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Evaluating Transit Operations for Individuals with Disabilities: Final Report (1997)

Chapter: CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED

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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Suggested Citation:"CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED." Transportation Research Board. 1997. Evaluating Transit Operations for Individuals with Disabilities: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6348.
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Below is the uncorrected machine-read text of this chapter, intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text of each book. Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.

CHAPTER VII EFFECTIVENESS AND APPLICABILITY OF THE OPTIONS AND ENHANCEMENTS STUDIED The previous five chapters describe Me Implementation and use of selected service options and enhancements by five transit systems in North America. In each case, the effectiveness of the service options was analyzed using evaluation methodologies developed for this study. This chapter examines the relative effectiveness of the five transit systems in promoting integration of services and the most effective combined use of paratransit anc! fixed route service. Costs, savings, customer acceptance, and other information developed and presented in Chapters II through VI are compared. In addidon to quantitative and qualitative measures of effectiveness, this chapter examines issues such as ease of implementation anci operational concerns. The a~licabilitv of certain advanced technologies to address operational issues is also discussed. Finally, conclusions are developed and presented regarding the applicability of the different option/enhancements studied to various settings and circumstances. ~ ~, In developing these conclusions, information gathered In the Initial phase of this two part study was considered. This initial research included a survey of 624 transit systems In the United States and Canada to determine which service options and enhancements were currentiv being used or considered. Followed calls to 95 of the 309 systems which responded J V to We survey were made to gather general information about the use of the service options noted. The results of this initial research are presented in a companion document to this report titled Transit Operations forindividuaZs with Disabilities. A review of the information In mat TCRP B-lA VIT-1 Draft Final Report

report, together with information from the five Lily ~ ace chic :`lln~rc C!~= ~~1 ~ ~ ~ w ~ vend Lo all L=1~1 conclusions about the transferability of He service options to be proposed. RELATIVE EFFECTIVENESS OF THE SERVICE OPI IONS STUDIED The goal of this research was to examine service options and enhancements that can: (if provide integrated service complying with the ADA; (2) (3) facilitate the appropriate use of paratransit service; and encourage travel on accessible fixed route systems by individuals with disabilities. In reviewing how well the service options used by the five systems met these goals, several measures of "effectiveness" were considered. These included quantitative measures such as the number of trips shifted from paratransit to fixed route service and the net savings achieved. They also included qualitative measures such as modal integration, community acceptance, and related benefits. Table VIl-1 on the foDow~ng pages summarizes key findings for each of the five service options that were He primary subject of the case studies. Information for each option is provided for He forgoing five measures: Customer Integration: This measure considers the degree to which the service option promotes integration of riders win disabilities with the general public. System Integration: This measure refers to the do Of int~or~;mn h~tW=P~ -~~ ~~~~ ~~ ~~ ---t) ~ ,, __ -, paratransit and fixed route service Cat is created by He option. This includes integration In system planning as well as operation. TCRP B-1A VII-2 Draft Final Report

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Trips Shifted The total number of trips shifted as well as the percentage of all paratransit trips that were shifted is provided. Net Cost Savings: This measure considers Me cost associated with implementation and ongoing operation as well as savings generated from reduced operating costs. Reduced operating costs are related In large part to the number of trips shifted from the more expensive paratransit service to lower cost fixect route service. Community Acceptance: This measure indicates satisfaction of riders with the service options and enhancements. The reactions and options of ad riders, particularly riders with disabilities is considered. Issues raised by customers, advocates, ant! local officials concerning changes in travel fume, quality of service and general level of service are considered. Over key issues for persons with disabilities include equalibr and independence provided by the service. Results of the survey analysis and focus group discussions are the primary basis of findings in this category. Related Benefits: Other quantitative and qualitative benefits or issues not captured by the above measures are noted here. Examples Include savings that may accrue to other agencies, broader benefits to general public riders, or Impacts on the overall mobility of customers. Before reviewing We relative effectiveness of each option studied, * is important to note that the benefits of each option are focused on different segments of the population. Service routes, route deviation, and feeder services all focus on minimizing (or eliminating) the distance that must be traveled to and from fixed route stops. These options would therefore assist persons who could otherwise use fixed route service but have difficulty getting to and from bus and rail stops. This might include persons with ambulatory disabilities who are TCRP B-1A VII-S Draft Final Report

unable to travel extended distances or who are affected by architectural barriers or terrain. It would also Include Individuals whose ability to travel Independently is affected by health concerns or extreme weather conditions. If combined with travel training, these options can also assist and Integrate persons wit! Independent travel is limited In unfamiliar surroundings. ~ vision unpairments or developmental disabilities whose Low-floor buses, on the other hand, reduce the difficulties that riders have boarding and disembarking from vehicles. Persons win ambulatory disabilities and those who use wheelchairs and other mobility aids would benefit from this technology. Benefits are not limited, however, to persons wad disabilities. Seniors and parents traveling with small children also benefit from easier access, and boarding times for the general public are improved. Fare Incentives, without other support services and enhancements, impact only those persons able to sometimes travel by fixed route. ~ systems operating ADA paratransit services, dLiS would include Dose persons considered "conditionally" ADA paratransit eligible. Research suggests that about 20-30% of aD ADA paratransit eligible individuals can sometimes use faced route service. Customer Integration Service routes and route deviation services were found to have significant potential for promoting customer Integration. In both cases, Hey represent modified fixed route services that can be used not orgy by persons with clisabilities but by the public at large. Both also provide integrated service for the fun length of like hip. Feeder services promote integrated ~ Federal Transit Administration, Americans with Disabilities Act (ADA) Paratransit Eligibility Manual, Washington, D.C., September, 1993. TCRP B-lA VIl-6 Drap Final Report

