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Traffic Safety -- DIGEST -- Occupant Protection Programs
100% Platinum Pacesetter Safety Belt Honor Roll MARYLAND PROBLEM IDENTIFICATION During the past several years, Maryland law enforcement agencies received extensive state and national recognition for their promotion of safety belt use. Prior goals and programs established by concerned highway safety groups in Maryland helped move communities towards increased safety belt use rates. The state provided awards for 70, 80 and 90 percent reported safety belt use rates. However, a number of police agencies and state and local communities and organizations reported rates of 100 percent, for which no national award existed. GOALS AND OBJECTIVES The goal of the 100% Platinum Pacesetter Safety Belt Honor Roll Program was to develop an award that would recognize those Maryland communities, organizations and agencies who achieved 100 percent safety belt use. The program included the following objectives: þ Identification of existing safety belt usage awards on both state and national levels þ Combination and development of existing state and national awards into one award þ Unification of state and national endeavors to promote 100 percent safety belt use, thereby increasing chance of survival in motor vehicle crashes STRATEGIES AND ACTIVITIES Two separate safety belt usage recognition awards existed within Maryland: the National Highway Traffic Safety Administration's (NHTSA) Safety Belt Honor Roll Award and the Maryland Pacesetter Safety Belt Award. NHTSA's award recognized 70 percent (bronze), 80 percent (silver) and 90 percent (gold) safety belt usage rates. The Maryland Pacesetter Award recognized agencies and organizations achieving yearly goals of over 78 percent safety belt usage. After a number of Maryland agencies reported observational belt usage rates of 100 percent under the guidelines of both NHTSA and Maryland State Highway Administration (MSHA) awards, MSHA developed the "100% Platinum Pacesetter Safety Belt Honor Roll Award." The 100% Platinum Pacesetter award combines NHTSA's Honor Roll award and MSHA's Pacesetter award into one certificate that recognizes perfect safety belt use. RESULTS The 100% Platinum Pacesetter Safety Belt Honor Roll Award was bestowed upon 53 agencies at a recent ceremony conducted jointly by MSHA and NHTSA. Agencies and organizations are able to apply to receive the award each calendar year in order to help maintain their high usage rates. 1994 Child Passenger Safety Week Campaign PENNSYLVANIA PROBLEM IDENTIFICATION Pennsylvania's Child Protection Act, requiring safety seats for infants and young children, went into effect in January 1984. In August 1993, a strengthened Child Passenger Protection Act became law in Pennsylvania. The law now requires that all children under the age of four be restrained in federally-approved safety seats or booster seats when riding in a vehicle. In Monroe County, the increased demand for safety seats resulted in the Monroe County Highway Safety Program being contacted to help families financially unable to purchase child safety seats for their children. Safety seat loaner programs, the three local branches of the Head Start Program and the prenatal clinic at the Pocono Medical Center also requested assistance from the Highway Safety Program. GOALS AND OBJECTIVES Child Passenger Safety Week provides an opportunity to raise public awareness regarding the importance and proper use of child safety seats. The 1994 campaign focused on reinforcing the importance of the new child safety seat law. The program also hoped to raise money to purchase safety seats. The new seats would be used to replenish the loaner programs, and be donated to Head Start programs and prenatal clinics. STRATEGIES AND ACTIVITIES The 1994 Child Passenger Safety Week Campaign used several activities to educate county residents about proper use of child safety seats. Midas Muffler, a local radio station and the Highway Safety Program collaborated to kick-off Child Passenger Safety Week with a live remote broadcast at the muffler shop. Radio announcers encouraged Monroe County residents to stop by for birthday cake to celebrate the 10th anniversary of the original Child Protection Act. Students Against Driving Drunk (SADD) chapter members, senior citizen organizations, scout troops, local businesses and individuals donated money for safety seats. Contributors received promotional teddy bears and keychains. Another kick-off took place at a Commissioners' meeting at a county courthouse. A birthday cake with Pennsylvania's "Law of Love" teddy bear logo was presented to the Commissioners by Vince and Larry. The media provided extensive coverage and the presiding Commissioner read a resolution proclaiming February 13-19 as Child Passenger Safety Week in Monroe County. The project also distributed promotional teddy bears and literature at a local shopping mall and through drive-up windows at several banks. Law enforcement personnel distributed teddy bears throughout the county and gave safety seat presentations at daycare centers and nursery schools. RESULTS Thirteen police departments assisted with the campaign and 5 