March 12, 2010

How are you addressing paratransit?

ARTICLE TOOLS


By  Alex Roman

With fare hikes and service cuts becoming close to inevitable for mass transportation systems, senior citizens and the disabled seem to be taking the brunt of the blow.

Although fixed-route prices for seniors and the disabled have remained free or been raised to a moderate, low price, paratransit services have had to be raised significantly or cut altogether in many areas of the nation.

Obviously, this is a serious problem for these communities, since many rely solely on paratransit services because they are unable — for various reasons — to use the normal day-to-day services. Cutting these services limits their accessibility to the everyday things, — grocery shopping, recreation and doctors appointments to name a few — which we may sometimes take for granted.

Part of the reason paratransit services are being cut is that an agency’s cost to provide the service far exceeds the money they are taking in from the customer. It would be easy to say that agencies should just raise the fares for paratransit, but when you take into account who these customers are, asking them to pay more probably isn’t a viable solution.

So, what are you doing to try to maintain vital paratransit services at your agency?


Alex Roman
Managing Editor


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  • Laura Henry[ March 12th, 2010 @ 1:51pm ]

    Our state addressed the need by eliminating our LTAF funds that would go to paratransit services for the elderly and disabled.
    We will probably raise our rates. But what is better, having them pay more or drive and have the liability of them driving and injuring someone.
    Laura

  • Jack[ March 14th, 2010 @ 12:16pm ]

    Unfortunately Mr. Roman, you don't seem to understand paratransit service, ADA law, and what these services have done to transit agencies.

    With the lack of funds available to transit agencies, service cuts and fare increases are affecting all classes of riders. Why should seniors/disabled get free service? Students not of driving age, poor that cannot afford a car, and those that simply choose not to drive should be afforded the many benefits of transit that seniors/disabled get. Service cuts and fare increases have also affected their ability to shop and get to recreation, school and appointments.

    ADA law requires transit agencies to provide complimentary service within 3/4 mile of fixed route service for those unable to use fixed route and the fare can be no more than double the cash fare. With cash fares generally around $1.50, $3.00 to be picked up at your home and dropped off at the curb of your destination is a very good price. Those paying the $1.50 usually have to walk at both ends, sometimes long distances.

    The costs to provide this curb-to-curb service is putting a big strain on transit agencies. This premium service generally costs at least 5 times the cost to transport on fixed route service.

    When finances allowed, going outside the 3/4 mile requirement and charging little to no fare was doable. Now you want transit agencies to continue to provide these premium services at the expense of all other riders? This is not a viable solution.

  • Stephen Klein[ March 14th, 2010 @ 2:28pm ]

    As a private operator with 9 wheel chair accessible vehicles serving the private and public sectors (including several municipalities) we continually finding that state agencies have been under-funded and we operate very close to the line. There is no provision from Medicaid for sudden rises in fuel, no-shows, and mileage to the pick up ("dead miles"). We try to operate on a higher standard than most federally and state funded agencies because we are a private provider and are held to higher standards by others and ourselves. There have been no Federal subsidies to aid small businesses - especially private transit operators.

  • Not Jack[ March 15th, 2010 @ 8:03am ]

    You need to distinguish ADA paratransit from demand responsive service for the elderly and handicapped. ADA paratransit operates under federal regulatory fare caps, while regular demand responsive service doesn't have the same restrictions.

    The question also doesn't take into account new federal funding sources for demand responsive services, like Job Access and New Freedom funding, and FTA's current section 5310 program, which actually has increased its funding levels.

  • Tammi Diaz[ March 16th, 2010 @ 3:06pm ]


    1. A Good Transit System has Frequent and Convenient Transportation for All.

    2. A Good Transit System Helps Strengthen the Community.

    3. A Good Transit Helps Encourages People to to Leave their Vehicles at Home and Help out our Environment.

    4. A Good Transit System Help Individuals become more Physically Fit.

    5. A Good Transit System Helps Reduce Traffic Grid Lock.

    6. A Good Transit System Helps Reduce COSTS and NEED for PARATRANSIT.

    7. A Good Transit System Helps Reduce Road Construction.

    8. A Good Transit System has Free Public Transit.

    9. A Good Transit System Work Barrier Free, Benches and Shelters.

    10. A Good Transit System Helps Encourage People to take Public Transit to go Shopping Helps Increase Sale Tax.

  • Keith C. Edwards[ March 17th, 2010 @ 4:55pm ]

    I agree with many of Tammi's tenets. Numbers 4 and 6 are the best.

  • free transit[ March 18th, 2010 @ 8:11am ]

    First make all the fixed routes fare-free. This will boost the town center, discourage sprawl, and save tons of money on parking enforcement, drainage problems, etc. Then make a commitment to our seniors and disabled. What kind of society are we, anyway? Cape May, County, New Jersey has free paratransit.

  • Michael Komenda[ March 19th, 2010 @ 11:37am ]

    Speaking from a maintenance point of view there are possible means to lower the cost of providing the service. First, not all of the clients require the standard size paratransit vehicle (i.e. ford E450 cutaways). Smaller, perferably hybrid or alternative fuel vehicle of minivan proportions or cars, could be used for some of the service, These type of vehicle might be financed by available "go green" funding from difference sources. This would ease fuel consumption, lowering the cost of the service. Doing a cost benefit analysis for conversion to nitrogen filled tires could also lower operating costs. Keeping a close eye on wheel alignment and engine tune-ups will also help, along with proper tire inflation
    Better trip planning to minimize "dead head" miles and layover idle time which wastes fuel that achieves no revenue benefit.
    Provide penalties for clients who cancel service without advance notice or reasonable,verified excuses. Some clients eligibility is seasonal so qualifications should be monitored.
    Do not have a separate maintence facility from the fixed "big bus", so utilities and resources(management staff, tools, etc) can be shared by the fixed cost of a existing facility. This distributes the cost of service.

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Author Bio

Janna Starcic

Executive Editor

Janna is the Executive Editor of METRO Magazine.


Alex Roman

Managing Editor

Alex Roman is Managing Editor of Metro Magazine.


Nicole Schlosser

Senior Editor

Nicole Schlosser is Senior Editor for METRO Magazine.


Will Kempton

CEO, Orange County Transportation Authority

Will Kempton is the CEO of the Orange County Transportation Authority in California.


Louie Maiello

Louie Maiello, former director of training, New York City Transit Bus & Safety Division and 2003 NTI Fellow, is the current Transit SME at FAAC Inc.


Dan Reichard

Dan Reichard, a long-time member of the transit industry, was installed into APTA's Hall of Fame in 2006 and is an honorary member of APTA's Business Member Board of Governors.


Heather Redfern

Press Relations Officer, SEPTA

Heather Redfern is the press relations officer for the Philadelphia-based Southeastern Pennsylvania Transportation Authority.


Alan Wulkan

A long-time industry veteran, Wulkan is managing partner at InfraConsult LLC, which has four offices in Scottsdale, Ariz.; Honolulu; San Diego and Los Angeles.


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