service for a portion of the trip. Unlike service routes and route deviation, We faced route has not necessarily been changed to accommodate the travel needs of persons with disabilities. Paratransit service is still required to get riders to and from established stops. The effectiveness of ah three of these options In integrating service delivery obviously depends on the way in which they are implemented and the proportion of the overall system that they affect. In the case of Madison County, service routes were very successful in promoting customer Integration because they were used to replace much of the prior fKed route system. The entire service area benefited from the changes made. Service routes would have less of an impact if limited to certain neighborhoods, or if operated as a supplement to the fKed route system, as was the case In the other study areas. Similarly, the degree if customer integration achieved by route deviation services will depend on the limitations placed on deviation requests. In York, Pennsylvania, deviations were limited to certain rural routes. In Eugene, Oregon, deviations were primarily to human service agency program sites where groups of riders could be picked-up up or dropped-off. Feeder services In Vancouver were limited to the light rail and ferry systems due to the relative inaccessibility of the bus system and accounted for only 1-2% of all paratransit trips. Even where feeder is provided to all parts of a bus system, however, as in the case of Pierce Transit, integration is only achieved for those trips not appropriate for direct paratransit service (i.e., longer, ~nter-reg~onal trips). It is also important to note that customer integration can be negatively affected if the transit system is changed to such a degree that it loses significant numbers of past riders and becomes viewed as a service primarily for persons with disabilities. This appears to be particularly true for service routes and route deviation programs. Both of these options attempt TCRP B-1A VIl-7 Draft Final Re~por!

to minimize walling distance to bus stops for riders with disabilities. To accomplish ~is, travel time on the route is often Increased. The service becomes more convenient for riders with disabilities but my be less attractive to hme-sensitive passengers. For example, In York, Pennsylvania, the fixed route accommodated a large number of deviation requests in the morning and afternoon. A significant number of former paratrans* trips were served. General public ridership was m~nirnal, however, due to the longer travel time. By comparison, the limited "site specific" deviations planned by the Lane Transit District had less of an impact on general public ridership and did not significantly alter the nature of Me fixed route service. In Madison County, the longer travel times caused by the new service routes Aid ::'nn==r to result In a loss of some former fixed route riders. During the three year period of implementation of service routes, total systemwide eldership actually decreased. Over time, however, Madison County Transit was successful in marketing the service to riders who were interested more in service convenience than with travel time. They also added separate express runs for commuters. The combination of this marketing effort and supplemental service aBowed MCT to not ordy achieve the former level of systemwide ridership but to increase it by about 16%. ~ ~rr-~- Low-floor buses promote fixed route use by persons win disabilities and greater customer integration by making access to vehicles easier and by nmproving equipment reliability. This option appears most effective when used in conjunction with other programs and improvements. In Ann Arbor and Champaign-Urbana, where low-floor bus use was not supplemented with other enhancements such as travel training or marketing, there was little additional fixed route use by persons with disabilities. In Madison County, however, low-floor TCRPB-1A VII-8 Draf`FinalRepor!

buses were seen as an important part of the service route design and probably made that system more effective In serving customers with disabilities. In an of the fare Incentive case study sites, the offer of free fixed route service encouraged additional bus travel by customers with disabilities. These "induced" trips typically far outnumbered trips that were shifted from the paratransit service to the fixed route system. Fare incentive programs also increased the effectiveness of travel training recruitment efforts which were responsible for significant fixed route use and customer integration. System Integration In terms of system integration, feeder services by definition promote the greatest degree of operational integration between paratransit and fixed route. Paratransit is used for that portion of the trip that poses a barrier to the customer. Travel continues on fixed route when this option is appropriate for the customer and cost-effective for the provider. Route deviation can also fully integrate para~ansit and fixed route if deviation requests are accepted from the general public and are permitted at all hours and in all areas. If operated In this manner, route deviation becomes a general public demand responsive service. Complementary paratransit is no longer required by the ADA. The route deviation system "integrates" paratransit and fixed route by incorporating demand responsive features in fixed route operation. It appears that relatively few systems, however, permit unconstrained requests for deviations. The unpredictability of such an operating plan would make it clifficult to provide a consistent, reliable, and understandable service. Most route deviation programs limit deviations to certain areas, certain times, or specific groups of riders. Others provide deviations on a first-come, first-served basis and do not guarantee that all requests will be met. In these TCRP B-1A VII-9 Draft Final Report

situations, paratransit service is still provided to accommodate those customers who cannot be served by the deviated fixed route. A fair degree of service integration can still be achieved, however, if the plan for deviations is carefully coordinated with local human services agencies and designed using existing paratransit trip data. The case studies in York, Pennsylvania and Eugene, Oregon showed that carefully designed route deviation service, coordinated with local agencies and assisted with a travel training effort, can meet a substantial percentage of the paratransit service demand. Several successful route deviation programs also coordinate fixed route and paratransit scheduling and control. In these systems, if a request for a deviation cannot be accommodated, the trip is referred to the paratransit office or operator. Similarly, paratransit trip requests which are close to a fixed route are sometimes referred to the fixed route system for possible deviation. This integration of the operation of both modes allows requests to be served by the most appropriate system. In addition to York, Pennsylvania, successful Integration of route deviated fixed route and paratransit was discovered In Idaho Falls, Idaho; Abilene, Texas; Fa~rmont, West Virginia; and Fort Worm, Texas.2 Service routes do not necessarily ante "rate We operation of paratransit and fixed route service. Unless they incorporate deviation features, service routes are considered fixed routes under the ADA and complementary paratransit service must still be provided. They do, however, provide a more responsive type of fixed route service. This gives transit systems the opportunity to serve a greater number of paratransit eligible customers with fixed route programs. Madison County Transit reported that the introduction of service routes permitted 2 Transit Cooperative Research Program' Transit Operations for Individuals with Disabilities, Report No. 9, National Academy Press, Washington, D.C., 1995. TCRP B-1A VII-10 Dra#Final Report