banks distributed over 300 safety seat teddy bears. Hundreds of people received teddy bears and other promotional information at the shopping mall. More than 400 children, teachers and parents attended presentations at nursery schools and daycare centers during a single month. The live remote broadcast enabled the safety seat message to reach thousands of people and resulted in the donation of 30 additional safety seats. Buckle Down Media Relations MINNESOTA PROBLEM IDENTIFICATION Annual observational studies of safety belt use in Minnesota conducted from 1988 through 1990 determined the rate to be constant at 45 percent. According to Minnesota crash records, injury victims in the 11 to 19 age group use their safety belts least often. In crash-related fatalities, the lowest rate of belt use was by 20 to 39 year olds. People injured and killed in rural areas of the state used safety belts significantly less often than those in urban areas (38 to 54 percent in rural areas versus 60 percent in urban areas). Studies in the United States, Canada and Europe have consistently shown that law enforcement efforts, combined with strong media coverage of those efforts, can increase the natural plateau of 50 percent safety belt usage. Therefore, in 1991 the Minnesota Department of Public Safety initiated Operation Buckle Down, an enforcement and media relations campaign. GOALS AND OBJECTIVES The goal of the Buckle Down Media Relations project was to increase the safety belt use rate from 45 percent during the three years prior to 1991, to 70 percent in 1992, by providing a public and media relations campaign to assist the safety belt law enforcement effort. This included the following objectives: þ Develop materials and implement incentives to convince the law enforcement community of the benefits of belt enforcement þ Encourage innovative media approaches to safety belt use advocacy, rather than providing a specific, pre-set message þ Convene a work group comprised of public and private sector organizations to develop, coordinate and sponsor events and promotions STRATEGIES AND ACTIVITIES Since less than half of Minnesota's motor vehicle occupants were using safety belts, the problem was not limited to a few segments of the population. Specific groups targeted included the law enforcement community, part-time users, teens and young adults and the rural areas of the state. Buckle Down Media Relations activities included: þ Specially designed radio promotions and public service announcements targeting youth. These were sponsored by local radio stations and prizes were awarded to listeners demonstrating safety belt use þ Tailored materials and incentives encouraging law enforcement officers to write tickets and warnings were developed. These included award ceremonies and commendations þ Special events to announce a Fourth of July enforcement period, including news conferences, radio promotions and contests, and ceremonies at local amusement parks, the State Capitol and the State Fair þ Media kits containing a series of news releases, special articles and event invitations were distributed to the 500 media outlets in the state RESULTS A 1991 statewide observational study of safety belts revealed a use rate of 53 percent, up from 45 percent in 1990. Although this result did not approach the 70 percent goal, it demonstrated that, for the first time, more Minnesotans were using safety belts than were not. A 1992 study revealed that the 53 percent rate had been maintained. Buckle Up Donora PENNSYLVANIA PROBLEM IDENTIFICATION Using seat belts can significantly reduce motorists' risk of severe injury or death from involvement in automobile crashes. Nonetheless the results of a baseline survey conducted in three locations in the Donora Borough of Pennsylvania revealed that only 17 percent of residents used safety belts. Therefore, in 1992, the Donora Police Department developed a program to promote widespread use of seat belts and child safety seats. GOALS AND OBJECTIVES The Buckle Up Donora project sought to increase the rate of safety belt usage to 70 percent boroughwide and therefore reduce the rates of death and injuries resulting from traffic crashes in the Donora Borough. The two major objectives were to: þ Educate residents about the importance of using safety belts þ Increase enforcement of safety belt regulations STRATEGIES AND ACTIVITIES The Donora Police Department began an intensive education and information dissemination program by putting up banners and distributing brochures and incentive items, such as "Buckle Up" pens and pencils, crash dummy shirts, ice scrapers and key chains. Police officers also increased enforcement of safety restraint laws by issuing warnings to those violating the Child Passenger Safety law. During Child Passenger Safety Week, the Donora Police Department distributed 500 stuffed panda bears wearing shirts reading "Seat Belts are Depandable" and handed out "Buckle Baby Right" brochures to young children throughout the borough. The department also developed an internal policy requiring all police officers to wear safety belts while riding or driving in either official or personal automobiles. RESULTS Followup surveys revealed that