1.63
137,543
2,825
2.05
96,433
1,568
1.63
7,987
120
1.50
13,428
265
1.97
101,273
1,393
1.38
69,129
982
1.42
28,911
449
1.55
27,095
492
1.82
44,895
858
1.91
40,261
926
2.30
13,540
192
1.42
48,343
606
1.25
51,829
406
0.78
93,723
1,366
1.46
49,628
650
1.31
34,210
948
2.77
64,534
1,169
1.81
9,589
237
2.47
17,558
315
1.79
16,486
361
2.19
11,573
128
1.11
64,510
741
1.15
22,192
424
1.91
123,376
1,514
1.23
85,283
1,596
1.87
7,333
92
1.25
104,926
1,422
1.36
42,033
755
1.80
33,340
538
1.61
99,908
1,481
1.48
7,983
74
0.93
42,821
1,002
2.34
8,097
165
2.04
62,562
1,216
1.94
206,023
3,586
1.74
21,270
350
1.65
6,596
104
1.58
72,679
935
1.29
51,927
662
1.27
18,666
354
1.90
56,655
714
1.26
8,031
154
1.92
2,631,522
41,501
1.58
16,524
41,501
251.16
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
U.S.
Puerto Rico
Vehicle Miles
Traveled
Total
25
Fatality Rate
per 100
Million
VMT
56,165
1,138
2.03
4,545
79
1.74
46,924
1,024
2.18
29,247
604
2.07
300,066
3,559
1.19
40,732
626
1.54
29,929
301
1.01
8,483
100
1.18
3,462
41
1.18
141,982
2,920
2.06
99,304
1,508
1.52
8,117
98
1.21
13,975
278
1.99
102,397
1,456
1.42
70,040
1,020
1.46
29,140
490
1.68
27,699
540
1.95
46,445
814
1.75
41,149
938
2.28
14,144
181
1.28
49,126
590
1.20
51,820
414
0.80
95,645
1,382
1.44
51,410
626
1.22
34,879
927
2.66
66,733
1,094
1.64
9,835
220
2.24
18,012
295
1.64
17,390
350
2.01
11,893
140
1.18
65,541
726
1.11
22,429
460
2.05
126,491
1,599
1.26
87,758
1,505
1.71
7,262
119
1.64
105,511
1,430
1.36
42,569
741
1.74
34,680
414
1.19
102,011
1,549
1.52
8,281
88
1.06
44,148
1,065
2.41
8,244
150
1.82
64,756
1,302
2.01
210,874
3,522
1.67
22,043
360
1.63
6,543
90
1.38
73,908
878
1.19
52,714
637
1.21
19,032
395
2.08
56,961
745
1.31
7,797
189
2.42
2,691,056
41,717
1.55
16,993
41,717
245.50
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
U.S.
Puerto Rico
Vehicle Miles
Traveled
Total
26
Fatality Rate
per 100
Million
VMT
56,534
996
1.76
4,613
106
2.30
49,216
1,036
2.11
29,167
652
2.24
306,649
3,753
1.22
41,771
681
1.63
30,756
341
1.11
8,240
123
1.49
3,498
48
1.37
150,945
2,999
1.99
105,010
1,541
1.47
8,543
132
1.55
13,534
276
2.04
102,866
1,418
1.38
70,862
886
1.25
29,433
445
1.51
28,130
461
1.64
46,803
820
1.75
40,849
938
2.30
14,190
169
1.19
50,174
588
1.17
52,796
433
0.82
97,792
1,382
1.41
52,601
625
1.19
35,536
949
2.67
67,083
1,157
1.72
9,882
237
2.40
18,081
276
1.53
17,639
323
1.83
12,021
126
1.05
67,446
731
1.08
22,760
432
1.90
129,057
1,460
1.13
89,504
1,557
1.74
7,217
86
1.19
105,903
1,366
1.29
43,355
650
1.50
33,870
451
1.33
102,337
1,520
1.49
8,359
80
0.96
45,538
1,065
2.34
8,432
173
2.05
65,732
1,307
1.99
220,064
3,779
1.72
22,597
373
1.65
6,811
76
1.12
74,801
929
1.24
53,330
631
1.18
19,242
411
2.14
57,266
799
1.40
8,090
152
1.88
2,746,925
41,945
1.53
17,560
41,945
238.87
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
U.S.
Puerto Rico
Vehicle Miles
Traveled
Total
27
Fatality Rate
per 100
Million
VMT
56,769
991
1.75
4,721
89
1.89
49,655
1,051
2.12
29,433
611
2.08
310,575
3,956
1.27
42,955
741
1.73
30,844
318
1.03
8,615
136
1.58
3,750
68
1.81
170,587
3,012
1.77
107,897
1,647
1.53
8,694
140
1.61
14,078
259
1.84
103,038
1,414
1.37
71,802
909
1.27
30,016
446
1.49
28,155
494
1.75
46,258
845
1.83
43,244
952
2.20
14,423
192
1.33
51,996
659
1.27
53,015
477
0.90
98,987
1,328
1.34
53,341
568
1.06
35,988
784
2.18
67,632
1,098
1.62
10,011
230
2.30
18,102
246
1.36
18,309
314
1.72
12,315
142
1.15
68,725
745
1.08
23,232
464
2.00
130,722
1,564
1.20
91,580
1,530
1.67
7,235
105
1.45
106,589
1,378
1.29
43,527
682
1.57
34,398
488
1.42
103,004
1,532
1.49
7,991
81
1.01
46,601
1,060
2.27
8,542
171
2.00
67,632
1,251
1.85
216,217
3,736
1.73
23,452
291
1.24
9,617
92
0.96
73,745
935
1.27
53,665
649
1.21
19,714
376
1.91
57,269
763
1.33
8,625
186
2.16
2,797,287
42,196
1.51
17,796
42,196
237.11
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
U.S.
Puerto Rico
Vehicle Miles
Traveled
Total
28
Fatality Rate
per 100
Million
VMT
57,515
1,033
1.80
4,896
87
1.78
51,334
1,117
2.18
30,080
640
2.13
320,942
4,078
1.27
43,545
742
1.70
31,205
322
1.03
8,875
124
1.40
3,547
47
1.33
178,367
3,132
1.76
108,321
1,523
1.41
8,886
119
1.34
14,167
264
1.86
105,401
1,411
1.34
72,523
792
1.09
30,847
404
1.31
28,443
512
1.80
46,841
915
1.95
43,295
875
2.02
14,727
216
1.47
53,702
659
1.23
53,266
459
0.86
100,144
1,277
1.28
54,562
657
1.20
36,429
885
2.43
68,163
1,208
1.77
10,395
270
2.60
18,719
307
1.64
17,966
381
2.12
12,578
127
1.01
69,942
773
1.11
22,789
449
1.97
133,057
1,522
1.14
92,894
1,575
1.70
7,336
97
1.32
107,861
1,418
1.31
45,731
734
1.61
34,578
436
1.26
104,476
1,614
1.54
8,142
84
1.03
47,290
1,053
2.23
8,499
180
2.12
68,229
1,175
1.72
221,026
3,725
1.69
24,564
328
1.34
9,677
78
0.81
77,450
914
1.18
54,776
659
1.20
20,005
439
2.19
58,746
803
1.37
9,007
176
1.95
2,855,756
42,815
1.50
18,110
42,815
236.42
Fatalities - 2002 FATALITY ANALYSIS REPORTING SYSTEM (FARS) - ARF
ISOLATING THE SEAT BELT VIRUS IN VEHICLE AUTOMOTIVE SEAT BELT USE: ASSEMBLY AND
INITIAL EXAMINATION OF A MULTISOURCE COUNTERFACTUAL DATA BASE
by: E. Levine, Department of Philosophy, University of Winnipeg, and A. Basilevsky,
Department of Mathematics and Statistics, University of Winnipeg. Presented at the
Transportation Research Board/National Research Council Conference,
Washington, D.C. January 14, 1992
Pre-Print #920665
Entrez PubMed
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PubMed Central
Seat belt injuries: radiologic findings and clinical correlation.
Hayes CW, Conway WF, Walsh JW, Coppage L, Gervin AS.
Department of Radiology, Medical College of Virginia/Virginia Commonwealth University, Richmond 23298.
The seat belt syndrome consists of skeletal, soft-tissue, and visceral injuries associated with use of two- and threepoint restraints in patients involved in motor vehicle accidents. Skin abrasions of the neck, chest, and abdomen-the classic seat belt sign--indicate internal injury in 30% of cases. Neck abrasions are associated with injuries to
the carotid artery, larynx, and cervical spine; chest abrasions, with fractures of the sternum, ribs, and clavicles and
injuries to the heart and thoracic aorta; and abdominal abrasions, with mesenteric tears, bowel perforation and
hematoma, Chance fractures, and injuries to the abdominal aorta. The seat belt sign should prompt a diligent
search for related injuries.
PMID: 1996397 [PubMed]
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5/23/2004
Blunt traumatic mammary hematoma as part of a seatbelt syndrome - Eurorad - Clinical Case 542 - Student
HOME
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Breast Imaging
U. Bick
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Imaging
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Genital (Female)
Imaging
J.O. Barentsz
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Imaging
C. Roy
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Imaging
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Breast Imaging > Miscellaneous > Case 542
Blunt traumatic mammary hematoma as part of a seatbelt syndrome
M. Wintermark, P. Schnyder
Department of Diagnostic and Interventional Radiology, University
Hospital, CHUV BH10, 1011 Lausanne
SWITZERLAND
[email protected]
Patient
Age: 50 year(s)
Sex: F
Clinical History and Imaging
A 50-year-old female sustained a seatbelt injury in a high-speed traffic
accident. Clinical presentation included a hematoma in her right breast. Figure
1 shows the mammographic findings.
