Describe the correct use of child restraint systems for passenger safety
Child restraint systems
provide specialized protection for pediatric motor vehicle occupants whose body
structures are still immature and growing. There are many occupant protection
systems available and the different types of restraints are appropriately
matched to children based primarily on their ages and sizes. Even with the most
appropriate child restraint, the way in which it is installed and used can
affect its performance. This review describes the basic principles behind the
design of occupant restraint systems and applies them to the needs of children.
It also includes a brief overview of child restraint testing procedures and
their limitations. Each section describes research and insight behind current
best practice concepts, primarily from the US perspective.
Children up to
the age of 4 must be properly restrained in a federally approved child
safety seat that is attached to a vehicle by a seat belt or universal child
restraint anchorage (LATCH) system. Children less than age 4 but weighing more than 40 pounds may be restrained
in a booster seat with a lap/shoulder safety belt. However, a child safety seat
that accommodates higher weights can be used. Children ages 4, 5, 6 and 7 must be properly secured in an appropriate
child restraint system, one for which the child meets the height and weight
recommendations of the child restraint manufacturer. An appropriate child restraint
system is one that meets the child's size and weight recommended by the
manufacturer. A vehicle's safety belt is
NOT a child restraint system.
Children riding
in booster seats must be secured with a combination lap/shoulder seat
belt, NEVER secure a child in a
booster seat with only a lap belt. From
the age of 8 until they reach their 16th birthday, children must be
restrained in a seat belt whenever they ride in a vehicle. All Front seat
passengers must be properly restrained at all times, regardless of age.
Children 12 years and younger should ride in the back seat. By simply buckling
up your child in the back seat reduces his/her risk of death by 33%. It is
recommended that booster seats be used until your child is 4 foot 9 inches tall
or weighs 100 pounds.
Describe the correct use of child restraint systems designed for children with special needs
Preschoolers and children
with special needs often present a challenge when selecting child safety
restraint systems to be used on school buses. In this second of a three-part
series, we will continue to discuss common problems of this population and offer
possible equipment solutions. Children with special needs, such as cerebral
palsy, autism, or spinal cord problems require adaptive car seats or seat
restraints for continued safety in cars or buses. Finding the right car seat
for a special needs child can be a challenge with certain medical conditions or
behavior problems that lead a child to repeatedly unbuckle a car seat's harness
straps.
Understand the basic features of standards for crashworthiness of
wheelchairs and seating systems
Wheelchair
users who cannot transfer to vehicle seats must remain seated in their
wheelchairs, using them as motor vehicle seats during transportation. However,
in most cases, wheelchairs have not been designed to serve as motor vehicle
seats and wheelchair components may not be able to withstand the loads
associated with crashes. The level of protection that wheelchairs and their
seating systems provide under impact is, in many cases. Vehicle seats are key
to protecting occupants in a crash and accordingly motor vehicle seats have
been designed to maximize occupant protection. Motor vehicle seats must undergo
extensive testing to assure that they meet crashworthiness and occupant
protection regulations as described by the Federal Motor Vehicle Safety
Standards (FMVSS). Seats must be secured to the vehicle and maintain their
integrity so as to not load the occupant during a crash. Vehicle seats and
hardware must be designed and constructed to provide support and reduce injury
to their occupant under impact loading and rebound. When functioning as a motor
vehicle seat, wheelchair seating systems should provide a similar level of
occupant protection. Testing of wheelchair seating systems and its components
independent of a specific wheelchair will promote increased safety, as well as
increased availability of transport-safe seating. Currently, service providers
and consumers are limited in their selection of transport-safe seating since
only those seats which have been sled impact tested with a WC19 approved
wheelchair are designated as transport-safe by wheelchair manufacturers. In
addition, little is known about the safety and little guidance exists for use
of various postural support devices on wheelchairs used as motor vehicle seats.
Understand the use
and basic features of standards for wheelchair tie-downs and occupant restraint
systems
(usually somewhere on a metal bar below the seat), it means you're good to
go--literally. Wheelchairs that are WC-19 compliant have been specifically
designed for use as a seat in a motor vehicle as a result of industry standards
developed on a national and international level for wheelchair manufacturers,
who must adhere to design, performance, testing, and labeling requirements for
wheelchairs designated for use in wheelchair transportation:
- A
wheelchair must be able to withstand a 30-mph collision at 20-g with
little or no structural damage.
