appendix 6 - new york state department of transportation

Appendix 6Coordinated Public Transit -- Human Services Transportation Plan 2017

Photo Source: NYC DOT

1. Introduction2. Demographic Methodology3. Inventory of Available Services4. Assessment of Relevant Services and Facilities5. Priority Opportunities for Future Investment or Enhanced Coordination

CONTENTS1 INTRODUCTION ..................................................................................................................11.1 Overview .............................................................................................................................................................................. 1

1.2 Federal Requirements and Funding Programs ........................................................................................................................ 2

1.3 Role of this Plan ................................................................................................................................................................... 2

1.4 Plan Contents ....................................................................................................................................................................... 3

2 DEMOGRAPHIC METHODOLOGY ......................................................................................5

2.1 Introduction .......................................................................................................................................................................... 5

2.2 Definitions and Methodology ............................................................................................................................................... 5

3 INVENTORY OF AVAILABLE SERVICES ............................................................................7

3.1 Services Available Throughout the NYMTC Planning Area ...................................................................................................... 7

3.2 Lower Hudson Valley ............................................................................................................................................................ 8

3.3 New York City .................................................................................................................................................................... 11

3.4 Long Island ....................................................................................................................................................................... 15

4 ASSESSMENT OF RELEVANT SERVICES AND FACILITIES ...........................................19

4.1 Gaps and Unmet Needs ...................................................................................................................................................... 19

4.2 Lower Hudson Valley .......................................................................................................................................................... 23

4.3 New York City .................................................................................................................................................................... 26

4.4 Long Island ........................................................................................................................................................................ 28

5 PRIORITY OPPORTUNITIES FOR FUTURE INVESTMENT OR ENHANCED COORDINATION ..............................................................................................................31

5.1 Priority Investment/Coordination Opportunities .................................................................................................................... 32

5.2 Regional Planning Considerations ....................................................................................................................................... 39

5.3 Conclusions ....................................................................................................................................................................... 41

FIGURESFigure 1: Coordinated Public Transit-Human Services Transportation Plan for the NYMTC Area (adopted 2009) ................................ 3

Figure 2: NYMTC Counties and subregions ...................................................................................................................................... 5

Figure 3: Example of analysis map (number of older adults, bronx) ................................................................................................. 5

Figure 4: Taximagic/Curb Example ................................................................................................................................................... 8

Figure 5: Gogograndparent example ................................................................................................................................................ 8

Figure 6: Putnam Area Rapid Transit (PART) .................................................................................................................................... 8

Figure 7: Transport of Rockland (TOR) ............................................................................................................................................ 9

Figure 8: Rockland County Intra-county, for Physically disabled and Senior citizens (TRIPS) ............................................................ 9

Figure 9: Westchester County Bee-Line System ............................................................................................................................. 10

Figure 10: NYC Select Bus Service ................................................................................................................................................ 11

Figure 11: Access-A-Ride ............................................................................................................................................................. 12

Figure 12: Access-A-Ride ............................................................................................................................................................. 12

Figure 13: NYC CityBench ............................................................................................................................................................. 13

Figure 14: New Tottenville Station, Staten Island Railway ............................................................................................................... 15

Figure 15: New York City DOT Staten Island Ferry .......................................................................................................................... 15

Figure 16: NICE bus ...................................................................................................................................................................... 16

Figure 17: Nassau County Able-Ride ............................................................................................................................................. 16

Figure 18: Suffolk County Accessible Transit (SCAT) .................................................................................................................... 17

Figure 19: Public Workshop in NASSAU COUNTY, NOVEMBER 2016 ............................................................................................. 19

Figure 20: Public Workshop FLYER ................................................................................................................................................ 19

Figure 21: Outreach survey ........................................................................................................................................................... 20

Figure 22: Travel Training MTA ...................................................................................................................................................... 25

Figure 23: Brooklyn Meeting, OCTOBER 2016 ............................................................................................................................... 27

Figure 24: Long Island Comment Card Example............................................................................................................................. 29

TABLETable 1: Summary of Gaps, Needs, and Travel Challenges Described by Workshop Participants ..................................................... 21

Table 2: Priority Investment/Coordination Opportunities ................................................................................................................. 33

1.1 OVERVIEW

The planning area of the New York Metropolitan Transpor tation Council (NYMTC) encompasses New York City (the boroughs of Bronx, Brooklyn, Manhattan, Queens, and Staten Island), suburban Long Island (Nassau and Suffolk counties), and the Lower Hudson Valley (Putnam, Rockland, and Westchester counties). This area features a large, extremely diverse, multimodal transpor tation landscape that in-cludes several levels of public transit, paratransit, and human service transpor ta-tion options.


1 INTRODUCTION

IIIII

III

IIII

1

These multiple levels of transpor tation services and the large number of providers in this geographically and demographically diverse area pose many chal-lenges to the coordination of needs and services for specific groups within the resident population.

As a federally-mandated metropolitan planning orga-nization (MPO), NYMTC is responsible for developing a Coordinated Public Transit-Human Services Trans-por tation Plan (Coordinated Plan) every four years as a component of its overall Regional Transpor ta-tion Plan. The Coordinated Plan serves as a means to identify and prioritize coordination strategies that will improve the efficiencies of public transit, para-transit services, and human service transpor tation programs. The Coordinated Plan must be in place at the regional level for transpor tation service pro-viders to have access to Federal Transit Administra-tion (FTA) funding from 49 U.S.C. 5310, Enhanced Mobility of Seniors and Individuals with Disabilities (Section 5310).

1.2 FEDERAL REQUIREMENTS AND FUNDING PROGRAMS

The Fixing America’s Surface Transpor tation (FAST) Act was signed into law December 2015 and autho-rizes federal transpor tation funding through Federal Fiscal year 2020. The FAST Act continues the ma-jor changes instituted in its predecessor legislation to the structure of FTA’s transit grant programs and consequently, to the coordinated planning require-ments. Only projects suppor ted with Section 5310 funds are now required to be drawn from a regional Coordinated Plan, although FTA expects public trans-por tation providers that receive funding through 49 U.S.C. Urbanized Area Formula Funding program (Section 5307) and Rural Area Formula Grants (Sec-tion 5311) be involved in the Plan development. The Section 5310 program was modified to include projects eligible under the former Section 5317 New Freedom program, described as capital and operat-ing expenses for new public transpor tation services and alternatives beyond those required by the Ameri-cans with Disabilities Act (ADA), designed to assist individuals with disabilities and seniors. In addition, state and local entities are encouraged to consider other transpor tation programs and services in the

planning process, as NYMTC has done in the past and is doing with this Coordinated Plan.

The FTA appor tions Section 5310 funds according to the size of the planning area, with designated re-cipients receiving large urbanized area funds, and state depar tments of transpor tation (DOTs) receiving funds for small urban and rural areas. As a result of this change, more entities are responsible for leading coordinated planning processes and selecting proj-ects for funding.

Federal planning requirements call for funded proj-ects to be “included in” a coordinated plan. The final Section 5310 guidance maintains the statutory re-quirement for projects to be “included in” a Coordi-nated Plan; however, projects are defined to include strategies, activities, or a specific action designed to address a service gap or objective spelled out in the plan, which maintains flexibility for planning process par ticipants.

1.3 ROLE OF THIS PLAN

This Coordinated Plan which will accompany Plan 2045, NYMTC’s Regional Transpor tation Plan, re-flects the changes in the federal funding program and identifies oppor tunities for coordination and invest-ment in specialized transpor tation services through-out the NYMTC planning area by comparing the vari-ous transpor tation services available in each of the counties and boroughs to the needs of the two tar-get populations: older adults (age 65 and older) and persons with a disability. The demographic profiles in Section 2 provide a framework for understanding where the target populations are concentrated and Section 3 identifies the current transpor tation ser-vices available to address their mobility needs.

In addition to the desktop research, NYMTC conduct-ed public outreach in each of the counties/boroughs in its planning area through public workshops and online provider surveys. The public input—com-bined with the demographic profiles and transpor ta-tion service provider information—identified oppor-tunities for coordination and investment.

COORDINATED PUBLIC TRANSIT – HUMAN SERVICES TRANSPORTATION PLAN 2017

IIIII

III

IIII

2

Spatial service gaps are only one barrier to access-ing transpor tation for target populations. The pub-lic outreach process identified the following unmet needs (gaps) in the region: service delivery (both spatial and temporal), institutional, knowledge and information, technology, and accessibility. (Appen-dix D contains the public comments received.)

This assessment of needs and gaps serves as the ba-sis for the coordination strategies and oppor tunities for future investment identified in the Plan that will help eliminate or reduce duplication in services, fill service gaps, and otherwise provide more efficient utilization of transpor tation services and resources per tinent to the target populations. Each county and borough in the NYMTC planning area has its own dis-tinct needs, service providers, government agencies, stakeholders, and demographic characteristics. This Coordinated Plan synthesizes those needs and iden-tifies strategies and priorities for the local level and region wide.

1.3.1 PREVIOUS PLANS

The Coordinated Plan that accompanies Plan 2045 builds on NYMTC’s previous work:

� New York Region Area-Wide Interim Coordinat-ed Public Transit-Human Service Transpor ta-tion Plan (adopted 2006)

� Coordinated Public Transit-Human Services Transpor tation Plan for the NYMTC Area (ad-opted 2009) (Figure 1)

� Incremental Coordinated Plan Update (adopted 2013)

This Coordinated Plan includes successful identified coordination strategies from those previous plans that remain relevant. Additionally, this Plan relies ex-tensively on the stakeholder input to identify those successful strategies and develop new strategies.

1.4 PLAN CONTENTS

The Plan is composed of 5 chapters:

Chapter 1: Introduction presents an overview of the project, the Federal requirements and fund-

ing, as well as a summary of previous Plans

Chapter 2: Demographic Methodology summa-rizes the methodology used to create demographic profiles of the NYMTC planning area. The profiles, which can be found in Appendix B, inform the as-sessment of the gaps and needs in Chapter 4.

Chapter 3: Inventory of Available Services docu-ments the existing public and community transpor ta-tion services that exist in each county/borough.

Chapter 4: Assessment of Relevant Services and Facilities presents the assessment of gaps and needs for the older adults (age 65 and older) and persons with a disability, related to various aspects of transpor tation service for the target populations in each county/borough.

Chapter 5: Priority Opportunities for Future Invest-ment or Enhanced Coordination presents potential strategies for addressing the service gaps and needs

FIGURE 1: COORDINATED PUBLIC TRANSIT-HUMAN SERVICES TRANSPORTATION PLAN FOR THE NYMTC AREA (ADOPTED 2009)

IIIII

III

IIII

3

identified in the region that could be suppor ted with Section 5310 funding.

The Appendices include the following:

� Appendix 6.A: Literature Review

� Appendix 6.B: Demographic Profiles of the Target Population

� Appendix 6.C: Provider Tables

� Appendix 6.D: Public Input: Workshop and Survey Comments

� Appendix 6.E: Description of Investment Op-por tunities


IIIII

III

IIII

4

2 DEMOGRAPHIC METHODOLOGY2.1 INTRODUCTION

This chapter presents the methodology for the de-mographic analysis of the two target populations—older adults (age 65 and older) and persons with dis-abilities. The objective of the analysis presented in Appendix 6.B is to identify the areas of the greatest need: where large numbers of the target populations live and where the highest densities of these popula-tions are located, using the 2010 US census, 2010–2014 American Community Survey 5-year estimates, and 2012–2014 American Community Survey 3-year estimates. NYMTC aggregated the data by zip code for New York City, by census county subdivision for the Lower Hudson Valley, and census place for sub-urban Long Island, depending on the data available for the specific geography, and highlighted the zip codes or municipalities with the highest density and number of members of the target populations (Ex-ample in Figure 3). Since some individuals fell into more than one target population, the total numbers are not additive.

The demographic analysis was under taken on a sub-regional level (Figure 2) as follows:

� New York City data is presented for New York City as a whole and for each of its five boroughs: Manhattan, Brooklyn, the Bronx, Queens, and Staten Island.

� Long Island data is presented for the Long Island as well as individually for Suffolk and Nassau counties as a whole.

� Lower Hudson Valley data is presented for the entire Lower Hudson Valley region and well as individually for Westchester, Putnam, and Rockland counties.

2.2 DEFINITIONS AND METHODOLOGY

For purposes of the analysis, the target populations are defined as follows:

� Older Adults – Individuals 65 years of age or older from the 2010–2014 American Commu-nity Survey 5-year estimates

FIGURE 2: NYMTC COUNTIES AND SUBREGIONS

FIGURE 3: EXAMPLE OF ANALYSIS MAP (NUMBER OF OLDER ADULTS, BRONX)

IDD

ID

IDDDII

DDIDI

II

DID

D5

� Persons with a Disability – The decennial cen-sus long form was replaced by the American Community Survey. As a result, disability data was not collected in the 2010 census. For purposes of this analysis, the American Com-munity Survey 2010–2014 5-year estimates for “disability status of the civilian non-insti-tutionalized population” were used. Available disability data covers six disability types:

◊ Hearing difficulty – deaf or having serious difficulty hearing

◊ Vision difficulty – blind or having serious difficulty seeing, even when wearing glasses

◊ Cognitive difficulty – because of a physical, mental, or emotional problem, having diffi-culty remembering, concentrating, or making decisions

◊ Ambulatory difficulty – having serious dif-ficulty walking or climbing stairs

◊ Self-care difficulty – having difficulty bath-ing or dressing

◊ Independent living difficulty – because of a physical, mental, or emotional problem, having difficulty doing errands alone such as visiting a doctor’s office or shopping

The U.S. Census Bureau considers respondents who repor ted to have one of the six disability types listed above to have a disability. However, due to changes in the form of the American Community Survey, the Census Bureau warns that data collected after 2008 should not be compared to previous years or the dis-ability data from the 2000 census.

Census tracts vary in size, both geographically and in population. Therefore, two maps are offered per target population: one showing the absolute number of individuals living in the tract, and another display-ing the density of the population that differentiates between these separate factors. For example, large geographic areas dilute the density of a large popula-tion, while a smaller population spread over smaller geographic area contains a higher density. Thus the two separate maps, when viewed together, give a more accurate view of conditions in each county or borough than one map alone.

The analysis presented in Appendix 6.B identifies concentrations of the targeted populations and can be used to identify areas where fur ther investment is warranted. In addition, the data presented can supplement the description that accompanies the application for grant funding.


IDD

ID

IDDDII

DDIDI

II

DID

D6

This chapter summarizes the transpor tation services that are currently available to older adults and people with disabilities in each county or borough. Services offered by public, private and nonprofit providers are included.

Inventories developed for earlier coordinated plans served as a star ting point. Transpor tation providers and stakeholders offered some updated information; internet research and phone calls to providers re-sulted in fur ther updates. NYMTC’s members also provided updated information.

3.1 SERVICES AVAILABLE THROUGHOUT THE NYMTC PLANNING AREA

Two types of services that are in operation through-out the NYMTC planning area are described below.

3.1.1 MEDICAID NON-EMERGENCY MEDICAL TRANSPORTATION

The NYS Depar tment of Health (DOH) administers the state’s Medicaid program, including the provision of non-emergency medical transpor tation (NEMT) that enables Medicaid recipients to access eligible health care services. Social/recreational trips for individuals with Traumatic Brain Injuries (TBI) are also covered. DOH contracts with two private sector transpor tation brokers, referred to as Transpor tation Managers by DOH, to manage transpor tation servic-es in six regions across the state. LogistiCare Solu-tions currently brokers NEMT services for Medicaid recipients in New York City and Long Island. Medical Answering Services (MAS) currently brokers NEMT services for Medicaid recipients in the state’s other four regions.i

The responsibilities of the Transpor tation Manag-ers include determining Medicaid recipient eligibility, operating call centers and taking trip reservations, assigning trips to enrolled transpor tation providers, quality assurance and quality control, and outreach

to customers and other stakeholders. The provider network for NYS includes public transit and paratran-sit services, private taxi/livery companies, private wheelchair van companies, and personal vehicles operated by Medicaid recipients or others. The Transpor tation Managers are charged with assign-ing each Medicaid recipient’s trip to the lowest cost, most appropriate provider for that individual and his/her trip.

Available information about the providers that are enrolled in the NEMT network in each county or bor-ough is presented in the sections below and in Ap-pendix 6.C.

3.1.2 RIDE-HAILING SERVICES

Ride-hailing companies, also called Transpor tation Network Companies (TNCs), such as Uber and Lyft, whose drivers generally operate their own vehicles to provide trips for customers who arrange for pickup by means of a smar tphone app, are presently au-thorized to do business in New York City. As dis-cussed more in Chapter 5, several bills that would extend operating authority throughout the state for ride-hailing providers are currently before the New York State legislature. Regardless of the legality of their services outside of New York City, a number of ride-hailing companies adver tise their availability in other New York cities and counties, and par ticipants in community workshops affirmed that such servic-es are being used in their communities.

Uber and Lyft are the most well-known companies, but others include:

� Via: Similar to a vanpool ride share

� Taximagic / Curb: Ride-hailing app for taxi cabs, both yellow and green (Figure 4)

� SPLT: Carpooling and shared ride app

3 INVENTORY OF AVAILABLE SERVICES

III

DIII

ID II D

ID

IDDIDD IDII

IIDI

7

� SPLT Ride: Medical transpor tation

� Juno: Ride-hailing app

� GoGoGrandparent: Ride-hailing app used by third par ties for seniors (Figure 5)

3.2 LOWER HUDSON VALLEY

3.2.1 PUTNAM COUNTY TRANSPORTATION PROVIDERS

Appendix 6.C, Table C-1 identifies the transpor ta-tion services that are available to each of the target populations in Putnam County and summarizes key characteristics of those services.

Public Transportation

Putnam County operates the Putnam Area Rapid Transit (PART) bus system under contract with a pri-vate operator. PART (See Figure 6) provides service in the eastern and southern por tions of the county along four fixed routes. The county is additionally served by a seasonal shuttle in Cold Spring and by The Metropolitan Transpor tation Authority (MTA) Metro-Nor th Railroad (MNR) Harlem and Hudson lines with stops at five different train stations. Two other bus services that originate outside of Putnam County also provide limited service to the specific locations in the county. Westchester County’s Bee-Line System provides service from that county to Mahopac and Carmel. Additionally, the Housatonic Area Regional Transit (HART) bus system provides service from Connecticut to the Brewster and South-east train stations in Putnam County.

Putnam County provides paratransit service for peo-ple with disabilities through PART’s paratransit ser-vice in a service area within three-quar ters of PART bus routes during the times they operate.

Municipal or Community Services

The Putnam County Office for Senior Resources (OSR) offers demand-response services for older adults in the county that serve senior centers for nutrition programs, health counseling, and shop-ping assistance. These services are provided using the OSR’s vehicles and advance reservations are required. Additionally, the county provides demand response service for medical appointments in the county, as well to other limited areas outside of Put-nam County.

FIGURE 4: TAXIMAGIC/CURB EXAMPLESource: Gocurb.com

FIGURE 5: GOGOGRANDPARENT EXAMPLESource: Gogograndparent.com

FIGURE 6: PUTNAM AREA RAPID TRANSIT (PART)Source: Wikipedia.com


III

DIII

ID II D

ID

IDDIDD IDII

IIDI

8

There are also two municipal transit providers in Put-nam County. The first is the Croton Falls Shuttle, with service between Croton Falls Station in Westchester County and Mahopac. The second is the seasonal trolley operated by the Village of Cold Spring.

Private Non-Profit Providers

Two human-service agencies in Putnam County pro-vide program or volunteer transpor tation. Both of these are private agencies, with one of the provider agencies offering transpor tation to and from day programs such as training or adult day-care services and medical appointments. In addition to these ser-vices, there is also a volunteer driver program for veterans that provides trips to medical appointments.

Private Providers

There are 15 agencies in Putnam County that offer private transpor tation of one type or another. This in-cludes two ambulette services, three private car ser-vices, nine taxi companies, and one private commut-er bus service in the county. Additionally, there are 79 Non-Emergency Medical Transpor tation (NEMT) Medicaid providers contracted by Medical Answer-ing Services to provide service to Putnam County.

3.2.2 ROCKLAND COUNTY TRANSPORTATION PROVIDERS

Appendix 6.C, Table C-3 identifies the transpor ta-tion services that are available to each of the target populations in Rockland County and summarizes key characteristics of those services.


Rockland County operates the Transpor t of Rock-land (TOR) bus system under contract with a private operator. TOR (Figure 7) provides service through-out the county along 11 routes. TOR service also includes the Tappan Zee Express from the county across the Hudson River into Westchester County to MNR stations in Tarrytown and White Plains, as well as Bee-Line System routes in both locations.

Two small municipal bus systems also serve specific areas within the county. The first is Clarkstown Mini-Trans, which offers five routes that operate through-out the town. The second is the Spring Valley Jitney, which operates one route.

Finally, there are five commuter rail stations served in coordination by MNR and New Jersey Transit (NJ TRANSIT), which offer service between nor thern Rockland and Orange counties, New Jersey, and New York City. All of the above services are avail-able to the public, and all populations are eligible to use these services for all trip types. TOR, Clark-stown Mini-Transit and the Spring Valley Jitney oper-ate exclusively within Rockland County, while MNR/NJ TRANSIT and the TAPPAN ZEExpress both provide transpor tation to destinations outside of Rockland County.

Rockland County provides ADA and non-ADA para-transit service for people with disabilities and older adults through its Transpor tation Resources, Intra-

FIGURE 7: TRANSPORT OF ROCKLAND (TOR)Source: Patch.com

FIGURE 8: ROCKLAND COUNTY INTRA-COUNTY, FOR PHYSICALLY DISABLED AND SENIOR CITIZENS (TRIPS)Source: Rockland County

III

DIII

ID II D

ID

IDDIDD IDII

IIDI

9

county, for Physically disabled and Senior citizens (TRIPS) service (Figure 8). For people with disabili-ties, the service area is within three-quar ters of a mile of one of the TOR, Clarkstown Mini-Trans or Spring Valley Jitney routes within the county during their hours of operation. For the non-ADA service, riders may take trips throughout Rockland County from 7:00 a.m. to 7:00 p.m., Monday to Friday, and with limited service available on Saturday.


The Rockland County Office on Aging offers a taxi voucher program for adults age 60 or older to help with medical transpor tation. There are no geographic limitations on these trips; however, one must be a Rockland County resident to qualify.

Private Non Profit Providers

Nine human-service agencies in Rockland County provide program or volunteer transpor tation. All of these are private agencies, with six of the provider agencies offering transpor tation to and from day programs such as training or adult day-care servic-es. Two agencies provide non-program specific trips such as shopping or medical trips.

Private Providers

Rockland County is served by a ferry company--NY Waterway—which provides peak hour ferry service from Haverstraw to Ossining in Westchester County.

Monsey Trails and Coach USA/Rockland Coaches provide private bus commuter service between Rockland County and New York City. Additionally, there are several taxi companies serving Rockland County. Additionally there are 86 NEMT Medicaid providers contracted by Medical Answering Services to provide service to Rockland County.

3.2.3 WESTCHESTER COUNTY TRANSPORTATION PROVIDERS

Appendix 6.C, Table C-5 identifies the transpor tation services that are available to each of the target popu-lations in Westchester County and summarizes key characteristics of those services.


Westchester County operates the Bee-Line System bus system (Figure 9) under contract with private operators. The Bee-Line System provides fixed-route service along 59 routes throughout the county, as well as connections to the Bronx and Manhattan in New York City and to Putnam County. MNR oper-ates commuter rail service to New York City at 43 stations in Westchester County, along three lines: Hudson, Harlem, and New Haven. The Hudson and Harlem lines provide direct service from some West-chester County stations to Putnam and Dutchess counties, while stations along the New Haven line have direct service to Connecticut. In addition, the Tappan Zee Express, operated by Rockland County, provides commuter bus service between Rockland County and White Plains and Tarrytown in West-chester County; the I-Bus, operated by Connecticut Transit, provides service between White Plains and Stamford, Connecticut; and private operators under contract to the New York State DOT provide service from Orange and Dutchess counties to White Plains. All of the above services are available to the public, and all populations are eligible to use these services for all trip types.

Westchester County provides ADA paratransit service for people with disabilities and older adults through Bee-Line ParaTransit. This service provides para-transit service between all points within the county’s

FIGURE 9: WESTCHESTER COUNTY BEE-LINE SYSTEMSource: http://www3.westchestergov.com


III

DIII

ID II D

ID

IDDIDD IDII

IIDI

10

borders, and service hours generally mirror those of Bee-Line System. Transfer points to other services beyond Westchester County are available at the New York City and Putnam County borders. Westchester County recently launched a ParaTaxi taxi voucher program, which allows ParaTransit users to use a taxi for their trip instead of a ParaTransit van. Users pay the same fare as they would for the van, and the county pays the difference. Currently, the ParaTaxi program is available for trips only within the cities of White Plains, New Rochelle, and Peekskill.

Municipal or Community Transportation Providers

Several communities across Westchester County operate demand-response services for their resi-dents, largely oriented toward older adults. There are 32 demand-response services operated by munici-palities in Westchester County, with most operated through a municipal office of recreation depar tment, or through the senior center. All services are avail-able for older adults, while some specify that people with disabilities are also eligible. Most services pro-vide trips for shopping, medical appointments, se-nior centers, and community activities.


RideConnect is a program of Family Services of Westchester—a private nonprofit organization—that coordinates rides with volunteer drivers for older adults for all types of trips across Westchester Coun-ty. RideConnect also operates weekly and biweekly “shopper” services in several communities using the organization’s own vehicle, and provides information and referrals for other transpor tation services.

Private Providers

Westchester County is served by a private ferry com-pany—NY Waterway—which provides peak-hour ferry service to Haverstraw in Rockland County from Ossining. Additionally, several taxi companies serve Westchester County, as well as 148 private providers that are contracted by Medical Answering Services to provider Medicaid NEMT service.

3.3 NEW YORK CITY

New York City shares many transpor tation resources across the five boroughs (Manhattan, the Bronx, Queens, Brooklyn, and Staten Island).


MTA operates subway and bus services throughout New York City. MTA New York City Transit (NYCT) op-erates 24 subway lines and 233 bus routes, includ-ing an enhanced bus service known as the Select Bus Service (SBS). Out of the 472 subway stations, 93 are currently compliant with ADA Accessibility Standards. MTA Bus Company operates 35 routes between Manhattan and the Bronx, Brooklyn, and Queens. MTA Long Island Rail Road (LIRR) operates a commuter line from Penn Station to 11 train lines heading to points east. MNR operates commuter rail from Grand Central Station to 6 train lines connect-ing to suburban New York and Connecticut. The MNR and LIRR systems have 60 accessible stations and almost 100 additional stations that are accessible by wheelchair. NYCT also operates a single railroad line on Staten Island. New York City DOT provides public ferry service through the Staten Island Ferry. The Staten Island Ferry operates between the White-hall Terminal in Lower Manhattan and the St. George Terminal in Staten Island. Both terminals are fully ac-cessible. The service typically operates every half hour, with 15-minute frequency during peak hours. The Por t Authority Trans-Hudson (PATH) and New

FIGURE 10: NYC SELECT BUS SERVICESource: Streetsblog.com

III

DIII

ID II D

ID

IDDIDD IDII

IIDI

11

Jersey Transit operate rail lines connecting Manhat-tan to communities in New Jersey, in addition to NJ Transit buses connecting to New Jersey. The PATH station at 33rd Street and World Trade Center are ac-cessible. All of the above services are available to the public.

MTA provides ADA and non-ADA paratransit service for people with disabilities and older adults under its Access-A-Ride (AAR) service. For people with dis-abilities using the ADA paratransit provided by AAR (Figure 11 and Figure 12), the service area includes all five boroughs of New York City and within a three-quar ters-of-a-mile corridor beyond fixed-route service across the NYC border to nearby areas of Nassau and Westchester counties. The service has coordinated transfer points between Nassau coun-ty’s Able Ride and Westchester county’s Bee-Line Paratransit. In addition, there are designated pickup

locations at major destinations throughout NYC, some locations have a CityBench.

This ADA service operates 24/7. Trips must gen-erally be reserved one to two days in advance. A “Subscription Service” is available for customers who regularly make the same trip multiple times per week; such trips do not need advance reserva-tions once the par ticipant is enrolled. Private carriers under contract to NYCT provide this service by lift-equipped vans, ramp-equipped vehicles, or sedans. In addition, service is provided by private taxis, liv-ery and black car services. AAR determines the ser-vice or type of vehicle based on whether it needs to be accessible.

Private Providers

New York City is served by over 20,000 livery ve-hicles—including yellow and green cabs—as well as over 65,000 black cars. Medicaid NEMT is of-fered throughout the city by 434 contractors that are organized by LogistiCare on behalf of the New York State Depar tment of Health. 393 Commuter vans are affiliated with NYC Taxi and Limousine Commissions (TLC)’s pilot program, and provide service for pas-sengers through pre-arrangement within specified geographic zones throughout the city outlined by the NYC Depar tment of Transpor tation. They cover ar-eas primarily outside of Manhattan, such as South-ern Brooklyn, Eastern Queens, and Urban centers in Nor th Eastern New Jersey. The city is also served by nine different private ferry companies that offer com-muter, sightseeing, and tour boat operations.

Ride-hailing services have experienced tremendous growth in New York City and across the country. These services have added nearly 50,000 vehicles between 2013 and 2016. Most of the ride-hailing trips have occurred in Manhattan’s Core neighbor-hoods, but the services are most rapidly growing in Manhattan’s inner ring and outer neighborhoods.

BRONX TRANSPORTATION PROVIDERSAppendix 6.C, Table C-8 identifies the transpor tation services that are available to each of the target popu-lations in the Bronx and summarizes key characteris-tics of those services.

FIGURE 11: ACCESS-A-RIDESource: http://www.amny.com

FIGURE 12: ACCESS-A-RIDESource: nydailynews.com


III

DIII

ID II D

ID

IDDIDD IDII

IIDI

12


The MTA operates seven subway lines in the Bronx with 12 accessible stations. NYCT operates bus ser-vice within the Bronx including three SBS routes, one of which connects to Queens. Westchester County Bee Line buses connect the Bronx to Westchester County. Hudson Rail Link operates bus lines that connect riders to the MNR rail lines. MTA’s MNR op-erates commuter rail connecting the Bronx to Grand Central Station via train lines that connect to sub-urban New York and Connecticut. All of the above services are available to the general public, and all populations are eligible to use these services for all trip types.

The Bronx contains two Access-A-Ride transfer lo-cations with Westchester’s Bee-Line Paratransit at International House of Pancakes (4340 Boston Road At Ropes Avenue) and 5561 Riverdale Avenue (at West 258th Street). There are 22 designated AAR pickup locations, 13 have a CityBench (Figure 13).


There are 29 confirmed human-service agencies in the Bronx that provide programmatic or volunteer transpor tation in the borough. Many of these are private agencies with most of them providing trans-por tation for medical, social services, and program-ming. Three of the identified providers offer service to persons with disabilities, while 24 agencies pro-vide services for older adults.

3.3.1 BROOKLYN TRANSPORTATION PROVIDERS

Appendix 6.C, Table C-10 identifies the transpor ta-tion services that are available to each of the target populations in Brooklyn and summarizes key charac-teristics of those services.

General Public Transit Providers

The MTA operates subway, bus, and commuter rail services throughout the Brooklyn. The MTA’s NYCT operates 24 subway lines, 16 of which provide ser-vice between Brooklyn and Manhattan and one that

provides service between Brooklyn and Queens. The NYCT also operates 86 bus routes in Brooklyn, of which 11 provide service between Brooklyn and Queens, two provide service between Brooklyn and Staten Island, one provides local service between Brooklyn and Manhattan, and 10 provide express service between Brooklyn and Manhattan. The MTA also operates two SBS routes in Brooklyn along Nos-trand/Rogers Avenues and Utica Avenue/Malcolm X Boulevard. The MTA’s LIRR operates 10 commuter rail lines, with several trips originating at Brooklyn’s Atlantic Terminal and making stops in Brooklyn at Nostrand Avenue and East New York stations be-fore continuing east to Nassau and Suffolk counties. Access-A-Ride has 27 designated AAR pickup loca-tions in Brooklyn, 11 contain a CityBench.


There are 45 human-service organizations in Brook-lyn that provide transpor tation services for their members/par ticipants within the Borough. Twenty-seven of these organizations provide transpor tation to older adults in a variety of Brooklyn neighborhoods based on affiliation or membership with the organi-zation, and trip purposes are primarily for medical services and/or social services. These organizations are generally a mix of non-profit senior centers and social services organizations, and par ticipants’ af-filiation/membership may include residence in a par ticular housing development or cooperative, re-lationship with an ethnic or religious community, or residence within the organization’s neighborhood service area. Seven of these organizations are non-

FIGURE 13: NYC CITYBENCHSource: Crainsnewyork.com

III

DIII

ID II D

ID

IDDIDD IDII

IIDI

13

profits that provide transpor tation in select Brooklyn neighborhoods to registered program par ticipants with disabilities, often for agency programs, per-sonal errands, community outings, or medical ser-vices. Five organizations provide transpor tation for both older adults and people with disabilities, mostly to medical appointments and services. Service in-formation was not confirmed for the remaining six organizations. Please note that the mode of service and vehicle fleet sizes could not be confirmed.

3.3.2 MANHATTAN TRANSPORTATION PROVIDERS

Appendix 6.C, Table C-12 identifies the transpor ta-tion services that are available to each of the target populations in Manhattan and summarizes key char-acteristics of those services.

General Public Transit

Manhattan is heavily served by transit with 24 sub-way lines with 41 accessible stations, 233 bus routes, and five SBS routes. NYCT operates 35 ex-press bus routes between Manhattan and the Bronx, Brooklyn, Queens, and Staten Island. The MTA’s LIRR operates a commuter line from Penn Station to 11 train lines heading to points east. The MTA’s MNR operates commuter rail from Grand Central Station to six train lines connecting to suburban New York and Connecticut.

Access-A-Ride has transfer locations for NJ Tran-sit customers at the Por t Authority Bus Terminal, for Amtrak, LIRR, NJ TRANSIT customers at Herald Square, for Amtrak and LIRR customers at Penn Sta-tion/Madison Square Garden, and Metro-Nor th cus-tomers at Grand Central Terminal. With an additional 38 AAR designated pick up locations in Manhattan.


There are 17 human-service agencies in Manhattan that provide program or volunteer transpor tation in the county. All of these are private agencies, with most of them providing transpor tation for medical,

social services, and programming. Three of these agencies provide trips for shopping and errands.

3.3.3 QUEENS TRANSPORTATION PROVIDERS

Appendix 6.C, Table C-14 identifies the transpor ta-tion services that are available to each of the target populations in Queens and summarizes key charac-teristics of those services.


LIRR operates commuter rail service in Queens at 24 stations along four branches: Por t Washington Branch, Hempstead Branch, Far Rockaway Branch, and City Terminal Zone. These LIRR service branch-es connect Queens with Brooklyn at Atlantic Ter-minal, with Manhattan at Hunterspoint Avenue and Penn Station , and with numerous major transit hubs in Nassau and Suffolk counties. NYCT operates 11 distinct subway lines with 81 stations in Queens. Of these, 10 stations combine express and local servic-es and 18 are accessible. Subway service operates 27/7 at general frequencies of 4–10 minutes during rush hour, 6–10 minutes during middays evenings, and weekends, and 10–20 minutes during late night hours.

Queens has a dense network of bus service. NYCT and MTA Bus operate at least 81 fixed-route bus ser-vices primarily within Queens, 41 of which operate 24 hours a day. Most of these routes provide local service, while roughly one-quar ter offer some degree of limited-stop service. In addition, Queens is served by three SBS routes l. Extensive interborough service is also available in Queens, offering connections to Brooklyn and Manhattan, and Nassau County. There are 11 local bus routes in Queens with connections to Brooklyn, two local bus routes with connections to the Bronx, three local bus routes with connections to Manhattan, 32 express routes with connections to Manhattan and Brooklyn, 14 routes offering connec-tions to Nassau County and NICE bus service from Nassau county that serves eastern Queens. Access-A-Ride transfer locations between NYC and Nassau are Nor th Shore Long Island Jewish Hospi-tal, Center for Advanced Medicine (New Hyde Park) and the Green Acres Mall in front of J.C. Penney (Val-


III

DIII

ID II D

ID

IDDIDD IDII

IIDI

14

ley Stream). Three of the 19 designated ARR pick up locations have a bench.


There are 21 human-service organizations in Queens that provide transpor tation services for their mem-bers/par ticipants within Queens. Four of these orga-nizations are non-profits that provide transpor tation in select Queens neighborhoods to registered pro-gram par ticipants with disabilities, often to adult day programs or medical appointments. The remaining 17 organizations—generally a mix of non-profit senior centers and social services organizations—provide transpor tation to older adults in a variety of Queens neighborhoods based on affiliation or membership with the organization. The nature of the par ticipants’ affiliation/membership may include residence in a par ticular housing development or cooperative, re-lationship with an ethnic or religious community, or residence within the organization’s neighborhood service area.

3.3.4 STATEN ISLAND TRANSPORTATION PROVIDERS

Appendix 6.C, Table C-16 identifies the transpor ta-tion services that are available to each of the target populations in Staten Island and summarizes key characteristics of those services.


MTA’s Staten Island Railway is the only rail line that services Richmond County (Figure 14), and the NYCT operates 31 bus routes in the county. New York City DOT provides public ferry service to Whitehall Terminal in Lower Manhattan (Figure 15). Access-A-Ride has eight designated pickup locations in Staten Island, two have benches.


There are 11 human-service agencies in Richmond County that provide program or volunteer transpor ta-tion in the county. Many of these are private agencies with most of them providing transpor tation for medi-cal, social services, and programming.

3.4 LONG ISLAND

3.4.1 NASSAU COUNTY TRANSPORTATION PROVIDERS

Appendix 6.C, Table C-18 identifies the transpor ta-tion services that are available to each of the target populations in Nassau County and summarizes key characteristics of those services.


Nassau County provides its own its own bus service with Nassau Inter-County Express (NICE), which is operated by Transdev (formerly Veolia Transpor ta-tion), and provides service throughout most of the county along 48 routes and route variations, as well as five shuttles. Most NICE routes (Figure 16) originate and terminate within the county; however, a

FIGURE 14: NEW TOTTENVILLE STATION, STATEN ISLAND RAILWAYSource: DNAinfo.com

FIGURE 15: NEW YORK CITY DOT STATEN ISLAND FERRYSource: Nycgo.com

III

DIII

ID II D

ID

IDDIDD IDII

IIDI

15

selection of routes terminate at destinations in east-ern Queens, including Jamaica Station, and a small number of routes terminate in Suffolk County. In April 2017, NICE eliminated 7 routes and reduced service on four additional routes. Long Beach operates its own municipal bus system within the City of Long Beach and Point Lookout.

Nassau County is additionally served by the LIRR. There are 56 LIRR stations in Nassau County, along the Por t Washington, Far Rockaway, Oyster Bay, Hempstead, Long Beach, Por t Jefferson, Ronkonka-ma, and Babylon Branches. Most westbound LIRR trains terminate at Penn Station in Manhattan and Atlantic Terminal in Brooklyn, though service ter-minating in Jamaica and Hunterspoint Avenue/Long Island City in (Queens) is also available. Five of the branches originate and terminate within Nas-sau County (Por t Washington, Oyster Bay, Long Beach, Hempstead and West Hempstead weekday

peak service only), and three continue into Suffolk County (Por t Jefferson, Ronkonkoma/Greenpor t and Babylon/Montauk). The Far Rockaway Branch enters Nassau County then turns back into Queens where it terminates.

Nassau County provides ADA and non-ADA para-transit service for people with disabilities and older adults through NICE under its Able-Ride service (Fig-ure 17). For people with disabilities using the ADA paratransit provided by Able-Ride, the service area is limited to within three-quar ters of a mile of one of the fixed routes operated by NICE. The Able-Ride service is provided at the same hours of service that the cor-responding fixed route is operating. Able-Ride pro-vides some limited connections to New York City’s AAR in far eastern Queens County, as well as some limited connections to Suffolk County’s Accessible Transpor tation services in far western Suffolk Coun-ty. All Able-Ride riders must register with NICE to be cer tified for eligibility to use the service. The one-way fare for registered users and guests is $3.75, and tickets can also be purchased in books of 20. Municipal or Community Services

The Able-Ride demand-response service is described above. In addition to this service, there are nine lo-cal/community demand-response services operating in Nassau County. Of these services five are operat-ed by local municipalities including the City of Long Beach, City of Glen Cove, Town of Hempstead, and the Town of Oyster Bay, and can be used for a variety of trip purposes, though mostly for shopping-related trips and events. The remaining three services are operated by local organizations, and can generally be used for medical-related trips.


There are five private human-service agencies in Nassau County that provide program or volunteer transpor tation in the county for members of the par-ticular agency, or for users of par ticular programs or services, etc. Two of these agencies offer services countywide for any trip purposes. Another two agen-cies offer services to par ticular day programs and

FIGURE 16: NICE BUSSource: NYCTransitForum.com

FIGURE 17: NASSAU COUNTY ABLE-RIDESource: Newsday.com


III

DIII

ID II D

ID

IDDIDD IDII

IIDI

16

events. The final service is operated by a hospital, and provides medical-related trips for hospital users.

Private Transportation Providers

For-hire vehicles, including taxis, liveries, ambu-lettes, and private buses offering non-emergency medical transpor tation, are regulated by the Nas-sau County Taxi and Limousine Commission. These for-profit transpor tation providers serve many com-munities in Nassau County. The total number of taxi companies and the like cannot be verified at this time. Nassau County is additionally served by a vari-ety of Medicaid NEMT providers contracted through LogistiCare. There are 270 Medicaid NEMT providers serving suburban Long Island.