Discussion
The hematoma in the right breast is demonstrated on mammography as a large
mass. Seatbelt syndrome includes thoracic injuries resulting from the
deceleration against the seatbelt. Clinical features of this syndrome include
mammary hematomas, clavicle fractures, rib fractures and flail chest, sternal
fractures, bilateral lung lesions, cardiac injuries, aortic injuries, liver and
spleen lesions and thoracic spine fractures.
In collaboration with
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Figure 1a
Diagnosis
Blunt traumatic mammary hematoma as part of a seatbelt syndrome
MESH = A10.336.153
References
file://C:\Documents%20and%20Settings\Owner\My%20Documents\case.cfm
Figure 1b
5/23/2004
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U. Bick
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A. de Roos
Chest Imaging
C. Herold
Gastro-Intestinal
Imaging
O. Ekberg
Genital (Female)
Imaging
J.O. Barentsz
Genital (Male)
Imaging
C. Roy
Head & Neck
Imaging
M. Becker
Interventional
Radiology
H.J. Wagner
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System, Pancreas,
Spleen
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Vascular Imaging > Miscellaneous > Case 677
Traumatic rupture of right carotid artery in a car accident
D.Vorwerk, H. Gunselmann
Dept. Diagnostic and Interventional Radiology, Klinikum
Ingolstadt, Krumenauerstrasse 25, 85049 Ingolstadt
GERMANY
[email protected]
Patient
Age: 27 year(s)
Sex: M
Clinical History and Imaging
The patient was involved into a traffic accident. Sitting in the back he was
sleeping when the accident happened but was protected by a safety belt. He
was admitted with a large neck hematoma predominantly on the right side; no
hemiplegia was present. Direct angiography was performed (Fig. 1) via a right
transfemoral access showing an ill-defined margin of the proximal portion of
the right internal carotid artery in an ap view with markedly slowed flow in
the distal segment s of the internal carotid artery (Fig. 1 a). Lateral and
oblique views showed large pseudoaneurysm of the internal carotid artery
with extravasation (Fig. 1 b ) and compression of the true carotid arterial
lumen. Nevertheless, the distal segment of the carotid artery remained patent
(Fig. 1 c) with no sign of dissection. The patient underwent successful
emergency surgery for direct repair of the carotid rupture.
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Figure 1a
Discussion
Origin of this traumatic carotid arterial rupture is most likely due to a
whiplash injury by the safety belt. The fact that the patient sleeping in a more
lying position may have resulted in a more cervical position of the safety belt
file://C:\DOCUME~1\Owner\LOCALS~1\Temp\LA6UN240.htm
Figure 1b
5/23/2004
Seat Belt Injuries and Abdominal Trauma - Medifocus Guide
Database: MEDLINE <1980 to January Week 3
2002>
Number of Citations: 109
Number of Abstracts: 80
Approximate Pages in the Guide: 95
Highlights of Recently Published Articles
1. Seat-belt syndrome revisited. - International Journal of Clinical Practice. 2001
2. Factors influencing pediatric injury in side impact collisions. - Journal of TraumaInjury Infection & Critical Care. 2001
3. Abdominal injury and the seat-belt sign. - Emergency Medicine (Fremantle, W.A.).
2001
4. Abdominal injuries associated with thoraco-lumbar fractures after motor vehicle
collision. - Journal of Pediatric Surgery. 2001
5. Chronic intermittent intestinal obstruction from a seat belt injury. - Southern
Medical Journal. 2001
6. Lap belt complex. Recognition & assessment of seatbelt injuries in pediatric
trauma patients. - Journal of Emergency Medical Services. 2001
Featured Article from this Guide
Article: The "seat belt mark" sign a call for increased vigilance among
physicians treating victims of motor vehicle accidents.
Author: Velmahos GC. Tatevossian R. Demetriades D.
Institution: Department of Surgery, University of Southern California, Los Angeles,
USA.
Journal: American Surgeon. 65(2)181-5, 1999 Feb.
Medifocus Customized Medical Literature Research
Page 2 of 3
J.L. Bloem
Neuroradiology
P.M. Parizel
Pediatric Radiology
K. Johnson
Uroradiology
C. Roy
Vascular Imaging
J. Struyven
exposing the carotid artery to direct trauma.
Diagnosis
Traumatic rupture of the right internal carotid artery with pseudoaneurysm
and bleeding
MESH = C14.907.055.090
References
Baik S, Uku JM, Joo KG. Seat-belt injuries to the left common
carotid artery and left internal carotid artery. Am J Forensic Med
Pathol. 1988 Mar;9(1):38-9.
Figure 1c
Citation
D.Vorwerk, H. Gunselmann (2000, Oct 03).
Traumatic rupture of right carotid artery in a car accident, {Online}.
URL: http://www.eurorad.org/case.cfm?UID=677
Luxembourg, Euromultimedia
Eurorad - © 1998/2004 by the European Association of Radiology
Web Programming, Design and Hosting by Euromultimedia SA
file://C:\DOCUME~1\Owner\LOCALS~1\Temp\LA6UN240.htm
5/23/2004
Blunt traumatic mammary hematoma as part of a seatbelt syndrome - Eurorad - Clinical Case 542 - Student
J.L. Bloem
Neuroradiology
P.M. Parizel
Pediatric Radiology
K. Johnson
Uroradiology
C. Roy
Vascular Imaging
J. Struyven
Page 2 of 3
DiPiro PJ, Meyer JE, Frenna TH, et al (1995) Seat belt injuries of the
breast: findings on mammography and sonography. AJR 164: 317320
Kaplan PA, Anderson JC, Norris MA, et al (1989) Ultrasonography
of post-traumatic soft-tissue lesions. Radiol Clin North Am 27: 973982
Melanson SW, Heller M (1998) The emerging role of bedside
ultrasonography in trauma care. Emerg Med Clin North Am 16: 165189
Wintermark M, Schnyder P (2000) Trauma of the chest wall. In
Schnyder P, Wintermark M. Radiology of blunt trauma of the chest.
Springer, Berlin Heidelberg New York, pp 9-27
Citation
M. Wintermark, P. Schnyder (2000, May 23).
Blunt traumatic mammary hematoma as part of a seatbelt syndrome,
{Online}.
URL: http://www.eurorad.org/case.cfm?UID=542
Luxembourg, Euromultimedia
Eurorad - © 1998/2004 by the European Association of Radiology
Web Programming, Design and Hosting by Euromultimedia SA
file://C:\Documents%20and%20Settings\Owner\My%20Documents\case.cfm
5/23/2004
Chalmers
Chalmers dissertations
Static and Dynamic Load Response of the Lumbar Spine in
Flexion.
Anna-Lisa Osvalder
School of Technology Management and Economics
Department of Injury Prevention
Postgraduate Programme in Injury Prevention
1992
The aims of this study were to develop experimental methods for static and dynamic
loading of spinal segments in vitro that would simulate flexion-distraction injuries (lap
seat-belt injuries) and increase knowledge about the biomechanical response and the
mechanisms of injury of the lumbar spine under static and dynamic (transient) loads in
flexion. The experiments were carried out on the lumbar functional spinal unit (FSU)
consisting of two adjacent vertebrae, the intervertebral disc and all intervening ligaments.
The results will be used for the development of future preventive measures and as input
data to establish injury criteria for the lumbar spine.
The ultimate strength of the lumbar spine during static flexion-shear loading was
determined on 16 lumbar FSUs by means of a new method of applying static combined
loads. The specimens could resist a mean (S.D.) bending moment of 156 (11) Nm
combined with a mean (S.D.) shear force of 620 (53) N before complete disruption
occurred. The mean (S.D.) tensile force acting on the posterior structures was 2.8 (0.2)
kN. The flexion angulation just before failure was 20o and the anterior horizontal
displacement was 9 mm. The bone mineral content in the vertebrae appeared to be a
reliable predictor of the ultimate flexural strength of the lumbar FSU.
The threshold values for the loads and the deformations during static flexion-shear
loading was determined on 10 lumbar FSUs. Before the first sign of a permanent
deformation of the osteo-ligamentous components, the specimens could resist a mean (S.
D.) maximum bending moment of 121 (10) Nm combined with a mean (S.D.) maximum
shear force of 486 (38) N. The flexion angulation was 16o and the anterior horizontal
displacement 7 mm. The absorbed energy at the initiation of trauma was 10 J. The
threshold for injury occurred at about 80% of the ultimate flexural strength of the lumbar
FSU. The bone mineral content in the vertebrae appeared to be a reliable predictor of the
structural properties of the specimen at the threshold of flexion-distraction injury.
The biomechanical responses of 48 lumbar FSUs exposed to loads similar to those in
frontal car accidents were determined by means of a new method of applying dynamic
(transient) flexion-shear loads. The peak values of the applied load pulses varied between
5-12 g, with a rise time between 5-30 ms and a duration between 150-250 ms. The
specimens could withstand loads up to 225 Nm and 720 N in flexion before obvious
fractures occurred. The tensile force affecting the posterior structures were 3-5 kN. The
results showed that the magnitude of the applied load pulse and the loading rate
determined the degree and severity of spinal injury. The duration of the load pulse did not
affect the load and injury response. The specimens could withstand higher loads and
absorb more energy when the loading rate was increased, but the deformations at injury
were smaller when the loading rate was high. The biological parameters bone mineral
content, anterior-posterior length and height of the specimen showed high correlations
with the dynamic load response of the lumbar FSU.
The methods developed for static and dynamic loading of spine segments showed good
repeatability, were easy to handle and had high flexibility. Load response and
deformations of the specimens could be measured with high accuracy. The different
results obtained for lumbar spine response to static and dynamic flexion-shear loading
showed that the specimens could withstand higher loads and absorb more energy before
injury occurred during dynamic loading, but the deformations were smaller. There is thus
an indication of viscoelastic behaviour in the specimens. The results of this study indicate
that dynamic experiments must be performed when injury mechanisms which occur in
real life accidents are to be studied.
( ns910 )
Thoracolumbar Spine Fractures
Epidemiology
• Represent 40% of all spine fractures. Majority due to motor vehicle accidents.
