Disparities in public transit accessibility and usage by people with mobility disabilities: An evaluation using high-resolution transit data

Many people with mobility disabilities (PwMD) rely on public transit to access crucial resources and maintain social interactions. However, they face higher barriers to accessing and using public transit, leading to disparities between people with and without mobility disabilities. In this paper, we use high-resolution public transit real-time vehicle data, passenger count data, and paratransit usage data from 2018 to 2021 to estimate and compare transit accessibility and usage of people with and without mobility disabilities. We find large disparities in powered and manual wheelchair users' accessibility relative to people without disabilities. The city center has the highest accessibility and ridership, as well as the highest disparities in accessibility. Our scenario analysis illustrates the impacts of sidewalks on accessibility disparities among the different groups. We also find that PwMD using fixed-route service are more sensitive to weather conditions and tend to ride transit in the middle of the day rather than during peak hours. Further, the spatial pattern of bus stop usage by PwMD is different than people without disabilities, suggesting their destination choices can be driven by access concerns. During the COVID-19 pandemic, accessibility disparities increased in 2020, and PwMD disproportionately avoided public transit during 2020 but used it disproportionately more during 2021 compared to riders without disabilities. This paper is the first to examine PwMD's transit experience with large high-resolution datasets and holistic analysis incorporating both accessibility and usage. The results fill in these imperative scientific gaps and provide valuable insights for future transit planning. © 2023 Elsevier Ltd

Accessing hemodialysis clinics during the COVID-19 pandemic.

Transportation is a key element of access to healthcare. The COVID-19 pandemic posed unique and unforeseen challenges to patients receiving hemodialysis who rely on three times weekly transportation to receive their life-saving treatments, but there is little data on the problems they faced. This study explores the attitudes, fears, and concerns of hemodialysis patients during the pandemic with a focus on their travel to/from dialysis treatments. A mixed methods travel survey was distributed to hemodialysis patients from three urban centers in Montréal, Canada, during the pandemic (n = 43). The survey included closed questions that were analysed through descriptive statistics as well as open-ended questions that were assessed through thematic analysis. Descriptive statistics show that hemodialysis patients are more fearful of contracting COVID-19 in transit than they are at the treatment center. Patients taking paratransit, public transportation, and taxis are more fearful of COVID-19 while traveling than those who drive, who are driven, or who walk to the clinic. In the open-ended questions, patients reported struggling with confusing COVID-19 protocols in public transport, including conflicting information on whether paratransit taxis allowed one or multiple passengers. Paratransit was the most used travel mode to access treatment (n = 30), with problems identified in the open-ended questions, such as long and unreliable pickup windows, and extended travel times. To limit COVID-19 exposure and stress for paratransit users, agencies should consider sitting one patient per paratransit taxi, clearly communicating COVID-19 protocols online and in the vehicles, and tracking vehicles for more efficient pickups.

Willingness to pay for COVID-19 mitigation measures in public transport and paratransit in low-income countries.

In order to combat the spread of COVID-19, various measures were taken in most countries to make public transit and paratransit safer. These additional measures, which include restrictions on number of passengers, provision of hand sanitisers and face coverings, and more frequent cleaning, add to the costs of operations or reduce profitability. The resulting financial pressure on the transport operators raises an important question on who pays for these additional measures. In most countries, this has been covered by one-time government bailouts to operators or strategies to increase fare, the latter of which directly affects the users. However, even without these interventions, there could be a demand and as such willingness to pay (WTP) for some of these intervention measures from the consumers concerned about safety. Knowing such WTP will not only help operators set their fare, but also help the governments decide the appropriate bailout needed. This paper addresses the issue by estimating the user's willingness to pay for selected COVID-19 mitigation measures in public transport and paratransit (motorcycle taxis) using survey data collected from two cities in low-income countries as case studies - Kampala, Uganda and Dhaka, Bangladesh. For public transport, these measures are - (1) social distancing (passenger loading at half capacity), and (2) mandatory hand sanitisation and increased cleaning of surfaces, while for paratransit, they are - (1) provision of a transparent shield between the rider and the passenger, and (2) provision of cleaned helmets at the start of each trip. The study analyses stated preference data using the utility maximisation framework and finds that the implementation or provision of COVID-19 mitigation measures improves the attractiveness of the associated public transport or paratransit alternatives, and transport users make trade-offs between safety and cost when making travel decisions. We find positive willingness to pay for all four mitigation measures, suggesting potential existence of a market for these measures. We also find that the typical mode choice factors such as costs, travel time and convenience became less important during the pandemic and the safety measures became more important considerations.

The COVID-19 Pandemic and Public Transportation Usage in Utah

This study aims to investigate public transportation usage in the state of Utah during the period from 2017 to 2020. The study also aims to understand how the COVID-19 pandemic has affected the system in the year 2020. Based on the ridership data for different transportation modes including commuter rail, light rail, paratransit, and regular bus, the regular bus was the most used public transportation mode followed by light rail. The results also showed that the population is growing in Utah while the ridership for different modes is declining except for commuter rail. The system ridership decreased by almost half during the COVID-19 pandemic in 2020. The highest impacted mode was the commuter rail followed by the light rail. The lowest impacted mode was the regular bus. © 2022 IEEE.