them to refer paratransit riders to these new Fred routes - something Mat had not been considered practical with the more traditional fixed route operation. Neither low-floor buses or fare incentives affect the basic type of paratransit and fixed route service that is provided. To the extent that they encouraged use of the fixed route system they promote integrated service delivery. The modes remain separate, however, with fixed route service designed for the general public and paratransit for persons with disabilities, seniors, and other particular groups of riders. Shifting Trips prom Paratransit to Fixed Route As shown In Table VU-1, the case studies Indicate that service routes and route deviation programs can be very effective options for shifting trips from paratransit to fixed route. A shift of between 7% and 45% of total paratransit demand was documented in the five service route case studies. A greater shift was experienced In systems that used the service route concept to redesign the entire fixed route network. Madison County, Illinois and Margate, Florida showed 40% and 30% shifts respectively. Significant shifts also appear to be possible by adding routing flexibility to service routes. In Madison, Wisconsin, where initial service route designs only attracted 7% of paratransit riders, a change to more of a point deviation scheme resulted in a shift of 45% of paratransit trips. A 30% shift was documented in Richmond Hid, Ontario and a 15% shift estimated In Ajax, Ontario. The case study of Community Transit showed that route deviation can accommodate a significant percentage of paratransit trips in specific corridors that are amenable to this type of service. Approx~nately 15,138 one-way paratransit trips per year were shifted from paratransit vans to the route deviation program. For Me corrtclor In which Me cleviation service was TCRP B-1A VIl-11 Draft Final Report

provided, this represented approximately 50% of all paratransit trips. Systemwide, it represents about nine percent of all paratransit trips per year. The more controlled "site specific" route deviation program in Eugene, Oregon was successful in accommodating about eight percent of their paratransit riders by deviating fixed route buses to selected location. Fare incentive programs also appear to have been successful in encouraging paratransit riders to use fixed route service for some of their trips. Shifts from paratransit to fixed route ranging between four percent and 23% were documented. Systems with fully accessible fixed route services and other fixed route enhancements (Austin and Ann Arbor) were in the higher part of this range. Shifts of between four percent and 17% were observed in Miami, Florida and Bridgeport, Connecticut. By definition, use of feeder service does not result In a total switch from paratransit to fixed route. Paratransit is still required to transport customers to the nearest fixed route stop. In some cases, two paratransit trips are required if the rider needs transportation to the final destination. It is likely, therefore, that use of feeder service win actuary increase the number of one-way paratransit trips while lowering paratransit mileage. Use of feeder service does, however, help avoid longer, low-productivity, inter-regional paratransit trips from outlying suburbs. In Vancouver, the use of feeder service impacted approximately 800 one-way trips per month (about one to two percent of the system total). The relatively small percent of overall paratransit trips affected was due to the fact that service was used only to feed into the light rail and ferry systems and was targeted primarily at longer trips from the suburbs to the downtown. TCRPB-1A VII-l2 Dra~FinalReport

Similar findings were noted in Tacoma, Washington. While Pierce Transit provided feeder service to the entire fixed route bus network, only about 440 trips per month out of 20,000 total paratrans* rides were made using the program (again, about two percent of the total). The applicability of feeder service appears to be limited by several factors, including: (1) the number of riders for whom feeder to fixed route is appropriate; (2) the appropriateness of trips for feeder versus direct paratransit service; and (3) the willingness of customers to use feeder service - many potential feeder service users opted not to travel or to find other means. The use of low-floor buses in Ann Arbor and Champaign-Urbana, Michigan did not, by itself, appear to cause a shift of trips from paratransit to fixed route. In part, this may be due to the fact that, In Ann Arbor at least, the local transit authority had not yet begun actively encouraging paratrans* riders to switch to the fixed route system. Should such efforts be made in the future, the use of low-floor buses should make fixed route service more convenient. Net Cost Savings The effectiveness of each option In terms of net cost savings was somewhat related to the above noted successes in shifting riders from paratransit to fixed route. Reductions in paratransit trips accounted for most of the gross savings. These savings were offset in some cases by start-up and planning costs, additional fixed route service costs, revenue losses, and other expenses. The most significant savings were noted in selected service route and fare Incentive case study sites. Net savings from service route programs were greater where the service routes replaced traditional fixed routes. Madison Counter, Illinois realized an annual paratransit savings of about $659,000 and fixed route savings of $616,000 per year. Paratransit savings accrued from Hips shifted to the service routes. Fixed route savings resulted from the lower labor and TCRP B-1A VII-13 Draf~FinaZ Report