- A
wheelchair must have at least four securement points to which a wheelchair
tie-down strap can be safely attached.
- A
wheelchair must meet test requirements established by the Society of
Automotive Engineers (SAE) for wheelchair tie-downs and wheelchair
occupant restraint systems and how they are used.
- A
wheelchair must meet test requirements established by the Society of
Automotive Engineers (SAE) for wheelchair tie-downs and wheelchair
occupant restraint systems and how they are used.
Identify the major components of driver evaluation
Evaluation of the disabled driver is an
objective assessment of driving skills for impaired drivers of all ages. The
evaluation includes an in-clinic portion conducted by a licensed occupational
therapist and a behind-the-wheel-evaluation conducted by a representative from
a local driving school. This screening requires a physician’s prescription.
Comprehensive in-clinic evaluations and screenings are performed by a licensed
occupational therapist and results are totally confidential. Behind-the-wheel
tests are offered by a driving school if determined necessary by the
occupational therapist.
Identify the major components of driver retraining programs
The good news is that there is
increasing evidence that older driver retraining can lead to improvements in
general driving knowledge and driving-specific skills. The evidence-based
recommendations to driver rehabilitation specialists regarding strategies to
include in a driving retraining program for older adults include physical
training targeting flexibility, coordination, and speed of movement, as well as
an educational intervention combined with an on-road component. A previous
systematic review of studies investigating skill-specific retraining
interventions for older adults revealed eight English language studies. One
investigated physical retraining, one, a visual perception intervention, and
five, an educational intervention: one examined a combination of all three, in
addition to traffic engineering improvements. Overall, the results suggest that
the use of skill specific training may play a critical role in the re-training
of driving skills in older drivers. An updated systematic review revealed 4
additional studies: one on physical retraining, one on education, and, two on
education plus on-road training. The current evidence on the effectiveness of
retraining aimed at older drivers is sufficiently encouraging to merit actions
regarding intervention and program planning.
Discuss major design features to consider when making a vehicle purchase
The first factor that the trustee and family should
consider is the amount available from the trust assets for the purchase.
If the trust contains substantial liquid assets sufficient to meet the current
and future needs of the beneficiary, then this factor will not be as
significant. On the other hand, if the trust does not contain ample assets for
current and future needs, the trustee must weigh the need for and availability
of alternative types of transportation against other current and future needs
of the beneficiary. The trustee can determine if there is any public source of
funding, such as the Veterans Administration (VA) program or state department
of vocational rehabilitation. A lease may be an appropriate financing tool for
trusts that contain annuities or have non-liquid investments.
The lease or purchase of an accessible vehicle or the
costs of a van conversion may offer a medical income tax deduction that could
be helpful to offset income from investments. The trustee must evaluate the
structure of the purchase, such as a lease, direct purchase or loan, in light
of the particular situation. A plan for routine maintenance and the costs
associated with vehicle maintenance should be considered at the time of
purchase. The second factor relates to safety concerns. The goal is to purchase
or lease an appropriate and safe vehicle. This cannot be done without an
assessment of the beneficiary’s and driver’s needs. Who will be operating the
vehicle? Does the potential driver have a history of seizures or other
neurological conditions? Does the operator have a valid driver’s license? Has
the driver had an assessment to identify driver specific recommendations for
adaptive equipment? If the beneficiary is wheelchair dependent, has there been
an assessment to determine what adaptive equipment is recommended? There are
advantages and disadvantages of different wheelchair lift systems. Assessments
of driver safety and appropriate vehicle adaptations are sometimes necessary
before the trustee can approve of the disbursement for an appropriate and safe
vehicle. While the trust beneficiary, his family or caretaker typically notify
the trustee of the need for a vehicle and often have a particular vehicle in
mind, the trustee must exercise its independent judgment regarding the
appropriateness of the proposed vehicle and adaptations to it. What is a safe
and appropriate vehicle for one person may not be for another. Trustees cannot
be expected to be accessible vehicle safety experts, but trustees can consult
with such experts to make informed decisions regarding safe and appropriate
vehicle options to meet the particular needs of the beneficiary.
