Text-Only Version Prepared by: TranSystems Corp. Medford, ma and: Planners Collaborative Boston, ma august 24, 2007 contents
|
|  Yüklə 1.11 Mb.
|
Table 1.15 - Summary of Lift Service July 2005 Editor’s note: Data in the table shows the following: Total fleet for the day was 946 buses; Lift/Ramp Defects were reported for 83 buses (8.8% of the fleet); 43 buses with defects were not used (which was 4.5% of the fleet and 51.8% of the buses with defects); 40 Bus with defects were Used in Service (which was 4.2% of the fleet and 48.2% of buses with defects); 44 buses with defects took More than 3 days for completion of repair (which was 7% of the fleet and 53.0% of the buses with defects); The average days to completion of repair was 8.8; The Average Miles Used before repairs were completed was 768.1; 36 of the buses that took more than 3 days to repair were Used in Service (or 81.8% of buses which took more than 3 days to repair); 25 Buses which took more than three days to repair were Used More than 300 Miles (which was 56.8% of the buses which took more than three days to repair); 21 Buses which took more than three days to repair were used more than 600 Miles (which was 47.7% of the buses which took more than three days to repair). It appears that during July 2005 approximately half the buses requiring lift repair were used in service. Data wasn’t readily available to determine if there were spares with operable lifts that could have been used instead of these vehicles. Additionally, it appears that approximately half the buses requiring more than 3 days for repair were used in service for more than 3 days. Driver Training Bus drivers are trained in proper lift and securement operation during their regular driver-training program and at ADA refresher training. Training is provided on how to operate each type of lift. Operators are instructed to secure the vehicle, turn on the lift master switch and operate the lift in accordance with the control box instructions. Drivers are also directed in the use of the universal tie down system for securing wheelchairs on the bus and are advised that use of the shoulder harness by the passenger is optional. In the MBTA Bus Operations Vehicle Operations Manual (rev 2/2/2004), which is used in bus operations training, drivers are instructed to:
Drivers are also instructed to use the kneeling feature:
Regarding general passenger boarding and alighting drivers are instructed to:
Drivers are reminded the kneeling feature will “activate a light, horn and the interlock.” Drivers are told not to operate the kneeler if the doors are positioned above a curb, which could result in damage to the doors. Drivers are also trained using the MBTA Bus Operations Customer Relations Manual (revised May 24, 2002). A section in the manual directed to elderly customers and customers with disabilities includes instructions for drivers to:
Operations In accordance with MBTA Bus Control Center (BCC) Standard Operating Procedure 15.0 in case of an in service failure of a lift with the customer on the bus, the BCC is to coordinate the response by sending an official (Inspector), and a service truck to the vehicle. If the passenger is unable to get off the bus within 30 minutes the MBTA notifies the local fire department and requests assistance. If the customer has not yet boarded the bus, an official (Inspector) will be dispatched to assist the customer. The schedule will be checked to assure that the customer can be picked up in a timely manner. The BCC will contact the operator of the following bus to confirm that it is equipped with an operational lift/ramp. If the following bus cannot serve the customer in a timely fashion a “rescue” bus will be dispatched to serve the customer. Rule 92 (d) of the MBTA Bus Operations – Rules for Operators and other Employees of Bus Operations stipulate, “Passengers must be in a safe position before moving the vehicle.” Commuter Rail The 377 commuter rail passenger vehicles are designed for boarding both by steps and level entry. Level entry is accomplished at accessible stations by full length high platforms or mini-high platforms. When platform gaps exceed 3 inches horizontal and 2 inches vertical bridge plates are used to span the gap. Standard bridge plates are stored on almost every coach. If missing from one coach a bridge plate can be taken from another for use in boarding passengers. MBTA standard bridge plates are eleven inches deep and are designed to span a gap of 6 inches. At stations on curves or other station locations where wider gaps must be spanned larger bridge plates are stored at the station, secured to the platform. According to MBTA Stop Announcement Progress reports to FTA, 33 commuter rail coaches are being purchased with interior PA systems that adjust the volume of the announcement based upon the ambient, or background, noise level in the vehicle. PA equipment is also required on 32 coaches purchased in 1997 and 2001, 57 coaches overhauled in 1995-1996, and 75 coaches scheduled for overhaul during 2005. 