• Grouped into thoracic (T1-T10), thoracolumbar (T11-L1), and lumbar fractures (L2-L5).
• 60% occur between T12 and L2 and approximately 90% are between T11 and L4. Lower lumbar fractures are uncommon (4%).
Biomechanics
• In general, compression causes burst fractures, flexion causes wedge fractures, rotation causes fracture dislocations, and
shear causes seatbelt type fractures.
• The thoracic region is inherently more stable because of the rib cage and ligaments linking the ribs and spine. Rotational
injuries are rare while flexion and compression are more common.
• The thoracolumbar spine is predisposed to rotational and axial compression injuries for a variety of reasons.
1. The TL junction is situated between the rigid thoracic spine and the mobile lumbar spine.
2. During axial loading, the thoracic spine deforms in kyphosis, the lumbar spine in lordosis resulting in the TL
junction experiencing pure compression.
3. Rotational forces are particularly effective in producing dislocations. The thoracic spine is protected by the rib
cage and the lumbar spine is protected by inwardly directed facet joints. The TL junction lacks ribs and is the
transition point between anteriorly-directed facet joints and inwardly-directed facet joints.
• As well, certain accidents are associated with specific injuries. Motorcyclists have a higher incidence of T3-T8 fractures as a
Chance fracture,
(G.Q. Chance, 20th century, British radiologist), a horizontal fracture
of a vertebral body, which can be combined with fractures of laminae
or spinous processes or with ligamentous tears. Chance fractures often
result from seat belt injuries. The injury results from acute flexion, as
of the trunk of the body over the seat-belt during a vehicular accident.
On radiographs, three patterns may be recognized:
disruption of the posterior spinous ligaments, articular facets and
intervertebral discs with or without associated avulsion;
a transverse fracture of the posterior elements with or without
extension to the posterosuperior or posteroinferior aspect of the
vertebral body; and
a transverse fracture of the posterior elements with associated
transverse fracture of the vertebral body.
Fractures similar to the Chance fracture may occur in ankylosing
spondylitis, possibly because of a shift in the axis of flexion and
extension of the spine in this disease. Frequently these fractures
become displaced. Although they usually heal, fibrous union or
pseudarthrosis may occur.
DR
Main Menu Home Page
Flexion-Distraction Injuries (Seat Belt Types)
- See:
- Chance Frx:
- Fracture Dislocation:
- Definition:
- flexion distraction injuries may occur thru bone or soft tissue, and
they may involve one or several levels;
- flexion distraction injuries occur secondary to distractive disruption
of posterior & middle columns w/ compression failure of anterior column;
- Chance Frx:
- anterior, middle, and posterior columns all fail in tension;
- mechanism of injury:
- associated injuries:
- most common injuries in lap belt restrained passengers are bowel trauma
and lumbar spine frxs;
- crushing of the bowel between the lap seat belt and spinal column
results in devascularization or acute bowel rupture;
- references:
- The epidemiology of seatbelt associated injuries.
PA Anderson et al. J. Trauma. Vol 31. 1991. p 60-67.
- Radiographs:
- increased interspinous process distance on AP view;
- lateral view:
- increased posterior height of vertebral body is seen on lateral film;
- split spinous process is seen, esp on lateral tomograms;
- often these are misdiagnosed as a compression frx;
- the occurance of a traumatic compression fracture in a young patient (following MVA) should
raise the possibility of a Chance fracture;
- either good quality AP view is necessary to rule out posterior element injury, or a CT scan is
required (if the AP view remains equivocal);
- CT is not of help in many distraction type of injuries because plane
of injury is in the plane of the CT scan;
- CT cuts tend to be a few milimeters above or below injury;
- Non Operative Treatment:
- if injury goes thru vertebral body rather than disc space, interdigitation of
cancellous bone gives a great deal of immediate stability & rapidly heals;
- when these injuries occur entirely thru bone, treatment is in a hyperextension cast;
- complications:
- if there is crushing of bone frx can settle into kyphosis because of
associated disruption of posterior interspinous ligaments;
- Operative Treatment:
- when posterior and middle columns fail by ligamentous disruption, posterior spinal
fusion with a compression system is advocated;
- however, it is important to determine whether the middle column is capable of load bearing;
- if this is not the case, use of compression system could lead to retropulsion of
bone or disk fragments into the canal;
Anterolateral compression fracture of the thoracolumbar spine. A seat
belt injury.
Seat-belt injuries of the spine in young children.
Pediatric Chance fractures: association with intra-abdominal injuries and
seatbelt use.
Patterns and mechanisms of lumbar injuries associated with lapseat belts.
Smith NS, Kaufer H: J Bone Joint Surg (Am) 1969;51A:239.
The diagnosis and treatment of pediatric lumbar spine injuries caused by rear seat lap belts.
DL Johnson. Neurosurgery. Vol 26. 1990. p 434-441.
1: Am Surg. 1999 Feb;65(2):181-5. Related Articles, Links
The "seat belt mark" sign: a call for increased vigilance among physicians
treating victims of motor vehicle accidents.
Velmahos GC, Tatevossian R, Demetriades D.
Department of Surgery, University of Southern California, Los Angeles, USA.
The use of seat belts is shown to cause a specific pattern of internal injuries. Skin bruise
corresponding to the site of the seat belt is known as the "seat belt mark" (SBM) sign and is
associated with a high incidence of significant organ injuries. No study has yet defined the exact
incidence of injuries requiring intervention at the presence of this sign. The objective of this
study was to find the incidence of surgically correctable injuries in belted car occupants with a
SBM sign and to define strategies of early detection and treatment of such injuries. The
prospective study included consecutive patients involved in road traffic accidents who were
admitted at an academic Level I trauma center. Of 650 car occupants, 410 (63%) were restrained
and 77 (12%) had a SBM across the abdomen, chest or neck. The injuries of these 77 patients
were compared with the injuries of belted patients without an SBM sign. Of patients with SBMs,
9 per cent had neck bruises, 32 per cent had chest bruises, 40 per cent had abdominal bruises,
and 19 per cent had bruises in multiple sites. No significant neck injuries were detected. Three
patients were found to have myocardial contusion, and 10 patients had intra-abdominal injuries
(predominantly bowel and mesenteric lacerations) requiring laparotomy. There was a near 4-fold
increase in thoracic trauma (22.5% versus 6%; P=0.01) and a near 8-fold increase in intraabdominal
trauma (23% versus 3%; P < 0.0001) between the groups of patients with and without
SBMs. The presence of the SBM sign should alert the physician to the high likelihood of
specific internal injuries. Routine laparotomy or mandatory evaluation by specific diagnostic
tests is not justified; rather, a high index of suspicion with a low threshold for appropriate
diagnostic evaluation and/or surgical exploration should be maintained for the optimal
management of such patients.
PMID: 9926756 [PubMed - indexed for MEDLINE]
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Children are not "miniature adults"
... . . History - steering wheel injuries and seat belt injuries may
be associated with injuries to the pancreas and duodenum. The ...
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AJR -- Abstracts: DiPiro et al. 164 (2): 317
... American Roentgen Ray Society. ARTICLES. Seat belt injuries of the
breast: findings on mammography and sonography. PJ DiPiro, JE Meyer ...
www.ajronline.org/cgi/content/abstract/164/2/317 - Similar pages
NEWS Detail
... McCarthy MC, Lemmon GW. Traumatic lumbar hernia: A seat belt injury. J Trauma 1996;
40: 121-122. Hingston RG. Lap seat belt injuries. NZ Med J 1996; 109:301-2. ...
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ARnews: Re: Re: statistics on children that have died as results ...
... Glassman SD, Johnson JR, Holt RT: Seat belt injuries in children. ... Rumball
K, Jarvis J: Seat belt injuries of the spine in young children. ...
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Abnormal Chest-Case 17
... Next Case Previous Case. B. Figure 17A-F. (A) Chest abrasions in seat
belt injuries follow the course of the shoulder harness. Seat ...
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A. BACKGROUND 1. "Seat Belts Dangerous, Defective, Report Says ...
... fety Engineers , 9/68 8. RC Haeusler, "Restraint Systems -- Are They Really Effective?"
Traffic Safety , 10/68 9. RG Snyder, DOT, "Seat Belt Injuries in Impact ...
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ConsumerLawInfo.com - Unsafe Product Injuries
... Other examples are injuries caused by unsafe toys, drugs, household appliances,
chemicals, seat belt injuries, airbag injuries and motor vehicle rollovers. ...
www.campolawfirm.com/unsafe_product_injuries.htm - 13k - Cached - Similar pages
motor (twURLed World Description)
... [excerpted by twURL]. { 2 } child::antilock::brake::bumper::crashworthiness::
daytime::running
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htm - 41k - Cached - Similar pages
Townsville Bulletin: Highway head-on crash [ 27apr04 ]
... An ambulance spokesman said one of the children received seat belt injuries
and was taken to Bowen District Hospital for observation. Feedback. ...
townsvillebulletin.news.com.au/common/story_page/ 0,7034,9401437%
255E14787,00.html - Similar pages
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Trauma to the thoracic and lumbar spine in the adolescent
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Page 1. I njuries to the spine are rare in young children but increase
significantly in adolescence. From 12 to 17 years of age ...
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Arch Surg -- Table of Contents (Vol. 96 No. 2, February 1968)
Seat Belt
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... A histologic study GL Brody; CF Frey Arch Surg. 1968;96:237-241. Seat
belt injuries SD Porter; EW Green Arch Surg. 1968;96:242-246. ...
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Arch Surg -- Table of Contents (Vol. 97 No. 3, September 1968)
... Public relations aspects S. Andreopoulos Arch Surg. 1968;97:469-473.
Seat belt injuries JR Shamblin Arch Surg. 1968;97:474-477. ...
archsurg.ama-assn.org/content/vol97/issue3/index.dtl - Similar pages
LearningRadiology-Chance Fracture
Chance Fracture. Seat belt injury. All seat belt injuries usually involve
upper to mid lumbar spine (L2, 3 or 4). They are distraction injuries: ...
