Use of Mobility Devices on Paratransit Vehicles and Buses (2014)

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.

ATTACHMENT Guidance Document Use of Mobility Devices on Paratransit Vehicles and Buses Oregon State University Corvallis, Oregon in collaboration with Rutenberg Design Inc. Ottawa, Canada November 2013

Purpose The purpose of this document is to provide a concise guide for achieving a vision of more accessible public transporta- tion vehicles for more people, and a guide to changes that range from low cost and short term to long-range structural changes to federal regulations and standards. Background The project final report documents background, research findings and recommendations. This is a practical guide for practitioners. Details are in the final report. The problem being addressed is the safe transport and accommodation of large wheeled mobility devices (WhMD) on paratransit vehicles and buses. This problem has been exacerbated by recent changes in the definition of WhMD and changes in the population demographics. Transit agencies are faced with providing transport for devices that are too large to safely access the vehicle or cannot be secured in a safe manner. As a consequence vehicle operators are being exposed to higher levels of risk. This guide provides a summary of the technical and engineering changes in transport vehicles, equipment and WhMD, and also suggests operational changes that together will improve safety for all. All the recommended technical changes are already available. Several of the new advances in technology will only be described in general terms to not compromise intellectual property. The operational changes span the time line from immediate (and low cost) to much more long term. In this project the operating environment is described in terms of the needs for WhMD securement. The paratransit maximum operating environment is 20 g and includes vehicles that range in size from small mini-vans up to large twenty five foot coaches. The transit buses are assumed to operate in a maximum 3 g environment and include vehicles with GVW of 30,000 pounds and over. These vehicles can be a 25-foot transit bus up to a long articulated bus or Bus Rapid Transit (BRT) vehicles. In this study, the BRT vehicle has also been considered a maximum 3g environment. Issues/Challenges from Research Results The following (Table 1) is a summary of issues/challenges resulting from the research via literature search, surveys, web investigations and interviews. Detailed information is provided in the final report and project documentation. Impacts Table 2 uses a level of importance of High, Medium, Low and Not Applicable to summarize the impact of WhMD of Para- transit vehicles and buses in terms of the Guidance principles. Description of Innovative Concepts: Prototypes/Production/Operations Concept Criteria The following criteria were established for new concepts, based on issues identified from research. Some prototypes are described in very general terms as most are still in testing phases and protected by intellectual property restrictions. Many of the recommended changes that involve transit equipment are already available and many transit agencies are procuring this equipment. The research phase of the project clearly indicated a desire by many stakeholders to return to a more precise defini- tion of a transportable mobility device. Transit agencies and the transit equipment industry clearly would like specific param- eters for wheeled mobility devices (See Figure 1). Suggested parameters include the following and are based on research that is reported in the Project Final Report. Wheeled Mobility Devices (WhMD) The suggested parameters will permit the accommodation of about 90% of WhMD in use. This includes larger scooters. • Footprint: 30 in. wide by 54 in. long • Maximum turning radius: 39 inches • Maximum weight including occupant: 800 pounds

