https://www.transitwiki.org/TransitWiki/api.php?action=feedcontributions&user=Drwong&feedformat=atomTransitWiki - User contributions [en]2024-03-28T17:17:29ZUser contributionsMediaWiki 1.35.1https://www.transitwiki.org/TransitWiki/index.php?title=Talk:Alternative_Fuels_Data_Center&diff=5052Talk:Alternative Fuels Data Center2018-11-29T20:52:54Z<p>Drwong: Created page with ""Natural gas" includes LNG (liquefied) as well as CNG (compressed). And is the wiki ready to address renewable natural gas?"</p>
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<div>"Natural gas" includes LNG (liquefied) as well as CNG (compressed). And is the wiki ready to address renewable natural gas?</div>Drwonghttps://www.transitwiki.org/TransitWiki/index.php?title=TransitWiki:Content_Ideas&diff=5051TransitWiki:Content Ideas2018-11-29T20:22:13Z<p>Drwong: /* What content would you like to see on TransitWiki */</p>
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<div>This page is for tracking ideas related to expanding TransitWiki's content. '''For technical ideas related to features and services, , see [[TransitWiki:Feature Ideas|Feature Ideas]].'''<br />
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<br />
== What content would you like to see on TransitWiki ==<br />
# Zero Emission Vehicles<br />
# Federal, State, and local funding programs<br />
<br />
== Reports and other works you'd like to see summarized on TransitWiki ==<br />
Do you have a transit agency staff report, study, plan, or other document that you'd like to share via TransitWiki? Upload it via the form below and TransitWiki research staff will review it and consider including the file and a summary on TransitWiki.<br />
{{#widget:SubmitFile}}</div>Drwonghttps://www.transitwiki.org/TransitWiki/index.php?title=ADA_eligibility_certification&diff=5050ADA eligibility certification2018-11-29T20:18:22Z<p>Drwong: /* Right to Appeal */</p>
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<div>[[File:ADAeligibility.jpg|400px|thumbnail|right|A suggested eligibility determination flow from Easter Seals Project Action]]<br />
== Introduction ==<br />
Service provided under the Americans with Disabilities Act (ADA) requires agencies to certify clients as eligible for service. The implementation of ADA allowed a broad latitude for agencies to develop eligibility certification processes. While some procedures may seem cost-effective in the short run, some strategies can ensure eligibility is more accurately determined and thus restrict the ability for ineligible persons to receive service, controlling operating costs in the long run <ref>Transit Cooperative Research Program. "Synthesis of Transit Practice 30: ADA Paratransit Eligibility Certification Practices". Weiner, Richard http://www.tcrponline.org/PDFDocuments/tsyn30.pdf (1998)</ref>. <br />
<br />
== Types of Eligibility ==<br />
The purpose of the eligibility process for ADA service is to restrict provision only to individuals whose disability ''prevents'' them from using an accessible fixed-route service. Agencies may define a process for determining eligibility for a client based on how their disability functionally prevents them from using a fixed-route service. It is important to highlight that a person is not eligible for ADA simply because they have a disability or multiple disabilities. The eligibility requirements are listed in section 37.123 of Title 49 of the Code of Federal Regulations. <ref>Federal Register, Vol. 56, No. 173, Rules and Regulations, Section 37.123.</ref>. This article assumes that by 2013 agencies are generally running accessible vehicles as a rule; when the ADA was originally enacted, many operations nationwide did not have accessible vehicles and were required to remedy this over time.<br />
<br />
Determining eligibility is important for controlling cost of operation. Some agencies may believe that time and money are saved up front by making all clients unconditionally eligible. While this can involve significantly less effort in the short run, many clients may be able to request nearly unlimited paratransit service when they would be capable of using the more cost-effective fixed-route service for certain trips. <br />
<br />
=== Basic Eligibility Determination ===<br />
# Individuals who are unable to board, ride, or disembark from an accessible fixed-route vehicle.<br />
# Individuals able to ride, but no accessible vehicle is available on the route required or at the hour required.<br />
# Individuals whose disability prevents travel to or from a stop on their trip. This can be at the beginning, end, or in a transfer.<br />
<br />
Further on the last point, weather and environmental barriers are considered when determining eligibility. However, a person may not claim environmental conditions as the sole barrier to travel. In other words, a person requesting eligibility for service during periods of snow must demonstrate that their disability combined with snow conditions prevents them from using fixed-route service.<br />
<br />
Staff should remember that eligibility is based on functional ability to use a fixed-route vehicle or system, not a specific disability. A blind customer is not automatically eligible for ADA paratransit service. A person who is blind could still be found eligible if they are functionally unable to use the bus. <br />
