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

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33 C H A P T E R 6 This section on new concepts in design and operations is divided into three major divisions: the design of transit vehicle equipment and layouts, design of transit safe mobility devices, and innovations in transit operations to reduce risk to opera- tors and passengers. Designs of Vehicle Equipment Low Floor Transit Vehicles The low floor bus layout has certain limitations for boarding/exiting with a mobility device, accessing the travel- ling position, and maneuvering into and out of the wheel- chair position. A balance must be achieved between the space requirements for the mobility device and the seating/ standing spaces for the other passengers. Most low floor transit buses use front door access for persons with mobility devices, requiring a 90 degree turn out of the vestibule, pass- ing through the wheel wells and maneuvering into position. Turning in the vestibule is often limited due to the space taken up by the fare box, and or vestibules that are sloped to accommodate a 1:6 ramp. It is suggested that consideration be given to an alternative access door, namely the center or rear door. This permits the wheelchair positions to be adjacent to the door, which in turn permits space for larger turning radii and shorter dwell times. Access through the front door and maneuvering into the wheelchair position through the wheel wells may result in fewer seats because of the required maneuvering space. Center door access may result in a more favorable seat capacity due to less space required for maneuvering. Flip seats in the wheelchair space location can avoid seat loss. Accommodation for persons travelling with a service animal should be provided. Figures 5 and 6 show lay-outs of low floor paratransit and transit buses. Figures 7 and 8 show flex seating and flip seat seating arrangements Ramps Most of the ramps for low floor buses that are older than 3 years have a slope of 1:4, which works well if boarding takes place from a curb and the vehicle can kneel. When boarding directly from the road, the steeper angle can create a safety problem, thus a 1:6 slope is recommended to reduce the problem. The recent changes in ramp slopes from 1:4 to 1:6 had some unintended consequences. However the ramp manufacturers worked with the bus manufacturers and some transit agencies to develop solutions that address the prob- lems encountered in early deployment. It has been suggested that the maximum slope should be 1:8, while this is commend- able it is far from practical for either paratransit or fixed-route operations [ESPA, 2009] There are some new design elements for ramps that must be considered. The transition point for the ramp should be at the door edge of the vestibule. A number of designs for a 1:6 ramp start the slope of the ramp in the middle of the vestibule. This makes it much more challenging for a wheeled mobility device to make the turn and keep all the wheels in contact with the floor. Figure 9 depicts a 1:6 ramp for low floor bus in kneeling position. The Table 17 shows the differ- ence in the length of the ramp for ground to door heights of 14 and 7 in. respectively. Any slope of the ramp should only start at the edge of the bus floor, not inside the vehicle. The 1:6 slope also has consequences for the landing space infrastructure, extending the depth to 90 in. or 7½ feet for a 7-in. curb and 11 feet for an unimproved surface (Figure 10). In addition, a cross or vertically sloped road at accessible stops should be avoided to prevent tipping when the ramp would be angled laterally. Due to the increase in weight of mobility devices plus heavier occupants, the payload should be increased to 800 pounds. Figure 11 shows an extended bi-fold ramps and a single flip ramp from a kneeling low floor bus. New Concepts in Design and Operations

34 Bridge Plate In Bus Rapid Transit(BRT) operations it is common for the station design to include level boarding. If the horizontal gap between the platform and the vehicle exceeds 3 in. (75 mm), and the vertical gap between the platform an the vehicle floor exceeds 5⁄8 in. (16 mm), a bridge plate should be used for Figure 5. Low floor Paratransit vehicle with front ramp and wheelchair position between axles. Figure 6. Low floor bus with center door ramp and wheelchair position(s) opposite/adjacent door. Figure 7. Flex seating with extra wide seat. Figure 8. Seating with flip seats in securement area. Figure 9. Ramp for vehicles with 1:6 slope. Lifts The recent changes in wheelchair lift design pertain to the increase length of the platform from 48 inches to 54 inches or longer, and an increase in minimum payload from 600 to 800 pounds or more. There are many transit operators who are specifying the larger lifts on new vehicle procurements. Lift platforms should be equipped with handrails on both sides, safety guards on both sides, and front and rear stops to prevent the mobility devices from rolling off the platform. Lifts should accommodate payloads of 800 pounds or more. Figure 12 depicts the platform of a platform lift with the recommended width of 30 inches and length of 54 inches and a payload of 800 pounds. Figure 13 shows a lift on a high floor inter city bus. Vercal height (inches) Ramp Slope 48-in. landing space 1:4 1:6 1:8 Length of ramps(ins) 14 58 85 113 Horizontal distance(in) 14 56 84 112 104 132 160 Length of ramps(ins) 7 29 43 56 Horizontal distance(in) 7 28 42 56 76 90 104 Table 17. Chart of different ramp lengths and ramp slopes.