the use of safety restraints had increased to 35 percent by December 1992 and 61 percent by January 1993. The Donora Police Department received a Governor's Highway Safety Award and the National Safety Belt Honor Roll Award for 90 percent plus. Child Passenger Safety Violator Course TEXAS PROBLEM IDENTIFICATION In urban Texas in 1991, fewer than 60 percent of children under age 4 were traveling protected by child safety seats or safety beltsþeven though state law mandates the use of child restraints (Texas A&M University System data). A 1990 survey of rural areas carried out by the Rural Child Passenger Safety Education Project produced even more dismal findings of only 41.9 percent usage. In response to this low rate of safety seat use, a team of representatives from law enforcement, traffic safety, municipal courts and passenger safety education developed a traffic safety course to provide parents and caretakers with information about the proper use of child safety seats and the risks of nonusage. GOALS AND OBJECTIVES The Child Passenger Violator Course seeks to reduce the number of preventable automobile-related deaths among young children by increasing compliance with Texas child safety regulations. The course embraces six objectives: þ To develop a child passenger violator course for educating adults and child caretakers about the risks of incorrectly or not using child safety restraints þ To pilot test the course in two communities that were effectively enforcing the Texas child safety restraint law þ To coordinate efforts among district traffic safety specialists, law enforcers, municipal court judges and clerks, and course instructors þ To train instructors as needed þ To evaluate course content and make revisions as needed þ To develop a marketing plan for the course STRATEGIES AND ACTIVITIES The development of the course was coordinated by Texas A&M University, Agricultural Extension Service through a 402- funded grant from the Texas Department of Transportation. The first course was introduced in February 1993 to municipal court personnel in Fort Worth, Texas. Since then, the Texas Municipal Court Training Center has been actively promoting the course through its mandatory continuing education seminars. During 1993, court restrictions were lifted to allow all municipal courts to offer the course (CPVC) as a reasonable condition of deferred adjudication when drivers receive a citation for not having a child under age four restrained in a motor vehicle. Agents from the Texas Agricultural Extension Service will continue to market the course. They will also implement occupant protection programs in 24 communities during the 1994 fiscal year. Followup surveys will be conducted at the completion of these programs to gauge changes in the rates of compliance with child safety laws. RESULTS Since June 1992, when the course was first tested, overall rates of safety seat use increased in both pilot sites. In 1993 the Municipal Court in Bryan, Texas offered the course on a monthly basis. Of the 82 violators who completed the course in 1993, not one was a repeat offender. Child Restraint Infraction Deterrence Sites (CIDS) WASHINGTON, DC PROBLEM IDENTIFICATION Nationally, motor vehicle crashes are the leading cause of death for children under age 6. Recent studies indicate that proper use of child restraint seats and safety belts can reduce the number of automobile-related fatalities among young children by 90 percent and can lower the rate of injury by 67 percent. Nonetheless, results of the District of Columbia's 1992 safety belt survey indicate a usage rate of only 59 percent. A 1990 child safety seat survey revealed a utilization rate of 44 percent. In order to promote increased awareness of and compliance with the District's mandatory safety belt law and the DC Child Restraint Act, the Metropolitan Police developed a simple but effective tacticþthe Child Restraint Infraction Deterrence Site (CIDS, pronounced KIDS). GOALS AND OBJECTIVES The DC Metropolitan Police Department seeks to increase the usage of seat belts and child safety seats through aggressive enforcement of its occupant protection laws. By District safety belt law, however, enforcement can occur only as a secondary action after a car has been stopped for another offense. The Child Restraint Act is a primary violation for which operators receive a $55 fine and two points on their driving records. The CIDS program attempts to focus public attention on the problem of low compliance with safety seat laws and provide public information about the District's safety seat loaner program. STRATEGIES AND ACTIVITIES The CIDS program is similar in some ways to a sobriety checkpoint program. A deterrence site is set up to decrease the incidence of children being transported in motor vehicles without the use of seat belts. Unlike a sobriety checkpoint, however, only cars with observed violations are stopped, and the normal flow of traffic is not impeded. CIDS sites are selected based on their proximity to schools, shopping areas or daycare providers. They are generally located on streets where the speed limit does not exceed 30 mph and where police have an unobstructed view for at least one block