3.4.2 SUFFOLK COUNTY TRANSPORTATION PROVIDERS

Appendix 6.C, Table C-20 identifies the transpor ta-tion services that are available to each of the target populations in Suffolk County and summarizes key characteristics of those services.

General Public Transportation

Suffolk County operates its own bus service with Suffolk County Transit (SCT), which provides ser-vice throughout the county along 43 routes. The county is additionally served by three branches of the LIRR. There are 41 LIRR stations in Suffolk County, along the Ronkonkoma/Greenpor t, Babylon/Montauk, and Por t Jefferson Branches. Most west-bound LIRR trains terminate at Penn station in Man-hattan and Atlantic Terminal in Brooklyn, although service terminating in Jamaica and Hunterspoint Avenue/Long Island City in Queens is also available. A small municipal transit service—Huntington Area Rapid Transit (HART)—operates exclusively within the Town of Huntington, although some trips end at a transfer point with SCT in Smithtown. HART serves disabled persons and non-driving senior citizen resi-dents, who cannot use services offered to the gen-eral public. All of the above services are available to the general public, and all populations are eligible to use these services for all trip types. SCT and HART each operate exclusively within Suffolk County, while

LIRR provides transpor tation to destinations outside of Suffolk County.

Suffolk County provides ADA paratransit for people with disabilities under its Suffolk County Accessible Transit (SCAT) service. Riders must register with the County to determine their eligibility for SCAT. Riders are generally eligible for SCAT if they have temporary or permanent disabilities preventing them from using the regular fixed-route SCT service. SCAT is available during normal fixed-route service hours, weekdays 6:00 a.m. to 8:30 p.m. and weekends 7:00 a.m. to 8:30 p.m. There are no restrictions on the rider’s trip purpose, though the regular “subscription service,” in which a rider makes the same trip at the same time multiple times per week, are only available for work or school-related trips. Rides must be reserved at least one day, but no more than five days, in ad-vance. For people with disabilities using the ADA paratransit provided by SCAT, the service area is lim-ited to within three-quar ters of a mile of one of the routes operated by the county’s 41 fixed route bus systems. The round-trip fare is $4.00. Generally, any trips that begin and end in Suffolk County are eligible for SCAT, with the exception of the community of Shelter Island and the town of Huntington, which is served by the HART paratransit system. Select NICE Bus routes from Nassau County also serve por tions of western Suffolk County.

Municipal or Community Transportation Providers

Several municipal and community-based on-demand paratransit services are available in Suffolk Coun-

FIGURE 18: SUFFOLK COUNTY ACCESSIBLE TRANSIT (SCAT) Source: http://www.sct-bus.org/

III

DIII

ID II D

ID

IDDIDD IDII

IIDI

17

ty. Four municipalities—the towns of Huntington, Brookhaven, East Hampton, and Southampton—offer paratransit services for residents within their respective communities for both older adults and people with disabilities. HART’s paratransit system, called Special Needs Service, provides both ADA and non-ADA paratransit to people with disabilities and non-driving seniors who do not have access to a car or fixed-route transit service. Like SCAT, HART’s Special Needs Service requires eligibility screening prior to par ticipation and operates only when HART’s fixed-route transit system is in service. The town of Brookhaven offers a similar service to HART’s Spe-cial Needs Service—the Brookhaven Jitney—which provides shared curb-to-curb service within the town of Brookhaven for people with disabilities and older adults who have no other means of transpor tation. Trips must be for medical or shopping-related pur-poses. The Brookhaven Jitney is available Monday-Friday, 8:00 a.m. to 2:30 p.m., and the round-trip fare is $3.00. In the town of East Hampton, curb-to-curb paratransit service is available for older adults who have no other means of transpor tation and for people with disabilities who are unable to use oth-er fixed-route transit services. There is no limit to trip purposes allowed. The service is fare-free, and tips are not accepted. Reservations must be made 72 hours in advance. Likewise, the town of South-ampton offers a similar paratransit service for older adults and people with disabilities, Monday-Friday 8:30 a.m. to 4:00 p.m., for medical- and shopping-related trips reserved in advance. Additionally, the following six municipalities offer paratransit service for older adults only, as par t of their senior citizens programming, typically catering to medical, shop-ping, or government services trip purposes:

� Babylon

� Islip

� Smithtown

� Riverhead

� Southold

� Shelter Island


There are 18 human-service organizations in Suffolk County that provide transpor tation services for their members/clients within the county. Five of these or-ganizations provide transpor tation throughout Suf-folk County to registered program par ticipants with disabilities, often to adult day programs. These or-ganizations are a mix of for-profit and non-profit ven-tures. An additional three organizations are hospitals or medical centers that provide transpor tation to people with disabilities and older adults who do not have other means of transpor tation. The remaining 10 non-profit organizations provide transpor tation to older adults and people with disabilities based on the membership status of the individuals involved, or an ongoing commitment to par ticipate in the organiza-tion’s programming.

Private Providers

For-hire vehicles, including taxis, liveries, ambu-lettes, and private buses offering non-emergency medical transpor tation, are regulated by the Suffolk County Taxi and Limousine Commission, which was established in 2014. These for-profit transpor tation providers serve many communities in Suffolk Coun-ty. There are 33 confirmed taxi and limousine com-panies operating in Suffolk County.The Suffolk County Depar tment of Health (DOH) ad-ministers the Medicaid program for Suffolk County residents. Prior to 2011, this role was performed by the Depar tment of Social Services. The DOH con-tracts with LogistiCare Solutions, LLC, to perform Medicaid transpor tation coordinator functions such as receiving ride requests, dispatching vehicles, and logistics. There are 270 Medicaid NEMT providers that serve suburban Long Island.


III

DIII

ID II D

ID

IDDIDD IDII

IIDI

18

4 ASSESSMENT OF RELEVANT SERVICES AND FACILITIES

4.1 GAPS AND UNMET NEEDS

An assessment of gaps and needs for older adults (age 65 and older+) and persons with a disability related to various aspects of transpor tation service for the target populations in each county/borough is provided below. Each assessment considers the county/borough’s demographic characteristics, available transpor tation services, and comments from transpor tation providers, stakeholders, NYMTC member agencies, and the interested public.

The public input comments were gathered through public workshops that were held in each of the 10 counties/boroughs in the NYMTC planning area and two online workshops for those who were not able to attend the in-person workshops. These workshops provided an oppor tunity for community members and service providers to share ideas on how to bet-ter meet the transpor tation needs of older adults (age 65 and older+) and persons with a disability. Workshop attendees were asked to identify gaps in transpor tation service, to provide input on existing transpor tation services, to identify the needs for people in their community, and to develop strategies to meet those needs as well as specific actions that would be eligible for funding.

The Gaps that were discussed in the workshop in-cluded:

� Service Delivery Gaps - Longer distance and inter-jurisdictional trips, service frequency, and span issues

� Spatial Gaps - Service area coverage gaps and cross jurisdictional service gaps

� Temporal Gaps - Limitations due to schedules and operating hours

� Institutional Gaps - Lack of coordination be-tween varying agencies and a lack of coordi-nation with regard to messaging the general public, par ticularly for paratransit. Funding

FIGURE 19: PUBLIC WORKSHOP IN NASSAU COUNTY, NOVEMBER 2016

NYMTC’s Coordinated Public Transit-Human Services Transportation Plan Share your ideas on how to meet the transportation needs of seniors and individuals with disabilitiesThe Coordinated Plan identifies the transportation needs of individuals with special transportation requirements, provides strategies for meeting these needs, and prioritizes transportation services and improvements for funding and implementation.

We are holding community workshops in the following locations: Join us at a Workshop to...

- Identify gaps in transportation service in your area

- Provide input on existing transportation services

- Identify the needs for people in your community

- Help develop strategies to meet those needs

- Develop actions that would be eligible for federal funding

Starting October 13th, you can also share your comments, ideas, and suggestions by [email protected].

The New York Metropolitan Transportation Council complies with theAmericans with Disabilities Act and federal Limited English Proficiencyguidelines. If you need special accommodations to participate in anyof these workshops, or translation services into Spanish, Russian orChinese, please contact [email protected] at least 72 hoursbefore the meeting date.

For translated documents go to www.nymtc.org

Para los documentos traducidos ir a www.nymtc.org

www.nymtc.org

www.nymtc.org

www.nymtc.org

對於翻譯文件去

�于翻�文件去

Для получения переведенных документов перейти на

Facebook.com/NYMTC

@NYMTC

For more information please contact: [email protected] | 212-383-7200

LONG ISLAND

Nassau County November 1, 2:00-4:00 pm Hofstra University Sondra and David S. Mack Student Center Across Hofstra main gate at 1000 Fulton Avenue Hempstead, NY 11549

Suffolk County October 31, 2:00-4:00 pm Suffolk County Legislature Evans K. Griffing Building Riverhead Legislative Auditorium 300 Center Drive Riverhead, NY 11901 LOWER HUDSON VALLEY

Rockland County October 27, 2:00-4:00 pm Orangetown Town Hall 26 Orangeburg Road Orangeburg, NY 10962

Putnam County October 19, 2:00-4:00 pm Cornerstone Park Building 1 Fair Street Carmel, NY 10512

Westchester NEW TIME October 20, 3:00-5:00 pm Yonkers Public Library Grinton I. Will Branch Auditorium 1500 Central Park Avenue Yonkers, NY 10710

NEW YORK CITY

Bronx October 24, 2:00-4:00 pm Bronx Museum of the Arts 2nd Floor, North Wing 1040 Grand Concourse Bronx, NY 10456

Brooklyn October 13, 2:00-4:00 pm St. Francis College Science and Technology Building Callahan Center 182 Remsen Street Brooklyn Heights, NY 11201

Manhattan November 2, 2:00-4:00 pm New York University Kimmel Center for University Life Room 802 Shorin 60 Washington Square South New York, NY 10012

Queens October 18, 2:00-4:00 pm Queens Borough Hall, Room 200 120-55 Queens Boulevard Kew Gardens, NY 11424

Staten Island October 26, 2:30-4:30 pm Jewish Community Center of Staten Island Social Hall 1466 Manor Road Staten Island, NY 10314

FIGURE 20: PUBLIC WORKSHOP FLYER

DIIDIID

DII I

I IDDDID

II IDII

IIDI D

II

IDI

IDIIIDI19

and administrative structure of transit provid-ers often leads to distinct service breaks at municipal borders

� Knowledge and Information Gaps - Limited coordination of information transfer between service providers

� Technology Gaps - Limitations in use of cross-cutting technology across geographic boundaries

� Accessibility Gaps - Accessibility issues at transit facilities, linkages, and physical access to transit

Table 1 summarizes the gaps, needs, and travel chal-lenges faced by older adults and people with dis-abilities across the NYMTC planning area, and by the workshop locations in the counties/boroughs in which the gap/need/challenge was raised. Included in Table 1 is the number of times a par ticular issue was raised in community workshops throughout the region, which provides an insight into the relative pri-ority of that issue to workshop par ticipants. The in-formation in Table 1 was developed by reviewing all comments offered at the workshops, summarizing the topic of each comment, and grouping comments into those categories.

In addition, the study team developed a survey to learn about ongoing transpor tation challenges in each county/borough, which was shared with the various transpor tation providers in the area. The study team split the survey into three versions to provide more specific questions, with one survey each for suburban Long Island, the Lower Hud-son Valley, and New York City. In addition to ask-ing about ongoing challenges in a given area, the survey asked providers about what changes and improvements had been implemented over the years to improve transpor tation in the area, including ele-ments that were specifically recommended under the 2009 or 2013 plans. The survey also asked which agency(ies) was responsible for those changes. The following assessments contain a section that sum-marizes the public input related to that county.

FIGURE 21: OUTREACH SURVEYSource: SurveyMonkey.com


DIIDIID

DII I

I IDDDID

II IDII

IIDI D

II

IDI

IDIIIDI20

GAP, NEED OR TRAVEL CHALLENGE

SERVICE*

TOTAL NUMBER

OF COMMENTS

WORKSHOP LOCATIONS WHERE THIS COMMENT WAS RAISED

NEW YORK CITY BOROUGHS LONG ISLAND COUNTIES LOWER HUDSON VALLEY COUNTIES

BX BK MN QN SI NASSAU SUFFOLK PUTNAM ROCKLAND WESTCHESTER

Better paratran-sit routing and scheduling

P 32 X X X X X X X X

Comprehensive source of infor-mation about all transpor tation options

B , O 31 X X X X X X X X X

Options for unserved/un-derserved areas

E , O 23 X X X X X X X X X

Better driver at-titudes/training B 22 X X X X X X X

Transit station accessibility/real-time info about acces-sibility

FR 17 X X X X X X

More ac-cessible and comfor table bus stops

FR 16 X X X X X X X X

Accessible paths to bus stops

FR 14 X X X X X X X X

More service days/hours, more frequent service

B 12 X X X X X

Better coordi-nation among providers to share resourc-es, promote services

P 10 X X X X X X X X

Increased fund-ing for demand response services

P 7 X X X X X

Travel options for home health aides from NYC to locations in surrounding counties

E 7 X X X X X X

TABLE 1: SUMMARY OF GAPS, NEEDS, AND TRAVEL CHALLENGES DESCRIBED BY WORKSHOP PARTICIPANTS

Source: Project Team

* FR=Fixed Route, P=Paratransit, B= Both FR and P, E=Either FR or P, O=Other services

DIIDIID

DII I

I IDDDID

II IDII

IIDI D

II

IDI

IDIIIDI21

GAP, NEED OR TRAVEL CHALLENGE

SERVICE*

TOTAL NUMBER

OF COMMENTS

WORKSHOP LOCATIONS WHERE THIS COMMENT WAS RAISED

NEW YORK CITY BOROUGHS LONG ISLAND COUNTIES LOWER HUDSON VALLEY COUNTIES

BX BK MN QN SI NASSAU SUFFOLK PUTNAM ROCKLAND WESTCHESTER

Accessible taxi services O 7 X X X X X X X

Easier ar-rangements for transferring between para-transit provid-ers (intercounty or interstate)

P 5 X X X X X

More acces-sible fixed route service, or more informa-tion about how to use accessi-bility features

FR 3 X X

Solutions to challenges experienced by service providers--in-surance, timeli-ness of 5310 funding, safety of car-sharing services

B 3 X X

Maintain ways to reserve trips and pay fares that do not require a computer or smar tphone

P 2 X X

Better access to paratransit reservations systems; con-tinued tradi-tional access

P 2 X X

More compat-ible technology systems among providers

P 1 X

* FR=Fixed Route, P=Paratransit, B= Both FR and P, E=Either FR or P, O=Other services

TABLE 1, CONT: SUMMARY OF GAPS, NEEDS, AND TRAVEL CHALLENGES DESCRIBED BY WORKSHOP PARTICIPANTSSource: Project Team


DIIDIID

DII I

I IDDDID

II IDII

IIDI D

II

IDI

IDIIIDI22

4.2 LOWER HUDSON VALLEY

4.2.1 PUTNAM COUNTY

Service Assessment

Putnam County has three fixed-route bus service providers that provide service under contract to the county as par t of the Putnam Area Rapid Tran-sit (PART) system, in addition to a few connecting services to areas outside of Putnam County as well as service from two Metro-Nor th lines. Despite the amount of service in the county, there is little to no local bus service in the western areas of the county and areas in the central and nor thern por tions of the county. Given that PART Paratransit operates only in the ¾ mile fixed-route service area, many par ts of the county have no paratransit service available. The eastern and western sections of the county are served by Metro-Nor th, while there is no commuter rail service in the central por tion of the county.

PART service star ts between 4:50 a.m. and 8:00 a.m. and ends between 6:00 p.m. and 9:00 p.m., de-pending on the local route. Service hours are shor ter on Saturdays, with no service available on Sunday. PART Paratransit operates in the ¾-mile corridor of any given route while that route is in service, with no service available on Sundays. Full service on all routes is available only from 8:00 a.m. to 6:00 p.m., thus limiting available service. Municipal services and non-profit services in Putnam County typically run only Monday to Friday in the mornings and after-noons. The exception is for the seasonal Cold Spring Trolley, which operates only on the weekend during the summer, and only in the west par t of the county. Metro Nor th’s Hudson Line operates weekday in-bound service to New York City from 4:30 a.m. to 12:12 a.m., and outbound service from 7:30 a.m. to 3:29 a.m. The Harlem Line operates weekday in-bound service from 4:24 a.m. to 12:18 a.m., and outbound service from 7:27 a.m. to 3:34 a.m. Each line operates trains at least every hour, with trains every half hour during peak hours. Weekend service operates for a similar time period, with less frequent service, for each line.

Public Comments about Gaps and Needs

A variety of perceived service gaps and needs in the county were identified by county residents and stake-holders (see Table 1). Commenters noted that there is no east-west connections across Putnam County, as well no bus connections to the Hudson Line com-muter rail stations in the west. Additionally, there is no Americans with Disabilities Act (ADA) paratransit service in the western por tion of the county. Work-shop attendees also identified the need to make connections to areas outside of the county in West-chester County and in Connecticut. Connections can be made to bus service to and from Connecticut via Housatonic Area Regional Transit’s (HART) bus pick up at the Brewster train station; however, paratran-sit customers cannot connect with services in Con-necticut, and connections to Westchester County are additionally limited.

Existing PART fixed-route bus services operate with 1- to 2-hour headways on each route in the peak and off-peak periods. Among the four PART routes in the county, only three operate on Saturdays, and no routes operate on Sundays. Accordingly, timing is an issue with PART Paratransit, given the limited hours offered by the fixed-route service. There are similar issues for people with disabilities, or under 60 years old without Medicaid as both of these groups have relatively few transpor tation options in the county, especially for areas outside of the fixed route service area

Commenters identified issues with sidewalks and street crossing movements for much of the county, par ticularly in reference to the paths of travel to bus stops being hard to navigate, and exacerbated in the winter. Although all PART buses are ADA acces-sible, commenters noted their perception that many residents eschew the ADA features and instead use paratransit service. While there is accessible trans-por tation within the mandated ADA service areas, there is a general lack of accessible taxi services in the county.

DIIDIID

DII I

I IDDDID

II IDII

IIDI D

II

IDI

IDIIIDI23

4.2.2 ROCKLAND COUNTY

Service Assessment

There are five fixed-route bus operators in the county providing service to the including Transpor t of Rock-land (TOR) which operates under contract to the county, two small municipal providers with the Clark-stown Mini-Trans and Spring Valley Jitney, one pub-lic express bus service in the TAPPAN ZEExpress, and one private commuter bus service from Coach USA. TOR provides widespread coverage to much of Rockland County. The county’s TRIPS paratransit provides service for people with disabilities within three-quar ters of a mile of the county’s four fixed public bus systems, which is in effect all areas of the county outside the large state parks. Several com-munities in Rockland County have limited access to the two commuter rail lines operated by New Jersey Transit under contract to Metro-Nor th. Service on these commuter lines are oriented primarily for New York City-bound trips via transfer points in nor thern New Jersey.

Service times vary across the county’s various transpor tation providers. Among all transit services available in Rockland County, there is still relatively limited services available on Sundays, with only TOR running on these days, TZx service on Saturdays and TRIPS paratransit available within the mandated ADA service areas. TOR service is provided from 6:00 a.m. to at least 7:00 p.m. Monday to Friday and eight of TOR’s ten routes provide some amount of week-end service. The TZx provides Saturday service. Commuter rail service is available along the Bergen County Line serving Suffern with inbound service the New York City from 4:49 a.m. 10:53 p.m. This same station is served with outbound trains from NYC from 6:54 a.m. to 2:41 a.m. with trains every hour in the off peak for either direction, and as often as four trains an hour in either peak direction. Week-end outbound trains run from 7:40 a.m. to 2:41 a.m. with hourly service. The Pascack Valley Line, which serves Spring Valley, Nanuet, and Pearl River, serves these stations with inbound trains to NYC from 5:10 a.m. to 3:46 p.m. with two additional evening trains. There is weekend inbound service on this line from 6:05 a.m. to 8:11 p.m. with service every one to

two hours. Weekday outbound service is available from 9:58 a.m. to 1:56 a.m. with service every 90 minutes to an hour, and peak service operating every 15-30 minutes. Weekend outbound service is avail-able from 9:12 a.m. until 1:56 a.m. with service ev-ery one to two hours.


Commenters noted a variety of transpor tation-relat-ed issues in the county (see Table 4-1). Some of the most commonly identified issues involved the spa-tial gaps throughout the transpor tation network. This was signaled as an issue both locally with regard to spacing and placement of bus stops, as well as more regionally as the inability of transit riders to ac-cess various par ts of the county. There was fur ther mention of service accessibility gaps caused by a lack of sidewalks and other accessible facilities, in addition to problematic accommodations on some of the smaller local transpor tation services such as the Clarkstown Mini-Trans and the Spring Valley Jitney.

Commenters noted that services do not operate late enough in the evening, and that the limited service on weekends is a problem. This was noted as an issue for people who work later in the evening, and par-ticularly for the TRIPS paratransit services, though the service hours for ADA TRIPS is contingent on the service hours of the individual TOR routes. Lengthy waiting periods for pick-up and transfer were cited when using TOR, thus limiting the usefulness of the service.

Commenters noted that some customers require assistance when traveling, including supervision in some circumstances, which some stakeholders indi-cated was unavailable. Other commenters took issue with the TRIPS’ limited service capacity and its in-ability to meet demand, as well the lack of adequate subscription service availability.

Commenters identified information and technology gaps as an issue. Specifically, some bus stop are not clearly marked, and posted schedules do not include information regarding the location of minor stops. There was also a lack of understanding with


DIIDIID

DII I

I IDDDID

II IDII

IIDI D

II

IDI

IDIIIDI24

regard to local information repositories, with scant awareness of 511NY, even though there is extensive travel training across the county to teach people how to use the available transpor tation services. Com-pounding this issue is a lack of access or competen-cy with technology (i.e., smar tphones, computers), par ticularly among older adults.

4.2.3 WESTCHESTER COUNTY

Service Assessment

Three bus operators provide service in Westchester County under contract to the county as the Bee-Line System. Fifty-nine routes operate throughout the county; with higher frequency service available in the southern and central por tions of the county, and more limited coverage in the lower-density nor thern par ts of the county. No Bee-Line System service is provided east of Interstate 684 in nor thern West-chester County and there is little cross-county ser-vice available in the nor thern por tions of the county. The county is also served by Metro-Nor th’s Hudson, Harlem and New Haven lines.

Bee-Line ParaTransit service is available within the County’s borders, not only within mandated ADA service areas. While some intra-county transfers may be required within Westchester, no ParaTransit service is available outside of Westchester, though transfers between ParaTransit and Access-A-Ride are available at two locations, on the east and west sides of the Bronx. No similar transfer is available to Putnam County. Various demand-response services are available from many of the county’s municipali-ties, but these services do not cover the entirety of the county and have specialized eligibility.

Bee-Line System service is available weekdays from 5:00 a.m. to 2:00 a.m., with slightly shor ter service hours on Saturday and Sundays. Bee-Line ParaTran-sit service is available at the same times as the fixed route service. Service hours for the municipal de-mand response services vary widely, but typically operate Monday to Friday during normal business hours. Metro Nor th’s Hudson Line operates weekday inbound service to New York City from 4:44 a.m. to

12:53 a.m., and outbound service from 6:05 a.m. to 2:21 a.m. The Harlem Line operates weekday in-bound service from 4:32 a.m. to 12:26 a.m., and outbound service from 6:06 a.m. to 2:24 a.m. The New Haven line operates weekday inbound service from 4:56 a.m. to 1:10 a.m., and outbound service from 5:56 a.m. to 2:18 a.m. Each line operates trains at least every hour, with trains every half hour during peak hours. Weekend service operates for a similar time period, with less frequent service, for each line.


Commenters identified a variety of gaps and service needs, all of which are summarized in Table 1. The top issues in the county involve existing transpor ta-tion service hours, the cost of transpor tation in their area, and the relative travel time spent reaching cer-tain destinations. Also identified was a wider variety of transpor tation limitations in Westchester County, many of which were focused on transpor tation op-tions for people with disabilities. In par ticular, a lack of accessible facilities and pathways throughout the

FIGURE 22: TRAVEL TRAINING MTASource: web.MTA.info

DIIDIID

DII I

I IDDDID

II IDII

IIDI D

II

IDI

IDIIIDI25

county, par ticularly near bus stops and rail stations, and along roads to bus stops. There was specific mention of a lack of accessible features in the nor th-ern par ts of the county, with focus on the absence of sidewalks, accessible ramps, and wheelchair land-ing areas throughout the area. A specific point was raised by commenters about accessibility limitations at the White Plains TransCenter and the poor connec-tions from the railroad station there to the Bee-Line ParaTransit service. Commenters also noted a lack of accessible taxi services in the county.

Commenters noted the need for improved paratran-sit routing and scheduling and for more transpor ta-tion options for those living in par ts of Westchester County that are served less by the Bee-Line System, including a “last-mile” gap for home health aides travelling to clients’ homes.

Service coordination issues raised included senior centers that do not refer people to available para-transit options, which may be caused by a lack of information. While 511NY, United Way’s 211 service, and the county website provide ample transpor tation information, commenters indicated a lack of aware-ness of these information sources. Additionally, al-though there is relevant information online, many older adults do not have sufficient access to or com-petency with computers or smar tphones. A need for a comprehensive source of information about all transpor tation options in the area was identified, which would be available to those with and without access to the Internet.

Commenters also identified coordination issues be-tween Bee-Line ParaTransit and paratransit provid-ers outside of the county, making transfers difficult. Better coordination among transpor tation providers, to both share resources but also promote their ser-vices, was urged.

4.3 NEW YORK CITY

Service Assessment

As described in Chapter 3.2, public transit service in New York City is indeed extensive. NYCT’s elevated and underground subway system reaches most of the city, yet much of this extensive network is not usable by people who are unable to climb stairs. Only 22% of the subway stations feature accessible entrances, and of those stations, accessible features may not be in service. The bus fleet is generally ac-cessible, but vehicle speeds are limited where tran-sit shares the City’s congested streets. Bus network coverage is also wide, but more impor tant than cov-erage is service frequency. Bus routes that serve the areas fur thest from the subway network often do so with headways that require transit customers to wait for extended periods of time.

In addition to the fixed route service, Access-A-Ride provides demand-response paratransit ser-vice throughout the city with the ability to transfer to paratransit service in Westchester and Nassau counties. The Access-A-Ride service and subways operate 24/7, as does most bus service. However, trips with Access-A-Ride must generally be reserved one to two days in advance.

Human-service organizations throughout New York City provide transpor tation services for medical, social services, and programming trips. As noted in Chapter 3, the number of providers and the tar-get population that they serve vary by borough/neighborhood. Staten Island has, by far, the fewest human-service agencies providing service. In all the boroughs, there are fewer community transpor tation providers for persons with disabilities compared to services for older adults. Fur ther, the agencies that do provide service for persons with disabilities are more limited by trip type and are restricted by time of day.

In addition, New York City is served by livery vehi-cles (yellow and green cabs), black cars, commuter dollar vans, on demand services such as Uber and Lyft, and ferry service. Taken together with public


DIIDIID

DII I

I IDDDID

II IDII

IIDI D

II

IDI

IDIIIDI26

transpor tation, there are limited spatial and temporal gaps in New York City.


The public outreach identified several gaps and needs in each borough, and has been summarized in Table 4-1. Par ticipants noted that Access-A-Ride service provided robust service for New York City. However, they identified areas for improvement such as Access-A-Ride’s reliability and on-time perfor-mance, improving coordination among provides to share resources, and routing optimization for group-ing picks up and identifying fastest routes. Attendees discussed potential applications that would help in-form individuals with notifications when Access-A-Ride is going to be late and real-time information on current driver location and contact information.

Additional driver training for all providers was rec-ommended to improve attitude toward the target populations, sensitivity toward issues based on dis-ability, passenger safety, and teaching best practices on how to properly load passengers. Customers need assistance when traveling, and par ticipants felt that drivers did not always provide that assistance. Par ticipants also responded that there are numerous subway stations in the city that are not accessible, limiting the ability to use the subway system. Travel trainers and other workshop attendees noted major problems with the target populations getting to bus stops or stations. There are gaps in sidewalks that make it unsafe to walk to stations or stops. Addition-al issues include a lack of accessible ramps at the stop and areas in Staten Island that are without side-walks that lack concrete pads at the stops. Par tici-pants wanted more bus shelters to be constructed, especially at key locations, for the target populations to have a safe place to wait. Fur thermore, there is limited real-time information about the accessibility of a station or whether there are accessibility issues (i.e., a broken elevator).

In Manhattan and Staten Island, par ticipants feel that bus service (trips/hours) is too limited and that more frequent service is necessary. Par ticipants noted that bus routes have been taken away or altered in the Washington Square area in Manhattan, which

created spatial gaps. In Staten Island, this limits the access for home health aides who are not able to afford a car. Taxi service could be an alternative for these target populations when there is a lack of pub-lic transit, but there is still a lack of accessible taxis. The need for universal and improved wayfinding signs was raised, including repetitive signage, universal pictograms, increased installation of accessible pe-destrian signals (APS), and use of emerging technol-ogy that is affordable for the targeted populations. In addition, it was noted that the visually impaired can have difficulties navigating the underground stations. Suggestions to improve navigation included the ex-pansion of APS at crosswalks, the use of beacon systems in stations, and ensuring wayfinding is con-sistent among transpor tation agencies.

The innovative use of technology was urged to cre-ate a comprehensive information source about all readily available transpor tation options. Queens’ par ticipants noted that current information does not include trips connecting outside of New York City. The 511NY service could be suited to provide this service.

Affordability and payment methods were cited as ad-ditional barriers; as it is inconvenient to have dif-ferent means of paying for paratransit and the bus or subway. Innovative solutions should be explored such as cashless paratransit fare or transpor tation voucher programs (which par ticipants noted has worked well in the past).

FIGURE 23: BROOKLYN MEETING, OCTOBER 2016Source: web.MTA.info

DIIDIID

DII I

I IDDDID

II IDII

IIDI D

II

IDI

IDIIIDI27

4.4 LONG ISLAND

4.4.1 NASSAU COUNTY

Service Assessment

Bus service is provided in the county by a private provider under contract to the county as the Nas-sau Inter-County Express (NICE) system across 41 bus routes. Commuter rail service is provided by the Long Island Rail Road (LIRR) over nine of its 11 branches. Small bus systems are also operated by the cities of Glen Cove and Long Beach. Able-Ride provides paratransit service for people with disabili-ties within the mandated ADA service areas of the routes operated by NICE. Service is relatively limited in the nor theast por tion of the county, as well as in the outer areas along the nor th and south shores. There is also comparatively sparse service nor th and south of the Long Island Expressway between Nor th Shore University Hospital and Jericho.

Seven municipal or community transpor tation pro-viders offer demand-response paratransit service to the people of Nassau County. These communi-ties include the City of Long Beach, City of Glen Cove, Town of Hempstead, and the Town of Oyster Bay. Long Beach Transit provides transpor tation for people with disabilities while the other munici-pal services provide transpor tation for older adults. Such demand-response services do not exist in ar-eas outside of those municipalities unless provided by a private provider. Eight private non-profit agen-cies supplement the above services – two of which provide countywide trips for any trip services.

Several communities in Nassau County have lower levels of NICE, like Floral Park, Jericho, Levittown, East Norwich, Old Westbury, Muttontown, Syosset, Nor th Hills, Williston Park, Baldwin, Franklin Square, and some coastal areas. NICE operates service seven days with some routes operating 24 hours, though most routes typically begin service between 4:30 and 6 a.m. and end between 10 and 11:30 p.m.Able-Ride operates only in the three-quar ters of a mile area of a given fixed route bus service, and only provides the service during the corresponding ser-vice hours of any given bus route. Thus, there is no

service in Syosset, Bayville, Oyster Bay, Lido Beach, Point Lookout, Locust Valley or Sands Point, and with limited service in Valley Stream, Woodmere, Old Bethpage, Hicksville, Long Beach, Glen Cove and Lawrence. Requests for service that star t or end outside of the ¾-mile area are not accepted, though there are no restrictions on trip types. Able-Ride ad-ditionally provides direct service to points approxi-mately two miles east of the Nassau/Suffolk border. For destinations fur ther east, riders may transfer to a SCAT bus at Walt Whitman Mall or Sunrise Mall. Similarly, transfers can be made to Access-A-Ride services in Queens at the Green Acres Mall, or at Nor thwell Health.

The demand response services offered by Long Beach Transit for people with disabilities operates only from 5 a.m. to 5 p.m. Other municipal demand response providers offer a limited number of trips each day or week, and the services are designed for older adults. Temporal gaps also exist for private non-profit transpor tation services, but are generally provided Monday through Friday 6:00 a.m. – 6:00 p.m., with some limited weekend service.

The LIRR serves 124 stations and more than 700 miles of track, with major branches running east/west, in Long Island, New York. The commuter rail service is oriented primarily to serve New York Pennsylvania Station. The LIRR has 11 passenger branches, nine of which serve Nassau County. The LIRR runs 24 hours a day, 7 days a week, year-round. LIRR service frequency is highest during the weekday AM and PM peaks with decreased frequen-cies during off-peak times and weekends.


Commenters identified several different types of gaps, which have been summarized in Table 4-1. Bus stop placements can often create notable last-mile issues, par ticularly for home health aides. NICE routes can be indirect, meaning longer travel times for cer tain users.

Accessibility gaps at or near bus stops and rail sta-tions limit mobility options, while new Able-Ride


DIIDIID

DII I

I IDDDID

II IDII

IIDI D

II

IDI

IDIIIDI28

vehicles were seen as having clearance issues for wheelchairs.

Commenters cited Able-Ride service coordination and reliability issues, including late pickups. Related reliability issues included inconvenient pick-up and drop-off locations, some of which are located in iso-lated areas, leading to unsafe conditions, especially at night.

Information, knowledge, and communication gaps were also noted by commenters. Transit provider call-centers close at 5:00 p.m., making it difficult to get information after hours, par ticularly when there is a disruption in service. Awareness and use of 511NYwas perceived as limited, as was its useful-ness, because information is limited to one provider at a time. Commenters perceived communication re-garding Able-Ride arrival times and delays as poor, with no capability to check on the status of a ride. Commenters pointed out that significant barriers to technology adoption exist, par ticularly for older adults, who make limited use of trip-planning apps like 511NY, Google Maps, and the like. Telephone-based reservation system was seen as an unreliable as a technology, since call wait times can take up to 40 minutes.

4.4.2 SUFFOLK COUNTY

Service Assessment

Private operators provide bus service under contract with the county as Suffolk County Transit (SCT), which provides service along 47 routes throughout the county. Several communities in Suffolk County receive limited service from SCT, par ticularly in the eastern par ts of the county and along the nor th and south shores. Huntington Area Rapid Transit (HART) also serves the Huntington area on four fixed route services, as well as offering a local paratransit ser-vice. Four of Suffolk’s ten municipal or community transpor tation providers offer demand-response paratransit service to people with disabilities in Suf-folk County. All ten towns in Suffolk County offer paratransit for older adults within their respective jurisdictions. Suffolk County Accessible Transpor-tation (SCAT) paratransit service recently expanded

its coverage area to anywhere within Suffolk Coun-ty. Commuter rail service is operated by the LIRR along the Por t Jefferson, Babylon, Ronkonkoma, and Montauk branches. This service orients in the east-west direction for New York City-bound trips, with no nor th south oriented service.

Several temporal gaps exist in SCT’s service area, par ticularly during evening, late night, and week-end periods. Most routes operate on weekdays and Saturdays. Sunday bus service however is available only on 12 of SCT’s 47 routes. In general, service on begins between 5:30 and 7:00 a.m. and ends be-tween 6:30 p.m. and 8:00 p.m. Temporal gaps in service remain 8:00 p.m. – 5 a.m., a key concern for late-shift workers. SCAT is available during nor-mal fixed-route service hours, weekdays 6:00 a.m. – 8:30 p.m. and weekends 7:00 a.m. – 8:30 p.m. The Por t Jefferson Branch operates multiple inbound weekday trains per hour from 4 a.m. to 11 p.m., with limited service from 11 p.m. to 4 a.m. Outbound ser-vice operates from 7 a.m. to 12 a.m. with limited service in between. The Babylon Branch operates at only four stations in Suffolk with inbound weekday service from 3:30 a.m. to 1:30 a.m., and outbound service from 3:00 a.m. to 1:45 a.m. The Ronkonko-ma branch operates inbound weekday service from 4:00 a.m. to 1:45 a.m., and outbound service from 9 a.m. to 2 a.m. with limited service in the early morn-

FIGURE 24: LONG ISLAND COMMENT CARD EXAMPLESource: Project Team

DIIDIID

DII I

I IDDDID

II IDII

IIDI D

II

IDI

IDIIIDI29

ing. The Montauk branch operates inbound weekday service between Patchogue and Penn Station from 5 a.m. and 3 a.m., with five trips between Montauk and Penn Station and 14 trips between Speonk and Penn Station. Outbound trips operate from 8 a.m. to 12:30 a.m. with variations similar to inbound trips accord-ing to the destination.

Municipal paratransit services for people with dis-abilities operate only during limited periods, gener-ally 8:00 a.m. – 3:00 p.m., Monday through Friday. Only HART’s Special Needs service operates on Sat-urdays, 8:30 a.m. – 4:30 p.m., and none of the mu-nicipal paratransit providers offers Sunday service. These evening and weekend temporal gaps impede mobility for people with disabilities, who must rely on the County’s SCAT service that may or may not be available. Similar temporal gaps exist for munic-ipal-scale paratransit services open to older adults, since service is generally provided Monday through Friday 8:00 a.m. – 3:00 p.m., with no weekend ser-vice available.


Commenters identified a wide variety of transpor-tation challenges and gaps (see Table 4-1). Com-menters noted limited SCT and SCAT service hours, and requested shor ter reservation windows for SCAT. The length of some trips on SCT routes was also not-ed, and commenters suggested that both SCT and SCAT service could be improved with better routing and scheduling to improve travel times.

Coordination gaps were also identified and com-menters proposed that human services transpor ta-tion providers and paratransit operators alike need a better means to coordinate and/or pool similar trips. A more efficient dispatch system could pool trips with multiple intermediate stops. Fur thermore, many municipal human services transpor tation providers cannot cross municipal boundaries and have restric-tive policies with respect to which trip purposes are eligible.

Commenters noted the lack of interoperability be-tween the technology systems of various operators as a significant barrier for riders traveling within and

beyond Suffolk. Providers and services have distinct eligibility, coverage, reservation, and service policies that may make transfers cumbersome.

Commenters observed that SCT/SCAT does not provide up-to-date information about which stops/stations are ADA-accessible. Accessibility gaps at or near bus stops and rail stations limit the mobil-ity of older adults and people with disabilities who depend on SCT and LIRR service. Bus stop spacing was identified as a key challenge to mobility, since stops are often spaced too far apar t along ar terial streets to be accessible from residences or other destinations on local streets. While SCT vehicles are generally wheelchair-accessible, the impediments to access at bus stops may prevent older adults and people with disabilities from boarding. These con-ditions deter many ADA-eligible riders from taking fixed-route transit.

Information gaps were also identified as an issue for Suffolk County. While some county providers par tici-pate in the 511NY trip planning service through infor-mation sharing agreements, many do not. The 211 service offers more information on human services transpor tation providers, though the information is not regularly updated. In par ticular, social workers who work on behalf of older adults or people with disabilities may not be well versed in SCT service and may direct their clients to human services trans-por tation, even when fixed-route service may bet-ter meet their needs. Commenters generally agreed that better maps and online information about hu-man services transpor tation are needed. Stakehold-ers observed that many older adults lack access to web-based technologies, personal computers, or smar tphones, making technology-based solutions difficult to implement for this population. Similarly, few older adults use trip-planning apps like 511NY, Google Maps, and the like.


DIIDIID

DII I

I IDDDID

II IDII

IIDI D

II

IDI

IDIIIDI30

5 PRIORITY OPPORTUNITIES FOR FUTURE INVESTMENT OR ENHANCED COORDINATION

The primary purpose of this Coordinated Plan is to provide guidance for making future funding decisions and project selections throughout the NYMTC planning area. Per federal requirements, projects selected for specific kinds of federal fund-ing (which could be programs, activities, or physical projects intended to address the gaps or needs identified in the Plan) must be included in the Plan to be eligible. “Inclusion” in the Plan need not be by specific reference; rather, consistency with the priorities for investment defined in this chapter should in most cases confer the necessary funding eligibility.

This chapter presents potential solutions to the various gaps, needs, and travel challenges identified for each county/borough through the planning process and discussed in Chapter 4. These solutions are identified as priority oppor tunities for future investment or enhanced coordination. They can be used with the spatial in-formation on the target populations in Appendix B to target future investments and activities.


DIIIIIID I

DDIIIII

IIIDI III IIIIID II

IDIID

DII I

I DIDD

II

DI I

II

IIII

DIII

I

31

5.1 PRIORITY INVESTMENT/COORDINATION OPPORTUNITIES

Table 2 presents priority oppor tunities for investment and/or enhanced coordination recommended by this Coordinated Plan to address identified gaps and needs. Included is a brief description of each priority oppor tunity, an assessment of its relative cost, and an example of its current use in the NYMTC planning area, where applicable.

