Browse Topic: Vehicle accessibility

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Reduced Effort Brakes and Reduced Effort Vacuum Powered Brake Backup SystemsJ2671_202606 (Current)6/22/2026
This Information Report relates to a special class of automotive adaptive equipment which consists of modifications to the power brake booster systems provided as original equipment of motor vehicles. These modifications are generically called "Reduced Effort Power Brakes" (REPB) The purpose of the modification is to lower the amount of driver effort required to apply the brakes. Retention of reliability, ease of use and maintainability for disabled drivers, passengers, and the general public is of primary concern. Reduced Effort Power Brake modifications should be qualified by the tests referenced in the Recommended Test Procedure. The tests set forth in that procedure should be applied, and failure of a Reduced Effort Power Brake modification to meet those tests should disqualify the modification from the claim of meeting the specifications of this Information Report. Because this is an Information Report, the numerical values for performance measurements presented in this report and in the accompanying Test Procedure, while based upon the best knowledge available at the time, have not been validated by a testing of the Test Procedure.
Adaptive Devices Standards Committee
Accessibility in Advanced Air Mobility: Boarding Passengers with Reduced Mobility onto Vertical Takeoff and Landing AircraftF-0082-2026-03105/5/2026
A plethora of electric vertical takeoff and landing (eVTOL) aircraft development projects aim at developing passenger-carrying aerial vehicles for the purpose of providing point-to-point mobility services within and between metropolitan areas. The nascent passenger-carrying advanced air mobility (AAM) industry promises more affordable fares and seamless experience through innovation in aircraft design with the roll-out of these novel eVTOL within five years, new concepts of operations involving more automation, and higher utilization than with today's helicopter charter operations. AAM operators plan to leverage existing heliport facilities as well as trigger the development of new vertiports-some of them could be located on existing city real estate (e.g., high-rise buildings and parking garage rooftops). Moving vertical flight toward higher-intensity passenger operations and enabling a broad adoption as outlined during the dawn of AAM raise the question of accessibility. This includes access to the VTOL door sill for passengers with reduced mobility (PRMs), the VTOL boarding and deplaning process, and the feasibility of carrying their equipment onboard (including wheelchairs). This context includes the intermodal aspects of the first and last miles to the vertiport, the availability of equipment for facilitating PRM boarding, and the broad variety of aviation facilities that are served by VTOL aircraft-including small helipads and vertipads that are not all PRM-accessible. The study identifies key design and operational criteria for reducing barriers to an unhindered boarding and deboarding of VTOL aircraft-including helicopters and eVTOLs. It suggests mitigation in aircraft design and vertiport design. The analysis emphasizes the importance of incorporating accessibility considerations in the development of the different components of AAM in order to enhance operational safety, efficiency, and customer experience and to prevent adverse impacts on dignity, fairness, and mobility for all.
Le Bris, Gaël, Nguyen, Loup-Giang
Multi-Stage Packaging and Routing Optimization for Automotive Component Layout, Wire Harness and Duct Route Design2026-01-05074/7/2026
Modern vehicle design involves complex considerations and tradeoffs between system integration and layout which have a direct impact on performance, efficiency, and cost. The placement of equipment including control boards, motors, and fans as well as the routing of ducts and wire harnesses poses a time-consuming and intricate problem for design engineers. This paper presents an automated methodology to determine the optimal component packaging configuration, duct routing, and wire harnessing layout to maximize component packing density and minimize the total routing length. A two-stage optimization framework has been developed where the first stage packages the components within the design space with considerations for space utilization, component overlap, proximity relationships, point-to-point accessibility, and component mounting. The second stage implements a custom A* path-finding algorithm and gradient based optimization to determine the optimal route layout between port points. The objective of this work – using A* and gradient based optimization - is to minimize the total length of the duct work and harness layout while respecting proximity, overlap, and accessibility considerations. This paper outlines the methodology and real-world application through the design optimization of an automotive dashboard.
LeFrancois, Richard, Kim, Il Yong
Recommendations for ADS-DVs to Accommodate the Needs of People with DisabilitiesJ3261_202602 (Current)2/17/2026
ADS-DVs promise to expand transportation options for individuals who have been historically underserved in personal transportation. However, for this to be truly realized, the unique needs of persons with disabilities (PWDs; including those who are deaf and hard of hearing, blind, have low vision, have upper body limitations, have lower body limitations, are wheelchair users, and have cognitive disabilities) should be understood at the design stage of vehicle development. This document presents a list of recommendations for use in the design and development of ADS-DVs based on the identified needs of PWDs. It considers the accessibility of services used to interact with the ADS-DV before the trip and the complete trip (including planning the trip and requesting the vehicle, determining a pickup location, finding the vehicle, authenticating the user, entering the vehicle, interacting with the vehicle while inside, determining a drop-off location, exiting the vehicle, and finding the destination). The presented recommendations attempt to address most disabilities and enable independent travel. However, it is understood that certain populations may not be included due to technical or other limitations. The focus is on those who are willing and able to travel independently. Additionally, while some accessibility recommendations can benefit everyone, it is worth acknowledging that some may involve trade-offs among individuals or groups. Although this document does not explicitly address such trade-offs, they should be considered when applying any of the presented recommendations.
On-Road Automated Driving (ORAD) Committee
Crashworthiness of WC19 Wheelchairs in Horizontal Dynamic Aircraft Seating Tests09-14-02-00011/23/2026
At present, commercial air travel rules do not allow people to sit in their own wheelchairs during flight. However, airline seating often does not meet medical needs. In response to current requests to allow this seating option, we researched the crashworthiness and safety of wheelchairs for potential use in aircraft. For motor vehicle travel, many wheelchairs meet voluntary standards for crashworthiness and safety per RESNA WC19. This project assesses whether WC19-compliant wheelchairs can meet FAA aircraft seating standards when secured using 4-point tiedowns. For the FAA horizontal impact testing, computer modeling indicated that a trapezoidal sled pulse was sufficient to represent the more typical triangular pulse, and that due to the flexibility of the tiedown webbing, the effect of the simulated pitch/roll element was minimal. During the initial two horizontal impact tests, fracture of the left front wheelchair caster was observed. The remaining five wheelchairs were tested with an added vehicle-mounted lap belt and were successful at meeting occupant retention and structural integrity requirements. The outcomes show that it may be possible for people to remain seated in a WC19-compliant wheelchair for air travel without a significant decrement in safety.
Klinich, Kathleen D., Manary, Miriam A., Boyle, Kyle J., Vallier, Tyler, Orton, Nichole R.
