Aaron Bennett

12/8/22
URP 6716- Transportation Policy/Planning
Improving and Increasing Transportation Access for the Disabled

Abstract

Transportation planners often stress the need to plan for “complete streets.” A complete street is

a planning and design concept that enables safer access for users of all ages and ability levels.

(Complete Streets, 2022.) Complete streets include planning for forty million disabled

Americans and other transportation challenged individuals. While strides have been made in part

due to the Americans with Disabilities Act, (ADA) much work remains to be done to increase

and improve transportation access for the disabled. Many transit systems across the United

States are still not ADA accessible. Existing literature has studied necessary initiatives and

improvements that have been made or will be made. This research examines existing legislation

that aims to ensure disabled individuals have equitable access to transportation and studies

existing barriers that prevent such access and uses the Charleston, South Carolina, and Mount

Pleasant South Carolina region as a case study to further determine steps that cities and

communities are taking to ensure transportation access for both disabled and non-disabled users.

Lastly, limitations of this research and recommendations for future study are discussed.

Introduction

A disability is defined as impairment that significantly limits or effects one or more life

activities. (Ruvolo, 2020, p.9) Individuals with disabilities face many life barriers, among the

biggest being access to transportation services. Individuals with significant disabilities are

substantially more prone to exclusion from transportation services. (Bascom & Christensen,

2017, p.227). This unequal access to transportation is coupled with unequal access to

employment opportunities, education, and healthcare among other community resources. When

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URP 6716- Transportation Policy/Planning
Improving and Increasing Transportation Access for the Disabled

planning their communities and streets, transportation planners and elected officials must

account for the fact that nearly a third of disabled people describe inadequate transportation

access as problematic. (Ruvolo, 2020, p.5) Further, many transportation systems have large

accessibility gaps. Accessibility is defined as the ability of people to reach desired services and

activities. (Litman, 2022, p.2) Accessible design guidelines in the United States designate the

minimum required dimensions for areas within buildings which include public access routes,

ramps, doors, stairs, escalators and also describe the requirements for transport facilities

including bus stops, railway platforms, and railway stations. (Sze & Christensen, 2017, p.67)

The main legislation that exists to protect disabled Americans is the 1990 Americans with

Disabilities Act which prohibits discrimination on the basis of disability. (Ruvolo, 2020, p.11)

The ADA requires that public and private transportation companies provide accessible services

in both new and existing vehicles. (Ruvolo, 2020, p.11; & Equity in Transportation for people

with Disabilities) Still, the ADA was never intended to specify how to make transit functionally

accessible and usable. (Bayless & Davidson, 2019, p.16) Twenty-five years after the adoption of

the ADA, the Fast Act was codified in 2015 which provided long-term funding and investment in

infrastructure with the goal of relieving accessibility issues experienced by millions of

transportation disadvantaged individuals. ( Remillard, et. al, 2022, p.5) Legislation enacted

before the ADA included the Rehabilitation Act of 1973 which ensured the right to protection

against discrimination due to disability under any United States Department of Transportation

(USDOT) program. (Remillard, et. al, 2022, p.2) However, the ADA expanded this protection to

include all public entities irrespective of any federal financial aid, and by expanding the types of

transportation systems covered and via a broadening of the accessibility requirements.

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12/8/22
URP 6716- Transportation Policy/Planning
Improving and Increasing Transportation Access for the Disabled

Improving accessibility for the disabled includes infrastructure improvements, increasing access

to education, utilizing existing technology and removing existing barriers.

While progress has been made much works remains to be done. 18% of transit stations lack

ADA compliance and 30% of individuals with disabilities still have trouble accessing public

transportation. (Byington, 2011; Bezyak et.al, 2017,p.3) Further, the needs of disabled

passengers are often not prioritized. Additionally, since the ADA only addresses public

transportation, disabled individuals living in rural areas or other locations with limited or no

public transportation have few options. (Equity in transportation, n.d., p.1) Per, (Wright &

Johnson-Wright, 2018) many agencies and planners view planning for the disabled as a “last

minute” project and are only focused on meeting the minimum ADA requirements.

Background and Literature Review

Disability advocates have been fighting for increased and improved transit accessibility for

decades dating back to the 70’s. (Ruvolo, 2020, p.11). There is an array of literature addressing

the issue of transportation access for the disabled and strategies to address the problem.