Transit providers, county or municipal governments, and/or human services organizations could imple-ment many of the investment and coordination op-por tunities identified in Table 2 at the county or bor-ough level, depending on the identified needs and the concentrations of the target populations. However, some of the identified oppor tunities may be best achieved by organizations working together through-out the NYMTC planning area or within logical subar-eas. Those oppor tunities include:

� Transfer policies between paratransit service providers that would make intercounty or even interstate travel more feasible and convenient for customers, enabling access to regional employment, health care, and shopping des-tinations

� Travel options for employees such as home health aides traveling from New York City to suburban Long Island or Lower Hudson Val-ley communities, who are currently challenged by limited connecting services and/or lengthy travel times in the reverse commute direction

� Accessibility improvements to transit stations, bus stops, and street and roadway improve-ments

� Standardized driver/customer service training practices

� Provision of centralized transpor tation infor-mation, especially a comprehensive one-call/one-click system


DIIIIIID I

DDIIIII

IIIDI III IIIIID II

IDIID

DII I

I DIDD

II

DI I

II

IIII

DIII

I

32

TABLE 2: PRIORITY INVESTMENT/COORDINATION OPPORTUNITIES

Source: Project Team

*Relative Cost Note: $ is < $100,000, $$ is between $100,000 and $500,000, and $$$ is > $500,000

INVESTMENT/COORDINATION OPPORTUNITY DESCRIPTION RELATIVE

COST*EXAMPLES FROM THE NYMTC

PLANNING AREA

Paratransit Services

Shared use of human service trans-por tation and paratransit vehicles

Expanded capacity through more efficient use of vehicles--joint 5310 applications for shared vehicles, contracting for service between providers, purchase of available seats, vehicle pool

$

Developmental disability agencies contract for service through Interagency Transpor-tation Solutions (IATS) in Staten Island and elsewhere in NYC; Community Program Centers (CPC) in Suffolk borrows 5310 vehicles from UCP Long Island; agencies in Rockland contract for service with TRIPS

Shared technology licenses among providers

Sharing licenses for reservations/dispatching software, for example, to improve capability and reduce costs

$

Suffolk County Office for Peo-ple with Disabilities and SCAT share a license for paratransit reservations and scheduling software

Online reservation systems to com-plement traditional phone systems

Ability for customer to place, change, or cancel paratransit trip reservations using a web-based system

$ Access-A-Ride "Manage My Trips" system

Provision of aides or escor ts to provide passenger assistance

Providers or par tner organizations recruit and train aides to assist paratransit customers while on-board vehicles; also known as "bus buddy" programs.

$

Suppor t for services that currently receive Section 5310 funding

Continued investment in services that are currently suppor ted with funding from Section 5310 and other sources

$$$Expanded paratransit services, Mobility Management, and other programs and services

Vehicle purchases and replacements

Continued suppor t for purchases of new and replacement vehicles for traditional and other types of 5310 subrecipients

$$$Many vehicles throughout the planning area purchased through Section 5310

Investment in technologyInvestment in technology for pro-viders that would improve routing, scheduling, and payment options

$

Substantially increased funding for paratransit services

Additional resources to enable paratransit providers to handle trips with fewer capacity constraints that can lead to on time performance and reliability issues

$$$

DIIIIIID I

DDIIIII

IIIDI III IIIIID II

IDIID

DII I

I DIDD

II

DI I

II

IIII

DIII

I

33

TABLE 2, CONT: PRIORITY INVESTMENT/COORDINATION OPPORTUNITIESSource: Project Team




PLANNING AREA

Fixed-Route Transit Services

Transit station accessibility improve-ments

Addition of roadway, sidewalk and facilities improvements, including ramps, elevators, detectable warn-ings, or other accessibility features to transit stations. Section 5310 funds may be used to make im-provements to non-key rail stations where such improvements are not required by the ADA.

$$$ LIRR Station Accessibility Improvements

Physical Accessibility Improvements

Bus shelters and benches at stops

Installation of shelters and stops to make bus stops more comfor table $$

NYC DOT CityBench program places benches at bus stops in commercial areas and those with high concentrations of old-er adults; Westchester County has a schedule for installing shelters

Bus stop accessibility improve-ments

Installation of curb extensions, curb ramps, transit shelters and signage to accommodate users of wheel-chairs

$-$$$(depending on number)

NYC DOT Safe Routes to Transit program: Bus Stops Under the El, Sidewalks to Buses, Sub-way/Sidewalk Interface

Bus bulbs Sidewalk is extended into street for use as a bus stop


Various throughout the planning area.

Bus padsInstallation of concrete pad at bus stops to prevent roadway hum-mocks.

$-$$ Various throughout the planning area.

Raised crosswalks

Construction of raised crosswalks calms traffic and increases pedes-trian visibility on residential streets near transit corridors and helps facilitate safe travel by people who use wheelchairs and pedestrians

$$

Raised Crosswalks Pilot Pro-gram constructs raised cross-walks on residential streets near transit corridors and major transfer points

Speed cushions

Speed cushions are used on transit corridors where traditional speed humps are not feasible, calming vehicular speeds

$$

Speed Cushion Pilot Program constructs speed cushions on transit corridors and major transfer points where traditional speed humps are not feasible

Enhanced pedestrian access improvements

These are improvements to help pe-destrians safely reach transit stops and key destinations, and could include a variety of treatments such as modified sidewalks, roadway medians, curb cuts, intersection improvements, etc. that enhance safety and accessibility.


NYC DOT Tactile Guideways Pilot Program will install tactile directional guidance on side-walks near transit corridors and major transfer points


DIIIIIID I

DDIIIII

IIIDI III IIIIID II

IDIID

DII I

I DIDD

II

DI I

II

IIII

DIII

I

34




PLANNING AREA

Curb Extensions

Sidewalk is extended into street to shor ten crossing distance and increase pedestrian safety. Also known as bump-outs, or neck-downs.

$-$$ (depending on number)

Various throughout the planning area.

Accessible Pedestrian Signals (APS) at intersections

Devices that aler t blind or low-vision pedestrians to the Walk and Don't Walk cycles at signalized in-tersections using non-visual means

$-$$(depending on number)

NYC DOT Accessible Pedestrian Signals Program for placement of devices on pedestrian signal poles to let pedestrians know that it is safe to cross at an intersection through audible signals, verbal messages, and vibrating surfaces

Accessibility features and equip-ment for vehicles

Lifts, ramps, wheelchair secure-ment systems, automated an-nouncement systems

$ Various throughout the planning area.

(RRFB’S) Rapid Rectangular Flashing Beacons

Rectangular Rapid Flashing Bea-cons (RRFBs) supplement warning signs at uncontrolled intersections or mid-block crosswalks.

RRFBs feature flashing, high-intensity LEDs that aler t motor-ists that pedestrians are using the crosswalk.

$$ Brookhaven, Suffolk County, New York.

Information & Communication

Centralized directory of transpor-tation information

Information about available ser-vices over the phone, online, or in a printed directory

$

Westchester, Rockland, and NYCDOT directories; United Way 211 service in Westches-ter; 511NY throughout the state

Enhanced 511NY and mobile app for real-time paratransit vehicle location

Ability to track vehicle location and receive email or text in the event of a delay would make schedule delays less burdensome on riders. Could be created by application de-velopers using data from paratransit providers.

$

Although not specific to spe-cialized services, ride hailing companies make use of similar technologies

Wayfinding and navigation enhancements for people with disabilities

Wayfinding is knowing where you are in an environment, knowing where your desired location is, and knowing how to get there from your present location. For disabled pe-destrians, wayfinding tools could be advanced tech networks, por table devices, or low tech environmental modifications.

$ - $$$ Pedestrian wayfinding (Manhat-tan, Brooklyn and Queens)

Mobile app for real-time acces-sibility information

Application developers create app for passengers using data from transit providers

$

E-aler ts sent to phone or email available through MTA website and Google Maps; service aler ts available in Moovit app


DIIIIIID I

DDIIIII

IIIDI III IIIIID II

IDIID

DII I

I DIDD

II

DI I

II

IIII

DIII

I

35





PLANNING AREA

Mobile app for real-time pe-destrian trip planning and data collection

Sidewalk conditions and mobility barriers are constantly changing. A mobile application to display and share accessibility information and accessible routes would assist dis-abled and older adult pedestrians. The application could data collected by the sensors (GPS, gyroscope, accelerometer, and compass) to monitor surface quality of side-walks, slopes, curbs, bumps, etc. on the map.

$$

One-Call /One-Click System built around existing 511NY

Centralized phone number and website for information and some or all of the following: trip planning (person or automated), reservations assistance, and/or online reserva-tions for a variety of providers

$$$ 511NY provides information and automated trip planning

Service Enhancement

Expanded paratransit service areas

Service beyond the required ADA service area $$ Countywide service in West-

chester, Suffolk, Rockland

Travel training

Individuals with disabilities or older adults receive instruction to enable them to use fixed route services safely and independently

$

Travel training provided by NYC Dept. of Education, UCP of NYC, Little Flower Children and Family Services of NY (NYC and Long Island); JCC of the Greater Five Towns (Nassau); Jawonio Community Employ-ment Services, Rockland Psy-chiatric Center, Mental Health Assoc. of Rockland (Rockland)

Accessible taxi vehicles Suppor t for the purchase of acces-sible vehicles by taxi providers $-$$

Increased days/hours of fixed-route or paratransit service; new and extended routes

New fixed route service; paratransit service beyond the required match to fixed route service days/hours

$-$$ New Sunday service in Suffolk

Volunteer driver programs Economical way to provide trips in rural or underserved areas $

Westchester RideConnect, Town of Shelter Island, Rock-land Psychiatric Center

Taxi or flexible voucher pro-grams

Subsidized rides with taxi providers or a flexible mix of public transit operators, nonprofit providers or friends/family/neighbors

$Westchester, Rockland, Nor th Hempstead taxi voucher pro-grams

Paratransit feeder service to fixed-route transit (bus & rail)

Paratransit service is used to provide access between homes or final destinations and fixed route services

$ Westchester paratransit trans-fer point at White Plains station


DIIIIIID I

DDIIIII

IIIDI III IIIIID II

IDIID

DII I

I DIDD

II

DI I

II

IIII

DIII

I

36





PLANNING AREA

Cycling as a modes of trans-por tation for older adults and persons with disabilities

Public bike share systems typi-cally utilize a bike designed for an abled-bodied commuter. A diverse community needs different types of bikes for different user abili-ties and trip purposes. Accessible bike sharing could include tandem, hand cycle, electric assist, and / or three-wheeled cargo bikes.

$ - $$ Various throughout the planning area.

Subsidized Internet-based ride hailing service for supplemental service and/or first mile/last mile connections

Agencies provide subsidy to customers to purchase trips from transpor tation network companies (TNCs), also known as ride-hailing services

$

Coordination

Mobility Manager programs (new & enhanced)

Mobility Managers serve as policy coordinators, service brokers, and customer travel navigators. They help communities develop transpor tation coordination plans, programs, and policies, and build local par tnerships.

$

Mobility Management programs are in operation in NYC and Nassau, Rockland, and West-chester counties

Transfer policies between para-transit providers and/or human services providers

Providers develop joint procedures to make trips that require a transfer from one service area to another easier for customers, including: trip reservations, safe and com-for table transfer point, schedule coordination and vehicle wait times, and fare payment

$

SCAT customers can transfer to Able-Ride - SCAT coordinates reservation with Able-Ride for customer

Coordinated training programs

Lead provider or Mobility Manager makes training modules or materi-als available to other providers; providers jointly develop online training program.

Providers agree to include core top-ics in their training programs, such as sensitivity, disability awareness, or passenger assistance.

Providers make open spaces in training classes available to staff of other organizations.

$

Home Health Aides

Vanpools

Through 511NY Rideshare, indi-viduals living and working in similar areas would lease a van and share the expense of a reverse commute trip from NYC to one of the subur-ban counties.

$ 511NY Rideshare

DIIIIIID I

DDIIIII

IIIDI III IIIIID II

IDIID

DII I

I DIDD

II

DI I

II

IIII

DIII

I

37





PLANNING AREA

Volunteer drivers to clients' homes from train stations

Arrangement by a transit provider or other organization to provide vol-unteer rides to home health aides from bus or rail stations to client's homes. See also Uber/Lyft subsi-dies for first mile/last mile connec-tions below.

$ RideConnect in Westchester

Subsidized taxi or ride-hailing service for first-mile/last-mile travel

Agencies provide subsidy to customers to purchase trips from transpor tation network companies (TNCs), also known as ride-hailing services

$


DIIIIIID I

DDIIIII

IIIDI III IIIIID II

IDIID

DII I

I DIDD

II

DI I

II

IIII

DIII

I

38

5.2 REGIONAL PLANNING CONSIDERATIONS

Maximizing the priority oppor tunities for investment and coordination requires regional planning and procedural considerations to be addressed in the NYMTC planning area in order to foster consistency across jurisdictions, address procedural hurdles and under take relevant regional planning initiatives.

Toward that end, this Coordinated Plan identifies the following areas related to the priority oppor tunities for fur ther consideration in NYMTC’s regional plan-ning process:

5.2.1 RIDE-HAILING SERVICES OUTSIDE OF NEW YORK CITY

Commenters from all counties and boroughs ex-pressed interest in the potential of Internet-based ride-hailing services such as Uber or Lyft, with or without subsidies, to help overcome first-mile/last-mile challenges for transit users and provide addi-tional capacity for specialized services and paratran-sit services. Despite concerns regarding insurance coverage, inaccessibility of ride-hailing services for individuals who use wheelchairs, and reluctance or inability of some rider groups, such as older adults, to explore use of such services, ride-hailing services offer an innovative approach to enhancing services, addressing some service gaps, and meeting mobility needs.

Uber and Lyft operate legally in New York City. Ser-vices are also available in some of the surrounding counties, but there is no legal authorization for them to do so. Legislation is currently pending with the New York State Legislature to legalize ride-hailing services outside of New York City. Questions about the appropriate degree of regulation and the impact of legal upstate ride-hailing services operating ille-gally in the city on traffic and Taxi and Limousine Commission (TLC) enforcement resources will need to be answered as legislative options are consid-ered. Never theless, this is an issue of impor tance to stakeholders in the NYMTC planning area.

5.2.2 FUNDING FOR PARATRANSIT AND HUMAN SERVICES TRANSPORTATION SERVICES

One of the top issues raised by commenters in nearly all boroughs and counties was the availability and quality of paratransit service. Repor ted paratransit service issues such as long travel times, untimely pickups, and missed trips often indicate that more vehicles are needed to meet demand adequately. In addition, individuals and organizations that provide programs and services for older adults indicated a need for more transpor tation services than can be provided with current resources. Significantly in-creased funding for paratransit services and human services transpor tation provided by county or mu-nicipal governments or community-based organiza-tions is an issue to be considered throughout the NYMTC planning area.

5.2.3 FUTURE OF MEDICAID NON-EMERGENCY MEDICAL TRANSPORTATION

Developments in health care policy at the federal lev-el may affect public paratransit and human services transpor tation providers in the future. Implementa-tion of the Affordable Care Act (ACA), which features expansion of Medicaid eligibility and the mandated NEMT services that facilitate access to covered health care services for Medicaid-eligible individu-als, is not complete. Impacts of the ACA on trans-por tation providers have not yet been identified or evaluated fully. Expanded NEMT could bring needed additional revenues to public and community trans-por tation providers. However, in conjunction with the growing trend toward statewide or regional NEMT brokerages that employ a capitated rate structure, increased NEMT coupled with insufficient revenues to cover the costs of those services could lead to withdrawal of providers from NEMT networks and/or use of public paratransit services by brokers with payment of public fares only. In any case, new fed-eral health care legislation, which is likely to propose a reduced federal role in the Medicaid program, is currently being formulated and discussed.

DIIIIIID I

DDIIIII

IIIDI III IIIIID II

IDIID

DII I

I DIDD

II

DI I

II

IIII

DIII

I

39

5.2.4 POTENTIAL MOBILITY MANAGEMENT PILOT PROGRAM, NYS OFFICE OF PERSONS WITH DEVELOPMENTAL DISABILITIES (NYSOPWDD)

Building on the work of the Olmstead Development and Implementation Cabinet, the New York state leg-islature included language in the state fiscal year 2015-2016 budget requiring NYSOPWDD to facilitate a study of the state’s transpor tation system and the extent to which it meets the needs of people with disabilities, par ticularly for non-medical trips, and the potential for mobility management practices to improve access to transpor tation for that group. Fo-cusing on, but not limited to, individuals receiving services from OPWDD, the Depar tment of Health (DOH), and Office of Mental Health (OMH), the study included the following components:

� Extensive stakeholder outreach to learn about transpor tation services, challenges and needs from funding agencies, public and nonprofit transpor tation providers, users, and potential users representing urban, suburban, and rural areas

� Analysis of existing transpor tation services, gaps, and future needs

� Research into examples of best practices from New York State and across the country

� Development of a recommended Mobility Man-agement program for state-level human ser-vice agencies, including a mobility manage-ment pilot program

The recommended pilot program calls for implemen-tation of three specific mobility management strate-gies in three regions, in concer t with the implementa-tion of coordinated human service transpor tation at the state level. The goal of the pilot program would be to demonstrate the effectiveness of mobility man-agement activities to expand successful practices statewide. The three initial recommended areas are Western NY, Central NY, and the Capital region; the recommended structure for mobility management activities is the creation of a Regional Coordinating Council in each area. The three recommended pilot strategies are a One-Call / One-Click system, travel training, and travel vouchers.

Stakeholders in the NYMTC planning area may want to keep track of this effor t as it moves forward, to stay abreast of chances to par ticipate in coordina-tion or mobility management activities and any as-sociated funding oppor tunities.

5.2.5 ACCESSIBLE TAXI SERVICE

Commenters in all of the suburban counties and sev-eral New York City boroughs expressed a desire for more accessible taxi service in their communities. Different entities regulate taxi providers throughout the NYMTC planning area, from individual suburban municipalities to county-level commissions to the New York Taxi and Limousine Commission. How-ever, a regional agreement on the need for this type of service might encourage those various entities to suppor t and expand the acquisition of accessible ve-hicles by taxi operators.

5.2.6 PHYSICAL ACCESSIBILITY IMPROVEMENTS

Commenters in most of the boroughs and one subur-ban county indicated that they would like to see more accessibility features in rail and transit stations. Ac-cessibility improvements at transit stations not des-ignated as key stations as required by the ADA are an eligible use of Section 5310 funding. Such projects are likely to require a significant level of investment; station accessibility improvements could easily ab-sorb all of the NYMTC planning area’s Section 5310 funding. However, the outreach conducted as par t of the development of this Coordinated Plan highlights the impor tance of considering non-key station ac-cessibility improvements as other investment deci-sions for the NYMTC planning area are discussed in the future.

5.2.7 SECTION 5310 PROGRAM ADMINISTRATION

Commenters noted several procedural issues with the Section 5310 program. Addressing these issues would increase the utility of the program to current and future subrecipient:


DIIIIIID I

DDIIIII

IIIDI III IIIIID II

IDIID

DII I

I DIDD

II

DI I

II

IIII

DIII

I

40

� Clarifying vehicle-sharing policies. Some sub-recipients believe that they are prohibited from sharing a vehicle with another organization or providing service to older adults or people with disabilities who are clients of another organi-zation.

� Reducing the length of time for reimbursement to subrecipients, which can cause cash flow problems for small organizations.

� Obtaining 5310 repor ting from people who receive the service, in addition to information that providers are required to submit.

5.3 CONCLUSIONS

The investment and coordination oppor tunities pre-sented in this chapter offer potential solutions to the transpor tation gaps and needs for older adults and people with disabilities identified in this plan. The oppor tunities listed in Table 2 can be used as a guide to project selection when decisions about Section 5310 and other sources of federal funding are made. Other solutions are also possible, and could be con-sidered as par t of future funding decisions for the NYMTC planning area.

DIIIIIID I

DDIIIII

IIIDI III IIIIID II

IDIID

DII I

I DIDD

II

DI I

II

IIII

DIII

I

41

ENDNOTESi. As the result of recent procurement for brokerage services in the NYC region, MAS will assume responsibility for brokerage of NEMT services in NYC later in 2017. DIII

IIID IDDI

IIIIIIIDI II

I IIIIID III

DIIDDI

I II DI

DDI

IDI

II

III

IID

IIII

43

AppendicesPublic Transit -- Human Services Transportation Plan 2017


APPENDIX CONTENTS6-A LITERATURE REVIEW .................................................................................................... A-1A-1 Section 5310 Overview ....................................................................................................................................................A-1

A-2 Review of NYMTC Coordinated Plans .................................................................................................................................A-3

A-3 Lower Hudson Valley .........................................................................................................................................................A-4

A-4 New York City ....................................................................................................................................................................A-7

A-5 Long Island .....................................................................................................................................................................A-10

A-6 Review of Additional NYMTC Plans .................................................................................................................................A-18

A-7 County transportation plans and other relevant county plans and studies ..........................................................................A-19

A-8 Federal Notices ...............................................................................................................................................................A-22

6-B DEMOGRAPHIC PROFILES OF THE TARGET POPULATIONS ...................................... B-1

B-1 Lower Hudson Valley .........................................................................................................................................................B-1

B-2 New York City ..................................................................................................................................................................B-19

B-3 Long Island .....................................................................................................................................................................B-51

6-C TRANSPORTATION PROVIDERS ................................................................................... C-1

C-1 Lower Hudson Valley ........................................................................................................................................................ C-3

C-2 New York City ................................................................................................................................................................. C-18

C-3 Long Island .................................................................................................................................................................... C-40

6-D PUBLIC INPUT: WORKSHOP AND SURVEY COMMENTS.............................................. D-1

D-1 Lower Hudson Valley ........................................................................................................................................................ D-3

D-2 New York City ................................................................................................................................................................... D-7

D-3 Long Island .................................................................................................................................................................... D-17

D-4 Workshop Comments ..................................................................................................................................................... D-21

D-5 Survey Comments .......................................................................................................................................................... D-58

D-6 Survey Results ............................................................................................................................................................... D-74

6 E DESCRIPTION OF INVESTMENT OPPORTUNITIES ....................................................... E-1

E-1 Paratransit Services ..........................................................................................................................................................E-1

E-2 Fixed-Route Transit Services ...........................................................................................................................................E-14

E-3 Physical Accessibility Improvements ...............................................................................................................................E-16

E-4 Information and Communication ......................................................................................................................................E-20

E-5 Service Enhancement ......................................................................................................................................................E-27

E-6 Coordination ..................................................................................................................................................................E-42

E-7 Home Health Aides .........................................................................................................................................................E-46

TABLETable A 1: Projects Funded by 5310, 5316, AND 5317 (LOWER HUDSON VALLEY) ......................................................................A-6

Table A 2: Projects Funded by 5310, 5316, AND 5317 (NEW YORK CITY) ....................................................................................A-9

Table A 3: Projects Funded by 5310, 5316, AND 5317 (LONG ISLAND) ......................................................................................A-11

Table A 4: Priority Strategies (NEW YORK CITY) ........................................................................................................................A-12

Table A 5: Priority Strategies (LONG ISLAND) ............................................................................................................................A-13

Table A 6: Priority Strategies (LOWER HUDSON VALLEY)...........................................................................................................A-15

Table B 1: Population Change by County (Lower Hudson Valley) ...................................................................................................B-2

Table B 2: Population Change by County (Lower Hudson Valley) ...................................................................................................B-2

Table B 3: Older Adults (65+) by County Subdivision (PUTNAM COUNTY) ...................................................................................B-3

Table B 4: Persons with Disability by County Subdivision (PUTNAM COUNTY) ..............................................................................B-5

Table B 5: Older Adults (65+) by County Subdivision (ROCKLAND COUNTY) ...............................................................................B-7

Table B 6: Persons with a Disability by County Subdivision (ROCKLAND COUNTY) .....................................................................B-10

Table B 7: Older Adults (65+) by County Subdivision (WESTCHESTER COUNTY) .......................................................................B-13

Table B 8: Persons with a Disability by County Subdivision (WESTCHESTER COUNTY) ...............................................................B-16

Table B 9: Population Change by Borough (NEW YORK CITY) .....................................................................................................B-19

Table B 10: Target Populations by Borough (NEW YORK CITY) ...................................................................................................B-19

Table B 11: Target Populations and Density by Borough (NEW YORK CITY) .................................................................................B-20

Table B 12: Older Adults (65+) by Zip Code (THE BRONX) .........................................................................................................B-21

Table B 13: Persons with a Disability by Zip Code (THE BRONX) .................................................................................................B-24

Table B 14: Older Adults (65+) by Zip Code (BROOKLYN) ..........................................................................................................B-27

Table B 15: Persons with a Disability by Zip Code (BROOKLYN) ..................................................................................................B-30

Table B 16: Older Adults (65+) by Zip Code (MANHATTAN) .......................................................................................................B-33

Table B 17: Persons with a Disability by Zip Code (MANHATTAN) ...............................................................................................B-36

Table B 18: Older Adults (65+) by Zip Code (QUEENS) ..............................................................................................................B-39

Table B 19: Persons with a Disability by Zip Code (QUEENS) ......................................................................................................B-42

Table B 20: Older Adults (65+) by Zip Code (STATEN ISLAND) ..................................................................................................B-45

Table B 21: Persons with a Disability by Zip Code (STATEN ISLAND) ...........................................................................................B-48

Table B 22: Population Change by County (LONG ISLAND) .........................................................................................................B-51

Table B 23: Target Population by County (LONG ISLAND)............................................................................................................B-51

Table B 24: Older Adults (65+) by Census Place (NASSAU COUNTY) ........................................................................................B-52

Table B 25: Persons with a Disability by Census Place (NASSAU COUNTY) .................................................................................B-55

Table B 26: Older Adults (65+) by Census Place (SUFFOLK COUNTY) .......................................................................................B-58

Table B 27: Persons with a Disability by Census Place (SUFFOLK COUNTY) ................................................................................B-61

Table C 1: Putnam County Transportation Providers (LOWER HUDSON VALLEY) .......................................................................... C-3

Table C 2: Putnam County Providers and Target Populations (LOWER HUDSON VALLEY) ............................................................. C-5

Table C 3: Rockland County Transportation Providers (LOWER HUDSON VALLEY) ....................................................................... C-6

Table C 4: Rockland County Providers and Target Populations (LOWER HUDSON VALLEY) ........................................................... C-9

Table C 5: Westchester County Transportation Providers (LOWER HUDSON VALLEY)................................................................. C-10

Table C 6: Westchester County Providers and Target Populations (LOWER HUDSON VALLEY) .................................................... C-17

Table C 7: New York City Transportation Providers (NEW YORK CITY) ........................................................................................ C-18

Table C 8: The Bronx Transportation Providers (NEW YORK CITY) .............................................................................................. C-20

Table C 9: The Bronx Providers and Target Populations (NEW YORK CITY) ................................................................................. C-23

Table C 10: Brooklyn Transportation Providers (NEW YORK CITY) .............................................................................................. C-24

Table C 11: Brooklyn Providers and Target Populations (NEW YORK CITY) ................................................................................. C-29

Table C 12: Manhattan Transportation Providers (NEW YORK CITY) ........................................................................................... C-30

Table C 13: Manhattan Providers and Target Populations (NEW YORK CITY) ............................................................................... C-32

Table C 14: Queens Transportation Providers (NEW YORK CITY) ................................................................................................ C-33

Table C 15: Queens Providers and Target Populations (NEW YORK CITY) ................................................................................... C-37

Table C 16: Staten Island Transportation Providers (NEW YORK CITY) ....................................................................................... C-38

Table C 17: Staten island Providers and Target Populations (NEW YORK CITY) ........................................................................... C-39

Table C 18: Nassau County Transportation Providers (LONG ISLAND) ........................................................................................ C-40

Table C 19: Nassau County Providers and Target Populations (LONG ISLAND) ........................................................................... C-44

Table C 20: Suffolk County Transportation Providers (LONG ISLAND) ........................................................................................ C-45

Table C 21: Suffolk County County Providers and Target Populations (LONG ISLAND) ................................................................ C-50

Table D 1: Putnam County Condensed Needs from Workshop Comments (LOWER HUDSON VALLEY) ......................................... D-3

Table D 2: Putnam County Condensed Solutions from Workshop Comments (LOWER HUDSON VALLEY) .................................... D-3

Table D 3: Rockland County Condensed Needs from Workshop Comments (LOWER HUDSON VALLEY) ....................................... D-4

Table D 4: Rockland County Condensed Solutions from Workshop Comments (LOWER HUDSON VALLEY) ................................. D-5

Table D 5: Westchester County Condensed Needs from Workshop Comments (LOWER HUDSON VALLEY) .................................. D-6

Table D 6: Westchester County Condensed Solutions from Workshop Comments (LOWER HUDSON VALLEY) ............................ D-6

Table D 7: The Bronx Condensed Needs from Workshop Comments (NEW YORK CITY) ............................................................... D-7

Table D 8: The Bronx Condensed Solutions from Workshop Comments (NEW YORK CITY).......................................................... D-7

Table D 9: Brooklyn Condensed Needs from Workshop Comments (NEW YORK CITY) ................................................................. D-9

Table D 10: Brooklyn Condensed Solutions from Workshop Comments (NEW YORK CITY) .......................................................... D-9

Table D 11: Manhattan Condensed Needs from Workshop Comments (NEW YORK CITY) ........................................................... D-11

Table D 12: ManhAttan Condensed Solutions from Workshop Comments (NEW YORK CITY) ..................................................... D-11

Table D 13: Queens Condensed Needs from Workshop Comments (NEW YORK CITY) ............................................................... D-13

Table D 14: Queens Condensed Solutions from Workshop Comments (NEW YORK CITY) ......................................................... D-13

Table D 15: Staten Island Condensed Needs from Workshop Comments (NEW YORK CITY) ....................................................... D-15

Table D 16: Staten Island Condensed Solutions from Workshop Comments (NEW YORK CITY) ................................................. D-15

Table D 17: Nassau County Condensed Needs from Workshop Comments (LONG ISLAND) ....................................................... D-17

Table D 18: Nassau County Condensed SOLUTIONS from Workshop Comments (LONG ISLAND) .............................................. D-18

Table D 19: Suffolk County Condensed Needs from Workshop Comments (LONG ISLAND) ........................................................ D-19

Table D 20: SUFFOLK County Condensed SOLUTIONS from Workshop Comments (LONG ISLAND) ........................................... D-20

Table D 21: Workshop Comments (ALL COUNTIES, SORT BY COUNTY) .................................................................................... D-21

Table D 22: Survey Comments (ALL COUNTIES) ....................................................................................................................... D-58

Table D 23: Question 7 Does your organization provide transportation services (operate vehicles, provide volunteer

rides, contract for transportation, buy/distribute transit tickets or passes, subsidize transportation vouchers)?

(NEW YORK CITY) �� D-75

Table D 24: Question 8 Question 8 Please say a few words about public transit/human services transportation

successes in your community� (NEW YORK CITY) �� D-76

Table D 25: Question 10 Please rank the top transportation challenges faced by your customers/clients, with 1

representing the top challenge� (NEW YORK CITY) �� D-77

Table D 26: Question 7 Does your organization provide transportation services (operate vehicles, provide volunteer


(LONG ISLAND) �� D-82

Table D 27: Question 8 Question 8 Please say a few words about public transit/human services transportation

successes in your community� (LOND ISLAND) �� D-83


representing the top challenge� (LONG ISLAND) �� D-85

Table D 29: Question 7 What are the top five destinations for your customers? Please include name (such as

Walmart), city/town, and street if there is more than one store/office/facility in that city/town. (LOWER

HUDSON VALLEY) �� D-90

Table D 30: Question 8 Please say a few words about public transit/human services transportation successes in your

community� (LOWER HUDSON VALLEY) �� D-91


representing the top challenge� (LOWER HUDSON VALLEY)�� D-93

FIGURESFigure B 1: Older Adults (65+) by Census Tract (PUTNAM COUNTY) .......................................................................................... B-3

Figure B 2: Older Adults (65+) per Square Mile by Census Tract (PUTNAM COUNTY) .................................................................. B-4

Figure B 3: Persons with a Disability by Census Tract (PUTNAM COUNTY) ................................................................................... B-5

Figure B 4: Persons with a Disability per Square Mile by Census Tract (PUTNAM COUNTY) .......................................................... B-6

Figure B 5: Older Adults (65+) by Census Tract (ROCKLAND COUNTY) ...................................................................................... B-8

Figure B 6: Older Adults (65+) per Square Mile by Census Tract (ROCKLAND COUNTY) ............................................................. B-9

Figure B 7: Persons with a Disability by Census Tract (ROCKLAND COUNTY) ............................................................................ B-11

Figure B 8: Persons with a Disability per Square Mile by CENSUS Tract (ROCKLAND COUNTY) .................................................. B-12

Figure B 9: Older Adults (65+) by Census Tract (WESTCHESTER COUNTY) .............................................................................. B-14

Figure B 10: Older Adults (65+) per Square Mile by Census Tract (WESTCHESTER COUNTY) ................................................... B-15

Figure B 11: Persons with a Disability by Census Tract (WESTCHESTER COUNTY) .................................................................... B-17

Figure B 12: Persons with a Disability per Square Mile by Census Tract (WESTCHESTER COUNTY) ........................................... B-18

Figure B 13: Older Adults (65+) by Census Tract (THE BRONX) ................................................................................................ B-22

Figure B 14: Older Adults (65+) per Square Mile by Census Tract (THE BRONX) ....................................................................... B-23

Figure B 15: Persons with a Disability by Census Tract (THE BRONX) ........................................................................................ B-25

Figure B 16: Persons with a Disability per Square Mile by Tract (THE BRONX) ............................................................................ B-26

Figure B 17: Older Adults (65+) by Census Tract (BROOKLYN) ................................................................................................. B-28

Figure B 18: Older Adults (65+) per Square Mile by Census Tract (BROOKLYN) ........................................................................ B-29

Figure B 19: Persons with a Disability by Census Tract (BROOKLYN) ......................................................................................... B-31

Figure B 20: Persons with a Disability per Square Mile by Census Tract (BROOKLYN) ................................................................. B-32

Figure B 21: Older Adults (65+) by Census Tract (MANHATTAN) .............................................................................................. B-34

Figure B 22: Older Adults (65+) per Square Mile by Census Tract (MANHATTAN) ...................................................................... B-35

Figure B 23: Persons with a Disability by Census Tract (MANHATTAN) ....................................................................................... B-37

Figure B 24: Persons with a Disability per Square Mile by Tract (MANHATTAN) .......................................................................... B-38

Figure B 25: Older Adults (65+) by Census Tract (QUEENS) ..................................................................................................... B-40

Figure B 26: Older Adults (65+) per Square Mile by Census Tract (QUEENS) ............................................................................. B-41

Figure B 27: Persons with a Disability by Census Tract (QUEENS).............................................................................................. B-43

Figure B 28: Persons with a Disability per Square Mile by Census Tract (QUEENS) ..................................................................... B-44

Figure B 29: Older Adults (65+) by Census Tract (STATEN ISLAND) .......................................................................................... B-46

Figure B 30: Older Adults (65+) per Square Mile by Census Tract (STATEN ISLAND) ................................................................. B-47

Figure B 31: Persons with a Disability by Census Tract (STATEN ISLAND) .................................................................................. B-49

Figure B 32: Persons with a Disability per Square Mile by Census Tract (STATEN ISLAND) ......................................................... B-50

Figure B 33: Older Adults (65+) by Census Tract (NASSAU COUNTY) ........................................................................................B-53

Figure B 34: Older Adults (65+) per Square Mile by Census Tract (NASSAU COUNTY) ...............................................................B-54

Figure B 35: Persons with a Disability by Census Tract (NASSAU COUNTY) ................................................................................B-56

Figure B 36: Persons with a Disability per Square Mile by CEnsus Tract (NASSAU COUNTY) .......................................................B-57

Figure B 37: Older Adults (65+) per Square Mile by Census Tract (SUFFOLK COUNTY) ..............................................................B-59

Figure B 38: Older Adults (65+) per Square Mile by Census Tract (SUFFOLK COUNTY) .............................................................B-60

Figure B 39: Persons with a Disability by Census Tract (SUFFOLK COUNTY) ...............................................................................B-62

Figure B 40: Persons with a Disability per Square Mile by Census Tract (SUFFOLK COUNTY) ......................................................B-63

Figure D 1: Question 3 Which of the following populations does your organization represent/serve? (NEW YORK

CITY) �� D-74

Figure D 2: Question 5 Please select the option that best describes your organization� Choose only one of the

following� (NEW YORK CITY) �� D-74

Figure D 3: Question 6 Does your organization provide transportation services (operate vehicles, provide volunteer



Figure D 4: Question 9 Please select the top transportation challenges faced by your customers/clients (Select up to

five). (NEW YORK CITY) �� D-76

Figure D 5: Question 11 Is there currently a Mobility Manager or mobility management program in your borough?


Figure D 6: Question 13 Has an operational support system been implemented to assist Mobility Managers in your

borough? (NEW YORK CITY) �� D-78

Figure D 7: Question 16 Is there an agency that provides training and support for Mobility Managers in your borough?


Figure D 8: Question 19 Are transportation providers able to purchase new vehicles? (NEW YORK CITY) ��D-79

Figure D 9: Question 20 Have subsidy or voucher programs been introduced in your borough to help riders use taxi,

community car, or TNCs (Uber, Lyft, etc�)? (NEW YORK CITY) �� D-79

Figure D 10: Question 21 Have travel training programs to help people with disabilities take public transit been

implemented in your borough? (NEW YORK CITY) �� D-80

Figure D 11: Question 22 Has transit service been improved or expanded to new areas in your borough? Expansion

may include service in a new area, or expanded hours of service� (NEW YORK CITY) �� D-80

Figure D 12: Question 3 Which of the following populations does your organization represent/serve? (LONG ISLAND)

�� D-81


following� (LONG ISLAND) �� D-81





five). (LONG ISLAND) �� D-84



Figure D 17: Question 13 Has an operational support system been implemented to assist Mobility Managers in your

borough? (LONG ISLAND) �� D-86

Figure D 18: Question 15 Are transportation providers (e�g� HSAs, paratransit providers, etc�) able to replace vehicles

at the end of their useful lives? (LONG ISLAND) �� D-86

Figure D 19: Question 16 Is there an agency that provides training and support for Mobility Managers in your

borough? (LONG ISLAND) �� D-87

Figure D 20: Question 17 Have accessibility improvements to rail stations been made? (LONG ISLAND) ��D-87

Figure D 21: Question 18 Have specialized services that provide links to employment locations been implemented?

Examples may include shuttles or vanpools� (LONG ISLAND) �� D-87

Figure D 22: Question 20 Have fixed route transit service improvements that support job access been implemented?


Figure D 24: Question 3 Which of the following populations does your organization represent/serve? (LOWER



following� (LOWER HUDSON VALLEY) �� D-89



(LOWER HUDSON VALLEY) �� D-90


five). (LOWER HUDSON VALLEY) �� D-92



Figure D 28: Question 13 Has coordination of agency services/mobility management improved in your county?


Figure D 29: Question 15 Is there a central source for information about transportation services in your county? The

source could be a printed or online directory, call center, or one-call/one-click system� (LOWER HUDSON

VALLEY) �� D-94

Figure D 30: Question 17 Have any new transit service expansions or improvements been implemented in your

county? (LOWER HUDSON VALLEY) �� D-95

Figure D 31: Question 19 Transportation voucher programs are consumer-driven, and allow participants to control

resources directly and to make their own decisions about service providers� Have any travel voucher

programs been implemented in your county? (LOWER HUDSON VALLEY) �� D-95

Figure D 32: Question 20 Reduced fare vouchers for taxis, community cars, or TNCs (Uber, Lyft, etc�) are offered to

older adults, persons with disabilities and persons with low incomes to increase trip flexibility and coverage

of service� Have any reduced fare voucher programs been implemented in your county? (LOWER HUDSON

VALLEY) �� D-96

Figure D 33: Question 21 Travel training programs are designed to train individuals to use public transit� Have any

programs like this been implemented in your county? (LOWER HUDSON VALLEY) �� D-96

Figure D 34: Question 22 Has access for people with disabilities to bus stops improved? (LOWER HUDSON VALLEY)

�� D-97

Figure D 35: Question 23 Have reverse commute strategies, such as shuttle services to/from rail stations or bus

stops, or vanpools, been implemented in your county? (LOWER HUDSON VALLEY) �� D-97

Figure D 36: Question 24 Have specialized services that provide links to employment locations been implemented?

Examples may include shuttles or vanpools� (LOWER HUDSON VALLEY) �� D-98

Figure D 37: Question 26 Have transit service improvements that support job access been implemented? (LOWER


Figure E 1: FindMyRidePA ............................................................................................................................................................E-9

Figure E 2: MAG Provider Inventory ............................................................................................................................................E-22

Figure E 3: Transportation link-line .............................................................................................................................................E-23

Figure E 4: NYU Mobile Safe Ride ...............................................................................................................................................E-26

Figure E 5: Ride Connection .......................................................................................................................................................E-33

A-1 SECTION 5310 OVERVIEW

Section 5310 (49 U.S.C. 5310) provides funding to eligible recipients to assist in meeting the transpor tation needs of older adults and people with disabilities when existing transpor tation service is inaccessible, insufficient, or inappropriate to meet these needs. Funds are appor tioned based on New York State’s share of older adults and people with disabilities. Formula funds are appor tioned to direct recipients. In large urban areas, a designated recipient is chosen by the governor. Direct recipients have flexibility in how they select subrecipient projects for fund-ing, but their decision process must be clearly noted in a state/program manage-ment plan.


6-A LITERATURE REVIEW

A-1

IDIIII

I SSSS I

IDII

IDS

The selection process may be formula-based, com-petitive or discretionary, and subrecipients can in-clude states or local government authorities, private non-profit organizations, and/or operators of public transpor tation.

https://www.transit.dot.gov/funding/grants/enhanced-mobility-seniors-individuals-disabilities-section-5310

A-1.1 CHANGES IN THE FAST ACT

The FAST Act introduced a discretionary pilot pro-gram for innovative coordinated access and mobil-ity, which is open to 5310 recipients, to assist in financing inventive projects for the targeted popula-tions that improve the coordination of transpor tation services and transpor tation services for non-emer-gency medical; such as: the deployment of coordi-nation technology, projects that create or increase access to community, One-Call/One-Click Centers, etc. A state or local governmental entity that oper-ates public transpor tation service and that is eligible to receive direct grants under 5311 or 5307 is now also eligible to be a direct recipient for Section 5310 funds.