<br />
=== Conditional and Unconditional Eligibility ===<br />
Agencies may find clients eligible for service conditional on certain factors. For instance, a client may be conditionally eligible if, in the previous example, their disability prevents them from travel in snowy weather. In this case the agency would only be required to provide paratransit service when snowy conditions were present; in fair weather, the client would be expected to use the fixed-route system or other means to make their trip. Unconditional clients may receive service for any request.<br />
<br />
== Best Practices for Determining Eligibility ==<br />
The eligibility process should be straightforward and fair to potential clients. Staff managing the program should be knowledgeable in the ADA laws and best practices. Training courses are available from the National Transit Institute [http://ntionline.com/courses/courseinfo.php?id=8 specifically on eligibility]. Staff should be able to communicate effectively and be sensitive to the needs of customers. The application should be clear and straightforward - do not make applicants jump through hoops to reach an eligibility determination. <br />
<br />
Personal and sensitive topics are a part of ADA eligibility; applications should be confidential among agency staff. Review of applications must be objective and cover only facts, such as environmental barriers to travel and not a personal opinion on the client's ability to travel independently. Every client should be treated equally, and eligibility determinations should be consistent among similar circumstances.<br />
<br />
Many agencies require an in-person interview which can serve as both an information session for a potential client as well as a functional assessment of their ability to use transit. Using an interview to perform a functional assessment must be done carefully and fairly. Functional assessments are not required, but can help in some circumstances. Functional skills include those required to navigate to and board an accessible vehicle. Cognitive and sensory skills include the ability to wait for and board the correct bus. They can also include riding the bus itself, and the ability to handle unexpected situations. <br />
<br />
== Right to Appeal ==<br />
Applicants have the right to appeal a denial of eligibility. If the applicant is denied again, they have the ability to file a complaint with the FTA or their local court system.<br />
<br />
== Resources ==<br />
Easter Seals Project Action. [http://bussafety.fta.dot.gov/uploads/resource/3102_filename "Determining ADA Paratransit Eligibility: An Approach, Guidance and Training Materials"]. August 15, 2003. <br />
<br />
Easter Seals Project Action: In 2011, Project Action held a webinar course on determining eligibility. [http://www.projectaction.org/News/tabid/727/token/detail/nid/64/Default.aspx The materials are available online.]<br />
<br />
NTI courses on ADA:<br />
* [http://ntionline.com/courses/courseinfo.php?id=8 Comprehensive ADA Paratransit Eligibility]<br />
* [http://ntionline.com/courses/courseinfo.php?id=12 Paratransit Management and Operations]<br />
* [http://ntionline.com/courses/courseinfo.php?id=13 Understanding ADA]<br />
<br />
== References ==<br />
<references /><br />
[[Category:Managing transit]]</div>Drwonghttps://www.transitwiki.org/TransitWiki/index.php?title=ADA_eligibility_certification&diff=5049ADA eligibility certification2018-11-29T20:14:23Z<p>Drwong: /* Types of Eligibility */</p>
<hr />
<div>[[File:ADAeligibility.jpg|400px|thumbnail|right|A suggested eligibility determination flow from Easter Seals Project Action]]<br />
== Introduction ==<br />
Service provided under the Americans with Disabilities Act (ADA) requires agencies to certify clients as eligible for service. The implementation of ADA allowed a broad latitude for agencies to develop eligibility certification processes. While some procedures may seem cost-effective in the short run, some strategies can ensure eligibility is more accurately determined and thus restrict the ability for ineligible persons to receive service, controlling operating costs in the long run <ref>Transit Cooperative Research Program. "Synthesis of Transit Practice 30: ADA Paratransit Eligibility Certification Practices". Weiner, Richard http://www.tcrponline.org/PDFDocuments/tsyn30.pdf (1998)</ref>. <br />
<br />
== Types of Eligibility ==<br />
The purpose of the eligibility process for ADA service is to restrict provision only to individuals whose disability ''prevents'' them from using an accessible fixed-route service. Agencies may define a process for determining eligibility for a client based on how their disability functionally prevents them from using a fixed-route service. It is important to highlight that a person is not eligible for ADA simply because they have a disability or multiple disabilities. The eligibility requirements are listed in section 37.123 of Title 49 of the Code of Federal Regulations. <ref>Federal Register, Vol. 56, No. 173, Rules and Regulations, Section 37.123.</ref>. This article assumes that by 2013 agencies are generally running accessible vehicles as a rule; when the ADA was originally enacted, many operations nationwide did not have accessible vehicles and were required to remedy this over time.<br />
