SECUREMENT OF WHEELCHAIRS AND OTHER MOBILITY AIDS ON TRANSIT VEHICLES
APRIL 9, 1990
Prepared for: Architectural and Transportation Barriers
Compliance Board
1331 F Street, NW; Suite 1000
Washington, D.C. 20004-1111
(202) 272-5434
Prepared by: Dale E. Daucher, P.E. Falls Church, VA
NOTICE - This document is disseminated under the sponsorship of the
Architectural and Transportation Barriers Compliance Board (Access Board)
in the interest of information exchange. Neither the Access Board nor
the United States Government assumes liability for its contents or use
thereof. The contents of this report do not necessarily reflect the
official policy of the Board. The United States Government does not
endorse products, manufacturers, or private corporations. Trade or
manufacturers' names appear herein solely because they were considered
by the authors as essential to the object of the report.
PROJECT ACTION - Project ACTION (Accessible Community Transportation in
our Nation) seeks to create and demonstrate a cooperative model for
accessible public tranportation ivolving ntaional and local disability
and transit interests. It was designed to improve the relations between
the transit and disability communities as well as augment the tools and
techniques that can be used to improve transportation services to people
with disabilities. The project includes the development and demonstration
of a cooperative model of techniques to: Identify people with
disabilities in the community and their transit needs; develop outreach
and marketing strategies; develop training programs for transit
providers; develop training prgrams for persons with disabilities; apply
technology to solve critical barriers to transportation and accessibility
Project ACTION is managed by the National Easter Seal Society and is
funded through a cooperative agreement with the Urban Mass Transportation
Administration. The National Easter Seal society is a nonprofit,
community-based health agency dedicated to increasing the independence
of people with disabilities. Easter Seals makes a difference in the
lives of disabled adults, children and their families by offering a wide
range of quality services, research and programs. Easter Seals is in the
forefront of advocacy efforts on behalf of people with disabilities.
Through a nationwide network of 170 affiliates, more than a million
people receive Easter Seal services each year. It is Easter Seals' hope
that programs funded through Project ACTION will foster the cooperative
atmosphere that is necessary to move us into the 1990's and beyond as
well as to develop the tools and techniques that will help implement new
federal mass transit policies for people with disabilities as required
in the new Americans with Disabilities Act. In increasing numbers,
disabled and older Americans are overcoming physical limitations by using
a wide variety of mobility aids to extend their range of travel. The
golf carts of the sunbelt neighborhoods are being augmented by personal
2-, 3-, and 4-wheeled vehicles that can be seen daily on our city
sidewalks and public transit systems. As a public or private transit
authority, the responsibility of safe, efficient service now is enlarged
to affording ridership to people using a wide variety of mobility aids.
In considering not only the many types of mobility aid devices, but the
variety and sizes of lifts, and the numerous makes of buses and vans, it
can be easily seen that there is no single, definitive solution to
accessibility on mass transit vehicles. But, since the need is real and
the solutions, although not all- encompassing, are a good beginning, the
experience of two transit accessiblity leaders can be tapped for
guidance. Both Southern California Rapid Transit District (SCRTD) and
Seattle Metro have taken the initiative to involve the ridership in
needs assessment and have established policies, educated operators and
informed the public to achieve greater accessibility in their bus transit
systems.
NEEDS ASSESSMENT - In August 1987, SCRTD, using an analytical approach
to assess needs and establish policies, held a technical fair to
determine what types of wheelchairs could be safely accommodated on their
buses. Over 30 representatives from transit and governmental agencies
met with representatives from wheelchair manufacturers. They tested 14
wheel- chair and mobility aid devices on 6 different lift/bus types. Four
test criteria were evaluated:
LENGTH - The length of the wheelchair was compared to the length of the
lift. Wheelchair lengths varied from 28 to 47 1/2 inches. Lift platform
lengths varied from 43 to 55 1/2 inches. When a wheelchair was longer
than the lift platform mechanism, the problem was noted. People using
wheelchairs were observed entering and exiting the bus using the lift.