Impact of COVID-19 on paratransit operators and riders: A case of central Alabama

Paratransit plays an important role in offering mobility and accessibility in local communities, especially for mobility disadvantaged group such as seniors, persons with disabilities, and persons with medical conditions. This study comprehensively evaluates the impacts of COVID-19 on paratransit services from paratransit operator and individual rider perspectives. In particular, we mine a paratransit dataset that covers trip logs of more than 800 unique riders over a seven month period in order to understand how the pandemic impacted service and influenced trip purposes of individual riders. For service providers, our analyses show that a significant loss in paratransit ridership was accompanied by drastic changes in travel behavior among paratransit riders. Results indicate that the operator was able to deliver safe and efficient mobility services during COVID-19, but at a 60% higher cost per rider than under pre-pandemic conditions. The results also reveal a varying level of impacts for individual riders given heterogeneity among trip purposes and demographic profiles. Moreover, similarities are identified across a range of individual riders, depending on specific trip purposes and the availability of alternative travel options. This study is among the first to investigate paratransit operations during COVID-19 in terms of impacts to both operators and individual riders. The lessons learned and policy insights should be useful to other paratransit operators and policymakers in preparing for current and future pandemics.

Paratransit Shared-Ride Capacity Design With Infectious Disease Contact Exposure

The coronavirus pandemic changed paratransit service dramatically, with most operators eliminating shared rides to halt disease transmission. This paper applies an estimate of disease contact exposure to actual data from New York City's Access-A-Ride (AAR) paratransit system. Scenario analyses performed using insertion heuristic trip construction showed that eliminating rideshare on the AAR system increased operating miles by 70%. We also showed contact exposure can be significantly limited (by similar to 50% to 60%) by reducing vehicle capacity from 4 to 2 passengers. Manipulating the maximum ride time factor also showed the potential to reduce contact exposure, with a 50% increase of the ratio from 2 to 3 leading to a 40% increase in contact exposure. Contact exposure was relatively insensitive to changes in the maximum wait time policy.

Ensuring equitable transportation for the disadvantaged: Paratransit usage by persons with disabilities during the COVID-19 pandemic.

Paratransit services developed under the Americans with Disabilities Act are a critical transportation means for persons with disabilities to meet their basic needs, but the COVID-19 pandemic posed an unprecedented challenge to service providers. To safeguard transportation equity, this study used complete records of service trips and riders obtained from the Access Transportation Program in the Seattle region for an empirical analysis aimed at answering two research questions. First, how did the ridership and trip purposes of paratransit change after the outbreak of COVID-19? Second, what factors explained the users' changing levels of service usage in response to the pandemic? Statistical methods, including a Hurdle model, were employed as the analytical tools. The results show that paratransit ridership dramatically decreased during 2020 with the most substantial reductions of working and non-essential personal trips, and that most of the remaining trips were for medical purposes. The results also indicate that riders' service usage during the pandemic was associated with their sociodemographic characteristics, disability conditions, and pre-pandemic travel demand. When controlling for other factors, riders who lived in neighborhoods with lower income and lower access to personal vehicles were more dependent on the service. Based on the empirical findings, we recommend that when developing plans for future disruptive events, public transit agencies should promptly implement safety measures, identify and prioritize neighborhoods that are most in need of mobility services, and actively pursue collaboration with other organizations for innovative service delivery options.

Paratransit services for people with disabilities in the Seattle region during the COVID-19 pandemic: Lessons for recovery planning.

INTRODUCTION: Along with all public transit services, paratransit services for people with disabilities experienced substantially reduced demand and an increased need to provide equitable services while protecting their clients and staff's safety during the COVID-19 pandemic. Paratransit services provide a lifeline for their clients' essential mobility needs, including access to medical appointments and grocery stores. In the absence of pre-existing pandemic response plans, examining transit agencies' responses to provide paratransit services during the pandemic can help inform planning for post-pandemic recovery and future disruptive events. METHODS: In September 2020, we conducted semi-structured interviews with 15 decision-makers, planners, and drivers working for the primary transit agency in the Seattle region - King County Metro - and its paratransit contractors. Interview questions were designed to identify current services, policy gaps, and critical challenges for recovery planning and post-pandemic paratransit services. Interview transcripts were analyzed using NVivo software to obtain essential themes. RESULTS: The interviewees provided insights about (1) paratransit service changes in response to the pandemic, (2) anticipated impacts of a returning demand on paratransit service efficiency, equity, and quality during the recovery period, and (3) innovative approaches for maintaining post-pandemic equitable paratransit services while balancing safety measures with available resources. CONCLUSIONS: Study findings suggest that paratransit service providers should consider (1) developing guidelines for future disruptive events, (2) examining alternative methods for food delivery to clients, (3) planning scenarios for delivering equitable services in the post-pandemic recovery period, and (4) increasing resilience possibly by establishing partnerships with transportation network companies.

Modifying the SERVPERF to assess paratransit minibus taxis trotro in Ghana and the relevance of mobility-as-a-service features to the service.

In Ghana, minibus taxis (trotros) are an important mode of transport that commute about 60% of the traveling public. In spite of their popularity, minibuses are generally inefficient, disorganized and have low service quality. In an attempt to assess service quality of the service, a modified SERVPERF tool was developed. Differences in perceptions of service quality between male and female respondents were also assessed, and the attractiveness of certain technological features as possible remedies to service quality issues were determined. Using an online Google forms version of the modified SERVPERF, responses from nearly one thousand commuters were collected. The link to the questionnaire was dispersed via social media (Whatsapp and Telegram) since the data was collected during the outbreak of COVID-19 in Ghana. Following a factor reduction, the most important service quality factors determined to affect trotro users were (i) Reliability of the service, (ii) Variability in cost and (iii) Responsiveness. Respondents also identified technologies that could help them (a) book, (b) report driver misbehavior, (c) make safe e-payments and (d) track the location of trotros, as most likely to improve their trotro service quality. The findings suggest that some mobility as a service features could have possible benefit for the trotro. The study is however limited in its ability to determine the exact impact of these technologies since it uses a stated preference approach. Future research could explore the willingness of other stakeholder groups such as operators in adopting these technologies since their participation would be key to the success of any such scheme.