<br />
Determining eligibility is important for controlling cost of operation. Some agencies may believe that time and money are saved up front by making all clients unconditionally eligible. While this can involve significantly less effort in the short run, many clients may be able to request nearly unlimited paratransit service when they would be capable of using the more cost-effective fixed-route service for certain trips. <br />
<br />
=== Basic Eligibility Determination ===<br />
# Individuals who are unable to board, ride, or disembark from an accessible fixed-route vehicle.<br />
# Individuals able to ride, but no accessible vehicle is available on the route required or at the hour required.<br />
# Individuals whose disability prevents travel to or from a stop on their trip. This can be at the beginning, end, or in a transfer.<br />
<br />
Further on the last point, weather and environmental barriers are considered when determining eligibility. However, a person may not claim environmental conditions as the sole barrier to travel. In other words, a person requesting eligibility for service during periods of snow must demonstrate that their disability combined with snow conditions prevents them from using fixed-route service.<br />
<br />
Staff should remember that eligibility is based on functional ability to use a fixed-route vehicle or system, not a specific disability. A blind customer is not automatically eligible for ADA paratransit service. A person who is blind could still be found eligible if they are functionally unable to use the bus. <br />
<br />
=== Conditional and Unconditional Eligibility ===<br />
Agencies may find clients eligible for service conditional on certain factors. For instance, a client may be conditionally eligible if, in the previous example, their disability prevents them from travel in snowy weather. In this case the agency would only be required to provide paratransit service when snowy conditions were present; in fair weather, the client would be expected to use the fixed-route system or other means to make their trip. Unconditional clients may receive service for any request.<br />
<br />
== Best Practices for Determining Eligibility ==<br />
The eligibility process should be straightforward and fair to potential clients. Staff managing the program should be knowledgeable in the ADA laws and best practices. Training courses are available from the National Transit Institute [http://ntionline.com/courses/courseinfo.php?id=8 specifically on eligibility]. Staff should be able to communicate effectively and be sensitive to the needs of customers. The application should be clear and straightforward - do not make applicants jump through hoops to reach an eligibility determination. <br />
<br />
Personal and sensitive topics are a part of ADA eligibility; applications should be confidential among agency staff. Review of applications must be objective and cover only facts, such as environmental barriers to travel and not a personal opinion on the client's ability to travel independently. Every client should be treated equally, and eligibility determinations should be consistent among similar circumstances.<br />
<br />
Many agencies require an in-person interview which can serve as both an information session for a potential client as well as a functional assessment of their ability to use transit. Using an interview to perform a functional assessment must be done carefully and fairly. Functional assessments are not required, but can help in some circumstances. Functional skills include those required to navigate to and board an accessible vehicle. Cognitive and sensory skills include the ability to wait for and board the correct bus. They can also include riding the bus itself, and the ability to handle unexpected situations. <br />
<br />
== Right to Appeal ==<br />
Applicants have the right to appeal a denial of eligibility. If the applicant is denied again, they have the ability to elevate the appeal to the FTA regional civil rights officer.<br />
<br />
== Resources ==<br />
Easter Seals Project Action. [http://bussafety.fta.dot.gov/uploads/resource/3102_filename "Determining ADA Paratransit Eligibility: An Approach, Guidance and Training Materials"]. August 15, 2003. <br />
<br />
Easter Seals Project Action: In 2011, Project Action held a webinar course on determining eligibility. [http://www.projectaction.org/News/tabid/727/token/detail/nid/64/Default.aspx The materials are available online.]<br />
<br />
NTI courses on ADA:<br />
* [http://ntionline.com/courses/courseinfo.php?id=8 Comprehensive ADA Paratransit Eligibility]<br />
* [http://ntionline.com/courses/courseinfo.php?id=12 Paratransit Management and Operations]<br />
* [http://ntionline.com/courses/courseinfo.php?id=13 Understanding ADA]<br />
<br />
== References ==<br />
<references /><br />
[[Category:Managing transit]]</div>Drwonghttps://www.transitwiki.org/TransitWiki/index.php?title=Mobility_on_Demand_Sandbox_Program&diff=5048Mobility on Demand Sandbox Program2018-11-29T20:08:33Z<p>Drwong: /* FTA Mobility on Demand Sandbox Grantees */</p>