Maneuverability - The use of wheelchairs was tested for ability to
maneuver from the lift to the securement area. 64% of people using
wheelchairs experienced problems maneuvering in aisles varying in width
from 32 to 37 inches particularly when standees were present. Backing
the wheelchair onto the lift seemed to afford better maneuverability and
quicker securement. Securement on the Lift - This was examined primarily
from the ability of the lift to provide a secure "ride" during
operation. Solid lift platforms presented few problems, but collapsible
stairs did not remain level while ascending or descending, causing the
wheelchair to move forward or backward. Securement in the Travel Area -
Securement devices preventing the wheelchair from moving were tested
both with and without the wheel- chair occupied. Although the use of
wheelchair brakes was encouraged, this alone was considered inadequate
secure- ment. The wheel securement clamp was appropriate for manual
wheelchairs but not for certain powered wheelchairs or 3-wheeled
devices. Two floor mounted securement straps and an over-the-shoulder
seat belt used in combination were found to accommodate all wheelchairs
tested. Detailed information, including the dimensions of the lifts and
buses used in the tests, as well as the dimensions and weights of the
three-, and four-wheeled mobility aids tested can be found in the
brochure, "RTD Accessibility Policy," printed in July, 1989 and
distributed by SCRTD. Availability of the SCRTD brochure and other
supplemental information is described at the end of this brochure.
Seattle Metro, as early as 1978, was assessing needs and establishing
policy using a subjective approach. They gathered information from the
community by having regular meetings with the Elderly and Handicapped
Task Committee (EHTAC). Further information was obtained from the
community-at-large through meetings with a citizens' task committee. And,
in these formative years, they met regularly with a task group of bus
drivers.
ESTABLISHED POLICIES - Both SCRTD and Seattle Metro followed up their
assessment of user needs by establishing policies in five significant
areas:
1. Who can use the lift? SCRTD allows only riders using wheelchairs
that fit on the platform without wheelchair overhang to ride the lift.
Seattle allows wheelchair riders, people using walkers, crutches or
canes, people who can walk unassisted but cannot climb steps and
attendants who accompany persons in wheelchairs to ride the lift.
2. When can a disabled person use the bus? SCRTD allows a person in a
wheelchair to board a bus that has an accessible decal, even if the bus
is not on a designated accessible route. The person can board at the
driver's discretion, at any location where the lift can be operated
safely. Seattle Metro will board disabled persons on accessible buses
only at designated stops on designated routes and will allow off-loading
at designated stops only.
3. Maneuverability through the bus. SCRTD riders in wheelchairs
generally have easy entry into the securement area because most of the
lifts are at the rear door and the securement area is directly opposite
the lift. SCRTD, as a policy, encourages backing onto the lift to allow
for easier entry into the securement area and wheel clamp. Seattle Metro
riders in wheelchairs are also encouraged to back onto the lift because
all Seattle lifts are at the front door, thus requiring maneuvering past
the fare box, past the facing seats, and backing into the securement area
and wheel clamp. On buses with wheelwells under the facing seats, drivers
may require other passengers to move from their seats while the rider in
the wheelchair maneuvers to the securement area.
4. Securing the wheelchair. Both SCRTD and Seatle Metro ask riders in
wheelchairs to lock the brakes while on the moving lift. Both SCRTD and
Seattle Metro drivers are taught to ask if a rider needs assistance in
securing the wheelchair in the securement area. However, since the
drivers are also taught that the safety of their passengers is ultimately
the driver's responsibility, a few go beyond the norm of asking if the
rider is secured, and actually attach the straps without asking or being
requested to do so.
5. Future procurements. SCRTD's policy is to make every effort to
procure buses with lifts that are safe and have level platforms of
adequate size. The procurement policy does not specify the location of
the lift at the front or rear door. Consequently, GMC (now TMC), which
provides a lift at the rear door only, has been successful low bidder in
supplying most of SCRTD's buses. The securement devices for buses with
rear door lifts, can be seen in Figures 1. and 2. as follows: Figure 1.