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Leavitt Yamane & Soldner (Hawaii's Personal Injury Law Firm) ...
Motor vehicles and boats, especially in cases of vehicle rollovers, seat belt injuries,
air-bag injuries, fires in vehicles after a crash and other types of ...
www.lyslaw.com/liability.htm - 17k - Cached - Similar pages
[PDF]
29 2586 263-265
... crashes. J Spinal Disord, 1997; 10(4): 325-328 5. Yu WY, Siu CM: Seat
belt injuries of the lumbar spine-stable or unsta- ble. Paraplegia ...
www.crcpr-online.com/pub/case/vol_4/no_3/2586.pdf - Supplemental Result - Similar pages
BJO -- LIGUORI et al. 81 (4): 333
... retinopathies similar to those observed by Purtscher have been reported after compressive
thoracic injuries (for example, seat belt injuries), head trauma, and ...
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Dangerous driving and the Law (No.26)
... in a ditch. The defendant and her passenger suffered seat belt injuries
and shock, as did the occupants of the Nova. The driver ...
www.dft.gov.uk/stellent/groups/dft_rdsafety/ documents/page/dft_rdsafety_504603-40.
hcsp - 77k - Cached - Similar pages
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9990312 1..9999
File Format: PDF/Adobe Acrobat
... J Bone Joint Surg [Am] 51A:239±254 9. Glassman SD, Johnson JR, Holt
RT (1992) Seat belt injuries in children. J Trauma 33:882±886 10. ...
www.springerlink.com/index/BFQ1RLAJD55Q33BR.pdf - Similar pages
[PDF]
2340742 1..9999
... Stroke 20: 412 6. Hayes CW, Conway WF, Walsh JW, Coppage L, Gervin
AS CW (1991)
Seat belt injuries: radiologic findings and clinical correlation. ...
www.springerlink.com/index/885K6WWP1XP6VC1G.pdf - Similar pages
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University of Minnesota Expertise Database
... J Comput Assist Tomogr, 13:514-516; Hayes CW, conway WF, Walsh JW,
Coppage L, Gervin
AS. Seat belt injuries: radiographic findings and clinical correlation. ...
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Thoracolumbar Spine Injuries
... .?) canal compromise > 40-70%. Seat Belt Injuries. 6% of major spinal
injuries. ... .?)
> 30 degree wedge compression fracture. ..?) Seat belt injuries. ...
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BMC Surgery
Page 1. BioMed Central Page 1 of 10 (page number not for citation purposes)
BMC Surgery Open Access Research article Emergency department ...
www.biomedcentral.com/content/pdf/1471-2482-4-3.pdf - Similar pages
BBC - Shropshire - News - Archive
... Pensioner hurt in crash A 73 year old woman has been taken to hospital
with seat belt injuries, after an accident in Wellington. ...
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Groin or Hip Pain
Groin or Hip Pain. (after hernia repair, hysterectomy, bone grafting
from hip, seat belt injuries, surgery on the testicle, bike riding). ...
www.dellon.com/grnhppn.htm - 8k - Cached - Similar pages
eCMAJ -- Howard 167 (7): 769
... abdominal trauma. J Trauma 1990;30(4):436-44.[Medline]; Rumball K, Jarvis
J. Seat-belt injuries of the spine in young children. J Bone ...
www.cmaj.ca/cgi/content/full/167/7/769 - Similar pages
Date: Thu Feb 27 12:03:41 2003 Subject: MAJOR MVC - Hwy #1 East of ...
... 7. 60M - Seat Belt injuries - minor 8. 60F - Seat Belt injuries - minor
9. 35M - Spinal injuries - concious - not life threatening. 10. ...
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Certiorari denied, No. 28,360, December 1, 2003
... counsel then filed two additional motions, including a Motion to Quash for failure
to present exculpatory evidence of Defendant's "seat belt" injuries to the ...
www.supremecourt.nm.org/pastopinion/VIEW/03ca-144.html - 100k - Cached Similar pages
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April 7, 2001 General Session–Grand GHIJ
... 3. Understand the importance of Seat Belt Injuries and Flail Chest Introduction
Blunt chest trauma accounts for 100,000 hospital admissions a year in the ...
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Denis Classification - Case 7: Spine Classification Study Survey
... 4. Seat-belt injuries: (select fracture type). ...
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Daniels Chiropractic
... 40 th Stapp Car Crash Conference, 1996. SAE 962433. Most at risk from seat belt
injuries are shorter people in whom the seat belt rides up on the neck. ...
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Curt's Newsletter, September 2002
... with sophisticated Emergency Tensioning Devices that tighten the seat belts in a
crash and two-stage belt-force limiters to minimize seat belt injuries such as ...
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BIBLIOGRAPHY
... 16. Rumball K. and Jarvis J. ; Seat-belt injuries of the spine in young children
; J-Bone-Joint-Surg-Br. 1992 July ; Vol.74, No.4 : 571-574. 17. ...
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Orlando Florida Seatbelt Malfunction Accident Attorney and Law ...
... SEAT BELT INJURIES, EJECTIONS & DEATHS DURING A ROLLOVER ACCIDENT During the violence
of a rollover, the vehicle and its occupants are subject to potentially ...
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XVII/5-46 MOTOR VEHICLE ? PASSENGER ? LEFT TURN ? DRAG ...
... Injuries: Fractured right temporoparietal bone; fractured right orbital floor;
cerebral concussion with subdural hematoma; hepatic lacerations requiring ...
www.nyaccidentlawyer.com/Articles/motorvehicle.pdf - Similar pages
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-March 2001-
... road”). Luckily he was wearing his seatbelt and only suffered seat
belt injuries. The car on the other hand was hurt a lot worse. ...
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Traffic Accident Attorneys - Defective Seatbelts - Seatbelt ...
... Washington, DC. Car Accident Lawyers Defective Seat Belt Injuries. If
designed, installed and used properly seat belts save lives. The ...
ustrafficaccidentlawyers.com/stores/ 731/content/defective_seatbelts.cfm - 15k - Cached - Similar pages
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thoraxtraumata, wanneer eraan denken ?
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ARnews: Re: seatbelts cause of injury or death.
... A Medline search on "seat belts" and "adverse effects" will turn up
numerous articles decribing seat belt injuries. http://www.ncbi ...
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EMJ -- Abstracts: Eltahir and Hamilton 14 (5): 338
... ARTICLES. Seat belt injuries and sigmoid colon trauma. ... Colonic seat belt
injuries
are rare but carry higher mortality rates than small bowel injuries. ...
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BucketHeads '03 - The Merger - Chatter
... skit “Ow” - Lee, after suffering from a large thigh contusion while playing
Whirly-Ball - Corinne, after suffering from seat-belt injuries while playing ...
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Specialties
... Cancer Screening for Breast Cancer Screening for Cervical Cancer Screening for
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Yahoo! Groups : csen-anesthesia-mailing-list Messages : Message ...
... Not so unusual seat-belt injuries. Br Med J. 1980 Oct 4;281(6245):943-4.
No abstract available. PMID: 7427517 ... Lap seat belt injuries. NZ Med ...
health.groups.yahoo.com/group/csen-anesthesia-mailing-list/ message/10107 - 90k Supplemental Result - Cached - Similar pages
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???????????????
... 2) : 249?253. 2.Williams JS, Kirkpatrick JR:The nature of
seat belt injuries. J Trauma 1971;11:207. 3.???? ...
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The point of intersection is the umbilicus.
... MVA collisions. · Front, rear, lateral or rotational impacts with or without
restraints. · Seat belt injuries. · Steering wheel injuries. · Auto vs. ...
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webpgt9training details
... 10. HU INCH CONVENTIONS. 11. Sterno-costal scanning for seat belt injuries: l2.
Wrist & Carpal tunnel (safe set-up ----effective scanning/frequencies). 13. ...
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Wheeless' Textbook of Orthopaedics
... A seat belt injury. Seat-belt injuries of the spine in young children. Pediatric
Chance fractures: association with intra-abdominal injuries and seatbelt use. ...
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SMOKY'S PAGE
... a car. I was pretty certain that her chest pains were the result
of seat belt injuries, but we never take chances. When there's ...
www.johndoe.org/cyrano/30jan03.html - 12k - Cached - Similar pages
Chance fracture
... spinous processes or with ligamentous tears. Chance fractures often
result from seat belt injuries. The injury results from acute ...
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20fracture.html - 25k - Cached - Similar pages
Law Society of New South Wales - NSW Motor Accidents Scheme Review ...
... injuries to joints - lower extremities (5 per cent), lumbar strain (4 per cent),
injuries to joints - upper extremities (4 per cent), seat belt injuries (2 per ...
www.lawsociety.com.au/page.asp?PartID=5260 - 32k - Cached - Similar pages
CTHEORY.NET > It's Smart to be a Dummy by Sandy Baldwin
... 7. RG Snyder, WM Crosby, CC Sno w, JW Young, and P. Hanson, "Seat Belt
Injuries
in Impact," The Prevention of Highway Injury (Ann Arbor, MI: University of ...
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HOMICIDE BASED ON KILLING OF UNBORN CHILD
... Scope of annotation, § 1[a]. Scuffle, miscarriage occurring within week of, §
10[b]. Seat belt injuries, § 7[b]. Seven and one half months pregnant, § 7[b]. ...
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feticide.htm - 101k - Cached - Similar pages
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HERNIA DE PARED ABDOMINAL TRAUMÁTICA
... 6. Hayes CW, Conway WF, Walsh JW, Coppage L, Gervin AS. Seat belt injuries:
Radiologic
findings and clinical correlation. Radiographics 1991;11: 23-36. ...
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CT of Blunt Chest Trauma
File Format: Microsoft Word 6 - View as HTML
... Seat Belt Injuries. ... 21. Hayes CW, Conway WF, Walsh JW, Coppage L, Gervin
AS. Seat belt injuries: radiologic findings and clinical correlation. ...