35 Bi-fold ramp for low floor bus, extended ramp length, Ricon Corp Source: Ricon Corporation. Single flip ramp, front door, kneeling bus at 7 inch height. Source: Rutenberg Design Inc. Figure 10. Two examples of ramps on low floor transit buses. Figure 11. Bi Fold ramps on transit bus (DART) and low floor paratransit vehicle (ARBOC). Figure 12. Platform Lift—Platform 30” wide x 54” long, 800 lbs. payload. boarding. Bridge plates can be movable or be attached to the vehicle or the platform. Bridge plates are common in urban rail operations and more recently in bus rapid transit opera- tions. Figure 14 shows a manual bridge plate between a railcar and the platform. Securement Systems The prevailing securement system on urban buses is for- ward facing with the mobility device secured by four belt straps, two in the front, two at the rear. Although some WhMD manufactures voluntarily provide attachment points according to WC-19, others do not, which can result in damage to the mobility aid, especially to scooters

36 when belt straps cannot be applied safely. Recent innovations in securement include the use of fully integrated wheelchair securement stations and adaptable securement systems that have been shown to reduce driver injuries (Figure 15). A challenge for operators is the increasing size of the wheeled mobility aids and the challenge of having enough space and appropriate securement locations to secure these mobility devices. An alternative to be considered is a docking system, similar to the ones used in cars and vans, without straps (Figure 16). To assist drivers with securement, many transit agencies provide tether straps to their customers. It is very important that these straps are attached correctly otherwise Figure 13. Wheelchair lift for intercity/OTRB high floor coach (NJ Transit). Figure 14. Manual bridge plate for use in rail cars (VIA Rail Canada). Figure 15. Forward facing securement with four belt securement [Source: www. travelsafer.org/]. Figure 16. Example of docking system. [Source: https:// www.google.ca/#q=docking+system+for+wheelchair] the wheeled mobility aid can be damaged and the occupant could be injured. Rear facing securement is gaining popularity with wheeled mobility users due to the increase in the number of Bus Rapid Transit services and fixed-route operators who are offering this type of securement systems. Initially there were reservations, but once people use rear facing systems it becomes the mode of choice. There are now transit agencies trying to add more rear facing securement stations to their buses to accommodate the increase demand. This has prompted the development of the “flex space” concept. There are double decker vehicles with two rear-facing systems in a row.

37 Rear-facing systems do not require belt straps or occu- pant restraints, the WhMD occupant’s forward movement is prevented by applying the brakes and resting his/her back against a back panel, which absorbs the deceleration forces. Experience with the system in many countries have shown that it works well in vehicles over 30,000 pounds GVW. One of the challenges with rear facing is the aisle side containment to prevent tipping into the aisle. The basic systems include the curved stanchion, retractable side arms and several other concepts that are under intellectual property protection. Side facing securement has not been approved for use in the U.S. Research is needed to determine if side facing secure- ment would be an option for BRT type operations. Figure 17 shows a rear facing securement area with a back panel and a pivoting aisle arm, and Figure 18 shows an oversize scooter in a rear facing road side position. There is a drop down arm that restricts sideway motion. Figure 19 shows a rear-facing securement system on the curb side of the bus. Figure 17. Rear-facing securement with back panel and pivoting aisle arm rest (3g) environment. Figure 18. Example of rear facing on road side of bus (BC Transit, Canada). Figure 19. Rear facing on the curb side of bus with pivoting aisle arm rest to prevent tipping (BC Transit Canada). Figure 20 shows a rendering of the extended width back and aisle side restraint that was developed by a transit agency for use on the BRT vehicles. The BRT vehicles use center door loading and the aisle restraint remains down. Figure 21 Depicts two rear-facing securement positions on a double decker bus. Fare Payment Many Transit operators use cash fare payment systems, however the industry is moving towards advanced fare payment technologies both on and off the vehicle. Two options for on-vehicle fare payment systems are suggested. These options will increase the amount of space available in the vestibule for the turning radius in the vestibule thus accommodating larger mobility devices. The first option is the complete removal of the fare box floor mount and the second option is to cantilever the fare box. Touch and touch- less fare payment systems are being increasingly used by many transit operations. Figure 22 shows a cantilever fare box adjacent to the vestibule.