SCRTD securement area 1. Wheel clamp mounted to seat, 2. Loop-ended
vehicle restraint belts (two), bracket mounted, 3. Automotive type
3-point passenger seat belt. All belts are furnished with inertia type
retracters. Inertia type retracters provide for smooth movement and a
constant tension, thus allowing for ease of extension and complete
retraction. One disadvantage of these devices is that they allow movement
of the secured vehicle during normal bus starts and stops. This movement
can be disconcerting for the person riding in the wheelchair. Seattle
Metro's procurement policy, as reflected by its January 1987 purchase
documents for articulated buses, includes a lift and securement layout,
complete with illustration, requiring a front door lift. The wheelchair
securement area, located in the front of the bus, has provisions for two
wheelchairs, accomplished by providing a folding double transverse seat
and a single folding longitudinal seat located on each side of the aisle.
The securement devices for buses with front door lifts can be seen in
Figures 3. and 4. Figure 3. Seattle Metro securement area 1. Wheelclamp
mounted to folding seat, 2. Loop-ended red vehicle restraint belts
(two), bracket mounted, 3. Automotive type passenger lap belt. All belt
retracters are ratchet type to provide positive locking when belts are
in secured position. The ratchet type retracters allow no movement during
normal bus starts and stops. This stability can be reassuring to the
person riding in the wheelchair. One disadvantage of the ratchet type
retracter is that the belt must be extended and retracted smoothly and
slowly or else the ratchet will lock prematurely. In Seattle, wheelchair
tiedown instructions, are printed black on white background on 18-gauge
aluminum and are mounted on the seat backs as shown in Figures 1. and 3.
Figures 5. and 6. illustrate the securement of two different types of
mobility aids. Figure 5. shows a three-wheeled vehicle secured in
SCRTD's rear door securement area using the two loop-ended securement
straps. The automotive 3-point belt is in position to secure the rider.
The dotted lines show the control mechanism tilted forward, when
possible, as required by SCRTD, to avoid possible injury to the rider in
the event of a sudden stop. Figure 6. shows a motorized wheelchair
secured in Seattle Metro's front door securement area using the two
loop-ended securement straps. If the "mag" wheel fits and locks in the
wheel clamp, only the loop- ended strap on the right side of the
wheelchair is required. The automotive lap belt is in position to secure
the rider. EDUCATED DRIVERS - Both SCRTD and Seattle Metro recognize
that the success of transit service ultimately depends on knowledge- able
and courteous bus drivers. Both cities provide regular training for
drivers, have frequent refresher courses on procedures, and have an award
system to encourage better and more courteous service to handicapped
riders. Seattle Metro has a 1 1/2 hour training session centered around
a 15- minute video that demonstrates the approved use of the lift and
securement equipment. The drivers learn not only how the equipment
should be operated, but, equally important, are taught just how vital
this ser- vice is in fulfilling the needs of people with disabilities.
For many of these people, Public Transportation is essential in the
conduct of business, social and cultural activities. Both the video and
the driver's manual underscore Seattle Metro's "people" approach to
accessible service. The following issues are specifically addressed in
the driver's training manual: Types of Wheelchairs Allowed Manual,
standard chairs, large motorized chairs, custom and racing chairs, chairs
with permanently reclined backs, 3- and 4-wheeled scooters. Seat Belt Use
- The use of the automotive type seat belt is an option for the
passenger. It is not a restraint device to use in securing a wheelchair.
Restraint Device Use - Wheelchairs must be secured on both sides using
either a loop-ended (red) restraint belt and wheel clamp or, if the wheel
clamp is not used, two loop-ended restraint belts.
PUBLIC RELATIONS - At both SCRTD and Seattle Metro, bus drivers are
taught that their knowledge and awareness are equally essential in
providing effective service. Knowledge of boarding and securement
procedures along with the confidence attained by frequent use of these
procedures will be required. However, equally necessary is the awareness
and practice of courteous and thoughtful service extended to every person
who enters the bus. The experiences of SCRTD and Seattle Metro over the
years has found that successful accessible service results from: 1.
Positive experiences for both passengers and drivers alike, including,
but not limited to, a reward system for drivers who provide courteous
service, 2. Overcoming fear of failure, rejection, or being injured,
on the part of the rider with disabilities, 3. Understanding by
passengers and drivers alike, that time will be needed to accept changes.
One excellent piece of advice offered the driver is, "When you are in
doubt as to whether a person needs help, ALWAYS ASK before giving help."