Identifying Automated Driving Systems-Dedicated Vehicles (ADS-DVs) Passenger Issues for Persons with DisabilitiesJ3171_202509 (Current)9/25/2025
It is expected that Level 4 and 5 automated driving systems-dedicated vehicles (ADS-DVs) will eventually enable persons to travel at will who are otherwise unable to obtain a driver’s license for a conventional vehicle, namely, persons with certain visual, cognitive, and/or physical impairments. This information report focuses on these disabilities but also provides guidance for those with other disabilities. This report is limited to fleet-operated, on-demand, shared mobility scenarios, as this is widely considered to be the first way people will be able to interact with ADS-DVs. To be more specific, this report does not address fixed-route transit services or private vehicle ownership. Similarly, this report is focused on motor vehicles (refer to SAE J3016), not scooters, golf carts, etc. Lastly, this report does not address the design of chair lifts, ramps, or securements for persons who use wheeled mobility devices (WHMD) (e.g., wheelchair, electric cart, etc.), as these matters are addressed by other committees within SAE International.
On-Road Automated Driving (ORAD) Committee
Structural Modification for Personally Licensed Vehicles to Meet the Transportation Needs of Persons with DisabilitiesJ1725_202506 (Current)6/30/2025
This SAE Information Report applies to structural integrity, performance, drivability, and serviceability of personally licensed vehicles not exceeding 10000 pounds GVWR such as sedans, crossovers, SUVs, MPVs, light trucks, and van-type vehicles that are powered by gas and alternative fuel such as electric, plug-in hybrid, or hybrid technologies. It provides engineering direction to vehicle modifiers in a manner that does not limit innovation, and it specifies procedures for preparing vehicles to enhance safety during vehicle modifications. It further provides guidance and recommendations for the minimum acceptable design requirements and performance criteria on general and specific structural modifications, thereby allowing consumers and third-party payers the ability to obtain and purchase equipment that meets or exceeds the performance and safety of the OEM production vehicle.
Adaptive Devices Standards Committee
Mechanical and Hybrid Automotive Adaptive Driver ControlsJ1903_202408 (Current)8/27/2024
This SAE Recommended Practice establishes uniform procedures for assuring the manufactured quality, installed utility, and service performance of manual automotive adaptive products, other than those provided by the OEM, intended to provide driving capability for persons with physical disabilities. These devices function as adaptive appliances to compensate for lost or reduced performance in the drivers’ arms or legs, or both. Some of the devices are designed to transfer foot functions to the hands, hand functions to the feet, or functions from one side of the body to the other. This document applies only to primary controls as defined in 3.4.1 and in the Foreword. In particular, this document is specifically concerned with those mechanical and hybrid products that are intended by the manufacturer of the adaptive product to: Be installed within the occupant space of the vehicle Be operated by a vehicle driver with a physical disability Be added to, or substituted for, the OEM vehicle pedals, steering wheels, levers, knobs, and switches Allow normal operation of vehicle primary controls by a driver who does not have a physical disability, without reconversion or special training Rely on the vehicle operator as the only source of activating force Allow normal operation of driver-side airbags or be installed utilizing 49 CFR Part 595, especially where knee-bolster airbags are part of the OEM’s vehicle This document specifically excludes any automotive adaptive product that does not satisfy these criteria, or which, to be installed in the vehicle, requires the removal or alteration of a vehicle component that is normally mounted outside the occupant space (on the fire wall, chassis, or engine). Also excluded are secondary controls (see 3.4.2). This document applies primarily to adaptive controls installed in passenger vehicles, including sedans, crossovers, SUVs, MPVs, light trucks, and van-type vehicles. In most cases, the vehicle will be equipped with OEM controls such as power steering, power brakes, and an automatic transmission. This document is not intended to be used for secondary controls as defined in 3.4.2, even though many of the design and operating principles in this document are applicable to these controls.
Adaptive Devices Standards Committee
Infrastructure Enablers for Automation: Vol. 1EPRCOMPV0920235/3/2024
Coyner, Kelley, Bittner, Jason
A Comprehensive Survey of Foot-Operated Steering Systems for Individuals with Upper Limb Disabilities: A Literature Review2023-01-51872/23/2024
A significant portion of the global population about 13.6% of the world's population faces challenges due to upper limb disabilities caused by accidents, genetics, health issues or aging. These people struggle with everyday mobility tasks and often need help. Hence, the research is focused on creating special vehicle control systems to help them. This study gathers knowledge from various science and technology fields to develop foot-operated steering systems letting those with upper limb differences control vehicles with their feet. The research explores various technologies like modified steering, brain-controlled vehicles, foot-operated steering, steer-by-wire and Ackermann steering. Most of these systems are custom-made for people with upper limb differences. Ensuring safety, security, malfunction prevention, precise steering, user-friendliness and affordability is a significant challenge that demands advanced technology. Furthermore, there is a requirement to develop this system to meet modern demands while sustaining cost-effectiveness. In the pursuit of addressing the mobility challenges encountered by individuals with upper limb differences the research undertook a thorough assessment of various steering mechanisms such as Disk Steering, Joystick Steering, Push Button Steering…etc. The proposal introduces a foot-operated press button system to replace hand-operated steering wheels. Drivers can steer with their feet by engaging a press button on the steering pad. It connects directly to a controller which interfaces with a motor connected to a pinion pin. This motor moves the wheels precisely responding to the driver's interaction with the foot-operated press button and it is seamlessly connecting with steer-by-wire technology ensuring precise and responsive steering. whether they are using custom made vehicles or regular vehicles equipped with our proposed mechanism.
Soundararajan, R., Babu, N., Ashoka Varthanan, P., Shijo Joseph, C.S.
Reduced Effort Power Steering Modifications and Backup Systems (Hydraulic and/or Electric)J2672_202402 (Current)2/6/2024
This SAE Information Report relates to a special class of automotive adaptive equipment which consists of modifications to the power steering system provided as original equipment on personally licensed vehicles. These modifications are generically called “modified effort steering” or “reduced effort power steering.” The purpose of the modification is to alter the amount of driver effort required to steer the vehicle. Retention of reliability, ease of use for physically disabled drivers and maintainability are of primary concern. As an Information Report, the numerical values for performance measurements presented in this report and in the test procedure in the appendices, while based upon the best knowledge available at the time, have not been validated.
