79,824 research outputs found
Improving Pathways to Transit for Persons with Disabilities
Persons with disabilities can achieve a greater degree of freedom when they have full access to a variety of transit modes, but this can only be achieved when the pathways to transit – the infrastructure and conditions in the built environment – allow full access to transit stops, stations, and vehicles. Since passage of the Americans with Disabilities Act (ADA) in 1990, many transit agencies and governmental jurisdictions have made significant progress in this area. Policy initiatives, incremental enhancements, modifications, and other measures undertaken by transit agencies and their partners have significantly improved access to transit for persons with disabilities, others who rely on public transportation, and individuals who chose to utilize these services.
This research study explores, through case study work, efforts that have been effective in improving pathways to transit. Interviews and site visits were conducted with five transit agencies, along with their partners, that are actively engaged in improving pathways to connect transit consumers – particularly people with disabilities – with transit stations and stops. These agencies are: Broward County Transit (Broward County, FL), Memphis Area Transit Authority (Memphis, TN), NJ TRANSIT (Newark and New Brunswick, NJ), Tri-County Metropolitan Transportation District of Oregon (Portland, OR), and Link Transit (Wenatchee, WA). Promising practices and/or lessons were identified through the case study analysis; these should be considered by any transit agency seeking to create improved access to its services for persons with disabilities
Social exclusion and transport policy
This paper is a review of social inclusion in the specification by central government
of policy instruments for local government. It forms part of the scooping study on
Accessibility and User Needs in Transport (AUNT) funded by the EPSRC
Sustainable Urban Environment programme. The aim of the study is to produce
rigorous methodologies to develop and test sustainable policies and practices that
will deliver effective socially inclusive design and operation in urban transport and
the public realm from the macro down to the micro level. In particular, this paper
forms part of a work package to develop a tool and modelling techniques that can be
used to identify the areas and sectors that have high levels of social exclusion, and
then facilitate the testing of policy options to assess the extent to which they meet
user needs and increase social inclusion.
The paper begins with a review of key government documents regarding social
exclusion and transport, before going on to discuss how social inclusion is
incorporated into local government transport policy
Enhanced Accessibility for People with Disabilities Living in Urban Areas
[Excerpt] People with disabilities constitute a significant proportion of the poor in developing countries. If internationally agreed targets on reducing poverty are to be reached, it is critical that specific measures be taken to reduce the societal discrimination and isolation that people with disabilities continue to face. Transport is an important enabler of strategies to fight poverty through enhancing access to education, employment, and social services.
This project aims to further the understanding of the mobility and access issues experienced by people with disabilities in developing countries, and to identify specific steps that can be taken to start addressing problems. A major objective of the project is to compile a compendium of guidelines that can be used by government authorities, advocacy groups, and donor/loan agencies to improve the access of people with disabilities to transport and other services in urban areas
Review of disability equality schemes and practice in schools and pupil referral units
Over the last three years, mainstream schools and pupil referral units (PRUs) have improved the way they promote disability equality and access but special schools succeed better than both sectors.
Almost all schools and PRUs have a published accessibility plan and a disability equality scheme that includes an updated action plan which is approved by their governing body. Schools’ schemes, action plans and practice vary considerably in scope and quality. The best action plans identify intended actions, timelines and responsibilities for actions. The majority of schemes focus on pupils with physical or visible disabilities, rather than the full range of disabilities. Most parents and pupils are unaware of these plans and schemes. Schools and PRUs do not evaluate the impact of their schemes well enough.
In most schools and PRUs, better partnership working is improving outcomes for people with disabilities. Partnerships between special and mainstream schools widen the opportunities and improve support for pupils with disabilities.
Most pupils with disabilities and their parents are positive about the pupils’ educational and social progress. Most schools and PRUs make favourable adjustments and adaptations to the curriculum and the school environment that are appropriate to pupils’ individual needs.
All schools have anti-bullying policies. Although a small minority of pupils with disabilities in mainstream schools say that they have been bullied, they are positive about the actions their schools take to address this bullying.
Throughout this report, the term ‘schools’ will refer to mainstream and special schools and PRUs
Ergonomic standards for pedestrian areas for disabled people: literature review and consultations
As part of the project for the Transport and Road Research
Laboratory concerned with the development of design guidance for
pedestrian areas and footways to satisfy the needs of disabled
and elderly people, a thorough examination of the literature was
required. In addition the literature search was to be
complemented by a wide-ranging series of discussions with local
authorities, organisations representing the interests of elderly
and disabled people, and other interested agencies. This Working
Paper sets out the findings of this exercise.
The objective of the literature review and the consultations was
to identify the key impediments for elderly and disabled people
when using pedestrian areas and footways. The current guidelines
and standards relating to footways, pedestrianised areas and
access to buildings were to be identified and their adequacy
commented upon, as were the conflicts such recommendations raise
between various groups of disabled people and with able-bodied
people. The consultations were intended to provide greater
insights into what the literature highlighted, and to suggest
possible solutions.
The literature review produced over 400 key references and a list
of 35 impediments. A more detailed examination of the literature
and the consultations reduced this list to six key impediments
namely: parking; public transport waiting areas; movement
distances; surface conditions; ramps, and information provision.
The type and scale of problem created by the above impediments
for various groups of disabled and elderly people are discussed,
together with their measurement and assessment. The type and
adequacy of existing design standards and guidance relating to
these impediments are also outlined
United We Ride National Dialogue
The Coordinating Council on Access and Mobility (CCAM) asked the National Academy of Public Administration and Easter Seals Project ACTION to develop and host the first United We Ride (UWR) National Dialogue. The goal of the Dialogue was to help shape future policy direction and provide input to the next CCAM strategic plan. The National Academy also assembled a small work group with representatives of the Federal Interagency Coordinating Council on Access and Mobility, Easter Seals Project ACTION, and the National Resource Center on Human Service Transportation to help guide the process of design and implementation.The CCAM includes 11 federal departments, nine of which are responsible for providing transportation for people with disabilities, older adults, and people with limited incomes. CCAM officially launched United We Ride in 2004 to (1) provide more rides for target populations while using the same or fewer assets, (2) simplify access, and (3) increase customer satisfaction.Key FindingsThe process used to create coordinated transportation plans needs improvement. Significant federal policy barriers still exist to strategies that would facilitate access to transportation services. Mobility management strategies are underutilized in communities across the country, and missed opportunities to bridge gaps between transportation and other community services still need to be addressed
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Transportation network companies as cost reduction strategies for paratransit
Paratransit service is an auxiliary type of public transportation provided for people with disabilities and older adults. Federal ADA regulations require all transit agencies receiving federal funding to provide paratransit service, but the per trip cost to transit operators is extremely expensive. Many transit agencies are looking for ways to reduce costs without limiting services. For many agencies, this results in providing the minimum services as required by ADA regulations. However, Boston’s Massachusetts Bay Transit Authority (MBTA) has taken a different approach to cost reduction by entering into one of the first partnerships with transportation network companies. In September 2016, MBTA’s paratransit service, The Ride, began a partnership with both Uber and Lyft as a cost reduction strategy for paratransit provision. Since the beginning of the partnership, MBTA has been able to reduce costs of providing paratransit while maintaining the same level of service. This report will examine the benefits and limitations of such partnerships between transit agencies and transportation network companies, using MBTA’s The Ride partnership as an example for potentially successful partnerships throughout the United States.Community and Regional Plannin
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