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<div>{{template:stub}}<br />
[[Image:TriMetapp.jpg|right|thumb|500px|TriMet is using MOD Sandbox grant funds to integrate shared mobility into its trip planning app. Source: [https://www.transit.dot.gov/research-innovation/mobility-demand-mod-sandbox-program.html Federal Transit Administration]]]<br />
==Introduction to Mobility on Demand Sandbox Program==<br />
The [https://www.transit.dot.gov/research-innovation/mobility-demand-mod-sandbox-program.html Mobility on Demand (MOD) Sandbox Program] is a [[Federal Transit Administration]] effort to support innovation among transit agencies and cities. Through the MOD Sandbox program, FTA provides organizations grants to conduct demonstration projects experimenting with unconventional operations. To be eligible, organizations must partner with at least one other organization (such as a private mobility provider or academic research institution). MOD Sandbox grants can cover up to 80% of the cost of a project; in 2016 (the program’s first year) it awarded nearly $8 million to 11 projects.<br />
<br />
==Articles on TransitWiki related to Mobility on Demand==<br />
* '''[[Mobility on demand]]''' - The core of this grant program is mobility on demand, which involves using modern technology to create better transportation networks.<br />
* '''[[Shared mobility and public transit]]''' - While shared mobility operators are major partners in MOD programs, transit agencies often worry these companies are dangerous competition. This article looks at research into the relationship between private shared mobility and public transit.<br />
* '''[[Public private partnership]]''' - This article looks more generally at public-private partnerships and their role in transit.<br />
* '''[[Interagency coordination]]''' - In addition to working with the private sector, several MOD Sandbox grantees are coordinating with other agencies. This article explains how to effectively structure interagency collaborations.<br />
* '''[[Flexible transportation services]]''' - While fixed-route service is the backbone of public transit, the MOD program is looking at flexible services as a way to reach more riders in areas where fixed-route service is impractical.<br />
* '''[[Last mile connections]]''' - Dealing with the problem of first mile/last mile connections is a big part of several MOD Sandbox grant projects.<br />
* '''[[Scoop]]''' - San Francisco Bay Area Rapid Transit was awarded one of the grants to partner with carpooling app Scoop to provide first mile/last mile service to and from stations.<br />
* '''[[OpenTripPlanner]]''' - Two grant winners are using OpenTripPlanner software in their projects. TriMet currently uses it and will expand its functionality to include shared mobility providers and Vermont Agency of Transportation is using it to build a statewide trip planner for both fixed-route and flexible service.<br />
<br />
==FTA Mobility on Demand Sandbox Grantees==<br />
* '''Regional Transportation Authority of Pima County (AZ)''' - The authority was awarded $669,158 Adaptive Mobility with Reliability and Efficiency project, in which it will partner with subscription-based rideshare company RubyRide and the carpooling service Metropia DUO to integrate both service into its transit app.<br />
* '''Valley Metro Rail, Inc. (AZ)''' - Valley Metro Rail was awarded $1,001,000 to build a smartphone app for mobile ticketing and multimodal trip planning. The app will open source and available to other agencies.<br />
* '''City of Palo Alto (CA)''' - Palo Alto was awarded $1,085,000 for a program that aims to reduce single-occupancy vehicle commuting. Its Bay Area Fair Value Commuting project involves support for employer commute programs, workplace parking rebates, commute optimization analysis, increased cross-county collaboration, and a new trip planning app.[[Image:Uberlyft.jpg|right|thumb|400px|Transit agencies across the country are pursuing partnerships with ridehailing apps like Uber and Lyft to address mobility on demand. Source: [https://www.flickr.com/photos/nrkbeta/25511816003 Ståle Grut / NRKbeta.no]]]<br />
* '''Los Angeles County Metropolitan Transportation Authority (CA)''' - Metro was awarded $1,350,000 to partner with transit agencies in Los Angeles and in Washington’s Puget Sound on a dual-region pilot using Lyft as a first mile/last mile connector for transit. The agencies will experiment with payment structures and support telephone dispatch to provide service equity to unbanked customers.<br />
* '''San Francisco Bay Area Rapid Transit (CA)''' - BART was awarded $358,000 to partner with the carpooling app [[Scoop]]. Riders who carpool to park-and-ride stations will be guaranteed spots in the morning and will have the option of paying with the app.<br />
* '''Pinellas Suncoast Transportation Authority (FL)''' - PSTA was awarded $500,000 to create a central dispatch system in which taxis and rideshare vehicles can be used to provide paratransit service at a cheaper per-ride price than what the authority currently spends.<br />