Adaptive Devices Standards Committee
A Multi-Dimensional Benefit Assessment of Automated Mobility Platforms (AMP) for Large Facilities: Mobility, Energy, Equity, and Facility Management & Design2023-01-15129/5/2023
The goal of the automated mobility platforms (AMPs) initiative is to raise the bar of service regarding equity and sustainability for public mobility systems that are crucial to large facilities, and doing so using electrified, energy efficient technology. Using airports as an example, the rapid growth in air travel demand has led to facility expansions and congested terminals, which directly impacts equity (e.g., increased challenges for Passengers with Reduced Mobility [PRMs]) and sustainability—both of which are important metrics often overlooked during the engineering design process. Therefore, to evaluate systems and inform critical near- and long-term decisions more effectively, a holistic evaluation framework is proposed focused on four key areas: (1) mobility, with emphasis on travel time and accessibility within an airport, (2) environment, focused on energy consumption and greenhouse gas (GHG) emissions associated with intra-airport mobility, (3) equity, specifically to the PRM community, but with an eye to the whole of society, and (4) built environment, or the fundamental changes in building design enabled by different mobility systems for larger and more flexible, functional, and energy-efficient structures. Below, AMPs are defined, and each metric is discussed further, all with a focus on airport mobility. Automated Mobility Platform (AMP): AMPs are broadly defined as mobility systems and/or services that leverage automation technologies to improve efficiency and reduce costs. In addition, advanced sensing and communications technologies are used in parallel with state-of-the-art methods in optimization and analytics to inform real-time decisions in complex operating environments. In the airport context, the AMPs system would consist of a mixed fleet of lightweight, electric vehicles that are centrally controlled and can reposition using automation technologies. At the same time, individual vehicles may also be equipped with a joystick/steering wheel to allow users to independently experience airport amenities – while larger vehicles designed for terminal-to-terminal movement may only operate in completely automated mode. AMPs benefits to equity and sustainability are closely tied to improved mobility (and user autonomy – not fully reliant on airport escorts) for PRMs and reduced energy consumption through the used of right-sized, lightweight electric vehicles that can be optimized to best respond to fluctuations in demand. Mobility: Mobility benefits were identified and evaluated through engagement with airport facility and disabled community stakeholders with emphasis on discerning requirements for PRMs at airports. As airports continue to expand, creating longer paths to traverse between curb drop-off and boarding gates, as well as between connecting gates, the ability to efficiently convey passengers along these paths without excessive delay is becoming more challenging. While automated vehicles will continue to evolve and at some point, allow people to navigate public roadways without physically driving the vehicle, evidence points toward a need to concurrently enhance mobility systems to serve large facilities in a similar fashion. This report analyzes and quantifies the challenges of transporting people—both ambulatory and PRM—through airports, as well as the fundamental limits that current airport design practice is confronting with respect to acceptable pedestrian travel times and distances. Environment: The energy and GHG benefits of airport mobility systems follow a near-term and long-term perspective. The near-term benefit assessment compares the energy consumption and GHG emissions for both PRM and non-PRM travelers. Long-term energy and GHG impacts are associated with building and facility design and functionality, enabling not only larger, more efficient tailored structures, but also more efficient regional transport by providing highly effective first-mile/last-mile services, and interfacing seamlessly with emerging electrified and automated roadway mobility services. This study evaluates the environmental impacts of current and future airport mobility options from a systems perspective – from strategic planning and facilities design to daily operations. Equity: Travel time and ease of pedestrian-related travel is closely associated with equity concerns of the PRM community. It is estimated that 20% or more of the traveling public possesses some type of disability or impairment that prevents them from being fully ambulatory and participating in routine walking, standing, and navigating functions within airports [1]. Some subpopulations can be identified and delineated within this group (such as those in need of daily wheelchair assistance or the legally blind), but the total number of PRMs is more difficult to enumerate, and the delineation is not purely a matter of binary classification. Natural human aging limits the ability to walk long distances, stand for long periods while boarding, or navigate complex terminals to find one’s departure gate. With a growing portion of the aging population (air travel demand increasing at twice the rate compared to the general population [2]) and ever larger airport terminal complexes, more elderly people with physically diminished skills will continue to travel and require improved accommodation to effectively move through such facilities. This report presents findings related to the difficulties faced by vulnerable population groups in the airport setting and presents solutions to address and mitigate these challenges through AMPs technologies. Built Environment: The fourth dimension focuses on building design, and how different mobility systems and infrastructure impact facility performance. Currently, many different mobility options exist that span from the most rigid (moving walkways) to highly flexible (fleet of single passenger automated vehicles). This study will bring together expert knowledge and related literature to discuss near- and long-term impacts of mobility infrastructure on facilities and potential new designs enabled by various mobility systems. Overall, this report develops a holistic framework from which to evaluate different mobility systems and technologies in the large facility setting. The primary focus will be airports, however, similar approaches can be used for other large facilities, such as hospitals. AMPs will be the baseline for comparison, as they contain many characteristics (if deployed and managed intelligently) that can directly address issues related to mobility, environment, equity, and the built environment.
Young, Stanley, Grahn, Rick, Duvall, Andrew
An Assessment of Current Barriers to Accessibility in Public Transportation Pick Up/Drop Off Zones and How Solutions may be Applied to Autonomous Vehicles2023-01-07134/11/2023
Challenges that persons with disabilities face with current modes of transportation have led to difficulties in carrying out everyday tasks, such as grocery shopping and going to doctors’ appointments. Autonomous vehicles have been proposed as a solution to overcome these challenges and make these everyday tasks more accessible. For these vehicles to be fully accessible, the infrastructure surrounding them need to be safe, easy to use, and intuitive for people with disabilities. Thus, the goal of this work was to analyze interview data from persons with disabilities, and their caregivers, to identify barriers to accessibility for current modes of transportation and ways to ameliorate them in pick up/drop off zones for autonomous vehicles. To do this, interview subjects were recruited from adaptive sports clubs, assistive living facilities, and other disability networks to discuss challenges with current public transit stops/stations. Responses to questions were recorded and later analyzed qualitatively and quantitatively to determine 1) common challenges with the current infrastructure around public transit and 2) the number of people who experienced each common challenge. Four challenges were mentioned by nearly every participant: timing or scheduling the transportation, uneven surfaces near the pick up/drop off zone, weather, and steep inclines around the pick up/drop off zone. Each challenge hampered the interview subjects’ ability to access their target vehicle and were mentioned by 90% of the subjects. These challenges informed solutions that could be applied to autonomous vehicle pick up/drop off zones and included on-site ride hailing mechanisms and enclosed, or at least covered, raised platforms with appropriately graded inclines. These solutions were explored using design software. Challenges with current transportation infrastructure were identified in this work, and their respective solutions can help ensure that future autonomous vehicles are accessible to persons with disabilities, a population for whom they have significant benefit.
Scott, Justin, D'Arcangelo, Micah, Olness, Benjamin, Grimm, Michele, Bush, Tamara
Automated Vehicles and Infrastructure Enablers: AccessibilityEPR202202410/19/2022
Despite advances in automated driving systems and their potential help many mobility users who cannot drive, significant barriers remain regarding accessibility for emerging technology vehicles. These barriers exist in the design of vehicles and affect boarding, accessing pick-up and drop-off points, and traveling to a vehicle location. The accessibility of automated mobility services hinges on an interdependent set of vehicle design and infrastructure issues, both digital and physical. Automated Vehicles and Infrastructure Enablers: Accessibility highlights the development status of accessible vehicles and services, considers approaches to vehicle design that allow for increased accessibility, and examines the ways in which infrastructure can open the door to automated mobility for disabled customers. Use cases for accessible automated mobility service include local bus, paratransit, and robotaxis. Click here to access The Mobility Frontier: Accelerating Infrastructure Readiness for Autonomy Click here to access the full SAE EDGETM Research Report portfolio.
