Your power chair - mobility aid or obstruction?

In response to my recent article in the Spinal Injuries Association magazine concerning changes to EU legislation on wheelchair accessible vehicles (WAVs), Chris Povey has contributed the following article, which sets out one man's so far unsuccessful quest for a suitable powerchair to use as a "drive from" as well as for normal daily activities:-

Chris Povey writes:

"The part of the article where you suggest that wheelchair manufacturers might put disclaimer clauses on their products, rather than going to the expense of modifying them for use in a vehicle is, I feel, the real issue - namely the design of wheelchairs, be they powered or pushers, is wholly unsuitable for users' needs.

I drive a Braun converted Voyager from a powered wheelchair. I have noted/complained about/searched for a solution to the trend for chairs to increase in size and weight since the mid 90s. My last adequate one was the first mark Cheetah: since then seat heights have risen so I could not get knees under hand controls; frame widths compromise side entry (let alone using toilets); total weight makes overcoming steps by man-handling a health & safety issue.

I currently use an obsolete Invacare Twister, modified by a local bike co-op and an auto engineer to address the problems I found with the original design.

For my last vehicle I decided I wanted, after thirty odd years of absence, a head restraint. This could not be fitted to the vehicle, so I pushed for one attached to the wheelchair - if it could be moved out of the way for normal living. Nothing exists in the market so the vehicle converter made one out of a spare ramp actuator. This has worked perfectly for two years.

I then decided to design my own wheelchair seat with the minimum features needed to live all waking hours in the same seat. It would need to pass vehicle crash testing, and more importantly, survive day to day living and be easily repaired. I based my design on high grade, light, strong marine and climbing components, mostly aluminium and titanium. The maximum width is 57 cms (actually it can be less - probably 55 cms - I want to increase comfort by having a wider than normal cushion).

The rising headrest has been incorporated with smaller, lighter actuators and designed so that it rises in an arc to position itself better. The armrests have been the hardest parts to design, probably because I have set myself very difficult requirements.

They must be operable in the dark, one handed with spinal injury C5/6 dexterity. They must work from a single pillar set well back so that the vehicle seat belt works optimally for crash testing.

Another major design problem has been to remove welds, as these break down on armrests.

The original intention was to make a couple of these seats, then transfer them to power bases for the rest of my life. The original fabrication costs (£4000 - £5000) would be absorbed over that period by cheaper bases, which from past experience last about three years.

In Autumn of 2005 I met the CEO of Dundee-based manufacturers, Lomax Mobility at a function, and was very surprised to see that the base of their Powermax wheelchair would nearly fit my requirements.

I negotiated with their engineers that I would get the seat fabricated if they would modify the Powermax frame so it would offer a lower seat option. Their technology is old but reliable; I was willing to sacrifice range for reliability and a very small footprint of chair.

Lomax were then taken over by Sunrise Medical, who shelved the project. Had it continued as I wanted, there would now be a working, marketable, small footprint powerchair admirably suited to the 'drive from wheelchair' option. It would have an integral, retractable headrest; repositioning of seat tilt and back incline - all features vital for a reasonable cost "travel in vehicle" wheelchair. Equally, it would fit easily into a metro-type taxi, would be light enough to avoid breaking its ramp, and would be manoeuvrable into the rearward-facing position required by taxi insurance. The headrest in up position would prevent what I am assured by a vehicle crash testing expert is the inevitable decapitation of a wheelchair user in a forward shunt accident in a taxi.

My design for the ultimate seat on a Lomax base was only the first step. I want a long-range variant. I will probably have to design a base as well, using lithium batteries in a container which can hold two chargers, to run in parallel for fastest charging; transfer board; tools; and spares. The footprint will be as small as possible, for train/bus/taxi travel. The total target weight including batteries is less than 70 kg.

After that I would want to increase the maximum speed so that the powerchair can use cycle paths. The objective being that an urban user should not need private transport - looking towards the day when buses are required to become DDA compliant. From talking to people who are working on projects to motorise such modes of transport as bicycles and rickshaws, it appears that it is cheaper and lighter to buy volts rather than amps; so the motors on powered wheelchairs need to run at much higher voltages.

I want to simplify chair controls. I only need two settings: one to carry drinks and the other to avoid able bodied people who step in my way without looking. The first requires very low acceleration settings, the second requires extremely high settings. A possible third for higher speed on cycle ways will suffice.

I don't need lights, indicators, horns, or seat positioning on the main controller; if you want them, then have them as separate remote/radio controlled units.

What we need is simple, reliable, easy-to-use controllers that won't go 'rogue' as can happen with some more complex units. I don't want seat risers, pneumatic tyres, automatic brakes, suspension, kerb
climbers etc.

I want to use pub toilets, even with a guard on the door - not their car parks. I want to get my knees under restaurant tables. I want to get into those pubs and restaurants in my powerchair - even if they have steps.

The problem is that Sunrise, Invacare, Pride, Balder, Permobil etc do not seem interested in designing to do these things. In my experience, it's not the engineers in these companies that are the problem. They have generally given me pretty good service when necessary.

It appears to be the more peripheral departments, like marketing and legal, who want ever heavier, more stable machines with extravagant options such as suspension, seat risers and standing facilities.

Maybe we the users and our professional advisers are the culprits: we have forgotten that wheelchairs are primarily mobility aids for going to places - and increasing the weight and size cuts down the number of places we can get to."