Shoulder Belts: A Mandatory Safety Law Evolution

The history of seat belt legislation in the United States is a long and winding road. While seat belts were invented in the 19th century, it wasn't until the 1950s that they started to become standard in cars. In 1968, a federal law was passed mandating that all new cars be equipped with lap and shoulder belts in the front seats. However, this law did not specify the need for any particular design, and as a result, many automakers installed separate lap and shoulder belts. It wasn't until the 1980s that mandatory seat belt laws began to be introduced, and even then, they faced significant opposition. Today, seat belt use in the United States is approximately 92%, and they are credited with saving thousands of lives each year.

The first seat belt law was passed in 1968

The 1968 law was a pivotal moment in the widespread adoption of seat belts, addressing the issue of low seat belt usage rates. Despite the safety benefits of seat belts, many people still chose not to wear them, with only 14% of Americans regularly buckling up in the early 1980s. The new law aimed to address this by making seat belts a standard feature in all new vehicles.

The inclusion of shoulder belts in the 1968 law was a significant development, building upon the earlier two-point lap belts. The three-point seat belt, invented by Swedish engineer Nils Bohlin in 1959, offered enhanced protection by distributing the force of impact across the body, rather than solely across the pelvis. This reduced the risk of abdominal injuries associated with lap-only belts.

While the 1968 law was a major step forward, it did not specify the need for any particular seat belt design. As a result, automakers often installed separate lap and shoulder belts to comply with the law. It would take further legislative and technological advancements to fully realize the potential of seat belts as a life-saving innovation.

The road to making seat belts mandatory was not without its challenges and controversies. Some people resisted the idea of mandatory seat belt laws, viewing it as a violation of personal freedom and government overreach. There were also technical hurdles, as early seat belt designs had limitations and were prone to mechanical issues.

Despite the initial resistance and technical challenges, the 1968 law set in motion a series of safety improvements. Over time, seat belt usage increased, and further legislation and technological advancements built upon the foundation laid by the first seat belt law, ultimately saving countless lives and reducing the severity of injuries on the roads.

Resistance to seat belt laws was common in the 1980s

Drivers and passengers complained that seat belts were uncomfortable and restrictive, but the uproar over mandatory seat belt laws was mostly ideological. Critics viewed the laws as an infringement of individual liberty and a violation of personal freedom. One of Hollister's colleagues in the Michigan House called the seat belt bill "a pretty good lesson in mass hysteria created by a corporate-controlled media". Another colleague warned that the government would outlaw smoking next.

The battle over seat belt laws in 1980s America reflected widespread ambivalence over the role and value of government regulation. This ambivalence was not limited to the United States. In the United Kingdom, for example, successive governments proposed seat belt legislation throughout the 1970s but failed to deliver. Front seat belts were compulsory equipment on all new cars registered in the UK from 1968, but it was not until 1983 that it became compulsory to wear them.

In the United States, the controversy over seat belt laws first heated up in 1973 when the National Highway Traffic Safety Administration (NHTSA) required all new cars to include an inexpensive technology called a "seat belt interlock mechanism" that prevented a vehicle from starting if the driver wasn't buckled up. This led to an enormous political backlash, with Congress receiving more letters of complaint about the interlock mechanism than about Nixon's "Saturday Night Massacre". Congress responded swiftly in 1974 by killing the interlock mechanism and mandating that the annoying buzzing sound indicating an unlatched seat belt could only last eight seconds.

Despite this setback, the NHTSA continued to push for seat belt use. In 1977, it passed a rule requiring automakers to install some kind of passive restraint that would protect a crash test dummy from damage when hitting a wall at 35 mph. This led to the 1980 presidential election, in which Ronald Reagan ran on a platform of deregulation. True to his campaign promises, Reagan's administration rescinded the NHTSA rule requiring passive restraints. Insurance companies sued the administration, and the case went all the way to the Supreme Court, which ruled unanimously to block the Reagan administration and enforce the NHTSA's rule.

Faced with this challenge, Transportation Secretary Elizabeth Dole devised a compromise: she would require automakers to install driver-side airbags unless two-thirds of all states passed laws requiring drivers to use seat belts by April 1, 1989. This compromise was a boon to the auto industry, as airbags were expensive. Automakers launched an intense lobbying campaign, with top executives from General Motors and Chrysler making a direct pitch to state legislators about seat belt safety.

In 1984, New York became the first state to require the use of seat belts, with a $50 fine for non-compliance. New York officials reported that seat belt compliance jumped to 70% in less than a year, but not everyone was happy about the law. As one Bronx resident grumbled, "This is not supposed to be Russia where the government tells you what to do and when to do it."

By 1989, eight states had flatly refused to pass any seat belt legislation on ideological grounds. In the end, automakers had to comply with Dole's original rule and install driver-side airbags in the early 1990s. Resistance to seat belts persisted, with people selling T-shirts that made it look like the wearer was wearing a seatbelt. As of 2020, New Hampshire was the only state without a mandatory seat belt law for adults.