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Re: [MLUG - DISCUSSION] RE: crashtest.com (fwd) - MLUG
... Go to Rusk (or any rehab facility), and start asking them about the ratio
of seat-belt to non-seat-belt injuries. Or better yet, volunteer there. ...
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InterCity_BIOMEDICAL/ BIOMECHANICAL INJURY ANALYSIS / HUMAN ...
... Equipment, Helmet Safety, Medical Implants, Motorcycles, Power Tools, Prosthesis,
Recreational Accidents, Safety Devices, Seat Belt Injuries, Slips, Trips and ...
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Seat-Belt-Related Injuries to the Supra-Aortic Arteries
... Giulio Illuminati, Via Vincenzo Bellini 14, 00198 Rome, Italy Structures that may
be damaged in seat-belt injuries during motoring accidents include the supra ...
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Data Linkage---Motor Vehicle Co--chairs: William H. Walsh and ...
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... on existing data systems • Identify specific areas from linked data, then conduct
more in-depth studies; eg, studies of seat belt injuries research on design ...
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Traffic Safety Center staff
... and reports covering a variety of areas of health and well-being, including health
and safety in mass transit systems, seat belt injuries, and pediatric injury ...
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Intestinal obstruction following blunt abdominal trauma
... bowel obstruction. Mechanisms responsible include falls, steering wheel
and seat belt injuries or assaults, including child abuse. 1 ...
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March 2001 Curt's Newsletter
... twist a controlled amount, letting the tightened seat belt back out an inch or so
in a controlled manner, eliminating or minimizing seat belt injuries such as ...
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Dr. Robert L. Bard, Leader in Clinical Imaging and Radiology. From ...
l Detection l. Diagram 1.1, Breast Lesion, Acute trauma to the breast occurs in
seat belt injuries producing hematomas that may result in permanent scars. ...
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Diagnostic Pelvic Laparoscopy
... This. Seat Belt Injuries. Seat Belt Injuries - 716 Medifocus Guide
Add to my lightbox Find More Like This. Amniocentesis. Amniocentesis ...
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: The AMEDEO Literature Guide
... fibula. J Trauma 2004;56:437-9. PubMed Related articles; PRINCE JS ,
LoSasso BE, Senac MO Jr Unusual seat-belt injuries in children. J ...
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The Physician and Sportsmedicine: Isolated Jejunal Rupture After ...
... mechanism of jejunal rupture and of blunt abdominal trauma in most adult cases is
motor vehicle accidents with associated seat-belt injuries (especially lap ...
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Traumatic Abdominal Wall Hernia Caused by Persistent Cough
... Multiple mechanisms have been described including motor vehicle accidents, bicycle
handlebar and seat belt injuries, as well as auto-penetrating injuries ...
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`Understanding Anaemia, Robert McDowell's Herbal Treatments. ...
... spleen, like the marrow, is another of those body parts which we don't pay too much
attention to except that it is often damaged in seat belt injuries on the ...
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ADHESIONS Messages for April, 2003
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... Doug. Re: Post-Surgical Adhesions??? Doug. Seat Belt Injuries and Abdominal
Trauma Helen Dynda: Re: Seat Belt Injuries and Abdominal Trauma Robin Duffy. ...
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Static and Dynamic Load Response of the Lumbar Spine in Flexion.
... methods for static and dynamic loading of spinal segments in vitro that would
simulate flexion-distraction injuries (lap seat-belt injuries) and increase ...
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The Complete Guide to Whiplash, Body Mind Publications on ...
... Litigation: Are whiplash patients "cured by a verdict?" Chapter Six: Other Issues
Safety Devices Seat Belt injuries Airbag injuries Children and Whiplash ...
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Fodors.com > Miniguide > Yosemite NP Smart Travel Tips
... into approved child-safety seats; also children up to age six and weighing up to
60 pounds must be placed in booster seats designed to reduce seat belt injuries ...
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Personal Injury Law Firms | Aviation Litigation | Slack & Davis ...
... His experience includes cases resulting from vehicle rollovers, fires, seat
belt injuries, and automobile structural failures in collisions. ...
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Irish Newspapers - Irish Independent Online - Sunday Independent ...
... Schoolgirls awarded £18,500 for seat belt injuries TWO schoolgirls were awarded
£18,500 damages in the Circuit Civil Court for seat belt restraint injuries ...
www.unison.ie/irish_independent/ index.php3?issue_id=3950 - 53k - Cached Similar pages
NEWTON SCHOOL COMMITTEE
... Mayor Cohen stated that there will likely be studies found that will show
that the use of seat belts cause increased seat belt injuries. ...
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More Trial and Civil Litigation Links
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Welcome to Kenneth Vercammen & Associates, PC. A Law Office ...
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American Journal of Roentgenology Online -- Table of Contents (164 ...
... Dershaw D [Abstract]. 317, Seat belt injuries of the breast: findings on mammography
and sonography. DiPiro P, Meyer J, Frenna T, Denison C [Abstract]. ...
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Dr. Grace Rozycki, Chief of Trauma/Surgical Critical Care ...
... performed ultrasound for the early detection of deep vein thrombosis in critically
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Thoracolumbar Fractures
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fracture. ii) Seat belt injuries. 2. Second degree. Mixed category. ...
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Blunt traumatic mammary hematoma as part of a seatbelt syndrome ...
... References. DiPiro PJ, Meyer JE, Frenna TH, et al (1995) Seat belt injuries
of the breast: findings on mammography and sonography. AJR 164: 317-320. ...
www.eurorad.org/case.cfm?uid=542 - 15k - Cached - Similar pages
Traumatic rupture of right carotid artery in a car accident ...
... References. Baik S, Uku JM, Joo KG. Seat-belt injuries to the left common
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artery and left internal carotid artery. Am J Forensic Med Pathol. ...
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Tim Moebes's Resume
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Cost of seat-belt-related whiplash injuries rising
Seat belts ..... create millions of whiplash patients
around the world, says a professor of orthopedic surgery at the University of Manchester. In an address during the recent Whiplash-Associated Disorders
World Congress in Vancouver, Dr.Charles Galasko noted that the number of patients with whiplash-related complaints more than tripled the year after seat
belts were introduced in the UK in 1983. “The increase in the numbers injured in road traffic accidents means that around 2500 [traffic accident] patients
will be seen this year in our hospital. In the last 4 to 5 years, 50% of these patients have had whiplash injuries.”Galasko said awareness of the
significance and impact of whiplash hasbeen influenced by under-recording and misclassification. In the UK, injuries are classified as fatal, serious or slight,
with whiplash relegated to the final category. He said as many as45% of whiplash patients in the UK are not included in national injury data and suggested
that there are probably close to 250 000 new whiplash patients in the UK every year; in the US, he said, the total probably approaches 1 million cases.If
the prevalence of whiplash is increasing, are costs following suit? “There is financial cost to the patientand his family and to the community,”said Galasko.
“In 1991 currency, the estimated average cost was £10 000 [Cdn$25 000] for a whiplash injury, including what the Department of Transport in the UK
calculated as a subjective element of pain and suffering worth £4000. If you multiply that by the number of people injured per capita, it’s currently costing
us £3.1 billion per annum.”Galasko said the issue should receive more attention. But unless we have the support of the MRC and other scientific
organizations, this problem is only going to get worse.”— © Eleanor LeBourdais
Galway Cycling Campaign -Feachtas Rothaiochta na Gaillimhe
Seatbelt Laws
Why You Should Be Worried
© Galway Cycling Campaign: November 2000
What's the issue?
The Irish Government, The National Roads Authority, and the National Safety Council are pushing for seatbelt
wearing rates by Irish motorists to be raised from appx. 55% to 85% or higher by using "on the spot fines".
So why should I be worried?
The history of seatbelt legislation is of drastic effects for those outside cars such as pedestrians, cyclists and
motorcyclists. The UK's seatbelt law was accompanied by increases in deaths to pedestrians of 135 per year and of
deaths to cyclists of 40 per year. In 1981 the UK Department of Transport had commissioned a study on the
effects of seatbelt laws in Sweden, West Germany, Denmark, Spain, Belgium, Finland, the Netherlands and
Norway. The study, "the Isles report" [1] used the UK and Italy as controls for non-seatbelt countries. When the
wider effects were examined the author was alarmed to find the predominant effect was of increased numbers of
injuries to non-car users. Similar effects are also reported from Australia [2] , New Zealand [3] and Canada [4] .
The author predicted, that in the UK, deaths to other road users would climb by 150 per year in the event of
compulsory seatbelt wearing legislation. In terms of injuries to other road users the prediction was for a 11%
increase in pedestrian injuries with injuries to other road users climbing by 12 to 13% (numerically 7,000 and
36,000 respectively). The UK authorities suppressed the report and the seatbelt law was imposed anyway,
resulting in significantly increased cyclist/pedestrian deaths. A recent study of 19,000 cyclist and 72,000
pedestrian casualties seen at the time suggests that seatbelt wearing drivers were 11-13% more likely to injure
pedestrians and 7-8% more likely to injure cyclists [5].
Won't the lives lost among cyclists and pedestrians be outweighed by lives saved among vehicle occupants?
No, the history of seat belt legislation is one of complete failure to demonstrate the predicted savings in lives and
injuries among car occupants. In countries such as Ireland [6] , Sweden [7] and New Zealand compulsory seatbelt
wearing legislation was accompanied by clear increases in deaths among car occupants. The "Isles report" on the
experiences of eight European countries predicted that in the UK a seatbelt law would be followed by a 2.3%
increase in fatalities among car occupants. In Ireland our 1979 seatbelt law was accompanied by a 4% increase in
deaths among car occupants, which rose from 248 in 1978 to 258 in 1979. If this has been a consistent effect then
during the intervening years at least an additional 150 Irish car users have lost their lives as a result of the activities
of Ireland's seatbelt advocates.