89 of the current fleet of 377 coaches are required to have PA systems with the number increasing to 192 upon completion of scheduled purchases and overhauls. The MBTA is considering the possibility of coordinated PA/variable message signs (PA/VMS) for future installation on passenger cars. The new operating agreement for contracted commuter rail service requires the contractor to inspect and test public address/intercom systems (PA/IC) daily. The contractor is subject to assessment of penalties for inoperative or improperly adjusted PA/IC. Problems with PAs are identified by train crews at the beginning of the day when the PAs are first used in service. If there is a problem with the PA the train crews report it to the Trainmaster. The Trainmaster enters a service request. Maintenance personnel will then schedule the equipment for repair. If the vehicle is due for a 180-day Preventive Maintenance Inspection (PMI) and service, the PA repair will be scheduled with the PMI. Absent in service problems PA systems are tested and repaired during each PMI and PM service. Of the public information complaints, there were 23 regarding stop and route announcements. Although these are likely related to operator performance, faulty public address equipment could be a contributing cause. Eight of the announcement complaints were for commuter rail service. Commuter Rail vehicle access is dependent on availability of bridge plates on trains and can be effected by inoperable PAs. Accordingly, care should be taken to inspect bridge plates and PAs frequently to assure that they are available and operating and to replace or repair missing or inoperable equipment expeditiously. PA systems and bridge plates should be inspected on a regular schedule. In addition to bridge plates and PA systems, other accessibility features that must be maintained to provide accessible service are handrails and stanchions, signage and lighting. Light Rail Currently, 40 light rail vehicles are accessible by means of ramps on low floor vehicles. Upon completion of ongoing procurements and vehicle upgrades, 100 of the planned 270 vehicles in the Green Line fleet will be low floor vehicles equipped with ramp access. Access to the remaining 170 vehicles in the Light Rail Transit (LRT) fleet is provided by wayside lifts and mini-high platforms. The ramp equipped Type 8 cars will be operated in trains with cars that have high floors and no ramps. The effective use of ramps as the primary means of access to vehicles requires that the ramps be operational with a high level of reliability. Vehicle ramps should be inspected and repaired in a timely fashion to assure the programs success. The 10 PCC cars built in 1945-6 used on the Mattapan High Speed Line have no access ramps or lifts. Access on the will continue to be accomplished by the use of portable lifts. The Type 8 cars are equipped with internal VMS signs and automated stop announcement technology. The same technology is being purchased for the Number 7 Green Line LRVs. Upon completion of the program, all but the 10 PCCs assigned to the Mattapan High Speed Line and the 55 Boeing LRVs will be equipped with this technology, leaving 215 cars equipped with automated PAVMS systems. Operators on the 55 Boeing LRVs and 10 PCCs not equipped with automated PAVMS will have to make voice stop and route announcements. According to the MBTA’s quarterly reports to FTA on stop announcements it is MBTA’s procedure for vehicle operators to test PA systems during pre-trip inspections before vehicles are placed in service. PA’s are also inspected by vehicle maintenance personnel as part of each 6,000 mile maintenance inspection. All non-functioning equipment is documented and entered into the MBTA’s MCRSII fleet management software system. Once entered into the MCRSII system all non-operating PA systems are scheduled for repair. Public Address equipment is repaired by a contract services provider. Contractor procedures for maintenance are described in MBTA’s contract specification No C-43. According to the contract it is the responsibility of MBTA personnel at each Car house, or light and rapid rail maintenance facility, to identify defective equipment and replace the defective equipment on the vehicle. The contractor is required to pick-up the equipment within 4 hours, repair it and return it to the Car house within 7 days. The contractor is responsible to the MBTA’s Signals and Communications Department and reports to the MBTA’s Manager of Service Contracts. In addition to ramps and PA systems, other accessibility features that must be maintained to provide accessible service are handrails and stanchions, signage and lighting. Rapid Rail The 408 vehicles in the rapid rail fleet serving the Blue, Orange and Red Lines provide vehicle access by level entry with high platforms stations. Because of the age of the rapid rail fleet, only a small portion of the fleet is equipped with automated PAVMS for stop announcements. The number of PAVMS-equipped vehicles will increase with the purchase of new Blue Line cars. For the remainder of the rapid rail fleet, announcements must be made by voice or PA. Of the 408 vehicle fleet 332 were purchased before U.S. DOT ADA requirements went into effect. Only the 86 #3 cars on the Red Line are required to have a PA system. These cars are equipped with a PAVMS system. In addition the 1981 Orange Line Cars are equipped with hand held microphones with amplifiers to increase volume as needed. Blue Line cars that are being purchased will also be equipped with PAVMS. Procedures for inspecting and maintaining PA’s on rapid rail vehicles are the same as described above for Light Rail vehicles. Of the public information complaints, there were 23 