from the site. Cones are set up for lane management and to alert motorists that officers are on the road. The preferred time for CIDS enforcement is from 10:00 am to 1:00 pm, Monday through Friday. This period provides the greatest opportunity for media exposure, does not impact the rush hour, ensures greater visibility and safety for officers, and is the most likely time when young children will be passengers in motor vehicles. Violators are stopped, issued citations, and, if personnel permits, given literature about safety seats. The CIDS program also provides a focused effort aimed at bringing attention to the District of Columbia Department of Public Works' Project Safe Child, a public information and child restraint loaner program. RESULTS In 1993, the DC Metropolitan Police Department conducted 14 CIDS. A total of 11,245 vehicles passed through the sites and 1,322 notices of infraction were issued; 236 were child restraint violations, 591 were seat belt violations, and 495 were for other traffic safety violations. There were 18 traffic arrests (e.g., no permit, DUI). During Child Passenger Safety Awareness Week and "Buckle Up America! Week," television news covered seven of the 14 CIDS days and radio news covered both weeks. Child Safety Seat Program OREGON PROBLEM IDENTIFICATION In a 1992 statewide survey the Oregon Department of Transportation determined that only 31 percent of children under one year of age were properly restrained in child safety seats. Parental confusion with the numerous and intricate seat designs, coupled with the large array of vehicle safety belt systems present in automobiles, were cited as factors contributing to improper child restraint. The survey also indicated a statewide safety belt use rate of 72.2 percent, with significantly lower rates recorded in rural areas and among youth. Further examination revealed that even when safety belts were worn, they were often used incorrectly by adults and older children, through either a lack of information, or in an effort to skirt the law. GOALS AND OBJECTIVES The primary goal of the Child Safety Seat project is to increase the percentage of correct use of child safety seats for children under age one from the current 31 percent to 50 percent by September 1994. The Oregon Department of Transportation's Traffic Safety Section (TSS) has provided funding for a child safety seat specialist to assist in accomplishing these objectives: þ Furnish training and technical assistance to medical providers who will then provide safety seat education to parents or parents-to-be þ Provide training and technical assistance on correct use of child safety seats to law enforcement personnel in cooperation with the Law Enforcement Spokesperson þ Provide a point-of-contact to child safety seat loan program personnel or advocates to ensure that proper seat use is taught to clients þ Supply training assistance for TSS-sponsored child safety seat workshops þ Conduct child safety seat inspection clinics along with locally-trained advocates STRATEGIES AND ACTIVITIES Specific activities undertaken by the child safety seat specialist include: þ Providing a state-wide toll free telephone line for use by the general public to access information on correct use of seats, compatibility of seats and vehicle safety belt systems and information on manufacturer recalls þ Maintaining contacts with health care providers and law enforcement personnel to provide technical assistance, training, information and materials þ Assisting loan program personnel and other advocates in the planning and implementation of child safety seat workshops and inspection clinics to ensure proper techniques are taught to safety seat clients þ Furnishing a bimonthly newsletter to child safety seat advocates on new technology, current issues or problems and specific program results þ Networking with other organizations involved in child safety seat issues to keep abreast of trends and activities and to collaborate on mutual goals RESULTS Oregon's observational use survey conducted during the summer of 1994 showed a significant improvement in the under age one category, with 59 percent correctly restrained. During FY 1994 the Child Safety Seat Resource Center provided 26 training sessions to health care providers, law enforcement personnel and other organizations including Teen Parent Programs and Mom's Clubs. Information or assistance was provided to over 500 individuals, five inspection clinics were held, and a newsletter was written and distributed every other month to individuals and groups interested in child passenger safety. The Resource Center collaborates with local traffic safety organizations to promote their involvement in child passenger safety issues. Child Safety Seat Roadblocks GEORGIA PROBLEM IDENTIFICATION Public health is typically a partnership between emergency staff, pediatricians, family practitioners and hospital personnel, while law enforcement partnerships range from sheriff's offices to police departments and the state highway patrol. The Georgia Department of Human Resources identified a need to combine the efforts of these two groups to conduct a program aimed at increasing child safety seat usage. GOALS AND