THE

2002 SEAT BELT/MOTORCYCLE HELMET

SURVEY

Prepared for:
The Office of Highway Safety
Division of Public Safety Planning
Mississippi Department of Public Safety
October 2002

Prepared by:
David R. Parrish and James W. Landrum
Social Science Research Center
Mississippi State University
Mississippi State, MS 39762

October 24, 2002

SSRC
Social Science Research Center
Mississippi State University
 HELPING OUR NATION SAVE LIVES

Prelude

The goal has been set. By 2003 the Bush Administration wants a nationwide 78 percent of

automobile occupants to be restrained by seat belt devices. According to Jeffrey W. Runge, M.D.,

Administrator of the National Highway Traffic Safety Administration (NHTSA), in 2002 seat belt

usage is continuing its upward trend to an impressive 75 percent national usage rate – its highest level

since national surveys first started in 1994. Usage is up 2 percent from 73 percent in 2001. This

increase translates into an estimated 6 million new users of safety restraints and 500 saved lives.1

Death shadows over every automobile accident. It waits for the opportunity to claim another

human life. In 2000 an average of 115 people died every day in motor vehicle accidents. That is one

life claimed every 13 minutes! During the same year there were more than 41,000 deaths and three

million injuries as a result of crashes. These vehicle crashes cost us, the American people,

approximately $150 billion in economic costs, and it is these costs that are passed on to every person in

America in the range of about $580 per person per year.2 Despite the dollar amounts associated with

traffic fatalities, it is more of a tragic and distressing fact that the leading cause of death is motor vehicle

accidents for ALL Americans of every age from 4 to 33 years old.3 This fact should be the driving

force for the continued monitoring of seat belt usage and the enforcement of seat belt laws. As the

Mississippi Click It or Ticket television commercial best states, “We are GOING to save lives.”4

Contrary to the accident death rate in 2000, seat belts saved the lives of an estimated 11,889

people that year. 3 In test after test, statistic after statistic, the use of seat belts proves to be the

most effective safety device in reducing the chances of death or serious bodily injury in

1
U.S. Department of Transportation Press Release, September 9, 2002 (http://www.nhtsa.dot.gov)
2
Buckle Up America Faith Community Leader Safety Facts, 2002 (http://www.nhtsa.dot.gov)
3
NHTSA Occupant Protection Division – Winter 2002 (http://www.nhtsa.dot.gov)

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motor vehicle crashes. It takes only a few seconds to fasten a seat belt, and the importance

of using this restraint device cannot be overstated. Figure 1 below exemplifies the benefits

of using seat belts by graphically representing the cumulative estimated number of lives

saved by safety belt use from 1975 to 2000.

It is imperative that Mississippians understand the difference wearing a seat belt can

make in crash occurrences, and it is the duty of Mississippi to provide the information that

will instill a belief and encourage a behavior that saves lives. Without a primary seat belt

law Mississippi law enforcement is limited, but Mississippi must undertake the commitment

to ensure seat belt usage rates continue to rise and lives continue to be saved.

Figure 1: Cumulative Estimated Number of Lives Saved

Nationwide by Safety Belt Use 1975 – 2000

125,000

100,000

75,000
102
213

135,
016

123,
998

112,

50,000
48

100,
34

90,2
44
38

79,8
91

70,0
60,8
52,4

25,000
Source: Traffic Safety Facts
2000: Occupant Protection
U.S. Department of
Transportation, National 0
Highway Traffic Safety
1975- 1993 1994
Administration 1995 1996 1997
DOT HS 809 327 1992 1998 1999 2000

4
Excerpt from television commercial for the 2001 MS Click It or Ticket Campaign.
2
 SEAT BELT/MOTORCYCLE HELMET SURVEY

Introduction

Two full Seat Belt/Motorcycle Helmet Surveys were conducted in the Spring of 2002. The

first survey was conducted prior to the implementation of the Click It or Ticket Project, and the second

survey was conducted after the implementation of the project. The survey sampling plan used for the

surveys was developed in accordance with NHTSA guidelines and formally approved by NHTSA.