Research from Bascom and Christensen (2017) explored the impacts that limited transportation

access for the disabled had on their social participation. Their research found that 70% of

disabled individuals report that their social life is hindered by their transportation needs. (p.227)

Increasing transportation access is viewed as a primary way to improve the independence and

self-determination of disabled individuals. (p.228) Research conducted by Bezyak & Sabella,

(2017, p.3) reveals that 560,000 people do not leave home due to a transportation disability.

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Improving and Increasing Transportation Access for the Disabled

Bascom and Christensen (2017) further studied the mode choices of disabled travelers and found

that physically disabled travelers rely more on public transportation than those with other types

of disability. (p.232) In fact, only 32.9% of individuals with disabilities utilized private vehicles.

Disabled individuals who utilized public transit were found to be lower income than individuals

with disabilities who utilized private vehicles. (p.231)

Lindsay (2018) examined accessible transportation in disabled children and reported that

disabled youth mainly rely on public transportation, school buses, or rides from parents and

friends. (p.1131). This differs from the pattern of elderly disabled travelers who rely mainly on

personal vehicles and less on public transportation, paratransit, and other transit. (Remillard et.

al, 2022). Issues with paratransit include the requirement of 24–48-hour advanced notice, inexact

pickup times, and costs of up to ten times that of fixed route service. (Alderton, 2020) Lindsay’s

(2018) research found that among disabled youth, barrier free access means lack of both physical

and financial barriers. (p.1133)

Park & Chowdhury (2018), found that disabled people make fewer trips on average, travel

shorter distances, and use fewer modes. (p.362) Further, Travel patterns of America (2022)

found that 70% of disabled adults reduce their travel due to their disability. Those most likely to

reduce their travel are individuals with severe mobility impairments caused by spinal cord

injuries, cerebral palsy, multiple sclerosis, and muscular dystrophy. (Allu, et. al, n.d.) Those

with cognitive impairments such as a traumatic brain injury or Alzheimer’s disease were also

hesitant to leave home due to difficulty with typical transportation modes. Research from

Ruvolo (2020,p.25) found that the disabled are likelier to travel as passengers. Further research

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Improving and Increasing Transportation Access for the Disabled

by Bayless & Davidson (2019, p.10) found that one third of disabled people are not active

drivers which triples the rate of those without a disability.

Myers et.al (2022) studied the transportation patterns of disabled adults in urban and rural areas

and found that people with disabilities are both less likely to take trips, and less likely to travel in

a personal vehicle which can further restrict their travel behavior. (p.2)

To substitute for traveling, people with disabilities utilize online purchases for activities such as

buying groceries. (Brumbaugh, 2018 p.9) Still, travelers with mobility disabilities spend $58.2

billion yearly on travel. (Jainchill, et. al, 2022)

Much research has been conducted on barriers facing disabled travelers. These include both the

quality and quantity of infrastructure, a lack of education and understanding of the needs of the

disabled population, inaccessibility of transit systems and unaffordability. Often, the biggest

barrier is lack of funding. (J. Aton, personal communication, October 18, 2022) Further, while

demand for accessible travel is increasing, supply is not keeping pace. (Jainchill, et. al, 2022)

Other barriers include providing equitable service to those with disabilities. (S. Cox & J.

Lambert, personal communication, October 14, 2022)

Research by (Remillard et. al, 2022) examined transportation challenges for the disabled elderly

population. This research found that many disabled older adults lack access to adequate

transportation (p.2) These included physical barriers such as transferring between the vehicle

and stairs, limited access to accessible vehicles, wheelchair access and storage and a lack of

handicap spaces. (p.5) Disassembling wheelchairs and a lack of wheelchair accessible bus

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Improving and Increasing Transportation Access for the Disabled

spaces and vehicle parking spaces created a further inconvenience and larger travel barrier. (p.3)

In fact, mobility disability is the most prevalent disability among older adults. (p.1)

Other barriers faced by disabled travelers include both public transportation and ridesharing

services as demonstrated by Ruvolo’s (2020) research using a case study in San Francisco which

showed that barriers to Uber and Lyft included unaffordability, safety concerns and physical

access to a vehicle. (p.19) For Ubers that were physically accessible the wait time is often four

times that of a car equipped for an able-bodied rider. (Kunkle,2018) These barriers are despite

the fact that taxi and wheelchair services were desired. (Remillard et. al, 2022, p.5) In late 2021,

the U.S. Department of Justice filed a federal lawsuit against Uber claiming discrimination by