Coyner, Kelley, Bittner, Jason
Secondary Control ModificationsJ2388_202208 (Current)8/17/2022
This SAE Recommended Practice establishes a uniform procedure for assuring the manufactured quality, installed utility and performance of automotive products to the relocation, alteration, replacement, and/or extension of secondary controls and systems other than those provided by the vehicle manufacturer (OEM). These products are intended to provide driving capability to persons with physical disabilities. These products function as adaptive modifications to compensate for lost or reduced function in the extremities of the driver. These include, but are not limited to, the following: Cruise control; door locks; gear selector; hazard flasher; headlight beam selector; heater/vent/defroster/air conditioner (HVAC); horn; ignition/starter; light controls; mirrors; parking brake; power seats; turn signals; power window controls; and windshield wiper/washer; rear accessories (defogger, wiper/washer). The purpose of any secondary control adaptation is to provide the effective use of the motor vehicle operating systems to a driver with a disability, so that he or she may drive and operate that motor vehicle with the same degree of safety as a non-disabled driver. Thus, the adaptive equipment must be (1) accessible to the driver with a disability for whom it is designed, (2) not susceptible to inadvertent operation which may be inconvenient or dangerous for the driver and other users of the roadway, and (3) suitable by non-disabled drivers who may have a need to operate the motor vehicle whenever possible. For purpose of this document, the secondary controls listed previously have been classified according to the following protocols. The categorization of these controls, while different from other SAE publications, is reflective of the manner in which driver rehabilitation specialists determine appropriate vehicle modifications. These categories are arranged to assign priorities that allow the user to operate a vehicle in the most efficient manner possible. Mode A: These controls shall be operable by the driver while the vehicle is in operating mode. They must be accessible to the driver for which they were intended while being able to maintain control of the vehicle steering, brake, and accelerator functions. Included in this group are: cruise control “set;” headlight beam selector; horn; turn signals; and windshield washer/momentary wipe. Mode B: These controls shall be operable by the driver while maintaining control of the vehicle brake function with the vehicle not in motion, as in the case of vehicle start-up or re-start necessitated by engine stall. Included in this group are: Gear Selector and Ignition/Starter. Mode C: These controls shall be at least operable by the driver when the vehicle is stationary, either temporarily or parked. Included in this group are: cruise control “on” and “off;” door locks; hazard flashers; heater/vent/air conditioner (HVAC); light controls; mirrors; parking brake; power seats; windshield wiper; and power window controls; rear accessories (defogger, wiper/washer).
Adaptive Devices Standards Committee
Vehicle Performance Analysis of a Wheelchair Accessible Autonomous Electric Shuttle2022-01-50375/13/2022
Autonomous vehicles (AVs) have the potential to vastly improve independent, safe, and cost-effective mobility options for individuals with disabilities. However, accessibility considerations are often overlooked in the early stages of design, resulting in AVs that are inaccessible to people with disabilities. Vehicles serving people with disabilities typically require costly aftermarket modifications for accessibility, which may have unforeseen impacts on vehicle performance and safety, particularly in the case of automated vehicles. In this research, we investigate the performance of three autonomous shuttle design configurations: an off-the-shelf shuttle that is not wheelchair accessible, the campus pilot shuttle that is wheelchair accessible, and a new design using wheelchair accessibility foresight. Physics-based simulations performed using MATLAB, ADAMS (Automated Dynamic Analysis of Mechanical Systems), and Autonomie demonstrated that the modifications aimed at providing wheelchair access had important implications for vehicle dynamics (e.g., turning radius, pitch, roll), energy consumption (operating range and usage duration), and cost per passenger. A ride comfort analysis was performed using MATLAB to study the passenger’s ride comfort in all three shuttle designs. Energy consumption and lateral dynamic analyses were performed to analyze the operating range and turning radius of the shuttles. Also a brief cost analysis provides insight into the cost implications of post-production modifications. Simulation results indicate aftermarket modifications have a large impact on the vehicle performance and increase the cost per passenger. The campus pilot shuttle design adversely affects the turning radius and reduces the driving range by 38% while the new design makes no compromises in vehicle dynamics or driving range. We conclude that if wheelchair access and related accessibility considerations are incorporated in the design phase, the adverse performance of aftermarket modifications can be avoided.
Rojas, Johan Fanas, Tabattanon, Kamolnat, Goberville, Nicholas A., D’Souza, Clive, Asher, Zachary D.
Social Responsibility Considerations for Autonomous Vehicles Implementation: Design and Legislature for Equity towards Vulnerable GroupsSAE-PP-002342/9/2022
The basic concept of fairness and accessibility in modern technology is not easy to define. The nascent literature on these topics especially with a high level of autonomous vehicles has identified and delineated potential ways for the research communities, and yet has shown these are not compatible in considering the other side of the spectrum: humans and technology. Unstated assumptions about these core concepts may influence how intelligent systems be designed, which may create unwanted biases and inaccessibility for vulnerable populations such as people with disabilities. Therefore, any intelligence (transportation) system is a socio-technical system, and thus it requires an account of the ways humans and technology are imbricated in larger structures of institutional, economic, and political power. Further, we are not short of anecdotal evidence on how much impact employment instead of income supports intrinsically empowers people of disabilities to be not only financially independent, but also socially and psychologically accountable, confident, and thriving in their life.
Kwakye, Kelvin, Dadzie, Emmanuel, Seong, Younho, Yi, Sun
Structural Modification for Personally Licensed Vehicles to Meet the Transportation Needs of Persons with DisabilitiesJ1725_202112 (Historical)12/1/2021
The recommendations in this SAE Information Report apply to structural integrity, performance, driveability, and serviceability of personally licensed vehicles not exceeding 10 000 lb GVWR. While many of these recommendations may have application to other vehicles, such as those used in paratransit operations, the contents of this document are not directed at these types of vehicles.
Adaptive Devices Standards Committee
Recommended Test Procedure for Powered Gas Brake Control SystemsJ2604_202111 (Current)11/3/2021
This test procedure is for qualification testing of powered gas/brake control systems to assure compliance with the recommended practices for these assistive devices. A powered gas/brake control system which passes all of the tests shall be considered to be in compliance with the recommended practices. The control shall pass all tests denoted by a “shall” in the recommended practice or the recommended test procedure (RTP). All the results of all tests and requirements denoted by a “should” shall be noted, but failure to comply will not constitute failure to pass the test.
Adaptive Devices Standards Committee
Self-Governing Commute for People with Disability in Autonomous/Shared Mobility by Universal Design Process2021-26-01229/22/2021
Self-driving cars are the future of mobility systems and should be a helping hand for Peoples with Disability (PWD) for their daily commute. The current technologies are addressing only some of the needs/specific type of disability or an application in mobile that helps them during their journey in Autonomous Vehicle (AV). PWD will be looking for opportunities for self-governing commute and will be willing to travel independently with their portable helping aids, personalized configurations in vehicle, along with organized help based on their need. Our study is to understand the mobility needs and challenges for all types of PWD and enable them by a universal/inclusive design approach in autonomous vehicles. The inclusive design/features in Autonomous/Shared vehicle could motivate the PWD to travel independently or with minimum help based on type of challenge they have. The vehicle features should be easily accessible, reliable, efficient and should give a cognitive feel of safety for PWD while using autonomous vehicles for their commute.
