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This paper analyzes the impact of obesity on the probability of a motor vehicle fatality (highway death rate) and on its component probabilities: the probability of a fatality, given a crash (vulnerability rate) and the probability of a crash (crash rate).

Using state-level data for 1995–2015, the paper estimates models explaining all three rates. Explanatory factors include obesity and a representative set of potential determinants.

Results indicate that obesity has a statistically significant positive relationship with the highway death rate and the crash rate. Also having a statistically significant positive association with at least one of the three rates are the proportions of young and old drivers, alcohol consumption, the ratio of rural to urban vehicle miles and temperature. Factors with a statistically significant negative relationship with at least one of the rates include primary seat belt laws and precipitation. In 2016, a total of 928 traffic fatalities could have been avoided if obesity rates decreased by one percentage point.

Seat belts and crash dummies should be better designed to fit and represent those with higher BMIs, and education efforts to increase seat belt use should be supplemented with information about the adverse impact of obesity on highway safety.

This paper uses 21 years of state-level information, including socio-economic and regulation data, and contributes to the existing research on the relationship between obesity and highway safety.

In The Road to Serfdom, Hayek argued against planned economies that “the close interdependence of all economic phenomena makes it difficult to stop planning just where we wish…once the free working of the market is impeded beyond a certain degree, the planner will be forced to extend his controls till they become all-comprehensive” (Hayek, 1944, p. 79). According to Hayek, and especially Mises, there exists no stable condition in-between laissez faire capitalism and the planned economy. Once politicians engaged in acts of interventionism further interventions would successively lead them towards a condition where the state fully planned and controlled the economy and civil society. According to Austrians, ‘interventionism’ thus represented an unstable and self-reinforcing condition (Burton, 1984, p. 110). In John Gray's words “whenever an interventionist policy…fails to achieve the desires result, the practical and theoretical response of the interventionist ideologue is to demand an extension of the policy to new fields…interventionist policies will always interpret the failure of any such policy, not as a reason in favour of its abandonment, but rather as one supporting its wider application”(Gray, 1984, p. 32).

The purpose of this paper is to quantify the effect of the enforcement, which was carried out with ANPRs, on seat belt use. Though the Seat belt Act was enacted in 1992, it did not lead to an expected increase in seat belt use in Turkey including Sanliurfa, which is one of the immense provinces with a population of over 2m. The Sanliurfa Police Department set in an enforcement campaign, in which automatic number plate recognition (ANPR) cameras were used to facilitate an increment in using seat belts in the city center. Under the police leadership, seat belt use enforcement campaign was hugely publicized and sustained throughout the city.

The ANPRs did not have a feature to detect seat belt wearing automatically. Thus, this study tested whether automated plate recognition cameras have a deterrence effect on seat belt usage. To assess the efficacy of this enforcement project, the authors employed a pre/post-implementation design. For this study, the records of the 11 ANPR camera sites, 2 non-camera sites and 2 control sites were utilized.

The results of this study revealed that the seat belt use rate was around 8 percent, before camera enforcement in Sanliurfa. Overall increases were 12 percent during the warning period, 60 percent for the beginning period and 78 percent three months after enforcement began at camera sites. One-way ANOVA results suggested the differences between means of seat belt use counts were statistically significant F (3, 61,596)=15,456, p=0.000.

The findings suggest that there are several reasons for the substantial increase in the seat belt use rate. The first reason for the success of the cameras was their deterrent effect on the drivers, because the drivers were aware that the traffic offense had become readily observable via camera detection in the intersections, and the drivers did not want to be penalized. Second, it is considered that a well-organized publicity of the cameras made a significant contribution to the effectiveness of the enforcement by increasing perceived detection risk. Finally, it is considered that the reason behind the sudden increase in seat belt use was the red-light cameras that had been already in use in Sanliurfa. Namely, the experience of the drivers about camera enforcement gave rise to the rapid decrease in seat belt violation rate in the warning period.

Using cameras (automatic or not) for seat belt enforcement and publicizing this enforcement can help to save resources and lives.

This study found a lot of news about similar enforcement on the internet, but no study was found in the literature that reveals if the enforcement can produce an effective result. Thus, this is the first study in Turkey, may be in the world, that evaluated if cameras of the ANPRS can generate effective seat belt enforcement. Furthermore, the study betokened that traffic violations, which cannot be automatically detected by cameras such as cell phone use and smoking in a vehicle can be effectively enforced by non-automatic cameras. Therefore, we believe that the study will contribute policing and the traffic safety literature.

The purpose of this paper is to investigate variability in law enforcement officer (LEO) traffic fatality rates among states in order to identify policy-relevant areas of opportunity to reduce deaths.

Differences in state highway spending, regulatory policy, law enforcement training, LEO and general public traffic fatalities, and other state-level variables are explored through cross-sectional regression analysis and qualitative content analysis. Data were used from the Federal Bureau of Investigation Crime in the USA and LEOs Killed and Assaulted reports, and the National Highway Transportation Safety Administration Fatality Analysis Reporting System, among other sources.

There are a number of significant state-level variables and trends that contribute to differences in LEO traffic fatality rates. Maximum highway speed limits and general population traffic fatalities are found to be statistically significant predictors. Thematic factors relating to LEO exceptionalism, agency sovereignty, training, and external control loci, emerged through qualitative analysis.

Limitations included differences in definition, consistency, and reporting among data sources. Qualitative analysis of some variables were limited and future research should pursue more robust and repeated/longitudinal measures.

Policymakers have an opportunity to review significant factors contributing to higher/lower collision involvement rates and make changes to police practices to reduce collision involvement and improve safety for LEOs.

No prior study has offered a national, cross-case analysis of LEO traffic fatalities by state. This paper offers law enforcement policymakers empirical examples of successful LEO traffic safety policies.

The purpose of this paper is to investigate the role that agency culture, training, and supervision play in the rates of on-the-job seatbelt use among peace officers, as well as other officer safety-related driving concerns such as cell phone use, Mobile Data Terminal use, and other sources of distraction.

Based on semi-structured interviews with California peace officers.

This study found an array of agency culture issues related to on-duty collisions, including distraction, failure to follow policy or procedure, fatigue, self-selection processes among officers and agencies, supervision and field training processes, morale issues, and family/lifestyle issues.

To explain these agency culture findings, this paper introduces the concept of the “banality of risk” to understand why many officers choose not to use risk-attenuating equipment. The findings are suggestive of a set of best practices that agencies could consider regarding in-vehicle officer safety.