Table 1. Summary of challenges. (continued on next page) Topic Description Demographics People who use wheeled mobility devices are not homogenous; they are very unique in their requirements and use of WhMDs. Some people can use their upper body, others cannot; some can stand and walk for short distances, and some can transfer from their device to a seat. Changing population demographics include: aging, obesity, and an increased use of scooters. Wheeled Mobility Devices (WhMD) There is a great variety in WhMDs, from manual self-propelled chairs to power chairs, bariatric chairs, walkers, 3 and 4 wheel mobility scooters and Segways®. Oversized mobility devices are wider than 30 in., longer than 48 in., and have a turning radius of more than 36 in. and as a result, cannot be accommodated on most fixed route buses. The size of the vehicle vestibule and available turning radius is compromised by fare box pedestals, and on board ramps. Most oversized WhMDs are transported on paratransit vehicles. Some WhMDs are too heavy for paratransit and transit bus lifts and ramps. Most WhMDs currently do not comply with WC-19, and are not deemed “Transit Safe”. Bariatric chairs accommodate heavier persons and those who require a wider seat. Clearance between wheel wells on low floor transit buses is typically 36”. The width of a bariatric chair typically does not exceed 32”, and can be transported on-board a transit bus. Funding Most Durable Medical Equipment (DME) Insurance providers do not fund accessories to make WhMDs transit safe or compliant with WC-19. Paratransit Fixed Route Transit Vehicle lay-out Vehicle lay-outs that have flex space with different seat configurations depending on the local provider. The geometric lay-outs of fixed route buses can accommodate WhMDs with a maximum turning radius of 36 inches at the front entrance, and turning radius larger than 36 inches if there is a center door access. WhMDs with large turning radius cannot be transported on most fixed route transit buses. Most transit vehicles can only accommodate two WhMD. High floor Paratransit vehicles are still mainly high floor, equipped with lifts at different locations, rear, rear curbside or front curbside. Increased passenger vulnerability when the securement area is located behind the rear axle as a result of vertical accelerations in high floor vehicles. The stairs in a high floor vehicle are a challenge for many passengers. Some providers have reported difficulties with very heavy occupied WhMDs on the lifts, and on the vehicle suspension system. Most urban buses are now low floor with a ramp at the front or center door. Some high floor buses are intercity vehicles that are defined as Over the Road Buses (OTRB) and these are used for commuter services. Lifts Lift payloads are limited to 600 lbs., and do not accommodate heavier weight occupied WhMDs. Many lift platforms cannot accommodate WhMDs over 48 in. in length, and this leaves a number of WhMD passengers at the curb. Ramps Ramps can be single flip ramps, telescopic ramps or bi-fold. Ramps for low floor vehicles have a slope of 1:4 (14 degrees), but a slope of 1:6 (9.5 degrees) or less is recommended, as long as the ramp slope does not start in the vestibule area, and slope is continuous. Payloads are limited to 600 lbs. and cannot accommodate heavier WhMDs combined with user. Securement Forward- and rear-oriented wheelchair securement belt systems based on the voluntary WC-19 standard are the most common systems used in the US. They require two front and two rear belts and a three point belt occupant system for a 20 g environment. The driver is responsible for their deployment. Not all WhMDs can be secured and many passengers refrain from using occupant restraint devices. In the U.S., forward-facing securement must be provided, and rear facing compartment with a padded back barrier is an option. Forward and rearward oriented securement systems require use of 3 or more belt type securement systems. In large vehicles over 30 000 lbs. GVW, a rear facing compartment, with aisle side containment is safe for a maximum 3 g environment.

Table 1. (Continued). Topic Description Seats Seat configuration and capacity on vehicles depend on the number and positioning of wheelchair locations. Seat combination can be 2+2, 2+1 and side facing. Some operators only provide perimeter seating with space for many standees. Flip seats/benches are typically located in the wheelchair locations. There are no designated or specific seats for obese passengers, except where there are benches without center armrest. Few vehicles have designated areas for people traveling with service animals. Fare payment Not Applicable Fare payment methods range from in-vehicle (cash fare box), to off-vehicle (prepaid tickets and passes), to touch and touch less smart cards. The trend is going toward cashless smart cards. Fare box pedestals/bases impact on the turning radius of larger WhMDs in the vestibule and can be a barrier to access by WhMDs. Risk management and Training Risk management for driver/operators is an ongoing issue due to the need to physically assist passengers with disabilities and physically attach many of the belt type securement systems. Recurrent training for operators is needed to address the evolving changes in demographics, WhMD and securement technologies. There is a need for the allied health and durable medical equipment industry to take responsibility to inform consumers of WhMDs about the transportability on public transportation vehicles of these devices. Regulations ADA Part 1192.21 ADA Part 1192.21 and 151 Table 2. Impacts on paratransit vehicles and buses. Guidance principles Impact on small paratransit vehicles less than 30 000 lbs. (20g) Impact on large Transit vehicles 30 000 lbs. and over (3g) Comments 1 Passenger Characteristics 1.1 Uses Manual WhMD Low Medium 1.2 Uses Powered WhMD Medium Medium 1.3 Obese Medium to High Medium 1.4Travelling with service animal High High Space available for service animal 2.Wheeled Mobility Device ( WhMD) Characteristics 2.1 Length, 54 in., (increase % of WhMD accommodated) Medium Medium - High Depends on lift or ramps design 2.2 Weight 800 pounds (increase % of WhMD and Occupant accommodated) Medium High Depends on lift/ramps payloads. Industry moving toward heavier payloads 2.3 Turning radii: 39 in. (Addresses scooter needs) Medium High: (few vehicles with turning radius larger than 38 inches) Note: Many paratransit operators transport occupied scooters 2.4 Transit Safe WhMD-(WC-19) High Medium 2.5 Funding of transit safe WhMD High High Insurance providers should fund accessories to make WhMD transit safe 3.Transit Vehicle 3.1 Interior configuration High High 3.2 Access front door High High Vestibule space may present access barrier 3.3 Access center door Medium Medium Center door access avoids vestibule and is more accessible 3.4 Vestibules Medium High 3.5 Fare payment NA High 4.Transit vehicle equipment 4.1 Lifts High NA 4.2 Ramps Medium High