Subramanian, Vijayasarathy, Dayakar, Suresh
Recommended Practice for Powered Gas Brake Control SystemsJ2603_202109 (Current)9/1/2021
This SAE Recommended Practice establishes a uniform procedure for assuring the manufactured quality, installed utility, and performance of automotive powered gas/brake controls other than those provided by the vehicle manufacturer (OEM). These products are intended to provide driving capability to persons with physical disabilities. These products function as adaptive modifications to compensate for lost or reduced function in the extremities of the driver. Powered gas/brake control systems are not only designed to transfer foot functions to the hands or from one side of the body to the other, but to supplement by power, other than by the driver’s own muscular efforts, the force output of the driver.
Adaptive Devices Standards Committee
Testing of Wheelchair Lifts for Entry to or Exit from a Personally Licensed VehicleJ2092_202104 (Current)4/14/2021
This test procedure is for Qualification Testing of electrically powered hydraulic or mechanically operated devices which permit a person in a manual or powered wheelchair to enter or exit a personally licensed vehicle. It establishes minimum test requirements for compliance. A lift completing the test without failure under this procedure shall be considered in compliance. The tests in Section 3 shall be done in the sequence listed.
Adaptive Devices Standards Committee
Design Considerations for Wheelchair Lifts for Entry to or Exit from a Personally Licensed VehicleJ2093_202104 (Current)4/14/2021
This SAE Recommended Practice applies to electrically powered hydraulic or mechanically operated platform devices which permit a person seated in a manual or powered wheelchair to enter or exit a personally licensed vehicle. The minimum performance and durability requirements are specified for satisfactory installation of wheelchair lifting devices in a personally licensed vehicle to be used by a person seated in a wheelchair to be lifted from the ground plane to the vehicle floor level in a reliable and safe manner.
Adaptive Devices Standards Committee
Identifying Automated Driving Systems-Dedicated Vehicles (ADS-DVs) Passenger Issues for Persons with DisabilitiesJ3171_201911 (Historical)11/19/2019
It is expected that Level 4 and 5 automated driving systems-dedicated vehicles (ADS-DVs) will eventually enable persons to travel at will who are otherwise unable to obtain a driver's license for a conventional vehicle, namely, persons with certain visual, cognitive, and/or physical impairments. This information report focuses on these disabilities, but also provides guidance for those with other disabilities. This report is limited to fleet operated on-demand shared mobility scenarios, as this is widely considered to be the first way people will be able to interact with ADS-DVs. To be more specific, this report does not address fixed route transit services or private vehicle ownership. Similarly, this report is focused on road-worthy vehicles; not scooters, golf carts, etc. Lastly, this report does not address the design of chair lifts, ramps, or securements for persons who use wheeled mobility devices (WHMD) (e.g., wheelchair, electric cart, etc.), as these matters are addressed by other committees within SAE International.
On-Road Automated Driving (ORAD) Committee
Integrated Exoskeleton to Assist Paraplegics in Driving a Car2019-26-00211/9/2019
Stroke is the leading cause of motor disabilities around the globe. Every year, 15 million people worldwide suffer a stroke. Patients with stroke find it difficult to walk and it is nearly impossible for them to drive the vehicle. This study focuses on development of exoskeleton which can be used by paraplegic patients for walking as well as for driving. The proposed orthoses is based on two modes of usage, one when it is used for walking and the other one when it is used for driving the vehicle. Walking mode is a self-powered system which contains energy storage device (battery) and is coupled with a soft belt assembly to help a person move in the forward direction. This articulated design is also coupled with a motor which is controlled by microcontroller. Human response is given to the remote start/stop which is taken by microcontroller which senses the response and actuates the motor. Driving mode is activated when the paraplegic patient wishes to drive the vehicle. A novel design has been proposed which integrates the use of haptic sensor for the movement of ankle. In the proposed design, movement of the ankle is concentrated for positioning the pedal. Haptic sensor is connected at the back of the waist belt. While driving there is an external pressure on the both sides of the haptic sensor (Back and Seat). It helps to design the system such a way that, when the pressure is applied on the back it is sensed by the haptic sensor and the signal is given to the motor which helps in moving the ankle.
Tiwari, Rahul Kumar, Geel, Eeshan
SAE STANDARDS NEWS17AUTP10_0510/1/2017
Mobility for everyone: Automated Driving Systems More than 1 billion people-about 15% of the world's population-have some form of disability. Many of them are homebound due to lack of personal mobility options. But a new type of specialized vehicle under development, operating on SAE Levels 4 and 5 autonomy, has the potential to deliver life-altering mobility for those with disabilities, including those who are unable to obtain a driver's license. OEMs and technology suppliers are moving swiftly to develop and deploy ADS-DVs-fully road-legal Automated Driving System Dedicated Vehicles-for those who can drive themselves as well as for transportation service providers. Their aim is to offer less expensive, more accessible and better-performing alternatives to the current mix of aftermarket-modified vehicles. Upgrading a car or truck with controls and other equipment for disabled-driver use in the U.S., for example, can cost up to $80,000 beyond the purchase price of the base vehicle.
Shuttleworth, Jennifer
Wheelchair Users’ Ingress/Egress Strategies While Transferring Into and Out of a Vehicle2016-01-14334/5/2016
The ability to independently transfer into and out of a vehicle is essential for many wheelchair users to achieve driving independence. This paper presents the results of an exploratory study that investigated the transfer strategies of wheelchair users who drive from their driver’s seat and not from their wheelchair. The goal of this study was to identify typical ingress and egress motions as well as “touch points” of wheelchair users transferring into and out of the driver’s seat. While motion databases exist for the ingress and egress of able-bodied drivers, this study provides insight on drivers with physical disabilities. Twenty-five YouTube videos of wheelchair users who transferred into and out of their own sedans were analyzed. The locations where the drivers’ hands, feet, and hips interacted with the vehicle, as well as the actions of the drivers while transferring from their wheelchair into the driver’s seat and then transferring from the driver’s seat into their wheelchair were recorded. Action sequences and wheelchair and vehicle touch points were plotted in CAD. Results indicate that drivers tend to transfer using one of two primary techniques, hand-first or foot-first, and that clusters of touch points are mainly found on the driver’s seat and the steering wheel of the vehicle. The strategies used and touch point locations for ingress and egress were very similar. Knowledge gained in this study may impact future vehicle design, making vehicles easier to access for drivers with and without disabilities.