* '''Chicago Transit Authority (IL)''' - CTA was awarded $400,000 to incorporate Divvy bikeshare into Ventra, the authority’s cross-agency mobile ticketing and trip planning app.<br />
* '''Tri-County Metropolitan Transportation District (OR)''' - TriMet was awarded $678,000 to integrate shared mobility providers into its existing OpenTripPlanner app. Early partners include Lyft, Uber, and Motivate.<br />
* '''Dallas Area Rapid Transit (TX)''' - DART was awarded $1,204,000 to integrate ridesharing into its GoPass ticketing app. The agency also plans to use ridesharing-style mobile technology to overhaul its existing public demand-responsive service.<br />
* '''Vermont Agency of Transportation (VT)''' - Vtrans was awarded $480,000 to create a statewide trip planner covering both fixed-route and flexible transit. The software will be built on OpenTripPlanner and modified to support flexible transportation information in addition to standard GTFS.<br />
* '''Pierce County Public Transportation Benefit Area Corporation (WA)''' - The agency was awarded $205,922 to pursue a three-pronged Limited Access Connections program. The project will involve using ridesharing for first mile/last mile connections, provided guaranteed ride home service, and providing rides to and from park-and-ride lots.<br />
<br />
==About TransitWiki==<br />
Managing a transit agency is a complicated process with an overwhelming number of moving parts. Technology is constantly changing, which makes it even harder to keep everything running smoothly. Given the constraints of limited staff and budget, it can be difficult for an agency to keep up with best practices. That’s where TransitWiki comes in. The free and open knowledge-sharing platform is a one-stop shop for everything you need to stay on top of the ever-changing world of public transportation, from summaries of the latest research from APTA and TCRP to one-pagers on the latest FTA programs.<br />
<br />
===How TransitWiki Works===<br />
While TransitWiki’s team of UCLA researchers can provide some of the information on the site, it’s professionals out in the field who really know what’s going on in the industry. Work that your agency does is likely relevant outside your area - a report assembled by the Chicago Transit Authority might contain information useful to LA Metro. Learning from peer agencies means wasting fewer resources on dead-end projects. <br />
<br />
===How to Contribute===<br />
TransitWiki is a public, user-editable website, allowing agencies to directly publish reports that they believe could be useful to others. This site is based on the MediaWiki software that powers Wikipedia and many other sites across the web. If you're familiar with how to navigate or edit Wikipedia, then TransitWiki.org should be straight forward. If not, see the [http://www.mediawiki.org/wiki/Manual:FAQ MediaWiki FAQ]. Once you make an account, our staff will confirm it and you can start adding articles using an intuitive web interface. You can post an entire report or pull out specific sections that you think are the most relevant to other agencies. Don’t have time to get the document formatted for the web? Send it to us and we’ll take care of the work.<br />
<br />
Potential contributors often wonder if the have the authority to share agency documents online. Transit agencies can be competitive, and in-house reports might feel like secrets that need to be guarded. But the kind of research relevant to TransitWiki is typically covered by open records laws and is already internet-accessible. By proactively sharing documents on TransitWiki, agencies can take control of the messaging and make sure they are presented properly<br />
<br />
==Additional Reading==<br />
Mobility on demand is a new field, but researchers are beginning to study it. The following publications can help provide an introduction to what mobility on demand and how transit agencies should think about it.<br />
<br />
[https://www.transit.dot.gov/regulations-and-guidance/shared-mobility-frequently-asked-questions Sheehan, R. (2015). “Mobility on Demand.” US Department of Transportation.]<br />
: This brief USDOT presentation provides some background into the development of the MOD program.<br />
<br />
[https://www.transit.dot.gov/regulations-and-guidance/shared-mobility-frequently-asked-questions Federal Transit Administration. “Shared Mobility Frequently Asked Questions.”]<br />
: This extensive FAQ explains current FTA rules on shared mobility, a major component of MOD.<br />
<br />
[http://transitcenter.org/publications/private-mobility-public-interest/ TransitCenter. (2016). “Private Mobility, Public Interest.]<br />
: This TransitCenter report explores the relationship between public transit and private mobility providers through interviews with industry leaders.<br />
<br />
[http://innovativemobility.org/wp-content/uploads/MobileApps_UCCONNECT.pdf Shaheen, S., Martin, E., Cohen, A., Musunuri, A., & Bhattacharyya, A. (2016). “Mobile Apps and Transportation: A Review of Smartphone Apps and a Survey of User Response to Multimodal Traveler Information.” California Department of Transportation.]<br />
: Prepared for Caltrans by UC Berkeley researchers, this report examines multimodal trip planners, another major tool for mobility on demand.</div>Drwong