operating costs of the smaller service route vehicles. In other sites, where service routes were added as an additional service, paratransit cost savings were offset by the expense of providing this additional service. In Margate, Florida, which had a 30% reduction In paratransit demand' a net savings of $276,700 was realized. Where service routes supplemented the fixed route and paratransit service, net savings varied. ~ Richmond HiD, the annual paratransit savings of $58,300 was largely offset by the added $54,00 cost of operating the service route. In Ajax, the additional operating cost of the service route exceeded the projected paratransit savings by $36,300 per year. In Madison, Wisconsin, paratransit savings were not enough to offset service route costs in the initial service route design. After the program changed to a flexibly routed service with deviations, annual savings of about $191,000 were realized. The most successful fare incentive programs, in Austin and Ann Arbor, also realized significant cost savings of between IS% and 21% of total paratransit costs. Fixed route revenue losses at these sites somewhat offset paratransit savings, but were ondy a fraction of the total savings. Other sites studied showed net savings of about 5-10% of total paratransit costs. Moderate savings were observed In York, Pennsylvania and Eugene, Oregon as a result of the implementation of route deviation programs. Both systems achieved savings that equated to about 8% of their total annual paratransit budget. Savings by Community Transit in York resulted from a large shift in total paratransit trips In one fixed route corridor. Lane Transit in Eugene accommodated a smaller number of paratransit trips by deviating to selected sites on several different routes. Feeder services were found to provide net cost savings in two ways. First, the use of finest route for a portion of the trip was found to be more cost-effective than direct paratransit TCRPB-1A VII-14 Draft Final Report

service. In both Vancouver and Tacoma, providing feeder rather than direct paratransit service saved about 1.5% in annual paratransit costs. Second, implementing feeder service can impact demand for paratransit service. In Tacoma, Washington, offering feeder rather than direct service caused many riders to seek other travel options and to make fewer trips. This lowered demand resulted In a 6.3% reduction in annual paratransit costs. Even though t here was no observed shift in paratransit trips due to the use of low-floor buses, savings accrued from lowered maintenance costs. In Ann Arbor, documented savings were minimal - about $300 per bus per year. In Champaign-Urbana, however, savings of $2,400 per bus per year were achieved. Community Acceptance With few exceptions, there was general community acceptance of low-floor buses and free fares (innovations which do not alter the basic delivery of fixed route service but simply enhance it). In bow Ann Arbor and Champaign-Urbana, riders win disabilities and the disability community were very supportive of the conveniences provided by low-floor vehicles. Other riders saw the benefits of the design for people with disabilities and reacted favorably to the ease of entry and exit. All riders also felt the buses were more spacious and inviting. The interior level change did not appear to be a problem with riders. There was some concern and negative reaction to the seating arrangement and mobility aid securement system included in the low-floor buses. These issues relate more to Me design specifications used by these transit agencies and are not necessarily inherent In low-floor bus design. Free fixed route fares were also wed received In an five case study sites. Riders who took advantage of the offer did not express concern that Hey were treated differently. TCRP B-1A VII-ls Draft Final Report

Similarly, other fare-paying riders did not appear to be concerned about the differential in fares. In Bridgeport, Connecticut, one local advocacy organization did express a concern Mat the program treated riders with disabilities differently but the objection did not seem to be widely supported. There was also some concern expressed by system managers and boards in a few of the sites (Bridgeport, Miami, and Ann Arbor) about the loss of fixed route revenue due to fixed route riders shifting from the half-fare to free fare program. In Bridgeport, this concern eventually lead to the discontinuation of the free fare offer. Acceptance of the options Mat resulted In changes in general fixed route service delivery ~ route deviation and service routes ~ varied by type of rider. Most riders with disabilities were supportive. Both service routes and route deviation allowed persons with disabilities to be more independent and to travel more spontaneously. There was some resistance from former paratransit riders who were required or requested to use the fixed route service. Once they became familiar win the service, however, most rated it as good to excellent. Other riders without disabilities were less enthusiastic in their support. ~ Madison County, it appeared that some former fixed route riders did not continue to use the service routes. The longer travel times made it less attractive for trips that were time sensitive, such as trips to work. In redesigning the system around service routes, Madison County was focusing on a new group of customers. While some riders were not as well served.' it should be noted that Me net effect was an increase In total public transit riclership. TCRPB-lA ~-16 DraffFinaZRepor!

In York, the deviated fixed route also was less effective man a traditional fixed route In meeting peak hour general public demand. During times when many deviations were made, general public ridership was low. This was due not only to Me longer travel times but to some confusion about Me actual route traveled by the bus. Such concerns were not observed In Eugene, where deviations were limited and shown on the schedules. finally, reaction to feeder services was mixed. Little objection was noted to feeder service by riders in Vancouver. Most riders accepted the transfer to fixed route as a necessity to enable longer trips to be provided. Unlike U.S. transit systems which must meet ADA requirements, BC Transit is not obligated to provide trips to all origins and destinations throughout its service area without capacity constraints. However, the denial rates for the BC Transit paratransit service were reported to be less than two percent, which would probably be acceptable In systems covered by the ADA. Many of the longer, ~nter-reg~onal trips accommodated through feeder service simply may not have otherwise been provided. It is interesting to note, though, that many riders in Vancouver preferred feeder service due to the shorter travel time made possible by the light rail service. Acceptance of feeder service may not be as great where paratransit would overwise be provided or where a less convenient and frequent fixed route service is utilized. Riders in Tacoma, Washington were less enthusiastic about feeder service. Although the transit agency was supported in its efforts to implement a feeder program by its consumer advisory committee, riders affected by the program found the service to be less convenient. As noted above, many opted to find an alternate means of travel or to not travel rather than to accept a feeder trip. TCRP B-lA VIT-17 DrafiFinal Report