Schaupp, Gregory, Seeanner, Julia, Jenkins, Casey, Manganelli, Joseph, Hennessy, Sarah, Truesdail, Constance, Swift, Lindsay, Venhovens, Paul, Brooks, Johnell
Decision-Based Universal Design - Using Copulas to Model Disability2015-01-04184/14/2015
This paper develops a design paradigm for universal products. Universal design is term used for designing products and systems that are equally accessible to and usable by people with and without disabilities. Two common challenges for research in this area are that (1) There is a continuum of disabilities making it hard to optimize product features, and (2) There is no effective benchmark for evaluating such products. To exacerbate these issues, data regarding customer disabilities and their preferences is hard to come by. We propose a copula-based approach for modeling market coverage of a portfolio of universal products. The multiattribute preference of customers to purchase a product is modeled as Frank's Archimedean Copula. The inputs from various disparate sources can be collected and incorporated into a decision system. Thereafter, an optimal portfolio is found through optimization which takes into account the disability level continuum while accounting for overlap demand within the product family. We present a case study to demonstrate our approach and present results of various sensitivity analyses.
Pandey, Vijitashwa, Conrad, Megan
Secondary Control ModificationsJ2388_201110 (Historical)10/5/2011
This SAE Recommended Practice establishes a uniform procedure for assuring the manufactured quality, installed utility and performance of automotive products to the relocation, alteration, replacement and/or extension of secondary controls and systems other than those provided by the vehicle manufacturer (OEM). These products are intended to provide driving capability to persons with physical disabilities. These products function as adaptive modifications to compensate for lost or reduced function in the extremities of the driver. These include, but are not limited to the following: Cruise Control; Door Locks; Gear Selector; Hazard Flasher; Headlight Beam Selector; Heater/Vent/Air Conditioner (HVAC); Horn; Ignition/Starter; Light controls; Mirrors; Parking Brake; Power Seats; Turn Signals; Power Window Controls; and Windshield Wiper/Washer and defogger; Rear Accessories (Defogger, Wiper/Washer). The purpose of any secondary control adaptation is to provide the effective use of the motor vehicle operating systems to a driver with a disability, so that he or she may drive and operate that motor vehicle with the same degree of safety as a non-disabled driver. Thus, the adaptive equipment must be (1) accessible to the driver with a disability for whom it is designed, (2) not susceptible to inadvertent operation which may be inconvenient or dangerous for the driver and other users of the roadway, and (3) suitable by non-disabled drivers who may have a need to operate the motor vehicle whenever possible. For purpose of this document, the secondary controls listed previously have been classified according to the following protocols. The categorization of these controls, while different from other SAE publications, is reflective of the manner in which driver rehabilitation specialists determine appropriate vehicle modifications. These categories are arranged to assign priorities that allow the user to operate a vehicle in the most efficient manner possible. Mode A - These controls shall be operable by the driver while the vehicle is in operating mode. They must be accessible to the driver for which they were intended while being able to maintain control of the vehicle steering, brake and accelerator functions. Included in this group are: Cruise control “Set;” Headlight Beam Selector; Horn; Turn Signals; and, Windshield Washer/Momentary Wipe. Mode B - These controls shall be operable by the driver while maintaining control of the vehicle brake function with the vehicle not in motion, as in the case of vehicle start-up or re-start necessitated by engine stall. Included in this group are: Gear Selector and Ignition/Starter. Mode C - These controls shall be at least operable by the driver when the vehicle is stationary, either temporarily or parked. Included in this group are: Cruise control “On” and “Off;” Door Locks; Hazard Flashers; Heater/Vent/Air Conditioner (HVAC); Light Controls; Mirrors; Parking Brake; Power Seats; Windshield Wiper; and Power Window Controls; Rear Accessories (Defogger, Wiper/Washer).
Adaptive Devices Standards Committee
Recommended Test Procedure for Powered Gas Brake Control SystemsJ2604_200710 (Historical)10/22/2007
This test procedure is for qualification testing of powered gas/brake control systems to assure compliance with the Recommended Practices for these assistive devices. A powered gas/brake control system which passes all of the tests shall be considered to be in compliance with the Recommended Practices. The control shall pass all tests denoted by a “shall” in the Recommended Practice or the Recommended Test Procedure. All the results of all tests and requirements denoted by a “should” shall be noted, but failure to comply will not constitute failure to pass the test.
Adaptive Devices Standards Committee
Recommended Practice for Powered Gas Brake Control SystemsJ2603_200710 (Historical)10/22/2007
This SAE Recommended Practice establishes a uniform procedure for assuring the manufactured quality, installed utility and performance of automotive powered gas/brake controls other than those provided by the vehicle manufacturer (OEM). These products are intended to provide driving capability to persons with physical disabilities. These products function as adaptive modifications to compensate for lost or reduced function in the extremities of the driver. Powered gas/brake control systems are not only designed to transfer foot functions to the hands or from one side of the body to the other, but to supplement by power, other than by the driver’s own muscular efforts, the force output of the driver.
Adaptive Devices Standards Committee
Articular Efforts of a Disabled Subject during an Automobile Vehicle Accessibility Movement - Constructing a Discomfort Index2007-01-24626/12/2007
Vehicle accessibility movement is an important factor for automobile customers, particularly if they are eldery or have locomotor dysfunction. The objective of this work is to propose a discomfort evaluation index based on the articular torques. This paper is interested in the efforts developed within the lower limbs articulations of a disabled subject during the ingress phase. The disability of the subject is characterized by the isokinetic test. The proposed index is confirmed by the subjective evaluation. This was an initial study, in the future we wish to generalize our index.
Debril, J-F., Menceur, M-O. Ait El, Pudlo, P., Lepoutre, F-X., Gorce, P.
Powered Gas/Brake Control SystemsJ2603_200410 (Historical)10/20/2004
This SAE Information Report (IR) establishes a uniform procedure for assuring the manufactured quality, installed utility and performance of automotive powered gas/brake controls other than those provided by the vehicle manufacturer (OEM). These products are intended to provide driving capability to persons with physical disabilities. These products function as adaptive modifications to compensate for lost or reduced function in the extremities of the driver. Powered gas/brake control systems are not only designed to transfer foot functions to the hands or from one side of the body to the other, but to supplement by power, other than by the driver’s own muscular efforts, the force output of the driver. Because this is an Information Report, the numerical values for performance measurements presented in this report and in the accompanying Test Procedure, while based upon the best knowledge available at the time, have not been validated by a testing of the Test Procedure.
Adaptive Devices Standards Committee
Reduced Effort Brakes and Reduced Effort Vacuum Powered Brake Backup SystemsJ2671_200408 (Historical)8/12/2004
This Information Report relates to a special class of automotive adaptive equipment which consists of modifications to the power brake booster systems provided as original equipment of motor vehicles. These modifications are generically called "Reduced Effort Power Brakes" (REPB) The purpose of the modification is to lower the amount of driver effort required to apply the brakes. Retention of reliability, ease of use and maintainability for disabled drivers, passengers, and the general public is of primary concern. Reduced Effort Power Brake modifications should be qualified by the tests referenced in the Recommended Test Procedure. The tests set forth in that procedure should be applied, and failure of a Reduced Effort Power Brake modification to meet those tests should disqualify the modification from the claim of meeting the specifications of this Information Report. Because this is an Information Report, the numerical values for performance measurements presented in this report and in the accompanying Test Procedure, while based upon the best knowledge available at the time, have not been validated by a testing of the Test Procedure.
