Douglas Hobson, PhD
University of Pittsburgh, USA

The assistive technology supplier (ATSs), as a supplier of wheeled mobility devices (WMDs) and related seating devices, and prescribing clinicians should be sufficiently knowledgeable about WMD transportation safety so that helpful recommendations can be given to WMC users and transporters. This is not only good professional practice, but also may prove important to minimizing legal exposure in the event of a transport mishap.

Increasing numbers of people with disabilities use wheeled mobility devices (WMDs), i.e., traditional manual and powered wheelchairs, powered bases, scooters, strollers, etc., as means of accessing public and private motor vehicles. For many, the ability to use their WMD while riding in a transport vehicle is the only feasible means of gaining access to education, work or recreational activities. WMDs, both traditional and contemporary, were not designed to be used as seats in a transport vehicle. That is, the wheels, seat and frame structures and battery containers were not engineered to withstand the high forces of a crash. Most WMDs do not have designated attachment points for securement to the vehicle, and therefore securement, both in terms of strength and location on the frame, can often be haphazard and uncertain from a safety viewpoint. Therefore, most WMDs do not provide the occupant the same level of rider safety as that provided for a non-disabled passenger. However, the reality is that thousands of individuals are using untested WMDs on transportation systems on a daily basis. This creates a potential safety hazard for the WMD occupant, as well as for other passengers in a transit vehicle in the event of a crash, or even an emergency driving manoeuver.

There are essentially two basic approaches to the securement of WMDs that are in common use today: attendant-operated and docking devices. The attendant-operated type usually has three or four belt-type devices that hook to various parts of the WMD frame. However, there are potential problems with this type:

1) there may be no appropriate location to attach the strap on the wheelchair,
2) it may be too time-consuming, especially for Bus Rapid Transit systems, and
3) an attendant must be present.

Furthermore, recent test results have indicated that existing strap-type systems are at the upper limits of their capacity when tested at 30 mph/20g loading. Obviously, heavier models of powered WMDs may not be secure at these crash load levels. Also, users of transit vehicles have expressed dissatisfaction with attendants having to grope around their legs while fastening or disengaging the securement devices.

Another method of securement is wheel or frame clamps that usually require an attendant, and in many cases pose an even greater concern for occupant safety in a crash.