Seat belt laws faced opposition in the 1980s

The battle over seat belt laws in the 1980s reflected widespread ambivalence about the role and value of government regulation. The controversy first erupted in 1973 when the National Highway Traffic Safety Administration (NHTSA) mandated that all new cars include a "seat belt interlock mechanism," preventing vehicles from starting unless the driver was buckled up. This triggered a massive political backlash, with Congress swiftly repealing the interlock mechanism requirement in 1974.

The NHTSA continued its efforts to promote seat belt use, issuing a new rule in 1977 requiring automakers to install some form of "passive restraint" that would protect occupants in a crash. Automakers chose to install automatic seat belts, which consumers then argued were unsafe in car fires as they could trap passengers.

The election of Ronald Reagan as president in 1980 further complicated matters. Reagan campaigned on a platform of deregulation and opposed government mandates on the automotive industry. His administration rescinded the NHTSA's passive restraint rule, but insurance companies sued, and the case went to the Supreme Court. In a surprising ruling, the Court unanimously blocked the Reagan administration's attempt to revoke the NHTSA's rule.

Faced with this legal challenge, the Reagan administration, through Transportation Secretary Elizabeth Dole, devised a compromise. Dole mandated that automakers install driver-side airbags unless two-thirds of states passed mandatory seat belt laws by April 1, 1989. This compromise effectively shifted the burden of compliance onto the states while giving automakers a way out of installing expensive airbags.

The auto industry responded with intense lobbying efforts, with top executives personally pitching state legislators on the importance of seat belt safety. New York became the first state to pass a mandatory seat belt law in 1984, followed by New Jersey. While these laws were not universally popular, they were effective in increasing seat belt usage. Despite this progress, at least eight states rejected mandatory seat belt laws on ideological grounds, and several others passed laws that did not meet the standards set by the federal government.

The opposition to seat belt laws in the 1980s demonstrates the challenges faced by policymakers when attempting to implement public health and safety measures that are initially unpopular. It also highlights the complex interplay between federal and state governments, the courts, and private industry in shaping policy outcomes.

Seat belts became standard in American vehicles in the mid-1960s

The history of seat belts in the United States can be traced back to the mid-19th century, when English engineer George Cayley invented the first seat belt for use in his glider. However, it wasn't until the mid-1950s that seat belts started to become available as an option in American vehicles. Volvo was the first company to include seat belt systems in their cars in 1955 and performed numerous crash tests to demonstrate their importance. Despite these findings, many American automakers only wanted to offer seat belts as optional equipment, as only a small percentage of customers would order them.

In the mid-1960s, seat belts became standard in American vehicles. This was driven by an ever-growing number of casualties on highways, which forced Congress to act. In 1963, Congress made history by implementing federal standards for the inclusion of seat belts in vehicles. The following year, the U.S. Commerce Department proposed and implemented several regulations governing the use of seat belts. These regulations required manufacturers to follow specific restraint system requirements.

Congress approved the National Traffic and Motor Vehicle Safety Act in 1966, which created the Federal Motor Vehicle Safety Standards (FMVSS). This legislation specified the minimum requirements for manufacturing seat belt buckles and seat belts and required automakers in the United States to make seat belts mandatory. By 1968, a federal law was introduced mandating all new cars to be equipped with both lap and shoulder belts in the front seats.

The inclusion of seat belts as standard in American vehicles was a significant development in automotive safety. It took time and effort from various stakeholders, including Congress, government agencies, and automakers, to make it happen. The widespread adoption of seat belts is now credited with saving thousands of lives each year and is considered one of the most cost-effective public health inventions ever.

The National Traffic and Motor Vehicle Safety Act was passed in 1966

The Act was passed in response to the increasing number of cars and associated fatalities and injuries on the road. Between 1925 and 1966, the number of people killed on the road had increased sixfold, and the number of vehicles had increased elevenfold.

The Act created the National Highway Safety Bureau (now the National Highway Traffic Safety Administration). It was one of several initiatives by the government to address the rising number of road deaths and injuries.

The Act was signed into law by President Lyndon B. Johnson on September 9, 1966. In his remarks, President Johnson noted the high number of Americans who had died in traffic accidents in the 20th century, stating:

> Auto accidents were “the biggest cause of death and injury among Americans under 35. And if our accident rate continues, one out of every two Americans can look forward to being injured by a car during his lifetime – one out of every two!"

The Act led to the national adoption of the Federal Motor Vehicle Safety Standards. Many changes in vehicle and highway design followed, including the introduction of new safety features such as headrests, energy-absorbing steering wheels, shatter-resistant windshields, and safety belts.

The Act also resulted in improvements to roads and highways, such as better delineation of curves, the use of breakaway sign and utility poles, improved illumination, and the addition of barriers separating oncoming traffic lanes and guardrails.

The National Traffic and Motor Vehicle Safety Act, along with other initiatives, played a crucial role in reducing the rate of death and injury on US roads.

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