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- Falkmer, Torbjörn, et al.
(författare)
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Kartläggning av transportsituationen för barn med autismspektrumstörning
- 2001
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Transportsituationen för barn med autismspektrumstörningar är okänd såväl i ett nationellt som ett internationellt perspektiv. I syfte att kartlägga den analyserades enkätsvar från 1 631 föräldrar till barn med autismspektrumstörningar. Resultaten visade att tre av fyra föräldrar till barn med autismspektrumstörningar, till exempel Aspergers syndrom och autsim, känner oro när barnen åker skolskjuts eller färdtjänst. Dessutom känner nästan varannan förälder oro när barnen åker i familjens fordon. Anpassning av transporter till dessa barns behov handlar mer om att implementera ett förhållningssätt till barnens funktionshinder än att rent fysiskt anpassa fordonen. Föräldrarnas oro var befogad och berodde på bristande anpassning. Barnen färdas inte alltid enligt rekommendationerna och det är vanligt att barnen får åka med okända förare och obekanta medresenärer. Detta är exempel på bristande anpassning, vilket ofta skapar en oro hos barn med autismspektrumstörningar och hos deras föräldrar och reducerar barnens transportmobilitet.
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| 4. |
- Falkmer, Torbjörn, 1958-, et al.
(författare)
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The transport mobility situation for children with autism spectrum disorders
- 2004
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Ingår i: Scandinavian Journal of Occupational Therapy. - : Informa UK Limited. - 1103-8128 .- 1651-2014. ; 11:2, s. 90-100
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Tidskriftsartikel (refereegranskat)abstract
- In order to investigate the transport mobility situation for children with autism spectrum disorders, questionnaires from 1,631 parents were analysed. The results showed that almost 3 out of 4 parents were worried when their child was transported by school transport or by the Special Transport System. Transports in the family vehicle caused worry among almost half of the parents. The parents' worries were justified by the fact that the children were not transported according to general safety recommendations. Moreover, it was common for the children to be transported with unfamiliar drivers, as well as with unknown passengers, which is known to be quite problematic. Transport mobility adaptation to this particular group of children with disabilities refers merely to implementation of knowledge and a specific, well-structured approach among the drivers towards the children during the ride, rather than to physical/mechanical adaptation of the vehicles.
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| 7. |
- Albertsson, Pontus, et al.
(författare)
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Litteraturöversikt Skadehändelser relaterade till busstrafik : Buss-OLA - en trafiksäker bussfärd
- 2003
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The aim of this literature review was to describe the pattern of injuries and fatalities related to bus traffic. Furthermore, the aim was to identify possible future measurements for improvement of passive safety in buses. Bus crashes were presented in international literature virtually in as many ways as there were articles on the topic. Hence, the authors used the term bus incidents, in order to cover all types of injuries related to bus traffic. In this review only M2 and M3 buses, i.e. buses over 3.5 tonnes were included. In the vast majority of OECD countries, less than 1 % of the vehicle fleet was constituted of buses. Bus passenger's average person kilometres represented 10 % of the total road vehicle person kilometres annually.The number of fatalities and injured in bus incidents have been stable recent years in EU. The fatality risk is ten times lower for bus passengers compared with car occupants. Of all traffic fatalities, bus fatalities represented 0.3-0.5 %. The most frequent injury localisations from all types of bus crashes were lower limb (35 %), upper limb (33 %) and head/face (28 %). Rollovers occurred in almost all cases of severe crashes. Projection, total ejection, partial ejection, intrusion and smoke inhalation were the main injury mechanism. Three major injury groups in severe bus crashes were thoracic injuries, massive injuries and pelvic fractures.Heavy wind seemed to be capable of affecting the bus dynamics, particularly on highly built buses (e.g. as high as 4.3 meters). Unprotected road users were hit by buses in about 1/3 of all cases in Sweden. Side impact was most common for local buses (38 %). Boarding and alighting were contributing to injuries in about 1/3 of all cases. If the coach has more than one section it seems that the upper section is more exposed to risk for injuries than the lower section.Safety belts can improve the passive safety in buses. The 2-point belt prevents passenger ejection but in frontal crashes the jack knife effect could cause head and thoracic injuries. However, the 3- point belt provides the best restraint in rollovers and frontal crashes, as it keeps the passenger remained seated.
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| 9. |
- Albertsson, Pontus, et al.
(författare)
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The Haddon matrix, a tool for investigating severe bus and coach crashes
- 2003
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Ingår i: International Journal of Disaster Medicine. - : Informa UK Limited. - 1503-1438 .- 1755-4713 .- 1651-3037. ; 1:2, s. 109-119
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Tidskriftsartikel (refereegranskat)abstract
- Objective: The aim of the study was to use the Haddon matrix to analyse crash and injury mechanisms in a severe coach crash, to investigate if a safety belt would have reduced injuries, and highlight the triage problem in a mass casualty situation during severe circumstances. Methods: A specific coach crash was chosen as the subject for the case study. All 34 occupants on board were interviewed about the crash, their injuries, and how they sustained their injuries. Medical records concerning ambulance and hospital treatment have been examined. Police reports and other documents concerning the vehicle, weather conditions and the road have been examined. The materials were structured in different cells according to Haddon's matrix. Results: The coach went off a road via a guard-rail and landed on the right side, in a 90° position right across a small river. The main reason for the coach to deviate from the road was strong and gusty side winds imposing lateral forces on the coach, making steering impossible. The impact from the crash was greatest in the front part of the coach, as this part fell 3 metres from the bridge guard-rail down to the river bank. The most frequent injury mechanism was that occupants were hit by other falling occupants. Most occupants would have benefited from having worn seat belts. Ten ambulances and one helicopter from different locations were called upon and the first ambulance arrived 30 minutes after the alarm (a 67-km drive). The helicopter, with an anaesthetist on board, arrived after 1 hour and 20 minutes (a 120-km flight). Nine occupants with moderate injuries and 10 seriously or severely injured occupants were transported by ambulance or helicopter to the hospital. Fifteen occupants, triaged as priority 3, were transported by a chartered coach to hospital where they arrived after about 3 hours. Conclusion: If 100% of the occupants had used a two-point belt, about two-thirds of the injured occupants with MAIS 2+ injuries would have sustained an injury reduction. A further injury reduction by roughly 20% could have been achieved by shifting from two-point belts to three-point belts. Triage of injured occupants could be different from normal practice because of the limited space inside a coach, and the use of ordinary equipment is not always possible inside a crashed vehicle. The fact that most of the side windows remained in position after the crash probably prevented many occupants from serious and fatal injuries caused by ejection or partial ejection.
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