(Quotation taken from the Seattle Metro drivers' manual.) INFORMED
PUBLIC - The Southern California Rapid Transit District (SCRTD)
distributes a brochure, "RTD Accessible Service for Passengers Using
Wheelchairs." The brochure contains a complete map of the transit
routes, iden- tifies accessible routes, and informs passengers with
disabilities about service and equipment. The "how to" portion centers
around commonly asked questions: Who can use bus lifts? Which buses are
accessible? When can people with diabilities or wheelchair users ride?
How do people with disabilities or wheelchair users board? Where and
how to secure wheelchairs? How to exit the bus? What to do if problems
are encountered? What to expect in the future? The brochure asks people
to bring concerns and suggestions to the attention of the Public
Relations De- partment and invites interested persons to attend
orientation sessions on accessible service. SCRTD, in their brochure "RTD
Accessible Policy'" also follows the commonly asked questions approach:
What types of wheelchairs are allowed on RTD buses? What features should
consumers or riders look for when purchasing a wheel chair for use on
a bus? What measurements to look for when purchasing a wheelchair for
use on a bus? What wheelchair measurements can be used on all RTD lift
buses? Is the rider's wheelchair stable enough for use on a lift? Should
boarding be made facing forwards or backwards onto the lift? How to
secure my wheelchair? What to do to ensure a safe trip on the bus?
CONCLUSION - The SCRTD and Seattle Metro have achieved success in
developing accessible bus transportation through initiative and
comprehensive plan ning, developing procedures, driver education and
public awareness activities. This effort has gained national recognition
from diabled consumers and concerned organizations such as the
Architectural and Transportation Barriers Compliance Board (Access Board)
in Washington, DC. Recently, the Massachusetts Bay Transportation
Authority (MBTA), Boston, announced that it has developed a securement
system which appears to be similar to those used by Seattle and SCRTD.
Also, the Lane Transit District is distributing a memo describing its
securement system. These are examples of the efforts transit agencies
across the country are making to try to accommodate a broad range of
current and potential passengers with disabilities. the details and
specifications for the MBTA and Lane systems could not be included in
this brochure but contacts are listed below for more infomration. This
brochure has been prepared to assist local and regional transit
authorities by providing information on the successful policies and
equipment two transportation authorities have developed over a period of
more than ten years. It is hoped that other transit authorities will
build upon the experience of SCRTD and Seattle Metro in developing
accessible bus systems in their own communities.
RESOURCES - The following is a list of contacts and resources that are
currently available: Points of Contact - SCRTD, Terry Moren Planning
Department Southern California Rapid Transit District 425 South Main
Street Los Angeles, California 90013 (213) 3724864; Seattle Metro Sue
Stewart Safety Officer Municipality of Metropolitan Seattle 11911 East
Marginal Way, South Bldg. A Seattle, Washington, 98168 (206)
6842828;MBTA Hebert Pence Manger of Project Administration Massechusetts
Bay Transportation Authority Rail Equipment Department 80 Broadway
Evertt, Massachusetts 02149; Lane Transit Micki Kaplan Lane Transit
District P.O. BOX 2710 Eugene, Orgeon 97402. Brochures- SCRTD "RTD
Accessible Service for Passengers Using Wheelchairs"( Effective January,
1989); "RTD Accessible Policy" printed July, 1989; Procurement
Specifications Seattle Metro "Manufacture and Delivery of Articulated
Dual Power Buses with Wheelchair Lifts" Contract T/F 2685, dated January
1987, pp C30, C42, C43, C77, C78. Driver Education - Seattle Metro Wayne
Huston (206) 6842825 Video "Easy Ridin" 15minutes "Riders and
Disabilities" Operators Manual for, "Accessible Service", dated July
1981 Transit Operating Instructions, "The Book" September 2, 1989
Technical - Tony Chavira Equipment Maintenance Department SCRTD 900
Lyon Street Los Angeles, Cal. 90012 (213) 9725800 Retrofitting - The
purchase of wheelclamps and restraint belts to retrofit buses should be
accomplished with the assistance of the bus manufacturers' purchasing and
engineering departments.