Uber against disabled riders. (Hawkins, 2022). The lawsuit describes how Uber charges a “wait

time” fee for those entering the vehicle even though those with physical disabilities often need

more time to enter a vehicle. Eventually, Uber paid $2 million as part of a settlement agreement

and agreed to waive the wait time fee for those passengers certifying that themselves or a

companion need more time to enter and exit a vehicle due to disability. (Shapero, 2022)

Additional barriers included lack of enforcement (Equity in Transportation p.4) and uneven or

broken sidewalks. (Ruvolo, 2020, p.24) Infrastructure or lack thereof, such as lack of lighting is

also problematic because it hides potential trip hazards to travel safety and makes reading signs

more difficult for the visually impaired. (Park & Chowdhury, 2018, p.362) To combat this, real

time information displays should be large enough for people to read. (Nakat &Babinard, 2013,

p.7) Park and Chowdhury (2018) further found that lack of crossings and audio announcements,

construction work and background noise to be obstructive to those with hearing issues.

Upgrades to older stations are especially challenging because of their age, and lack of consistent

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URP 6716- Transportation Policy/Planning
Improving and Increasing Transportation Access for the Disabled

design. (Schruth, 2018) As it is, according to (Ruvolo,2020, p.25) disabled passengers are

increasingly vulnerable to traffic fatalities and sexual assault by drivers. Additionally, there are

not many options for larger wheelchairs and developing infrastructure for larger wheelchairs is

quite expensive. (S. Cox & J. Lambert, personal communication, October 14, 2022)

Bezyak et. al (2017) examined barriers disabled passengers faced specifically pertaining to fixed

bus route service. Barriers found included inoperable lifts and ramps, false claims of inoperable

lifts and ramps to discourage a disabled passenger from boarding, failure to yield to disabled

passengers, poor attitudes among drivers, steep slopes for ramp usage, failure to clear wheelchair

securement zones for the disabled, and a lack of stop announcements that provide route and

travel information. (p.3)

Bezyak et. al’s (2017) research further examines barriers preventing accessible paratransit

service which include untimely pickups, excessive trip lengths, and missed trips. (p.5) This is

partly due to the fact that when utilizing paratransit, individuals requesting the service must

make advance plans and schedule their activities far enough ahead to receive transit services.

(p.18). Paratransit is also only required in municipalities where there is a public transit system.

(National Express Transit, 2017) Eligibility criteria for paratransit can also exclude some people

with disabilities. (Dicianno et. al, 2021, p. 5)

(Jainchill et. al, 2022) reported on the travel experience specifically for disabled travelers in

airports and airplanes. Their research included a report from the US Government Accountability

Office which finds that intricate terminal layouts, and long distances between gates are

problematic for those with physical impairments. As for the airplane itself, wheelchair access is a

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URP 6716- Transportation Policy/Planning
Improving and Increasing Transportation Access for the Disabled

primary worry as disabled travelers oftentimes cannot travel in their own chair and instead are

transferred to a narrow airline chair. This is largely due to the Federal Aviation Administration’s

failure to approve wheelchairs on flights. (Plank, 2021) Research has found that out of

wheelchair customers who have never flown, 44% say the primary reason is for fear of having

their wheelchair damaged. (Wintersgill & Wood, 2021) The same study found that out of those

who previously flew but no longer fly, the biggest reason was personal injury, and even among

disabled users in wheelchairs who continue to fly, their biggest concern is fear of their

wheelchair being damaged or lost. In 2019, airlines lost or broke more than 10,000 wheelchairs

or scooters which equated to more than 1% of what they handled. (Plank, 2021) However,

airlines are required by federal law to provide assistance loading and stowing assistive devices.

