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

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21 C H A P T E R 4 To address the objectives of this project, it was essential to inquire about technical, operational and regulatory expe­ riences. To this end, a number of diverse stakeholders were identified to provide input on these issues. The seven groups of key stakeholders are as follows: 1. Transit users 2. Transit agencies 3. Vehicle manufacturers of small and large vehicles 4. Equipment manufacturers 5. Mobility device manufacturers 6. Funding Agencies Transit Users Transit users with disabilities can be divided into two cate­ gories, (1) those able to use fixed route transit, and (2) those unable to use fixed­route transit and require special trans­ portation services for at least some of their trips. Transit users use a variety of equipment for their mobility, ranging from wheeled walkers and self­propelled wheelchairs to power chairs, scooters and Segways®. They also include persons with vision/hearing problems who travel with a service animal. People who are obese also face challenges using either fixed­ route or paratransit vehicles. People who use mobility scooters are sometimes left stranded since they cannot access either fixed­ route or paratransit vehicles. Most consumers are not informed at the time of purchase whether or not their WhMD is trans­ portable based on its footprint, weight and maneuverability. People who use power chairs and scooters are often exposed to undue hazards as a result of a lack of designated attachment points on their devices for forward facing securement systems. Transit Agencies Transit agencies may operate public transportation services in urban areas, rural areas, or both. These operations include fixed­route services and on­demand special services. The large fixed­route operators generally use low floor large transit buses that are 35 ft and longer. However some high floor vehicles that are equipped with wheelchair lifts are still in service. Intercity and long distance commuter service is often provided by large high floor Over the Road Buses. These vehicles, if they are acces­ sible, have a lift that is usually located in the center of the bus and is operated by the driver, who must get out of the bus to deploy the lift. Many low floor transit buses can kneel and use a flip ramp for access, which is operated by the driver from his/her seat. Several countries use rear­facing securement systems. In the U.S., they are only allowed to have rear­facing securement if a forward­ facing system is provided at the same time. Dwell times with rear­facing systems have shown to be reduced to about 1 min­ ute. Many users prefer rear facing for its independent use. In the United States most fixed route vehicles use forward facing securement systems that are operated by the driver. Deploying and undoing the securement and occupant restraint system can take up to 3 minutes or more which impacts dwell times. Transit agencies on fixed­route services are facing problems with over­ sized mobility devices that are unable to access vehicles due to increased length, weight and turning radii. Most paratransit vehicles have a high floor and are equipped with a lift, however new low floor kneeling vehicles with a ramp are entering the market. Forward facing securement and occu­ pant restraint systems are required to safely transport passen­ gers using mobility devices. All operations to board/deboard and secure the passenger are the responsibility of the driver. Risk of injury to the driver or the passenger is possible during the deployment of securement systems. The location of wheel­ chair positions behind the rear axle increases the risk of injury for passengers seated in mobility devices due to the vertical acceleration forces [Hunter­Zaworski et al. 2009]. Transit Vehicle Manufacturers Large transit vehicle manufacturers include those produc­ ing transit buses, and bus rapid transit (BRT) vehicles with a Gross Vehicle Weight (GVW) over 30 000 pounds. Fixed­ route vehicles are typically low floor and the Over The Road Key Stakeholders