The original plan was modified once to accommodate pickup trucks in the sample. The surveys were

conducted by the Social Science Research Center at Figure 2: Mississippi counties chosen
for Seat Belt Surveys in 2002
Mississippi State University for the Mississippi

Office of Highway Safety.

The Seat Belt/Motorcycle Helmet Survey for

Mississippi uses a multistage area probability

approach. In the first stage, an appropriate number of

sampling units are randomly selected. The primary

sampling unit for the Mississippi survey is the county.

The least populated counties, approximately 15% of

the State’s population, are excluded from the

sampling process. The survey was conducted in 16

Mississippi Counties containing approximately 46%

of the State’s population. These counties can be seen

in Figure 2.

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Summary of Sampling Methodology

I. Three counties were selected as certainty counties because of having populations much larger

than other Mississippi Counties. The certainty counties were Harrison, Hinds, and Jackson.

Thirty-two of the least populated counties, whose combined population accounted for only

15% of the state’s population, were eliminated from sampling.

III. Sampling was done with replacement. In addition to the 3 certainty counties, 13 other counties

were chosen, thus the sample consists of 16 counties.

IV. The sample includes 409 forty-minute observation periods. The 3 certainty counties were

allotted 28 observation periods each, while the remaining 13 counties were allotted 25

observation periods each.

V. The Mississippi Department of Transportation (MDOT) provided information for all road

segments having an Average Daily Travel (ADT) equal to or exceeding 500 miles. Through a

random variable generated by the computer program Statistical Program for the Social

Sciences (SPSS), all road segments in each of the counties were randomly selected.

VI. The roads were then sorted by county and functional road classification. The functional road

classifications for each road segment were re-coded into six functional classes.

VII. The number of observation periods per road classification per county was calculated using

Total Vehicle Miles Traveled (VMT) and ADT criteria. Total VMT for each county were

calculated by multiplying ADT for each segment to the corresponding road segment lengths.

A similar statistic was calculated for each of the functional road classes. This figure was

divided by the total county VMT and then multiplied by the number of observation time

periods allotted for each county. For example, there are 3,860 road segments in Hinds County

with a VMT of 5,905,627.26 miles. Functional road Class 1 had a VMT of 640,676 miles. The

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 640,676 was then divided by 5,905,627.26 equaling 0.1084857, which was in turn multiplied

by 28, or the number of observation periods allotted to Hinds County. Thus 3.0375991, or

three observation periods were allotted to Class 1 roads in Hinds County. The first three

randomly sorted segments from road Class 1 in Hinds County were chosen for the sample. In

the same manner, segments for each road class in each county were chosen to be observation

locations in the study.

VIII. All road segments were randomly selected and sorted by functional class. The number of

roads to be sampled in each class was selected in the order that they were chosen in the

random sampling process. For example, if Hinds County needed to sample three Class 1

roads, the first three Class 1 roads plus several back up selections were chosen. The “TP”

number or location designation was then sent to MDOT to be placed on maps and sent back to

Mississippi State.

IX. For observational convenience and efficiency, sites for each county were clustered according

to geographical proximity.

X. For each cluster a day of the week was randomly chosen. All days of the week were eligible

for selection. However, once a day had been chosen, it was no longer available for the

remaining sites in that particular county.

XI. Once a site was assigned a day of the week, observation times between 8:00 a.m. and 6:00

p.m. were randomly chosen in hourly increments for each site. One hour for lunch was

randomly chosen of the hours from 11:00 a.m. to 2:00 p.m.

XII. Direction of traffic observation was randomly assigned for all 409 sites using random

assignment procedure generated by SPSS.

XIII. Observers were instructed to observe from a site using the assigned direction for a period of 40

5
 minutes. Interstate sites were surveyed on off-ramps.

XIV. The sampling frame includes counting all passenger vehicles, sports utility vehicles, vans, and

pickup trucks not exempted by state law. Two observers are used at each observation site. One

observer counts the driver and outside passengers on the front seat of passenger cars, sport

utility vehicles, and vans. The other observer counts the driver and outside passenger in pickup

trucks.

