Linda van Roosmalen

Quality of life technology: the state of personal transportation

Motor vehicles are a technology that has been embedded in the built environment since the early 1900s. Personal transportation is important for the quality of life of individuals who have disabilities because it gives a feeling of freedom and enables individuals who have mobility impairments to participate in the community. This article describes the evaluation of individuals and their cognitive, sensory, and physical abilities that are important for (safe) driving. A case is made for independent mobility for individuals who have disabilities and elderly individuals by first giving an overview of the functional, cognitive, and sensory abilities that are critical for driving. Second, the types of vehicle modifications and state-of-the-art controls that are available and on the horizon are described and the way in which these technologies are selected to meet driver needs is explained. Requirements for driver safety systems for drivers who remain in their wheelchairs are then discussed. Finally, emerging and innovative driving enhancement systems, such as obstacle avoidance and navigation, are discussed, as are their benefits in helping drivers who have disabilities and elderly drivers to experience safe and independent driving.

Wheelchair Tiedown and Occupant Restraint System Issues in the Real World and the Virtual World: Combining Qualitative and Quantitative Research Approaches

The Americans with Disabilities Act requires that transit providers accommodate passengers who use “common wheelchairs” when traveling in a motor vehicle. Wheelchair tiedown and occupant restraint systems are commonly used to secure wheelchairs and restrain occupants in fixed-route and demand route transit vehicles. Throughout the 17 years since the Americans with Disabilities Act has been in effect, transit providers have complained about the usability of wheelchair tiedown and occupant restraint systems, and improper securement has been linked to injuries among wheelchair users during “nonimpact incidents.” This research study explored the use of wheelchair tiedown and occupant restraint systems in actual practice and the potential risks of misuse to wheelchair-seated individuals. The qualitative research conducted in this study revealed that improper wheelchair securement (i.e. using less than four tiedown straps) can be fairly common practice in fixed-route transit. In addition, preliminary computer simulations show that improper wheelchair securement in emergency driving conditions may place wheelchair occupants at a greater risk of injury. It should be noted, however, that this is a pilot study and has its limitations. For example, qualitative data were gathered from one metropolitan area transit provider across a limited range of vehicle and wheelchair types. Additionally, the computer simulation model used in this study was originally validated for impact situations.

Evaluation of wheelchair drop seat crashworthiness

Wheelchair seating crash performance is critical to protecting wheelchair users who remain seated in their wheelchairs during transportation. Relying upon computer simulation and sled testing seat loads associated with a 20 g/48 kph (20 g/30 mph) frontal impact and 50th percentile male occupant were estimated to develop test criteria. Using a static test setup we evaluated the performance of various types of commercially available drop seats against the loading test criteria. Five different types of drop seats (two specimens each) constructed of various materials (i.e. plastics, plywood, metal) were evaluated. Two types of drop seats (three of the total 10 specimens) met the 16650 N (3750 lb) frontal impact test criteria. While additional validation of the test protocol is necessary, this study suggests that some drop seat designs may be incapable of withstanding crash level loads.

Computer simulations of obesity effects on occupant injury in frontal impacts

Obese occupants in motor-vehicle collisions experience different injury risks compared to non-obese occupants and there is little data available to explain these differences. The purpose of this study was to examine mechanisms of injury and injury risk to obese male occupants in frontal motor-vehicle collisions. Computer models were created to investigate the contributions of increased occupant mass and the interaction between the obese torso and seatbelt on occupant injury risk. A design-of-experiments approach was used to investigate the effects of body mass index (BMI) on occupant injury while controlling for vehicle environment variables. Results suggest that occupant mass is the most significant factor contributing to different injury risks in obese occupants. Changes in obese torso/seatbelt interaction, due to increased BMI alone, do not significantly affect occupant injury risk. However, changes in torso/seatbelt interaction coupled with increased occupant mass alter the overall kinematics of the occupant causing increased risk of injury to the lower extremities.

Towards the next generation of wheelchair securement--development of a demonstration UDIG-compatible wheelchair docking device.

The main purpose of this study was to demonstrate that an auto-docking device (ADD) could be produced that would meet the requirements for the universal interface contained in the evolving International Standard Organization (ISO 10542-3) standard and also meet Americans with Disabilities Act (ADA) regulations within the United States. A secondary purpose was to produce a practical design that directly addressed the most pressing securement deficiencies being experienced by transit users and providers that had promise of transfer to commercial availability. ADD development has demonstrated that a standards-compatible ADD can be produced that meets the rigorous crash test requirements of ISO 10542-3. Follow-up in-vehicle testing indicated the need for design refinement in order to prevent movement of an occupied manual wheelchair in excess of the 2-in. maximum requirement stipulated in the 1990 ADA. A user focus group provided feedback on the utility of the overall universal auto-docking concept, as well as guidance for improvement to control interfaces that would be located in the wheelchair and driver stations. The partnership with Kinedyne Inc., a manufacturer of securement devices, provided the industry-based focus that resulted in the cost containment and marketing expertise necessary to make the ADD a viable commercial product.