regarding stop and route announcements. Although these are likely related to operator performance, faulty public address equipment could be a contributing cause. Nine of the announcement complaints were for rapid rail service. As with other rail passenger vehicles in addition to PA systems, other accessibility features that must be maintained to provide accessible service are handrails and stanchions, signage and lighting. Public Communications The Public Information section of this report first addresses regulatory requirements and customer concerns related to those requirements. The section then addresses three elements of public information: MBTA materials used to provide information needed by customers to plan their travel and use transit service; the program for announcing bus stops and identifying routes at stops shared by more than one route; and real time service information with focus on the status of elevators. Regulatory requirements, MBTA policies and procedures and performance are addressed as applicable. USDOT ADA Regulatory Requirements With respect to public communications with people who have disabilities, the ADA regulations (49 CFR Parts 27, 37 and 38, Transportation for Individuals with Disabilities; Final Rule) specify public information requirements under Section 37.167 (Other service requirements). These are: “(f) The entity shall make available to individuals with disabilities adequate information concerning transportation services. This obligation includes making adequate communications capacity available, through accessible formats and technology, to enable users to obtain information and schedule service.” In addition the U. S. Department of Transportation regulations implementing the Americans with Disabilities Act of 1990 (ADA) contain two requirements that are meant to assist persons with vision impairments and other disabilities to use fixed route transportation services. Section 37.167, subsections (a) and (b), which apply to public and private entities that operate fixed route systems, require that: “…the entity shall announce stops as follows: (1) at least at transfer points with other fixed routes, other major intersections and destination points, and intervals along the route sufficient to permit individuals with visual impairments or other disabilities to be oriented to their location (2) any stops on request of an individual with a disability.” Section 37.167(c) requires that: “Where vehicles or other conveyances for more than one route serve the same stop, the entity shall provide a means by which an individual with a visual impairment or other disability can identify the proper vehicle to enter or be identified to the vehicle operator as a person seeking a ride on a particular route.” Related to circumstances when features of facilities, including elevators, and vehicles that are required to make the vehicles and facilities readily accessible to and usable by individuals with disabilities. Under Section 37.161 (Maintenance of accessible features: General), the ADA regulations state in part: “(b) When an accessibility feature is out of order, the entity shall take reasonable steps to accommodate individuals with disabilities who would otherwise use the feature.” When elevators and other accessibility features, are out of service, one of the most critical steps to accommodating individuals with disabilities is provision of current or “real time” information on the service status of such features and also the information needed for the individual to take an alternate transit route or service to his/her destination. A review of access related fixed route complaints filed by customers during the first calendar quarter of 2005 revealed that of 88 complaints 33 related to public information. Of the public information complaints there were 23 regarding stop and route announcements. Nine of the announcement complaints were for rapid rail service, 8 for commuter rail, 4 for bus and 2 for light rail service. Public Information Materials MBTA Policy and Procedures The MBTA includes ADA communication requirements as a part of its Personnel Policies and Procedures Manual. Under Chapter II, Part B, Human resources Employment Policies, the manual covers Accessibility Guidelines for Public Meetings and Documents. In the policy, it quotes from the ADA and states that there is a duty “to communicate effectively with customers, clients, or participants who have disabilities affecting hearing, vision, or speech. This may be accomplished through provision of auxiliary aids and services for effective communications, such as:
The policy goes on to state: “The ADA does not require use of the most advanced technology, if effective communication is ensured. Additionally, organizations must provide alternative accessible arrangements if an existing practice or location is not accessible to individuals with disabilities.” “To assure full participation in Authority-sponsored meetings, the communication needs of individuals with disabilities must be addressed. Upon request, the Authority shall make written material available in alternative formats (large print, Braille, audio tape, etc.). The Authority will also ensure provision of auxiliary aids (assistive listening devices) at public meetings when necessary to ensure full participation.” “When scheduling public meetings, departmental managers and supervisors are responsible for assuring compliance with the above policy and should include ancillary service expenses in their departmental budgets.” [The policy goes on to spell out that advance notice is required to obtain an interpreter, and that if one is requested but there is not enough time, then the meeting will need to be postponed.] The policy states that when making material available for public meetings at libraries, town halls, etc. departments should provide one copy in both Braille and audio tape formats. Departments producing public documents such as schedules and maps should ensure the production of such materials in alternative formats as well. The policy also suggests that departments include requirements for alternative formats in procurement documents for vendors. Materials The MBTA communicates with the public and its riders through its Web site, through its public information line, and through written material. The Web site (www.mbta.com) is particularly important for meeting the public information needs of individuals with disabilities as it provides continual updates on elevator and escalator outages and service changes throughout the day. The Web site can be accessed with text only, an important feature for those with vision impairments who may only be able to read text. The first link available in the left most column of the Web site is for “transit updates,” which includes information about elevator and escalator outages by subway line. The same location also provides a phone number which can be used to get recorded messages about elevators and escalators out of service. The Web site also provides the user with the ability to download PDF files with maps of individual services and to download PDF files with schedules. The maps indicate by the wheelchair icon whether services or stations are accessible. The maps and schedules that can be downloaded on the Web do not indicate that they can be obtained in accessible formats. The MBTA provides THE RIDE GUIDE to explain how to use THE RIDE Service. THE RIDE GUIDE comes in large print and indicates on the first page that the information can be made available in alternate formats of Braille or audio as well as electronically. THE RIDE GUIDE is available via the Web site on a PDF file. In summer of 2004 the MBTA also published “Getting Around Boston,” a guide to using the MBTA’s rapid rail, light rail and BRT services for people of all abilities. The guide includes complete information on accessibility features of stations, including illustrations of major stations, and contact information for those needing additional information. In mid-2005 the MBTA had also prepared an explanation of its new pass replacement program in alternative formats. In particular, a Braille version was developed in cooperation with the Massachusetts Commission for the Blind. The MBTA has a folding system map which is issued every few years. The document includes a map of the MBTA region, a full listing of bus routes, schematics of the rapid transit lines and commuter rail, as well as a more detailed map of the inner communities. Accessible stations and bus routes are identified with the International Symbol of Accessibility (ISA). The document also includes phone numbers for further information on accessible services as well as elevator updates. It is not available in an accessible format. Spider line maps, which provide a schematic depiction of the MBTA rail lines, are available in alternative formats. Schedules are available in accessible formats by calling the MBTA information line. The customer representative will put the caller in touch with the schedule distribution center which will take the request and forward it to operations or commuter rail who will obtain the accessible format as requested. Formats available include Braille, large print, and audio. In mid-2005 the MBTA operated some buses on some routes that were not accessible to people who use wheelchairs. To address customer needs the MBTA operated a Call-a-Lift program. The program permitted customers to call the MBTA in advance of their trip to schedule so that a ramp or lift-equipped bus could be scheduled for their trip. At the time the information was reviewed in 2005 there was inconsistency in information provided on public schedules and the MBTA system route map on which routes were fully accessible and which required Call-a-Lift service. Since that time all bus routes have been made fully accessible and all public schedules and the system route map have been updated to reflect full accessibility for all bus routes. The MBTA is doing a good job with providing accessible formats when needed via its Web site, its customer information line, and in other written information. The lack of complaints in this area shows that it is not causing problems to individual customers with disabilities. However, the MBTA could make it easier for individuals with disabilities to obtain accessible schedule and route information if each printed schedule indicated specifically where to call for accessible information. Specific information on how to obtain accessible schedules and maps might also be added to the Web site in the area entitled “accessible services.” A suggestion made in Technical Memorandum #4 was that the web page that provided the telephone number for the elevator information line, also have a link to the web