What about car passengers?
In the UK the introduction of compulsory seatbelts for front seat occupants was accompanied by a 75 per year
increase in deaths among rear seat occupants [8] . This suggests that seatbelt wearing by drivers had a negative
effect on survival expectancies for rear seat passengers. This seems to provide an argument for making these
passengers wear seatbelts as well however this issue is not clear-cut.
So what about child passengers?
This is a very emotive issue that is often played up in the media by "safety experts". Unfortunately, according to
the official UK accident statistics the extension of compulsory seatbelt wearing to child passengers was
accompanied by a 10% increase in fatalities and a 12% increase in injuries among these children [9] . Causes may
include 1) increased risk taking by parents leading to more crashes or 2) seat belt induced injuries caused by using
seatbelts designed for adults. One co-author of a study of 2077 crash-involved children has publicly stated, "The
early graduation of kids into adult lap and shoulder belts is a leading cause of child-occupant injuries and
deaths." [10] The resulting "seat-belt syndrome" injuries are reported to include severed intestines, ruptured
diaphragms, spinal damage and also increased risk of head injury [11] .
But are Pedestrian/Cyclist deaths really a problem in Ireland?
Ireland already has the highest child pedestrian death rate and third highest pedestrian death rate in the EU. In
Galway 28% of accidents involve pedestrians but these account for 43% of the fatalities in the city. In Galway
City it has been found that in 71% of injury accidents involving motor vehicles the driver is unscathed [12] , this
amply demonstrates where Irish “road safety” policies have placed, and continue to place, the burden of death and
injuries. Ireland has among the highest levels of heart disease and obesity in the EU and is facing a public health
crisis as government policy forces more and more cyclists and pedestrians off the roads. About 13,000 Irish
citizens die of heart disease and related conditions annually.
Why does seat belt legislation have this effect?
There are two main theories, the Risk homeostasis [13] and Risk Compensation [14] hypotheses. These both argue
that drivers adjust their driving behaviour in response to an increased sense of personal safety. A related
explanation was recently offered via the British Psychological Society [15] . This proposes that during near
misses the actual physical restraint experienced by seatbelt wearers leads to a reduced sense of threat to life. A
reduced sense of threat may then lead to the adoption of a more dangerous driving style. Other researchers have
attempted to explain the failure of seatbelt laws by appealing to the “selective recruitment” hypothesis. This
argues that seatbelt laws haven't had the expected results for vehicle occupants because those drivers who take the
most risks are also the least likely to use seatbelts [16] . Unfortunately the selective recruitment hypothesis does
not explain why deaths should go up following seatbelt laws.
The evidence in favour of seatbelt legislation.
Seatbelt advocates rely on two types of study, experiments using crash test dummies and hospital based studies.
Experiments using crash test dummies do not allow for any effect of seat belt wearing on driving behaviour. In
hospital studies one or more hospitals may report a reduction in fatalities and injuries to car occupants. However,
there is an inconsistency between individual hospital based studies showing one effect and the larger, more
reliable, population based studies that show no such effect or even the opposite effect. This suggests that many
hospitals are choosing not to publish their results. It is now accepted that there is indeed a problem of bias in how
results from medical studies actually get offered for publication, the “missing data problem” [17] . The advocates
of seatbelt laws must also choose to disregard the effects of such measures for people outside cars. The car lobby
generally tends to view non-car users as “somebody else’s problem”.
Official foreknowledge of this effect
Concerns about the actual effects of seatbelt legislation were raised with the national authorities in a detailed
submission by the Galway Cycling Campaign in October 1998. However the issue is common knowledge within
the road safety industry.
So why are the Irish authorities continuing to push seatbelts?
It may be simple embarrassment combined with a political desire to avoid conflict with the car lobby over proven
measures such as enforcement of the speed regulations and general traffic regulations. However, like arms or
tobacco, cars are big business. Car “safety” features are a useful selling point while car crashes are worth a lot of
money to the industry. The Isles report found that in all eight European countries studied there was an increase in
traffic accidents. Following our seatbelt law in 1979 Ireland experienced an increase in "material damage" crashes
as well as an increase in car occupant fatalities. All we can do is point out the wider policy context of compulsory
car tests, scrappage schemes, hostile road design practices and apparent non-enforcement of the speed limits.
You'll have to draw your own conclusions.
So what can I do?
You must be aware that the agencies involved are being selective in their use of evidence. Note that the National
Roads Authority has been promoting seatbelts while they have long been promoting the use of junction design
practices that may be associated with increased risk of collisions [18] . Seek an explanation for the failure of the
government to institute a penalty points system and the standard European hierarchy of urban speed limits. Ask
your TD to explain why seatbelt legislation is being pushed at a time when Ireland has the highest child pedestrian
death rate in the EU and 99% of cars on main urban roads already exceed the existing speed limits [19] . Seek an
explanation for the absence of speed cameras and red light cameras in your town. Query the general absence of
area wide traffic calming schemes and the government's failure to introduce "home zone" legislation. Above all
keep asking awkward questions, you are not alone.
© Galway Cycling Campaign: November 2000, Update June/July 2001
[1] The Isles report "Seat belt savings: Implications of European Statistics" , UK DoT, 1981, Sourced from "Death
on the Streets, Cars and the Mythology of Road Safety" by Robert Davis, Leading Edge Press, North Yorkshire
UK, 1992 and "Report questions whether seat belts save lives" by M. Hamer, New Scientist, 7/2/1985 p7
[2] Evaluation of Automobile Safety Regulations: The case of Compulsory Seat Belt Legislation in Australia. by J.
A.C. Coneybeare, Policy Sciences 12:27-39, 1980
[3]Compulsory Seat Belt Use: Further Inferences, by P. Hurst Accident Analysis and Prevention., Vol 11: 27-33,
1979
[4] Wilde G.S. Risk Homeostasis and Traffic Accidents Propositions , Deductions and Discussion of Dissension in
Recent Reactions., Ergonomics 1988 Vol, 31, 4:439
[5] Methodological Issues in Testing the Hypothesis of Risk Compensation by Brian Dulisse, Accident Analysis
and Prevention Vol. 25 (5): 285-292, 1997
[6] RS 255 "The initial impact of seat belt legislation in Ireland" by R. Hearne, An Foras Forbatha, Dublin, 1981
[7] The efficacy of seatbelt legislation: A comparative study of road accident fatality statistics from 18 countries,
by J. Adams. Dept of Geography University College, London 1981
[8] Casualty Reductions whose Problem? By F. West-Oram , Traffic Engineering and Control, Sept. 1990
[9] "Risk." by John Adams UCL Press Ltd. University College, London 1995
[10] Kids at Risk: When Seatbelts are NOT Enough By Hal Karp, Reader's Digest (US Edition), November 1999
[11] The Danger of Premature Graduation to Seat Belts for Young Children, Winston FK, Durbin DR, Kallan MJ,
Moll EK, , Pediatrics, Vol. 105, No. 6, June 2000, pp. 1179-1183
[12] The Pattern of Traffic Accidents in Galway City Over a Decade by M.J. Brennan and D. Connolly, Local
Authority News Vol 14 No. 4 pp 39-43, 1997
[13] Wilde G.S. "Target Risk" PDE Publications, 1994
[14] "Risk and Freedom, The Record of Road Safety." by John Adams, Transport Publishing Projects, Cardiff,
1985
[15] The Puzzle of Seat Belts Explained, Press Release of the Annual Conference of the British Psychological
Society, April 1999
[16] Reconsidering the effects of Seatbelt Laws and Their Enforcement Status by T.S. Dee Accident Analysis and
Prevention., Vol 30(1): 1-10, 1998
[17] Hidden Truths by Robert Mathews, New Scientist 23/5/99 pp 28-33
[18] Irish Junction Design Practice, An Information Sheet, Galway Cycling Campaign, February 2001
[19] RS 453 Free Speeds on Urban Roads, National Roads Authority, 2000
A. BACKGROUND
1. "Seat Belts Dangerous, Defective, Report Says," Washington, Post. 12/3/79
2. "Passive-Restraint Changes Proposed," 4/15/85; "Makers Get a Break on Passive Restraints," 3/31/86,
Automotive News
3. "How Safe Are Seat Belts?" Auto Week. 1/13/86
4. "Tighten Up, Your Seat Belt Could Be Hazardous"; "Seat Belts Near Top of Recall List," Cleveland Plain
Dealer, 1/26/86
5. "GM's Seat Belt Pledge Costs Firm $2.4 Million," Washington Post. 1/86; "GM's Putting Its Money Where
Its Mouth Is: Seat-Belt-User Insurance," GM Public Affairs Newsletter, 2/85
6. "NHTSA Urged to Require 3-point Belts in Rear Seats," AutomotiveNews 8/18/86
7. "Lap/Shoulder Belts Inadequate," Motor VoterPress, 1986
8. "Slack Thinking in Detroit," Car and Driver June 1987
9. "Shoulder Belt Slack: A Critical Loophole in Motorists' Protection," IIHS Status R~I!ort, 6/27/87
10. "Seat Belt Slack: Comfort Device in U.S. Cars Raises Safety Concern," Wall Street Journal
7/31/87
11. "Car Makers Face Lawsuits Alleging Rear Seat Belts Aren't Safe Enough," Wall Street Journal 1/6/88
12. "Some Seat Belts Found Inferior (or Lethal)," New York Times 10/22/88.
13. "More Than a Case About a Car: An Analysis of Garrett v. Ford Motor Company," Trial, 2/89
14. "Lap Seat Belts: How Safe Are They? " Dillsburg PA Banner. 6/8/89
15. "BOHLIN Inventor of Lap-Shou1der Belt Recalls Tough Fight for Adoption in US Cars," Automotive
News 11/6/89
16. "Redesign Seat Belts at Shoulder Strap, Auto Industry Told," Chicago Tribune. 12/30/90
17. AAA Foundation for Traffic Safety Press Release, " AAA Foundations Studies Pattems of Injuries to
Belted Vehicle Occupants," 5/92.