OBJECTIVES The goal of the Child Safety Seat Roadblocks program was to reduce motor vehicle-related injuries to children through collaboration of caregivers throughout the state. The program sought to pool the resources of the various groups involved in the issue to present educational, incentive and enforcement programs. STRATEGIES AND ACTIVITIES Local coalitions were formed throughout Georgia. By 1990, the State Office for SAFE KIDS was organized; by 1994, 32 community coalitions involving local police departments had been formed. The coalitions, in collaboration with law enforcement personnel, conduct education/media/enforcement campaigns three times during each year. The teams set up roadblocks, where children who are safely placed in a child safety seat receive a teddy bear or other incentive prize. Parents who are not safely transporting their children may receive a citation. Health Department staff assist law enforcement officers by checking safety seats for misuse, providing educational materials to parents, and instructing motorists on the correct use of child safety seats. The roadblocks have received extensive media attention, including total saturation of the noon day news in Atlanta, traffic watch broadcasts at roadblocks, and pictures in the weekly newspaper of a happy child receiving a teddy bear from a friendly police officer. RESULTS In 1993, local and state law enforcement officers, SAFE KIDS coalitions and district health department staff jointly conducted 73 roadblocks with over 6,000 car checks combined with 90 education/media efforts. The campaigns continue to expand into new areas across the state. Sixty roadblocks were conducted in 1994. The program has raised over $100,000 in private donations and local health department state funding. These funds cover expenses for participation in the Operation Baby Buckle Program, a statewide effort to encourage use of child safety seats. The new alliance between public health and enforcement agencies continues to grow through development of programs similar to the Child Safety Seat Roadblocks effort. Georgia's success demonstrates the benefits of such partnerships. Although each of these events is of value in increasing the use of occupant protection devices, their combined effect is greater than the sum of each part. Each time a successful roadblock or occupant safety fair is conducted, the coalitions grow stronger. Family Passenger Safety Program TEXAS PROBLEM IDENTIFICATION A study of safety restraint use in 16 rural towns in Texas in 1992 revealed that only 41 percent of all occupants used seat belts. Passenger vehicle occupants had a 46.1 percent usage rate and pickup truck occupants had a 31.4 percent usage rate. A 1991 observational study of child safety seat usage rates for children from birth to age four in 14 urban areas revealed that only 54.1 percent of children were properly restrained. GOALS AND OBJECTIVES The primary goal of the Family Passenger Safety Program is to increase safety restraint use, particularly among children. The program relies on the cooperation of local citizens in enforcing traffic safety laws, educating communities on traffic safety issues and supporting traffic safety countermeasures. STRATEGIES AND ACTIVITIES The Family Passenger Safety Program utilizes the networking services of Texas' Cooperative Extension Service to communicate research-based information to the citizens of Texas through educational programs, informational services and training and development activities. County-based educators/trainers, as well as district and campus-based specialists, offer training and programs in agriculture and natural resources, family and consumer sciences, 4-H and youth development, community economic development and county government. The following are examples of activities implemented through the Family Passenger Safety Program: þ Senior Series Trainingþstaff work with older adults at senior centers to discuss the issues related to aging and driving þ Family Development Trainingþparents are instructed in how to take responsibility for safely transporting young children þ The Texas 4-H After School Curriculum Manualþa week long after school program on safety belt activities for children in grades K through 4 þ The Child Passenger Violator Course Kitþoffers violators an educational child safety seat course in lieu of fines þ Rural Community Occupant Protection and Motorcycle Incentive Projectþ conducted in conjunction with a Peer- to-Peer project in 10 counties to encourage enforcement of safety restraint laws RESULTS Initial feedback on the Family Passenger Safety Program has been positive. One of the strengths of the cooperative extension service is that it uses interdisciplinary initiatives to tackle a variety of issues. Pre- and post- surveys are conducted in selected communities that participate in the traffic safety initiatives. Qualitative results of these surveys are not yet available. Getting You There Safely Seat Belt Use Campaign NEVADA PROBLEM IDENTIFICATION Occupant protection remains one of the highest priority concerns of the Nevada Office of Traffic Safety. In 1991 and 1992, the statewide safety belt use rate was 63 percent. During the