Related Benefits/Issues Three of the options studied appear to have increased fixed route ridership, particularly by persons with disabilities and seniors, above and beyond the trips shifted from paratransit. They provided for an overall increase In mobility and trtp-making. The Implementation of service routes at several sites helped to reverse trends of gradual declines In fixed route ridership. Madison County Transit reported a 16% increase in fixed route ridership following the redesign of the system and an increase in systemwide ridership on all modes. Broward County Transit, which assisted with the implementation of service routes in Margate, Florida, reported that the introduction of community bus service allowed for a redesign and streamlining of regional routes through the town. Increases in both regional fixed route use and local ridership were experienced. Fare incentive programs also generated significant additional travel by persons with disabilities at several sites. The Greater Bridgeport Transit District noted a five percent increase in fixed route ridership the first year after free fixed route service was introduced. A significant portion of this increase appears to have been the result of greater trip-making by persons with disabilities. This increase followed several years of gradual decline in fixed route ridership. Capital Metro in Austin provided about 15,000 half-fare rides per month for persons with disabilities on fixed route prior to the introduction of free fares. By early 1996, over 80,000 trips per month were being recorded on the fixed route system by riders with disabilities. An additional 5,300 rides per month were made on fixed route by persons with disabilities in Ann Arbor. Similar In creases were noted In each of the other sites studied. Fare Incentive programs also appear to support travel training efforts. Agencies In Bridgeport and Austin which were under contract to the local transit authorities to provide travel training noted that the free fare benefit enabled them to recruit more paratransit riders TCRP B-1A VII-18 Draft Final Repor!

for their programs. The lower cost of travel was also noted as a benefit in Bridgeport not only to individual riders but to local human service agencies which funded client transportation. Riders win disabilities in York, Pennsylvania noted Mat the route deviation service improved their independence and ability to travel in the area. The use of deviated fixed route service which met both general public and paratransit needs and requirements aDowed Community Transit to reintroduce fixed route service in a rural area of York County that was previously deemed unable to support regularly scheduled service. Lincoln County Transit in Newport, Oregon also indicated that they would have been unable to support separate fixed route and paratransit systems and that point deviation made public transit in this rural area possible. Route deviation services were cited In both York County and Eugene, Oregon as Important parts of efforts to meet human service agency transportation needs and to avoid referral of clients to the ADA paratransit programs. A major work training center was served In York County by deviating the fixed route. Group trips to and from agency program sites was We primary focus of deviations in Eugene. :~ Vancouver, 26% of the users of feecler service indicatec7 that they enjoyed a greater level of independence. Once transported to an accessible fixed-route stop, they had the opportunity to use all accessible fLxed-route service from that location. In Tacoma, Washington, however, We need to transfer at least twice (once from paratransit and again to a second fixed route bus) in order to complete trips, discouraged many riders from using public transit services and decreased overall trip-making by persons with disabilities. Longer wait and travel times also contributed to this negative impact of feeder · - service In Tacoma. TCRP B-lA VIl-l9 Draft Final Report

Clear general public benefits were also noted In the review of low-floor buses. Non- disabled riders in Ann Arbor and Champaign-Urbana indicated that the low-floor design was easier to use and that it was preferred over prior bus designs. The use of a simple fold-out ramp rather than a complex lift mechanism also increased the reliability of fixed-route service for riders with disabilities. COMBINING SERVICE OPI IONS FOR GREATER EFF~CT~NESS Most of the transit systems studied employed more Man one service option/enhancement. Six of the systems had implemented travel training programs. Targeted marketing campaigns were also used by several systems to encourage fixed route ridership. Capital Metro In Austin participated in an aggressive cur~cut and sidewalk Improvement program. Madison County Transit used low-floor buses to enhance its service route program. Madison, Illinois was able to gready increase the effectiveness of its service route program by makir g the service more of a flexibly routed system and allowing deviations from the "routes." The success of each system in encouraging the appropriate use of paratransit and greater use of fixed route service was enhanced by making use of multiple service options and improvements. Certain combinations of options and improvements seem particularly beneficial. Table VII-2 below shows combinations of service options Mat seem to be most appropriate based on the case study findings. Travel training and marketing are support services that were found to be beneficial In each case. Transit systems in Madison County, Vancouver, York, Bridgeport, Eugene, Austin, and Ajax all successfully used one or both. The effectiveness of low-floor buses in promoting fixed route use in Ann Arbor and Champaign-Urbana probably could have been improved if these options were employed. TCRP B-1A VII-20 Draft Final lRepor!

Table VII-2. Suggested Combinations of Service Options and Enhancements , . = . . _ Primary Service Option 11 --- - -- - -- ~ Service Routes Feeder Service ~ Complementing Service Improvements and Options j . . ... Low-floor buses; travel training; marketing; specific service planning Travel Raining; vehicle and rider identification systems; automated information and communications systems Route Deviation Low-Floor Buses Low-floor buses; Gavel training; marketing, specific service planning Service routes; travel training; marketing Fare Incentives Travel training; marketing TCRP B-1A VII-2 1 Draft Final Repor!

While specific service planning efforts could also be beneficial in any situation, they were found to be particularly critical In the success of route deviation and service routes. Madison County benefited from the detailed redesign of its fixed routes. Several service routes were linked at strategic transfer points and schedules were coordinated to achieve a county- wide timed-transfer system. Extensive public involvement and community planning was used In Margate, Florida to design, revise, and unprove the local bus service. The success of route deviation programs in York and Eugene was partly due to efforts to not only deviate but to redesign routes to accommodate paratransit riders. Significant planning was done with local human service agencies to make routing adjustments. Finally, the experience of a number of systems has shown that low-floor buses are the preferred vehicle design for service routes. Low-floor buses would also seem to be a benefit in route deviation programs. IMPLEMENTATION AND OPERATIONAL ISSUES The ease win which each of the options/enhancements studied could be Implemented and operated varied greatly. Table VII-3 on the following page summarizes key issues noted in the case studies. Introduction of low-floor buses In Ann Arbor and Champaign-Urbana required little advance planning or start-up cost. Mechanics did not need retraining beyond that provided by the manufacturer as part of Me purchase. The most critical Implementation issues identified concerned the need to carefully consider specifications for securement systems, fare collection systems, and seating layout. Ann Arbor found that much of the time saved in boarding and alighting was lost by more inefficient wheelchair securement and fare collection. Because low TCRP B-lA VIl-22 Draft Final Repor!