18. Jury Hits GM With $3.2 Million Award. Rear Lap Belt Cited, Automotive News 8/24/92.
19. Seat Belt Litigation, Trial 2/93.
20. Safety Concerns Prompt Recall Of Seat Belts, The Washington Post, 5/22/95.
21. Woman Recovers...For Seat Belt's Inertial Release In Collision, Law Reporter 2/96.
22. Chrysler Belt Inquiry Expands, Automotive News. 3/4/96.
23. Safety: Battling For High Ground. Cirrus Recall Order Triggers Standoff Over Regulations. Automotive
News. 6/10/96.
24. An Invisible Killer: Inertial Release In Seat Belt Buckles. Trial, 2/97.
B.HISTORY OF SEAT BELTS
1. "Safety Study: Performance of Lap Belts in 26 Frontal Crashes," chronology of seat belt events, NTSB,1986
2. "Manufacturers' Commitments on Seat Belts," NHTSA. 6/14/11
3. "Unwarranted Delays By Department ofTransportation to Improve Light Truck Safety." GAO, 7/6/18
(excerpt)
4. Summary ofGeneral Motors' role in forming public opinion on seat belt use from 1945-1985
5. "If You See An Accident Coming!" (occupant behavior to reduce injury) General Motors, 11/69
6. Letter from NHTSA Administrator Claybrook to vehicle manufacturers urging improved restraints, 11/28/80
47. Final Rule (Seat Be1t Adjustors), 59 FR 39472, 8/3/94.
48. Final Rule (Seat Belt Assembly Anchorages) 60 FR 3774, 1/19/95. 49. NPRM (Seat Belt Anchorages) 61
FR 24265,5/14/96.
50. NPRM (Partial Ejection of Crash Test Dummy), 61 FR 45927,8/30/96.
51. Final Rule, (Hybrid II Test), 61 FR 67951, 12/26/96.
F. CENTER FOR AUTO SAFETY
1. Seat belt recalls 1966-96
2. NHTSA seat belt investigations
3. IMPACT& LEMON TIMES seat belt articles (1976-1996)
4. Petition to NHTSA on 208 (rear seat belts: 3-point requirement, improved convenience), 11/15/73
5. Comment to NHTSA Docket 74~14, Notice I (dynamic testing, rear seat belt improvements). 4/29/74
6. Letter to NHTSA Administrator Gregory (1974 Ford Pinto belts), 5/2/74
7. Comment to NHTSA Docket 74~14, Notice 7 (comfort-convenience, dynamic testing, durability), 4/15/77
8. Comment to NHTSA Docket 72-23, Notice 4 (seat belt anchorages). 6/23/78
9. Comment to NHTSA Docket 78-07 (improved seat belt standards), 6/13/78 (excerpts)
1 0. Letter to NH TSA Administrator Claybrook, MVA President Adduci and American Seat Belt Council
President Pulley, (seat belt defect study), 11/29/79; and NHTSA's response, 2/23/80
11. Letter to NHTSA Administrator Peck ( seat belt defects; comfort-convenience ), 5/20/81
12. Letter to NHTSA on Ronda Accord short seat belts, 5/16/84; Ronda letter to owners, 12/84;NHTSA
memo closing Ronda investigation, 4/18/85
13. Letter to Office of Occupant Protection Director Brownlee (dealer responses to seat belt defects), 4/9/85
14. Comment to NHTSA Docket 74-14. Notices 37, 38 (dynamic testing of manual belts, neck injury criteria),
5/29/85
15. Letter to NHTSA on Ford Escorts Rear Seat Belt Recall, 6/3/85; Ford Service Bulletin, 1/24/85
16. NHTSA to Toyota requesting voluntary seat belt recall 12/5/85; letter to NHTSA on defective Ronda and
Toyota seat belts, 12/13/85; NHTSA response, 1/3/86; Toyota letter to NHTSA, 1 /28/86
17. Press release & letter to DOT, "Transportation Secretary Dole Supports Seat Belts Laws But Refuses To
Recall Defective Honda and Toyota Seat Belts," 7/8/86
18. Letter to NTSB on unavailability of rear shoulder belt retrofits, 9/5186; NTSB response, 10/15/86 19.
Letter to DOT Secretary Dole on rear shoulder belts, 4/14/87; DOT response, 4/28187 20. Comment to
NHTSA Docket 87-08, Notice 1 (rear shoulder belts), 8/14/87
21. Letter to NHTSA on unavailability of retrofit rear shoulder belts for 1918-88 mid-size GM cars, 9/9/88
NHTSA response, 11/1/88; CAS response, 11/7/88; GM letter, 3/28/89
22. Comments to NHTSA Docket 87-08, Notice 8 (Locking Mechanisms), 1/21/92.
23. Comments to NHTSA Docket 74-14, Notice 78 (Changes to Injury Criteria in Compliance Testing),
2/8/93.
24. Statement at NHTSA Hearing on Cirrus/Stratus Recall NHTSA Public Hearing, 2/23/96.
25. Letter to NHTSA on Chrysler misleading NHTSA during its compliance investigation of shoulder belt
anchor failure in 1982 Dodge Omni/P1ymouth Horizon vehicles (se1ected attachments), 2/23/97.
G. MANUFACTURERS' INTERNAL DOCUMENTS
1. Ford memo (protection by 3-point belts). 9/19/67
2. Ford memo (comparing seat belts to airbags). 3/11/68
3. Ford memo (improved seat belt designs). 1968
4. Ford memo. “A Comparison of Long-Range Effectiveness of 1976 Restraint Proposals. " 10/26/72
5. Ford memo. "Long-Range Effectiveness of 1976 Restraint Proposals." 6/25/73
6. Ford Service Bulletin (general information), 1/24/85
7. Chevrolet Service Bulletin ( seat belt extenders), 4/85
8. Honda Service Bulletin (lifetime guarantee on seatbelts), 5/30/86; letter to NHTSA, 4/23/86
9. Chrysler memo (Optional Rear Seat Shoulder Belts), 5/2/86.
10. Chrysler Service Bulletin No.23-06-87 (availability of retrofit rear shoulder belts for 1977-87 models), 3/16/87
11. GM Parts & Accessories Incormatjon Bulletin No.88-68 (availability of retrofit rear shoulder be1ts for 1977-88
models), 5/20/88
12. Toyota Service Bulletin, Body 002 (Seat Belt Replacement), 4/12/85
13. Nissan Letter to NTSB (availability of retrofit rear shoulder belts), 11/ 11/88
14. Takata Patent, 4,575,907 and 4.733,444 (Prevention of Inertial Unlatching), 3/18/86 and 3/9/88
H. DEPARTMENT OF TRANSPORTATION PRESS RELEASES
1. Dynamic Testing of Seat Belts Proposed, 1970
2. Delay in Passive Restraints, 3/5/71
3. Three-Point Bel1s and Warning Buzzers, 12/30/71
4. Comfort-Convenience Improvements Proposed, 12/79
5. Revised Occupant Protection Standard, 7/11/84
6. Installation of Rear Shoulder Belts in New Cars, 2/17 /88
7. Rear Lap/Shoulder Belt Requirement Proposed, 11/23/88
8. Rear Seat Lap/Shoulder Belt Rule Issued, 6/12/89
9. Rear Seat Lap/Shoulder Belt Rules Issued for Light Trucks, MPV s and Convertibles, 11/1 /89
10. Extension to Light Trucks & Vans, 3/21/91
12. Seat Belt Comfort, Convenient, Final Rule, 8/3/94.
14. Initial Defect Determination: 1995 Chrys1er Cirrus, Dodge Stratus, 1/23/96
15. Final Defect Determination: 1995 Chrysler Cirrus Dodge Stratus, 6/4/96
I. NBTSA CRASH TESTS
1. List of NHTSA research and safety standard (FMVSS 212 & 301) compliance crash tests conducted during
1979-84
2. List of NHTSA crash tests conducted between 1967- 79
3. "NCAP: Seven Years of Crash Testing for the Public," IMPACT. Jan-Feb 1986
4. NRTSA description of NCAP program and summary of NCAP results through 1996
5. P. Zador, et at, "Fatal Front- To-Front Car Collisions and the Results of 35 MPH Frontal Barrier Impacts," 1984
6. NHTSA letter to GM, Volvo and other manufacturers on NCAP crash rest results, 2/29/80; NHTSA letter to
Volvo, 9/16/80; Volvo letter to NHTSA, 11/5/80
7. NCAP Frontal Barrier Impact Test of 1990 Chevrolet Lumina belt failure ( excerpts and photos), 11/18/89
8. C.J. Kahane, et at, NHTSA, Correlation of Vehicle Performance in the New Car Assessment Program With
Fatality Risk in Actual Head-On-Collisions, HS# 94 -S8-0-11 , 1994.
9. Compliance Test of 1995 Chrysler Cirrus belt anchorage failure (excerpts and photos), 7/18/95.
10. NHTSA Memo To File, NCI 3363- 1995 Chrysler Cirrus, FMVSS 210 Test Failure, 1/11/96.
J. SEAT BELT DEFENSE
1. CAS, "The Seat Belt Defense: An Overview," 6/91
2, L. Petricone, "Buckle Up for Justice," Trial 10/84
3. D. Westenberg. "Non-use of Motor Vehicle Safety Belts as an Issue in Civil Litigation," 8/83
4. M. Hoenig, et al., "Safety Belt Use: Some Product Liability Considerations," 1984
5. NHTSA memo summarizing objections to FMVSS 208's mitigation of damages provision, 9/25/84
K. LAWSUITS
1. Pohlen vs. Volyo. No. SEC 25136 (Los Angeles County Super Ct), $650-850,000 settlement on 1976
Volvo whose belt failed like one in NCAP crash tests
2. Fox vs Ford Motor Co. (l0th Cir. 1978), $650,000 award for failure to provide rear shoulder belts in 1970
Thunderbird
3. Pierson v. General Motors (exhibits on GM's failure to equip 1975 Caprice with rear seat shoulder belts),
1976
4. Garrett v. Ford Motor Co.. 684 F. Supp 407, memo order denying defendants' summary judgment motion
(D.M.D. 8/21/87);"Seat Belt Award is $3 Million," Washington Post. 12/21/87
5. Doty v. Ford Motor Co. No.87-1044 (D.D.C.), CAS amicus brief on why seat belt cases are not
preempted by Federal Motor Vehicle Safety Standards, 9/15/87; settled for $400,000, Trial Lawyers for
Public Justice release
6. Schuring vs Nissan. No.87 CV 1619 (Trumbull County OH Common Pleas Ct, Sep. 1, 1989), $2.53 million
judgment on failure of belt to lock in 1983 Nissan 280ZX.