FTA will distribute a guide of Best Practices to public transpor tation stakeholders on innovation, program models, new services delivery options, performance measure findings, and transit cooperative research program repor ts.

https://www.transit.dot.gov/funding/grants/enhanced-mobility-seniors-individuals-disabilities-section-5310

https://www.transit.dot.gov/sites/fta.dot.gov/files/5310_Enhanced_Mobility_of_Seniors_and_Disabled_Fact_Sheet.pdf

A-1.2 REQUIREMENTS FOR COORDINATED PLANNING

Prior to receiving a grant, the designated recipient must cer tify that:

� The projects selected by the recipient are in-cluded in a locally developed, coordinated public transit-human services transpor tation plan.

� The plan was developed and approved through a process that included par ticipation by se-niors, individuals with disabilities, representa-tives of public, private, and nonprofit transpor-tation and human services providers and other members of the public.

� To the maximum extent feasible, the services funded will be coordinated with transpor tation services assisted by other Federal depar t-ments and agencies, including any transpor ta-tion activities carried out by a recipient of a grant from the Depar tment of Health and Hu-man Services.

� In addition to the coordinated planning require-ments, to be eligible for funding, section 5310 projects in urban area’s must be included in the metropolitan transpor tation plan (MTP) prepared and approved by the metropolitan planning organization (MPO) and the governor, and the statewide transpor tation improvement program (STIP) developed by a state or jointly approved by FTA and FHWA.

Projects selected for Section 5310 funding must be included in a coordinated public transit-human ser-vices transpor tation plan. FTA maintains flexibility in how projects appear in the coordinated plan. For example, for the purposes of the coordinated plan, a project is a strategy, activity or specific action ad-dressing an identified service gap or transpor tation coordination objective ar ticulated and prioritized within the plan. For example, a coordinated plan may identify a service gap, such as the absence of ac-cessible transpor tation service after 10:00 p.m., when the transit system’s fixed route service ends. Examples of strategies to address this service gap may be non-specific, such as adding late-night ser-vice options; or may be more specific, such as con-tracting for accessible taxi service or extending ADA complementary paratransit hours past the fixed route service end time. The level of specificity in the coor-dinated plan is a local decision.

https://www.transit.dot.gov/funding/grants/grant-pro-grams/section-5310-%E2%80%93-enhanced-mobility-seniors-and-individuals-disabilities#19


A-2

IDIIII

I SSSS I

IDII

IDS

A-2 REVIEW OF NYMTC COORDINATED PLANS

The New York Metropolitan Transpor tation Council (NYMTC) planning area encompasses the five bor-oughs of New York City (Bronx, Brooklyn, Manhat-tan, Queens, and Staten Island), Nassau and Suffolk Counties on Long Island, and Putnam, Rockland, and Westchester Counties in the Lower Hudson Valley. This region has a diverse, multi-modal transpor tation network that includes layers of public transpor tation, paratransit services, and human service transpor-tation programs. The objective of the Coordinated Public Transit-Human Services Transpor tation Plan (“Coordinated Plan”) is to identify and prioritize co-ordination strategies that will improve the efficiencies of these varied and complex services. In prior Coor-dinated Plans, “community transpor tation” refers to public transit and paratransit services, other public transpor tation services, human services transpor-tation, and non-emergency medical transpor tation services that focus on older adults, persons with disabilities, and persons below the pover ty line.

2009 COORDINATED PLAN

The 2009 Coordinated Public Transit-Human Ser-vices Transpor tation Plan (CPT-HST) was guided by the Safe, Accountable, Flexible, Efficient Transpor ta-tion Equity Act: A Legacy for Users (SAFETEA-LU), the federal transpor tation act guiding transpor tation funding at that time. SAFETEALU required that re-gions develop a coordination plan as a condition to access programs offered by the Federal Transit Ad-ministration (FTA), which funded transpor tation ser-vices focused on par ticularly low income workers, older adults, and persons with disabilities.

2013 COORDINATED PLAN

The 2013 Coordinated Plan represents an update of NYMTC’s previous plan, developed in 2009. At the time of this update to the Coordinated Plan (2013), surface transpor tation planning and programming was guided by new federal legislation, Moving Ahead for Progress in the 21st Century (MAP-21). The leg-islation took effect on October 1, 2012 and guided surface transpor tation funding for 27 months until January 1, 2015. MAP-21 includes several strategic

changes from SAFETEA-LU including the way human service transpor tation programs are funded and the associated requirements for coordinated planning. One of MAP-21’s central goals was to reverse the proliferation of smaller and more specialized pro-grams and consolidate them into larger programs that give funders more flexibility.

MAP-21 Transit Programs Summary and MAP-21 Program Overview on the FTA website, http://www.fta.got. gov/map21

This plan focused on identifying 1) demographic changes that occurred since the 2009 plan was is-sued, 2) the changes in unmet needs of the popula-tion groups largely dependent on these services, and 3) coordination strategies to address those unmet needs. The update to the Coordinated Plan includes a comparison of SAFETEA-LU to MAP-21, and up-dates to the demographic chapters using data from the 2010 Census, 2007-2011 American Community Survey 5-year estimates, and 2009-2011 American Community Survey 3-year estimates.

Highlights of coordinated planning changes (From 2009-2013):

� MAP-21 eliminates the Job Access and Re-verse Commute (JARC Section 5316) pro-gram. Program funds aimed at providing ser-vices to low income individuals to access jobs or suppor t reverse commute are now eligible for funding under either the Urban Area For-mula Grants (Section 5307) or the Rural Area Formula Grants (Section 5311).

� Projects funded as JARC projects do not have to be selected from a coordinated planning process. However, FTA encourages Metropoli-tan Planning Organizations (MPOs) and Sec-tion 5307 recipients to continue the coordinat-ed planning process and consider the funding needs of existing JARC projects and services.

� The New Freedom Program (Section 5317) is eliminated. Instead, funding for persons with disabilities is absorbed into the renamed En-hanced Mobility of Seniors and Individuals with Disabilities Program (Section 5310).

� Projects selected for funding under Section 5310 must be derived from a locally devel-

A-3

IDIIDS

II I

DDII

II

III

IID

IDI DDD

II

oped, coordinated public transit-human ser-vices transpor tation plan. However, the com-petitive selection process, which was required under SAFTEA-LU, is now optional.

A-3 LOWER HUDSON VALLEY

A-3.1 EXISTING TRANSPORTATION SERVICES

There are existing public transpor tation networks in all three counties in the Lower Hudson Valley. In Westchester and Rockland Counties, these networks are extensive and generally provide countywide ser-vices. Extensive paratransit services are provided in the respective regions. In all three counties, the paratransit services exceed the statutory require-ments imposed on local governments by the Ameri-cans with Disabilities Act (ADA).


� Regional rail service: Metro-Nor th Railroad (MNR) and New Jersey Transit (NJT)

� Fixed-route bus service, which include com-muter and express services to New York City

� Westchester County is served by the county’s fixed-route public transpor tation system – Bee-Line System

� Rockland County is served by Transpor t of Rockland (TOR) provides fixed-route service throughout the county

� Rockland operates TAPPAN ZEExpress bus service Monday-Saturday to Tarrytown MNR Station and White Plains

� Ferry: MNR contracts with NY Waterway to operate Haverstraw/Ossining Ferry (to MNR Hudson Line)

� Putnam County Transpor tation also operates fixed-route bus service (most service is in the eastern section of the county and focused on the Brewster area)

� There are additional small municipal bus ser-vices and shuttles in cer tain towns (Spring Valley, Clarkstown)

ADA Complementary Paratransit

� Westchester County Office for the Disabled provides ADA complementary paratransit service in Westchester. Service is provided countywide during core hours, but is limited to a ¾ mile radius around the fixed-route service coverage outside core hours

� Rockland County operates TRIPS (Transpor-tation Resources Intra-County for Physically Handicapped and Senior Citizens) paratransit service. TRIPS operates two types of service; regular TRIPS Service and ADA Trips. Regular is for residents with physical or mental dis-abilities or are over the age of 60 (Individu-als who have a difficult time using municipal, fixed-route bus service). Regular TRIPS also operates on a space-available basis during cer tain daytime hours. ADA TRIPS Service is offered to residents who are prevented from using municipal fixed-route service because of their disability. The origin and destination of these ADA TRIPS must be within ¾ mile of a municipal fixed-route bus service. ADA TRIPS is available during the same hours of the mu-nicipal fixed-route bus services.

� Putnam County Transit operates its own ADA service, PART Paratransit

� Westchester County Office for the Disabled and Rockland County’s TRIPS service offer service that exceeds ADA statutory requirements. Put-nam County provides ADA paratransit services within ¾ mile of its fixed-route service and during the same day and hours

Human Service Transportation

� At least 25 separate (mostly municipally oper-ated) programs suppor t shopping and trips to community senior centers


A-4

DIS

DI DIIII

I I

DDDDD

Medicaid Transportation

� Medicaid transpor tation services in New York State are administered by the New York State Depar tment of Health and, in the Lower Hud-son Valley, by the respective county Depar t-ments of Social Services (DSS)

A-3.2 CHANGES TO THE PLAN SINCE 2009 DEMOGRAPHIC ANALYSIS

Generally, Lower Hudson Valley towns and villages that have high concentrations of older adults (65+), also have high concentrations of people living below the pover ty level

� Putnam County – Carmel, has a high amount of seniors throughout the town, the clusters of high density of older adults are spread out in isolated census tracts in the county. There is only American Community Survey information for one county subdivision in Putnam, which states that Carmel has 3,131 people living with disabilities.

� Rockland County – The older adult population is spread out in the county, with higher densi-ties in Spring Valley and eastern Haverstraw. The American Community Survey has informa-tion on three county subdivisions in Rockland County - Ramapo has the highest number of persons with disabilities.

� Westchester County – There is a high con-centration of older adults along the Bronx border and the south of I-287. There are also high concentrations of older adults also ex-ist throughout Yonkers, Mount Vernon, White Plains, New Rochelle, and the Town of Rye. The American Community Survey has informa-tion for 15 out of the 25 county subdivisions. The total number of persons with disabilities within these 15 subdivisions is about 73,000.

A-5

DIS

DI DIIII

I I

DDDDD

PROJECT RECIPIENT FUNDING SOURCE

FUNDING AMOUNT

Section 5310 Program vehicles to provide transpor tation for elderly and persons with disabilities by private not for profit agencies NYSDOT 5310

$25,000 (FY2011)$1,225,000

New Haven Line Stations – PH II – this project will rehabilitate identified station elements at Mount Vernon East, Pelham, New Rochelle, Larchmont, Mamaroneck, and Harrison in order to bring these facilities to a state of good repair.

Metro Nor th 5316

$8,390,000 (5316)$9,850,000 (5317)

NYSDOT administrative contract (regionwide) to provide administrative suppor t for the oversight and development of the NYSDOT JARC and New Freedom Program in the NYMTC area.

NYMTC area 5316 $280,000

Bee-Line Route 4 Weekday service increase – increase weekday service by 50% on Bee-Line Route 4 between 2pm and 9pm to accommodate the ridership growth.

Westchester 5316 $1,039,666

Bee-Line Bus Routes 8, 13, 45, 55 & 78 Westchester 5316 $1,489,888

Bee-Line Bus Routes 2 & 20 Westchester 5316 $1,541,000

Family Services of Westchester - Mobility management implementation in Nor thern Westchester – to address the mobility challenges faced by older adults, persons with disabilities and individuals with low income in the Nor theastern section of the County.

Westchester 5316

$306,000 (5316)$306,000 (5317)

Van purchase for Family Services of Westchester – provide transpor tation services to connect urban home health aides with the elderly and disabled suburban population.

Westchester 5316 $40,000

Family Services of Westchester – provide transpor tation services to connect urban home health aides with the elderly and disabled suburban population.


Transpor ting low income employees who suppor t individuals with develop-mental disabilities to suppor t low-income and minority workers from NYC by helping fund work in and get transpor t to one of the Institutes of Applied Human Dynamics in Westchester County.

Westchester 5316 $61,000

Westchester Bee-Line 78 continuation and expansion. This project is the continuation of RTE 78 Core Service as well as expansion of RTE 78 to provide service to Ridge Hill Village development. Service connects resi-dents to job oppor tunities in the area.


ADA Transit Accessibility II & MM. Provide ADA accessibility to transit in areas that do not now have access by making improvements to sidewalk areas in multiple locations.Hiring of Mobility Manager to coordinate with Transpor tation Providers in Putnam County.

Putnam 5317 $582,000

TABLE A 1: PROJECTS FUNDED BY 5310, 5316, AND 5317 (LOWER HUDSON VALLEY)

Source: https://www.nymtc.org/Portals/0/Pdf/RTP/Appendix6.pdf


A-6

DIS

DI DIIII

I I

DDDDD

A-4 NEW YORK CITY


New York City is unique in the United States in that nearly all geographic areas in the city are served by at least one transpor tation provider, with many ser-vices available 24 hours a day, seven days a week. The accessibility and availability of these services, however, varies by community and neighborhood


Consists of rail, subway, bus, and ferry services

� Operated by The Metropolitan Transit Admin-istration (MTA): Subway and Bus routes in all five boroughs

� Operated by the New York City Depar tment of Transpor tation (NYCDOT): Free ferry service between Lower Manhattan and Staten Island

� MTA Metro-Nor th Railroad and MTA Long Is-land Rail Road (LIRR) include more limited rail service within the city

� Por t Authority of NY & NJ (PATH) also includes more limited rail service within the city

� MTA Metro-Nor th Railroad, MTA Long Island Rail Road (LIRR), Por t Authority of NY & NJ (PATH), Nassau Inter-County Express (NICE), Westchester Bee-Line and New Jersey Transit, as well as private bus operators, provide trans-por tation between New York City and suburban communities

Privately Owned Public Transportation

� New York City has a fleet of more than 13,000 taxi cabs and approximately 35,000 for-hire vehicles, regulated by the city’s Taxi and Lim-ousine Commission (TLC)

� Less than 2% of the fleet is wheelchair-acces-sible

� NYC 311: offers accessible taxi dispatch ser-vice. Wheelchair-accessible yellow taxis will respond to trips originating in Manhattan and ending in any of the five boroughs, Westches-ter and Nassau counties and also the three re-

gional airpor ts (http://www.nyc.gov/html/tlc/html/passenger/accessible.shtml)

� Private bus companies provide commuter bus services between New York City and surround-ing suburban communities

� Private ferries provide service within the city and between the city and suburban counties

� In 2012, the New York City Depar tment for the Aging (DFTA) implemented a voucher program that provides persons with disabilities (in two community districts) a debit card to pay for taxi rides

ADA Complementary Paratransit Services

� In compliance with the ADA, MTA New York City Transit offers complementary paratransit to individuals who are unable to access or use fixed-route service due to their disability

� Access-A-Ride: A service available in all five boroughs for travel anywhere in the city (24 hours a day, 7 days a week). Also provides service within ¾ mile radius of NYC Transit bus routes that extend into Nassau and West-chester Counties.

Medicaid Non-Emergency Medical Transportation

� For individuals who qualify for the program, Medicaid will pay non-emergency transpor ta-tion costs for individuals traveling to covered medical appointments.

� Ambulettes are one of the largest providers of Medicaid-funded transpor tation in NYC, with 172 providers licensed by the TLC (2013)

Other Human Services

� Human-service agencies provide specialized transpor tation typically targeted to meet spe-cific client needs and to bring program par-ticipants to and from agency programming or services

� Conservative estimates suggested there were at least 175 agencies citywide providing some sor t of specialized transpor tation

A-7

IDS

DIIN I

IID


� Bronx – The older adult population lives pri-marily in the nor thern and eastern sections of the Bronx while the persons below pover ty occupy the southern and western sections. The below pover ty population is more concen-trated than the older adult population, which is more evenly spread through the borough. The Bronx has the highest percentage of persons with disabilities in the city at 14 percent.

� Kings – Brooklyn’s older adult population is less prevalent than people living below pov-er ty, with 22 percent of the population living below pover ty. The density of the older adult population is spread more evenly through the borough than the persons below pover ty pop-ulations. Brooklyn has 235,372 persons with disabilities.

� New York – Manhattan contains about 58,000 more persons below the pover ty line than older adults. The older adult population is heaviest in mid-Manhattan, around Central Park, while the persons below pover ty reside in Upper Man-hattan and the Lower East Side area. There are an estimated 154,370 persons with disabilities in the borough.

� Queens – The older adult population and per-sons below the pover ty level in Queens are nearly the same in number: the older adult pop-ulation represents 13 percent of the population and persons below pover ty, 14 percent. The persons below pover ty level are concentrated in the areas west and east of Flushing Mead-ows Corona Park, near the border of Brooklyn, and south of JFK International Airpor t. Queens has an estimated 214,530 persons with dis-abilities.

� Richmond – In Staten Island, the older adult population is less dense than the persons be-low the pover ty line. The older adult population is spread throughout the borough while the persons below the pover ty line are concentrat-ed in the nor th. The borough has the lowest total of persons with disabilities at 44,666.


A-8

IDS

DIIN I

IID


FUNDING AMOUNT

Area-wide Intermodal Analysis and Transit Access Improvement will assess mobility and transit access challenges in East New York and Por t Richmond

NYC53165317

$715,000 (5316)$1,039,000 (5317)

Reduced fare transpor tation voucher program for seniors. NYC 5317 $306,000

Pedestrian wayfinding (Manhattan, Brooklyn and Queens) NYC 5317 $1,236,000

Mobility manager (City wide) NYC531653175317

$160,000 (2009)$160,000 (2009)$292,000 (2010)

NYC Depar tment of Aging Senior Transpor tation Investment Pro-gram NYC 5317 $750,000

Association of Travel Instruction Mobility Management NYC 5317 $118,000

NYC Job Access Screening Tool Project NYC 5316 $1,540,000

NYC Safe Routes to Transit NYC 5317 $915,000

NYC Streets and Roadway Improvements NYC 5317 $526,000

Fordham Station Improvements – Design Fordham Station Improve-ments – Construction

MTA Metro– Nor th

53165316

$960,000$1,040,000

Fordham Station Platform Improvements MTA Metro-Nor th 5316 $2,000,000

Bronx Overall Economic Development Corp. Hunts Point Clean – provide free shuttle to low income worker in the industrial quar ter Bronx 5316 $363,000

Bus stops under the El, Phase 2 - improving safety at intermodal transit stations/bus stops Bronx 5317 $1,197,000

Fordham Plaza Reconstruction – the reconstruction of the plaza as par t of the subway sidewalk interface Bronx 5317 $960,000

Section 5310 program for transpor ting elderly and persons with disabilities – HELP/PSI Bronx 5310

5310$84,000$21,000

Brooklyn Army Terminal and Bush Terminal shuttle service between public transpor tation and two large industrial campuses Kings 5316 $288,000

Section 5310 program for transpor ting elderly Kings 53105310

$37,000$4,000

Nor th Manhattan community-based coordinated transpor tation services – expand transpor tation availability by creating two new routes in Harlem

New York 5317 $346,000

Section 5310 program for transpor ting elderly and persons with disabilities – United Cerebral Palsy of NYC, inc. New York 5310

5310$129,000$32,000

Section 5310 program for transpor ting elderly and persons with disabilities – Jewish Home & Hospital for Age New York 5310

5310$173,000$43,000

Section 5310 program for transpor ting elderly and persons with disabilities – Bowery Residents’ Committee Services, Archdiocese New York 5310

5310$32,000$8,000

Design and construction of Times & Duffy Squares to improve pedestrian safety New York 5316 $9,884,000

Platforms : 45th Rd - Cour t House Sq station on the Flushing Line Queens 5316 $5,948,000

Section 5310 program for transpor ting elderly and persons with disabilities – St. Albans Baptist Church of Albans, inc. Queens 5310

5310$33,000$8,000

Section 5310 program for transpor ting elderly and persons with disabilities – Cerebral Palsy Transpor t, inc. Queens 5310

5310$167,000$42,000

TABLE A 2: PROJECTS FUNDED BY 5310, 5316, AND 5317 (NEW YORK CITY)


A-9

IDS

DIIN I

IID

A-5 LONG ISLAND


Long Island’s Nassau and Suffolk Counties have varying levels of community transpor tation services.


� Long Island Rail Road (LIRR) service through both counties (and NYC)

� There are six public transpor tation bus opera-tors in Long Island (Express and commuter buses are also available)

� Nassau County is additionally services by three bus transit operators: Nassau Inter-County Ex-press (NICE, which is operated by the Nassau-Transdev Par tnership), Long Beach Transit (Operated by the City of Long Beach), and a bus service is operated by the City of Glen Cove

� In Suffolk County countywide public trans-por tation bus service is operated by Suffolk County Transit (SCT)

� Huntington Area Rapid Transit (HART) has ad-ditional service within the Town of Huntington

Privately Owned Public Transportation

� Taxi service is available in Nassau and Suffolk counties, not in all communities however – Few accessible vehicles are in operation

ADA Complementary Paratransit

� Available through two operators: NICE (Able-Ride) and Long Beach Transit

� ADA Paratransit services are available from Suffolk County Transit (Suffolk County Acces-sible Transpor tation – SCAT) and HART

Human Service Transportation

� Many human and social service agencies, cities, and towns operate demand-response transpor tation or regularly scheduled sub-scription service

� Some of these are only available to clients/individuals par ticipating in their programs and activities

� Examples of providers: Town of Smithtown, Town of Brookhaven, Town of Islip, the Jewish Community Center of Greater Five Towns, St. Charles Hospital, Long Beach Medical Center, and Community and Family Residences

Medicaid Non-Emergency Medical Transportation

� Suffolk County contracts with Servisair and Nassau County uses Logisticare

� County-based programs all make use of public transit services for Medicaid non-emergency medical transpor tation (NEMT)


In Nassau County, the older adult population and persons living in pover ty are concentrated near the Queens border and the southern por tion of the coun-ty, while the target populations are concentrated in the western por tion of Suffolk County

� Nassau County - Hempstead, Long Beach, and New Cassel have high numbers and densities of populations living in pover ty. In terms of the older adult population, Great Neck Plaza has the highest density and Levittown has the highest overall population.

� Suffolk County - Nor th Amityville had high densities of both older adult populations and people living in pover ty, while Brentwood had high population numbers for both target pop-ulations but lower densities than Nor th Ami-tyville. The county has an estimated 130,131 persons with disabilities; the Town of Babylon has the highest number and density in the county


A-1

0DI

ID

IIDDI

I


FUNDING AMOUNT

Elevator for ADA Access, LIRR Concourse, Grand Central Terminal MTA LIRR 5317 $2,240,000

LIRR Station Accessibility Improvements MTA LIRR 5317 $744,000

Section 5310 Block Grant for Non-Proft Agencies Nassau and Suf-folk Counties 5310 $1,030,000

Project Independence – Town of Nor th Hempstead (provides free taxi transpor tation for shopping for residents age 60 and over, and discounted non-emergency medical transpor tation)

Nassau County 5317 $854,000

Suffolk County United Veterans Suffolk County 5317 $286,000

TABLE A 3: PROJECTS FUNDED BY 5310, 5316, AND 5317 (LONG ISLAND)


A-1

1DI

ID

IIDDI

I

STRATEGYPOSSIBLE LEAD

AGENCY/CHAMPION

IMPLEMENTATIONTIMEFRAME**

ESTIMATED COSTS***

POTENTIAL FUNDING SOURCES

STRATEGY OVERVIEW

Taxi / Commu-nity Car Subsidy ProgramsMM

MedicaidHospitalsNon-proftorganizationsCommunityTranspor tationProvidersNYC DFTA

3-6 months

Administrativecosts between$50,000 and$125,000;Subsidy costsvary

Section5310Section5307

Provide reduced fare vouchers to older adults, persons with disabilities and persons with low incomes to increase trip flexibility and coverage; may also be used to sup-por t employment.Encourages use of lower-cost travel modes and suppor ts expansion of ac-cessible and community car fleet.

Mobility Manag-ers – Information Outreach, and Trip Planning MM

NYC – Variousdepar tmentsCommunityBoards Offices of the Borough Presidents Non-profit organiza-tionsNYCDOT

6-12 months

Annual full-time salarybetween$60,000 and$75,000

Section5310Section5307Municipal, state or per-cent agency fundingFoundationfunding

A Mobility Manager could be an individual, a group of individuals or an organization that provides a wide variety of mobility management functions for consumers, human ser-vice agency staffs, and/or for community transpor-tation providers

Mobility Manag-ers – Operational Suppor tMM

NYC – VariousDepar tmentsCommunityBoardsOffices of theBoroughPresidentsNon-profitorganizations

12-24 months

Annual full-time salarybetween$75,000 and$85,000

Section5310Section5307Municipal,state orpercentagencyfunding

Build on mobility manage-ment system to suppor t existing operators with a physical resource center that officers suppor t services for smaller operators. Potential sup-por t services may include trip scheduling; driver training; vehicle storage; maintenance; etc.

MobilityManagerTraining andSuppor tMM

NYSDOTNYCDOTOffices of theBoroughPresidentsNon-profitorganizations

3-9 months

Annual costsbetween$50,000 and$100,000

Section5310

Obtain technical train-ing for Mobility Manager, especially relevant if mo-bility management system is implemented in several areas and/or different agency types.

Travel Training ProgramsMM

NYC – VariousDepar tmentsNon-profitorganizationsWorkforce OneCenters NYCDOT NYC DOE

3-9 months

Varies by program – if Mobility Man-ager inplace simple program may be $5,000


Design programs to trainindividuals to use publictransit and roadway fa-cilities. Increasing use of public transit will increase mobility for individual and reduce reliance on higher cost transpor ta-tion modes. Some travel training programs exist already – potential to build on these effor ts

TABLE A 4: PRIORITY STRATEGIES (NEW YORK CITY)



A-1

2DI

ID

IIDDI

I


AGENCY/CHAMPION


ESTIMATED COSTS***


STRATEGY OVERVIEW

Expand / En-hance Vehicle Purchase Pro-gram

CommunityTranspor tationProviders

0-6 months

Small vehiclesup to $60,000;Buses between$100,000 &$500,000

Section5310 Section 5307

Supplement Section 5310funding to accommodatemore applicants and provide more accessible vehicles. Develop strate-gies to reward agencies actively working to coor-dinate services.

TABLE A 4, CONT: PRIORITY STRATEGIES (NEW YORK CITY)Source: https://www.nymtc.org/Portals/0/Pdf/RTP/Appendix6.pdf


AGENCY/CHAMPION


ESTIMATED COSTS***


STRATEGY OVERVIEW

MobilityManager andMobilityManagerTraining/Suppor t

Various countyor municipalityagencies anddepar tments

3-6 months

Annual salary$30,000 -$60,000Annualtraining andadmin costs$50,000 -$100,000


A Mobility Manager could be an individual, a group of individuals or an organization that provides a wide variety of mobility management functions for consumers, human ser-vice agency staffs, and/or for community transpor-tation providers

CentralizedTranspor tationResourceDirectoryMM

LITMNassau County Depar tment of Public Works Suffolk CountyDept. ofPlanningNon-profithuman serviceagencies

6-12 months

Developmentcosts forbasicdirectory –up to $50-75,000Printing anddistributioncosts vary


A hard copy and/or electronic transpor tation resource directory. The transpor tation information in a directory covering each or both counties could be used by the Nas-sau County Depar tment of Senior Citizen Affairs and the Suffolk County Office for the Aging in their directories of services for older adults along with service providers to increase coordination.

ImproveAccess toFixed-RouteBus Stops

Suffolk CountyDept. of PublicWorks (SCT)Nassau County Depar tment of Public Works Municipalities – especially traffic safety depar t-ments

8-12 months

Costs per: Accessible Pedestrian Sig-nals -- $8,000 to $12,000 Bus shelter with bench -- $3,000 – $12,000; Curb cuts -- $1,000 or less; Sidewalks - $500,000 to $1M per mile


Improvements to the accessibility of bus stops and added ameni-ties benefit all riders and encourage use of the existing transit system; bus stop improvements were mentioned as a need during public and stake-holder workshops

TABLE A 5: PRIORITY STRATEGIES (LONG ISLAND)


A-1

3DI

ID

IIDDI

I


AGENCY/CHAMPION


ESTIMATED COSTS***


STRATEGY OVERVIEW

VehicleAcquisition

CommunityTranspor tationProviders

NA

$40,000 -$100,000 pervehicle,dependingon type;federal shareno more than80%


Continued use of Section 5310 funds to suppor t capital purchases, with priority given to appli-cants who are using 5310 vehicles in a coordinated manner.

Improvementsat Non-KeyRail Stations

MTA LIRR >24 months

Stationaccessibilityimprovements areexpensive

Section5310

New Freedom was used by MTA LIRR to make improvements to the elevators at two stations. Additional improvements would facilitate greater use of rail service and improve mobility.

Job AccessStrategiesMM

Nassau Inter-County Express (NICE Suffolk County Dept. of Public Works HART LITM

3-6 months

Operating costs for shut-tle services typically range between $55 and $65 per hour Vanpool and rideshar-ing options are less expensive


JARC funding was used by MTA Long Island Bus (now NICE) in the past to extend routes and service hours and expand capacity, especially on weekends, to better serve employment locations. Section 5307 could be used for strategies for improving access to jobs could including additional fixed-route or service hour extensions, or new shuttle services to em-ployment sites, rideshar-ing or vanpool services, or suppor t services such as a guaranteed ride home program or child care transpor tation.

Transit ServiceExpansion andImprovements

NICESuffolk CountyDepar tment ofPublic Works(SCT)HART

12-24 months

Public Transit– up to $150per hourVan/shuttleservices –between $55 and $65 perhour


Create new services and/or expand existing ser-vices to provide service to new areas, expand service hours and/or expand options in areas with limited service. New/expanded services may include new options for late night or weekend ser-vice. Build on oppor tuni-ties to coordinate existing services to maximize ef-ficiency and ridesharing. (See other strategies for specific service expan-sion/improvement ideas.)

TABLE A 5, CONT: PRIORITY STRATEGIES (LONG ISLAND)Source: https://www.nymtc.org/Portals/0/Pdf/RTP/Appendix6.pdf


A-1

4DI

ID

IIDDI

I


AGENCY/CHAMPION


ESTIMATED COSTS***


STRATEGY OVERVIEW

Improved Coordi-nationof Agency Services / Mobil-ity Management MM Could be imple-mented in all three counties in the LHV

Countydepar tmentsTransitagenciesNon-profitorganizations

6-8 months afterfunding is se-cured

Annual sal-ary: $30,000 to $60,000 Training and admin costs of $50,000 and $100,000 Fed-eral par ticipa-tion: 80%

Section 5310Sections 5307 or 5311

A Mobility Manager could be an individual, a group of individuals or an organization that provides a wide variety of mobility management functions for consumers, human ser-vice agency staffs, and/or for community transpor-tation providers.

Transit ServiceExpansion andImprovements

Transitagencies 12-24 months

Public transit – up to $100 per hour Commu-nity transpor ta-tion services $55 and $65 per hour

Sections 5307 or 5311

Public transit affords the most mobility to the target populations when located in proximity to target population origins/destinations of travel. Following the example of Bee- Line, continue to create new services and/or expand existing ser-vices to provide service to new areas, expand service hours and/or expand options in area with limited service to meet employment trans-por tation needs. Build on oppor tunities to coordi-nate existing services to maximize efficiency and ridesharing.

Accessibility Improvements at Bus Stops Could be implemented in all three coun-ties in the LHV with high prior-ity for Putnam County

County / munici-pal depar tments Transit agencies

2 years once funding is se-cured

Capital expense $400,000 - $500,000 (range can de-pend on num-ber of shelters, benches and other ameni-ties)

Section 5310

Improving bus stop ac-cessibility and installing passenger amenities can make transit more acces-sible by persons with dis-abilities and the elderly.

CentralizedResourceDirectoryMM

Putnam CountyPlanning

Depar tment inpar tnership with community-based non-profitorganizationVarious countyagencies anddepar tments

Non-profitorganizations

4-8 months oncefunding is se-cured

Operating ex-pense, but may be considered a mobility management expense, par ticularly if under taken in combina-tion with other strategies $25,000 initial cost; commu-nity suppor t for maintenance /updates

Section 5310Sections 5307 or 5311

Centralized resourcedirectories are very help-ful to consumers, humanservice agency staff, andadvocates who need to find and/or arrangetranspor tation formembers of the targetpopulations (low income,seniors, and persons withdisabilities).

TABLE A 6: PRIORITY STRATEGIES (LOWER HUDSON VALLEY)


A-1

5DI

ID

IIDDI

I


AGENCY/CHAMPION


ESTIMATED COSTS***


STRATEGY OVERVIEW

Job AccessStrategies

Westchester County Depar t-ment of Trans-por tation

Rockland County DeparTment of Public Trans-poRtation

Putnam County Planning De-parTment

Public effor ts could be coor-dinated with ap-propriate other public entities and non- profit corporations

Will vary depend-ing on whether reverse commute service is new or expansion of existing services

Operating expense Cost based on variable cost per hour of Bee-Lineservice

Section 5307 or 5311

With continued rates of high unemployment, there will be a continued need to link low income individuals with these employment centers. Adoption of this strategy in the plan will continue to afford public transit agen-cies with the flexibility to apply for Section 5307 and 5311 funding to cre-ate new reverse commute routes or expand exist-ing routes to better meet commute needs.

Affordable and Accessible Taxi ServiceMM

Various county or municipality agencies and depar tments Other communi-ty transpor tation programs

3-6 months

Administrative costs between $50,000 and $125,000; Subsidy costsvary

Section 5310Section 5307 or 5311

Provide reduced fare vouchers to older adults, persons with disabilities and persons with low incomes to increase trip flexibility and cover-age; may also be used to suppor t employment. Encourages use of lower-cost travel modes and suppor ts expansion of ac-cessible and community car fleet. Similar to Travel Voucher program below, but aimed specifically at taxi services in the LHV.

Travel VoucherProgramMMCould beimplementedin all threecounties in theLHV with highpriority forWestchesterCounty

Municipal de-par tmentsNon-profit orga-nizations County agencies/depar t-ments

4-8 months oncefunding is se-cured

Operating expense; costs can be controlled/ contained by par ticipatingOrganization to fit budget parameters


Transpor tation voucher programs are con-sumer- driven, and allow par ticipants to control resources directly and to make their own decisions about service providers. Other advantages include low star t-up and admin-istrative costs, suppor t for existing transpor tation providers and services, and the flexibility to adapt to a variety of local condi-tion

TABLE A 6, CONT: PRIORITY STRATEGIES (LOWER HUDSON VALLEY)Source: https://www.nymtc.org/Portals/0/Pdf/RTP/Appendix6.pdf


A-1

6DI

ID

IIDDI

I


AGENCY/CHAMPION


ESTIMATED COSTS***


STRATEGY OVERVIEW

Travel Training

TransitAgencies

Non-profitOrganizations

Countydepar tments

3-9 months

Varies by program – with Mobility Man-ager in place simple pro-grams as low as $5,000


Design programs to train individuals to use public transit. Increasing use of public transit will increase mobility for individual and reduce reliance on higher cost transpor ta-tion modes. Some travel training programs exist already – potential to build on these effor ts.

Reverse Com-mute Strategies –Shuttle Services to/from Rail Stations or Bus Stops; VanpoolsMM

Westchester County Depar t-ment of Trans-por tation

Rockland CountyDepar tment of Public Transpor-tation

Putnam CountyPlanning Depar t-mentPublic effor ts could be coordi-nated withappropriate oth-er public entities and non-profit corporationsTranspor tationManagementAssociations

3-6 months

Shuttle ser-vices might cost $50- 60/hourVanpool costs could be cov-ered by fares or subsidized for low income individuals by a sponsor organization

Section 5310Section 5307or 5311Employers(or agencies)CountyMedicaidagenciesOrganizationsadministeringthe ConsumerDirected As-sistanceProgram ineach county

Reverse commute strate-gies could be used to address the difficulty that home care workers have with reaching clients’ homes

TABLE A 6, CONT: PRIORITY STRATEGIES (LOWER HUDSON VALLEY)Source: https://www.nymtc.org/Portals/0/Pdf/RTP/Appendix6.pdf

A-1

7DI

ID

IIDDI

I

A-6 REVIEW OF ADDITIONAL NYMTC PLANS

A-6.1 PLAN 2040

Plan 2040 : A Shared Vision for Sustainable Growth, the New York Metropolitan Transpor tation Coun-cil (NYMTC)’s Regional Transpor tation Plan, is the 25-year, long-term plan for investing and building sustainable growth in our region and transpor tation network.

Plan 2040 shows how NYMTC member agencies will help sustain and encourage the region’s eco-nomic growth through system preservation and ex-pansions of the transpor tation network. Plan 2040 highlights the need for developing sustainable trans-por tation and land use projects, suppor ting the eq-uitable development of regional growth, and outlines how NYMTC intends to accomplish this through the Shared Vision without compromising future genera-tions to meet their needs.

https:/ /www.nymtc.org/Por ta ls/0/Pdf/RTP/Plan%202040%20Executive%20Summary.pdf

A-6.2 STRATEGIES RELATED TO DISABLED OR OLDER ADULTS POPULATIONS

� Pedestrian and Bicycle Enhancements: All strategies that improve the attractiveness, convenience, comfor t, and safety of both bi-cycling and walking. This includes “improving bicycle and disabled access to buildings and transit” (Pg 4-18 of Plan 2040)

◊ “Planning for active transpor tation can also address equity issues by increasing mobil-ity and accessibility options for those who do not have access to an automobile, and people with disabilities, the elderly, and chil-dren.”

� Paratransit and Rideshare Services: “Although paratransit may usually refer to transpor tation for passengers with special mobility needs, such as the disabled and the elderly, in this discussion it includes a wide spectrum of transpor tation options that fill the gap between the private automobile/ taxi and conventional buses that serve regular transit routes.59 De-

pending on the type of service, vehicles are reserved and scheduled either in advance or on an ad hoc basis, run on predefined routes or provide door-to-door service, and cater to par ticular types of passengers (individuals with disabilities, company employees, or low-income commuters) or to the general public.” (Page 4-20)

� Safe Streets for Seniors: NYC Safe Streets for Seniors is a mayoral pedestrian safety initia-tive for the elderly population. The NYCDOT and the Depar tment for the Aging launched the program to improve elderly pedestrian safety. NYSDOT also launched a program called Safe-Seniors, which was a Pilot Program that ex-panded to target senior pedestrian initiatives to two areas in Nassau and Suffolk counties. Westchester County is involved in the AARP pedestrian needs program as par t of its Liv-able Communities Program.

https://www.nymtc.org/Portals/0/Pdf/RTP/Appendix6.pdf

A-6.3 THE FAIR HOUSING AND EQUITY ASSESSMENT OF THE NY–CT SUSTAINABLE COMMUNITIES INITIATIVE

The Par tnership for Sustainable Communities coor-dinates federal housing, transpor tation, water, and other infrastructure investments to make neighbor-hoods more successful, to shor ten commutes, save households’ time and money, and lower pollution. The Fair Housing and Equity Assessment is an analy-sis of the segregation and disparities in the region. The assessment included a deliberation process to determine what factors were contributing to the pat-terns and identify strategies to overcome them. A strategy identified is to improve transpor tation ac-cess to jobs.

http://www.sustainablenyct.org/docs/Brentwood%2011-13-13%20v.1.pdfh t t p : / / p o r t a l . h u d . g o v / h u d p o r t a l / d o c u m e n t s /huddoc?id=FHEAResSumm_CV.pdf


A-1

8IDI

IDS I

I DI

IIIII

ID

D IDD

II DDD

II

A-7 COUNTY TRANSPORTATION PLANS AND OTHER RELEVANT COUNTY PLANS AND STUDIES

A-7.1 ONENYC (2015)

OneNYC is a plan meant to be a roadmap for the city so that NYC continues to preserve and enhance its role as a leading global city. The initiatives launched in OneNYC speak to the challenges the city is fac-ing with economic growth, sustainability, resiliency, and equity. The initiatives ar ticulate the goals and the long-term agenda of the de Blasio Administration, and build on prior sustainability plans, and other pre-vious initiatives.

One of the major discoveries from the months of re-search revolved around the evolving economy and how transpor tation networks and infrastructure have to respond in order to keep pace with economy. Overall, there is a goal to coordinate with regional par tners in order to enhance critical transpor tation connections to Long Island, and beyond. In terms of transpor tation, the overall goal is to make the trans-por tation network within the city reliable, sustain-able, safe, and accessible for all New Yorkers. The first initiative in the Transpor tation section discusses upgrades at entrances to a number of subway sta-tions, par ticularly in high-growth areas that will pro-vide access for the disabled beyond what is included in the MTA plan.

Initiative 5 within the transpor tation section is to “Expand the accessibility of the city’s transpor ta-tion network to seniors and people with disabilities.” Suppor ting initiatives include improving accessibility to bus services for transit users with disabilities and to improve convenience and reliability of modes of transit for New Yorkers with disabilities. Specifical-ly, the city wants to expand the growing number of wheelchair accessible taxis in order to provide more efficient and convenient paratransit services. The city wants to increase the propor tion of paratransit trips made by yellow and green taxis within the con-sequent four years of OneNYC. This is also noted in a section of the repor t called “Age Friendly NYC.” Older adults will soon outnumber children, and an impor-

tant reaction to this is to increase mobility through accessible transpor tation.

http://www1.nyc.gov/html/onenyc/index.htmlhttp://www.nyc.gov/html/onenyc/downloads/pdf/publica-tions/OneNYC.pdf

A-7.2 SUFFOLK COUNTY COMPREHENSIVE PLAN 2035 (2015)

Suffolk County Comprehensive Plan 2035 is an up-date of the county’s master plan and a statement of the long-term protection enhancement and growth of the county. An item examined in the process was the adequacy and needs of transpor tation and other infrastructure. A key objective is to build a 21st Cen-tury Transit Network to Provide More Transpor tation Choices to improve mobility, access and safety. In terms of equity, Suffolk County wants to develop housing near transit to lower the cost of transpor ta-tion and increase mobility for all people.

