Special Transport Service Research Articles

Mobility Scooters on Loan – A Scheme Complementing the Existing Special Transport Services in London

ABSTRACT Special transport services (STS) are an important and increasingly popular way to meet the travel demand of those with mobility impairments which could not be satisfied by mainstream public transport. STS are frequently expensive to the service operator but often allow for the social inclusion of a population group previously homebound. In this paper, five special transport schemes available in the London Borough of Camden are described, in particular the “ScootAbility” scheme, which provides mobility scooters and electric wheelchairs on loan. Advantages and drawbacks of all schemes are outlined and possible improvements are discussed. Further the user uptake of the ScootAbility scheme is analyzed through focus group discussions as well as travel diaries. The results are encouraging as they suggest that ScootAbility can fill in some gaps of previously unmet travel demand. The paper concludes by discussing the policy implications and suggesting that complex travel needs of an aging population can only be met by providing a multi-modal approach to STS, which needs to be co-ordinated in order to be sustainable.

Directions of formalization management of technical equipment's inviolable inventory in the sections of The State Special Transportation Service of Ukraine

The directions to formalization of management of the inviolable reserves of technical facilities in subdivisions of the Derzhspetstranssluzhba (State Special Transport Service) for the increase of efficiency level of realization of the tasks put before them are considered.

Post-stroke functional limitations and changes in use of mode of transport

Purpose: To investigate the use of different modes of transport and long-term changes among stroke survivors with cognitive functional limitations (CFLs), and to study differences among sub-groups (decreased/ceased vs. unchanged and increased public transport use) regarding physical functional limitations (PFLs), CFLs, depression, and social activity outside home. Method: Survey of 79 individuals living in the community with CFLs post-stroke (mean 26 months). Well-established and study-specific instruments were used capturing the mode of transport use, CFLs (professionally assessed and self-reported), depression symptoms, and PFLs. Results: Over one third of the participants reported decreased/ceased use of bus and train, among whom more PFLs were found in comparison with those reporting unchanged use and more depression was found in comparison with those showing increased use. There were no sub-group differences concerning occurrence of CFLs and decrease in social activity. The use of own car or motorbike had largely ceased, most often replaced by Special Transportation Service or travelling by private car or taxi. Yet 27% were still frequent car drivers. Conclusion: The results indicate considerably affected use of modes of transport after stroke, and higher frequencies of PFLs and symptoms of depression among those with decreased/ceased public transport use.

福祉有償運送からバス交通への交通手段転換に関する分析

In this Paper, to improve the effective transportation system it is necessary to discuss relationship between Special Transport Service and bus. The conversion action to a bus from STS was modeled. The model to the bus traffic from a STS consists of a model about the propriety which can use a bus physically, and a model about selection of bus traffic. In order to aim at the conversion from a transport service for handicapped and old people, it is necessary to perform operation near door to door.

Developing an Information Management System for Public and Specialized Transportation Providers of Illinois: A Web-Based, Interactive System

Transportation coordination involves service coordination, planning coordination, and financial coordination. A scan of the literature indicates that transportation coordination efforts are hampered by a lack of understanding about existing services, turf issues, and inadequate funding. One solution to address this problem is by providing comprehensive information management systems (IMS) to all stakeholder groups that are part of the regional and state transportation arena. Various federal programs acknowledge the importance of coordination and make it a mandatory precursor to applying for funding. The level of coordination required for successful application for funding from these programs makes the need for such information systems extremely important. The Urban Transportation Center at the University of Illinois at Chicago is developing a web-based interactive IMS (TRANPRO) for the public and specialized transportation services in Illinois; the IMS features a provider inventory and other service-related information along with the requisite demographic information. The TRANPRO IMS includes public and specialized transportation data in the form of projects funded by Sections 5307, 5311, and 5310; the Downstate Operating Assistance Program; Job Access and Reverse Commute; New Freedom grants; and Title IIIB and Title XX programs for seniors as well as other known human-service transportation providers operating within the state. This paper explains the development of the IMS, the data assimilated, and the various uses of the system to facilitate coordinated planning, mobility management, and help with the grant application process. TRANPRO will benefit different stakeholder groups, including the administrators of funding programs (for example, the department of transportation), human-service transportation coordinators, mobility managers, and other stakeholders in coordination of services.