7. List of reported cases involving seat belt defects
L. SLACK
1. Letter from Ford Motor Co. Safety Director J.C. Eckhold to Asst. Transportation Secretary Connor
suggesting DOT allow window-shade tension relievers to increase belt use, 3/17 /76
2. Alan D. Morris P.E. to NHTSA on shoulder belt slack caused by window shade tensioners, 11/21/78;
NHTSA response, 2/5/79; Morris to NHTSA, 5/23/79; NHTSA response, 6/21/79
3. NHTSA NPRM, Doc. No.74-14, Not. 17 (Seat Belt Comfort & convenience) 44 FR 17210, 12/31/79
4. NHTSA Summary of Comments, Docket No. 74-14,Not. 17 (Seat Belt Comfort & Convenience)
5. NHTSA (Excerpt) "Preliminary Regulatory Impact Analysis on Seat Belt Comfort & Convenience” Doc.
No.74-14, Not. 17, 10/79
6. GM Comment on Doc. No.74-14, Not. 17, 4/9/80
7. Ford Comment on Doc. No. 74-14, Not. 17, 4/1/80
8. American Seat Belt Council to NHTSA on Seat Belt Comfort and Convenience Rulemaking, 3/25/80
9. M.A. Ciccone, et a1., "Improper Shoulder Belt Use by Maryland Drivers” for IIHS, 6/87
10. J.S. Vernick, et al., AB Ke1ley Corp., “Factors Affecting Seat Belt Use in Windowshade-Equipped
Vehicles: A Critical Analysis,” The IIR Review, 1991.
11. L.S. Robertson, Nanlee Research, " Shoulder Belt Use & Effectiveness in Cars with and without Window
Shade Slack Devices," The IIR Review. 1991.
12. D.C. Dilworth, Secrecy About Seat-Belt Flaw May Allow Late Complaints Against General Motors, Trail,
11/19/96.
M. TECHNICAL MATERIALS
1. J.D. Moreland, "Safety Belts in Motor Cars: An Assessment of Their
Effectiveness," Annals of Occupational Hygiene, April-June 1962
2. G. Grime, "Seat Harness," Automobile Engineer, 1/63
3. H.C. Campbell, "Thirty-three fatal crashes with seat belts," Rocky Mountain Medical Journal, 8/63
4. I. Fish, et al., "The Seat Belt Syndrome: Does It Exist?" Journal of Trauma. Vol. 5, No.6, 1965
5. J.S. Kihlberg, et al., Automotive Crash Injury Research Cornell Aeronautical Laboratory, "Seat Belt Use and
Injury Patterns in Automobile Accidents," 12/67
6. T. Saldeen, "Fatal Neck Injuries Caused by Use of Diagonal Safety Belts," Journal ofTrauma 1967
7. R.E. Marland, "Lap-Shoulder Belt Offers Safety Advantage," Journal of American Society of Safety
Engineers, 9/68
8. R.C. Haeusler, "Restraint Systems --Are They Really Effective?" Traffic Safety .10/68
9. R.G. Snyder, DOT, "Seat Belt Injuries in Impact," 3/69
10. D.E. Martin, et at, General Motors, "Restraint System Choices --Should the Customer Decide?" 6/73
11. D.F. Huelke, et at, University of Michigan, " Severe to Fatal Injuries to Lap-Shoulder Belted Car
Occupants," 1977
12 J. Morris, Dynamic Science, "Seat Belt Performance in 30 MPH Barrier Impacts," 4/71
13. W. Haddon, IIHS, "Quadriplegia and Other Motor Vehicle Injuries: Some Implications and Choices for
Motor Vehicle Manufacturers," 7/78
14. J.E. Shanks, et al., McGill University, "Injury Mechanisms to Fully Restrained Occupants," 1979
15. J. Tom, et al., Verve Research, "Examination of Comfort and Convenience of 1979 Safety Belt Systems,"
1/79
16. Corporate-Tech Planning, "Impact of FMVSS 208, Comfort and Convenience on Vehicle Manufacturing,"
6/97
17. W.E. Woodson, et al., Man Factors, "Comfort and Convenience Specifications for Safety Belts: Shoulder
Belt Fit, Pressure and Pullout Forces," 1980
18. Motor Industry Research Association, "Comfort and Convenience of Safety Belts in Everyday Use," 1981
19. M. Dajeammes, et al., "Three-Point Belt Restraint: Investigation of Comfort Needs, Evaluation of Efficacy
Improvements," 1984
20. J. Mitzkus, et al., "Three-Point Belt Improvements for Increased Occupant Protection," 1984
21. W. Rutherford, et at., Department of Health an d Social Security, “Medical Effects of Seat Belt Legislation
in the United Kingdom," 1985 ( excerpts )
22. Ad: new GM methodology, seat belts only 41% effective in preventing traffic fatalities; 1986
23. L. Evans, General Motors, "Rear Seat Belt Restraint System Effectiveness in Preventing Fatalities," 6/24 &
9/25/86
24. NTSB, "Safety Study: Performance of Lap Belts in 26 Frontal Crashes"; NTSB Chairman Goldman letter
to U.S. & foreign manufacturers urging 3-point rear belts, 8/8/86
25. "Undercoating of Cars Linked to Seat Belt Failure," Lawyers Alert 4/87
26. R. Green, et at., University of Western Ontario, Abdominal Injuries Associated with the Use of Rear- Seat
Lap Belts in Real-World Collisions, IRCOBI, 9/87.
27. R. Green et al., University of Western Ontario, Misuse of Three-Point Occupant Restraint in Real- World
Collisions, IRCOBI, 9/87.
28. D. J. Biss, et at., "Kinematic and Dynamic Analysis of Occupant Responses to Lap Belt Only Restraint
Forces," 9/87
29. NTSB, "Safety Study: Performance of Lap/Shoulder Belts in 167 Motor Vehicle Crashes (Vol. 1)," 3/88;
NTSB, Chairman Burnett letter to NHTSA Administrator Steed, 5/10/88
30. D. I. Biss, "Safety Performance Evaluation of Slack Effects in Three Point Safety Belts Using The Hybrid III
Dummy in Frontal and Frontal Oblique Sled Tests", 10/88
31. D. I. Biss, "Investigation, Evaluation, and Development of Advanced Concepts in Three-Point Belt Comfort
Enhancement Devices, 6/89
31. Institute for Injury Reduction, "Ending the Lap-Belt Injury Epidemic: A National Cooperative Action Plan,"
(Excerpt), 1/30/90
33. U. Maag et al., University of Montreal, Seat Belts and Neck Injuries, IBCOBI 9/90.
34. F. Zuppichini, Verona Medical School, Seat Belt Perfomance and After-Market Web-Locking Devices: An
Exp- erimental Study, IRCOBI , 9/90.
35. p .A. AndErson, et al., University of Washington, "Epidemiology of Seatbelt-Associated Injuries," IIR
Review.1991.
36. A. Moskowitz, Albany Medical Center, "Lumbar Seatbelt Injury in a Child: Case Report," IIR.
Review.1991.
37. K.D. Newman, et at., Children's National Medical Center, "The Lap Belt Complex: Intestinal & Lumbar
Spine Injury in Children," IIR Review, 1991
38. J.P. Appleby, et al., University of British Columbia, "Abdominal Injuries Associated with the Use of
Seatbelts," IIR Reyiew, 1991.
39. T .F .MacLaughlin, et at, NHTSA, "Experimental Investigation of Rear Seat Submarining," 1991.
40. B. Kelley, A.B. Kelley Corp., "Critique of' Rear Seat Submarining Investigation', NHTSA Study," IIR
Review. 1991.
41. NHTSA, Effectiveness of Occupant Protection Systems and Their Use: Report To Congress, 1/93.
42. D.F. Huelke, et al., University Of Michigan Transportation Research Institute, “The Effects of Seat
Belts on Injury Severity of Front and Rear Seat Occupants in the Same Frontal Crash“, Accident
Analvsis&Prevention. Vol. 27, No.6, 1995.
43. D .F .Huelke, et al., University of Michigan Transportation Research Institute, “Vertebral Column Injuries
and Lap-Shoulder Belts“, The Journal of Trauma: Injury, Infection and Critical Care, Vol.38,
No.4., 4/95.
44. NHTSA, Second Report to Congress: Effectiveness of Occupant Protection Systems and Their Use, HS #
808-389, 2/96.
45. L. Evans, General Motors, Safety-Belt Effectiveness: The Influence o£ Crash Severity and Selective
Recruitment, Accident Analysis and Prevention. Vol. 28, No.4, 1996.
N. RESOURCES AND BIBLIOGRAPHY
1. NHTSA 1985 seat belt literature review
2. CAS bibliography of seat belt literature (Current up to 96)
3. Sources of information
4. DOT, 1969 index of seat belt studies
5. Insurance Institute for Highway Safety (IIHS) films
6. DOT, Fatal Accident Reporting System (FARS)
7. DOT, Compendium of Traffic Safety Research Projects: A Decade and Beyond, (Seat Belt Excerpt), 4/96.
8. Office of Vehicle Safety Compliance (Description).

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