Adaptive Devices Standards Committee
Reduced Effort Power Steering and Power Steering Backup SystemsJ2672_200408 (Historical)8/12/2004
This Information Report relates to a special class of automotive adaptive equipment which consists of modifications to the hydraulic control mechanism of Original Equipment Manufacturer (OEM) power steering systems provided as original equipment on personally licensed vehicles. These modifications are generically called "reduced effort power steering". The purpose of the modification is to lower the amount of driver effort required to operate the steering system. Retention of reliability, ease of use for physically disabled drivers and maintainability are of primary concern. Because this is an Information Report, the numerical values for performance measurements presented in this report and in the accompanying Test Procedure, while based upon the best knowledge available at the time, have not been validated by a testing of the Test Procedure.
Adaptive Devices Standards Committee
Remote Steering Control SystemsJ2588_200408 (Current)8/12/2004
This SAE Information Report establishes a uniform procedure for assuring the manufactured quality, installed utility and performance of automotive remote steering controls other than those provided by the vehicle manufacturer (OEM). These products are intended to provide driving capability to persons with physical disabilities. The adaptive modifications seek to compensate for lost or reduced function in the extremities of the driver with a disability. Remote steering controls are designed to provide a steering input device alternative to the OEM steering wheel that either reduces the required input force, changes the required range of motion or changes the location of the steering control or any combination of the above. These controls supplement by power, other than by the driver’s own muscular efforts, the force output of the driver with a disability. Because this is an Information Report, the numerical values for performance measurements presented in this report and in the accompanying Test Procedure, while based upon the best knowledge available at the time, have not been validated by a testing of the Test Procedure.
Adaptive Devices Standards Committee
Adapting Vehicles for the Disabled Driver2002-01-20827/9/2002
The paper reviews the current technologies employed to assist a person with a disability to drive a car and meet the legislative requirements to be able to do so. The paper examines how these assistive technologies are used in three specific areas: Access systems Primary controls Secondary controls The paper also reviews safety implications involved with adaptations and also where there may be conflicts between systems fitted as standard to the car and the adaptations.
Elvin, Dave, Gambrell, Paul
Secondary Control ModificationsJ2388_200203 (Historical)3/28/2002
This SAE Recommended Practice establishes a uniform procedure for assuring the manufactured quality, provision for proper installation, and service performance of certain automotive products, specifically, the relocation, alteration, replacement and/or extension of secondary controls and systems. These include the following: Cruise Control; Door Locks; Gear Selector; Hazard Flasher; Headlight Beam Selector; Heater/Vent/Air Conditioner (HVAC); Horn; Ignition/Starter; Light controls; Mirrors; Parking Brake; Power Seats; Rear Accessories (Defogger, Wiper/Washer); Turn Signals; Window Regulators; and Windshield Wiper/Washer. The purpose of any Secondary control adaptation is to provide the effective use of the motor vehicle operating systems to a driver with a disability, so that he or she may drive and operate that motor vehicle with the same degree of safety as a driver who does not have a disability. Thus, the adaptive equipment must be (1) accessible to the driver with a disability for whom it is designed, (2) not susceptible to inadvertent operation which may be inconvenient or dangerous for the driver and other users of the highway transportation system, and (3) suitable for use by other drivers who may have a need to operate the motor vehicle. For purpose of this document, the secondary controls listed previously have been classified according to the following protocols. The categorization of these controls, while different from other SAE publications, is reflective of the manner in which driver rehabilitation specialists determine appropriate vehicle modifications. These categories are arranged to assign priorities that allow the user to operate a vehicle in the most efficient manner possible within the highway transportation system. Mode A—These controls shall be operable by the driver while the vehicle is in operating mode. They must be accessible to the driver for which they were intended while being able to maintain control of the vehicle steering, brake and accelerator functions. Included in this group are: Cruise control “Set;” Headlight Beam Selector; Horn; Turn Signals; and, Windshield Washer/Momentary Wipe. Mode B—These controls shall be operable by the driver while maintaining control of the vehicle brake function with the vehicle not in motion, as in the case of vehicle start-up or re-start necessitated by engine stall. Included in this group are: Gear Selector and Ignition/Starter. Mode C—These controls shall be at least operable by the driver when the vehicle is stationary, either temporarily or parked. Included in this group are: Cruise control “On” and “Off;” Door Locks; Hazard Flashers; Heater/Vent/Air Conditioner (HVAC); Light Controls; Mirrors; Parking Brake; Power Seats; Rear Accessories (Defogger, Wiper/Washer); Windshield Wiper; and Window Regulator.
Adaptive Devices Standards Committee
Vehicle Accessibility2001-01-343110/1/2001
This paper presents an experimental protocol allowing to measure car accessibility motions and to evaluate associated discomfort feelings. The aim of these different approaches is firstly to acquire knowledge about motor strategies and secondly to be able to animate a numerical ergonomic mannequin. A video optoelectronic system has been used to acquire 3D movements data realized with 4 half french car units. A 3D digitizer has also been employed to measure static postures allowing to size and animate our numerical mannequin. Five voluntary subjects have participated to pre-experiments. Collected data have undergone several examination processes in order to prepare the mannequin animation. In other terms, kinematic analysis of body segments will allow to understand and to characterize ingress and egress movements from vehicles.
Dufour, F., Lino, F., Le Coz, J.-Y.
Vehicle and Control Modifications for Drivers with Physical Disabilities TerminologyJ2094_200101 (Current)1/29/2001
The terms included in this SAE Information Report have been collected during the development of SAE documents related to standards for the adaptation of vehicles for use by persons with physical disabilities. It includes only those terms that are pertinent to the adaptive devices discipline, leaving to other authorities more common automotive engineering terms. Where several terms have a common meaning in the practice, the Terminology Task Force has attempted to select the most appropriate term. The Terminology Task Force recognizes that there will be a need to expand and update current terminology as advances in the industry occur, and as related standards documents are completed. Accordingly, they will continue to develop and maintain this document to reflect those changes.
Adaptive Devices Standards Committee
Structural Modification for Personally Licensed Vehicles to Meet the Transportation Needs of Persons with DisabilitiesJ1725_199911 (Historical)11/5/1999
The recommendations in this SAE Information Report apply to structural integrity, performance, driveability, and serviceability of personally licensed vehicles not exceeding 10 000 lb GVWR. While many of these recommendations may have application to other vehicles, such as those used in paratransit operations, the contents of this document are not directed at these types of vehicles.
Adaptive Devices Standards Committee
Design Considerations for Wheelchair Lifts for Entry to or Exit from a Personally Licensed VehicleJ2093_199911 (Historical)11/5/1999
This SAE Recommended Practice applies to electrically powered hydraulic or mechanically operated platform devices which permit a person seated in a manual or powered wheelchair to enter or exit a personally licensed vehicle. The minimum performance and durability requirements are specified for satisfactory installation of wheelchair lifting devices in a personally licensed vehicle to be used by a person seated in a wheelchair to be lifted from the ground plane to the vehicle floor level in a reliable and safe manner.