38 Figure 20. Extended width back panel and aisle side restraint for rear facing on BRT vehicles (center door loading). Figure 21. Two rear-facing positions on double decker bus [BC Transit, Canada]. Transit Safe and Transportable Mobility Devices This section addresses the need to identify and describe potential design concepts for “transit safe” and or “transport- able” mobility devices. Transit Safe Mobility Device Transit safe is a way of boarding, transporting and exiting a passenger in a mobility device on a transit vehicle, such as an urban bus in a safe way without the risk of injury for the occupant of the mobility device, other passengers, the opera- tor, or damage to equipment. Transportable Mobility Device A mobility device for public transit can only be trans- ported if it fits within the technical limitations of a transport vehicle, in this case, an urban bus. This includes that the occu- pant must have a safe operational device and he/she must be capable of entering and exiting with this device on their own. With the present design of urban low floor buses, the WhMD length cannot exceed 48 inches, the turning radius cannot exceed 36 inches, and the weight of the WhMD plus its occu- pant cannot exceed 600 pounds. If a forward facing secure- ment is used, all WhMD should be equipped with attachment points for belts, such as meeting the requirement of WC-19. Some mobility devices that are larger than 48 inches can be transported on paratransit vehicles, which often have larger interior maneuvering spaces, and the passenger is assisted for boarding, maneuvering and securing by the driver/operator. Design Concepts for Mobility Devices That Impact Safe Transport The common element for all transportation is the mobil- ity device and its occupant. As a benchmark, the occupant of Figure 22. Cantilevered fare box near front vestibule.

39 a mobility device should be provided with the same level of safety as any other passenger in the bus, seated or standing. Condition of Wheeled Mobility Devices The mobility devices must be in good and safe operating conditions, and the occupant should be able to maneuver the device in and out of the vehicle on his/her own when using fixed-route buses. Factors include working brakes, charged batteries, properly inflated tires, and attachment points for securing the device during transportation. Turning Radius The geometry of urban buses restricts the turning radius in the vestibule, thus transportable mobility devices must comply with these limits if they are to be transported. On most tran- sit buses, the maximum turning radius is presently limited to 36 in. Manual wheelchairs and power chairs have no difficulty complying with this requirement, but many 3 4-wheel scooters have turning radii that exceed 36 in. Attachment Points Attachments points must be mandatory for all WhMDs to secure the device safely in a forward facing position or for stowage as an unoccupied device such as a scooter. Length of Wheeled Mobility Devices Wheeled mobility devices exceeding 48 inches in length can have an impact on the turning radius, the space to be occupied during travel on a bus, and the ability to maneuver in and out of the wheelchair position. WhMD length is independent of turning radius. Many large power wheeled devices have a much smaller turning radius than a scooter (Figure 23). Lightweight Materials Lighter weight materials that do not compromise the strength of the mobility device should be used as much as possible to reduce the overall weight of WhMDs. Aluminum and carbon fiber materials are used widely now in the auto- motive and the aircraft industry and now are being used to make WhMDs. Wheeled Mobility Device Users The users of a WhMD must ensure that when using public transportation, his/her equipment does not exceed the length of the device by adding front or rear baskets, or other equip- ment such as canopies. The user must be capable of operating his/her equipment independently to board/deboard a fixed- route vehicle, and maneuver in and out of the securement position. For users that cannot use fixed route transit, they are usually eligible for complimentary ADA paratransit or other paratransit services. Paratransit vehicles, which are generally smaller than transit vehicles may be easier to access, but they almost always require a four point belt securement system. Prescribers/Dealers/Suppliers Information The allied health professionals, durable medical equipment dealers and suppliers need to be made aware of the transpor- tation needs of the person who is acquiring a wheeled mobil- ity device and make informed decisions about the wheeled devices and any accessories to insure the safety of the wheeled mobility device user during all aspects of the transport chain. Transit Agencies The transit agency should inform the general public about the limitations of transporting a WhMD on fixed-route and paratransit vehicles. Transit agencies should publish informa- tion that describes transportable devices including information on the maximum length, turning radius, and weight. In addition, transit agencies should strongly advise their WhMD customers to have transportable WhMDs that are either WC-19 compat- ible or have obvious attachment points for their securement systems. Transit Agencies that have high ridership of people in WhMDs often provide extended outreach services to provide open door and training sessions for their WhMD clientele to familiarize them with the vehicle lay-out and operations. Some agencies provide complimentary tether straps at public events where trained personnel apply the tether straps at structurally safe locations on WhMDs. In some communities, the transit agencies provide training to the durable medical equipment dealers so that the dealers and suppliers are informed which products can be safely transported. Not surprisingly, these same agencies also partner with the rehabilitation facilities to provide Figure 23. Mobility Device defined length, turning radius and attachment points.