(Traveling with a Disability, 2022) Another issue disabled airline passengers face are airplane

bathrooms which are often small and inaccessible leading to disabled passengers booking

connecting flights, so they have bathroom access in the airport. (Jainchill et. al, 2022) Airplane

bathrooms are often still inaccessible because unlike buses and trains which are mandated to

comply with ADA, airplanes are exempted because they still follow the Air Carrier Act which

was passed four years before the ADA was enacted. (Plank, 2021) Further research revealed that

72% of disabled adults reported major obstacles with airlines and 65% reported major issues

with airports. (Cerchiai & Lieberman, 2018) However, travelers who encounter few problems

will likely travel more in the future. (Chun-Chang & Fu-Chen, 2011, p.529) For individuals with

disabilities traveling on aircraft, negative attitudes were often the most challenging barriers to

overcome. (p.531) Additional barriers to traveling by air include waiting in line, no barrier free

facilities, and a lack of safety information on emergency evacuations. (p.532)

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12/8/22
URP 6716- Transportation Policy/Planning
Improving and Increasing Transportation Access for the Disabled

The National Highway and Traffic Safety Administration (NHTSA) has focused greatly on

adapted vehicles as a tool to help disabled mobility. However, adapted vehicles are often very

expensive and NHTSA estimates the potential cost of adapted vehicles at $80,000. (Adapting

your Vehicle) Limited insurance coverage of mobility devices outside the home makes

affordability of adapted vehicles an even bigger issue. (Bayless &Davidson, 2019,p.4)

Modifications are often made based on the specific disability. (Perry, 2022) Common adaptations

include automatic transmission and button-less features. Other modifications include manual

ramps, vehicle lifts, reduced effort brakes, and steering knobs. (Paulus, 2022) Helpful vehicle

adaptations should include steering aids with easy grip devices for people with upper limb

difficulties, (Nakat & Babinard, 2013, p.40) Individuals with lower limb difficulties should have

pedals shifted away from these limbs. Transferring the rear brake controls and gear changing

pedals on motorbikes can also be helpful.

Autonomous Vehicles as a potential Solution

Autonomous vehicles have been proposed as a potential solution to enable those with disabilities

to have greater accessibility to transit systems. According to (Wolf, n.d.) autonomous vehicles

could enable as many as two million more people with disabilites to attain employment

opportunities. Fully autonomous vehicles would largely take the human element out of the

equation making the ability to drive not as essential. However, disabled people are not interested

in fully autonomous vehicles partially due to the need for help in boarding the vehicle.

(Etminani-Ghasrodashti et. al, 2021, p.12) This research further states that those with special

mobility needs would be among the first to utilize autonomous vehicles. (p.2) The disabled

population would be willing to pay a significantly higher amount due to perceived usage to them.

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URP 6716- Transportation Policy/Planning
Improving and Increasing Transportation Access for the Disabled

(Kassens-Noor, et. al, 2021, p.387) Further research indicates that individuals with visual

impairments value AVs for the freedom it grants them to travel. (Etminani-Ghasrodashti, 2021,

p.3) According to (Greig, 2021) autonomous vehicles support disabled seniors maintaining their

independence while also providing a less invasive method of re-evaluating their driving skills as

they age. Further benefits include more flexibility, more efficient scheduling, and increased

availability. Autonomous vehicles will also allow disabled individuals to access essential

services. ( Kassens-Noor, et. al, 2021, p.386) Autonomous vehicles combined with machine

learning and artificial intelligence will allow autonomous vehicles to understand oral

instructions, detect nearby surroundings and enhance communication. (Saripalli, 2017)

Technology such as lasers, camera and radar could enable the creation of a 3D Map which

merges this information with traffic and geographic data to determine the best boarding location

and identifying potential objects. The autonomous vehicle company Waymo has launched an

initiative that could give the disabled a greater say in how autonomous vehicles are developed by

working with member organizations such as the American Association of People with

Disabilites, the National Federation of the Blind, and the Epilepsy Foundation of America to

conduct research, perform product testing, and allow Waymo to expand its existing offering of

accessible design features, which include audio cues, screen readers and support chats. (Hope,

2022)

However, challenges remain towards AV’s becoming a feasible option. The biggest among them,

is the fear of technological errors reducing the sense of safety. (Bennett et. al, 2019, p.12) As it

stands now, acceptance of AV technology is far from guaranteed. (p.2) However, for more than a

third of disabled travelers the integration of specialized technology into the autonomous vehicle

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URP 6716- Transportation Policy/Planning
Improving and Increasing Transportation Access for the Disabled

would be a prerequisite to their utilization. (Cordts, et. al, 2022, p.4) Disabled populations are

likely to face increased anxiety compared to their nondisabled counterparts concerning the safety

of autonomous vehicles. (Kassens-Noor, et al, 2021, p.387) These fears include feeling alone

following a collision and an uncertainty of knowing how to escape a damaged vehicle. (Bennett

et. al, 2019, p.3) Nearly one third of disabled passengers stated that they would prefer to have a

human driver with the AV technology to feel safe. (Cordts, et. al, 2022, p.4) Additional

challenges include alleviating fears of the disabled about how the technology would work.

