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41 C H A P T E R 7 Guidance Document Summary The accompanying Guidance Document provides a sum- mary of technical and engineering changes in transport vehi- cles, equipment and WhMDs, and also suggests operational and regulatory changes that together will improve safety for all. New advances in technology are described as well as operational and regulatory changes. New concepts are sug- gested to help the industry to improve the safety for all pas- sengers and operators. The document is structured on the securement system operating environments of 20 g to 3 g. Demographics People who use WhMDs are not homogenous; they are 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 the increased use of scooters. Wheeled Mobility Devices (WhMDs) Challenges There is a great variety of 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 often can- not be accommodated on most fixed-route buses. The size of the transit vehicle vestibule and available turning radius is compromised by fare box position, and onboard ramps. Many times the oversized WhMD is transported on para- transit vehicles. However, some WhMDs are even too heavy for paratransit and transit bus lifts and ramps. There are sev- eral manufacturers who produce WhMDs that comply with WC-19, and are deemed âTransit Safe.â Most durable medical equipment insurance providers do not fund accessories to make WhMDs transit safe or compliant with WC-19. Suggestions The suggested parameters for describing the physical attributes of a transportable mobility device will permit the accommodation of about 90% of WhMD in common use, including many of the larger scooters. The recommended parameters are: ⢠Footprint: 30 in. wide, by 54 in. long ⢠Maximum turning radius: 39 in. ⢠Maximum weight including occupant: 800 pounds In addition, all WhMDs that are occupied during transport should be designed to resist a 20 g acceleration and meet the requirements of WC-19. These provisions will accommo- date WhMDs transported in smaller minivans and accessible taxis. The new parameters would permit more WhMDs to be transported and the parameters would provide a com- mon framework for design and operations. Using the com- mon parameters for WhMDs, would establish the physical limits of oversized WhMDs for paratransit vehicles and buses. Information should be shared with the durable medi- cal equipment and allied health community to insure that consumers who purchase or procure WhMDs are properly informed about the physical limits of their equipment with respect to access paratransit vehicles and buses. Impact of the Suggestions for Parameters for WhMDs Several other changes would need to be done if the expanded parameters of WhMDs with a width of 30 in., a Research Results
42 length of 54 in., and a turning radius of 39 in. were accepted. These changes include: ⢠Center or rear door boarding with adjacent wheelchair locations or ⢠Front door access; the removal of the fare box or the use of a cantilevered fare box to accommodate the larger turning radius; flat vestibule area ⢠Larger maneuvering space to get in and out of the wheel- chair position, and or ⢠Flex space that will accommodate two more wheelchair securement spaces and other passengers; this will likely impact seat type and capacity ⢠Consideration of staggered or tandem configurations for wheelchair securement areas ⢠Increase ramp or lift payload to 800 pounds or more. Transit Agencies Challenges The biggest challenges for transit agencies are both the size and diversity of WhMDs, and many of these devices cannot be secured with the available securement technologies. Transit agencies also face the challenge of maintaining adequate seat- ing capacity and providing enough interior space to accommo- date larger wheeled mobility devices. Transit agencies are also encouraged by risk management to reduce operator injuries and still maintain schedules. Suggestions Vehicle Layout The use of low floor vehicles for both paratransit and tran- sit operations benefits all passengers especially those who use wheeled walkers. Vehicle interiors that have the option for âflex spaceâ can increase the number of WhMDs that can be transported. Flex space on transit buses can be used by stand- ees or accommodate passengers with luggage. Flex spaces on paratransit vehicles that have appropriate securement systems will accommodate oversize WhMDs. Lifts and Ramps All platform lifts and ramps should be rated for at least 800 pounds. Platform lifts should be at least 54 in. long and 30 in. wide. Where possible the ramps should have a maximum slope of 1:6, however the ramp slope should be continuous and start at the door so that the vestibule is flat. Paratransit vehicles are still mainly high floor, and they are equipped with lifts at different locations such as the rear, rear curbside or front curbside. Securement Systems The securement area should be located between the front and rear axle because the passengers are much more vulner- able to injury from the vertical accelerations when the secure- ment area is located behind the rear axle. The stairs in high floor vehicles are a challenge for many passengers. Some para- transit providers have reported difficulties with very heavy occupied WhMDs on the lifts, and on the vehicle suspension system. Forward facing wheelchair securement systems are the most common systems used on paratransit vehicles in the United States. 