The Effectiveness of Seatbelts

The posteriorbelts on these early automobiles were to a fault simply deviseed to secure passengers within the vehicle.

Although widespread do of seatbelts did not begin until the 1960s, the modern era of seatbelt trope and character began in 1949. At that point, Nash was the first of the big automakers to introduce seatbelts as a regular feature of some of its cars, although only as an extra, or option. The only massproduction cars that used them at this point were the Nash Statesman and Nash Ambassador.

Nash was not immediately imitated by the major(ip)(ip) automakers. It was not until 1955 that the Ford Motor fellowship added them and the other major producers waited even later than that. As Ralph Nader indicated, the automakers did not want to influence attention to such things as injuries, crashes, and death. Instead, they concentrated on design features that were more aesthetic in their advertising. They did not focus on selling safe features.

As a matter of fact, Nader noted, there was actually pressure exerted on Ford Motor Company not to try to sell its natural rubber features. Ford had designed a promotable package for 1956 which it marketed under the category of "lifeguard safety package." This included optional front and rear seatbelts. However, the marketing knocked out(p)pouring was dropped under pressure from GM and essentially marketing safety features did not recur until the

fry safety seats. Are they always safe? (1995). Consumer Reports, 580583.

One of the major design problems with car seatbelts is that they originally, and to some extent still, were designed with an clean population in mind that was primarily male and of an ordinary height and weight. The specific needs of smaller men and women, and children, were not considered, nor were the needs of overweight individuals or people with certain types of disabilities.

Clements, M. (1996). golosh stir was late gaining speed. USA Today, February 12, 1996, p. 8E.

Addons make safety belts more comfortable. (1994). Consumer Reports, 59(4), 217.

Nader, R. (1965). Unsafe at any speed. NY.

The seatbelt has evolved from a simplistic contrivance designed to keep one from flying out of a horsedrawn carriage to a more sophisticated blind that has several variations and is intended to both take into custody and protect riders and drivers. What might be the next mistreat? financial Times (1996) reported on this next possible step in its discussion of the newlydesigned airbelt. This combines features of the seatbelt and the airbag into one device which absorbs greater impacts and spreads the load over a larger line up area, up to 400 percent larger than the normal seatbelt. The airbelt excessively eliminates some of the problems created by seatbelts in crashes, lessening the danger of blemish from the technology itself. The airbelts are particularly advantageous for use in back seats because they do not present a danger to front seat passengers as can airbags.

This is a problem that leads to issues with both safety and comfort. As noted above, design issues that impact use of a child safety seat are frequent. This can be lifethreatening for the child. otherwise types of design issues may simply affect comfort.

This safety push in the late 1960s was not primarily referable to the automakers, but to legislation passed by state and federal governance requiring seatbelts. The initia
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