Suffolk County is also trying to develop effective so-lutions to an aging population, which include focus-ing on mass transit, pedestrian-scaled communities, smar t growth, and Transit Oriented Development strategies.

http://suffolkcountyny.gov/Portals/0/planning/CompPlan/vol1/Vol1_FrontEnd_Re082211.pdf

A-7.3 SUSTAINABLE LONG ISLAND

Sustainable Long Island is a nonprofit organization that aims to advance economic development, en-vironmental health and social equity for all people in Long Island. Sustainable Long Island works with leaders and residents of Nassau and Suffolk County to accomplish these goals. Sustainable Long Island demands that all residents have access to viable transpor tation methods and safe streets, among many other things.

http://sustainableli.org/who-we-are/our-mission/

A-7.4 NYC MOBILITY MANAGEMENT RESOURCE GUIDE (2015)

The guide is a resource for learning about various programs, services, and existing oppor tunities that

A-1

9I

III

ID IIDI

IDIIID

IIII

DDDI

I DI

I I

IDDI IDDDID

II I

III

ID DDDI

I DI

I IIII

IDI

can improve mobility and transpor tation throughout NYC. Mobility Management is a comprehensive and strategic approach to coordinate and address unmet mobility needs dealing with the user. In 2012, NYC DOT initiated the Mobility Management Program, which addresses needs of people with disabilities and older adults to discover inventive transpor ta-tion solutions. The Mobility Management Resource Guide was put together to educate New Yorkers on existing transpor tation infrastructure, resources and programs that cater to people with disabilities and older adults.

Built Environment: NYC has significantly changed its streets over the past several years, and these changes will have the biggest impact on pedestrians with a disability or older adults at some point in their travel. This includes Accessible Pedestrian Signals (APS), pedestrian ramps, CityBenches, detectable warning strips, and bus shelters, etc. These types of improvements greatly improve the built environment for the elderly and people

Regional Transpor tation Profiles:Transit Services:

� New York City Depar tment of Transpor tation, Select Bus Services

� New York City Depar tment of Transpor tation, Staten Island Ferry

� Metropolitan Transpor tation Authority, New York City Transit

◊ Buses: Accessibility Features The bus fleet is comprised of close to 6,000 buses (includ-ing MTA Bus vehicles) that are 100 percent accessible with wheelchair lifts or ramps, se-curement devices, public address systems, kneeling mechanisms and signs designating priority seating for customers with disabili-ties and cour tesy seating for senior citizens.

◊ Current ADA Outreach

◊ Strategies Subway Track Education Pro-gram (STEP) STEP is a unique program that brings together individuals who are blind or visually impaired and orientation and mobility specialists to learn about track safety. STEP’s goal is to educate 19 users or potential users about the

subway tracks if a fall would occur onto the track bed. The training is available upon request and takes place at the New York Transit Museum in Downtown Brooklyn.

◊ Compliance Coordination Committee In an effor t to work more closely with the disability community and understand their needs and concerns first-hand, New York City Transit’s Office of ADA Compli-ance regularly hosts the Compliance Co-ordination Committee (“CCC”). The CCC is a forum in which Transit meets with members of the disability community to ensure their involvement and to keep them informed about the agency’s ef-for ts for improved accessible transpor-tation and barrier removal. Additionally, annual repor ts are sent to the Mayor’s Office of the City of New York on the sta-tus of ADA compliance within New York City Transit. Upon request, the Office of ADA Compliance also provides outreach throughout the New York City area by way of workshops, seminars, and infor-mation fairs. At these functions, infor-mation regarding programs and features of NYCT are communicated to people with disabilities and senior citizens

◊ Reduced-Fare Program

◊ MTA New York City Transit offers a re-duced/half fare for seniors age 65 and over and for individuals with a qualifying disability to use on NYCT’s subways and buses. Reduced-fare customers have the option of paying the fare in cash (upon presenting an acceptable form of identification) or by using a convenient Reduced-Fare MetroCard. Reduced fare is half the base fare or less with Re-duced-Fare MetroCard discounts which are applied when purchasing multiple rides. Most reduced-fare customers use the Reduced-Fare MetroCard (RFM), a personalized MetroCard with the name and photograph of the customer. Appli-cations for senior citizens and persons with disabilities can be obtained via the MTA website or by contacting NYCT by telephone.

� Metropolitan Transpor tation Authority, Access-A-Ride (Paratransit Division)

◊ Shared-ride, door-to-door, or feeder service which operates 24 hours a day, seven days a week within the service area covered by New


A-2

0I

III

ID IIDI

IDIIID

IIII

DDDI

I DI

I I

IDDI IDDDID

II I

III

ID DDDI

I DI

I IIII

IDI

York City Transit’s public buses and sub-ways. Fare for each trip on AAR is the same for a single ride on a NYCT bus or subway

� Nassau Inter-County Express

◊ Able-Ride NICE’s Able-Ride is the paratran-sit service in Nassau County for passengers with disabilities who are unable to use fixed route transit for some or all of their trips. All Able-Ride trips must star t and end within ¾ of a mile of NICE’s fixed route service and during the time the service is operating. For passengers who are ambulatory, NICE con-tracts with Super Shuttle for some of these trips. Recognizing the impor tance of the driver/client interface, Able-Ride began man-dating door-to door service on March 1st, 2014 where drivers assist passengers to and from the vehicle. Passengers may now wait in the outermost exterior door of the pick-up address until the driver is available to as-sist into the vehicle. If the passenger is not present when the driver arrives, the driver will proceed to the door and identify them-selves as “Able-Ride.” This level of service is great for customers and minimizes instanc-es where customers and drivers miss one another, thereby lowering the cases of no-shows. For transfers between Able-Ride and NYC’s Access-A-Ride, please see the MTA NYCT Paratransit Profile. Transfers are also available to Suffolk County on Long Island at the Walt Whitman Mall in Huntington, the Sunrise Mall in Massapequa, and the Long Island Rail Road Farmingdale Station.

� NJ TRANSIT

◊ Access Link Access Link is a public trans-por tation service developed to comply with the paratransit regulations of the ADA. Ac-cess Link service is comparable to the NJ TRANSIT local fixed route bus system in that it is available during the same days and hours as the regularly scheduled local fixed route bus service, including weekends and holidays. Access Link is for people with dis-abilities who are unable to use the local fixed route bus.

� New York City Taxi and Limousine Commission

� Westchester County

◊ There are several accessibility features on Bee-Line buses for individuals with mobility impairments. All buses are equipped with a wheelchair lift or ramp, and can be used by

anyone who is unable to use the stairs. The seats in the front of the bus are also reserved for seniors and people with disabilities. The Westchester County Depar tment of Public Works and Transpor tation (WCDPW&T) of-fers the Senior B.E.A.T. (Be Educated About Transit) program to educate seniors on how to use the Bee-Line System to promote great-er travel independence. The Senior B.E.A.T. “Ride with a Friend” Program encourages seniors to ride together on the Bee-Line to receive discounts at par ticipating restau-rants, theaters, and museums. WCDPW&T and the Westchester County Office for the Disabled conduct a course titled, “B.E.A.T. Plus,” which brings hands-on travel training education into the classroom for students with disabilities. In this four-session course, students and staff learn how to ride Bee-Line buses, and then take par t in a group bus trip to obtain a Reduced-Fare MetroCard. In ad-dition to the Bee-Line System fixed-route bus System and its how-to-ride educational programs, Westchester County and nonprofit agencies offer a variety of other transpor ta-tion services and programs specifically for older adults and people with disabilities, in-cluding:

◊ The Westchester County Bee-Line Para-Transit service is available to people with disabilities who have difficulty us-ing fixed-route service within Westches-ter County. Similar to Access-A-Ride in NYC, Bee-Line ParaTransit offers Origin-to-Destination and it mirrors the existing transit service. Advanced cer tification is required.

◊ Westchester County and nonprofit agen-cies work collectively together through the Livable Communities Collaborative for Aging Services

◊ RideConnect is a not-for-profit transpor-tation program that offers an invaluable assor tment of services geared towards older adults (60+), people with disabili-ties, and home health workers in West-chester County. The services include (1) information and referrals, (2) volunteer transpor t for medical, shopping, reli-gious services, or other errands, (3) a weekly shopper bus, (4) home health aide transpor tation, and (5) a social worker who is available to families if a need arises.

◊ WestFair Rides is another not-for-profit organization that coordinates volun-

A-2

1I

III

ID IIDI

IDIIID

IIII

DDDI

I DI

I I

IDDI IDDDID

II I

III

ID DDDI

I DI

I IIII

IDI

teer rides to medical appointments for older adults (60+) and adults with vi-sion impairments. Spreading rapidly, volunteer-driven rides are now available in the Sound Shore, nor theast and south central regions of Westchester County. Only a year old, WestFair Rides has been working with six home health agen-cies to build shared transpor t for home health aide and personal care workers to homes in nor theast Westchester where there is no public transpor tation.

� NYC Agency + Program Profiles

� Demographic Breakdown

http://www.nyc.gov/html/dot/downloads/pdf/mobility-mgmt-resource-guide-2015-text.pdf

A-8 FEDERAL NOTICES

A-8.1 US DOT LADDER OF OPPORTUNITY

Oppor tunities Agenda:

� Revitalize: Transpor tation infrastructure can lift up neighborhoods and regions by attract-ing new oppor tunities, jobs, and housing.

� Connect: A multimodal transpor tation system provides Americans with safe, reliable, and af-fordable connections to employment, educa-tion, healthcare, and other essential services.

� Work: Infrastructure investment creates jobs and paves the way for business, par ticularly small and disadvantaged business enterprises.

The Federal Transit Administration Bus & Bus Fa-cilities “Ladders of Oppor tunity” Initiative, awarded funds to modernize and expand transit bus service to disadvantaged and low-income individuals, veter-ans, seniors, youths, and others to local workforce training, employment, health care, and other vital services.

A-8.2 FTA RIDES TO WELLNESS INITIATIVES

The Federal Transit Administration launched the Rides to Wellness Initiative to ensure more Ameri-cans have access to health care destinations. The initiative awarded grant funds and technical assis-

tance to suppor t innovative solutions that improve mobility challenges.

The FAST Act included a new discretionary pilot pro-gram for innovative coordinated access and mobility (Section 3006(b)) to help finance innovative projects for the transpor tation disadvantaged that improve the coordination of transpor tation services and non-emergency medical transpor tation (NEMT) services; such as:

� The deployment of coordination technology

� Projects that create or increase access to community

� One-Call/One-Click Centers

Rides to Wellness Demonstration and Innovative Coordinated Access and Mobility Grants program - 2016 NOFO (https://www.transit.dot.gov/funding/ap-plying/notices-funding/rides-wellness-demonstration-and-innovative-coordinated-access-and): The goal of the competitive R2W Demonstration Grants is to find and test promising, replicable public transpor tation healthcare access solutions that suppor t the follow-ing Rides to Wellness goals: increased access to care, improved health outcomes and reduced health-care costs

https://www.transit.dot.gov/ccam/about/initiativeshttps://www.transportation.gov/opportunity/workhttps://www.transportation.gov/opportunity/ladders-fact-sheet

A-8.3 AFFORDABLE CARE ACT (ACA)

The ACA will increase the number of individuals who will be eligible for Medicaid by expanding exist-ing eligibility categories and creating new eligibility categories. The most notable addition is that non-disabled individuals, ages 19 to 64 with incomes at 133% of the Federal Poverty Level (FPL) or less, and who are not pregnant and otherwise covered under Medicaid or Medicare, will become eligible for Medicaid effective January 1, 2014.

States can expand community transpor tation for low income people with mobility limitations through Medicaid waivers.


A-2

2IDI

DIDD I

IIII

DI

States can expand Medicaid community transpor ta-tion to targeted and limited populations through ACA initiatives

ACA provides oppor tunities for conversations with health care providers to improve care for Medicare beneficiaries with chronic conditions, which could lead to better access to transpor tation

ACA funding is limited and restricted, so states and regions will need to leverage multiple sources of funding and par tnerships to meet large unmet needs

https://www.eiseverywhere.com/file_uploads/d46b7e-b2ae98e5d3e85ce0f59650990e_ExpandingTransporta-tionHCBS_Presentation_Final.pdfhttps://www.medicaid.gov/affordable-care-act

A-2

3IDI

DIDD I

IIII

DI

B-1 LOWER HUDSON VALLEY

Nor th of New York City, the Lower Hudson Valley (LHV) subregion of Rockland, Westchester, and Putnam Counties straddles the Hudson River. Rockland County borders New Jersey, while Westchester County’s south border touches the Bronx. This subregion has the lowest population of the three subregions at 1.36 million, and covers a total area of 838 square miles. LHV has the lowest population density of the three subregions, at 1,653 persons per square mile in 2014. The area grew by 5.7 percent from 2000 to 2014, higher than NYC’s growth. The subregion con-tains six cities, all of which are located in Westchester, in addition to 30 towns and 50 villages.


6-B DEMOGRAPHIC PROFILES OF THE TARGET POPULATIONS

B-1

DIS

DI DIIII

I I

DDDDD

B-1.1 TARGET POPULATIONS

Table B 2 breaks down the target populations by county. In general, the target populations as a per-cent of total population remain fairly consistently spread throughout the counties. The persons with a disability population is lower in the LHV than at state and national levels. The populations are much older than the US as a whole, however, with an average of 14.8 percent of the population over 65 in the LHV.

B-1.2 PUTNAM COUNTY

The most rural of the 10 counties in the NYMTC re-gion, Putnam County lies the far thest nor th, border-ing Westchester County. As of 20014, the population of the county was over 99,600 people living in six towns. From 2000 to 2014, the county gained 4.14 percent more residents, faster than Westchester County, but less than half the rapid growth rate of Rockland County.

Putnam County has the lowest population density of all 10 counties in the NYMTC region with 432 people per square mile over its 231 square miles of land,

which is on par with the New York State population density. Because the county has only six towns and three villages, and the towns are vastly larger than the villages, the towns end up having high numbers of each target populations while the small villages have high densities. Thus, since Putnam County has only six total census subdivisions, each of the fol-lowing tables includes all six and were not shaded. Older Adults

Putnam County is home to 12,417 older adults. Table B 3 summarizes the number of older adults by coun-ty subdivision in Putnam County.

Figure B 1 and Figure B 2 show the density and num-ber of older adults by census tract. Carmel, which is also the county seat, has numerous seniors spread throughout the place, while the high density of older adults occurs in isolated census tracts scattered throughout the county.

2000 20102014 ACS5-YEAR

ESTIMATE

CHANGE(2000–2010)

% CHANGE (2000–2010)

% CHANGE (2000–2014)

Putnam 95,745 99,710 99,697 3,965 4.1% 4.1%

Rockland 286,753 311,687 318,186 24,934 8.7% 11%

Westchester 923,459 949,113 962,319 25,654 2.8% 4.2%

Lower Hudson Valley 1,305,957 1,360,510 1,380,202 54,553 4.2% 5.7%

TABLE B 1: POPULATION CHANGE BY COUNTY (LOWER HUDSON VALLEY)

Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates

TOTAL POPULATION

OLDER ADULTS (65+)

PERCENTAGE OLDER ADULTS

PERCENTAGE PERSONS WITH A

DISABILITY

PERSONS WITH A

DISABILITY

Putnam 99,697 13,574 13.62% 13.62% 10,190

Rockland 318,186 45,070 14.16% 14.16% 27,545

Westchester 962,319 145,683 15.14% 15.14% 84,092

Lower Hudson Valley 1,380,202 204,327 14.80% 13.62% 10,190

TABLE B 2: POPULATION CHANGE BY COUNTY (LOWER HUDSON VALLEY)



B-2

DIS

DI DIIII

I I

DDDDD

PLACE SQUARE MILES TOTAL POPULATION OLDER ADULTS PER SQUARE MILE

Highest Number of Older Adults

Carmel 36 34,392 4,442 123.4

Southeast 32 18,335 2,206 68.9

Kent 40 13,460 1,929 48.2

Patterson 32 12,032 1,282 40.1

Putnam Valley 41 11,780 1,827 44.6

Philipstown 49 9,698 1,888 38.5

Highest Density of Older Adults

Carmel 36 34,392 4,442 123.4

Southeast 32 18,335 2,206 68.9

Kent 40 13,460 1,929 48.2

Putnam Valley 41 11,780 1,827 44.6

Patterson 32 12,032 1,282 40.1

Philipstown 49 9,698 1,888 38.5

TABLE B 3: OLDER ADULTS (65+) BY COUNTY SUBDIVISION (PUTNAM COUNTY)


FIGURE B 1: OLDER ADULTS (65+) BY CENSUS TRACT (PUTNAM COUNTY)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates

B-3

DIS

DI DIIII

I I

DDDDD

FIGURE B 2: OLDER ADULTS (65+) PER SQUARE MILE BY CENSUS TRACT (PUTNAM COUNTY)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates

Persons with a Disability

As shown in Table B 4, Carmel has the highest amount and density of persons with disabilities, Car-mel has 3,396 persons with disabilities, 10% of the population.

Figure B 4 shows the density of persons with a dis-ability by tract, normalized by square miles. The den-sity map confirms a major population of persons with a disability in the eastern por tion of Putnam CountyFigure B 3 depicts the absolute number of persons with a disability per tract, ranging from 283 and un-der to more than 800. This shows a large popula-tion of persons with a disability living in Carmel, and eastern Putnam County.

For the persons with a disability population, the aver-age number per tract is 536, and the average density, 79 per square mile.


B-4

DIS

DI DIIII

I I

DDDDD


Highest Number of Persons with Disabilities

Carmel 36 34,126 3,396 94.3

Southeast 32 18,187 1,616 50.5

Kent 40 13,327 1,552 38.8

Patterson 32 11,953 1,444 45.1

Putnam Valley 41 11,780 967 23.6

Philipstown 49 9,686 1,215 24.8

Highest Density of Persons with Disabilities

Carmel 36 34,126 3,396 94.3

Southeast 32 18,187 1,616 50.5

Patterson 32 11,953 1,444 45.1

Kent 40 13,327 1,552 38.8

Philipstown 49 9,686 1,215 24.8

Putnam Valley 41 11,780 967 23.6

TABLE B 4: PERSONS WITH DISABILITY BY COUNTY SUBDIVISION (PUTNAM COUNTY)


FIGURE B 3: PERSONS WITH A DISABILITY BY CENSUS TRACT (PUTNAM COUNTY)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates

B-5

DIS

DI DIIII

I I

DDDDD

FIGURE B 4: PERSONS WITH A DISABILITY PER SQUARE MILE BY CENSUS TRACT (PUTNAM COUNTY)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates


B-6

DIS

DI DIIII

I I

DDDDD

B-1.3 ROCKLAND COUNTY

The only county in the NYMTC planning area that lies west of the Hudson River, Rockland County shares a southern border with New Jersey. The county’s pop-ulation topped 318,000 by 2014, with an 11 percent population growth since 2000, the highest growth rate among the NYMTC counties. At 174 square miles of land, Rockland County covers the smallest area of the three LHV counties; it is approximately three times larger than Staten Island. The county has a population density of 1,829 people per square mile as of 2014.

Older Adults

Rockland County is home to more than 45,000 older adult. Table B 5 lists the older adult population by County Subdivision in Rockland County. Similar to Putnam County, Rockland has only five total census subdivisions, each of the following tables includes all six and were not shaded.

Figure B 5 and Figure B 6 display the density and number of older adults by census tract. The older adult population generally lives in Spring Valley and eastern Haverstraw, as well as a small cluster in Suf-fern.



Clarkstown 38 85,801 15,083 396.9

Ramapo 61 130,064 14,319 234.7

Orangetown 24 49,905 8,798 366.6

Haverstraw 22 37,138 4,486 203.9

Stony Point 28 15,278 3,384 120.9


Clarkstown 38 85,801 15,083 396.9

Orangetown 24 49,905 8,798 366.6

Ramapo 61 130,064 14,319 234.7

Haverstraw 22 37,138 4,486 203.9

Stony Point 28 15,278 3,384 120.9

TABLE B 5: OLDER ADULTS (65+) BY COUNTY SUBDIVISION (ROCKLAND COUNTY)


B-7

DIS

DI DIIII

I I

DDDDD

FIGURE B 5: OLDER ADULTS (65+) BY CENSUS TRACT (ROCKLAND COUNTY)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates


B-8

DIS

DI DIIII

I I

DDDDD

FIGURE B 6: OLDER ADULTS (65+) PER SQUARE MILE BY CENSUS TRACT (ROCKLAND COUNTY)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates

B-9

DIS

DI DIIII

I I

DDDDD



Ramapo 61 128,960 9,660 158.4

Clarkstown 38 84,926 7,220 190

Orangetown 31 49,468 5,145 166

Haverstraw 27 36,915 4,071 150.8

Stony Point 28 15,278 1,449 51.8


Clarkstown 38 84,926 7,220 190

Orangetown 31 49,468 5,145 166

Ramapo 61 128,960 9,660 158.4

Haverstraw 27 36,915 4,071 150.8

Stony Point 28 15,278 1,449 51.8


As shown in Table B 6, Ramapo has the highest num-ber of persons with disabilities in Rockland County.

Figure B 8 shows the density of persons with a dis-ability by tract, normalized by square miles. The density map confirms a major population of persons with a disability in the southeastern por tion of Put-nam County. For the persons with a disability popu-lation, the average number per tract is 536, and the average density, 377 per square mile.

TABLE B 6: PERSONS WITH A DISABILITY BY COUNTY SUBDIVISION (ROCKLAND COUNTY)



B-1

0DI

SDI DII

III

ID

DDDD

FIGURE B 7: PERSONS WITH A DISABILITY BY CENSUS TRACT (ROCKLAND COUNTY)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates

B-1

1DI

SDI DII

III

ID

DDDD

FIGURE B 8: PERSONS WITH A DISABILITY PER SQUARE MILE BY CENSUS TRACT (ROCKLAND COUNTY)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates


B-1

2DI

SDI DII

III

ID

DDDD

B-1.4 WESTCHESTER COUNTY

Westchester County borders the Bronx to the south and the State of Connecticut to the east. The south-ern and central por tions of the county have generally high-population density, and the nor thern par t of the county has generally lower densities. The population of Westchester County is approximately 962,000, as of 2014, making it by far the most populous county in the LHV. Westchester County has the second larg-est land area of all counties in the NYMTC region, with a population density of 1,925 people per square mile in 2014.

Older Adults

Westchester County has over 145,600 older adults. Table B 7 shows the density (persons per square mile) of older adults and displays the county subdi-visions with the highest number of older adults.

Figure B 9 and Figure B 10 show the density and population distribution of older adults. The popula-tion distribution map shows a high number of older adults along the Bronx border and south of I-287. Many census tracts along the nor th border of the county have high numbers of older adults, as well. The density map shows that many older adults reside

throughout Yonkers and Mount Vernon, as well as in White Plains, New Rochelle, and the Town of Rye.



Yonkers 18 198,654 30,497 1,694.3

Greenburgh 30 90,135 15,315 505.4

New Rochelle 10 78,476 11,456 1,145.6

Mount Vernon 4 67,962 9,295 2,323.8

White Plains 10 57,505 8,986 898.6


Mount Vernon 4 67,962 9,295 2,323.8

Yonkers 18 198,654 30,497 1,694.3

New Rochelle 10 78,476 11,456 1,145.6

Eastchester 5 32,737 5,664 1,132.8

White Plains 10 57,505 8,986 898.6

TABLE B 7: OLDER ADULTS (65+) BY COUNTY SUBDIVISION (WESTCHESTER COUNTY)


B-1

3DI

SDI DII

III

ID

DDDD

FIGURE B 9: OLDER ADULTS (65+) BY CENSUS TRACT (WESTCHESTER COUNTY)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates


B-1

4DI

SDI DII

III

ID

DDDD

FIGURE B 10: OLDER ADULTS (65+) PER SQUARE MILE BY CENSUS TRACT (WESTCHESTER COUNTY)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates

B-1

5DI

SDI DII

III

ID

DDDD


The number of persons with disabilities within these 25 subdivisions is 84,092. Table B 8 shows the county subdivisions with the breakdown of persons with disabilities in Westchester County. The county subdivision of Yonkers has the highest number of people with disabilities, but Mount Vernon has the highest density of people with disabilities.

Figure B 12 shows the density of persons with a disability by tract, normalized by square miles. The density map confirms a major population of persons with a disability in the southern por tion of Westches-ter County. While there are high numbers of persons with a disability in southern Westchester County, the density maps show that in many instances, this pop-ulation is not as dense as in other places because of the larger tracts, especially in the nor thern por tion of Westchester County.

Figure B 11 depicts the absolute number of persons with a disability per tract, ranging from 53 to more than 900. This shows a large population of persons with a disability living in Yonkers and southern West-chester County.

For the persons with a disability population, the aver-age number per tract is 377, and the average density, 1,076 per square mile.



Yonkers 20 198,654 21,156 1057.8

New Rochelle 13 78,476 7,526 578.9

Mount Vernon 4 67,962 7,295 1823.8

Greenburgh 30.3 88,603 6,847 226.0

White Plains 10 57,505 4,547 454.7


Mount Vernon 4 67,962 7,295 1823.8

Yonkers 20 198,654 21,156 1057.8

Rye 7 46,155 4,182 597.4

New Rochelle 13 78,476 7,526 578.9

Eastchester 5 32,737 2,532 506.4

TABLE B 8: PERSONS WITH A DISABILITY BY COUNTY SUBDIVISION (WESTCHESTER COUNTY)



B-1

6DI

SDI DII

III

ID

DDDD

FIGURE B 11: PERSONS WITH A DISABILITY BY CENSUS TRACT (WESTCHESTER COUNTY)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates

B-1

7DI

SDI DII

III

ID

DDDD

FIGURE B 12: PERSONS WITH A DISABILITY PER SQUARE MILE BY CENSUS TRACT (WESTCHESTER COUNTY)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates


B-1

8DI

SDI DII

III

ID

DDDD

B-2 NEW YORK CITY

New York City is the most densely populated city in the United States. It encompasses the five boroughs: the Bronx, Brooklyn, Manhattan, Queens, and Staten Island. Figure B 9 illustrates the population change in New York City between 2000, 2010 and 2014.


As shown in Table B 10, the percentage of older adults is fairly consistent throughout. The Bronx contains a larger percentage of people with disabili-ties (13.5 percent) compared to New York State (11 percent). Table B 11 shows the population size and densities of the target populations by borough.

2000 CENSUS

2010 CENSUS

2014 ACS 5-YEAR EST

CHANGE (2000–2010)

CHANGE (2000–2014 ESTIMATE)

% CHANGE (2000–2010)

% CHANGE (2000–2014 ESTIMATE)

Bronx 1,332,650 1,385,108 1,413,566 52,458 80,916 3.9% 6.1%

Brooklyn 2,465,326 2,504,700 2,570,801 39,374 105,475 1.6% 4.3%

Manhattan 1,537,195 1,585,873 1,618,398 48,678 81,203 3.2% 5.3%

Queens 2,229,379 2,230,722 2,280,062 1,343 50,683 0.1% 2.3%

Staten Island 443,728 468,730 471,522 25,002 27,794 5.3% 6.3%

NYC All Boroughs 8,008,278 8,175,133 8,354,349 166,855 346,071 2.0% 4.3%

TABLE B 9: POPULATION CHANGE BY BOROUGH (NEW YORK CITY)


TOTAL POPULATION

OLDER ADULTS (65+)


PERCENTAGE PERSONS WITH A

DISABILITY

PERSONS WITH A

DISABILITY

Bronx 1,413,566.00 154,001 10.9% 188,207 13.5%

Brooklyn 2,570,801.00 302,335 11.8% 248,709 9.7%

Manhattan 1,618,398.00 225,577 18.7% 157,426 9.8%

Queens 2,280,602.00 300,885 13.2% 215,644 9.5%

Staten Island 471,522.00 64,173 13.6% 45,282 9.7%

NYC All Boroughs 8,354,889.00 1,046,671 12.5% 855,268 10.3%

NY State 19,594,330.00 2,755,172 14.1% 2,120,273 11%

USA 314,107,084.00 43,177,961 13.8% 37,874,571 12%

TABLE B 10: TARGET POPULATIONS BY BOROUGH (NEW YORK CITY)


B-1

9I

DS DI

IN IIID

BOROUGH NUMBER SQUARE MILES AVERAGE DENSITY(PER SQUARE MILE)

Older Adults

Bronx 154,001 42 3,667

Brooklyn 302,335 71 4,258

Manhattan 225,277 23 9,795

Queens 300,885 109 2,760

Staten Island 64,173 59 1,088

NYC All Boroughs 1,046,671 304 3,443


Bronx 188,207 42 4,481

Brooklyn 248,709 71 3,503

Manhattan 157,426 23 6,845

Queens 215,644 109 1,978

Staten Island 45,282 59 767

NYC All Boroughs 855,268 304 2,813

TABLE B 11: TARGET POPULATIONS AND DENSITY BY BOROUGH (NEW YORK CITY)


Note: People may fall into more than one target population category, thus totals are not presented

B-2.2 THE BRONX

Situated on the mainland of New York State, the Bronx borders Westchester County to the nor th and is separated from Manhattan by the Harlem River. At 42 square miles, the Bronx had the third-highest population density in New York City, with 33,656 people per square mile in 2014 The Bronx’s popula-tion grew by 6.1 percent from 2000 to 2014, reach-ing 1.41 million residents, a rate of moderate growth in comparison to the rest of New York City.

Older Adults

Eleven percent of the people living in the Bronx are over the age of 65. Table B 12 shows the top five zip codes in the Bronx in terms of both number and density of older adults. Two zip codes, 10463 and 10475, have both high density and high numbers of older adults.

Figure B 14 shows the density of older adults by tract, averaged by square mile. The density map confirms a major population of older adults in the nor theast-ern and nor thwestern sections of the Bronx, with a pocket of high-density adjacent to Bronx Park (the large park next to Fordham University). While there are high numbers of older adults in the eastern Bronx, the density maps show that in many cases, the population numbers are not as dense as in other places because of the larger tracts.

Figure B 13 depicts the absolute number of older adults per tract. This shows a large population of older adults living in zip code 10475, throughout the east Bronx spine, and in the south Bronx.

For the older adult population, the average number per tract is 454, and the average density, 3,667 per square mile.


B-2

0I

DS DI

IN IIID

ZIP CODE PLACE SQUARE MILES TOTAL POPULATION OLDER ADULTS PER SQUARE MILE


10456 High Bridge 1.1 91,737 8,144 7,404

10463 Kingsbridge 1.4 71,238 11,752 8,394

10467 Fordham 2.5 99,251 10,349 4,140

10469 Edenwald 2.4 66,631 10,574 4,406

10475 Co-Op City 1.3 44,582 9,333 7,179


10456 High Bridge 1.1 91,737 8,144 7,404

10462 Pelham 1.5 76,114 8,014 5,343

10463 Kingsbridge 1.4 71,238 11,752 8,394

10469 Edenwald 2.4 66,631 10,574 4,406

10475 Co-Op City 1.3 44,582 9,333 7,179

TABLE B 12: OLDER ADULTS (65+) BY ZIP CODE (THE BRONX)


B-2

1I

DS DI

IN IIID

FIGURE B 13: OLDER ADULTS (65+) BY CENSUS TRACT (THE BRONX)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates


B-2

2I

DS DI

IN IIID

FIGURE B 14: OLDER ADULTS (65+) PER SQUARE MILE BY CENSUS TRACT (THE BRONX)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates

B-2

3I

DS DI

IN IIID


Nearly 14 percent of people living in the Bronx have a disability. Table B 13 shows the top five zip codes in the Bronx in terms of both number and density of older adults

Figure B 16 shows the density of persons with a dis-ability by tract, averaged by square mile. The density map confirms a major population of persons with a disability in the southern and nor theastern sections of the Bronx. While there are high numbers of per-sons with a disability in the eastern Bronx, the den-sity maps show that in many cases, this population is not as dense as in other places because of the larger tracts.

Figure B 15 depicts the absolute number of persons with a disability per tract, ranging from four and un-der to more than 4,900. This shows a large popula-tion of persons with a disability living in zip code 10467, and in the southwest Bronx.

For the persons with a disability population, the aver-age number per tract is 556, and the average density is 8,290 per square mile



10452 Co-Op City 1.3 75,092 11,820 9,092

10453 Fordham 1.4 78,770 12,251 8,751

10456 Edenwald 2.4 90,589 13,258 5,524

10457 High Bridge 1.1 70,432 10,244 9,313

10467 Fordham 2.5 97,907 14,836 5,934


10452 Co-Op City 1.3 75,092 11,820 9,092

10453 Fordham 1.4 78,770 12,251 8,751

10455 Melrose 0.7 39,825 6,255 8,936

10457 High Bridge 1.1 70,432 10,244 9,313

10458 Bedford Park 1 76,272 10,168 10,168

TABLE B 13: PERSONS WITH A DISABILITY BY ZIP CODE (THE BRONX)



B-2

4I

DS DI

IN IIID

FIGURE B 15: PERSONS WITH A DISABILITY BY CENSUS TRACT (THE BRONX)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates

B-2

5I

DS DI

IN IIID

FIGURE B 16: PERSONS WITH A DISABILITY PER SQUARE MILE BY TRACT (THE BRONX)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates


B-2

6I

DS DI

IN IIID

B-2.3 BROOKLYN

Brooklyn has the highest population of the NYC counties, with 2.57 million people. Geographically, Brooklyn is the second largest borough, covering 71 square miles. Given the large population, however, the population density was 36,208 people per square mile as of 2014, which is comparable to that of the Bronx.

Older Adults

People over age 65 make up 12 percent of Brooklyn’s total population. Table B 14 shows the zip codes with the highest number and density of older adults.

Figure B 18 displays the density per square mile older adults by tract, and Figure B 17 shows the same population as total number per tract. Southern Brooklyn—especially the neighborhoods of Sheeps-head Bay, Borough Park, and Coney Island—has high numbers of older adults. The density map re-veals the highest concentration of older adults live in the Coney Island/Sheepshead Bay area, Crown Heights, and in Prospect Leffer ts Gardens.



11235 Sheepshead Bay 2.5 75,622 15,643 6,257

11214 Bensonhurst 2.2 88,297 14,807 6,730

11234 Mill Basin 7.4 95,610 13,530 1,828

11229 Sheepshead Bay 2.2 81,351 13,204 6,002

11223 Gravesend 2.1 76,651 13,052 6,215


11225 Prospect Lef-fer ts Gardens 0.9 59,613 7,009 7,788

11226 Flatbush 1.4 98,299 10,699 7,642

11224 Coney Island 1.5 42,698 10,595 7,063

11230 Midwood 1.8 87,064 12,202 6,779

11235 Sheepshead Bay 2.2 88,297 14,807 6,730

TABLE B 14: OLDER ADULTS (65+) BY ZIP CODE (BROOKLYN)


B-2

7I

DS DI

IN IIID

FIGURE B 17: OLDER ADULTS (65+) BY CENSUS TRACT (BROOKLYN)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates


B-2

8I

DS DI

IN IIID

FIGURE B 18: OLDER ADULTS (65+) PER SQUARE MILE BY CENSUS TRACT (BROOKLYN)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates

B-2

9I

DS DI

IN IIID


Nearly 10 percent of people living in Brooklyn have a disability. Table B 15 shows the top five zip codes in the Brooklyn in terms of both number and density of older adults.

Figure B 20 shows the density of persons with a disability by tract, normalized by square miles. The density map confirms a major population of persons with a disability in the southern, nor thern, and nor th-eastern sections of the Brooklyn.

Figure B 19 depicts the absolute number of persons with a disability per tract, ranging from 6 to more than 2,100. This shows a large population of per-sons with a disability living in zip code 11235, and in the south, nor th, and nor theast Brooklyn.




11235 Sheepshead Bay 2.5 75,622 13,168 5,267

11206 East Williams-burg 1.4 83,021 11,263 8,045

11207 East New York 2.7 93,217 10,308 3,818

11230 Midwood 1.8 86,791 10,182 5,657

11214 Bensonhurst 2.2 87,905 10,040 4,564


11206 East Williams-burg 1.4 83,021 11,263 8,045

11212 Brownsville 1.5 87,382 9,902 6,601

11224 Coney Island 1.5 42,698 9,452 6,301

11233 Ocean Hill 1.3 69,478 7,837 6,028

11216 Bedford Stuyvesant 0.9 54,282 5,357 5,952

TABLE B 15: PERSONS WITH A DISABILITY BY ZIP CODE (BROOKLYN)



B-3

0I

DS DI

IN IIID

FIGURE B 19: PERSONS WITH A DISABILITY BY CENSUS TRACT (BROOKLYN)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates

B-3

1I

DS DI

IN IIID

FIGURE B 20: PERSONS WITH A DISABILITY PER SQUARE MILE BY CENSUS TRACT (BROOKLYN)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates


B-3

2I

DS DI

IN IIID

B-2.4 MANHATTAN

Manhattan covers just 23 square miles and has by far the densest population of the five boroughs, at 70,365 people per square mile in 2014. From 2000 to 2014, Manhattan’s population grew 5.28 percent, to just over 1.6 million, higher than the growth ex-perienced by NYC overall. While the borough is an economic powerhouse with a high cost of living and skyrocketing real estate market to match, Manhat-tan’s relatively low cost of transpor tation, high den-sity mixed use/mixed use blocks, and public housing stock make it home to hundreds of thousands of the two target populations.

Older Adults

Four teen percent of Manhattan’s population is aged 65 or more. Table B 16 summarizes the older adult population concentrations by zip code. The Lower East Side (10002) and Upper East Side (10128) both contain high numbers and densities of older adults. The Upper West Side, additionally, has a high num-ber and density of older adults.

Figure B 21 and Figure B 22 show the density (per-sons per square mile) and population size of older

adults. The density map shows concentrations of older adults on the east and west sides of Central Park, in Upper Manhattan, and in a few pockets in Lower Manhattan. The population map shows that the high number of older adults covers a larger area east of Central Park as compared with the west side. Areas along the East River in Lower Manhattan, rep-resenting Chinatown, the Lower East Side, and the East Village, have very high numbers of older adults as well.



10025 Upper West Side 1.1 97,373 15,295 13,905

10002 Lower East Side 1 79,894 13,910 13,910

10023 Upper West Side 1.1 60,762 11,708 10,644

10024 Upper West Side 1.4 59,249 9,993 7,138

10128 Upper East Side 0.4 62,447 9,990 24,975


10128 Upper East Side 0.4 62,447 9,990 24,975

10021 Upper East Side 0.4 42,142 9,398 23,495

10028 Upper East Side 0.4 46,169 8,506 21,265

10022 Gramercy Park 0.4 29,699 8,162 20,405

10002 Lower East Side 1 79,894 13,910 13,910

TABLE B 16: OLDER ADULTS (65+) BY ZIP CODE (MANHATTAN)


B-3

3I

DS DI

IN IIID

FIGURE B 21: OLDER ADULTS (65+) BY CENSUS TRACT (MANHATTAN)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates


B-3

4I

DS DI

IN IIID

FIGURE B 22: OLDER ADULTS (65+) PER SQUARE MILE BY CENSUS TRACT (MANHATTAN)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates

B-3

5I

DS DI

IN IIID


Nearly 10 percent of people living in Manhattan have a disability. Table B 17 shows the top five zip codes in the Manhattan in terms of both number and den-sity of older adults.

Figure B 24 shows the density of persons with a disability by tract, normalized by square miles. The density map confirms a major population of persons with a disability in eastern Lower Manhattan and the nor thern par t of Manhattan.

Figure B 23 depicts the absolute number of persons with a disability per tract, ranging from 2 to more than 2,700. This shows a large population of per-sons with a disability living in zip code 10002, and in the south, nor th, and nor theast Manhattan.




10002 Lower East Side 1 79,894 11,809 11,809

10025 Upper West Side 1.1 97,373 10,400 9,455

10029 East Harlem 0.8 76,985 9,325 11,656

10032 Washington Heights 0.7 58,816 8,305 11,864

10009 Lower East Side 0.6 61,562 7,505 12,508


10030 Central Harlem 0.3 29,530 4,435 14,783

10026 Central Harlem 0.3 38,167 4,286 14,287

10128 Upper East Side 0.4 62,447 5,155 12,888

10009 Lower East Side 0.6 61,562 7,505 12,508

10032 Washington Heights 0.7 58,816 8,305 11,864

TABLE B 17: PERSONS WITH A DISABILITY BY ZIP CODE (MANHATTAN)



B-3

6I

DS DI

IN IIID

FIGURE B 23: PERSONS WITH A DISABILITY BY CENSUS TRACT (MANHATTAN)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates

B-3

7I

DS DI

IN IIID

FIGURE B 24: PERSONS WITH A DISABILITY PER SQUARE MILE BY TRACT (MANHATTAN)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates


B-3

8I

DS DI

IN IIID

B-2.5 QUEENS

Queens has the second highest population of NYC with 2.28 million in 2014. Queens has the largest geographic area and the second lowest population density of 20,923 people per square mile in 2014. The density is approximately 6,000 people per square mile lower than the city’s average.

