Volvo gave away the patent, and every new car had to include one. Getting people to buckle up took decades.
This essay is a departure from what I normally write. When I
read, I leave margin notes of my reactions to passages and I’ve
been wrestling with a contradiction across these notes. It
crosses a few disciplines, including finance, and there’s enough
crossover to be worth your time. My question is this. If you have to force a policy, does that doom it to failure? In other words, if
a new idea truly is an improvement, do people need to be forced
to adopt it?
Show the data
| Year |
Belt use |
Survey |
| 1971 |
About 17% |
Drivers, national survey (approximate) |
| 1974 |
More than 20% |
Drivers (estimate) |
| 1976–77 |
18.5% |
Drivers in 16 cities |
| 1978 |
13% |
Drivers in 19 cities |
| 1979 |
10.9% |
Drivers in 19 cities |
| 1980 |
11% |
Passenger-vehicle drivers (CDC, citing NHTSA) |
| 1981 |
11.4% |
Drivers in 19 cities |
| 1982 |
11.3% |
Drivers in 19 cities |
| 1983 |
14.0% |
Drivers in 19 cities |
| 1984 |
14.4% |
Drivers in 19 cities |
| 1985 |
21.4% |
Drivers in 19 cities |
| 1986 |
36.7% |
Drivers in 19 cities (see note) |
| 1987 |
42.3% |
Drivers in 19 cities |
| 1988 |
46.3% |
Drivers in 19 cities |
| 1989 |
46.3% |
Drivers in 19 cities, shoulder belts |
| 1990 |
49.0% |
Drivers in 19 cities |
| 1991 |
51.1% |
Drivers in 19 cities |
| 1994 |
58% |
Front-seat occupants, national survey (NOPUS) |
| 1996 |
61% |
Front-seat occupants, national survey (NOPUS) |
| 1998 |
65% |
Front-seat occupants, national survey (NOPUS) |
| 1999 |
67% |
Front-seat occupants, national survey (NOPUS) |
| 2000 |
71% |
Front-seat occupants, national survey (NOPUS) |
| 2001 |
73% |
Front-seat occupants, national survey (NOPUS) |
| 2002 |
75% |
Front-seat occupants, national survey (NOPUS) |
| 2003 |
79% |
Front-seat occupants, national survey (NOPUS) |
| 2004 |
80% |
Front-seat occupants, national survey (NOPUS) |
| 2005 |
82% |
Front-seat occupants, national survey (NOPUS) |
| 2006 |
81% |
Front-seat occupants, national survey (NOPUS) |
| 2007 |
82% |
Front-seat occupants, national survey (NOPUS) |
| 2008 |
83% |
Front-seat occupants, national survey (NOPUS) |
| 2009 |
84% |
Front-seat occupants, national survey (NOPUS) |
| 2010 |
85% |
Front-seat occupants, national survey (NOPUS) |
| 2011 |
83.8% |
Front-seat occupants, national survey (NOPUS) |
| 2012 |
86.1% |
Front-seat occupants, national survey (NOPUS) |
| 2013 |
87.2% |
Front-seat occupants, national survey (NOPUS) |
| 2014 |
86.7% |
Front-seat occupants, national survey (NOPUS) |
| 2015 |
88.5% |
Front-seat occupants, national survey (NOPUS) |
| 2016 |
90.1% |
Front-seat occupants, national survey (NOPUS) |
| 2017 |
89.7% |
Front-seat occupants, national survey (NOPUS) |
| 2018 |
89.6% |
Front-seat occupants, national survey (NOPUS) |
| 2019 |
90.7% |
Front-seat occupants, national survey (NOPUS) |
| 2020 |
90.3% |
Front-seat occupants, national survey (NOPUS) |
| 2021 |
90.4% |
Front-seat occupants, national survey (NOPUS) |
| 2022 |
91.6% |
Front-seat occupants, national survey (NOPUS) |
| 2023 |
91.9% |
Front-seat occupants, national survey (NOPUS) |
| 2024 |
91.2% |
Front-seat occupants, national survey (NOPUS) |
| 2025 |
91.3% |
Front-seat occupants, national survey (NOPUS) |
Sources: NHTSA driver surveys, 1971–77 (approximate, not
national samples); NHTSA 19-City Survey of passenger-car
drivers, 1978–91 (1980 from CDC, citing NHTSA); NHTSA National
Occupant Protection Use Survey (NOPUS) of front-seat occupants
nationwide, 1994–2025, not run in 1995 or 1997. NHTSA’s 1986
report gives 36.7% for that year; a 1992 NHTSA summary lists
30%. State-survey averages for 1990–97 use different methods
and are not shown.
⁂
This illustrates a tradeoff between adoption and choice quality.
You can increase adoption by adjusting defaults, or you can
adjust choice quality by increasing friction. It’s very
difficult to do both. Also, defaults are valuable because they
allow for feedback. If the 401(k) were mandated, we couldn’t
track opt-out rates. We couldn’t determine if the retirement
plan was serving the needs of savers as easily.
My thinking has evolved on this. I started by believing that if
a government policy was focused on optimizing a metric, then it
was likely to fail, but if it was focused on creating a
substrate through which people operate (contract law, currency),
then it will be accretive to society and endure. But then I
looked at seatbelts again, and if that was the right framework,
seatbelts should’ve been adopted ubiquitously when they were
installed in every car. No one was forced to wear one, but it
was available to all drivers. Instead it took another two
decades of legal restrictions to change behavior.
Then I considered the anti-seatbelt debate. Convenience,
personal autonomy, and the question of whether police should be allowed to pull people over for not wearing one were all
tradeoffs that needed to be considered. In 1984, a Gallup poll found 65% of Americans opposed fining people for not wearing one, and the argument was allowed to
evolve in public. Costs and benefits could be considered.
⁂
When someone proposes a product, policy, or rule, they typically
explain the benefit. They’re probably right too. The point is
that we need to find out what the tradeoff is. We should always
ask specific questions about which group is bearing the costs,
and which are receiving the benefits. Force is justified when
the tradeoffs have been named and the people bearing them
agreed.
⁂