SECUREMENT OF WHEELCHAIRS AND OTHER MOBILITY AIDS ON TRANSIT VEHICLES



APRIL 9, 1990



Prepared for:



Architectural and Transportation Barriers Compliance Board  1111 18th

Street, NW; Suite 501 Washington, D.C. 20036  (202) 653-7848



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 ap- proach.  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 re- clined 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. The figures in this brochure

are illustrative and are not intended to substitute for sound

engineering relating to the location and suitable strength of necessary

support bracketsFigure 1. SCRTD Securement area 







.TCEL.

.