福祉有償運送に対する利用者の支払意思額に関する研究

福祉有償運送に対する利用者の支払意思額に関する研究

Reducing non-collision injuries in special transportation services by enhanced safety culture

Previous research has pointed out that non-collision injuries occur among wheelchair users in Special Transportation Services (STS – a demand-responsive transport mode). The organization of such modes is also quite complex, involving both stakeholders and key personnel at different levels. Our objective was therefore to qualitatively explore the state of safety, as perceived and discussed within a workplace context. Focus groups were held with drivers of both taxi companies and bus companies. The results indicated that passengers run the risk of being injured without being involved in a vehicle collision. The pertinent organizational and corporate culture did not prioritize safety. The drivers identified some relatively clear-cut safety threats, primarily before and after a ride, at vehicle standstill. The driver's work place seemed to be surrounded with a reactive instead of proactive structure. We conclude that not only vehicle and wheelchair technical safety must be considered in STS, but also system safety. Instead of viewing drivers’ error as a cause, it should be seen as a symptom of systems failure. Human error is connected to aspects of tools, tasks, and operating environment. Enhanced understanding and influence of these connections within STS and accessible public transport systems will promote safety for wheelchair users.

Older people and local public transit: Mobility effects of accessibility improvements in Sweden

Several transportation factors concerning older and disabled people are under transition in Sweden at present. By the year 2010, the public transit system must be fully accessible for all passengers. The present survey studied older people, in order to assess the perceived travel opportunities. Questionnaires were sent to a sample of older citizens (75+) in three Swedish mid-sized municipalities. The general conclusions were that even though older people show appreciation of the existing travel opportunities, there was evidence for restricted mobility for some sub-groups of these older people, due to various perceived barriers. These groups have few optional modes, and despite various accessibility measures, special transportation services – the mandatory demand-responsive transport service – continues to provide crucial mobility. Hence, there is more to be done regarding accessibility and usability in public transit for older people. Further studies have to clarify reasons for bus travel cessation. Even larger efforts have to be put into accessibility improvements, in particular intermediate transit solutions in order to meet the regulations and policies.

Injuries in special transport services—Situations and risk levels involving wheelchair users

Previous research has shown that wheelchair-seated passengers using special transportation services (STS) have been injured without being involved in a vehicle crash. In order to estimate incident rate and societal costs for these vehicle-related injuries, the focus needs to be adjusted towards a traveler/incident-oriented perspective. The aim of the project was to utilize such a perspective, related to travelers using STS in Sweden. In order to address the chosen perspective, a mixed method approach was used, involving quantitative as well as qualitative research techniques applied on four different sets of data: one hospital-based record, two sets of STS incident report databases, and interviews with wheelchair-seated STS passengers. The results showed that the injury incidence rate in STS is considerable, i.e. 10 per 100,000 trips. However, this high incidence rate is not due to road traffic collisions, but to non-collision injury incidents involving many elderly and frail passengers, who easily sustain traumas ranging from minor to moderate. The costs were estimated to be 23 million USD per annum or 14 USD per trip. Results suggest that future injury prevention measures should focus on safety in boarding and alighting procedures, as well as the continuing development of WTORS.

Post-stroke functional limitations and changes in use of mode of transport

To investigate the use of different modes of transport and long-term changes among stroke survivors with cognitive functional limitations (CFLs), and to study differences among sub-groups (decreased/ceased vs. unchanged and increased public transport use) regarding physical functional limitations (PFLs), CFLs, depression, and social activity outside home. Survey of 79 individuals living in the community with CFLs post-stroke (mean 26 months). Well-established and study-specific instruments were used capturing the mode of transport use, CFLs (professionally assessed and self-reported), depression symptoms, and PFLs. Over one third of the participants reported decreased/ceased use of bus and train, among whom more PFLs were found in comparison with those reporting unchanged use and more depression was found in comparison with those showing increased use. There were no sub-group differences concerning occurrence of CFLs and decrease in social activity. The use of own car or motorbike had largely ceased, most often replaced by Special Transportation Service or travelling by private car or taxi. Yet 27% were still frequent car drivers. The results indicate considerably affected use of modes of transport after stroke, and higher frequencies of PFLs and symptoms of depression among those with decreased/ceased public transport use.

Transport for older people: Characteristics and solutions

Entering the 21st century, one of the most significant demographic changes in developed countries is the aging of the population. Travel is an important aspect of older people's economic well-being, so with the aging of the population, improving transport for older people is increasingly important. This article presents the results of a study of older people's travel behaviour based largely but not exclusively on LATS (London Area Travel Survey) 2001 data. The focus is on older people's trip chaining behaviour, including trip chain complexity, trip purpose sequence and mode choice in a chain. After identifying the policy implications it looks at the role of Special Transport Services in improving the supply of transport for older people, taking the London Borough of Camden as a case study.