Further details on the sampling methodology of the survey “DOCUMENTATION OF

MISSISSIPPI OBSERVATIONAL SURVEYS OF SEAT BELT AND MOTORCYCLE HELMET

USE” prepared by Dr. Stephen H. Richards, Director, Transportation Center, University of Tennessee;

and Dr. Tommy Wright, Adjunct Professor of Statistics, University of Tennessee. They can be

obtained from the Social Science Research Center at Mississippi State University, Box 5287

Mississippi State, MS 39762, or by calling Mr. Jim Landrum at 662-325-7962.

6
 2002 Statewide Safety Belt Survey Results

The results of the surveys performed this year shows the 2002 Click It or Ticket Campaign

had a positive impact on Mississippi’s seat belt usage rate. As can be seen in Figure 3, this year’s

usage rates climbed from 54% in the baseline survey to 62% in the follow-up survey. This increase is

an improvement of 14.8% from the 2002 baseline figure. The margin of error for both surveys at a

95% probability is less than 4%.

Figure 3: 2002 Seat Belt Usage Rates

Baseline and Follow-up Statewide Surveys
Sites Surveyed = 409
70%

60%

50%
62%
54%
40%

30%

20%

10%

0%
Source: Social Science
Research Center, Mississippi
Baseline Follow-up
State University

Similar to last year’s survey, belt usage rates increased across the board by type of road

segment observed. Figure 4 illustrates the percentage increases (from baseline to follow-up) for all six

types of road classes from busy urban interstates to less traveled rural local roads. For a second year in

a row, major rural roads increase the most with a 10% increase from baseline to follow-up while urban

local roads increase only 5% during the campaign.

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 Figure 4: Belt Usage by Type of Road
2001 MS Click It or Ticket Telephone Survey
Percentage Increases in Seat Belt Usage from Baseline Survey to
Follow-Up Survey by Type of Road

Rural Interstates 6%

Rural Major Roads 10%

Rural Local Roads 9%

Urban Interstates 6%

Urban Major Roads 7%

Urban Local Roads 5%

0% 5% 10%

Source: Social Science

Research Center, Mississippi
State University

Although the figures indicate seat belt usage rates increased during the time frame between

surveys this year, the 2002 figures do not appear as impressive as the results of 2001 surveys. The seat

belt count of 62% is the same for the 2001 and 2002 follow-up surveys. However, in 2001 the

baseline usage rate was 49% compared to the 54% baseline count in 2002. This translates into a 26%

increase in usage rate for 2001 and a 15% increase in usage rate for 2002. On the other hand, the 2002

results also show a 5% increase of “sustainability of use” for Mississippians buckling up from the

baseline of 2001 to the baseline of 2002. Figure 5 and Figure 6 illustrate the 2001 and 2002 figures

relating to percentage differences and percentage increases from baseline to follow-up surveys.

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 Figure 5: Percentage Differences in Belt Usages
2001 & 2002 MS Pre and Post Click It or Ticket Surveys

Harrison 2%3%
6%
Yazoo 8% Percentage differences
9%
Lee 9% in Seat Belt Usages from
15%
Scott 9% Pre to Post Surveys
1%
Lowndes 9%
6%
Madison 11%
Hinds
8% 2002
13%
Leflore 11%
13%
2001
6%
Jackson 15%
8%
Lamar 15%
7%
Simpson 16%
1%
Warren 17%
2%
Lauderdale 18%
5%
Rankin 19%
2%
Bolivar 25%
19%
Desoto 29%

0% 5% 10% 15% 20% 25% 30%

Figure 6: Percentage Increases in Belt Usages

2001 & 2002 MS Pre and Post Click It or Ticket Surveys

Harrison 7%
4%
11%
Yazoo 16% Percentage increases in
20%
Lee 21% Seat Belt Usages from
43%
Scott 25% Pre to Post Surveys
2%
Lowndes 16%
9%
Madison 19%
Hinds
14% 2002
23%
Leflore
29%
45%
2001
11%
Jackson 31%
14%
Lamar 29%
36%
Simpson 33%
1%
Warren 29%
4%
Lauderdale 18%
7%
Rankin 35%
5%
Bolivar 89%
37%
Desoto 65%