rl | - - ~ ~ ~i: l ~] ~ i} ' ~ i E 3 |~ . t; ~ ~ = e ~ ~E E ~ ~ L 1 3 . ~ ~ ~ 8 ~ ~ = ~ ~ ~ ~ - ~ ~ ~ 8 ~ =' ~= ~ ~ its= 3 E 3 ~ ~ 3 ' a ~g ~ ~a 11 1 ;~1_ jot o A - · - o o ED ·O 8 c: o c o Cal ·t I I sly 0 0 . 5- ~ ·O .8 c, (Qua es en en - ~ ~4

floor buses are significantly different In Interior design and because purchase of these buses will in most cases involve a manufacturer that transit agencies have not worked with in the past, attention to detail in the development of specifications is important. The experiences of peer systems should also be sought. Prevalent Industry concerns about low-floor bus operation were not observed. Ground clearance was not identified as an issue even in the locations selected, which experienced snowy winters. The interior level change and step to the rear seating area was not reported to be a problem for passengers. Seating loss was not a problem in the systems studied but may be a concern in systems with higher load factors and/or longer trips where standing during travel is not desirable. The reviews found that fare incentive programs can also be Introduced quickly and inexpensively. Public involvement in the decision to adjust fares is required and targeted marketing of the new program (to paratransit riders) Is recommended. Fare incentive programs which are linked to paratransit eligibility will probably cause more customers with disabilities to seek eligibility for paratransit In order to qualify for the reduced fare benefit. Additional staff time for eligibility certification may be required. If eligibility determination is contracted to an outside organization, the cost of this contract will likely increase. In the long-run, an increase in paratransit demand is possible as the number of eligible persons increases. Before embarking on a program to provide deep discounts for fixed route service, transit agencies should review their paratransit eligibility process. A thorough review process will help to minimize fixed route revenue loss and target benefits to those customers who would otherwise be served by paratransit. TCRP B-1A VII - 24 Draft Final Report

Fare incentive programs are also likely to result In some shift from half-fare to free fare by riders with disabilities. Targeted marketing and innovative policies which limit eligibility for free fares (as in Miami) can help to m~nize this impact. While revenue losses were not nearly as great as the paratransit savings in the sites studied, this impact can be politically unacceptable. If high priority is placed locally on farebox recovery, free fare programs may be more difficult to Implement and sustain. The case study of feeder service in Vancouver showed that this service option can be used in conjunction with rail and ferry systems with little difficulty. The high frequency of service on these modes and the existence of stations and other facilities helped to minimize ntermodal coordination and transfer issues. Observations made In Tacoma, however, suggest Mat paratransit feeder to buses requires more detailed planning. Transfer locations need to be carefully selected. Paratransit on-time performance standards may need to be revised to avoid long wait times and long overall travel times. The selection of trips considered appropriate for feeder will also need to be carefully considered. In Vancouver, issues that may be associated with requiring customers to transfer to fixed route for a portion of their hip were also avoided because the system limited the availability of direct inter-regional paratransit service. In systems that provide unconstrained inter-regional travel, the operational and customer relations issues associated with requiring transfers to fixed route will be more complex. Information concerning the ability of the customer to use fixed route service would need to be gathered and made available to schedulers. Guidelines on the types of trips for which feeder service would be cost-effective would also need to be developed. TCRP B-lA VII - 2s Draft Final Report

Implementation of pure route deviation in York, Pennsylvania was found to require more involved service planning. Community Transit worked closely win riders and local human service agencies to develop a plan for route deviations that could meet frequent trip needs within a reasonable schedule. Introduction of this service was also aided by the fact that fixed route and paratransit operations had been combined and by a travel training program. Deviation requests which could not be accommodated by the fixed route service could easily be referred to the paratransit program. With the support of local human service agencies and with some assistance to customers, the route served the needs of former paratransit riders with few problems. Even with this advanced planning and operational coordination, Community Transit did, however, report problems with the on-time performance of the route. General public riders also indicated that developing an understanding of the route could be difficult and that at peak deviation times it was not an attractive travel alternative. Fewer problems appear to exist wad "site specific" route deviation. Lane Transit avoided on-time performance impacts by carefully evaluating requests for deviations and limiting the number of deviations per route. Group trips to human service agency programs were targeted and planning was done in close cooperation with local agencies. Of the five options studied, introduction of service routes required the most intensive up-front planning and expense. Madison County Transit (MCT) spent considerable staff time reviewing existing service and demand. A consultant was also engaged to assist in the plar Ding process. Approximately $200,000 was expended in the three year phase-in period as existing routes were gradually adjusted and changed to service routes. Major attractors and generators were considered and common para~ansit trip origins and destinations were TCRP B-1A VIl- 26 Draft Final Report