period of 1991 through 1993, 75 percent of vehicle occupants killed in traffic crashes were not wearing safety restraints. Increasing the safety belt use rate would significantly lower the percentage of vehicle occupants killed in these crashes. GOALS AND OBJECTIVES The overall goal of the Getting You There Safely Seat Belt Use Campaign was to decrease the fatality and injury rate among traffic crash victims. The program sought to achieve this goal by increasing the safety belt usage rate to 75 percent. STRATEGIES AND ACTIVITIES Currently, Nevada does not have a primary seat belt law. This program relied, therefore, upon a public awareness campaign and a series of cooperative agreements between agencies. The campaign strategy consisted of two major components. First, a public relations firm was hired to assist with the following: þ Developing public service announcements þ Creating a campaign logo þ Arranging press conferences þ Coordinating the efforts of participating law enforcement agencies Posters and billboards bearing the new logo and safety belt messages were placed throughout the community. The second component included mini grants to law enforcement agencies to establish safety belt checkpoints where informational materials could be distributed to the general public. RESULTS In the 1993 campaign, seven law enforcement agencies participated in the program. As a result, Nevada experienced a seven percent increase statewide in safety belt use (70 percent in 1993 compared with 63 in 1992). This enabled the state to receive further grant funds. Twelve law enforcement agencies are currently participating in the 1994 campaign. During 1993, there was one cooperative effort between two law enforcement agencies; in 1994, two cooperative efforts have been established among five law enforcement agencies. Law enforcement staff have demonstrated increasing enthusiasm and support for this project. New Orleans Traffic Court, Occupant Restraint and Motorcycle Helmet Compliance Program LOUISIANA PROBLEM IDENTIFICATION Drivers between the ages of 16 and 21 are at a significantly greater risk of being involved in a traffic crash than older segments of the driving population. Inexperience at driving and a tendency for risk-taking behavior contribute to placing young drivers in jeopardy. The problem is compounded by a lack of understanding regarding the importance of occupant protection systems, such as safety belts and motorcycle helmets. The result is a low percentage of occupant protection system usage among young people. In response to this problem, the New Orleans Traffic Court identified a need to investigate young people's attitudes about wearing safety belts or motorcycle helmets when traveling local roadways. GOALS AND OBJECTIVES The primary goal of the Occupant Restraint and Motorcycle Helmet Compliance Program is to create effective countermeasures aimed at keeping young drivers safe. The New Orleans Traffic Court sought to hire a professional team of experts to conduct a study to help program planners better understand the attitudes and beliefs of young people that might contribute to safety belt and motorcycle helmet use and non-use. The study would emphasize young male attitudes and beliefs because state data indicated a three times greater risk for young males as compared to young females. STRATEGIES AND ACTIVITIES The New Orleans Traffic Court contracted with the Louisiana Urban Technical Assistance Center to design and conduct a statistically valid survey to measure the attitudes and influences related to young males and occupant protection. The Louisiana Urban Technical Assistance Center conducted a series of three studies. They included: þ A safety belt observational survey þ A safety belt and motorcycle helmet use written survey þ Focus group discussions using a cross section of male students from six schools within the greater New Orleans metropolitan area. These three studies revealed that a comprehensive safety belt program emphasizing parental involvement in its educational and law enforcement components would increase safety belt and motorcycle helmet use among young males between the ages of 13 and 18. RESULTS Results of the surveys were used to develop specific strategies to reach young males and convince them of the importance of occupant protection devices. Foremost among these are: the design of comprehensive occupant protection programs, programs targeting African-American and Hispanic youth; the use of student-targeted media; and the promotion of legislative change with a primary-enforced safety belt law. Red, White and Blue Campaign LOUISIANA PROBLEM IDENTIFICATION Although motorists often hear that law enforcement will be increased during such high-risk periods as holiday seasons and graduation months, there is rarely evidence of a crackdown. In many instances, enforcement agencies, especially at the local level, are constrained by lack of funding to carry out such plans. For the past two summers in Louisiana, the State Highway Safety Commission has provided funding to local law enforcement agencies to undertake a coordinated, concentrated program of traffic law enforcement. The Red, White and Blue Campaign is part of Louisiana's