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 occu- pant restraint devices. There is a need to provide operators with options for the safe securement of oversize WhMDs. It is recommended that the forward facing securement systems that are easier for the operators to attach to WhMD be used. These new systems reduce operator risk and are more dignified for the WhMD user. It is also recommended that some of the seats have pivoting armrests for easier transfers and that space should be identified for service animals. Fare Payment It is recommended that for transit buses the tapered fare box platform be used when fare payment devices are required to optimize clear space in the vestibule. When possible, transit agencies should strive to develop smart and off-vehicle fare payment systems that minimize the space required in front vestibule. New fare payment systems should also accommodate people with sensory and cognitive impairments. Number of WhMD positions Several transit agencies, particularly those operating large articulated vehicles in regular and BRT service have expressed interest in providing space for 3 or more WhMDs. The use of forward and rear-facing securement systems provide more than 2 spaces. In the U.S., forward facing securement must be provided, and rear facing is an option. Forward facing securement systems require the use of 3 or more belt secure- ment systems. In transit buses operating in a 3 g environment, rear-facing securement with aisle side containment is safe and more dignified. Access Doors In large transit buses such as articulated and BRT vehicles, center door boarding with WhMD accommodation adjacent to door will accommodate large WhMDs. In Australia and
43 Spain, side-facing securement is used. The use of side-facing securement should be studied for U.S. applications. Flip Seats Flip seats/benches are typically located in the wheelchair locations. One seat manufacturer is providing flip seats that are designed for obese passengers. Transit Operators Challenges 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 sys- tems. Recurrent training for operators is needed to address the evolving changes in demographics, WhMDs and secure- ment 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 of these devices on public transportation vehicles. Suggestions 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 manage- ment. Training and refresher courses should also be in place for operators. Eligibility centers that provide opportunities for passengers to practice accessing vehicles and maneuvering in the interior of the vehicle enhance travel training, and increase the safety of both passengers and operators. Standards The quality of life and independent living are dependent upon access to both private and public transportation. Peo- ple riding in accessible private vehicles or accessible taxis are generally more vulnerable than people riding a transit bus, and this is simply due to the mass of the vehicle. Requiring WhMD that are occupied during transport to be compliant with WC-19 protects everyone. The risk of exposure in small vehicles that operate in a 20 g environment are significantly higher than those of a large buses and BRT type vehicles that operate in a 3 g environment. Recommending that all WhMD are WC-19 compliant or transit safe, will ensure that occupied WhMD users are protected during transport in an accessible taxi and also on regular transit and BRT vehicles. Challenges The research reported in the final report for this project shows that the multiple stakeholder groups involved with the transport of WhMDs on paratransit vehicles and buses would like new regulatory parameters for WhMDs. These parameters described will improve the safety and security of passengers and operators. In addition, it has been suggested that there is a need to change some voluntary standards such as the WC-19 into mandatory (i.e., not voluntary) standards or regulations. Suggestions A key suggestion is to acknowledge that WhMDs have increased in size and accordingly, to set new parameters for length, width, turning radius and width for WhMD that are transported on vehicles. Across the stakeholder groups there was recognition of the need to require securement attachment points on all WhMD that are occupied during transport. In addition there are recommendations that insurance programs cover the costs of WC-19 compliance. Education of Allied Health Professionals Challenges The Allied Health Professionals are very important stake- holders in the procurement of WhMDs. It is rare that trans- portation modes and operating environment are considered in the prescription and procurement of WhMDs. In addition, many WhMDs are procured by family members and the key stakeholder is the durable medical equipment dealer, or an online vendor. It is important to raise awareness through advocacy and public information, as well as changing the insurance process to ensure that Transit Safe WhMD become the norm and not the exception. Suggestions The key suggestion is to insure that allied health profes- sionals receive training on the prescription of Transit Safe Wheeled Mobility Devices and that the professional certi- fication process include education on the safe transport of WhMD on private and public vehicles. In addition, the train- ing and certification for durable medical equipment dealers should also include training and education on the safe trans- port of WhMDs. Risk Management and Liability Insurance programs that support the training and certification of allied health professionals and durable medical equipment dealers can require and support the importance of prescribing tran- sit safe wheeled mobility aids.