identified. Because service throughout the entire area was redesigned, several transfer centers were identified and detailed scheduling work was conducted to provide for timed-transfers at several "pulse" points. Madison, Illinois went through several designs and redesigns of its service route program to make it more effective. As noted above, extensive local planning efforts were also required In Margate, Florida. Single route community bus programs which supplement rather than replace fixed route service are less difficult to plan and implement. The implementation of programs in Ajax and Richmond Hid was less involved Man at the other sites studied. Still, careful consideration of current demand, appropriate routes and stops, and innovative marketing efforts were needed to make these programs successful. While not a major issue In the sites studied, some systems which have implemented service routes noted that malls, medical centers, and other locations at which buses were to "pull in" must be carefully identified and access rights negotiated with property owners and managers. Several ongoing operating issues were also noted by Madison County Transit. Given the personal level of service provided by community bus programs, schedule adherence was a challenge. Ongoing work was required to adjust schedules. The new method of operation had to be marketed to existing riders. Recruiting and training operators for the service has also been an ongoing issue. Finally, because the system operates as a flag stop service, problems were experienced by customers with vision impairments. Based on the findings from these case studies as well as on information collected from the survey of North American transit systems conducted as part of the Initial work, there TCRP B-1A VII - 27 Draft Final Report

appear to be certain settings and circumstances that are best suited to each service option/enhancement. Table VII4 on We following page summarizes applicability and transferability of the five options that were studied In detail. Most transit systems which unlike service routes do so to supplement regional fixed route bus service in specific parts of their service area. Often, service routes are implemented in suburban communities where the regional bus service provides minimal access. To provide access to the broader transit system, these routes are sometimes designed to feed into the fixed route network. Of Me 10 transit systems which reported using service routes, eight operated from one to four separate routes In this manner.3 ~ addition to supplementing fixed route service In suburban areas, seance routes are also appropriate in urban areas where there is a sigruficant amount of local paratransit travel. Even if the concentration of traditional fixed route service is high, it may be found that this service does not meet local travel needs effectively. By linking together common paratransit origins and destinations, a regular route can be created that can serve existing paratransit demand, offer expanded spontaneous mobility for these paratransit customers, and provide ntra-community circulation for other residents. Two of the systems identified In this study, Madison County Transit, and Pecos Trails Transit In RosweD, New Mexico, redesigned significant portions of their total transit system around Me service route concept. Such a redesign may be applicable in other small urban and rural areas where Mere is a desire to refocus transit efforts on meeting the needs of older 3 Throughout this section, reference is made to the summary of systems in North America which have implemented the various options/enhancements. This sublunary is contained in Appendix B of Transit Operations for Individuals with Disabilities, which contains findings from the first phase ofthis research project. TCRP B-lA VII - 28 Draft Final Report

Table VII4. Transferability and Applicability of Options Studied . . .. . _ . Optior,/Enhancement Settings and Circumstances where Use Seems Appropriate _ _. .. .. (1) In suburban and urban areas as a complement to traditional fixed Service Routes route services. (2) In small urban and rural areas where refocusing the fixed route system to serve transit dependent riders may be appropriate and desirable. (3) Where a significant portion of paratransit trips and riders could be served by a more regular route. (1) In larger service areas where a significant portion of the total trip Feeder Service could be made on fixed route. (2) Where fixed route services have short headways and convenient transfer points. (3) In rural areas where long routes between communities are operated. (4) Where fixed route services have achieved a high level of access. (1) Where both traditional fixed route and ADA paratransit is not Route Deviation economically viable. (2) In rural areas and less densely populated portions of service areas. (3) Where route length and headways are longer and the impacts of deviations can be accommodated. | (4) Site-specific and/o tim~specific rouse deviation can tee applied | to more densely populated areas. (5) Broader applicability if not guaranteed and/or coordinated with paratransit service. (1) Small buses: IN conjunction with service route/community bus Low-floor Buses programs. (2) Full-size buses: Most small and medium sized cities. Seating loss may not be acceptable on some urban routes. (3) Applicable in most climates. Suitability to areas with severe terrain unknown. (1) Where current fixed route and pare transit fare structures provide Fare Incentives a disincentive for appropriate use of modes. (2) Where Were is high degree of fixed route and community access. (3) In conjunction with at her service options and enhancements such as Ravel training programs. | (4) Where eligibility pr messes are Borough and strict. persons and persons with disabilities. Such a redesign may be particularly appropriate in retirement communities or in areas where transit has not successfully competed for commuters and other automobile users. TCRP B-lA VIT - 29 Draft Final Report

Feeder service is obviously most appropriate in transit systems with larger service areas and subregional paratransit zones. As ADA requirements for unconstrained areawide service are met, greater reliance on feeder service may be necessary. To date, feeder service has been used primarily as an alternative where direct paratransit trips would otherwise not be offered. This is the case in both Vancouver and in Phoenix, Arizona, the other large urban area where feeder service has been used to a significant extent In We past. Based on the review of BC Transit In Vancouver, feeder service can be provided with relative ease to light rail and rapid rail systems where headways are short and shelter is provided. Feeder to bus systems (or commuter rail services) with longer headways would require more involved coord~nabon of operations between file modes. ceder service has also been successfully introduced in rural areas where fixed route service is provided between communities over considerable distances. Island Transit in Coupeville, Washington, which provides fixed route service along a 55 mile island corridor, uses the main fixed route to accommodate about half of its paratransit trips. Over 3,000 paratransit passengers per month are transferred to the main fixed route for cross-island travel. Similar feeder to long rural routes is provided in Susanville, California and between Waterloo and Cedar Rapids, Iowa. Finally, it should be noted that a high degree of fixed route access is important for successful feeder operation. While limited feeder service could be provided to paratransit customers who are ambulatory, it may not be appropriate for many persons with vision or cognitive impairments who might have difficulty negotiating the fixed route system even if transported to and from stops. This would be particularly true in larger urban systems. In Vancouver, over 60% of the feeder trips were provided to customers who used wheelchairs. TCRP B-lA VI! - 30 D rap Final Report l