22 Buses (OTRB) are high floor, both range in length from 35 feet to 45 feet. Articulated buses measure about 60 feet in length, and many BRT vehicles can be 60 feet and longer. Small vehicle manufacturers produce small buses, vans, taxis with a GVW under 30,000 pounds. On­demand para­ transit vehicles are shorter and typically range in length from 22 feet to 28 feet. In the last decade, almost all new vehicle procurements for fixed­route vehicles are low floor, due to safer and faster access for all passengers including those with mobility devices. The interior lay­out of vehicles is typically determined by the transit agency for the number, type and orientation of seats, lifts or ramps, and wheelchair positions. Transit Equipment Manufacturers—Interiors Manufacturers of transit equipment include those who produce ramps, lifts, seats, securement systems and fare pay­ ment systems. Lifts and Ramps Lifts are used for high floor vehicles and have a minimum platform size of 30 inches by 48 inches, with front and rear safety stops, side guards and hand rails on both sides. In recent years many transit agencies are procuring lifts with longer platforms that are 52 inches or even 56 inches long. The minimum payload for the lifts is 600 pounds although some models are available that can carry a load of 800 or even 1,000 pounds. When not in use, lifts are stowed inside above floor or under floor. Ramps are used for low floor vehicles and are single flip or bi­fold, or sliding/telescopic ramps. Ramps have guards on each side and a non­slip surface. Depending on their length the slope ratio is either 1:4 or 1:6. Their minimum required payload is 600 pounds. There is a challenge for transit opera­ tors and ramp manufacturers to provide ramps that have lower slope ratios than 1:6. Many of the ramps are designed for payloads of 800 pounds or more. Seats Seats for fixed­route transit vehicles are typically molded as single, double or multiple seat models. They may be uphol­ stered, have armrests and are designed for a vertical load of 450 pounds. Flip seats or seats that fold out of the way are commonly used in wheelchair securement locations. Seats used in paratransit operations are often upholstered; some may have a head rest and pivoting armrest to assist with transfers in and out, and also have a passenger seat belt system. Securement Systems Securement systems are either forward or rear facing. Traditional forward facing systems consist of four floor based anchor points with securement belts that are hooked to the mobility device, two at the front, and two at the rear. For vehicles that are less than 30,000 pounds GVW, the four­point securement system is still the best option. For larger vehicles over 30,000 pounds GVW, the forces encountered by a per­ son sitting in a wheeled mobility aid are much lower. New proposed ADA regulations indicate that “The design force is reduced from 4,000 pounds to 2,000 pounds based on research showing the “g” loads generated on wheelchairs and their occu- pants in large vehicles under the following conditions: Maximum acceleration (0.2g), maximum braking (0.85g), rapid turning (0.5g), and frontal collision (3g). Wheelchair securement sys- tems that are designed to restrain a force of 2,000 pounds in the forward longitudinal direction in large vehicles would provide an appropriate level of protection based on these “g” loads” [ADA, 2009]. For larger vehicles, other securement options include rear­ facing systems which consist of a fixed padded back panel. The person in the mobility aid maneuvers the mobility aid with the back to rest against the back panel. The back panel is designed to absorb and attenuate some of the energy pro­ duced by the deceleration forces. There is no need for secure­ ment straps, but the tilting or turning into the aisle must be restricted. Manufacturers are presently developing a number of different approaches to address this issue. Research has shown that a 3 g protection provides for a safe environment for large mass transit buses. In other countries, such as Spain and Australia, side facing systems have been used on large BRT type vehicles over GVW 35,000 pounds. Further research is required to determine the safety of such a system in the U.S. operating environment. Fare Payment Fare payment manufacturers provide cash fare boxes, and these are still used by many transit agencies. New fare pay­ ment technologies that use touch or touch less credit/debit smart card systems are becoming more common. Prepaid or debit fare systems facilitate payment for persons with mobil­ ity devices, agility and sensory problems. Wheeled Mobility Device Industry The industry for WhMDs is comprised of manufacturers, suppliers, dealers and importers. The range of products include manual and sport chairs, power chairs, bariatric chairs, 3­ and 4­wheel scooters and wheeled walkers. These devices are designed to meet the diverse needs of people

23 with mobility impairments who require assistive technology. The diversity of WhMDs has caused challenges for the trans­ port industry. There is no simple or single definition of wheeled mobility devices. However, a general characterization of these devices was adopted when the ADA and associated regulations were first enacted. The early definition of a wheelchair was in terms of the static footprint, and it was 30 inches wide by 48 inches long, and the minimum lift payload of 600 pounds. A number of considerations are missing, in particular the key measure of maneuverability. In this study the turning radius is suggested as a measure of maneuverability. Since most WhMDs are not recommended for use on public transportation, many manufacturers and suppliers are not aware of the limitations of transporting an occupied WhMD onboard transit vehi­ cles such as urban buses, BRTs, and paratransit vehicles. Such limitations include the length, the weight, the turning radius and the attachment points of a securement system to the mobility device. In the current retail environment in the U.S., many scooter­ type wheeled mobility aids are bought at general retail out­ lets or on line. In these situations there is no involvement of Durable Medical Equipment (DME) professionals. Purchas­ ers of these devices are not aware or even consider the use of the device in an outdoor environment or on a transit vehicle. In addition, there are no opportunities to provide any user training. If the WhMD is purchased through a DME supplier or dealer, then some basic training might be provided. It is in the rare circumstance that any conversations about transport­ ability or use in outdoor environments take place between a dealer and a new customer. Manufacturers of WC-19 Compliant Devices There has been widespread recognition of the need for standards for WhMDs that are occupied during transport. The North American Standard is referred to as WC­19 and it is a voluntary industry standard for designing, testing and labeling a wheeled mobility device that is ready to be used as a seat in a motor vehicle. The standard was developed by the RESNA (now SOWHAT) Subcommittee on Wheelchairs and Trans­ portation. RESNA is designated as a standards­setting orga­ nization by ANSI, the American National Standards Institute. The designated WC­19 wheeled mobility device has: • Four permanently attached and labeled securement points that can withstand the forces of a 30 mph, 20 g impact. • Specific securement point geometry that will accept a securement strap end fitting hook. • A clear path of travel that allows proper placement of vehicle­mounted occupant safety belts next to the skeletal parts of the body, • Anchor points for an optional WhMD anchored pelvic safety belt, that is designed to withstand a 30 mph, 20 g impact that has a standard interface on it that allows it to connect to a vehicle­anchored shoulder belt. The WC­19 standard was created to address a number of concerns about the lack of crashworthiness of mobility devices that are occupied during transport on public trans­ portation vehicles. A few manufactures/suppliers adhere to this regulation. This is particularly important when power chairs and scooters are transported occupied or unoccupied and must be safely secured onboard a vehicle. Not all mobility devices are manufactured to be used in a 20 g environment such as those encountered onboard paratransit vehicles, small vehicles, vans and taxis. Funding Agencies During Phase 1 of the project, many attempts were made to engage the Durable Medical Equipment industry and agencies that provide funding for DMEs as participants in the project survey and workshop activities. Two wheelchair manu­ facturers participated in the workshop and several others in the online survey. The public and private insurance agencies appeared reluctant to participate in most conversation or other data collection activities. It was also noted that several DME suppliers who started the survey that was targeted at them did not complete it.