In addition all WhMD that are occupied during transport should be designed to remain intact during a 20 g decelera- tion from 30 mph and meet the other requirements of WC-19. These provisions will accommodate WhMD transported in smaller minivans. Lifts and Ramps All lifts and ramps should be rated for at least 800 pounds and platform lifts should be 30 × 54 in. Ramps should have a maximum slope of 1:6 (9.5 degrees). Figure 2 depicts a lift, and Figure 3 depicts a 1:6 ramp. Fare Payment In transit buses, cantilever pedestals should be used when fare payment devices are required to optimize clear space in Figure 1. Mobility device with defined length, turning radius and attachment points for securement. 5.Securement Types 5.1 Forward and rear orientation (4 point belt systems) High High 5.2 Rear facing compartment with padded back barrier NA High 5.3 Side facing NA NA Research is needed to identify impact of side facing securement in US operating environment 5.4 Occupant restraint – 3 point lap and shoulder belt High Medium 6.Transit Operations 6.1 Driver involvement High Medium-Low (rear facing does not require driver involvement) Depends on type of securement systems 6.2 Driver risk High High 6.3 Dwell times, Medium High 6.4 Seat capacity Medium Medium Depends of agency standards for mix of seated and standing passengers 7. Standards Access 7.1 Increase lift/ramp payload to 800 pounds High High Industry is manufacturing and selling heavier lifts in many procurements 7.2 Revise ramp slope to 1:6 High High Industry has taken action to make improvements to mitigate problems in early deployments 7.3 Increase length of lift platform from 48” to 54” High NA Industry is moving to producing longer lifts 7.4 Increase WhMD footprint from 30” x 48” to 30” x 54” Medium High-Medium Interior design and seating configuration directly impacted Note: According to USDOT: In vehicles 22 feet in length or less, the required securement device may secure the wheelchair or mobility aid either facing toward the front of the vehicle or facing rearward, with a padded barrier as described. Additional securement locations shall be either forward or rearward facing with a padded barrier. 4.3 Seats Medium High 4.4 Bridging plate NA NA

Paratransit Vehicles (20 g) Transit Buses (3 g) Belt type securement that minimizes operator involvement and risk, see Figure 8 Two rear facing positions with one or more forward facing position, see Figure 10 Securement areas located between front and rear axles Use flex space and flex seating: forward, rear and side facing seats, see Figure 11 Docking securement, see Figure 9 Single flip seats rated for obese passengers, see Figure 12 Table 3b. Summary of key concepts. Access In Figure 6 note that there are three spaces for wheel- chairs, two rear facing and one forward facing (barrier not shown). Operational Safety and Security It’s necessary to protect both operators and passengers who use WhMDs. In addition passengers and their equipment/ the vestibule. When possible, transit agencies should strive to develop smart and off-vehicle fare payment systems that minimize the space required in the front vestibule. New fare payment systems should also accommodate people with sen- sory and cognitive impairments. Table 3a and b is a summary of key concepts. Figure 4 shows a ramp at the front of a low floor bus and a cantilevered fare box without floor pedestal. Figure 2. Lift platform size of 30” wide  54” long with 800 lbs. payload. Figure 3. Ramp with 1:6 slope. Access Paratransit Vehicles Transit Buses Low Floor, front door or mid door access, see Figure 5. Front door with 39 in. turning radius and flat vestibules or center door access adjacent to securement areas. Flex space for securement with rear facing that accommodate more than two or more WhMDs, 30 inch aisles (see Figure 6). Space for service animals. When using public transportation, a service animal requires a space where it cannot be stepped on by other passenger. The place should be in the vicinity of its patron, see Figure 7. Table 3a. Summary of key concepts.

Figure 6. Low floor bus with center door ramp and wheelchair positions opposite/adjacent to door. Figure 4. A ramp at the front of a low floor bus and a cantilevered fare box without floor pedestal. Figure 5. Low floor paratransit vehicle with front door ramp and wheelchair positions between front and rear axles. Figure 7. Example for space for service dog underneath bench seat [Source: http://www. queenslandrail.com.au/].