40 ongoing transit training and this in turn helps to educate the allied health professionals on transportable mobility aids. Within the transit agency it is the operator who has the responsibility for the safe deployment of the equipment, such as the ramp, the securement systems, and at the same time to be respectful of their passengers and safely operate the vehicle. For the operators there are a number of opportunities for increased risk of injuries in the deployment of forward facing secure- ment systems. These risks for the operator stem from bending, kneeling, reaching and pulling four belt straps and connecting them to the mobility device. During this process, physical con- tact with the occupant can sometimes not be avoided, which can impose on the dignity of the occupant. Only when the occupant of the mobility device is securely positioned should the operator start driving the vehicle in a manner that avoids jerking, and severe accelerations and decelerations. There are new securement technologies that lower the injury risk to operators. On large transit vehicles, this includes the use of rear-facing securement systems which are safe, do not require belt straps, and provide greater independence for the mobility device user, and require shorter dwell times. They do require an aisle side means to prevent tipping/moving into the aisle. On paratransit vehicles, there are new four belt secure- ment systems with automatic retractors, and these new systems have been shown to reduce risks to operators. Transit Agencies and Transit Industry Characteristics of Accessible and Inclusive Transit Agencies Transit agencies that are accessible and inclusive often have a culture of innovation and citizen advisory committees that operate collaboratively to make continual improvements for all passengers. Culture of Innovation There are several transit agencies that have created a cul- ture of innovation at all levels of the agency. The transit equipment industry in partnership with innovative transit agencies have shown leadership in developing technologies and operational policies that have promoted safer trans- port of WhMDs on paratransit vehicles and buses. In many instances products that increase access for WhMDs are avail- able, but it is up to the transit agencies to specify them dur- ing the procurement process. In other instances, innovation often begins in the transit agency maintenance facility, and then proceeds through collaboration with vehicle and equip- ment manufacturers. Advisory Committees The transit agency’s citizen advisory committee on acces- sible 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 commit- tees that are highly engaged, collaborative and not adversarial. Members of these committees are often very involved in lead- ing edge developments, procurements and general problem solving which lead to service enhancements, improvements in risk management or cost savings for the agency. Best Practices Many of the best practices and innovations 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 a collab- oration between the transit maintenance facility staff and ramp manufacturers solutions were developed, tested and now in regular service and marketed by the ramp manu- facturer. Another example was the need for better aisle side containment for rear-facing securement systems. There are two innovative approaches for aisle side containment 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 propri- etary and is marketed by a vehicle manufacturer; the other is manufactured in house in the transit agency’s maintenance facility. An additional new concept on aisle side containment will be released in the near future. One innovative development for paratransit operations is the use of new low floor vehicles. There are several manufac- turers of these vehicles. These vehicles are popular for semi mobile passengers as well as users of WhMDs. The adoption of low floor paratransit vehicles is gaining momentum in the industry. As with any new technologies, there were minor issues with early deployment, but more manufacturers have entered the market and more and more transit agencies are purchasing low floor vehicles. L.A. Metro has recently reported it has taken a number of steps to improve accessibility through new bold signage, forward facing seats as priority seating, a dedicated spot for walkers that is not in the wheelchair space, and the use of the new three-point securement systems that is intended to make securement easier for the driver or the wheelchair users. In addition L.A. Metro is procuring new 40-foot vehicles that have 1:7 ramps and rear-facing option without securement [Transit Access, 2013].