0% 20% 40% 60% 80% 100%

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 The percentage differences are calculated by subtracting the baseline usage rates from the

follow-up rates [Example: 2002 Follow-up Harrison – 2002 Baseline Harrison = 49% – 46% = 3%]. As can

be seen in Figure 5, Harrison and Scott counties are the only counties with higher percentage

differences in 2002 than in 2001. However, Harrison County’s usage rates are lower than those

recorded last year. Also between 2001 and 2002, significant negative contrasts in the usage rate

differences for Lowndes, Jackson, Simpson, Warren, Lauderdale, Rankin, and Bolivar counties

contribute to the minimal statewide usage rate difference for 2002 (+8).

The percentage increases for 2001 and 2002 in Figure 6 are calculated by taking the results in

Figure 5 and dividing each result by the baseline figure for the associated county and year [Example:

(2002 Follow-up Harrison – 2002 Baseline Harrison ) ÷ 2002 Baseline Harrison = (49% – 46%) ÷ 46% = 7%].

The most dramatic shift recognizable in Figure 6 is the change for Bolivar County. Bolivar had a

percentage increase of 89% for 2001 compared to a 5% increase in 2002. Similar to the percentage

differences in Figure 5, the percentage increases in Figure 6 are much higher for 2001. However,

again it is Scott County deserving commendations for an extremely significant belt usage increase in

2002.

To compare these two years at another level, Figure 7 depicts the differences in baseline

figures and follow-up figures between the two years [Example: 2002 Baseline Harrison – 2001 Baseline

Harrison = 46% - 52% = -6%]. These data give an indication to the counties that had success in belt usage

sustainability between the two years. Rankin (+13%) and Bolivar (+10%) counties had the highest

baseline sustainability, but Warren (-18%) and Bolivar (-13%) showed less favorable figures in the

follow-up comparisons. A majority of the baseline differences between the two years are positive,

which is a good indication of Mississippi’s progress in the “drive to save lives” by continuing to

buckle-up.

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 Figure 7: Sustainability of Belt Usage
2001 & 2002 MS Click It or Ticket Surveys

Harrison -5%
-6%
Yazoo 5% Percentage
7%
3% differences in survey
Lee 3%
5% results from 2001 to
Scott -1%
-2% 2002 survey
Lowndes 6%
2%
Madison 7%
2%
Hinds 6% Follow-up 2002 minus
7%
Leflore 9% Follow-up 2001
-4%
Jackson 5%
-2%
Lamar 5%
0% Baseline 2002 minus
Simpson -18% -1% Baseline 2001
Warren -2%
Lauderdale -6%
9%
-1%
Rankin 13%
-13%
Bolivar 10%
-3%
Desoto 7%

-20% -10% 0% 10% 20%

The two major messages brought forth by Figures 5 through 7 are the lack of usage

increases by county from 2001 to 2002 and the substantial sustainability of baseline usage

rates from 2001 to 2002. The fact that usage rates did not increase as much as they did last

year is offset by a
Figure 8: Confidence Intervals
Weighted Seat Belt Counts considerably higher baseline
2001 – 2002 Baseline and Post Click It or Ticket 95% Confidence Intervals
in 2002. A visual
Baseline 2001 49% +/- 3.32%
representation of this
Post 2001 62% +/- 3.74%
phenomenon is presented in
Baseline 2002 54% +/- 4.41% Figure 8 along with

Post 2002 62% +/- 3.59% confidence intervals to show

46 48 50 52 54 56 58 60 62 64 66

Percent overlap and calculated error.

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 The following table provides a county-by-county breakdown of seat belt use in the

2001 and 2002 pre and post surveys in weighted count by county. The survey results listed

in this table were used to produce all graph information in Figures 5 through 8.