Figure 8. Forward facing four belt securement system [www. travelsafer.org]. Figure 9. Docking type securement [www.travelsafer.org]. Figure 10. Rear facing securement with pivoting aisle arm. Figure 11. Seating with flip seat in securement area. Figure 12. Seating with extra wide seat.

have promoted safer transport of WhMDs on paratransit vehicles and buses. In many instances, products that increase access for WhMDs are available but it is up to the transit agen- cies to specify them during the procurement process. In other instances, innovation often begins in the transit agency mainte- nance facility, and then proceeds outward through collabora- tion with vehicle and equipment manufacturers. Advisory Committees: The transit agency’s citizen advi- sory committee on accessible transportation is often the first place that problems or challenges are identified. Transit agencies that provide the most inclusive service also appear to have citizen advisory committees that are collaborative and not adversarial. Members of these committees are often very involved in leading edge developments, procurements and general problem solving which lead to service enhancements or cost savings for the agency. Best Practices: Many of the best practices and innova- tions that have led to changes in the transit industry started as a result of a problem identified by a consumer. One transit agency had challenges with the first prototypes of 1:6 ramps. There were unexpected consequences. However, through collaboration between the transit maintenance facility staff and ramp manufacturers solutions were developed, tested, and are now in regular service and marketed by the ramp manufacturer. Another example was the need for better aisle side containment for rear facing securement systems. There are two innovative approaches for aisle side contain- ment that do not involve stanchions that block the aisle. The new approaches are side restraint systems that can easily be rotated out of the way. One of these approaches is proprietary and is marketed by a vehicle manufacturer; the other is man- ufactured in house in the transit agency’s maintenance facil- ity. An additional new concept on aisle side containment will be released in the fall of 2013 by a securement manufacturer. One of the most innovative developments for paratransit operations is the new low floor vehicles that are entering the market. There are several manufacturers who currently pro- duce these vehicles. These vehicles are very popular for semi mobile passengers as well as users of WhMDs. Transit agencies who have recently introduced low floor paratransit vehicles successfully include Tulsa Transit, fleets in Lubbock, Texas; mobility devices must be accommodated both safely and with dignity during boarding, exiting and travelling onboard vehicles. Note that passengers travelling in small paratransit vehicles or accessible taxis are exposed to higher acceleration forces than on larger transit vehicles. Eligibility Establish eligibility programs based on equity, mobility assessments, demand, cost, and local legislations. Larger operators can combine an eligibility center with a mock-up of a transit bus. These centers provide a central location for people to practice accessing fixed route transit vehicles and also completing the eligibility process. Access Policy for Oversized WhMDs Using the common parameters for WhMDs, establish the physical limits of oversized WhMDs for paratransit vehicles and buses. Information should be shared with the durable medical equipment and allied health community to insure that consumers who purchase or procure WhMDs are prop- erly informed about the physical limits of their equipment with respect to accessing paratransit vehicles and buses. Risk Management and Training Operators who provide passenger assistance for vehicle access or for the deployment of securement and occupant systems should be trained in risk avoidance and risk man- agement. Training and refresher courses must be in place for operators. Eligibility centers that provide opportunities for passengers to practice accessing vehicles and maneuver- ing in the interior of the vehicle, enhance travel training, and increase the safety of both passengers and operators. Innovation and Best Practices Culture of Innovation: The transit equipment industry in partnership with innovative transit agencies have shown leader- ship in developing technologies and operational policies that