Older Adults

Approximately 300,885 Queens residents are aged 65 years of age or older. Table B 18 summarizes the older adult population in Queens.

Table B 18 and Figure B 26 show the density (per-sons per square mile) and population of older adults in Queens.

Figure B 25 shows that central Queens, Queens’ east border, Far Rockaway, and nor thern Queens have high numbers of older adults. Figure B 26 illustrates that, in terms of density, the older adult population concentrates in the Flushing neighborhood, east of Flushing Meadows Park. Instances of tracts with many older adults are also in Jackson Heights, Rego Park, and Forest Hills.



11375 Forest Hills 2 69,652 12,835 6,418

11355 Flushing 1.8 83,799 12,370 6,872

11373 Elmhurst 1.5 100,713 11,143 7,429

11385 Ridgewood 3.6 100,132 10,480 2,911

11354 Flushing 2.6 56,433 10,295 3,960


11372 Jackson Heights 0.7 63,202 8,338 11,911

11374 Rego Park 0.9 41,792 7,509 8,343

11373 Elmhurst 1.5 100,713 11,143 7,429

11355 Flushing 1.8 83,799 12,370 6,872

11375 Forest Hills 2 69,652 12,835 6,418

TABLE B 18: OLDER ADULTS (65+) BY ZIP CODE (QUEENS)


B-3

9I

DS DI

IN IIID

FIGURE B 25: OLDER ADULTS (65+) BY CENSUS TRACT (QUEENS)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates


B-4

0I

DS DI

IN IIID

FIGURE B 26: OLDER ADULTS (65+) PER SQUARE MILE BY CENSUS TRACT (QUEENS)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates

B-4

1I

DS DI

IN IIID


Slightly more than nine percent of people living in Queens have a disability. Table B 19 shows the top five zip codes in the Queens in terms of both number and density of people with a disability.

Figure B 28 shows the density of persons with a disability by tract, normalized by square miles. The density map confirms a major population of persons with a disability in central Queens and the nor thwest-ern par t of Queens.

Figure B 27 depicts the absolute number of persons with a disability per tract, ranging from 3 to more than 2,400. This shows a large population of per-sons with a disability living in zip code 11368. The number of persons with a disability population is dispersed throughout the county, but there are small concentrations in central, south, and nor thwestern Queens.




11368 Corona 2.6 109,936 9,990 3,842

11691 Far Rockaway 2.8 60,252 9,458 3,378

11434 Jamaica 3.2 64,774 7,807 2,440

11373 Elmhurst 1.5 100,713 7,327 4,885

11375 Forest Hills 2 69,652 6,999 3,500


11372 Jackson Heights 0.7 63,202 5,149 7,356

11374 Rego Park 0.9 41,792 5,452 6,058

11373 Elmhurst 1.5 100,713 7,327 4,885

11106 Astoria 0.9 38,615 4,105 4,561

11103 Astoria 0.7 38,257 2,984 4,263

TABLE B 19: PERSONS WITH A DISABILITY BY ZIP CODE (QUEENS)



B-4

2I

DS DI

IN IIID

FIGURE B 27: PERSONS WITH A DISABILITY BY CENSUS TRACT (QUEENS)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates

B-4

3I

DS DI

IN IIID

FIGURE B 28: PERSONS WITH A DISABILITY PER SQUARE MILE BY CENSUS TRACT (QUEENS)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates


B-4

4I

DS DI

IN IIID

B-2.6 STATEN ISLAND

Staten Island experienced the most growth in NYC from 2000 to 2014, with a population increase of 6.3 percent to bring the 2014 total to 471,522. Staten Island had a population density of 7,992 people per square mile in 2014. Staten Island has very different density compared to the rest of NYC.

Older Adults

Just over 64,100 people aged 65 years and older live on Staten Island. The 2010–2014 American Com-munity Survey 5-year estimates contained age data for only three zip codes for Staten Island; therefore, Table B 20 contains all the data available.

Figure B 29 and Figure B 30 show the county’s densi-ty (persons per square mile) and population of older adults. The population map shows many older adults in the central and southern por tions of the borough; however, the density map reveals that because of the large tract size outside the Nor th Shore, densities in south Staten Island are fairly low.



10314 Willowbrook 16.2 87,524 14,112 871

10306 New Drop 6.8 54,888 9,096 1,338

10312 Great Kills 7.7 61,105 9,027 1,172


10306 New Drop 6.8 54,888 9,096 1,338

10312 Great Kills 7.7 61,105 9,027 1,172

10314 Willowbrook 16.2 87,524 14,112 871

TABLE B 20: OLDER ADULTS (65+) BY ZIP CODE (STATEN ISLAND)


B-4

5I

DS DI

IN IIID

FIGURE B 29: OLDER ADULTS (65+) BY CENSUS TRACT (STATEN ISLAND)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates


B-4

6I

DS DI

IN IIID

FIGURE B 30: OLDER ADULTS (65+) PER SQUARE MILE BY CENSUS TRACT (STATEN ISLAND)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates

B-4

7I

DS DI

IN IIID


Nearly 10 percent of people living in Staten Island have a disability. Table B 21 shows the top five zip codes in the Staten Island in terms of both number and density of older adults.

Figure B 32 shows the density of persons with a disability by tract, normalized by square miles. The density map confirms a major population of persons with a disability in the nor thern and eastern par ts of Staten Island.

Figure B 31 depicts the absolute number of persons with a disability per tract, ranging from 14 to more than 1,170. This shows a large population of per-sons with a disability living in zip code 10314. The number of persons with a disability population is dispersed throughout the county, but there are small concentrations in nor thern and eastern Staten Island.For the persons with a disability population, the aver-age number per tract is 415, and the average density, 1,362 per square mile.



10314 Willowbrook 16.2 87,524 8,657 534

10306 New Drop 6.8 54,888 6,172 908

10312 Great Kills 7.7 61,105 4,919 639

10305 South Beach 4.3 41,053 4,655 1,083

10304 Stapleton 3.9 40,946 3,967 1,017


10308 Great Kills 2 29,805 3,203 1,602

10302 Por t Richmond 1.2 17,993 1,771 1,476

10310 W. New Brigh-ton 1.8 24,686 2,554 1,419

10305 South Beach 4.3 41,053 4,655 1,083

10304 Stapleton 3.9 40,946 3,967 1,017

TABLE B 21: PERSONS WITH A DISABILITY BY ZIP CODE (STATEN ISLAND)



B-4

8I

DS DI

IN IIID

FIGURE B 31: PERSONS WITH A DISABILITY BY CENSUS TRACT (STATEN ISLAND)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates

B-4

9I

DS DI

IN IIID

FIGURE B 32: PERSONS WITH A DISABILITY PER SQUARE MILE BY CENSUS TRACT (STATEN ISLAND)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates


B-5

0I

DS DI

IN IIID

B-3 LONG ISLAND

The Long Island subregion contains 2.83 million people. From 2000 to 2014, the subregion grew by 2.9 percent. Long Island contains two cities (both of which are in Nassau County), 13 towns, and 96 villages. As shown in Table B 22, population in both counties increased since 2000 to over 2.8 million. Long Island has a population density of approximate-ly 2,035 people per square mile, which is around the same density as that of Westchester County. Nas-sau County’s population density is 2,981 people per square mile, which is higher than Suffolk County at 1,645 people per square mile


Target populations as a percentage of total popula-tion show that the subregion has a lower propor tion of persons with disabilities than the country and the state do. For older adults, Long Island matches the state percentage.

B-3.2 NASSAU COUNTY

Positioned between Queens and Suffolk County, Nassau County has highest population density in the NYMTC region outside of New York City, at 4,706 people per square mile. Nassau’s population has grown slower than Suffolk County since 2000, 0.37 percent compared to Suffolk’s 5.21 percent growth from 2000 to 2014. Nassau County has the highest median age of all 10 counties at 41.3 years, which is 3.2 years higher than New York State’s median age. Thus, Nassau County also has the highest percent-age of older adults in the NYMTC planning area at nearly 16 percent.

Older Adults

Nassau County is home to more than 213,500 old-er adults. Table B 24 shows the highest densities of older adults by census place. Great Neck Plaza and Long Beach have the highest densities of older adults.

2000 2010 2014 ACS 5-YEAR EST

CHANGE (2000–2010)

CHANGE (2000–2014)

% CHANGE (2000–2010)

% CHANGE (2000–2014)

Nassau 1,334,544 1,339,532 1,350,601 4,988 16,057 0.40% 0.37%

Suffolk 1,419,369 1,493,350 1,500,373 73,981 81,004 5.00% 5.21%

Long Island 2,753,913 2,832,882 2,850,974 78,969 97,061 2.80% 2.87%

TABLE B 22: POPULATION CHANGE BY COUNTY (LONG ISLAND)


TOTAL POPULATION

(2014)

OLDER ADULTS (65+) (2014)


PERSONS WITH A

DISABILITY

PERCENTAGE WITH

DISABILITY

Nassau 1,350,601 213,518 15.81% 113,837 8.49%

Suffolk 1,500,373 215,852 14.39% 134,592 9.06%

Long Island 2,850,974 429,370 15.06% 248,429 8.79%

TABLE B 23: TARGET POPULATION BY COUNTY (LONG ISLAND)


B-5

1DI

ID

IIDDI

I

Figure B 34 shows the population by density per square mile and Figure B 33 shows the older adults by number per tract. The numbers map shows older adults throughout Nor th Hempstead and Hempstead and in the southern por tions of Oyster Bay. The den-sity map shows that the highest concentrations are generally in the western por tion of the county.


Levittown 6.8 52,485 7,673 1,128

Hicksville 6.8 41,784 6,951 1,022

East Meadow 6.3 37,513 6,610 1,049

Freepor t Village 4.8 43,168 6,218 1,295

Hempstead Village 3.7 54,801 5,570 1,505


Great Neck Plaza 0.3 6,823 2,067 6,890

Long Beach 2.2 33,522 5436 2,471

South Floral Park 0.1 2,017 228 2,280

Williston Park 0.6 7,319 1197 1,995

Stewar t Manor Village 0.2 2,112 389 1,945

TABLE B 24: OLDER ADULTS (65+) BY CENSUS PLACE (NASSAU COUNTY)



B-5

2DI

ID

IIDDI

I

FIGURE B 33: OLDER ADULTS (65+) BY CENSUS TRACT (NASSAU COUNTY)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates

B-5

3DI

ID

IIDDI

I

FIGURE B 34: OLDER ADULTS (65+) PER SQUARE MILE BY CENSUS TRACT (NASSAU COUNTY)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates


B-5

4DI

ID

IIDDI

I


Less than 9 percent of the population of Nassau County has disabilities, with 115,027 as the esti-mate. Table B 25 shows the census Places in order of both total persons with a disability and density of persons with a disability. Levittown has the highest number of persons with a disability, at 5,281, while South Floral Parky has the highest density, at 2,386 persons per square mile.

Figure B 36 shows the density of persons with a disability by tract, normalized by square miles. The density map confirms a major population of persons with a disability in the southern por tion of Nassau County.

Figure B 35 depicts the absolute number of persons with a disability per tract, ranging from 33 and under to more than 880. This shows a large population of persons with a disability living in Hempstead, and southern Nassau County.

For the persons with a disability population, the aver-age number per tract is 408, and the average density, 8,290,641 per square mile.

NAME SQUARE MILES TOTAL POPULATION

OLDER ADULTS (65+) PER SQUARE MILE


Levittown 6.8 52,485 5,281 529

Freepor t 4.7 42,790 4,108 250

Hicksville 6.8 41,784 3,795 344

Hempstead 3.7 53,931 3,627 1,325

Valley Stream 3.5 37,764 3,567 372


South Floral Park 0.1 2,017 229 2,386

Great Neck Plaza 0.3 6,597 736 2,358

Island Park 0.4 4,533 665 1,631

Long Beach 2.2 33,522 2,914 1,353

Lynbrook 2.0 19,517 2,156 1,071

TABLE B 25: PERSONS WITH A DISABILITY BY CENSUS PLACE (NASSAU COUNTY)


B-5

5DI

ID

IIDDI

I

FIGURE B 35: PERSONS WITH A DISABILITY BY CENSUS TRACT (NASSAU COUNTY)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates


B-5

6DI

ID

IIDDI

I

FIGURE B 36: PERSONS WITH A DISABILITY PER SQUARE MILE BY CENSUS TRACT (NASSAU COUNTY)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates

B-5

7DI

ID

IIDDI

I

B-3.3 SUFFOLK COUNTY

By far the largest county in the NYMTC planning area in terms of geographic size, Suffolk County is just over double Nassau County in land area. Although the two counties have fairly similar population num-bers, Suffolk County’s size means that its density at 1,645 people per square mile is significantly lower than Nassau County’s.

Older Adults

Just over 215,850 older adults live in Suffolk County as of 2014. Table B 26 displays the five towns and villages with the highest number and densities of older adults.

Figure B 38 depicts density of older adults per square mile. The population is concentrated almost entirely west of the William Floyd Parkway, and especially in South Babylon and southern Islip, and also in Huntington. Figure B 37 shows the number of older adults per tract. The western end of Suffolk County, where populations are higher and tracts are small, has a large number of older adults. In addition, sev-eral tracts on the East End have high numbers of older adults, but these numbers represent very large tracts.



West Babylon 7.8 43,725 6,237 800

Commack 12 35,487 6,148 512

Coram 13.8 40,637 5,479 397

Brentwood 11 59,436 5,040 458

Smithtown 12.12 26,408 4,650 384


Nor th Amityville 2.4 19,608 2,353 980

Lindenhurst 3.8 27,303 3,625 954

Copiague 3.2 22,527 2,615 817

West Babylon 7.8 43,725 6,237 800

Huntington Station 5.5 34,005 3,900 709

TABLE B 26: OLDER ADULTS (65+) BY CENSUS PLACE (SUFFOLK COUNTY)



B-5

8DI

ID

IIDDI

I

FIGURE B 37: OLDER ADULTS (65+) PER SQUARE MILE BY CENSUS TRACT (SUFFOLK COUNTY)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates

B-5

9DI

ID

IIDDI

I

FIGURE B 38: OLDER ADULTS (65+) PER SQUARE MILE BY CENSUS TRACT (SUFFOLK COUNTY)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates


B-6

0DI

ID

IIDDI

I


Similar to Nassau County, it is estimated that 9 per-cent of the population in Suffolk County has a dis-ability.

Figure B 40 shows the density of persons with a disability by tract, normalized by square miles. The density map confirms a major population of persons with a disability in the central and western por tions of Suffolk County.

Figure B 39 depicts the absolute number of persons with a disability per tract, ranging from 22 and under to 1,085. This shows a large population of persons with a disability living in Brookhaven town, and along the central spine of Suffolk County, par ticularly from central Suffolk County to western Suffolk County.

For the persons with a disability population, the aver-age number per tract is 418, and the average density, 302 per square mile

NAME SQUARE MILES TOTAL POPULATION

PERSONS WITH A DISABILITY PER SQUARE MILE


West Babylon 7.8 43,725 4,972 635

Brentwood 11.0 59,436 4,594 418

Coram 13.8 40,637 3,612 261

Central Islip 7.1 36,209 3,145 442

Deer Park 6.2 27,280 2,964 480


Nor th Ami-tyville 2.4 19,608 1,900 807

Lindenhurst 3.8 27,303 2,628 700

Nor th Bay Shore 3.3 19,990 2,275 700

Copiague 3.2 22,527 2,063 639

West Babylon 7.8 43,725 4,972 635

TABLE B 27: PERSONS WITH A DISABILITY BY CENSUS PLACE (SUFFOLK COUNTY)


B-6

1DI

ID

IIDDI

I

FIGURE B 39: PERSONS WITH A DISABILITY BY CENSUS TRACT (SUFFOLK COUNTY)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates


B-6

2DI

ID

IIDDI

I

FIGURE B 40: PERSONS WITH A DISABILITY PER SQUARE MILE BY CENSUS TRACT (SUFFOLK COUNTY)Source: U.S. Census Bureau, Decennial Census 2000 and 2010, 2014 American Community Survey 5-Year Estimates

B-6

3DI

ID

IIDDI

I


6-C TRANSPORTATION PROVIDERS

C

-1



C

-2

C-1 LOWER HUDSON VALLEY

PROVIDER/SERVICE SERVICE AREA ORGANIZATION

TYPE SERVICE HOURS ELIGIBLE RIDERS

TRIP PURPOSE

MODE OF SERVICE

VEHICLE FLEET SIZE


Putnam Area Rapid Transit

Eastern and southern por tions of Putnam County

Public Transit Agency

M-F5:00AM– 9:15PMSat.7:30AM– 6:00PM

General Public Unlimited Fixed-route bus

– local service 15 vehicles*

Putnam County Transpor tation Paratransit

Putnam County, within ¾ mile service area


M-F5:00AM– 9:15PMSat.7:30AM– 6:00PM

General Public Unlimited

American with Disabilities Act Paratransit

9 vehicles*

Metro-Nor th Railroad

Trains to and from NYC serv-ing 5 stations in the County along two lines (Hudson, and Harlem)

Public Agency

M–F 4:00AM – 3:40AMWeekend4:00AM – 3:40AM

General Public Unlimited Rail – Com-

muter Service

1,357 vehicles available for maximum service for the whole agency*

Westchester BEE-Line

From Mahopac and Carmel to Westchester


M-F 7:00AM – 8:00PM


– local service

329 fixed-route vehicles*

Housatonic Area Regional Transit

From Brewster Train Station to Danbury, CT, and from Southeast Train Station to New Fair field CT


M-F 5:50AM – 9:30PM


– local service

-52 fixed route ve-hicles*


Croton Falls Shuttle

Croton Falls Train Station to Mahopac

Municipal Transpor tation

M-F5:30AM – 7:35PM


– local service N/A

Cold Spring Trolley

Cold Spring to Beacon. Sea-sonal service only.

Municipal Transpor tation

Sat., Sun, Holi-days Only11:00AM – 6:00PM


– local service N/A

Putnam County Office for Senior Resources

Putnam County County gov-ernment

M–F9:00am – 3:00pm

For seniors 60+, transpor-tation to county spon-sored senior centers and programs

Trips to county senior cen-ters, for programs and meals, and shop-ping trips.

Demand re-sponse service 7

TABLE C 1: PUTNAM COUNTY TRANSPORTATION PROVIDERS (LOWER HUDSON VALLEY)

*NTD Reporting 2015

C-1.1 PUTNAM COUNTY

DIIID

D I

III

IDC

-3



TRIP PURPOSE

MODE OF SERVICE

VEHICLE FLEET SIZE

Putnam County, Dan-bury, Mt Kisco, & Valhalla

County gov-ernment

M–F9:00am – 3:00pm

Getting to and from medical appoint-ments who oth-erwise have no transit options

Medical appoint-ments both in and out of the county.

Demand re-sponse service 7


Putnam ARC Putnam CountyPrivate non-profit organi-zation

Not repor tedPersons with dis-abilities

Not re-por ted

Demand re-sponse service N/A

Hudson Valley Cerebral Palsy Association

Putnam County (and some por tions of Westchester and Dutchess counties)

Putnam County (and some por tions of Westchester and Dutchess counties)

Not repor ted

Persons with dis-abilities who may be older adults and/or persons with low income

Day programs and medi-cal

Demand-re-sponse service using paid drivers.

53 vehicles

Volunteer Vet-erans Medical Transpor tation

Putnam County and nearby areas

Office of Se-nior Resourc-es, Veterans Affairs, Plan-ning Dept.

Varies

Available to armed services veter-ans for medical appoint-ments only

Medical Demand re-sponse service N/A

Private Providers

79 Medicaid NEMT provid-ers contracted through Medi-cal Answering Services

Putnam Private Provid-ers Varies

Medicaid recipi-ents

Medical

Taxis, ambu-lettes, wheel-chair acces-sible vehicles, stretchers, ambulances

N/A

Strictly Medi-cal Transpor t

MahopacMedicaid Transpor t

Private pro-vider N/A General

Public Unlimited Ambulette N/A

Statewide Ambulette Service– As-sisted Trans-por tation

Serving Westches-ter, Putnam & Dutchess County

Private pro-vider

M–S5:00AM– 12:00AM

General Public Unlimited Ambulette N/A

Jorge’s Taxi Mahopac Private pro-vider 24/7 General

Public Unlimited Car Service N/A

Mahopac Car Service

Mahopac Car Service

Private pro-vider N/A General

Public Unlimited Car Service N/A

TABLE C 1, CONT: PUTNAM COUNTY TRANSPORTATION PROVIDERS (LOWER HUDSON VALLEY)


DIIID

D I

III

IDC

-4

TABLE C 1, CONT: PUTNAM COUNTY TRANSPORTATION PROVIDERS (LOWER HUDSON VALLEY)



TRIP PURPOSE

MODE OF SERVICE

VEHICLE FLEET SIZE

Premiere Transpor tation Patterson Private pro-

vider N/A General Public Unlimited Car Service N/A

Express Taxi Inc. Brewster Private pro-

vider 24/7 General Public Unlimited Taxi N/A

Carmel Taxi & Car Service Carmel Private pro-

vider

M-F and Sun6:00AM – 12:00AM24 hrs. on week-ends

General Public Unlimited Taxi N/A

Mahopac & Carmel Taxi Carmel Private pro-

vider

M-F and Sun.6:00AM – 12:00AM24 hrs. on week-ends


Putnam County Yellow Cab

Carmel Private pro-vider N/A General

Public Unlimited Taxi N/A

VIP Taxi of Carmel Carmel Private pro-

viderM-F 7:00AM –8:00PM


Blue Transit Cold Spring Private pro-vider N/A General


Cold Spring Village Taxi Cold Spring Private pro-

vider

M-F and Sun.6:00AM – 12:00AM24 hrs. on week-ends


Ace Ambulette Mahopac Private pro-vider N/A General


RC Transpor-tation Services Patterson Private pro-

vider N/A General Public Unlimited Taxi N/A

NUMBER OF PUBLIC AND PRIVATE NON

PROFIT PROVIDERS

NUMBER OF OLDER ADULTS

OLDER ADULTS PER PROVIDER

NUMBER OF PERSONS WITH DISABILITIES

PERSONS WITH A DISABILITY PER

PROVIDER

11 13,574 1,234 10,190 926

TABLE C 2: PUTNAM COUNTY PROVIDERS AND TARGET POPULATIONS (LOWER HUDSON VALLEY)

DIIID

D I

III

IDC

-5

PROVIDER/SERVICE

SERVICE AREA

ORGANIZATION TYPE SERVICE HOURS ELIGIBLE

RIDERSTRIP

PURPOSEMODE OF SERVICE

VEHICLE FLEET SIZE


Transpor t of Rockland

Rockland County Public Agency

Monday – Friday 5:30AM – 1:30AMSaturday 6:00AM – 1:30AMSunday 8:00AM – 12:00AM

General Public Unlimited Fixed Route

Bus 68 total ve-hicles*

TRIPS Para-transit

Rockland County Public Agency

Monday – Friday 7:00AM – 7:00PMSaturday 8:00AM – 5:00PM

General Public Unlimited ADA Paratran-

sit Service 26 total ve-hicles*

TAPPAN ZEEx-press

Between Rockland County and Tarrytown/White Plains in Westches-ter County

Public Agency

Monday – Friday 4:30AM – 11:00PMSaturday 5:30AM – 1:30AM


Fixed Route Bus – Com-muter Bus

N/A

Clarkstown Mini-Trans

Town of Clarkstown Public Agency



Bus 14 buses*

Spring Valley Jitney

Village of Spring Valley Public Agency



Bus 2 vehicles*

Metro-Nor th Railroad and NJ TRANSIT

Trains to NYC and New Jersey from Suffern, Sloatsburg, Spring Valley, Nanuet, and Pearl River

Public Agency

Monday – Friday 5:00AM – 12:00AMWeekend 6:00AM – 8:00PM

General Public Unlimited Commuter Rail

2,684 com-bined vehicles or train cars between the agencies*

TABLE C 3: ROCKLAND COUNTY TRANSPORTATION PROVIDERS (LOWER HUDSON VALLEY)

*NTD Reporting 2015

C-1.2 ROCKLAND COUNTY


III

NDDI

I I

III

IDC

-6

TABLE C 3, CONT: ROCKLAND COUNTY TRANSPORTATION PROVIDERS (LOWER HUDSON VAL-LEY)

PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP


VEHICLE FLEET SIZE


Rockland County Office for the Aging

Rockland County

Rockland County Office for the Aging

6 am – 6pm taxi use with voucher

Seniors 60 and above with medical needs

Taxi Voucher Pro-gram for Medical Appoint-ments

Taxi Voucher Program

Contracted Service, 17 taxis in fleet


Yedei Chesed 24/7.

Rockland County, primar-ily Monsey, Spring Valley, Suffern

Private, Non-Profit organi-zation

Day Programs-8:30AM-4:30PM; Residential Services 24/7, Senior Pro-grams 9:30AM-2:30PM

Develop-mentally disabled adults; seniors

Medical, shopping, day pro-grams

Demand-response service, paid drivers and some volun-teers

9 vehicles (combination of 1 large bus, mini-buses & cars)

Circle of Friends

Rockland County


8:00AM-3:30PM

Chal-lenged seniors >60 attend-ing day programs

Day pro-grams

Demand-response, paid drivers

5 leased vans and 1 owned van

Hamaspik of Rockland County

Rockland County


Sunday-Thurs-day 9:00AM-4:00PM and Friday 9:00-1:00PM

Indi-viduals enrolled in Office for People with Develop-mental Dis-abilities Waiver Program

Not Re-por ted

Demand-re-sponse service 4 buses

Jawonio, Inc. Rockland County


24 hours/7 days per week

Persons par tici-pating in agency programs or in agency residenc-es

Day programs, employ-ment

Demand response using agency staff

119 vehicles

III

NDDI

I I

III

IDC

-7


PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP


VEHICLE FLEET SIZE

Meals on Wheels Programs & Services of Rockland, Inc.

Rockland County


8:30AM-4:30PM, Mon-day - Friday

Persons >60 par tici-pating in agency’s programs or older or have dementia or Al-zheimer’s disease

Day pro-grams

Demand-response service with paid drivers and volunteers using their vehicles

12 mini-buses; 300 personal ve-hicles driven by volunteers

Retired and Senior Volun-teer Program (RSVP)

Rockland County

Private, Non-Profit with Federal and local sponsor-ship

8:00AM-3:00PM

Veterans, Disabled, Age 60+, Eligible RSVP vol-unteers

Volunteer employ-ment, com-munity outings, shopping

Demand-re-sponse service

2 agency van vehicles, 20 volunteers with personal cars

Rockland County Chap-ter NYS ARC, Inc.

Rockland County


Day programs 8:30 am -5 pm; residential 24/7

Individu-als with intellec-tual dis-abilities par tici-pating in agency programs and ser-vices

Day Pro-grams

Demand-response service, paid drivers and residences’ staff

110 vehicles (mostly mini-vans, some cars & con-tract for 7-9 buses

Rockland Bridges (f/k/a Independent Living Center)

Rockland County and specifically East Ramapo School Dis-trict


Individualized to service plans for user and for after class for the students.

Individu-als with service plans for skill build-ing & for students with dis-abilities in East Ramapo Schools

Day pro-grams

Demand-re-sponse service using paid drivers

In total 4 ve-hicles: 2 cars, 1 van and 1 small bus

Rockland Oppor tunity Development Association Inc.

Rockland County

Private non-profit organi-zation

Not repor ted Not re-por ted

Not Re-por ted Not repor ted N/A

Private Providers


Rockland Private Provid-ers Varies Medicaid

recipients Medical


N/A


III

NDDI

I I

III

IDC

-8


PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP


VEHICLE FLEET SIZE

Monsey TrailsRockland County to NYC

Private transpor tation provider

Monday – Friday 6:00AM-8:00PM



34 vehicles*

Coach USA/Rockland Coaches

Rockland County to NYC


Monday – Friday 6:00AM-11:00PMWeekends 7:00AM -12:00AM



94 vehicles*

Reliable Rides

Rockland County and surrounding area


Monday – Thursday 7:00PM-5:00AMFriday – Sunday 5:30PM-5:00AM

General Public Unlimited Taxi Company N/A

Nyack Taxi Service

Nyack and surrounding area


7 days/24 hours General Public Unlimited Taxi Company N/A

American Latina Car Service



N/A General Public Unlimited Taxi Company N/A

Prestige Taxi & Car Service



7 days/24 hours General Public Unlimited Taxi Company N/A

Rockland Taxi



N/A General Public Unlimited Taxi Company N/A


PROFIT PROVIDERS





PROVIDER

16 45,070 2,817 27,545 1,722

TABLE C 4: ROCKLAND COUNTY PROVIDERS AND TARGET POPULATIONS (LOWER HUDSON VALLEY)

III

NDDI

I I

III

IDC

-9

PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP


VEHICLE FLEET SIZE


Metro-Nor th Railroad

Trains to and from NYC serving 43 stations in the County along three lines (Hud-son, Harlem, and New Haven)

Public Agency

Monday – Friday 4:00AM – 3:40AMWeekend 4:00AM – 3:40AM

General Public Unlimited Commuter Rail

1,357 vehicles available for maximum service for the whole agency*

Bee-Line Bus System

Within Westchester County and service to the Bronx, Manhattan, and Putnam County

Public Agency

Monday – Friday 5:00AM – 2:00 AMSaturday 5:30AM – 2:00AMSunday 5:30AM – 1:00AM

General Public Unlimited Fixed-Route

Bus329 Fixed-Route Vehicles

Bee-Line ParaTransit (Westches-ter County Depar tment of Transpor ta-tion)

Westchester County

Public agency (county gov-ernment)

6:00 AM – 11:00 PM, Mon-day – Saturday8:00 AM – 8:00 PM, Sunday

Persons with dis-abilities

Demand-response 60 vehicles

TAPPAN ZEEx-press

Between Tarrytown/White Plains and Rockland County

Public Agency

Monday – Friday 4:30AM – 11:00PMSaturday 5:30AM – 1:30AM



N/A


Bedford Town and incorpo-rated Village

Within town limits to se-nior centers; shopping trips depar t-ing from se-nior centers

Public agency (municipal government – recreation depar tment)

10:00 AM – 2:00 PM, Mon-day , Wednes-day, Friday

Older adults (50+)

Demand-response

1 vehicle (14 passenger)

Briarcliff Manor

Shopping trips in local area

Public agency (municipal government – recreation and parks depar t-ment)

8:30 AM – 3:00 PM, Tuesdays (Mall) & Thurs-days (Thorn-wood food shopping)

Older adults

Demand-response; door to door; also will use Ride Connect if needed

1 vehicle (16 passenger)

City of New Rochelle

City of New Rochelle and adjacent areas for shopping

Public agency (municipal government – office on aging)

Two days per week

Older adults


TABLE C 5: WESTCHESTER COUNTY TRANSPORTATION PROVIDERS (LOWER HUDSON VALLEY)

*NTD Reporting 2015

C-1.3 WESTCHESTER COUNTY


SDIII

DDIIDI II

IIID

C-1

0

TABLE C 5, CONT: WESTCHESTER COUNTY TRANSPORTATION PROVIDERS (LOWER HUDSON VALLEY)

PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP


VEHICLE FLEET SIZE

City of Rye Within city limits

Public agency (municipal government – senior center)

Mondays to dr. offices by club members, weekly grocery trips, Wednes-days to Senior Ctr, Thursdays shopping trips or outings.

Older adults

Demand-response, plus Taxi Subsidy: Vouchers pro-vide eligible seniors with $4 toward each taxi ride up to 15 vouchers each month.

Senior van seats 12/13 people

City of White Plains

Transpor t to senior centers within the city of White Plains, shopping


8:00 AM – 4:00 PM, Monday – Friday Senior Center; 9:00 AM – 12:00 PM for shopping W, TH; 8:00-9:00 a.m. Medical Appointments Mon *one way only

Older adults


City of Yon-kers

Transpor t to senior centers within the City of Yonkers; shopping trips within City

Public agency (municipal government – office on aging)

8:45-10:45 a.m.Mon-Fri Medical Ap-pointments; 8:30-10:30 a.m food shopping Mon-Fri; Senior Center 9:30 a.m-1:30 p.m. M-F

Older adults


City of Peek-skill

Transpor t to senior centers within the City of Peekskill; shopping within City and sur-rounding areas

Public agency (municipal government – parks and recreation depar tment)

9:00 AM – 2:00 PM, Monday – Friday; 1:30 PM – 4:00 PM for shopping Tues & Thurs.

Older adults


Croton-on-Hudson

Shopping trips within local areas only


9:00 AM – 12:00 PM, Mon & Weds

Older adults (60+ residents only)

Demand-response 1 vehicle

Dobbs Ferry and Ardsley villages co-operative program

Within village limits to se-nior centers, shopping


10:00 AM – 3:00 PM, Monday – Fri-day, Tuesdays & Fridays grocery shopping; Medical Monday 9-11 one way

Older adults (50+)

Demand-response

6 vehicles;2 24+ pas-senger bus; 4 14 passenger incl. wheel-chair lift

SDIII

DDIIDI II

IIID

C-1

1

PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP


VEHICLE FLEET SIZE

Harrison Within town limits

Public agency (municipal government)

4 days/week to medical ap-pointments in AM, Weds to Shopping Cen-ters, and a van daily to senior center activities

Older adults (60+)

Demand Response plus a Taxi subsidy (50% discount with fare cap)

N/A

Mamaroneck Town and Larchmont Village

Within town and village limits to se-nior centers

Public agency (municipal government – depar tment of community services)

Mon- Friday 9-2 to senior cen-ters; shopping on Wednesdays; medical trans-por tation on Monday- Thurs-day mornings & Monday, Tuesday PM

Older adults


Mt. Kisco


Public agency (municipal government – depar tment of senior citizen programs)

9:00 AM – 3:00 PM, Mon-day – Friday; 12:00 PM – 2:00 PM for shopping(from senior center) Mon, Thurs, Fri,

Older adults


Ossining Town and Village

Within town and village limits to se-nior centers, shopping

Public agency (municipal government – senior ser-vices depar t-ment)

9:00 AM – 3:00 PM,

Monday – Friday Older adults

Demand-re-sponse plus Taxi subsidy; half fare discount

3 vehicles

Pleasantville


Public agency (municipal government – depar tment of senior programs)

10:00 AM – 2:00 PM, Monday - Friday to senior center & Medical Appointments, shopping Thurs-days;

Older adults


Pleasantville No limitation


Daily Older adults

Taxi subsidy; discount on individual trips (lim-ited number of tickets sold per month)

N/A



SDIII

DDIIDI II

IIID

C-1

2


PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP


VEHICLE FLEET SIZE

Pelham No limitationPublic agency (municipal government)

Daily, 10:00 AM – 2:00 PM

Older adults

Taxi subsidy; discount on individual trips (lim-ited number of tickets sold per month)

N/A

Peekskill No limitation

Public agency (municipal government – parks and recreation depar tment)

Daily Older adults

Taxi subsidy; $2.00 discount N/A

Rye Brook

Village limits and sur-rounding local areas to senior centers; shopping

Public agency (municipal government – senior citizens programs)

9:00 a.m. & 10:00 a.m. pickup - 2:00 p.m. Tues & Thursdays to Senior Center & Home; 10:30-11:30 Shop-ping Tues & Thurs; Variable Wednesday rec-reational trips & times

Older adults

Demand-response

1 vehicle/ no more than 20 passengers

Tarrytown

Senior centers & Medical Ap-pointments

Public agency (municipal government)

8:00 AM – 3:30 PM, Monday – Friday; shop-ping every other week*

Older adults


Town of East-chester

Transpor t to senior cen-ters, shop-ping within Town of Eastchester limits


9:00 AM – 3:30 PM, Monday – Friday Medical; Shopping Weds, Thurs, Friday

Older adults

Demand-response

2 vehicles (1 van, 1 car)

Town of Mt. Pleasant

Within town limits to se-nior centers, shopping

Public agency (municipal government – office of older adults)

10:00 AM – 3:00 PM, Mon-day – Friday from home to Senior Center only. Tuesdays to Supermarket

Older adults


Town of Nor th Castle


Public agency (municipal government – depar tment of senior citizens)

8:00 AM – 3:00 PM, four days per week

Older adults


SDIII

DDIIDI II

IIID

C-1

3


PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP


VEHICLE FLEET SIZE

Town of Nor th Salem


Public agency (municipal government – office of senior citizen programs)

Monday-Friday 10-2 to Senior Center; Shop-ping Monday& Fridays 10-3; Library Every other Tuesday 11:00-12:00; Medical

Older adults


Town of Somers

Within town limits; shop-ping within town limits and sur-rounding areas


M-Fr 10-2 to Senior Center; Shopping Mon& Fri 10-3; Library Every other Tues11:00-12:00; Medical Appts T, W, TH, 10:00-3:00

60 +Older Residents


Town of York-town



9:00 AM – 1:00 PM Monday – Friday to senior centers; Tuesdays until 2:00 for shop-ping; Monday 9:00 shopping pickup from Beaver Ridge &Wednesdays Jefferson Vil-lage ; Medical Appointments Monday- Fri-day*

Older adults


Town of Greenburgh

Greenburgh & Neighbor-ing Towns & Villages

Public agency (municipal government – office for the aging)

9AM – 5 PM Monday – Friday various recreational activities; 9-11 a.m. shopping Tuesday & Friday

Older adults


Town of Lew-isboro

Within town limits and surround-ing areas for shopping


9-5 Monday- Friday Medical appointments only; 9:00- 3:30 Tuesdays shop-ping; 9:00-3:00 Wednesdays Senior Meeting

Older adults

Demand-response

2 vehicles/ 1 for shopping and senior meeting / 1 for medical appointments


SDIII

DDIIDI II

IIID

C-1

4


PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP


VEHICLE FLEET SIZE

Tuckahoe No limitationPublic agency (municipal government)

10:00 AM – 3:00 PM daily, anytime on weekends

Older adults and/or persons with dis-abilities

Taxi subsidy; one-third regu-lar price

N/A

Westchester County Office for the Dis-abled

Westchester County

Public agency (county gov-ernment)

6:00 AM – 11:00 PM, Mon-day – Saturday8:00 AM – 8:00 PM, Sunday



Village of Pound Ridge

Shopping trips within local area

Public agency (municipal government – recreation and parks depar t-ment)

9:00-11:00 AM Wednesdays

Older Adults


Village of Scarsdale

Medical Trips only Public agency

Medical ap-pointments Mon-Friday only

Older adults taxi subsidy 1 vehicle


RideConnect

Transpor t within Westchester County (as well as info & referrals)

Nonprofit (Family Services of Westchester)

9:00 AM – 5:00 PM, Monday – Friday (evening/week-end if volunteers have notice)

Older adults

Demand-response

1 bus, plus volunteer driv-ers/vehicles

CHOICE of New Rochelle

Westchester County (por-tions)


Varies

Clients in agency programs (Dis-abilities & over 65)

Demand-response

Clearview School Day Treatment Program

Westchester, Putnam,& Rockland, NYC, Bronx, Manhattan, Dutchess & Orange coun-ties

Private non-profit corpora-tion

8:00 AM – 4:00 PM, Monday - Friday

Clients par tici-pating in agency programs.

Demand-response using agency paid drivers

1 station, 4 minivans wagon

SDIII

DDIIDI II

IIID

C-1

5


PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP


VEHICLE FLEET SIZE

Family Services of Westchester and Putnam

Westchester and Putnam counties


7:30 AM 0 5:30 PM, Monday - Friday

Older adults, persons with low income, persons with dis-abilities, and other clients par tici-pating in more than 50 agency programs

Demand-response as arranged by staff

37 vehicles

Jawonio, Inc.

