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ADAPT (231)
The Cincinnati Post Saturday, June 21, 1986 125 East Court ST, Cincinnati, OH 45202 513-352-2000 Editor Paul F. Knue Managing Editor J. Stephen Fagan Editorial Page Editor Claudia Winkler Associate Editor James L Adams Editorials Title: Transit for the disabled The recent tactics of the handicapped militants who attempted to block traffic, obstruct entry to the Westin Hotel and stop buses by grabbing onto the wheel wells to protest the lack of wheelchair lifts on public buses detracted from the legitimate claims of the disabled for better transit service in Cincinnati. The fact is bus service for the handicapped here is inadequate. On that score, Queen City Metro management and the handicapped agree. Both sides also agree that dwindling public transit funds compound the problem. It is a problem, however, that Queen City Metro needs to resolve. Service for the disabled should be improved and expanded. Metro officials sat down four years ago with the Specialized Transportation Advisory Committee, representing the handicapped, and worked out a five-year plan to develop service for the disabled. The plan called for providing curb-to-curb service with a fleet of vans called Access. But a shortfall in public funds prevented that plan from being fully implemented. As a result, the committee is charging Metro with failing to keep its promise. On the surface, the Access service is impressive. The 15 vans operate six days a week and make as many as 400 trips a day, carrying 105,000 passengers annually for 60 cents a ride. But the demand is so great that handicapped persons often have to wait as much as a week or longer to get a van to carry them to the dentist or grocery store. Understandably, frustration is mounting. Now the disabled are lobbying for dual service—Access vans and expensive lift-equipped buses on the regular routes. The handicapped contend they have as much right to ride the bus as able-bodied citizens. But Tony Kouneski, Metro president, still believes he can get more for the money—serve more disabled people—by expanding Access. Kouneski’s argument is hard to refute. Experience in some other cities bears him out. In Los Angeles, 1800 buses equipped with lifts are transporting all of 40 wheelchair users a day. But the issue has now become philosophical as well as financial, and Queen City Metro officials must take care to remain responsive. The leaders of the handicapped in Cincinnati are to be commended for their refusal to participate in the demonstrations staged by the Denver-based group. Metro management, by demonstrating its good faith, should make sure that the handicapped never regret their choice.
ADAPT (189)
San Antonio Light, April 21, 1985 Viewpoint Thomas F. Brereton [Headline] Give handicapped the transit they deserve PHOTO: Head shot of a man in suit and tie, with a beard and moustach. He is smiling, and he appears to be Brereton. San Antonio's convention calendar features an unwanted bonus this weekend: some out of town demonstrators who have vowed to disrupt a conference at the Hyatt, in order to focus attention on a neglected national issue. The American Disabled for Accessible Public Transit (ADAPT) are the unwelcome guests at the American Public Transit Association's western regional conference. They have been similarly unwelcome guests at APTA conferences in Denver, San Diego, and Washington, D.C., where 28 members were arrested for civil disobedience last October. So now San Antonio's VIA Metropolitan Transit gets to take its turn playing cat's paw to make their point. ADAPT's demand is a simple one: civil rights for the handicapped, specifically the right to ride the same bus as everyone else. This means requiring public transit systems to make all of their mainline services fully accessible, particularly by installing wheelchair lifts instead of relying exclusively on separate “para-transit” services like VIA-Trans. They contend that this dual service system is a segregationist anachronism: 25 years ago blacks could at least ride in the back of the bus: today the handicapped still can't even get on board. At first blush, it may seem hard to believe that a person who is wheelchair-bound would really prefer to struggle to and from the bus stop in order to ride a regular bus, rather than being picked up and delivered door-to-door in a specially equipped van. But there are some real problems with a van service which makes it inherently less usable than full access to the regular transit network. First there is the matter of registration. In order to ride VIA-Trans, you have to be certified by a physician or a social service agency as completely unable to use the regular bus. As a result, there are only about 7000 people registered in Bexar County. Estimates of the potentially eligible “mobility-impaired" population range from 12,000 to 52,000, depending on whose definition you accept. Out of town visitors, of course, have a special difficulty of making arrangements in advance. Then there is the matter of time. You have to call and make a reservation at least two hours ahead, and preferably a couple of days. This may be okay if you know you have a doctors appointment every Wednesday at 2 o'clock. but it is no way to go out drinking with your friends on the spur of the moment. And since this is a shared-ride system, you will probably have to leave a lot earlier than you would like, and then to endure a long, circuitous journey to your destination, while other passengers are picked up and dropped off en route. So imagine yourself now in a wheelchair. Which would you rather do: Wheel yourself down to the nearest bus stop to get on a bus and go whereever it takes you, or call VIA-Trans a couple of days in advance to make a reservation? You don't have to buy ADAPT's tactics in order to see their point. Handicapped people naturally want to be as independent as possible, with a minimum of degrading “special privileges." On the other side, transit authority spokesmen ridicule the demand for wheelchair lifts as economically prohibitive and technically impractical. A study by the National Research Council's Transportation Research Board estimates the total additional cost of operating a fully accessible fixed-route bus system at about $2,000 per year per lift-equipped bus. But unlike VIA-Trans, where more riders automatically mean more vans and drivers - at an average actual cost of $l0.70 per trip — this cost does not increase appreciably with greater use by the handicapped. Opponents of accessible transit also object that the wheelchair lifts break down too often. And, you would have to take some regular seats out of the bus, to provide space to secure the wheelchairs. And the requirements of operating the lift would throw the bus off schedule, because the driver would have to take extra time to assist the passenger. In reality, the actual number of times per day you would have to stop the bus to use this lift makes nonsense of this argument. But what about the problem of getting to and from the bus stop, along streets without curb cuts and often without sidewalks? This objection is an excuse for not solving one problem because there are other problems beyond it. If you were in a wheelchair, you would probably need to live in a different house, too. You would consider this a factor before you moved. Note that this is not an either/or proposition, between specialized vans and lift-equipped buses. The same study by the Transportation Research Board estimates that only 30 percent of the "severely transportation handicapped" could use an accessible fixed-route bus. The other 70 percent — those on medication, with mental impairments or multiple handicaps — would still need to rely on VIA-Trans, taxicabs, or other means to get around. To me. this whole argument is pretty one-sided. The real clincher is the simple fact that other cities have already done what VIA says is impossible: to provide full accessibility on their mainline services. The old excuses won't wash anymore. it's time we stopped putting a price tag on people's dignity and independence. Tom Brereton is a former professor of urban studies at Trinity University.