(Greig, 2021) Other security concerns including vulnerability to hacking wherein someone

would remotely take over the vehicle still exist. (Allu, et. al, n.d.) Planning, political,

technological, and ethical debates all remain, and recent findings suggest that the disabled may

face further discrimination when attempting to purchase or operate an autonomous vehicle either

due to existing laws or the vehicles themselves. (Kassens-Nor, et. al, 2021, p.387) Other troubles

include skepticism among the disabled due to the struggles of the autonomous vehicle industry,

and the broken promises of tech companies in the past. (Reardon, 2021) There is also some

worry, that built environments might not be accessible to AV’s. (Dicianno et. al, 2021, p.5)

Different AV service models may also be required to match the needs of those with different

types of disability.

Methodology

This research was conducted over a ten-week span during Fall 2022. It involved secondary

research from websites and journal articles. Research also involved two interviews conducted in

October 2022. The first interviewees are currently, a Senior Transportation Planner for the

Berkeley-Charleston-Dorchester Council of Governments, (BCDCOG) and a mobility

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URP 6716- Transportation Policy/Planning
Improving and Increasing Transportation Access for the Disabled

coordinator from BCDCOG. The second interviewee is an Operations Division Chief in the

Mount Pleasant, South Carolina Transportation Department. All interviewees were recruited via

email and were chosen via a work connection, and research on their background, job titles, areas

of expertise and proximity to Charleston and Mount Pleasant. Questions to guide research

include how these governments provide transportation access for the disabled, barriers faced in

attracting disabled populations, strategies that have been effective and ineffective, future

initiatives towards improving access, how a complaint is handled, and how public input effected

town decision making. The information gathered mainly pertains to the Charleston, South

Carolina and Mount Pleasant, South Carolina region and the initiatives these particular

communities are investing in.

Results

Research has found that access is improved and increased via infrastructure improvements

including weather proofing ramps in cold winter climates due to freezing and damage from road

salt, (Lindsay, 2020, p.1133) and the inclusion of ramps and pedestrian bridges (Dipetrillo et. al,

2016, p.11). Infrastructure improvements can also be found in the form of low floor buses,

ramps, large destination signs, floor markings, grab bars, audible stop announcements, and

monitors showing upcoming stops. (Equity in transportation, n.d.) Creating accessible parking

spaces has also proven to be effective in helping disabled people optimize use of private

vehicles. (Nakart & Babinard, 2013, p.41)

Educational improvements are also needed, and a lack of education is often one of the biggest

barriers preventing disabled riders from accessing transit as there is little familiarity with existing

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URP 6716- Transportation Policy/Planning
Improving and Increasing Transportation Access for the Disabled

transportation options. S. Cox & J. Lambert, personal communication, October 14, 2022)

Training programs designed to equip public and private transportation providers more effectively

with knowledge regarding availability of federal programs and resources that can aid in

improving access is vital. (Remillard, et. al, 2022, p.8) Additionally, it is paramount to educate

planning staff and employees in other departments about ADA standards and universal design

principles, (Wright & Johnson-Wright, 2018) which detail design methods that ensure the

greatest amount and availability of access by people as possible regardless of age, size or

disability. (What is Universal Design, 2020) A critical next step is ensuring that these concepts

are integrated into zoning codes, development standards, and comprehensive plans. (Wright &

Johnson-Wright, 2018) Keeping these documents updated is also crucial.