There are a number of larger transit agencies in North America that use the front section of a transit vehicle as an orientation vehicle. This vehicle is combined with an ADA eligibility center and permits potential customers the oppor- tunity to practice maneuvering on and off a bus with coach- ing but without an audience. There are emerging best practices that will in time impact access to paratransit vehicles and buses. For paratransit, these include low floor paratransit vehicles that include access at the front with large vestibules that accommodate larger WhMD and provide seating and securement space between the two axles. There are some models of transit buses that have larger vestibules with up to 38 in. for a turning radius, other vehicles have flat vestibules and the fare box pedestal is cantilevered to minimize impact on the turning area. There are also transit vehicles that use rear-facing securement and provide two or more wheelchair locations on the vehicle. On large transit buses such as articulated vehicles that operate in BRT service, center door access accommodates oversize WhMDs. Some operators with rear facing securement have developed aisle side containment systems that are fixed to the padded rear board. This increases interior circulation by removing an aisle stanchion. Research has also shown that new belt securement sys- tems that are specifically designed for transit buses and are equipped with retractors reduce driver involvement and driver accident claims. In addition, new belt securement systems that have been designed for paratransit vehicles are popular with drivers as they also reduce driver involvement during the securement operation. Long Term Outlook The research activities related to the TCRP Project C-20 showed a strong desire for more definition of transportable WhMDs. This included realizing that WhMDs are larger and heavier than the common WhMD that was defined in the original ADAAG, and that the current broad definition is a challenge. The project suggests increasing the length of the foot- print to 54 in., increasing the weight of the occupied WhMD and Holland Michigan in the U.S., as well as OC Transpo and BC Transit in Canada. L.A. Metro has ordered a large number of low floor transit buses with innovative features, such as a place for walkers, a 1:7 boarding ramp, a new three-point securement system, a rear-facing option without securement, separate dedicated places for users of wheelchairs, and seats for seniors and persons with disabilities. New Opportunities: Collaborations/Partnerships There are several recommendations that are low cost and have immediate impact. Many transit agencies host open houses and invite people who use WhMDs to come and prac- tice boarding transit vehicles. Some of these agencies also offer free “tether straps” and free installations by trained pro- fessionals. These straps help vehicle operators attach belt type securement systems to WhMD that are not equipped with WC-19-compliant attachment points. Most power chairs have areas where the tether straps can be safely attached, how- ever many three- and four-wheeled scooters do not have any safe attachment areas for either tether straps or securement systems. Other events involve collaboration between transit agen- cies, and local durable medical equipment dealers. These events provide an opportunity for familiarization of the durable medical equipment (DME) dealers with the acces- sibility challenges of public transportation vehicles. In turn, these can help the dealers provide more informed advice to clients who purchase WhMDs to use on public transport vehicles. Providing DME dealers with the opportunity to try boarding different models of WhMDs on transit buses is educational. In some cities, transit agencies reach out to local chapters of allied health professional groups and provide educational seminars on access to paratransit vehicle and buses. This also provides an opportunity to impact the rehabilitation process and ensures that WhMDs will be used in private and public vehicles are safe for transport. Mobility training as part of the rehabilitation process also improves the success of indepen- dent community living.

• For large BRT transit vehicles, research the feasibility of side facing securement. WhMD Industry • Encourage design and marketing of WhMDs that meet or exceed WC-19 requirements. Institutional Change • Train allied health professionals and DME dealers to consider clients transportation needs when prescribing WhMD. • Work with insurance industry to fund WC-19 and other enhancements for transit safe WhMD. Opportunities • Encourage local and regional partnership between DME dealers, rehabilitation centers and public transportation providers to clearly delineate size and types of WhMD that can safely be transported • Work to develop “ADA eligibility centers” that provide opportunities for travel training including boarding and securing on buses Table 4 suggests solutions for paratransit and fixed route transit and also indicates who is responsible for these solutions. to 800 pounds, and including a turning radius of 39 inches as a measure of maneuverability. In addition, it is strongly recom- mended that all WhMD meet the WC-19 requirements. Other long term recommendations include, working to design low floor paratransit vehicles and buses that have flat ves- tibules that permit a 39 in. turning radius. Paratransit operators who provide securement systems that minimize driver involve- ment are experiencing a reduction in operator injury claims that have been attributed to the new securement technology. Roadmap to Change Vision of the Future Access Standards • New and defined parameters for WhMD that are trans- ported on paratransit vehicles and buses, this will bring consistency for WhMD users and the transit industry. Transit Industry • Low floor paratransit vehicles and transit buses, with suf- ficiently large vestibules that accommodate a 39 in. turning radius or the use of center boarding doors. • Development and deployment of driver friendly secure- ment systems for 20 g vehicles including small minivans. • For rear-facing securement systems, wider deployment of aisle side containment devices that don’t impede interior circulation or standee passengers.

