It seems I was slightly wrong – for which I apologise – in saying that the the book Unsafe at Any Speed reported that the US Airforce had mandated seatbelt wearing and had noted a drop in deaths. I seem to recall reading it elsewhere, but I can't prove that so I will try to summarise what the book actually does say. I was also wrong to say it was in the 1970's – it was actually the early 50's, where US Armed forces (both Air force and Army) were losing more personnel through automobile accidents than combat in Korea.
Three studies were happening around the same time in the early 50's – the Cornell study, UCLA, and the US Airforce studies led by
Colonel John Paul Stapp
The Cornell study was led by
Hugh De Haven and was originally centered around aeronautical safety research. Following some work done in Indiana, where a state policeman Sergeant Elmer Paul had coined the phrase
Second Collision the Cornell study looked in more detail at automotive safety. Indiana state authorities, persuaded by Elmer Paul, had established the first systematic investigation of injury occurrence in automobiles wrecked on the state highways. The Cornell project was lacking in funds until the armed forces, under the technical guidance of the Armed Forces Epidemiological Board (because of the loss of life in car accidents) decided to grant $54,000 in 1953. Over the following 8 years, the total grant was $500,000.
The Cornell group collected data nationwide about the second collision. This was achieved through the co-operation of about 20 states and 5 cities, which arranged for the dispatch of special accident reports, photographs and medical reports showing vehicular damage, the nature and extent of injuries, and the vehicle features or components that were believed to have caused the injuries. The Cornell group studied over 70,000 accident cases in this time.
Colonel Stapp was working to prove how tough the human anatomy can be in tolerating tremendous forces. Using himself as a guinea pig, in 1954 he strapped himself into a giant sled powered by four solid fuel rockets (capable of supersonic speeds) and accelerated himself to 632 mpiles per hour, then stopped in
1.4 seconds. Deceleration in excess of 40g. Stapp proved that the human body had tremendous tolerance for abrupt deceleration, it could survive even the most severe collisions if the vehicle environment was safely defined. His studies explained the phenomenon that most people injured or killed in plane crashes didn't die when the plane hit the ground, but when the person hit the inside of the plane.
At the University of California at Los Angeles (UCLA) a study was launched, led by J.H. Mathewson and D.M. Severy (no links for these guys, but you can find references to them if you google their names). This involved experimental crashing of automobile to determine deceleration rates, vehicle damage and the effects on instrument-laden anthropomorphic dummies strapped in the seats.
Before Stapp, UCLA and Cornell started their tests, the public had no choice but to rely on the manufacturers as it's sole source of information about the second collision. The motor industry had the field to itself and chose to dispense no information whatsoever.
The outcome of these studies is encapsulated in three general requirements for collision protection in a vehicle:
1. A sound outer shell structure which will retain it's structural integrity under impact – and absorb as much energy as possible – without allowing undue penetration of the striking object into the passenger compartment.
2. Elimination from the interior surfaces of the shell any hard, sharp projections or edges and the prevention of vehicle components (such as steering columns and engines) from penetrating into the compartment, also the application of energy-absorbing materials to reduce impact forces on the human body at all probable points of contact with these surfaces.
3. Provision of passenger restraint systems
not necessarily restricted to seat belt devices. to prevent or minimize relative body motion and abrupt contact with the interior of the automobile.
This is a
preci of the information contained in the book, full text can be seen in Chapter 3, pages 87 to 89, followed by detailed breakdown of the causes of injury.
So 70,000 accidents studied, a combination of academic and frankly scary military experiments come to the conclusion that safety restraints are important for vehicle occupant safety. Do you have a similar body of research (not anecdotal evidence) to support your position?
As an aside, I think Stapp has entered my list of heroes – right next to
Joe Kittinger. Men who did something without knowing if they would survive it, for the greater good of the human race.
_________________
COAST Not just somewhere to keep a beach.
A young loner on a crusade to champion the cause of the innocent, the helpless, the powerless, in a world of criminals who operate above the law.