Improved funding will also improve and increase disabled access to transit. (Lindsay, 2018,

p.1133) Training for public transportation and school bus drivers in handling disabled passengers

particularly youth, in navigating public transportation, (p.1134), increased efficiency of public

transportation systems and districts, vehicle modifications and other adaptive technology,

ridesharing programs, and apps will all help to enable and improve access. Further adaptive

technology could include intelligent transportation, artificial intelligence, and object detection

navigation. (Yousuf &Fitzgerald, 2012) Allowing service animals to accompany disabled

passengers particularly those with vision impairments was seen as critical according to research

conducted by Nakart and Babinard (2013, p.31)

Working with volunteer groups have been proven effective in helping those with disabilities. (S.

Cox & J. Lambert personal communication, October 14, 2022)

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URP 6716- Transportation Policy/Planning
Improving and Increasing Transportation Access for the Disabled

Research by Lindsay (2018), revealed that the biggest priorities among individuals with

disabilities were funding and support for purchasing modified vehicles and mobility devices,

enhancing vehicle access through resources and improved accessibility of transportation stations

and shared vehicles, and increased training for public transportation and school bus drivers.

(p.1133) Other priorities among the disabled included training youth to navigate public

transportation, (p.1134), travel training acquired through high school credit (p.1134), and

increased government support or loan programs for purchasing and learning how to drive a

modified vehicle. (p.1135)

Case Study

The Charleston, South Carolina region is one of many in the United States with a high

population of both seniors and those with disabilities and therefore serves as the case study for

this research partly because they have worked extensively to increase and improve access for

disabled people to transit. The organization charged with transportation planning in the

Charleston region is the Berkeley- Charleston-Dorchester Council of Governments (BCDCOG)

which serves as the Metropolitan Planning Organization for the region. BCDCOG administers

the $500,000 in annual funding they receive as part of the Federal Transit Administration’s

(FTA’s) Section 5310 program. (Transportation Coordination Plan, 2022, p.5). The Section 5310

program is an annual formula grant for urban areas that is administered to Council of

Governments and Metropolitan Planning Organizations such as BCDCOG. (S. Cox & J.

Lambert personal communication, October 14, 2022) Human services agencies are the primary

applicants for this funding. This money is then suballocated out to different areas of each

region. Rural Section 5310 funding works differently. Rural Section 5310 funding goes directly

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Improving and Increasing Transportation Access for the Disabled

from the FTA to the South Carolina Department of Transportation (SCDOT). SCDOT is then

tasked with performing the allocation. Activities eligible for federal funding include wheelchair

lifts, transit related technology for scheduling and routing, wayfinding signage and technology,

and mobility management programs that lessen reliance on paratransit services. (Transportation

Coordination Plan, 2022, p.5)

The Charleston Area Regional Transportation Authority (CARTA) which serves the Charleston

area partnered with Uber to launch CARTA on Demand to provide subsidized transportation to

medical appointments. (Transportation Coordination Plan, 2022, p.7) Further, BCDCOG

expanded its staff to hire an employee focused on bus stop amenities and accommodations. (p.8)

Additionally, between 2016 and 2021 CARTA installed 54 shelters, 31 benches, 9 bike racks, 14

digital signs, 130 solar lights and 4 new park &ride lots made possible through public-private

partnerships with local businesses and municipalities. (p.8) Additional initiatives to encourage

disabled rider access included reduced fees on CARTA buses, (p.31) and in 2020 the installation

of automatic audio announcement systems on the newer fixed-route vehicles when approaching a

stop. (p.39) Desired infrastructure improvements include the installation of message boards on

buses that prompt riders about the next stop, and an audible crosswalk button for high usage

areas in certain communities. (S. Cox & J. Lambert personal communication, October 14, 2022)

Further, all CARTA buses have lifts to accommodate wheelchairs and other mobility devices.

(CARTA Accessibility, 2022) Buses also have the ability to lower to the curb to ease the

boarding process. Priority seating at the front of every bus is available for those with disabilities

and all buses permit service animals. However, there are some “legacy” stops that were

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Improving and Increasing Transportation Access for the Disabled

implemented prior to the ADA’s passage in 1990 that have not been updated to meet ADA

requirements. (S. Cox & J. Lambert, personal communication, October 14, 2022)

CARTA has a set aside Tel-A-Ride service specifically for those with disabilities who cannot

access regular public transit. (Tel-A-Ride Service, 2022) To obtain eligibility for the Tel-A-Ride

service, riders must have a specific disability restricting their mobility. An application which is

reviewed by an ADA Eligibility Specialist within three weeks of receipt is a prerequisite to

receiving services. The service is available during the same hours that the regular CARTA bus

service is offered on fixed-route service and within ¾ miles on either side of fixed system routes.