SOLUTIONS/RECOMMENDATIONS Elements Paratransit Fixed Route Transit Who Is responsible? Demographics Increase awareness of the impact of changing demographics, e.g. increase in elderly population, increase of use for scooters, increase of obesity Operators, and Relevant Organizations WhMD Define transportable WhMD in terms of width, length, turning radius and weight. Require WC-19 compliance. Manufacturers , Operators, Relevant Organizations Funding Insurance providers do not fund accessories to make WhMDs transit safe Durable Medical Insurance companies Vehicle Layout Flex space increases maneuverability and capacity Vehicle manufacturer, transit equipment manufacturers, operators High floor/low floor Operators Lifts Increase lift payload to 800 or more pounds Increases lift platform to length of 54 in. or more. Manufacturers (most already do this) Ramps Use a 1:6 ratio continuous ramp slope, with articulation at door and with flat vestibule where possible. Manufacturers (most already do this) Securement Manufacturers Operators Seats Manufacturers (most already do this) Operators Fare payment Not Applicable Operators Manufacturers Risk management and Training Operators, Vehicle and Agency Insurance Industry Consider use of rear-facing systems in large vehicles over 30 000 lbs. GVW. Rear facing is safe in a maximum 3 g environment, and increases independence for users. Use advanced forward-facing securement systems for easier operation Consider side-facing systems for large vehicles over 35 000 lbs. Most urban buses are now low floor with a ramp at the front or center door. Some high floor buses are used for commuter services. Consider use of flex space to support use of rear-facing securement. Provide 3 or more securement spaces, Use café seating Eliminate fare boxes, or use cantilever pedestals to increase turning radius in front entrance vestibule. Consider the use of touch and touch less smart cards. Increase procurement and use of low floor vehicles with front ramps for easier access for all; locate all securement spaces between front and rear axles for safer and better ride quality. Seat configuration and capacity on vehicles depend on the number and positioning of wheelchair locations. Seat combination can be 2+2, 2+1 and side facing. Flip seats/benches are typically located in the wheelchair locations. Consider designated or specific seats for obese. Consider designated place for persons traveling with service animals. Use advanced forward-facing secure- ment systems for easier operation, and a three-point belt occupant restraint for a maximum 20 g environment. Establish risk management policy for driver due to the need to physically assist passengers with disabilities and physically attachmany of the belt type securement systems. Establish training programs and refresher courses for operators and drivers needed to address the evolving changes in demographics, WhMD and securement technologies. Inform and educate the allied health and durable medical equipment industry to take responsibility to inform consumers of WhMD about the transportability on public transportation vehicles of these devices. Table 4. Solutions/recommendations.

Priorities for Implementation Compliance Status Elements/Items Paratransit Yes No Partial Not Applicable Fixed route Yes No Partial Not Applicable Comments Transportable WhMDs Transportable WhMDs 30” x 48”, turning radius up to 36” Transportable WhMDs oversized 30” x 54”, Turning radius over 36” Lifts and Ramps Lift platform size 30” x 48” Lift platform size 30” x 54” Lift payload 600 lbs. Lift payload 800 lbs. plus Ramp slope1:4 Ramp slope 1:6 Securement Securement 20 g; Forward facing Securement 3 g; Rear facing Securement 1 g; Side facing Occupant restraint, 3 belt Seats Single Double Bench Flip seats Seat for obese Fare payment Cash fare box Touch card Touchless card Funding Eligibility policy Table 5. Checklist for operators.

Abbreviations and acronyms used without definitions in TRB publications: A4A Airlines for America AAAE American Association of Airport Executives AASHO American Association of State Highway Officials AASHTO American Association of State Highway and Transportation Officials ACI–NA Airports Council International–North America ACRP Airport Cooperative Research Program ADA Americans with Disabilities Act APTA American Public Transportation Association ASCE American Society of Civil Engineers ASME American Society of Mechanical Engineers ASTM American Society for Testing and Materials ATA American Trucking Associations CTAA Community Transportation Association of America CTBSSP Commercial Truck and Bus Safety Synthesis Program DHS Department of Homeland Security DOE Department of Energy EPA Environmental Protection Agency FAA Federal Aviation Administration FHWA Federal Highway Administration FMCSA Federal Motor Carrier Safety Administration FRA Federal Railroad Administration FTA Federal Transit Administration HMCRP Hazardous Materials Cooperative Research Program IEEE Institute of Electrical and Electronics Engineers ISTEA Intermodal Surface Transportation Efficiency Act of 1991 ITE Institute of Transportation Engineers MAP-21 Moving Ahead for Progress in the 21st Century Act (2012) NASA National Aeronautics and Space Administration NASAO National Association of State Aviation Officials NCFRP National Cooperative Freight Research Program NCHRP National Cooperative Highway Research Program NHTSA National Highway Traffic Safety Administration NTSB National Transportation Safety Board PHMSA Pipeline and Hazardous Materials Safety Administration RITA Research and Innovative Technology Administration SAE Society of Automotive Engineers SAFETEA-LU Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (2005) TCRP Transit Cooperative Research Program TEA-21 Transportation Equity Act for the 21st Century (1998) TRB Transportation Research Board TSA Transportation Security Administration U.S.DOT United States Department of Transportation