Rockland County (por tions of Westches-ter County (Mount Vernon, Peek-skill, Yonkers, and Ossining)

Private non-profit corpora-tion

24 hours/7 days per week

Persons with dis-abilities regardless of age

Demand-response using agency staff

119 vehicles

Riverdale Mental Health Association

Westches-ter County (Yonkers, Cor tlandt, Eastchester, Pelham, and Scarsdale), the Bronx, and por tions of Manhattan (East Har-lem, Harlem, Inwood, Morningside Heights, Upper West Side, and Washington Heights)


Not repor ted

Popula-tions with behav-ioral, psy-chological and social difficulties that may include older adults, persons with low income, and per-sons with disabili-ties

Subsidies/ re-imbursements to customers who arrange their own transpor tation

None


SDIII

DDIIDI II

IIID

C-1

6


PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP


VEHICLE FLEET SIZE

Richmond of New York

Por tions of Westchester and Putnam counties(South of 287: Yonkers, Bronxville, Eastchester, New Rochelle – to 272 Bedford Rd, Mount Kisco,Nor th of 287: Upper Westchester, Lower Put-nam, Brews-ter, Yorktown, Mount Kisco, Ossining, & Peekskill to 272 Bedford Rd Mount Kisco


7:00 AM – 6:00 PM, Monday – Friday10:00 AM – 8:00 PM, Satur-day - Sunday

Clients par tici-pating in agency programs

Demand-response using paid staff

10 vehicles

Private Providers


Westchester Private provid-ers Varies Medicaid

recipients Medical


N/A

299 licensed taxi or limou-sine compa-nies

Westchester and nearby areas

Private provid-ers Varies Unlimited Unlimited

Taxis, black cars, limou-sines

N/A

NY Waterway

Ossining in Westchester County to Haverstraw in Rockland County

Private pro-vider

Monday – Friday 5:50-9:30PM

Unlimited Unlimited Ferry 34 vehicles*


PROFIT PROVIDERS





PROVIDER

42 145,683 3,469 84,092 2,002

TABLE C 6: WESTCHESTER COUNTY PROVIDERS AND TARGET POPULATIONS (LOWER HUDSON VALLEY)

SDIII

DDIIDI II

IIID

C-1

7

C-2 NEW YORK CITYC-2.1 NEW YORK CITY

PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP


VEHICLE FLEET SIZE


Metropolitan Transpor ta-tion Authority (MTA)

Manhat-tan, Bronx, Queens, Brooklyn, and Staten Island


7 days / 24 hours Unlimited Unlimited Subway, Local

Rail, Bus12,768 Total Vehicles

Staten Island Ferry

Manhattan and Staten Island

Municipal DOT 7 days / 24 hours Unlimited Unlimited Ferry Boat 8 Ferries

MTA Staten Island Railway Staten Island Public Transit

Agency7 days / 24 hours Unlimited Unlimited Rail – Local

Service63 Total Ve-hicles

MTA Metro-Nor th Railroad

Trains between Grand Central Station and suburban New York and Connecticut


7 days / 24 hours Unlimited Unlimited Rail – Com-

muter Service1,284 Total Vehicles

MTA Long Island Rail Road

Trains be-tween Penn Station and Long Island


7 days / 24 hours Unlimited Unlimited Rail – Com-

muter Service1,165 Total Vehicles

Por t Authority Trans-Hudson

Trains between Manhattan and neighbor-ing communi-ties and New Jersey


7 days / 24 hours Unlimited Unlimited Subway 475 Total

Vehicles

NJ TRANSIT

Trains be-tween NYC, New Jersey and Philadel-phia



Unlimited Unlimited

Rail – Com-muter ServiceFixed Route – Commuter and Local Bus

3,895 Total Vehicles

Access-A-Ride New York City Public Transit Agency



UnlimitedAmericans with Disabilities Paratransit

2,045 Total Vehicles

Private Providers

434 Medicaid NEMT Provid-ers

New York City Private Provid-ers Varies Medicaid

recipients Medical


N/A

TABLE C 7: NEW YORK CITY TRANSPORTATION PROVIDERS (NEW YORK CITY)

*NTD Reporting 2015


IDS

DIIN I

IIDC-1

8

TABLE C 7, CONT: NEW YORK CITY TRANSPORTATION PROVIDERS (NEW YORK CITY)

PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP


VEHICLE FLEET SIZE

Street Hail Livery (SHL)

Bronx, Brook-lyn, Queens, Staten Island

Private Car Companies 24 Hours Unlimited Unlimited Taxis

6,365 li-censed SHL vehicles

Yellow Cabs New York City Private Car Companies 24 Hours Unlimited Unlimited Taxis

13,524 li-censed yellow taxi vehicles

Luxury Ve-hicles New York City Private Car

Companies 24 Hours Unlimited Unlimited Private cars and limos

4,550 licensed vehicles

Black Cars New York City Private Car Companies 24 Hours Unlimited Unlimited

Black cars and other private cars

63,699 licensed vehicles

Paratransit Operators New York City Private Car

Companies 24 Hours Unlimited Unlimited Accessible vans

654 licensed vehicles

Commuter Vans New York City Private Car

Companies 24 Hours Unlimited Unlimited Commuter vans

747 licensed vehicles

Dollar Vans

New York City, Long Island, Lower Hudson Valley, New Jersey

Private Van and Bus Com-panies

Varies Unlimited Unlimited Vans and buses N/A

Ferry

New York City, Long Island, Lower Hudson Valley, New Jersey

Private Ferry Services Varies Unlimited Unlimited Ferries N/A

IDS

DIIN I

IIDC-1

9

C-2.2 THE BRONX

PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP

PURPOSEVEHICLE

FLEET SIZE

Bronx Jewish Community Council

Bedford Park, Concourse, Co-op City, Riverdale

Private Non-Profit

M-F 9AM – 3:30PM

Older Adults

Any pur-pose N/A

City Island Community Center

Eastchester Bay, Co-op City, Pelham Bay, Throgs Neck, West-chester South

Private Non-Profit M-F 8AM – 1PM Older

Adults

Medi-cal and Social Services

N/A

Coop City Senior Lunch and Recre-ation



Adults


N/A

Jewish Home and Hospital Bronx Private Non-

Profit N/A Older Adults

Agency day ser-vices

N/A

Institute of Ap-plied Human Dynamics

Bronx Private Non-Profit N/A

Individu-als with develop-mental disabili-ties

Day ser-vices N/A

Mid Bronx Project Home-bound

Concourse Village, East Concourse, Highbridge, Mt. Eden, West Con-course Ford-ham, Morris Heights, Mt. Hope, Univer-sity Heights, Bathgate, Bel-mont, Bronx Park South, East Tremont, West Farms


Adults

Medical and social activities

N/A

Mid Bronx Senior Citizens Council, Inc.

Concourse, Highbridge, Morrisania, Tremont

Private Non-Profit M-F 8AM – 4PM

Older Adults with Medicare insurance only

Agency programs and medical purposes

N/A

TABLE C 8: THE BRONX TRANSPORTATION PROVIDERS (NEW YORK CITY)

*NTD Reporting 2015


IDD IIII

TC-2

0

TABLE C 8, CONT: THE BRONX TRANSPORTATION PROVIDERS (NEW YORK CITY)

PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP

PURPOSEVEHICLE

FLEET SIZE

Neighborhood Shopp

Hunts Point, Longwood, Claremont, Crotona Park East, Morrisania, Bathgate, Baychester


adults


N/A

Nor theast Bronx Senior Citizen Center



Adults


N/A

RAIN Boston Road Senior Center

Bronxdale, Laconia, Morris Park, Pelham Gar-dens, Pelham Parkway, Van Nest

Private Non-Profit

M-F 8:30AM – 4:30PM

Older Adults


N/A

RAIN Middle-town Senior Center



Adults


N/A

RAIN East Chester Senior Center

Baychester, Co-op City, Eastchester, Morris Park, Parkchester, Soundview, Throgs Neck

Private Non-Profit

M-F 7:30AM – 3:30PM

Aged 60+ and non-Medicaid; Also should not be able to use public transpor-tation


N/A

RAIN Nereid Senior Center

Baychester, Eastchester, Edenwald, Ol-inville, Wake-field, Wil-liamsbridge, Woodlawn


Adults


N/A

RAIN Boston Secor Senior Center

Baychester, Eastchester, Edenwald, Ol-inville, Wake-field, Wil-liamsbridge, Woodlawn


Adults


N/A

IDD IIII

TC-2

1


PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP

PURPOSEVEHICLE

FLEET SIZE

Riverdale Se-nior Services Riverdale Private Non-

Profit M-F 8AM – 4PM Older Adults

Agency program-ming plus other trips as avail-able

N/A

Riverdale YM-YWHA

Bronx, River-dale

Private Non-Profit

Shuttle 8:30AM – 9:30AM Demand Response 8AM – 3:30PM (approximate)

Older Adults

Shuttle from transit to Senior Center; Demand response to Senior Center programs

N/A

SEBCO Senior Programs

Hunts Point, Longwood


Adults


N/A

Thomas L Guess Com-munity Senior Center

Bathgate, Bel-mont, Bronx Park South, East Tremont, West Farms


Adults


N/A

Tri-Center Transpor tation

Bedford Park, Kingsbridge Heights, Norwood, Kingsbridge, Feldston, Marble Hill, Nor th River-dale, River-dale, Spuyten Duyvel


Adults


N/A

United Cere-bral Palsy of New York City

Bronx, Brook-lyn, Manhat-tan & Staten Island

Private Non-Profit

24 hours per day, 7 days per week

Residen-tial and day ha-bilitation program par tici-pants only

Schedules developed based on individual needs

N/A

WHIST So. Bronx Trans-por tation

Melrose, Mott Haven, Por t Morris, Hunts Point, Longwood, Claremont, Crotona Park East, Mor-risania


Adults


N/A


IDD IIII

TC-2

2


PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP

PURPOSEVEHICLE

FLEET SIZE

Daughters of Jacob Geriat-ric Center

Unconfirmed Private Non-Profit N/A Older

adults

Agency program-ming

N/A

Frances Schervier Home & Hos-pital


adults

Agency program-ming

N/A

Claremont Tenants As-sociation

Unconfirmed Private Non-Profit N/A

Older adults, Persons with dis-abilities, Persons with low income

Various N/A

Morningside House Nursing Home


adults

Agency program-ming

N/A

163rd St. Improvement Council


Persons with low income

Various N/A

Casa Promesa Unconfirmed Private Non-Profit N/A

Persons with HIV/AIDS

Agency program-ming

N/A

MBD Commu-nity Housing Corp.


Persons with low income

Job training, employ-ment

N/A

Belmont Ar thur Avenue LDC


Older adults, Persons with dis-abilities and low income

Various N/A


PROFIT PROVIDERS





PROVIDER

32 154,001 4,813 188,207 5,881

TABLE C 9: THE BRONX PROVIDERS AND TARGET POPULATIONS (NEW YORK CITY)

IDD IIII

TC-2

3

C-2.3 BROOKLYN

PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP

PURPOSEVEHICLE

FLEET SIZE

Bay Ridge Center

Bay Ridge, Dyker Heights, For t Hamilton

Private Non Profit

M-F 8AM – 4:30PM

Older Adults


N/A

Bridge Street Senior Citizens Program

Bedford Stuyvesant, Stuyves-ant Heights, Tompkins Park Nor th

Private Non Profit

T, Th & F 9AM – 3PM

Older Adults

Social Services N/A

CCNS Pete McGuiness Senior Center

Greenpoint, Williamsburg

Private Non Profit

M-F 8:30AM – 4:30PM

Older Adults

Social and Medical Services

N/A

CCNS Narrows Senior Center

Bay Ridge, Dyker Heights, For t Hamilton, Bath Beach, Bensonhurst, Mapleton

Private Non Profit M-F 8AM – 4PM Older

Adults


N/A

CCNS Nor th-side Senior Center

Greenpoint, Williamsburg


AdultsSocial Services N/A

CCNS The Bay Senior Center

Gerritsen Beach, Man-hattan Beach, Sheepshead Bay


Adults


N/A

Grace Agard Harewood Transpor ta-tion Nutrition Services

Boerum Hill, Brooklyn Heights, Clinton Hill, Downtown Brooklyn, For t Greene, Fulton Ferry


Adults


N/A

For t Green Crown Heights Senior Services (For t Greene Council)

Crown Heights Nor th, Pros-pect Heights, Crown Heights South, Pros-pect Leffer ts Gardens, Wingate, East Flatbush, Farragus, Remsen Vil-lage, Rugby

Private Non Profit

M-F 8:30AM – 6:30PM; Sat 9AM – 2PM

Older Adults


N/A

TABLE C 10: BROOKLYN TRANSPORTATION PROVIDERS (NEW YORK CITY)

*NTD Reporting 2015


IIII

NDDIC-2

4

TABLE C 10, CONT: BROOKLYN TRANSPORTATION PROVIDERS (NEW YORK CITY)

PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP

PURPOSEVEHICLE

FLEET SIZE

For t Green Grant Square Senior Center (For t Greene Council)

Crown Heights Nor th, Pros-pect Heights



For t Green Senior Action Center (For t Greene Coun-cil)

Bergen Beach, Canarsie, Flatlands, Georgetown, Marine Park, Mill Basin, Mill Island


Adults


N/A

Heights and Hills, Inc.

Brooklyn Heights, Car-roll Gardens

Private Non Profit

M-F 9:30AM – 4PM

Aged 60+ and unable to use public transpor-tation


N/A

Millennium Development (formerly Mil-lennium Senior Services)


Private Non Profit

M-F 7:30AM – 4:30PM

Older Adults

Social Services N/A

JASA HES




Jewish Com-munity Council of Greater Coney Island (Project Relief Transpor ta-tion)

Brooklyn/Kings County

Private Non Profit

M-Th 9AM – 5PMF 9AM – 2pm

Older Adults

Medical appoint-ments, senior centers, social services, shopping

N/A

Kings Bay YM-YWHA

Sheepshead Bay, Manhat-tan Beach, Bergen Beach, Gravesend, Midwood, Marine Park, Mill Basin and par ts of Coney Island


Adults

Primar-ily to programs but also trips for personal errands and shop-ping

N/A

IIII

NDDIC-2

5


PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP

PURPOSEVEHICLE

FLEET SIZE

Otsar Family Services

Williamsburg, Boro Park Gravesend, Crown Heights, Flat-bush, Kings Highway, Park Slope, Midwood, Kensington, Marine Park

Private Non Profit

Persons with develop-mental disabili-ties

N/A

New York Memory Cen-ter (formerly Park Slope Geriatric)

Bay Ridge, Brooklyn Heights, Carroll Gar-dens, Crown Heights, Flat-bush, Park Slope, Pros-pect Heights, Red Hook, Sunset Park and Windsor Terrace

Private Non Profit

M-F 8:30AM – 4PM

Older Adults served by day pro-gram or physically frail and living in catchment area

Primar-ily to programs but also trips for personal errands and shop-ping

N/A

Penn Wor tman Senior Center

East New York, High-land Park, New Lots, Spring Creek, Starrett City


Adults


N/A

Program Development Services

Bay Ridge, Dyker Heights, Ben-sonhurst

rivate Non Profit

M-F, 9AM – 2PM

Evidence of devel-opmental disability

Program related; Services and Com-munity Outings

N/A

Prospect Hill Senior Ser-vices

Carroll Gar-dens, Cobble Hill, Gowa-nus, Park Slope, Red Hook


Adults


N/A

Ridgewood Bushwick Senior Center

Bushwick Private Non Profit M-F 8AM – 4PM Older

Adults


N/A


IIII

NDDIC-2

6


PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP

PURPOSEVEHICLE

FLEET SIZE

United Cere-bral Palsy of New York City

Bronx, Brook-lyn, Manhat-tan, Staten Island

Private Non Profit 24/7 Older

Adults

Medical services, com-munity activities, personal errands, various purposes

N/A

Wayside Tompkins Park Senior Center

Bedford Stuyvesant, Stuyves-ant Heights, Tompkins Park Nor th, East New York, High-land Park, New Lots, Spring Creek, Starrett City, Brownsville, Ocean Hill

Private Non Profit M-F 8AM – 4PM

UCP-NYC residential and day ha-bilitation program par tici-pants

Social Services N/A

Young Israel of Midwood Senior Center

Flatbush, Kensington, Midwood

Private Non Profit

M-Th 8:30AM – 4:30PM; F 8:30AM – 1:30PM

Older Adults

Social Services N/A

Abram Resi-dence (Metro NY)

Unconfirmed Private Non Profit N/A N/A

START Treatment & Recover Cen-ters (formerly Addiction Research & Treatment Corp)

Unconfirmed Private Non Profit

Persons with mental health issues and drug addiction

N/A Agency programs N/A

Adult Resourc-es Center – ARC (formerly Adult Retar-dates Center, Inc.)


Persons with disabilities N/A Agency

programs N/A

Boro Park YM-YWHA Unconfirmed Private Non

Profit Older adults N/AAgency Program-ming

N/A

Brooklyn Chinese-American Association


Older adults and persons with disabilities

N/ACom-munity Services

N/A

IIII

NDDIC-2

7


PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP

PURPOSEVEHICLE

FLEET SIZE

Diana Jones Innovative Senior Center

Unconfirmed Private Non Profit Older adults N/A

Agency Program-ming

N/A

Farragut Houses Senior Center


Agency Program-ming

N/A

Hebrew Acad-emy for Spe-cial Children


Persons with disabilities N/A

Agency program-ming

N/A

Homecrest Community Service – So-cial Adult Day Care


Agency Program-ming

N/A

Institute for Community Living


Persons with disabilities N/A

Agency program, some commu-nity/qual-ity of life trips

N/A

JCC of Greater Coney Island Homecare


Agency Program-ming

N/A

Kingsbrook Jewish Medi-cal Center


Older adults, persons with disabilities per-sons with low income

N/A

Medical appoint-ments and services

N/A

Lutheran Medical Center Unconfirmed Private Non

Profit


N/A


N/A

Paul J Cooper Center for Hu-man Services Inc.


Pesach Tikvah Unconfirmed Private Non Profit N/A N/A

Remsen Neighborhood Senior Center


Agency Program-ming

N/A

Shorefront YH-YWHA Unconfirmed Private Non

Profit Older adults N/AAgency Program-ming

N/A

Triumphant Full Gospel Assembly, Inc.



IIII

NDDIC-2

8


PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP

PURPOSEVEHICLE

FLEET SIZE

Urban Re-source Institute


Wayside Bap-tist Church Unconfirmed Private Non

Profit N/A N/A

Wyckoff Heights Medi-cal Center



N/A


N/A


PROFIT PROVIDERS





PROVIDER

48 302,335 6,299 248,709 5,181

TABLE C 11: BROOKLYN PROVIDERS AND TARGET POPULATIONS (NEW YORK CITY)

IIII

NDDIC-2

9

C-2.4 MANHATTAN

PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP

PURPOSEVEHICLE

FLEET SIZE

ARC XVI For t Washington

Upper Man-hattan

Private Non Profit 24/7 Aged

50+ All trips N/A

Hamilton Grange

Hamilton Heights, Man-hattanville, Morningside Heights

Private Non Profit

M-F 8:30AM – 5PM

Older Adults

Medical, shop-ping and Social Services

N/A

Lenox Hill Senior Center (St. Peters)

East Side (Gramercy Park, Mur-ray Hill, Peter Cooper, Stuyvesant Park/Town, Sutton Place, Tur tle Bay, Tudor City, Lenox Hill, Roosevelt Island, Yor-kville)

Private Non Profit

7 days 8AM – 4PM

Older adults 60+ living in catchment area

Senior centers, medical appoint-ments, shopping, personal errands and recre-ation

N/A

Lenox Hill Transpor tation Program

East Side (Gramercy Park, Mur-ray Hill, Peter Cooper, Stuyvesant Park/Town, Sutton Place, Tur tle Bay, Tudor City, Lenox Hill, Roosevelt Island, Yor-kville)

Private Non Profit M-F 9AM – 5PM

Older adults 60+ living in catchment area


N/A

New York Foundation for Senior Citizens – Commu-nity Arranged Resident Transpor tation Project

Upper West and East Side, Mid-town, West Village, East Village, Greenwich Village , Lower East Side

Private Non Profit

M-F 9AM - 3:45PM

Older Adults 60+ (with difficulty using public transpor-tation)

Medi-cal and planned programs at senior centers, and appoint-ments.

N/A

Rain Inwood Senior Center

Inwood, Washington Heights


Adults


N/A

TABLE C 12: MANHATTAN TRANSPORTATION PROVIDERS (NEW YORK CITY)

*NTD Reporting 2015


DD

IDD

IIDI

C-3

0

TABLE C 11, CONT: MANHATTAN TRANSPORTATION PROVIDERS (NEW YORK CITY)

PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP

PURPOSEVEHICLE

FLEET SIZE

The Bridge Manhattan Private Non Profit

M-F 9AM – 5PMSat/Sun 12 – 7pm

Clients – persons with disabili-ties, older adults and homeless persons

Primarily to agency and agency program-ming

N/A

Union Settle-ment Trans-por tation

East Harlem Private Non Profit M-F 9AM – 5PM Older

Adults

Medi-cal and Social Services, and pro-gramming trips

N/A

Washington Heights In-wood Services and Transpor-tation (WHIST)

Manhattan between W 110th and W 220th Street from the Hudson River to the Harlem River

Private Non Profit

M-F 8:30AM – 4:30PM

Older adults and persons with dis-abilities

Medical appoint-ments, senior centers, adult day care centers

N/A

Beacon of Hope House N/A Private Non

Profit N/AAdults with men-tal illness

N/A N/A

Canaan Senior Service Center N/A Private Non

Profit N/A Older adults N/A N/A

Isabella Home N/A Private Non Profit N/A Older

adults N/A N/A

Roosevelt Island Senior Center

N/A Private Non Profit N/A Older

adults N/A N/A

Service Pro-gram for Older People (SPOP)


adults N/A N/A

Village Care of New York N/A Private Non

Profit N/A Older adults N/A N/A

Weston United N/A Private Non Profit N/A

Persons with low income – homeless and men-tally ill

N/A N/A

YM & YWHA of Washington Heights


adults N/A N/A

DD

IDD

IIDI

C-3

1


PROFIT PROVIDERS





PROVIDER

25 302,335 12,093 157,426 6,297

TABLE C 13: MANHATTAN PROVIDERS AND TARGET POPULATIONS (NEW YORK CITY)


DD

IDD

IIDI

C-3

2

C-2.5 QUEENS

PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP

PURPOSEVEHICLE

FLEET SIZE

Allen AME Senior Trans-por tation

Jamaica Private Non Profit M-F 8AM – 4PM Older

Adults


Allen Housing Corporation

South Ja-maica

Private Non Profit

M-F 8:30AM – 4:30PM

Older adults


CCNS Nor th-east Queens Senior Center

Nor theast Queens

Private Non Profit

M-F 9:00AM – 5:00PM

Older Adults


CCNS Wood-haven Senior Services

Kew Gardens, Richmond Hill, Wood-haven, How-ard Beach, Lindenwood, Ozone Park, South Ozone Park


Adults


CCNS Wood-side Senior Services

Hunt-ers Point, Sunnyside, Woodside, Glendale, Maspeth, Middle Vil-lage, Ridge-wood


Adults


CCNS Seaside Rockaway Peninsula

Private Non Profit

M-F 8:30AM – 4:30PM

Older Adults


Elmcor Senior Center

East Elm-hurst, Jack-son Heights, Nor th Corona, Elm-hurst, South Corona


AdultsSocial Services

TABLE C 14: QUEENS TRANSPORTATION PROVIDERS (NEW YORK CITY)

*NTD Reporting 2015

QIDDI

IC-3

3

TABLE C 14, CONT: QUEENS TRANSPORTATION PROVIDERS (NEW YORK CITY)

PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP

PURPOSEVEHICLE

FLEET SIZE

HANAC East-West Connec-tion

Astoria, Col-lege Point, Corona, East Elmhurst, Elmhurst, Flushing, Jackson Heights, Long Island City, Maspeth, Sunnyside, Woodside

Private Non Profit

M-F 6:30AM – 2:30PM

Older Adults aged 60+ living in commu-nity and geograph-ically or physically unable to use public transpor-tation

All pur-poses

Middle Village Older Adult Center

Central-west Queens

Private Non Profit

M-Th 8AM – 4PM; F 8AM – 1PM

Older Adults


JASA Brook-dale Village Senior Center

Rockaway Peninsula

Private Non Profit

M-F 8:30 – 4:30PM

Older Adults


Jamaica Services Program for Older Adults (JSPOA)

Queens Vil-lage, Jamai-ca, Cambrie Heights, South Ja-maica, Hollis, Laurelton & Rosendale

Private Non Profit

M-F 8:30AM – 4:30PM

Person with disability or older adult living in Queens that can-not afford transpor-tation

Medical appoint-ments, senior centers, shopping, education, enter tain-ment, special events

Korean Ameri-can Associa-tion for Reha-bilitation of the Disabled (KAARD)

Queens and some par ts of Lower Hudson and Long Island

Private Non Profit

M-Sat 8:30AM – 2PM


For agency programs and medical purposes

Pomonok Senior Center

Bay Terrace, Clearview, College Point, Flushing, Queensboro Hill, Whit-estone, Briar-wood, Fresh Meadows, Hillcrest, Holliswood, Jamaica Estates, Kew Gardens Hills, Pomonok, Utopia


Adults



QIDDI

IC-3

4


PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP

PURPOSEVEHICLE

FLEET SIZE

Queens Community House Senior Services

Forest Hill, Rego Park


Adults


Queensbridge/Riis Senior Center

Astoria, Long Island City, Steinway


Adults


Rochdale Village Senior Center

Hollis, Jamaica, St. Albans, Springfield Gardnen Nor th


adultsSocial Services

Rober t Couche Senior Citizen Center

Hollis, Jamaica, St. Albans, Springfield Garden Nor th


adults


Samuel Fields YM & YWHA

Nor thern Queens – Bay Terrace, Bayside, Whitestone & Flushing

Private Non Profit

Demand Re-sponse – M-F 8AM – 4pm; Fixed-route, 3 times a week 8AM – 11AM

Older adults


SNAP of East-ern Queens (includes SNAP Rose-dale Senior Citizen’s Club)

Bellaire, Bellrose, Brookville, Cambria Heights, Floral Park, Glen Oaks, Laurelton, New Hyde Park, Queens Village, Rose-dale

Private Non Profit

M-F 8:30AM – 4:30PM

Older Adults


Sunnyside Community Services

Astoria, Coro-na, Elmhurst, Jackson Heights, Long Island City, Mas-peth, Middle Village, Ridgewood, Sunnyside, Woodside

Private Non Profit

M-Sat 8AM – 6PM

Older adults aged 60+ in need of transpor-tation; Older adults with dis-ability

Agency programs and medical transpor-tation

QIDDI

IC-3

5


PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP

PURPOSEVEHICLE

FLEET SIZE

United Hindu Cultural Coun-cil Senior Center

Kew Gardens, Richmond Hill, Wood-haven, How-ard Beach, Lindenwood, Ozone Park, South Ozone Park


AdultsSocial Services

Central Queens YM-YWHA*

Private Non Profit

Cerebral Palsy Transpor t*

Private Non Profit

Persons with Dis-abilities

Commu-nity Center of Rockaway Peninsula*

Private Non Profit

Empower Institute for the Mentally Retarded*

Private Non Profit

Haitian-Amer-icans United for Progress*

Private Non Profit

Hillside Hos-pital Division of Long Island Jewish Medi-cal Center*

Private Non Profit

Institute for Puer to Rican/Hispanic*

Private Non Profit

Jamaica Hos-pital Nursing Home*

Private Non Profit

Jewish Board of Family and Child Ser-vices*

Private Non Profit

Margaret Community

Private Non Profit

Polish Organi-zation to Min-ister Our Own Community

Private Non Profit


QIDDI

IC-3

6


PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP

PURPOSEVEHICLE

FLEET SIZE

Promoting Specialized Care and Health*

Private Non Profit

QSAC, Inc.* Private Non Profit

Rochdale Se-nior Center

Private Non Profit

Older Adults

Agency program-ming

Senior Citizens Organiza-tion of Dorie Miller*

Private Non Profit

Older Adults

Agency program-ming

South Ja-maica Service for Family & Child*

Private Non Profit

Trinity Senior Services

Private Non Profit

Older Adults

Agency program-ming

Trump Pavilion for Nursing*

Private Non Profit


PROFIT PROVIDERS





PROVIDER

42 300,885 7,164 215,644 5,134

TABLE C 15: QUEENS PROVIDERS AND TARGET POPULATIONS (NEW YORK CITY)

QIDDI

IC-3

7

C-2.6 STATEN ISLAND

PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP

PURPOSEVEHICLE

FLEET SIZE

College of Staten Island Staten Island Educational

InstitutionM-F 7AM – 11PM

General public – but focus on low income

Travel to/from Staten Island

Community Agency for Senior Citizens Staten Island

Staten Island Private Non Profit

M-F 8:30AM – 4pm

Older adults aged 65+

Various

CYO Senior Guild Lunch Staten Island Private Non

Profit M-F 7AM – 3PM Older Adults

Social Services

Jewish Com-munity Center of Staten Island

Staten Island Private Non Profit M-F 8AM – 4PM

Older adults aged 60+

All

Commu-nity Resources Staten Island


Persons with develop-mental disabili-ties

Various

Staten Island Center for Independent Living

Staten Island Private Non Profit N/A


Agency program-ming and quality of life trips

Staten Island Commu-nity Services – Friendship Clubs


M-F 7:30AM – 3:30PM

Older Adults

Social Services

Staten Island University Hospital

Staten Island Private Non Profit M-F 8AM – 5PM

Older adults and persons with dis-abilities who do not have Medicaid

Medical appoint-ments at hospital

Catholic Youth Organization Senior Guild Lunch


Older adults

Agency program-ming

Staten Island Friendship Club


Older adults

Agency program-ming

TABLE C 16: STATEN ISLAND TRANSPORTATION PROVIDERS (NEW YORK CITY)

*NTD Reporting 2015


IIDIDI

IIDDI

IC-3

8

TABLE C 16, CONT: STATEN ISLAND TRANSPORTATION PROVIDERS (NEW YORK CITY)

PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP

PURPOSEVEHICLE

FLEET SIZE

Project Hospi-tality Staten Island Private Non

Profit

Persons with men-tal illness, persons with low income and im-migrants

Various


PROFIT PROVIDERS





PROVIDER

15 64,173 4,278 45,282 3,019

TABLE C 17: STATEN ISLAND PROVIDERS AND TARGET POPULATIONS (NEW YORK CITY)

IIDIDI

IIDDI

IC-3

9

C-3 LONG ISLANDC-3.1 NASSAU COUNTY

PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP


VEHICLE FLEET SIZE


Able-Ride

Within Nas-sau County. Also from Nassau County to points east in Suffolk County or points west in NYC by transferring to Suffolk County Ac-cessible Tran-sit or NYC’s Access-A-Ride

M-F. 7:00 AM - 11:00 PM Sat, 8:00 AM - 9:00 PM Sun, 9:00 AM – 6:30 PM. All other times, Able-Ride only provides trips that star t & end within ¾ mile of fixed-route service that is operating at the time the cus-tomer wishes to travel

People with dis-abilities who are unable to use fixed-route bus service for some or all of their trips due to a disability

All types ADA Paratransit

Nassau Inter-County Express

Nassau County, Select points in western Queens

Unlimited 493 Vehicles


Suffolk County, Nas-sau County, Brooklyn, Queens, Manhattan

Unlimited


Long Beach Transit

City of Long Beach

Municipal Service

Daily, 5:00 AM – 5:00 PM

ADA-eligible individu-als –must have a disability that pre-vents use of fixed-route services

All types 14 Vehicles

City of Glen Cove

Food shop-ping shuttle from Glen Cove Senior Commu-nity Service Center

Municipal Service

Older adults

Food shopping

TABLE C 18: NASSAU COUNTY TRANSPORTATION PROVIDERS (LONG ISLAND)

*NTD Reporting 2015


ID

IIDI I

III

IDC-4

0

TABLE C 18, CONT: NASSAU COUNTY TRANSPORTATION PROVIDERS (LONG ISLAND)

PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP


VEHICLE FLEET SIZE

Town of Hempstead Depar tment of Senior Enrich-ment

Municipal Service

Older adults

Town of Nor th Hempstead

Most Nor th Hempstead communities

Municipal Service

Six to eight runs per day

Older adults through a reser-vation system

Food shop-ping, mall shopping, com-munity centers, special events

Town of Nor th Hempstead Project Inde-pendence Taxi Program for seniors, and Town buses for seniors.

Town of Nor th Hemp-stead (TONH)

Municipal Service

Project Inde-pendence (PI) Taxi for medi-cal operates throughout the week, PI Taxi for food shopping runs twice a week. Buses for social groups, senior centers & nutrition sites have multiple runs per day.

Town of Nor th Hemp-stead residents, 60+, through Town's 311 Call Center. Please call (516) 869-6311 from outside of the Town to reach the 311 Call Center.

PI Taxi provides discount-ed non-emer-gency medical appoint-ment trips, and free food shopping to local shopping centers, when reserved at least a day ahead through the 311 Call Cen-ter. TONH buses provides trips to social group meetings, senior centers, nutrition sites and TONH events.

Town of Oys-ter Bay

Most Oyster Bay commu-nities

Municipal Service

Shopper’s bus runs twice weekly from Bayville to Syosset

Older adults

Shopping (malls)Food shopping

ID

IIDI I

III

IDC-4

1


PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP


VEHICLE FLEET SIZE


Rides Unlim-ited of Nassau & Suffolk*

Nassau, Suf-folk, Queens, and Kings counties

Private Non Profit

M-F, 6:00 AM – 6:00 PM

Persons with a develop-mental disability, age 21 and older, who are clients of agencies that con-tract with CFR*

St. Charles Hospital

Glen Cove, Hempstead, Nor th Hemp-stead, Oyster Bay

Private Non Profit

Persons within a designat-ed radius of the hospital who have no other means of transpor-tation

Medical

Developmental Disabilities Institute

All of Nassau County

Private Non Profit

M-F, 7:00 AM – 5:00 PM


Family Residences and Essential Enterprises, Inc.

Select areas of Nassau County

Private Non Profit

Daily, 7:00 AM – 7:00 PM

Individu-als with mental and/or physical dis-abilities who are enrolled with FREE

Day pro-grams

FISH of Want-agh Volunteer Driver Pro-gram

From Want-agh, Nor th Wantagh, Bellmore, and Nor th Bellmore to Mineola, Massapequa, Merrick, Seaford

Private Non Profit

Senior resi-dents of Wantagh, Nor th Wantagh, Bellmore, and Nor th Bellmore

Medical trips are given priority


ID

IIDI I

III

IDC-4

2


PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP


VEHICLE FLEET SIZE

FISH of New Hyde Park Vol-unteer Driver Program

New Hyde Park, Garden City Park

Private Non Profit

Senior residents and residents with dis-abilities of New Hyde Park and Garden City Park

Local medical trips

Marion & Aaron Gural JCC

Hempstead – Hewlett, Woodmere, Cedarhurst, Lawrence, Inwood, Lyn-brook, Valley Stream

Private Non Profit

M-F 9:00 AM – 5:00 PM, Sun 10:00 AM – 3:00 PM


JCC programs and activities, outings to NYC and eastern Long Island

Jewish As-sociation for Services for the Aged

Long Beach peninsula into surrounding communi-ties on South Shore of Nas-sau County

Private Non Profit

M-F, 9:00 AM – 2:00 PM

Individu-als above age 60; for this service, custom-ers may not be Medicaid clients

Medical


Glen Cove, Hempstead, Nor th Hemp-stead, Oyster Bay

Private Non Profit


Medical


Nassau, Suf-folk, West-chester, and NYC

Private Non Profit

M-F, 6:00 AM – 6:00 PM

Persons with a develop-mental disability, age 21 and older, who are clients of contract-ing agen-cies

Varies ac-cording to contract

Demand Response and Fixed Route

N/A

ID

IIDI I

III

IDC-4

3


PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP


VEHICLE FLEET SIZE

Private Providers

270 Medicaid NEMT provid-ers shared be-tween Nassau and Suffolk

Nassau and Suffolk

Private Transpor tation Providers

Varies Medicaid recipients Medical

Taxis, ambu-lettes, WAVs, ambulances

N/A

Taxis and limousines Nassau

Private Transpor tation Providers

Varies Unlimited UnlimitedTaxis, black-cars, limou-sines

N/A


PROFIT PROVIDERS





PROVIDER

18 213,518 11,862 113,837 6,324

TABLE C 19: NASSAU COUNTY PROVIDERS AND TARGET POPULATIONS (LONG ISLAND)


ID

IIDI I

III

IDC-4

4

C-3.2 SUFFOLK COUNTY

TABLE C 20: SUFFOLK COUNTY TRANSPORTATION PROVIDERS (LONG ISLAND)

*NTD Reporting 2015

PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP


VEHICLE FLEET SIZE


Suffolk County Transit (SCT)

Suffolk County

Public Trans-por tation Agency

7 Days, 5:30 AM – 9:00 PM Unlimited Unlimited Fixed Route-

Local Bus 157 Vehicles

Huntington Area Rapid Transit (HART)

Huntington and transfer point with SCT just over the Hunting-ton/Smith-town line


M-F, 6:00 AM – 8:00 PM Sa, 9:00 AM – 8:00 PM

General Public Unlimited Fixed Route-

Local Bus 12 Vehicles

Huntington Area Rapid Transit (HART) – Special Needs Service

Town of Hun-tington


M-F, 6:00 AM – 8:00 PM Sa, 9:00 AM – 8:00 PM

ADA-eligible in-dividuals Transpor-tation-disad-vantaged, non-driv-ing elderly residents

Unlimited ADA Paratransit 13 Vehicles


Suffolk County, Nas-sau County, Brooklyn, Queens, Manhattan


Unlimited Unlimited Rail-Commuter Service

1165 System wide com-muter cars

Suffolk County Depar tment of Public Works, Transpor tation Division -- Suffolk County Accessible Transpor tation (SCAT)

Babylon, Brookhaven, East Hamp-ton, Hunting-ton, River-head, Shelter Island, Smith-town, Southampton, Southold


M-F; 6:00 AM – 8:30 PMSat, 7:00 AM– 8:30 PM

Individu-als with perma-nent or temporary disabili-ties that prevent use of SCT fixed-route services

All types ADA Paratransit 157 Vehicles


Town of Brookhaven Jitney Service

Town of Brookhaven

Municipal Provider

M-F – 7:00 AM – 3:30 PM


MedicalNutritionRecre-ationShoppingPersonal needsSocial servicesSenior day care

IIIIIDN I

III

IDC-4

5

TABLE C 20, CONT: SUFFOLK COUNTY TRANSPORTATION PROVIDERS (LONG ISLAND)

PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP


VEHICLE FLEET SIZE

Town of Islip, Depar tment of Human Services, Senior Citizen Division

Town of Islip Municipal Provider

M-F, 8:00 AM – 3:00 PM

Older adults age 60 and over and persons with dis-abilities

MedicalNutritionRecre-ationShoppingPersonal needsSocial servicesSenior day care

Town of Islip Disabled Services/Therapeutic Recreation

Town of Islip Municipal Provider

M, W, F 9:00 AM – 3:00 PM


MedicalShoppingSocial servicesPersonal business

Town of Riverhead, Senior Citizens Services

Town of Riverhead

Municipal Provider

M-F, 7:45 AM – 3:30 PM

Older adults who are unable to drive them-selves and/or are without a vehicle

Senior CenterGrocery shoppingMedicalPersonal business

Town of Baby-lon Senior Citi-zen Division

Town of Babylon

Municipal Provider

Older adults and persons with dis-abilities residing in Babylon

MedicalShoppingPersonal businessSocial services

Town of East Hampton Se-nior Services

Town of East Hampton

Municipal Provider

Older adults

Town of Shel-ter Island Se-nior Services

Town of Shel-ter Island

Municipal Provider

Older Adults

MedicalShopping

Town of Smithtown Senior Citizen Division

Town of Smithtown

Municipal Provider

Older Adults

MedicalShoppingPersonal BankingGovern-ment Services

Town of Southampton Senior Citizen Division

Town of Southampton

Municipal Provider

Older Adults

Medical Shopping


IIIIIDN I

III

IDC-4

6


PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP


VEHICLE FLEET SIZE

Town of Southold Senior Citizen Division

Town of Southhold

Municipal Provider

Older Adults

Medical ShoppingNutrition


Developmental Disabilities Institute

Suffolk County

Private Non Profit

M-F, 7:00 AM – 5:00 PM


Educational Assistance Corporation (EAC) , Inc., under contract to Suffolk County Dept. of Social Services

Suffolk County

Private Non Profit 7 days a week

Individu-als receiv-ing as-sistance from the Suffolk County Dept. of Social Services and par-ticipating in Suffolk County Dept. of Labor programs

Employ-mentChild care

Family Residences and Essential Enterprises, Inc.

Suffolk County

Private Non Profit

Daily, 7:00 AM – 7:00 PM

Individu-als with mental and/or physical dis-abilities who are enrolled with FREE

Day pro-grams

Federation of Organizations

Suffolk County

Private Non Profit

M-Sat, 7:00 AM – 3:00 PM

Senior volunteers in Senior Suppor t Service ProgramsMental Health program clients

M/A

Independent Group Home Living Pro-gram, Inc.

Suffolk County

Private Non Profit

M-Sat, 7:00 AM – 6:00 PM

Individu-als with mental retarda-tion or develop-mental disabili-ties

Day treatment programs

IIIIIDN I

III

IDC-4

7


PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP


VEHICLE FLEET SIZE

Commack Senior Center Y - JCC

Based on membership

Private Non Profit NA Center

members

Trips to center for nutrition, exercise, lectures, enter tain-ment

The Commu-nity Programs Center of Long Island

Babylon, Brookhaven, Islip, and Smithtown

Private Non Profit

M-F, 7:00 AM – 6:00 PM (different areas are served on different days)

Seniors and indi-viduals with dis-abilities

Social Adult Day Services

Family Service League, Inc.

Babylon, Huntington, Islip, Smith-town

Private Non Profit

M-F, 7:30AM – 5:00 PM

Adults with severe or persistent mental illness and older adults who par-ticipate in day treatment programs

Day treatment programs

Jewish As-sociation for Services for the Aged

Towns of Smithtown

Private Non Profit

M-F, 9:00 AM - 2:00 PM

Individu-als above 60 years old

Trips to JASA Senior Center and shop-ping

Maryhaven Center of Hope

Babylon, Brookhaven, Islip, River-head, Smith-town

Private Non Profit

M-F, 5:30 AM – 9:30 PMSat, 8:00 AM – 5:00 PM

Persons with disabili-ties who attend programs for which Mary-haven provides transpor-tation

MedicalEmploy-ment and trainingCom-munity outingsOther

John T. Mather Memorial Hospital

Brookhaven, Islip, River-head, Smith-town

Private Non Profit

M-F, 7:30 AM – 9:30 PM

Adoles-cents and adults par tici-pating in Par tial Hospi-talization Psy-chiatric Programs

Medical


IIIIIDN I

III

IDC-4

8


PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP


VEHICLE FLEET SIZE


Brookhaven, Huntington

Private Non Profit


Medical

Suffolk County United Veter-ans (SCUV)

Brookhaven, Huntington, Riverhead, Smithtown

Private Non Profit

M-F, 8:00 AM – 6:00 PM Sat,-Sun, 9:00 AM – 5:00 PM

Formally homeless veterans in one of SCUV housing programs

MedicalSocial ServicesFixed-route feeder trips

United Cere-bral Palsy of Greater Suf-folk, Inc.