The survey of North American transit systems identified 22 agencies that employed route deviation service. This option appears to have gained popularity since the passage of the ADA. Half of the systems identified had initiated deviation services after 1990. This recent popularity appears related to ADA paratransit regulatory requirements. Route deviation service, which is open to the general public, is considered to be a demand responsive service; as such, complementary paratransit service is not required. Many systems have capitalized on this stipulation by introducing demand responsive service enhancements in order to circumvent paratransit requirements. These systems often do not market the deviation option widely and do not attempt to work with local human service agencies to identify opportunities to serve rackers by deviating from the route. Without this added effort, only a handful of deviations are typically be requested per month. Route deviation can be a reasonable alternative in rural and small urban communities where both fixed route and ADA-compliant, unconstrained paratransit service are not affordable. By incorporatir g some demand responsive features into the system design, transit agencies in these settings can offer a form of regularly scheduled service and still meet some of the transportation needs of persons who are unable to get to and from stops. Similarly, by incorporating deviation into the system design and accommodating existing paratransit trips, transit agencies may be able to expand this form of fixed route service to areas that otherwise could not support a more traditional system design. Community Transit's use of route deviation In York, Pennsylvania is a case In point. Route deviation appears most applicable to longer routes and/or routes with longer headways. In these situations, the time spent deviating to pick up or drop off passengers has TCRP B-1A VIl- 31 Draft Final Report

less of an unpact on We overall schedule. Adequate layover time must also be able to be built into the schedule to accommodate deviations made on the preceding run. Schedule adherence and other operational issues associated with route deviation can be minimized if the operation of the service is coordinated with a paratransit program. The most successful route deviation programs identified, including those in York, Pennsylvania; Idaho Falls, Idaho; and Fort Worth, Texas do not guarantee that all requests will be met by deviating the f~xed-route vehicle. Deviations are accommodated on a f~rst-come, first-served basis and only when there is enough leeway in the schedule to allow the deviation to be incorporated into the run. Paratransit used in these systems augments the fixed-route service by servicing Hip requests t hat cannot be met by deviation of the fixed route bus. Impacts on schedule adherence can also be minimized if deviations are focused on "standing order" paratransit trips. In York, most of the deviations, particularly during peak hours, were for standing order trips to day programs and workshops. This focus allowed Community Transit to more easily predict run times and unpacts on schedules. As was done by Lane Transit, a number of systems have also had success by offering route deviation services on a limited basis. Requests may be limited to specific sites or to off- peak hours. Consideration of this option may be appropriate if tnajor human service agency programs or other origins and destinations frequented by riders are close to fixed routes but cannot be incorporated into the schedule for every run. Deviations can be made on a few runs per day to accommodate clients attending these programs. In addition to Eugene, Oregon, this approach has been reported to be successfully In Fort Worth, Texas; Abilene, Texas; and Attleboro, Massachusetts. TCRP B-1A VII- 32 Draft Final Report

Finally, route or point deviation may be an appropriate enhancement to service routes, particularly programs in more rural areas. Because these routes are typically less time sensitive and have longer headways, deviations can be more easily accommodated. As noted in this report, flexible routing was an important factor in the recent success of service routes in Madison, Illinois. Route deviation has also been incorporated into service bus designs in Broward Count, Florida; Lakeland, Florida; and Ottawa, Ontario. Fare incentives are most appropriate In areas where the relationship between paratransit and fixed route fares provides a disincentive to use fixed route service. Historically, paratransit fares in these areas may have been low. In order to create an economic incentive that promotes the appropriate use of both modes, deep fixed route fare discounts may be considered. Fare Incentives appear to be most successful where there is a high degree of fixed route accessibility and where other support services and enhancements make it possible for persons with disabilities to more easily take advantage of the fixed route service. The most successful fare incentive programs studied also implemented travel training programs, low-floor buses, curb-cut programs, and other enhancements. Fare incentive programs also make these others efforts more effective. In particular, they can assist in recruiting participants for travel training programs. Fare incentives will also be more successful in transit systems which can limit the impact of ADA paratransit certification, either by using a strict determination process, offering broader eligibility for free fares, or limiting marketing and/or eligibility to current paratransit riders. TCRP B-1A VII - 33 Draft Final Report

Use of full-s~ze low-floor buses, particularly In me United States, has been limited but growing in recent years. The reviews of Ann Arbor, Champaign-Urbana, and Victoria suggest that full-size low-floor buses could be successfully and beneficial in most settings. Loss of seating may make them less suitable on some routes in larger cities (although benefits in terms of tiIne saved in boarding and disembarking would also be greatest in these settings). There is also some remaining question about the use of this type of vehicle in very rough and hilly terrain. While ground clearance has not been an issue in the sites noted above, there is as yet little experience In areas with severe terrain. There is more experience, particularly in Canada, with low-floor small buses, which have been used extensively in community bus and paratransit programs. Given the benefits in terms of ease of access and egress for all riders, low-floor small buses have become the vehicle of choice for service routes. binary, it should be noted that several "support services" were used witch great success by most of the systems studied. Innovative service programs in Bridgeport, Madison County, Vancouver, and York were greatly enhanced by marketing efforts, travel training programs, and/or specific service planning efforts which considered paratransit demand in designing fixed route services. Marketing efforts increased customers' awareness of the new services and provided essential information on their use. Travel training assisted in transitioning riders from paratransit to fixed routes, service routes and route deviation programs. Planning efforts which involved local human service agencies and persons with disabilities improved the design of the new programs and helped create local support for changes. These particular support service options/enhancements appear to be applicable and transferable to all types of systems and areas. TCRP B-1A VII - 34 Draft Final Report

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