summertime occupant protection enforcement effort and is designed to impact motorists traveling during the Fourth of July weekend. GOALS AND OBJECTIVES The Red, White and Blue Campaign seeks to reduce the number of automobile-related injuries and deaths that occur during the summer holidays, particularly the Fourth of July weekend, by increasing the enforcement of occupant protection laws and by coordinating safe driving public relations and promotional activities. The Louisiana Highway Safety Commission (LHSC) contracted with law enforcement agencies statewide whose jurisdictions included the target areas. These law enforcement agencies participated under individual agreements with the LHSC through a matching grant program that required grantees to meet an overall program match of 25 percent. STRATEGIES AND ACTIVITIES Approximately 52 State, parish and local law enforcement agencies participated in the Red, White and Blue Campaign during the Fourth of July weekend in 1993. A targeted public information campaign featuring print and broadcast public service announcements, video news releases, traditional press packet distribution and local high visibility promotional activities accompanied the enforcement program. An additional, innovative component of the effort was a motorist incentive program sponsored by the McDonald's Corporation. Motorists choosing to buckle up were awarded a Click-it Ticket by law enforcement officers redeemable for merchandise at participating McDonald's restaurants. Prior to the Fourth of July weekend, a public service announcement featuring Vince and Larry with Ronald McDonald advertised the reward program. RESULTS A statewide survey of motorists conducted after the 1993 Red, White and Blue Campaign found that the rate of seat belt use in five of the eight regions surveyed reached an all-time high. An average increase of 5 points over previous highs were noted. Also during the 1993 campaign, law enforcement officers worked 6,474 hours, issued 5,929 speeding citations and 493 occupant protection citations, and made 79 arrests of motorists driving while intoxicated. Rural Community Occupant Protection and Motorcycle Incentive Project TEXAS PROBLEM IDENTIFICATION Observational studies conducted in 1992 in 16 rural Texas communities revealed a 46.1 percent safety belt usage rate for passenger car occupants and a 31.4 percent usage rate for pick-up truck occupants. Many are not buckling up in their local communities because they do not perceive that they are at risk of being injured or killed in a motor vehicle crash. Some rural Texans report that even though they are aware that safety belt use is required by law, they do not buckle up because either they do not accept the law or the law is not strictly enforced in their community. GOALS AND OBJECTIVES The goal of the Rural Community Occupant Protection and Motorcycle Incentive Project is to increase use of occupant protection apparatus (safety belts, child safety seats and helmets), through education, incentives and police enforcement. The program targeted a minimum of 10 rural communities in Texas. STRATEGIES AND ACTIVITIES Ten counties in western Texas were selected for the education/training and incentive project. Activities were coordinated with a peer-to-peer project administered by the Texas Department of Public Safety. Preliminary observational studies were then conducted in one town in each of the 10 counties. County Extension Agents, law enforcement officers, local EMS personnel, senior groups, youth groups and others attended a training session in Odessa, Texas. The training served as the kick-off of the summer project. Personnel from the Texas Agricultural Extension Service, Texas Department of Public Safety and Texas Department of Transportation conducted the training. Each county received several occupant protection videos and a shipment of educational materials with specific packets targeting various age groups. After signing a buckle up pledge or participating in an educational activity, community members received various traffic safety incentive items. Each county also recruited a youth group to plan and conduct a "Youth Safety Day" to address local needs. For example, the Dawson County youth group participated in a local health fair with a "Safe and Sober" exhibit reminding people to buckle safety belts and wear motorcycle helmets. Several of the communities implemented occupant protection activities through their senior citizen centers. Television stations in the cities of Odessa and Midland aired occupant protection-related public service announcements during the course of the project. RESULTS Followup observational surveys indicate that 7 out of 10 rural Texas counties achieved an increase in safety belt usage rate. Twenty thousand promotional and educational items were distributed through safety awareness projects. Those who received the items signed safety belt pledges promising to uphold state occupant restraint laws. The project successfully conveyed its occupant protection message, and many counties are continuing their countermeasure programs. Stratford Community Traffic Safety Program CONNECTICUT PROBLEM IDENTIFICATION Stratford Academy has a