Adaptive Devices Standards Committee
Testing of Wheelchair Lifts for Entry to or Exit from a Personally Licensed VehicleJ2092_199911 (Historical)11/1/1999
This test procedure is for Qualification Testing of electrically powered hydraulic or mechanically operated devices which permit a person in a manual or powered wheelchair to enter or exit a personally licensed vehicle. It establishes minimum test requirements for compliance. A lift completing the test without failure under this procedure shall be considered in compliance. The tests in Section 3 shall be done in the sequence listed.
Adaptive Devices Standards Committee
Wheelchair Tiedown and Occupant Restraint Systems for Use in Motor VehiclesJ2249_199901 (Current)1/29/1999
This SAE Recommended Practice applies to WTORS comprised of a system or device for wheelchair tiedown and a system or device for restraining the wheelchair-seated occupant. It specifies design requirements, test methods, and performance requirements for WTORS, requirements for manufacturer’s instructions to installers and users, and requirements for product marking and labeling. This document places particular emphasis on design requirements, test procedures, and performance requirements for the dynamic performance of WTORS in a 48-km/h, 20-g frontal impact. It also specifies test procedures and performance requirements for webbing slippage at adjustment devices of strap-type wheelchair tiedowns, and for partial but ineffective engagement of wheelchair tiedowns, and tiedown components that could be perceived to be effectively engaged. Appendix F includes additional recommendations for WTORS that will enhance the design, performance, installation, and use of WTORS, but which are not, at this time, required for compliance with this document. The contents of this document apply to WTORS used with forward-facing wheelchair-seated children and adults, and apply to passengers and drivers of personally licensed motor vehicles as well as to passengers of motor vehicles used in public and school transportation. While much of the focus of this document is on WTORS that use four-point wheelchair tiedown systems, unless otherwise specified, the provisions of this document are applicable to all types of WTORS, including those that use docking-type wheelchair tiedowns. While the primary focus of this document is a WTORS that is packaged by the manufacturer as a complete system or kit, it is recognized that a significant portion of the WTORS market consists of separate WTORS components and subassemblies, such as anchorage track that is sold to the bus manufacturer, or securement and restraint assemblies that are sold to the transit provider. Manufacturers of such WTORS components and subassemblies may certify their equipment as being in compliance with this document provided that: a The subassemblies and components intended to be used together to create a WTORS meet all the appropriate requirements of this document, and b The separately sold components and subassemblies are provided with instructions in accordance with 5.5, where the word “compatible” means tested together to comply with this document.
Adaptive Devices Standards Committee
AUTOMOTIVE ADAPTIVE DRIVER CONTROLS, MANUALJ1903_199707 (Historical)7/1/1997
This SAE Recommended Practice establishes a uniform procedure for assuring the manufactured quality, installed utility, and service performance of certain automotive adaptive products, other than those provided by the OEM, intended to provide driving capability to persons with physical disabilities. These devices function as adaptive appliances to compensate for lost or reduced performance in the arms or legs or both, of the driver. Some of the devices are designed to transfer foot functions to the hands, hand functions to the feet, or functions from one side of the body to the other.
Adaptive Devices Standards Committee
WHEELCHAIR TIEDOWN AND OCCUPANT RESTRAINT SYSTEMS FOR USE IN MOTOR VEHICLESJ2249_199610 (Historical)10/1/1996
This SAE Recommended Practice applies to WTORS comprised of a system or device for wheelchair tiedown and a system or device for restraining the wheelchair-seated occupant. It specifies design requirements, test methods, and performance requirements for WTORS, requirements for manufacturer’s instructions to installers and users, and requirements for product marking and labeling. This document places particular emphasis on design requirements, test procedures, and performance requirements for the dynamic performance of WTORS in a 48-km/h, 20-g frontal impact. It also specifies test procedures and performance requirements for webbing slippage at adjustment devices of strap-type wheelchair tiedowns, and for partial but ineffective engagement of wheelchair tiedowns, and tiedown components that could be perceived to be effectively engaged. Appendix F includes additional recommendations for WTORS that will enhance the design, performance, installation, and use of WTORS, but which are not, at this time, required for compliance with this document. The contents of this document apply to WTORS used with forward-facing wheelchair-seated children and adults, and apply to passengers and drivers of personally licensed motor vehicles as well as to passengers of motor vehicles used in public and school transportation. While much of the focus of this document is on WTORS that use four-point wheelchair tiedown systems, unless otherwise specified, the provisions of this document are applicable to all types of WTORS, including those that use docking-type wheelchair tiedowns. While the primary focus of this document is a WTORS that is packaged by the manufacturer as a complete system or kit, it is recognized that a significant portion of the WTORS market consists of separate WTORS components and subassemblies, such as anchorage track that is sold to the bus manufacturer, or securement and restraint assemblies that are sold to the transit provider. Manufacturers of such WTORS components and subassemblies may certify their equipment as being in compliance with this document provided that: a The subassemblies and components intended to be used together to create a WTORS meet all the appropriate requirements of this document, and b The separately sold components and subassemblies are provided with instructions in accordance with 5.5, where the word “compatible” means tested together to comply with this document.
Adaptive Devices Standards Committee
Cabin Accommodations for Passengers with Ambulatory Disabilities Transport Category AircraftARP4387 (Historical)9/29/1992
S-9B Cabin Interiors and Furnishings Committee
TERMINOLOGYJ2094_199106 (Historical)6/1/1991
The terms included in this SAE Information Report have been collected during the development of SAE documents related to standards for the adaptation of vehicles for use by persons with physical disabilities. It includes only those terms that are pertinent to the adaptive devices discipline, leaving to other authorities more common automotive engineering terms. Where several terms have a common meaning in the practice, the Terminology Task Force has attempted to select the most appropriate term. The Terminology Task Force recognizes that there will be a need to expand and update current terminology as advances in the industry occur, and as related standards documents are completed. Accordingly, they will continue to develop and maintain this document to reflect those changes.
Adaptive Devices Standards Committee
AUTOMOTIVE ADAPTIVE DRIVER CONTROLS, MANUALJ1903_199008 (Historical)8/1/1990
This SAE Recommended Practice establishes a uniform procedure for assuring the manufactured quality, installed utility, and service performance of certain automotive adaptive products, other than those provided by the vehicle manufacturer, intended to provide driving capability to persons with physical disabilities. These devices function as adaptive appliances to compensate for lost or reduced performance in the arms or legs or both, of the driver. Some of the devices are designed to transfer foot functions to the hands, hand functions to the feet, or functions from one side of the body to the other.
Adaptive Devices Standards Committee
ACCESS SYSTEMS FOR OFF-ROAD MACHINESJ185_198508 (Historical)8/1/1985
Minimum criteria are provided for steps, stairways, ladders, walkways, platforms, handrails, handholds, guardrails, and entrance openings which permit ingress to and egress from operator, inspection, or service platforms on off-road work machines parked in accordance with the manufacturer's instructions.
HFTC1, Controls, Visibility, Anthropometrics, Accessibility
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