location for elevator status. The current version of the web page now has such a link. Stop and Route Announcements The USDOT ADA regulations require that stops be announced “at transfer points, major intersections and destination points and intervals along a route sufficient to permit individuals with visual impairments or other disabilities to be oriented too their location.” (49 CFR 37.167 (b)(1)). The regulations also require that where vehicles for more than one route serve the same stop the operator must provide a means by which an individual with a visual impairment can identify the route of the bus. (49 CFR 37.167 (c)) Compliance with ADA stop announcement policy continued to be a challenge for the MBTA during the review of performance in 2005. This was illustrated by the relative number of complaints on stop announcements. The 23 complaints during the first quarter of 2005 were the highest for any category other than elevator outages. The MBTA has been working with its unions for the past 20 years to try to ensure that operators appropriately announce stops and routes. The MBTA stop announcement policy as stated in the Customer Relations Manual (revised May 24, 2002) appears consistent with ADA regulatory requirements. Page 3-47 of the Customer Relations Manual instructs drivers to:
The MBTA policy and procedures requires drivers to announce stops loudly and clearly. They are to check the PA system as part of their pre-trip inspection before leaving the terminal. They are also to announce stops, transfer points, landmarks and major intersections. These requirements were reiterated in the Bus Operations Special Order #99-02 dated January 14, 1999. Stop lists for private carriers under contract to the MBTA were completed and submitted to the FTA in the first quarter 2002 ADA review progress report. Revised stop announcement lists for each garage are contained in ADA Announcement Handbook. Newly hired drivers receive training in the ADA, in disability awareness and in providing passenger assistance to individuals with disabilities. During two years prior to the FTA year 2000 assessment of fixed route ADA compliance, the drivers and supervisors were retrained on ADA. This included all rapid transit personnel. Announcements were to include station name and transfer information. On the Red and Orange Lines, drivers also announced whether doors open to right or left. The MBTA has had an active monitoring program to promote compliance with MBTA stop announcement procedures since January 1999. The program is directed toward performance of drivers in announcing stops and route destinations. The MBTA goal for compliance was to achieve 100 percent by April of 2001. Each monitoring observation is performed for one complete one-way bus trip. Trips are selected based on previous observations of poor operator performance in announcing stops and secondly based on a random selection of a bus trip by route by bus garage. Announcing fewer than 50% of the required stops is considered poor operator performance. All monitoring results are reported to the driver’s supervisor on the next business day following the observations. Findings from the MBTA stop announcement monitoring program are detailed in monthly reports separated by type of service (bus, trackless trolley, Red, Blue, Green, Orange lines, and commuter rail). These reports show information for all observations, including both initial observations, and follow-up observations. Because the MBTA monitoring program focuses on poor performing operators, the information on total announcements made may not be comparable from garage to garage or line to line, or even over time. This is because the percentage compliance will depend upon the proportion of follow-up observations versus random observations. To the extent that the proportion stays the same, total observations would be comparable. The following analysis assumes that the information provided by the MBTA on all monitored stop announcements is comparable. The overall monitoring performance report for October to December 2004 showed that 74.4 percent of stops were announced for bus, 81.9 percent for the Green Line and Mattapan Trolley, 90.2 percent for Rapid Transit, and 81.7 percent for Commuter Rail. The external announcement rate was much lower, 69.6 percent. The following graphs show a summary of quarterly stop announcement data for the MBTA system. Figure 1.2 shows the overall monitoring results for bus for the years 2002 (partial year), 2003 and 2004. Figure 1.3 shows a plot of stop announcement performance for each rail line for 2004. As can be seen, performance on the bus system improved over the course of 2002 and 2004, but got worse during 2003. Performance on the rail system was generally much better than on the bus system. However there were quarters of poorer performance on the rail as well. Figure 1.4 shows a plot of all 2004 quarters for each bus garage. Arborway, Southampton and Cabot show performance in the last half of the year similar to the good performance on the rail system. A higher proportion of buses that have automated enunciator systems in Arborway, Southampton and Cabot are likely to be the main reason for the improved rating. Bennett, Lynn and Charlestown showed improvement toward the end of the year, but Lynn’s performance got worse. The poorest performance is seen in the contract operators. |