2001-2002 County-by-County Weighted Seat Belt Counts

for Baseline and Follow-up Surveys
Baseline Post Survey Baseline Post Survey
Weighted (%) Weighted (%) Weighted (%) Weighted (%)
County 2001 2001 2002 2002

Bolivar 28 53 38 40
Desoto 44 73 51 70
Harrison 52 54 46 49
Hinds 52 64 58 66
Jackson 49 64 54 60
Lamar 52 67 57 65
Lauderdale 48 65 57 59
Lee 42 51 45 54
Leflore 29 42 38 49
Lowndes 55 64 61 62
Madison 57 68 64 70
Rankin 55 74 68 73
Scott 36 45 35 50
Simpson 48 64 47 64
Warren 58 75 56 57
Yazoo 49 57 56 62
Total 49 ±3.32 62 ± 3.74 54 ±4.41 62± 3.59

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 The contrast and comparison of the figures from the 2001 and 2002 campaigns show that
2002 was not as productive a year as 2001 with respect to raising seat belt usage rates to a higher bar.
At a 62% usage rate, Mississippi is 13% off the 2002 national usage rate of 75%. Whether it is more
effective media campaigns, stricter enforcement, or some other form of belt use encouragement,
Mississippi will need to set its sights higher to approach this nationwide figure in the future.

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 2002 Statewide Motorcycle Helmet Survey Results

The final segment to be discussed concerns the Motorcycle Helmet Use in Mississippi. As a

part of the Seat Belt Survey, Motorcycle Helmets are also counted. Mississippi is fortunate to have an

excellent Motorcycle Helmet law. All motorcycle riders must wear helmets or receive a ticket.

Motorcycle Helmet use is over 98 % in Mississippi. Thus, there is little room for improvement in

helmet use.

Motorcycle Helmet Usage Rates for 2002

In the baseline sample helmet use was 97.98% (+/-) 2.86 and that figure improved slightly to

98.76% (+/-) 2.27 in the follow-up survey.

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 Mississippi Seat Belt/Motorcycle Helmet Surveys

2002 Survey Facts

• Official statewide seat belt use in baseline survey was 54% ± 4.41.

• Official statewide seat belt use in post survey was 62% ± 3.59.

• All survey counties increased in belt use in the post project survey, both in per
person observations and in the weighted percentage.

• Highest increases occurred in Scott (43%), Desoto (37%), Simpson (36%),

Leflore (29%), and Lee (20%) counties.

• Lowest increases occurred in Hinds (14%), Lamar (14%), Jackson (11%), Yazoo
(11%), Madison (9%), Harrison (7%), Rankin (7%), Bolivar (5%), Lauderdale
(4%), Lowndes (2%), and Warren (1%) counties.

• Seat belt use increased on all types of roads: Rural Interstates (9%), Rural Major
Roads (18%), Rural Local Roads (18%), Urban Interstates (11%), Urban Major
Roads (10%), Urban Local Roads (8%).

• Seat belt use increased in both cars (15%), and pickup trucks (11%).

• Seat belt use in cars (follow-up survey) was 65.64% (+/-) 4.57.

• Seat belt use in trucks (follow-up survey) was 52.57% (+/-) 2.93.

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 REFERENCES

U.S. Department of Transportation Press Release, September 9, 2002

(http://www.nhtsa.dot.gov).

Buckle Up America Faith Community Leader Safety Facts, 2002

(http://www.nhtsa.dot.gov)

NHTSA Occupant Protection Division – Winter 2002

(http://www.nhtsa.dot.gov)

Documentation of Mississippi Observational Surveys of Safety Belt and Motorcycle Helmet . Dr.
Stephen H. Richards, Transportation Center the University of Tennessee and Dr. Tommy
Wright, Adjunct Associate Professor of Statistics, The University of Tennessee. Can be
obtained from the Social Science Research Center, Box 5286, Mississippi State University,
Mississippi State, MS 39762, Contact James W. Landrum.

B e
f o
r e
and
A ft e
r S ta e
w id e S
u rv e
y

16