Wheelchair users and public transit: Eliciting ascriptions of comfort and safety

Transport policies often contain explicit goals for the travel quality of disabled passenger groups. Addressing the user perspective, focus group discussions with wheelchair-seated passengers (using bus transit and Special Transportation Services) were therefore held, in order to qualitatively explore perceived comfort and safety - two important quality factors. The comfort and safety constructs were shown to refer to technical (vehicle technology and systems design) as well as social aspects (trust, predictability, communication), and the construct meanings were intertwined. The emerging dualism of the constructs is important to consider, particularly since the social aspects were stressed as being travel quality prerequisites. Methodologically, the focus group method proved useful, and the use of in-vivo impressions could serve as valuable input into quantitative research or evaluations.

Travel behavior of limited mobility people after the introduction of special transport service

The central government authorized all area of Okayama Prefecture as special zones in 2003, and deregulated the ST Service (Special Transport Service). Then in 2004, the ST Service was also permitted in nationwide, and placed legally in 2006. In this research, result of questionnaires conducted on the limited mobility people, in 2003, 2004 and 2005 after the introduction of ST Service, were used in order to clarify the changes and the areas differences in the travel behavior of limited mobility people, as well as causal structure of trip frequency.

A study on special transport service for limited mobility people

A study on special transport service for limited mobility people

Injuries in Special Transportation Services for Elderly and Disabled—A Multi-Methodology Approach to Estimate Incidence and Societal Costs

Objective. Previous research has shown that elderly and disabled travelers using Special Transportation Services (STS) are injured without being involved in a vehicle crash. In order to estimate the true costs for these vehicle-related injuries, the focus needs to be adjusted towards an incident/traveler-oriented perspective. The aim of the project was thus to utilize such a perspective, in order to make a best estimation of the true costs for injury incidents, related to STS in Sweden. Methods. In order to address the chosen perspective, a mixed-method approach was used, involving quantitative as well as qualitative research methods applied on four different sets of data, the hospital-based material (n = 32), two sets of STS material (n = 127), and interview-based material (n = 1,000). Results. The results showed that the injury incidence rate in STS is considerable, i.e., 3.2 per 100,000 trips (ranging from 1.5–1.9 in STS taxis and 3.6–5.6 in STS special vehicles). However, this high incidence rate is not due to road traffic crashes, but to non-collision injury incidents involving elderly and frail passengers, easily sustaining injuries from minor to moderate external violence. Typically, this violence is affecting an older female STS user, while entering and exiting the vehicle. The true costs were estimated to be $35 million per annum or $2.6 per trip. Conclusion. Future injury prevention measures should thus focus on safety in entering and exiting procedures.

THE RECONSTRUCTION OF RAILWAYS DURING THE CRISIS SITUATIONS

The article studies interconection of the types of destruction of permanent way and artificial buildings and the methods of their restoration by the subdivisions of Special Governmental Transport Service and proves the importance of timely creation of necessary reserves of restorative means and facilities, constructions, capacities and equipment for efficient restoration of railways in crisis-like situations.

EVALUATION OF THE TECHNICAL LEVEL OF CONSTRUCTION AND RESTORATION TECHNIQUES

The article gives estimations of technical level of construction and restoration machinery, on the basis of which the methods of technical equipment of the Special State Transport Service and practical recommendations thereto have been developed.

THE THEORETICAL FOUNDATIONS FOR EVALUATING THE CAPABILITY OF THE MANAGEMENT BODIES OF THE STATE SPECIAL TRANSPORT SERVICE DURING THE EXECUTION OF TASKS BY APPOINTMENT

The article considers questions of precise determination of the values of operational capabilities of the State Special Transport Service’s structural subdivisions for each day of the special period, taking into account potential efficiency of the managerial bodies, including account of human casualties among the personnel during warfare actions and decline of the proficiency level of managerial staff.

MULTI CRITERION METHOD FOR THE INTEGRATED DEVELOPMENT OF THE PARK CONSTRUCTION AND ROAD MACHINE

The article considers directions of technical development and provision of the State Special Transport Service with the new, modern technical equipment and also the directions of solving the task of formation of building machinery stock by the use of the mean values of parameters, which characterize the operation of these machines.

Informal Social Support and Use of a Specialized Transportation System by Chronically Ill Older Adults

Aging is commonly associated with an increase in chronic disease and disability, affecting access to transportation. This study examines factors that contribute to the decision to use Handy Dart transportation (a handicap-specialized service) among 869 elderly, chronically ill residents of a metropolitan region in British Columbia. Drawing on Chappell’s complementary model of support, the authors hypothesized that informal social support will be positively associated with specialized transportation service use. The authors employ the Andersen-Newman model of health use to help organize the other expected predictors. Results of logistic regression analysis revealed that the presence of regular social support, a positive attitude about Handy Dart helpfulness, being retired, disability because of arthritis, and perceived ill health were the strongest predictors of use. Age, gender, marital status, knowledge, and number of comorbid illnesses did not predict use of the service. The results are discussed within the context of changing needs for specialized transportation services.