The service area encompasses the Charleston peninsula including James Island, West Ashley,

Mount Pleasant, Sullivan’s Island, Isle of Palms and North Charleston. Riders are not restricted

by trip purposes and riders often use Tel-A-Ride for non-emergency services such as going to the

movies or visiting a friend. Further, those who have regular travel requirements for work, school

or medical appointments may apply for subscription services. Passengers are also able to bring

along a personal care attendant whose assistance is required for completing the trip. However,

riders must make their reservations at least one day before the desired travel date but no earlier

than two weeks before. Drivers are also unable to assist disabled passengers up the stairs or

down ramps and cannot enter a passenger’s home.

BCDCOG also has a complaint process for the disabled to make their concerns heard. The type

of complaint determines who it is heard by. Complaints about overall service go to customer

service while those specifically related to ADA violations go to the compliance administrator. (S.

Cox & J. Lambert personal communication, October 14, 2022)

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On-time performance as is the case with regular transit service, has been an issue for Tel-A-Ride.

(Tel-A-Ride Service, 2022)

Mount Pleasant, South Carolina is currently soliciting feedback for different aspects of its

comprehensive plan through a series of seven “Public Input Matters” meetings. One of these

aspects is the transportation and mobility aspect. The town is using these meetings to learn about

existing issues they don’t know about. (J. Aton, personal communication, October 18, 2022)

Community feedback is integral in helping Mount Pleasant target areas for improvement. A

barrier that Mount Pleasant is working to overcome is upgrading traffic signals and audible

pedestrian push buttons. The ability to target these areas for improvement, specifically acquiring

the necessary funds is often at the whims of Mount Pleasant Town Council. (J. Aton, personal

communication, October 18, 2022)

Limitations and Recommendations for Future Study

This research is limited due to a primary focus on improving the public transit system.

Information obtained does not discuss making cities as a whole more accessible to disabled

populations, specifically open public spaces. The case study referring to the Charleston, South

Carolina region is not necessarily representative of other similar cities, smaller towns, or rural

communities. Future research should be guided towards improving overall accessibility

including in public squares. Additionally, more work needs to be done to address disabled

individuals that live in rural communities or other areas where public transit is limited or does

not exist. Literature is limited in addressing these groups who are even more limited than

disabled individuals in more urban and suburban communities. Moving forward, transportation

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Improving and Increasing Transportation Access for the Disabled

planners should coordinate with planners in other communities and jurisdictions as colleagues to

develop solutions and gain inspiration from projects and initiatives that have been kickstarted in

other communities. As technology continues to expand, community leaders and transportation

planners must utilize this technology to aid the disabled and other vulnerable groups in accessing

transit and their overall communities. Lastly, further research should be done to address those

with visual and hearing disabilities along with those who have intellectual disabilities as a

majority of the literature focuses on those with physical impairments or mobility issues.

Conclusions

Improving and increasing transportation access for the disabled is an ongoing goal of the

disability community that dates back to the 1970’s. (Ruvolo, 2020, p.11) While the passage of

the Americans with Disabilities Act (ADA) has helped there remains much work to be done.

Barriers relating to infrastructure, accessibility, cost, educational deficiencies, and lack of

awareness and training remain. Further, people with disabilities are generally unhappy with their

current level of transportation access. (Ruvolo, 2020, p.12) A lack of transportation access leads

to social isolation, reduced employment opportunities, lack of access to quality healthcare, and

reduced participation in society. (Bascom & Christensen, 2017, p.227) Strategies identified

range from increased funding and awareness training for public transit drivers, (Lindsay, 2018,

p.1133) to increased advocacy and public awareness for disabled populations. (p.1135)

Additional improvements including ramps, marked crosswalks, signage, and improved lighting,

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will improve the ability of disabled passengers to safely access both public and private

transportation. (Dipetrillo et. al, p.11; & Park & Chowdhury, 2018)

According to the American Planning Association, the planning process exists to serve the public

interest. This mission includes the 40 million Americans with disabilities. (Ruvolo, 2020, p.9)

Ensuring our transportation systems are accessible for those with disabilities is essential towards

meeting this goal of serving the public interest.

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