kindergarten through sixth grade population of approximately 800 students. Prompted by safety concerns, school officials conducted an observational survey of safety belt use in September 1991, looking to see whether parents and children were wearing seat belts as they arrived and left the school premises. Results indicated that the safety belt usage rate at the school was approximately 48 percent. To encourage increased compliance with Connecticut's occupant restraint laws, Academy officials teamed with the Stratford Community Traffic Safety Program to develop an innovative educational initiative. GOALS AND OBJECTIVES The Stratford Traffic Safety Program operates a multifaceted, school-based program to raise the level of safety belt usage among kindergarteners through sixth-graders. The program was developed from the combined efforts of several community-based groups, including the Stratford Academy PTA, State and local police, Registry of Motor Vehicle officials and local business executives. The plan was to produce a program that could also be used in surrounding communities. This goal was achieved by creating a modular format. Each module could be delivered separately without compromising the project and its overall objectives. STRATEGIES AND ACTIVITIES Some specific activities undertaken by the program were as follows: þ Implementation of a public information and education campaign entitled, þ A school assembly kickoff program with assistance from Vince and Larry, and Buckle Bear þ Buckle up pledges þ Essay and poster contests on safety belt use þ Egg convincer project geared for science classes that taught students the physical dynamics of a crash þ A Halloween party featuring a "Fastest Buckle Up" Contest with each participant receiving a certificate that noted their "buckle up" time þ An adult dance sponsored by the Academy PTA with a "Buckle Down & Boogie" theme þ Child safety seat and seat belt demonstrations for parents and students þ Outreach to preschool daycare centers in the community RESULTS The Traffic Safety Program has been carried out in Stratford and in the town's surrounding communities. Classes were held in both public and parochial schools, with presentations concentrating on safety belt use. The program features the "egg convincer" to address the problem of safety belt nonuse. In preschool sessions, the egg convincer is used along with hands-on involvement with child passenger safety seats. These program modules can be used with high school and adult audiences, as well as with young children. Collaborative efforts continue in Stratford among the police, the fire department, the Occupant Protection Use and Enforcement team, business volunteers to inform the public on safety belt usage. These strong educational and enforcement efforts can be credited fora 13 percent decrease in automobile-related injuries in Stratford between 1990 and 1993. Workplace Safety Belt Use Program OKLAHOMA PROBLEM IDENTIFICATION Motor vehicle crashes are responsible for 40 percent of on- the-job deaths among the nation's workers. To employers, these crashes represent the number one cause of both lost work time and on-the-job fatalities. Each motor vehicle-related injury costs the employer thousands of dollars in direct payments for medical care, property damage and when a fatality results, permanent loss of an employee. These costs are paid regardless of whether the crash occurs on or off the job. Many of the injuries and fatalities resulting from motor vehicle crashes could be avoided with the use of safety belts. GOALS AND OBJECTIVES The goal of the Workplace Safety Belt Use project was to increase safety belt use among Oklahoma's work force by targeting 18 companies to obtain the "70% Plus Award." The award is granted when at least 70 percent of a company's employees use safety belts. It was anticipated that employers would willingly participate since increased safety use has been shown to decrease the number of fatalities and lessen the severity of injuries sustained from most vehicle crashes. This reduces the medical and property damage costs along with lost productivity. STRATEGIES AND ACTIVITIES The Oklahoma Department of Labor contacted employers by mail, phone and by personal visits. A variety of methods were employed to relay the importance of safety belt usage. These included: þ Distributing brochures and pamphlets þ Showing educational videos þ Providing promotional items, such as coffee mugs Companies that successfully achieved safety belt usage rates of 70 percent or more were awarded the "70% Plus Award." The awards were bestowed at a formal presentation where photographs were taken and then distributed to each company. RESULTS Employers were very receptive to promoting seat belt safety among their employees. The 1992 belt survey, conducted by the University of Oklahoma for the Oklahoma Highway Safety Office, showed seat belt use to be 48.8 percent, an increase of 8.4 percent over the 1991 results. Oklahoma's commitment to safe driving habits continues to grow. In 1993, more than 18,000 Oklahoma employees representing 23 organizations accepted the seat belt challenge and were presented with the "70% Plus Award" for their accomplishments.