Universal Navigation through Social Networking

In todays complex metropolitan and aging society, navigation, which is an essential mobility activity, has become increasingly challenging for many individuals. This is particularly true for individuals who are unfamiliar with the area or require special navigation assistance due to visual, physical, or cognitive impairments. While there have been much advancements in navigation systems, they are one-size-fits-all and not universal. In this paper, we present the concept of Universal NAVIgation Technology (UNAVIT), which is a framework providing navigation assistance anywhere, anytime, and for any user through social networking (UNAVIT-SN). We discuss UNAVIT-SN, its components and features, and present key algorithms for providing suitable navigation solutions both indoors and outdoors, at different times and for users with a variety of needs and preferences.

State of the Science Workshop on Wheelchair Transportation Safety

ABSTRACT The Rehabilitation Engineering Research Center on Wheelchair Transportation Safety held a state-of-the-science workshop on wheelchair transportation. The workshop had three purposes: reviewing and documenting the status of wheelchair transportation safety, identifying deficiencies, and formulating, discussing, and prioritizing recommendations for future action. The final goal was to disseminate the workshop outcomes for utilization in formatting future research priorities. A nominal group technique was used to facilitate focused open discussion by knowledgeable persons, resulting in the identification and ranking of existing deficiencies according to priority. Participants then formulated potential short-term solutions and speculated what wheelchair transportation safety should be in the future. This document presents four white papers, prepared prior to the workshop and modified according to participant feedback, and summarizes the outcomes of the workshop. The results identify and prioritize recommendations for future action.

Wheeled mobility device transportation safety in fixed route and demand-responsive public transit vehicles within the United States.

ABSTRACT An overview of the current status of wheelchair transportation safety in fixed route and demand-responsive, non-rail, public transportation vehicles within the US is presented. A description of each mode of transportation is provided, followed by a discussion of the primary issues affecting safety, accessibility, and usability. Technologies such as lifts, ramps, securement systems, and occupant restraint systems, along with regulations and voluntary industry standards have been implemented with the intent of improving safety and accessibility for individuals who travel while seated in their wheeled mobility device (e.g., wheelchair or scooter). However, across both fixed route and demand-responsive transit systems a myriad of factors such as nonuse and misuse of safety systems, oversized wheeled mobility devices, vehicle space constraints, and inadequate vehicle operator training may place wheeled mobility device (WhMD) users at risk of injury even under non-impact driving conditions. Since WhMD-related incidents also often occur during the boarding and alighting process, the frequency of these events, along with factors associated with these events are described for each transit mode. Recommendations for improving WhMD transportation are discussed given the current state of knowledge.

The Effect of City Bus Maneuvers on Wheelchair Movement

A state-of-the-art four-point tiedown system, a prototype automatic docking system, and a prototype rear-facing wheelchair passenger station (RF-WPS) were installed in a large accessible transit vehicle (LATV). A manual wheelchair, powered wheelchair, and a three-wheeled scooter were used to test the securement performance of each wheelchair securement system during LATV normal driving, hard braking, and rapid turning maneuvers. All test wheelchairs were loaded with an ISO 7176 Part 11 compliant loader gage representing the weight of an average male wheelchair occupant. A tri-axial accelerometer measured vehicle acceleration during driving maneuvers, and a low-tech movement tracking system measured wheelchair movement during driving maneuvers. Results show that each wheelchair securement system limited wheelchair displacement to less than the 51-mm Americans with Disabilities Act (ADA) displacement limitation, and none of the securement systems showed visible signs of failure. Accelerations during LATV normal driving, hard braking, and rapid turning did not exceed 0.76 g.

User Evaluation of Three Wheelchair Securement Systems in Large Accessible Transit Vehicles

Ease of use, comfort, security, and independent use of three types of wheelchair securement systems were evaluated in a large accessible transit vehicle by 20 wheelchair and scooter users. The securement systems included a 4-point tie-down system, a prototype autodocking system, and a prototype rear-facing wheelchair passenger (RF-WP) system. Study participants took a 15-minute city ride and completed a survey. Participants responded positively to the autodocking and RF-WP systems that were quicker and easier to use and allowed more independent use than the 4-point tie-down system (p < 0.001). There was concern regarding the RF-WP system that rear-facing travel made it more difficult to see upcoming stops and was less comfortable than a forward-facing ride and that the system may damage wheelchair wheels during use. The majority of participants preferred using an autodocking system because it allowed secure and independent forward-facing travel. Participants found it undesirable, however, that a wheelchair-mounted docking adaptor was needed to use the autodocking system. Study results indicate a need for improved securement systems for forward-facing use that do not require a wheelchair adaptation and can be easily and independently used by wheelchair and scooter users.