Are Drivers of Air-Bag-Equipped Cars More Aggressive? A Test of the Offsetting Behavior Hypothesis

Peterson, Steven P.; Hoffer, George E.; Millner, Edward L.

doi:10.1086/467331

Cited by 98 publications

(57 citation statements)

References 12 publications

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“…Studies of the effectiveness of vehicle safety features such as airbags and anti-lock brakes claim that improved standards have significantly reduced fatality rates (Farmer et al, 1997;Harless and Hoffer, 2003). Based on analysis of an insurance industry generated dataset, Peterson et al (1995), however, contend that increases in injury claims following the initiation of an airbag system is a result of offsetting behavior rather than a sorting of auto buyers. Crandall and Graham (1989) study the effect of fuel economy standards on car size and argue that a decrease in car size led to a decline in road safety in the U.S. because the probability of a fatal accident occurring between two small cars is higher than between two larger vehicles.…”

Section: 22d Vehicle Safety Features and Vehicle Inspectionsmentioning

confidence: 99%

Traffic fatalities and economic growth

Kopits

Cropper

2005

Accident Analysis & Prevention

383

100

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This dissertation adds to the current understanding of the socioeconomic determinants of traffic fatality rates by examining the variation in road deaths across countries and over time. Chapter two investigates the relationship between road safety and economic development within an Environmental Kuznets Curve framework. Reduced-form models of fatality risk as a function of per capita income are estimated using panel data for over 80 countries. The results confirm an inverted U-shaped relationship with income, with traffic fatality risk (fatalities per population) beginning to decline at incomes similar to those found for several environmental externalities. The turning point is driven by the rate of decline in fatalities per vehicle as income rises, since motorization rates (vehicles per population), while increasing with income at a decreasing rate, never decline with economic growth. This suggests that road safety improvements accompanying income growth depend on policies that reduce fatalities per vehicle rather than on reducing motorization.Projections suggest that the global road death toll will grow by 66% between 2000 and 2020 if historic trends continue. This number, however, reflects divergent rates of change in different parts of the world.Chapter three focuses on factors underlying the decline in fatalities per distance traveled, i.e., the downward sloping part of the road safety Kuznets curve.Formal models of traffic fatalities are developed for vehicle occupants and pedestrians. Reduced-form approximations to these models are estimated using panel data for over 30 high-income countries over 1964-2002. Estimates suggest that demographic changes and road building contributed to declines in both vehicle occupant and non-occupant fatality rates. In addition, increases in the size of the vehicle fleet, as predicted by theory, have increased occupant deaths while decreasing pedestrian deaths per distance driven.Improvements in medical care also played a role in reducing both fatality rates. The results do not offer evidence of a significant increase in demand for risky driving in response to newer, safer vehicles or seatbelt usage. The extent to which alcohol and increases in the elderly population have detrimental effects on fatality rates is found to be twice as large for pedestrians as for vehicle occupants.

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Section: 22d Vehicle Safety Features and Vehicle Inspectionsmentioning

confidence: 99%

Traffic fatalities and economic growth

Kopits

Cropper

2005

Accident Analysis & Prevention

383

100

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“…OB is implied by reduced concern by consumers in reaction to positive information about the impact of policies aimed at mitigating the risk of contamination. Peterson et al (1995) and Poitras and Sutter (2002) advanced that prior to building up a suitable theory on OB, it is essential to make clear certain concerns associated with command and control policies, sorting issues which develop due to information asymmetry and OB. Direct interventions involve command and control principles for implementation which utilize sampling techniques to check a product's quality (Hathaway, 1995).…”

Section: Offsetting Behavior and Food-safety Informationmentioning

confidence: 99%

Offsetting behavior and the benefits of food safety policies in vegetable preparation and consumption

2010

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Outbreaks of foodborne illnesses have an effect on the development of public health policy. Due to safety‐related uncertainties in the food supply chain, various regulatory safety and health policies are implemented to decrease potential harm to likely victims. The expected effect of these food‐safety policies forecasted in terms of reduction in foodborne illnesses, mortality, and food‐related diseases may be overstated if consumers' offsetting behavior is overlooked. Reduction and, in some cases, reversal of direct policy effect may occur. This research tests the presence of dominant or partial offsetting behavior in the preparation and consumption of vegetables if a food‐safety policy such as the Pathogen Reduction/Hazard Analysis and Critical Control Point (PR/HACCP) is mandated in the vegetable sector. Experimental results indicate the presence of dominant offsetting behavior in response to mandatory introduction of PR/HACCP in the vegetable sector. © 2010 Wiley Periodicals, Inc.

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“…For example, it is doubtful that driving fatalities will be totally eliminated if they are only seen to be a regulatory problem involving driver education and policing. Even relying on vehicle design issues may be insufficient, as road design parameters must also be considered if the issue is to be comprehensively addressed and in some cases safety devices may even result in consumers behaving more irresponsibly (Peterson et al, 1995).…”

Section: The Role Of Public Policymentioning

confidence: 99%

The Harm Chain

2003

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This paper introduces the concept of a 'harm chain' as a mechanism to further broaden the way in which firms and public policy makers consider potential negative outcomes from marketing activities. The purpose of conceptualizing a 'harm chain' is to examine specifically the creation of harm within networks of marketing exchanges that might occur throughout preproduction, production, consumption and post-consumption activities. The authors suggest that addressing issues where harm occurs allows both firms and policy makers to identify whether exchanges bring about harm, how relevant parties can address the core cause of harm, as well as how those who are harmed can be protected.

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Are Drivers of Air-Bag-Equipped Cars More Aggressive? A Test of the Offsetting Behavior Hypothesis

Cited by 98 publications

References 12 publications

Traffic fatalities and economic growth

Traffic fatalities and economic growth

Offsetting behavior and the benefits of food safety policies in vegetable preparation and consumption

The Harm Chain

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