ADA Paratransit and Other Demand-Responsive Transportation Services in Small to Midsized Transit Agencies (2022) / Chapter Skim
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Pages 137-146
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From page 137... ...
137 The last chapter presents a synthesis of the findings, drawing from the practice overview, the survey findings, and the compendium of lessons learned from the case examples. This chapter also discusses the needs for future research.
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From page 138... ...
138 ADA Paratransit and Other Demand-Responsive Transportation Services in Small to Midsized Transit Agencies system. These transit agencies perceive that the cost benefits derived from economies of scale are outweighed by the customer benefits that stem from a more pinpointed approach to serving a particular need.
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From page 139... ...
Key Findings and Conclusions 139 For small and midsized transit agencies, the primary motivating factor for directly operating service in-house is that they feel they have better control over service quality. The ChampaignUrban MTD noted that managing and operating service in-house enhances MTD's ability to control the balance of service quality and cost efficiency.
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From page 140... ...
140 ADA Paratransit and Other Demand-Responsive Transportation Services in Small to Midsized Transit Agencies appropriate to their alternative services and some of their microtransit services, where taxis or TNCs under agreement perform all of the day-to-day functions. While the tipping point is cost, all 13 of these agencies also noted that the lack of direct control can be counteracted with contractual incentives and penalties (or liquidated damages)
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From page 141... ...
Key Findings and Conclusions 141 Additional benefits of a transit agency procuring its own vehicles include direct control over the type and capacity of vehicles, the fleet mix, the seating configuration, and the replacement and retirement schedule. In Topeka, for example, Metro's management partially attributes the high productivity of its in-house dedicated paratransit service to the three-wheelchair configuration of Metro's vehicles.
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142 ADA Paratransit and Other Demand-Responsive Transportation Services in Small to Midsized Transit Agencies service provider for overflow trips. These instances were represented in the case examples as well.
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From page 143... ...
Key Findings and Conclusions 143 otherwise reduce the productivity of the dedicated fleet. Assigning shorter trips to an overflow provider to minimize out-of-pocket costs may backfire if it drives down the productivity of the dedicate fleet and results in an increase in the overall cost per trip.
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From page 144... ...
144 ADA Paratransit and Other Demand-Responsive Transportation Services in Small to Midsized Transit Agencies a bit surprising that more small and midsized transit agencies don't use this model in view of scarce resources, although many such agencies may not have suitable local operational carriers to draw upon. A multicarrier procurement can generally increase competition, as there may be smaller local carriers who would not be able to serve the systemwide demand, and increased competition often results in competitive rates.
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From page 145... ...
Key Findings and Conclusions 145 From the literature review, most small to midsized transit agencies retain a broker for their DRT services to support coordinated systems, where the broker also enters into sponsorship agreements with other entities, such as HSAs. Brokerages are also appropriate for multicarrier service designs where the transit agency believes a broker is better suited to establish the servicedelivery network, procure service providers, and allocate trips among the service providers.
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From page 146... ...
146 ADA Paratransit and Other Demand-Responsive Transportation Services in Small to Midsized Transit Agencies Lastly, transit agencies wishing to avoid drug and alcohol testing requirements for their DRT services (other than ADA paratransit) must ensure that all riders have a choice of service providers.
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