ADAPT (350)
San Francisco Bay Guardian 9/23/87 Disabled to march for transit access By: Cheryl Davis When members of the American Public Transit Association gather in San Francisco during the last week of September, they will be met by disabled people from across the country who plan to demonstrate against a national transit policy they say is unfair because it separates them from other transit users. Specifically, disabled activists intend to protest the widespread use of special vans to transport disabled riders door-to-door, a system commonly referred to as “paratransit.” That system, they say, is a form of segregation. In its place, they argue, all buses and trains should be equipped to accommodate people in wheelchairs as part of as overall policy fully integrating the disabled into society. “Full accessibility,” they argue, is a right that should not be denied because of cost. Paratransit is impractical as well as offensive, disabled transit riders say. Burr Overstreet, a Santa Rosa man who uses a wheelchair, called paratransit “a paternalistic system that screws people over, costs a fortune and it’s the first thing cut during economic downturns.” Paratransit users “are made to feel like helpless hospital patients,” Les Treece-Sinclair, a wheelchair user and staff person at the September Alliance for Accessible Transportation, a Northern California coalition, told the Bay Guardian. Most Bay Area transit districts, including the San Francisco Municipal Railway, use a combination of buses with lifts and paratransit vans for disabled and elderly patrons, and California law requires that all new buses be equipped with lifts. Local transit agencies have a good reputation nationally for working closely with disabled and elderly patrons. But, even so, there are problems. “Supposedly we [in Marin] have one of the better systems,” Overstreet said. “The combination of fixed-route and paratransit should in theory be fairly effective, but it’s not. The paratransit only runs Monday through Friday, 9 am to 3 pm. Disabled riders have to reserve in advance and disabled people who work cannot use such a paratransit system either to work or to socialize.” “Paratransit doesn’t come close to meeting the transport need of elderly and handicapped people,” said Treece-Sinclair. “At the moment, on many bus lines only every third or fourth bus will be accessible.” Jose Rodriguez, a public information officer for the Metropolitan Transit Commission, told the Bay Guardian Bay Area transit districts “are working hard to meet a basic level of service but we are aware of the need for improvement. As always, this is contingent on securing needed funds.” The debate between disabled people and much of the public transit industry centers around interpretations of Section 504 of the 1973 Rehabilitation Act, which states that persons with handicaps cannot be discriminated against under any program receiving federal funds. Since mass transit relies heavily on federal funds, Section 504 serves as a rallying point for disabled activists who argue for making all public transit wheelchair-accessible. The U.S. Department of Transportation in 1979 issued regulations that required full wheelchair access on newly ordered buses and called for retrofitting existing buses and modifying portions of existing rail systems to accommodate disabled users. Disable activists applauded the regulations, but APTA lobbied Congress vigorously, claiming the regulations were costly, unworkable and designed to reach only a small percentage of the disabled population. A 1979 Congressional Budget Office report supported APTA’s claims and called instead for paratransit systems. APTA sued to overturn DOT’s regulations and the U.S. Court of Appeals for the District of Columbia ruled in 1981 that the regulations exceeded the scope of the Rehabilitation Act. DOT interim regulations gave local communities the option of determining levels of accessibility and many transit districts opted for paratransit. Paratransit advocates argue that outfitting buses with lifts and other special equipment is too expensive, given the number of disabled riders. Santa Clara County Supervisor Tom Legan, for example, said at a January board meeting, “We’re spending $3.5 million per year [maintaining] lifts for what amounts to 57 boardings per year.” But disabled activists say the official estimates of disabled ridership are too low. Palo Alto resident Brian Bolitho, who uses a wheelchair, told the Bay Guardian his commute to work alone account for more than 200 boardings per year on Santa Clara buses. Dennis Cannon, a transportation, specialist the federal Architectural and Transportation Barriers Compliance Board, told the Bay Guardian, “The actual use of accessible buses could be five times higher, or more, than transit agency estimates. The driver often simply guesses the number of obviously disabled passengers.” Much of the expense of repairing lifts, Cannon added, could be avoided by improved maintenance and better training of bus operators. Some APTA members, Canon said, are reappraising the adequacy of paratransit. James Lee, accessibility coordinator for Alameda County Transit, agreed. “Since 1976, study after study has documented the inadequacy of paratransit. It is not cost-effective, nor is it demand responsive,” he told the Bay Guardian.