Discuss vehicle access issues for individuals with disabilities
The rear seat is the safest place for all children, and rear-facing car
safety seats must never be placed in the front seat of a vehicle that has a
front passenger air bag. The impact of a deploying air bag can severely injure
or kill an infant or small child. Children may also be at risk of injury if
they are out of position or lie against the door of a vehicle with a side air
bag. For a child with special health care needs who requires frequent
observation during travel and for whom no adult is available to accompany the
child in the back seat, an air bag on/off switch should be considered for the
vehicle. Instructions provided by the manufacturer of the vehicle and the
manufacturer of the car safety seat must be followed. Plans for procurement of
the most appropriate restraint and training for the proper use of the device
and its installation in the vehicle should be incorporated into hospital
discharge planning for all children with special needs. Any child with a
medical problem should have a special care plan that includes what to do during
transport if a medical emergency occurs. Parents, health care professionals,
and educators should be encouraged to incorporate a child's special
transportation needs into the individual education plan developed with the
school.
Describe vehicle modifications to promote access for individuals with
disabilities
If there’s one thing you might already
know about accessible vans, it’s that they aren’t cheap. It might help to
understand what’s involved in a van "conversion" and why it can cost
anywhere from $12,000 on up (way up if you need equipment like high-tech hand
controls) to make a van accessible. When a consumer buys an "adapted,"
"accessible" or "converted" van that means a standard van
produced by a major automotive manufacturer such as DaimlerChrysler, Ford,
General Motors or Toyota has had modifications made. Vans aren’t manufactured
with accessibility features built in, since these need to be suited to the
individual user. After it comes off the assembly line, the van gets modified or
converted by another company, usually a specialized mobility equipment
manufacturing company or mobility dealer.
Depending on make and model year, conversions
can be done on a variety of both new and used vans. Modifications can range
from simply adding a seat that turns and lowers to help a person get in and
out, to a complete conversion that includes installing a ramp or lift system
for a wheelchair user. A complete conversion involves several major changes to
the standard minivan chassis, frame and interior. For example, minivan
conversions include lowering part of or the entire floor by several inches, up
to 10 inches on some models. That means for some brands, the gas tank must be
relocated and/or replaced to accommodate the lowered floor, and systems such as
fuel and heating/cooling must be rerouted. Many side-entry minivans also need
an enhanced suspension system so the vehicle can lower itself and reduce the
distance from the van floor to the ground.
Describe primary and secondary driving controls
Primary driving control
options designed to operate the gas and brake steering controls of a motor
vehicle. In years past, we developed a number of independent systems such as
the popular EGB Electronic Gas Brake, DS-2000 Digital Steering, and DIGIDRIVE
Digital Joystick Driving Control. Today, they manufacture one single control
system, AEVIT. With the new AEVIT technology, more than ten different control input
devices are available to meet your needs. Each of these different control
inputs can be used in conjunction with the same control drive components and
output servomotors to create a system tailored to your needs. The AEVIT primary
driving control system provides a low-effort control solution for operation of
the factory gas, brake, and steering controls. A variety of unique interfaces
to the control system are available and can be mounted nearly anywhere in the
driver's area of the vehicle. These "input devices," as they are
called, have the look and feel of factory driving controls, but are designed
specifically for the purpose of maximizing your abilities. As the acronym AEVIT
implies, technology is the foundation upon which this remarkable driving control
system is designed. AEVIT utilizes sophisticated microprocessor design and
modern control area networking to convert your mechanical input into motion by
the powerful output servomotors. These servomotors are installed to manipulate
the factory gas and brake pedals, the factory steering column, or all three.
Whether you require just gas and brakes, or just steering, or gas, brakes, and
steering, there's an AEVIT system for you!
The secondary driving
controls manufactured by EMC are designed to operate vehicle functions other
than gas, brakes, and steering. We offer a variety of options for many
different vehicle applications. Our controls can be purchased as a complete
console system to complement your primary driving controls or they can be purchased
individually. For example, if the AEVIT primary driving control system will be
used to operate the gas/brake and/or steering functions in the vehicle, we
recommend the Gold Series "complete" console system. On the other
hand, if remote access is required for only a limited number of secondary
driving controls, you may wish to consider the Econo Series console system. Of
course for any application, one or more accessory stand-alone products may be
desirable. Whether your application calls for voice activation or touchpad
operation, EMC is committed to meeting your needs!
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