Babylon, Brookhaven, Hunting-ton, Islip, Riverhead, Smithtown

Private Non Profit

M, W; 8:30 AM – 7:00 PM T, Th, F; 8:30 AM – 5:00 PM Sat, 8:30 AM – 3:30 PM Sun, 11:00 AM – 5:30 PM

Adults in UCP Suffolk day and weekend day pro-grams

Day pro-grams

Little Flower Children and Family Ser-vices of New York

Wading River, Town of Riverhead, residential locations in Suffolk County

Private Non Profit

M-F, 8:00 AM – 5:00 PM (dif-ferent types of trips provided at different times)Recreation out-ings, Grocery/personal shop-ping within 15 miles of Wading River also in evening and on weekends


MedicalDay pro-gramsRecre-ation outingsGrocery/personal shopping

Island Nursing and Rehabili-tation Center

No informa-tion provided in survey

Private Non Profit N/A

Long Island Center for Independent Living



Peconic Bay Medical Center



IIIIIDN I

III

IDC-4

9


PROVIDER/SERVICE

SERVICE AREA


RIDERSTRIP


VEHICLE FLEET SIZE


Nassau, Suf-folk, West-chester, and NYC

Private Non Profit

M-F, 6:00 AM – 6:00 PM

Persons with a develop-mental disability, age 21 and older, who are clients of contract-ing agen-cies

Varies ac-cording to contract

Demand Response and Fixed Route

N/A

Private Providers

33 Taxi Provid-ers in Suffolk Varies Taxi Compa-

nies Varies Unlimited Unlimited Taxi Varies

20 Non-Emer-gency Medical Transpor tation Providers

SuffolkAmbulette and Bus Compa-nies

Varies Medicaid recipients Medical Ambulette and

Bus Varies

Hampton Jitney

Eastern Long Island with connecting service to NYC and Nas-sau

Private Bus Company

7 Days, 4:00 AM to 12:00 AM Unlimited Unlimited Fixed Route –

Commuter Bus 63 vehicles

The Hampton Hopper

Southeast Suffolk

Seasonal Private Bus Company

Friday: 2:30 PM – 1:00 AMSaturday: 3:30 PM – 2:00 AMSunday: 12:30 PM – 11 PM

Unlimited Unlimited Seasonal Pri-vate Local Bus


PROFIT PROVIDERS





PROVIDER

18 213,518 11,862 113,837 6,324

TABLE C 21: SUFFOLK COUNTY COUNTY PROVIDERS AND TARGET POPULATIONS (LONG ISLAND)


IIIIIDN I

III

IDC-5

0


6-D PUBLIC INPUT: WORKSHOP AND SURVEY COMMENTS

D

-1

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services

D-1 LOWER HUDSON VALLEY

SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFORMA-TION

TECHNOL-OGY FUNDING BARRIERS NUMBER OF

COMMENTS*

Comprehensive source of information about all transpor-tation options

B X X 31

Options for unserved/under-served areas E X 23

Accessible paths to bus stops FR X 14

More service days/hours, more frequent service B X 12

Options for home health aides from NYC to surrounding counties

E X 7

Accessible taxi services O X 7

Easier arrangements for transferring between paratran-sit providers (intercounty or interstate)

P X 5

Fewer trip and rider eligibility restrictions P X 4

More usable accessible fixed route service, or more information about how to use accessibility features

FR X X 3

Access to train station for out of county trips E X 1

TABLE D 1: PUTNAM COUNTY CONDENSED NEEDS FROM WORKSHOP COMMENTS (LOWER HUDSON VALLEY)

*Total number of comments for all counties combined

D-1.1 PUTNAM COUNTY

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services

SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFORMA-TION

TECHNOL-OGY FUNDING BARRIERS

Expanded service hours B X

RideConnect provided transpor t to aides from train stations to clients homes O X X

TABLE D 2: PUTNAM COUNTY CONDENSED SOLUTIONS FROM WORKSHOP COMMENTS (LOWER HUDSON VALLEY)

DIIID

D I

III

IDD

-3

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services

SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFORMA-TION


COMMENTS*

Better paratransit routing and scheduling P X 32


B X X 31


Better driver attitudes/training B X 22

More accessible and comfor t-able bus stops FR X 16



More accessible vehicles (more vehicles, better acces-sibility)

B X 11

Better coordination among providers to share resources, promote services

P X 10

Safer pedestrian environment FR X 8

Increased funding for demand response services P X 7


E X 7

Accessible taxi services RH X 7


P X 5

Increased paratransit capacity P X 4

More affordable services B X 4

More reliable paratransit ac-cessibility P X X 3

Means of sharing 5310 ve-hicles of empty seats P X 3

Better bus stop signage and maps FR X X 2

TABLE D 3: ROCKLAND COUNTY CONDENSED NEEDS FROM WORKSHOP COMMENTS (LOWER HUDSON VALLEY)


D-1.2 ROCKLAND COUNTY

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


III

NDDI

I I

III

IDD

-4

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services

SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFORMA-TION


Centralized service directory O X X

Countywide paratransit service P X

Mobility management O X X

New accessible vehicles through 5310 fund-ing P X X

Public outreach O X

Taxi vouchers RH

Travel training O X X X

Trip planning assistance O X X


TABLE D 4: ROCKLAND COUNTY CONDENSED SOLUTIONS FROM WORKSHOP COMMENTS (LOWER HUDSON VALLEY) II

INDD

II

II

IIID

D-5

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services

SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFORMA-TION


COMMENTS*



B X X 31





P X 10


E X 7



P X 5

Safer, more comfor table para-transit transfer points P X 3

TABLE D 5: WESTCHESTER COUNTY CONDENSED NEEDS FROM WORKSHOP COMMENTS (LOWER HUDSON VALLEY)


D-1.3 WESTCHESTER COUNTY

SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFORMA-TION



Mobility management O X X

Service brochure O X

Taxi vouchers RH X X X


TABLE D 6: WESTCHESTER COUNTY CONDENSED SOLUTIONS FROM WORKSHOP COMMENTS (LOWER HUDSON VALLEY)


SDIII

DDIIDI II

IIID

D-6

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services

D-2 NEW YORK CITY

SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFORMA-TION


COMMENTS*



B X X 31



LIRR and subway station ac-cessibility/real-time info about accessibility

FR X X 17




B X 11

Better paratransit reliability and on-time performance P X 10


P X 10


Reliable paratransit ETA P X 4


Cashless paratransit fare pay-ment options P X X 1

TABLE D 7: THE BRONX CONDENSED NEEDS FROM WORKSHOP COMMENTS (NEW YORK CITY)


D-2.1 THE BRONX

SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFORMA-TION


Access to transpor tation information in multiple languages, including ASL O X X X

Accessibility improvements for pedestrian safety O X X

TABLE D 8: THE BRONX CONDENSED SOLUTIONS FROM WORKSHOP COMMENTS (NEW YORK CITY)

IDD IIII

TD

-7

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services

TABLE D 8, CONT: THE BRONX CONDENSED SOLUTIONS FROM WORKSHOP COM-MENTS (NEW YORK CITY)*Total number of comments for all counties combined

SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFORMA-TION


Accessibility improvements for pedestrian wayfinding O X X

Accessibility improvements for SBS ma-chines -- Tactile strip to identify location, audible signal, beacon

X X

Accessibility improvements to subway sta-tions and bus stops O X X X

Accessible Pedestrian signals at intersec-tions to assist blind and low vision pedes-trians

O X X X

Benches at bus stops O X X

Bus accessibility improvements FR X X X

Mobility Management Resource Guide - cen-tralized transpor tation information O X X X

Coordination between transit providers FR X X X


Local shopping shuttles E X

Local shuttle E X

Resources for transpor tation providers and stakeholders - NYC Mobility Management Conference

O X X

SBS bus accessibility features O X X

Transit pass subsidies FR X X X

Travel training - O&M training for blind and visually impaired individuals O X X

Vehicle and ride sharing O X X X X


IDD IIII

TD

-8

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services

SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFORMA-TION


COMMENTS*





FR X X 17



P X 10




Fare integration across provid-ers B X X 1

TABLE D 9: BROOKLYN CONDENSED NEEDS FROM WORKSHOP COMMENTS (NEW YORK CITY)


D-2.2 BROOKLYN

SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFORMA-TION





Accessibility improvements to subway sta-tions and bus stops O X X X


O X X X

TABLE D 10: BROOKLYN CONDENSED SOLUTIONS FROM WORKSHOP COMMENTS (NEW YORK CITY)

IIII

NDDID

-9

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services

TABLE D 10, CONT: BROOKLYN CONDENSED SOLUTIONS FROM WORKSHOP COM-MENTS (NEW YORK CITY)*Total number of comments for all counties combined

SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFORMA-TION


Benches at bus stops FR X X


Mobility Management Resource Guide - cen-tralized transpor tation information O X X X x

Coordination between transit providers B X X X

Expanded service area E X X


O x x




Vehicle and ride sharing P X X X X


IIII

NDDID

-10

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services

SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFORMA-TION


COMMENTS*


B X X 31



FR X X 17





B X 11



P X 10



TABLE D 11: MANHATTAN CONDENSED NEEDS FROM WORKSHOP COMMENTS (NEW YORK CITY)


D-2.3 MANHATTAN

SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFORMA-TION





Accessibility improvements to subway sta-tions and bus stops FR X X X

TABLE D 12: MANHATTAN CONDENSED SOLUTIONS FROM WORKSHOP COMMENTS (NEW YORK CITY)

DD

IDD

IIDI

D-1

1

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services

TABLE D 12, CONT: MANHATTAN CONDENSED SOLUTIONS FROM WORKSHOP COMMENTS (NEW YORK CITY)*Total number of comments for all counties combined

SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFORMA-TION



O X X X






O x x






DD

IDD

IIDI

D-1

2

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services

SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFORMA-TION


COMMENTS*



B X X 31



FR X X 17




B X 11


P X 10


Transpor tation voucher pro-gram needed O X 1

TABLE D 13: QUEENS CONDENSED NEEDS FROM WORKSHOP COMMENTS (NEW YORK CITY)


D-2.4 QUEENS

SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFORMA-TION






TABLE D 14: QUEENS CONDENSED SOLUTIONS FROM WORKSHOP COMMENTS (NEW YORK CITY)

QIDDI

ID

-13

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services

TABLE D 14, CONT: QUEENS CONDENSED SOLUTIONS FROM WORKSHOP COM-MENTS (NEW YORK CITY)*Total number of comments for all counties combined

SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFORMA-TION



O X X X

App for real-time paratransit ETA P X





Networking group for visually impaired rid-ers X


O X X


Technology improvements - GPS, smar t-phone fare payment, online travel informa-tion at kiosks

B x X




QIDDI

ID

-14

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services

SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFORMA-TION


COMMENTS*



B X X 31




FR X X 17






P X 10



E X 7


TABLE D 15: STATEN ISLAND CONDENSED NEEDS FROM WORKSHOP COMMENTS (NEW YORK CITY)


D-2.5 STATEN ISLAND

SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFORMA-TION





TABLE D 16: STATEN ISLAND CONDENSED SOLUTIONS FROM WORKSHOP COMMENTS (NEW YORK CITY)

IIDIDI

IIDDI

ID

-15

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services

TABLE D 16, CONT: STATEN ISLAND CONDENSED SOLUTIONS FROM WORKSHOP COMMENTS (NEW YORK CITY)*Total number of comments for all counties combined

SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFORMA-TION




O X X X





Increased transit frequency during peak periods FR X


O x x






IIDIDI

IIDDI

ID

-16

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services

D-3 LONG ISLAND

SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFORMA-TION


COMMENTS*



B X X 31




B X 11




E X 7


P X 5

Reliable paratransit ETA P X 4

Increased paratransit capacity P X 4



Means of sharing 5310 ve-hicles of empty seats P X 3

Solutions to barriers expe-rienced by providers--in-surance, timeliness of 5310 funding, safety of car-sharing services

P X 3

Continued traditional paratran-sit reservations, fare payment options

P X 2

Better access to paratransit reservations systems; contin-ued traditional access

P X X 2

TABLE D 17: NASSAU COUNTY CONDENSED NEEDS FROM WORKSHOP COMMENTS (LONG ISLAND)


D-3.1 NASSAU COUNTY

ID

IIDI I

III

IDD

-17

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services

SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFORMA-TION


Inter county connections FR X

Countywide paratransit service P X


B x X

Inter county connections FR X

TABLE D 18: NASSAU COUNTY CONDENSED SOLUTIONS FROM WORKSHOP COMMENTS (LONG ISLAND)


ID

IIDI I

III

IDD

-18

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services

SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFORMA-TION


COMMENTS*

Better driver attitudes/training B X X 22


FR X X X 17

More accessible and comfor t-able bus stops FR X X 16

Accessible paths to bus stops FR X X 14

More service days/hours, more frequent service B X X 12


P X X 10



E X X 7

Accessible taxi services O X X 7


P X X X 5

More usable accessible fixed route service, or more information about how to use accessibility features

FR X X X 3

Solutions to barriers expe-rienced by providers--in-surance, timeliness of 5310 funding, safety of car-sharing services

P X 3

Continued traditional paratran-sit reservations, fare payment options

P X X X 2

Better access to paratransit reservations systems; contin-ued traditional access

P X X X 2

More compatible technology systems among providers P X X X 1

TABLE D 19: SUFFOLK COUNTY CONDENSED NEEDS FROM WORKSHOP COMMENTS (LONG ISLAND)


D-3.2 SUFFOLK COUNTY

IIIIIDN I

III

IDD

-19

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services

SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFORMA-TION


Coordinated medical appointment times P X

Expanded fixed route service hours FR X

Fare-free, door-to-door service for seniors P X X X

Joint 5310 vehicle applications P X

Paratransit software sharing agreement X


B X X

Use of app for trip routing X X X

Use of TNCs RH

Volunteer driver program P X

TABLE D 20: SUFFOLK COUNTY CONDENSED SOLUTIONS FROM WORKSHOP COMMENTS (LONG ISLAND)


IIIIIDN I

III

IDD

-20

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services

D-4 WORKSHOP COMMENTS

SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION

TECH-NOLOGY FUNDING BARRIERS COUNTY TCC

Plan to move to fare payment by smar t phone rather than tickets will not be good for seniors and some people with disabilities

X Nassau LI

Email or text about vehicle’s ETA would be helpful X Nassau LI

When something goes wrong, can’t get anyone on phone, or get incor-rect information (seniors not picked up after picnic, daughter was still at program although Able-Ride said she had been dropped off at home)

X Nassau LI

In times where drivers did not repor t for shifts, some users were not notified or were given incorrect information

X Nassau LI

Services have been cut back due to privatization; waiting times increased

X X Nassau LI

Reliability of para-transit (Able-Ride) to get customers to destina-tion on time is poor.

X Nassau LI

People get left waiting for rides that never show up. Program staff who wait with stranded clients aren’t paid for their time

X Nassau LI

Very late pickups – sometimes a couple of hours X Nassau LI

Better routing for paratransit trips is needed; travel times are long X Nassau LI

Services have been cut back due to privatization; service areas de-creased

X Nassau LI

Services for people with disabilities have been cut in par ts of Nassau County—no one can get to Lido Beach on Able-Ride (contraction of service area from county-wide to ¾ mile corridor after transition from MTA to Nassau County). Affects access to programs.

X Nassau LI

Services are limited within Long Beach X Nassau LI

Bus stops are far away X Nassau LI

TABLE D 21: WORKSHOP COMMENTS (ALL COUNTIES, SORT BY COUNTY)

D-4.1 ALL COUNTIES

DDD I

III

IIDID

-21

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services

TABLE D 21, CONT: WORKSHOP COMMENTS (ALL COUNTIES, SORTED BY COUNTY)

SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


Some routes require users to travel great distances or for long stretches of time, up to three hours in a single direction. For some users this is prohibitively physically demanding.

X Nassau LI

Home health aides who work with seniors can’t get to work in Nassau County from NYC

X Nassau LI

Some pick up/drop off locations are unsafe, users have been left on the side of busy roads and isolated areas, even at night

X Nassau LI

Able-Ride just bought new ve-hicles—there’s no room to turn a wheelchair around in the vehicle; riders should have been consulted

X Nassau LI

Maintenance of existing vehicles needs improvement X Nassau LI

Acquiring ADA compliant vehicles is a challenge for some providers X X Nassau LI

Services are not coordinated—5310 vehicles are not shared, or not fully utilized

X Nassau LI

8-10 5310 vehicles (operated by Office for the Aging?) are not used between 10:00 and 2:00; federal regulations prohibit shared use by ARC (this is not true)

X Nassau LI

Lack of interjursidictionality pre-vents users from taking advantage of nearby systems

X Nassau LI

Can transfer between Able-Ride and SCAT; Able-Ride will schedule X Nassau LI

People knew of 511NY but some hadn’t used it; can only get informa-tion about one provider at a time

X Nassau LI

Internet, technology presents a bar-rier for some people with disabilities and seniors; information in a combi-nation of formats is best

X X Nassau LI

The telephone-based reservation system is unreliable, and impedes ease of access to services. Reser-vation phone calls can take up to 40 minutes

X X Nassau LI

State funds take too long to come in X Nassau LI


DDD I

III

IIDID

-22

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


Seniors who live in apar tments have to wait downstairs Nassau LI

Different services operate on differ-ent schedules, creating inequality of access

Nassau LI

MTA’s reduced fare program oper-ates regionwide Nassau LI

Seniors become isolated when they stop driving Nassau LI

Travel training in NYC is provided through the Dept. of Education Nassau LI

Uber and Lyft – accessibility is an issue, insurance is a barrier Nassau LI

Overall, Able-Ride is a fabulous system that provides good service for most

X Nassau LI

Uber/Lyft can be used as non-ADA paratransit. However, some seniors aren’t comfor table with the require-ments of new TNC’s, especially credit cards and smar tphone ap-plications. These requirements pres-ent major barriers to widespread adoption of TNCs as non-ADA paratransit.

Suffolk LI

SCAT rides can have long travel times due to circuitous routing X Suffolk LI

Indirect or inefficient routes are a frequent complaint. Routes are gen-erally designed, services dispatched using Trapeze software

X Suffolk LI

Services are limited within Smith-town X Suffolk LI

No real public transit for our Island (Shelter Island?) X Suffolk LI

Public transit and para transit do not operate county wide; many individu-als do not have access to transpor-tation services

X Suffolk LI

Several rural or semi-rural areas of Suffolk County are not 5310-eli-gible, nor do they have any public transit access through SCT. In par ticular, Shelter Island and Fishers Island are in this difficult position

X Suffolk LI

DDD I

III

IIDID

-23

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


Many human services transpor ta-tion providers cannot cross munici-pal boundaries and have restrictive policies on which trip purposes are eligible. Many also are for resi-dents of said municipality only. For example, grocery shopping or work trips are often covered, but discre-tionary trips are generally not

X Suffolk LI

People can’t get to bus stops—too far to walk to main roads from resi-dences or final destinations

X Suffolk LI

SCT fixed-route transit routes are spaced very far apar t, there is generally a low density of stops and little/no redundancy of service. This makes using transit difficult if your origins/destinations don’t correspond exactly to the posted schedule.

X Suffolk LI

There is a critical shor tage of home health aides in Suffolk County, mainly because of transpor tation is-sues. Most health aides come from NYC or Nassau and have difficulty accessing their places of work by public transit. Generally, their em-ployers do not subsidize the cost of their transpor tation

X Suffolk LI

Is a shared-ride service for home health aides viable (e.g. UberPool from NYC to Suffolk)

X Suffolk LI

Riders generally want longer span of service for (for both SCT and SCAT), shor ter reservation windows for SCAT. Current service span is 6am-830pm M-F, 7am-6pm Sat/Sun.

X Suffolk LI

SCAT paratransit unlikely to help riders who need regular trips to the same destination, such as dialysis or physical therapy patients who have multiple appointments per week. Lack of coordination for di-alysis patients is a significant issue countywide.

X Suffolk LI

Many bus stops are not accessible. These conditions deter many ADA-eligible riders from taking fixed-route transit.

X Suffolk LI


DDD I

III

IIDID

-24

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


Roads often lack sidewalks, crosswalks. You need to be quite able-bodied to even access regular bus stops. Missing sidewalks make paths of travel inaccessible in many places. These conditions deter many ADA-eligible riders from tak-ing fixed-route transit.

X Suffolk LI

Walkability is a significant, ongoing impediment to mobility, especially in village downtown areas that are perceived to be more walkable. Cobblestone pavers, long crossing distances, and lack of sidewalks and crosswalks are significant ac-cessibility problems.

X Suffolk LI

Stops often lack shelter from bad weather. X Suffolk LI

Most taxi cabs are not ADA-acces-sible, making them of little use to people with disabilities.

X Suffolk LI

Most LIRR stations are ADA-acces-sible, especially the high-ridership hub stations (e.g. Ronkonkoma). However, the following stations are known to have accessibility issues like grade-level railroad cross-ings: Brentwood, Belford, Medford, Sayville.

X Suffolk LI

SCAT may not know which sta-tions are accessible, and the onus is on the rider to know. However, this presents challenges, such as when elevators are out of service or ramps are blocked.

X Suffolk LI

Lots of SCAT-eligible riders (older adults) prefer to get curb-to-curb service from SCAT, even if they are physically capable of taking fixed-route transit. This may be because they don’t enjoy walking to bus stops or prefer the perceived cer tainty of reserved rides over re-lying on bus schedules which aren’t always reliable

X Suffolk LI

DDD I

III

IIDID

-25

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


SCAT riders are able to transfer to Able Ride (Nassau County) and can go to a par ticular school in Nassau County, but Able Ride won’t come into Suffolk County. SCAT arranges scheduling for transfers to Able Ride

X Suffolk LI

Likewise, efficiency of dispatching when common origins/destinations are requested is a big issue. Human services transpor tation providers and paratransit operators alike need a better means to coordinate/pool similar trips. Some doctors and clinics make an effor t to cluster appointments to reduce wasteful/redundant SCAT trips, though there is room for improvement.

X Suffolk LI

We need a human-services version of 511 trip planning app. - Some providers use it, but many do not.

X Suffolk LI

Lack of access to technology (in-ternet, computer, smar t phone) is a barrier for some seniors

X X Suffolk LI

We need to provide better maps, on-line information about all transpor-tation services provides, including human services transpor tation.

X X Suffolk LI

Few seniors use trip planning apps. X X Suffolk LI

Social workers often refer ADA-eligible clients to SCAT paratransit even when fixed-route transit is perfectly viable/available for their needs. This is because the social workers themselves are generally unfamiliar with public transit in the areas in which they work.

X Suffolk LI

Some communities use 511 and Google Maps (for SCT service). X Suffolk LI

211 service operates in the county, but not clear whether or how much transpor tation information is pro-vided

X Suffolk LI

Riders are not using apps for trip planning (moveit), but Southold Dept. of Human Services uses an app to route trips

X X X Suffolk LI


DDD I

III

IIDID

-26

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


-Uber/Lyft can be used as non-ADA paratransit. However, some seniors aren’t comfor table with the require-ments of new TNC’s, especially credit cards and smar tphone ap-plications. These requirements pres-ent major barriers to widespread adoption of TNCs as non-ADA paratransit.

X X Suffolk LI

Taxis generally provide poor quality customer service in Suffolk County. -Cabs are regulated by Suffolk County TLC, which vets taxi drivers and companies, conducts drug testing, background checks. Similar to a medallion system. In the past, individual municipalities licensed the cab companies. -Many cab operators/drivers do not like picking up riders with Medicaid vouchers, as the reimbursement they receive is not good. Many cabs who do accept these vouchers provide poor customer service due to the captive clientele.-Many seniors are not comfor t-able with cab companies for these reasons and prefer senior trans-por tation providers who have more training and experience transpor ting older adults. -Eastern Suffolk Transpor tation Company is a new, for-profit para-transit operator that has improved service in the area.

Suffolk LI

Many human services organizations avoid providing transpor tation, even though their clients/members de-mand it, because the insurance risk is too great or they cannot afford to insure their drivers.

X Suffolk LI

Car-sharing is generally not recom-mended for non-ADA paratransit, since many seniors are ineligible to drive. It’s a safety issue

X Suffolk LI

DDD I

III

IIDID

-27

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


SCT uses Trapeze and Google Ear th to schedule SCAT trips; Suffolk County Office for People with Dis-abilities, which does eligibility for SCAT, uses Access for customer records; systems don’t talk to each other which can make transfers cumbersome.

X Suffolk LI

More often, riders are directed to city services (especially if municipal paratransit is available).

X Suffolk LI

Suffolk Transit (SCT) provides its SCAT paratransit service within the entire County, not just a ¾ mile within bus stops as is required by ADA. Span of service is 6:00 AM – 8:30 PM Monday-Friday, 7:00 AM – 6:00 PM Saturday/Sunday. Customer satisfaction with SCAT is generally high, especially since the service expanded countywide

X Suffolk LI

SCT bus vehicles are wheelchair accessible, though as par ticipants noted, accessing non-ADA, fixed-route transit requires several insur-mountable hurdles to some disabled individuals and older adults with mobility impairments

X Suffolk LI

Most LIRR stations are ADA-acces-sible X Suffolk LI

Suffolk County Office for People with Disabilities does screening of applicants for SCAT

Suffolk LI

Remaining paratransit service is provided by Medicaid-eligible non-emergency medical transpor tation (NEMT) or other human services transpor tation providers (e.g. non-profits, municipal, private/for-profit providers

Suffolk LI

Since early 2016, SCAT ADA Para-transit now operates county-wide instead of in a ¾ mile boundary – huge improvement. Shelter Island does not receive service, however. - Sunday service is also new

Suffolk LI

Previous high levels of SCAT trip denials have been addressed Suffolk LI


DDD I

III

IIDID

-28

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


Taxi services are available, but people don’t have a level of comfor t with them

Suffolk LI

Reliable transpor tation is crucial for disabled job seekers, and for self-reliance/independence

Suffolk LI

County Office for People with Dis-abilities and SCAT have entered into a software-sharing agreement, with a joint Trapeze account. This and other tech. par tnerships could help to reduce waste/redundancy in trip dispatching.

X Suffolk LI

Uber operates in Suffolk County, although East Hampton has banned it; more likely to be arranged for seniors by adult children rather than seniors themselves

Suffolk LI

Using Uber for paratransit trips comes up for discussion at Suf-folk County Disability Advisory Board meetings. Consensus is that Uber/Lyft aren’t a good fit for ADA paratransit because they often don’t represent any real cost sav-ings. Most of the operating costs of paratransit are drivers’ wages, fuel, which Uber/Lyft must also recover through fare payment. TNCs wouldn’t really resolve the operat-ing cost issue. Providing additional vouchers for NEMT supplied by Uber/Lyft may be a possibility. (This would require SCT to par tner with Uber/Lyft to coordinate, however). A previous par tnership tried to coordi-nate Suffolk-based transpor tation to Stony Brook that failed.

Suffolk LI

Ambulette service is costly Suffolk LI

Town of Southold (Dept. of Hu-man Services) operates vehicles to take seniors to appointments and grocery shopping; travels outside of town (goes to Stony Brook) but has to turn down 1-2 trips a day for each trip provided

X Suffolk LI

DDD I

III

IIDID

-29

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


Denial of service for paratransit riders used to be a major problem in the SCAT system in years past, leading to federal oversight. There are now relatively few denials

X Suffolk LI

Suffolk County Dept. of Aging provides some funding to towns for essential senior trips; most of those services don’t cross town lines

X Suffolk LI

Suffolk County Dept. of Aging provides capital assistance for service to senior nutrition programs and home-delivered meals and the towns pay operating costs; those vehicles can be used for other ser-vices at other times

X Suffolk LI

Suffolk County Dept. of Aging par t-nered with San Simeon nursing and rehab facility when they applied for a 5310 vehicle

X Suffolk LI

Doctors cluster appointments for regular patients using Town of Southold’s service

X Suffolk LI

Suffolk County Dept. of Aging answers a lot of calls about bus system; refers callers to SCT, SCAT, and towns

X Suffolk LI

Transpor tation for individuals with disabilities needs more funding X Suffolk LI

Pedestrian Planning: there needs to be more thought on how pedestri-ans commute and what’s needed to cross safely

X Manhat-tan MHS

There are many people who rely on home care providers, but the home health aides have a last mile issue. Cabs are often the only way to ac-cess some locations, but those are prohibitively expensive for many

X Putnam MHS

There is a concentration of tran-sit is in the eastern par t of the county, though there is a shuttle in the summer between Beacon and Cold Spring on the west side of the county.

X Putnam MHS


DDD I

III

IIDID

-30

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


- No east-west connection across the county- Buses go to train stations in the east, but not in the west- Destinations are typically in CT or Westchester County

X Putnam MHS

There is a ¾ mile service area for Paratransit services, with no service on the west side of the county.- Large par t of the west par t of the county is made up of parkland, including a large forest.- The summer shuttle is not fixed route so there is no paratransit in the west side of the county

X Putnam MHS

Little available service exists in be-tween Cold Spring and the eastside of the county

X Putnam MHS

One to two hour headways on bus routes- The shuttles and bus routes run on the hour rather than more frequently- One route runs only every other hour (even hours

X Putnam MHS

One route does not have Saturday service X Putnam MHS

No routes are available on Sunday- Additionally, timing is an issue with PART Paratransit, given limited hours

X Putnam MHS

Most other available services are offered as medical transpor tation- Senior Resources has a number of vehicles and drivers- Users must be over 60 and the ride must be for medical transpor ta-tion.- The County recently received a new vehicle for seniors and veter-ans, and its largely used for veteran transpor tation. - Little to no service available for people with disabilities under 60- One audience member commented that quality of life is a large problem in Putnam for people with disabili-ties

X Putnam MHS

There are issues with sidewalks and street crossing movements through-out the county.

X Putnam MHS

DDD I

III

IIDID

-31

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


The Town of Brewster has limited sidewalks and poor infrastructure, creating a transpor tation and acces-sibility obstacle for residents there. Brewster also has the highest concentration of low income people in the county

X Putnam MHS

Sidewalks are lacking or crumbling; paths of travel to bus stops hard to navigate; worse in winter

X Putnam MHS

There are private cabs in the county-Though Putnam County licenses the cab companies, they are not very abundant.- Additionally, there were concerns with regard to how affordable or ac-cessible taxis are in the county.

X Putnam MHS

The Cold Spring/West side does not have access to a train station X Putnam MHS

Despite pedestrian connectivity is-sues, all public buses in Putnam are ADA accessible- Some question on how often the ramps and accessibility features are used. It was unclear if there are any statistics maintained on the frequen-cy of use of ADA ramps on buses

X X Putnam MHS

Most riders that need accessible service are using the paratransit and eschewing the fixed route service.- Despite the issues surrounding the access to bus stops, the county does have a flag service policy allowing riders to motion to a driver that they would like to be picked up, and not requiring them to be located at a fixed bus stop

X Putnam MHS

A person can transfer to Housa-tonic Area Regional Transit (the local provider for Danbury, CT just across the state line) service at the Brewster rail station, but this same transfer is not available for para-transit.-Paratransit will go to the Jefferson Valley Mall, where a rider can con-nect with Westchester paratransit

X Putnam MHS


DDD I

III

IIDID

-32

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


Most of the mobility management in Putnam is done by humans and coordination is performed over the phone- No apps or interactive website are currently used Putnam.- Not everyone has a smar t phone or computer; information provided over the phone by a person is more useful

X X X Putnam MHS

Medicaid paratransit provided from PART is refunded by the state X Putnam MHS

Ambulette service is available for accessible trips Putnam MHS

ADA paratransit service operates in ¾ mile corridor Putnam MHS

Connections to Connecticut are also available in Patterson to connect to Danbury

Putnam MHS

There is an increase in local de-mand for such services-A representative from CT men-tioned that dialysis has become a very large issue- Putnam does offer trips for dialy-sis using paratransit

Putnam MHS

Brewster is the most accessible train station for most people in the county

Putnam MHS

The Brewster and Southeast Train stations are accessible to residents year round- Patterson and Cold Spring can be reached in par t of the year

Putnam MHS

Brewster, Cold Spring, Patterson, Garrison MetroNor th stations are accessible- All Putnam area train stations are ADA accessible

Putnam MHS

Putnam has 31 vehicles that are used for PART Putnam MHS

ADA paratransit service operates in ¾ mile corridor X Putnam MHS

Jitneys operate in some towns X Rock-land MHS

DDD I

III

IIDID

-33

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


Audience members largely agreed that the service is currently overrun- There was consensus the service is not meeting existing demand

X Rock-land MHS

Unreliable paratransit (scheduling/availability) X X Rock-

land MHS

Reservations for paratransit must be made well in advance and can be difficult to get

X X Rock-land MHS

Rep from ARC of Rockland says that the trip service cannot meet the need for trip demand among persons with disabilities, so ARC is providing around 75 trips or more per day for people whose needs cannot be met through some other means.-This is in addition to the pro-grammed trips that ARC Rockland provides to people going to ARC services, group homes, or agency sponsored jobs.-Two hours is not an unusual travel time on ARC runs

X X Rock-land MHS

TRIPS, the ADA paratransit service, doesn’t come close to meeting demand for the service; human service agencies such as ARC are providing trips because of that (75/day)- TRIPS can’t guarantee subscrip-tion trips

X Rock-land MHS

ARC is struggling to pay for the transpor tation services that are increasing over time.

X Rock-land MHS

There’s not enough funding to meet demand, or at least its increasingly difficult for the agency

X Rock-land MHS

The local financial burden for many agencies is increasing with fewer dollars provided from the federal and state levels

X Rock-land MHS


X Rock-land MHS

Unreliable paratransit (scheduling/availability) X Rock-

land MHS


DDD I

III

IIDID

-34

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


There may also be a lack of training among drivers with regard to how to interact with riders that are older adults or people with disabilities

X Rock-land MHS

Sensitivity training is needed for bus and paratransit drivers; no unifor-mity among training programs that are offered by different providers- ARC brings their contracted driv-ers into their own agency, and does the training in-house themselves.- Most training is offered by differ-ent agencies

X Rock-land MHS

Many seniors live in the county; they can’t walk or bike far to bus stops

X Rock-land MHS

TRIPS operates county-wide- TRIPS doesn’t go outside of Rock-land; reciprocity with Westchester, but rider has to get to transfer point- Westchester is a transfer point between bus systems

X Rock-land MHS

There is no easy way to connect to areas outside of Rockland, par ticu-larly in NJ, using public transpor ta-tion.- There is no formal arrangement between paratransit services be-tween Rockland and NJ.- An individual can apply for reci-procity with Westchester County, but they would have to schedule a second ride.- The transfer point is Palisades Mall in West Nyack- Large employer in Nor thvale, NJ, ten minutes away – can’t get across state line

X Rock-land MHS

Home health workers can’t get to work in Rockland County from NYC; consumers face gaps in care cover-age because PCAs have transpor ta-tion problems

X Rock-land MHS

Bus Transpor tation, TRIPS, Para-transit all ok Need night services X Rock-

land MHS

TRIPS operates 7a-7p on weekdays; no service on weekends X Rock-

land MHS

DDD I

III

IIDID

-35

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


Specialized services on weekends for events and activities would be nice

X Rock-land MHS

Given the transit hub schedules, and the connection times, it may take a few hours to get to where you are going using the bus

X Rock-land MHS

Bus stops aren’t clearly marked; schedules don’t list minor stops X X Rock-

land MHS

Lack of sidewalks and accessible bus stops are issues X Rock-

land MHS

For many areas in Rockland, the roads that the buses are located on create a notable obstacle as there are few places to cross the street.- For example, clients and associ-ates have to cross a dangerous road to get to the stop across from ARC Rockland, though it might be quite useful for some people associated with the program

X Rock-land MHS

Making progress in town centers, but people live in suburban and rural areas, not town centers

X Rock-land MHS

Crossing busy streets is difficult; drivers don’t stop for pedestrians in crosswalks- Crossing roads presents an issue throughout Rockland-There is a belief that many people do not pay attention crosswalks and the need to stop- Most towns still have signs that tell people to stop, but these rules are not being enforced-There may be issues as well with pedestrian signal equipment not working properly, and some people may not know who to contact if there is an issue with equipment

X Rock-land MHS

Taxis are expensive, and don’t use any accessible vehicles X Rock-

land MHS

TOR’s accessibility is pretty good; smaller services are more problem-atic

X X Rock-land MHS

Very limited choices for people who need to travel under supervision X X Rock-

land MHS


DDD I

III

IIDID

-36

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


All the TOR and TRIPS vehicles in Rockland are accessible with lifts- But at the town provided transit level there are more failures of chair lifts than the county-Such as Mini Trans

X X Rock-land MHS

One audience member mistakenly mentioned that he is not allowed to share his 5310 vehicle in off hours

X Rock-land MHS

Can transfer between Able-Ride and Access-A-Ride, but you have to call Access-A-Ride for that leg of the trip

X Rock-land MHS

Limited human services transit ex-ists for mental health and substance use providers. OPWDD providers have a strained transit system. Need to work on combining re-sources between public transit and agencies. Medicaid transpor tation is vital. Need to expand to provide transpor tation to peer and recovery suppor t services.

X Rock-land MHS

Taxis are expensive X Rock-land MHS

It was observed that 511 New York is not well adver tised in the area, and that no one in the audience was familiar with the service despite its availability and relevance in the area.- No signs for 511 NY in Rockland- No one knew about 511NY (there are promotional signs on Long Island and in Westchester, but ap-parently none in Rockland)

X Rock-land MHS

Seniors don’t have/use smar t phones or know about apps X Rock-

land MHS

There are no transit or transpor-tation apps unique to Rockland County

X Rock-land MHS

Finding transpor tation options for people with intellectual disabilities is an overwhelming chore, especially those who can’t use the public transit system

X Rock-land MHS

DDD I

III

IIDID

-37

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


People who can’t drive would prob-ably try the bus rather than take a taxi if they knew more about the services

X Rock-land MHS

Rockland County Office for the Ag-ing distributes vouchers for medical trips using taxis, but people are not aware of the program

X Rock-land MHS

Each town has an ADA coordinator, but it’s hard to find out who they are X Rock-

land MHS

For some older adults a key re-source for information is Town Hall X Rock-

land MHS

Fixed route services are not well adver tised or understood.- There is difficulty learning about the fixed route service in the area, and all the locations that can be accessed using Transpor t of Rock-land.- One outstanding is that bus stops are not clearly marked- There are also no schedules on the sidewalk or on the posts- Information gaps are par ticularly apparent for older adults who have less digital access.- Not all of the TOR’s bus stops are visible on either a service map, or online. - While the major hubs and connec-tion points are visible on local maps and route brochures, minor bus stops are not- There is a flag policy, that may not always be enforced

X X Rock-land MHS

Bus stops aren’t clearly marked; schedules don’t list minor stops X X Rock-

land MHS


DDD I

III

IIDID

-38

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


Medicaid rides are subsidized through the cab companies- Appointments and other scheduled events can be accessed using this program.- Cannot be used to go to a peer run day center, but can be used for a medical appointment- A representative from ARC Rock-land however mentioned that the Dept. of Health has issued memo-randa that transpor tation providers will be under greater scrutiny due to fraud issues. -There is a risk of being accused of Medicaid fraud if someone cites the agency as their destinations- Can’t use Medicaid transpor tation to peer-run treatment programs, which are effective for people with mental health issues

X Rock-land MHS

Rockland County has the highest per capita rate of people with devel-opmental disabilities outside of the five boroughs

Rock-land MHS

County legislature has a disability advisory council Rock-

land MHS

Discussion began with how para-transit system is county wide

- Not just ¾ mile service area from fixed routes. X Rock-

land MHS

There is a phone number for TOR, and many are familiar with it as a means to access information about the bus service

X Rock-land MHS

TRIPS (or TOR?) provides trip plan-ning assistance X X Rock-

land MHS

The OFA offers $7 vouchers for cab fares from a par ticular cab provider. Some medical facilities in the county, through the OFA, will subsidize cab rides to doctors.

Rock-land MHS


X X West-chester MHS


X West-chester MHS

DDD I

III

IIDID

-39

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


Need for medical trips in rural areas has increased due to Affordable Care Act

X West-chester MHS

Home health care workers can’t get to work in Westchester from NYC; huge problem

X West-chester MHS

White Plains train station (“Tran-sCenter”) – paratransit transfer point is across street from station, not close. City is pursuing redesign of the train station, but not bus station or surrounding access – missed oppor tunity

X West-chester MHS

Access to bus stops is an element in the UPWP. -Lack of sidewalks and landing pads, especially in nor thern par t of county. Challenges include low ridership, no ROW.

X West-chester MHS

3,300 BeeLine bus stops; number of shelters (300) is pretty much set X West-

chester MHS

Taxi service is available all over the county, but not many are accessible (can cross municipal boundaries to drop off, but not to pick up)

X West-chester MHS

Bee-Line ADA paratransit trans-fers to NYC at Riverdale (?) and to Putnam County at Jefferson Valley Mall; has not had luck connecting to paratransit systems in Connecti-cut (but only a few trips a year are requested)

X West-chester MHS

Senior centers operate vehicles but do not coordinate with paratransit X West-

chester MHS

All paratransit vehicles are insured to do trips for general public only X X West-

chester MHS

Dept. of Senior Services should promote paratransit service X West-

chester MHS

Senior centers do not necessar-ily know enough about ParaTransit or other services to refer people. Westchester County Dept. of Public Works and Transpor tation is prepar-ing a transpor tation brochure for seniors.

X X West-chester MHS


DDD I

III

IIDID

-40

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


Medicaid transpor tation is provided through the Depar tment of Social Services but is not coordinated with paratransit

X West-chester MHS

Family Services of Westchester op-erates RideConnect volunteer driver program for seniors for all types of trips, but doesn’t coordinate with BeeLine paratransit

X West-chester MHS

WestFair Rides, which provides medical transpor tation in southwest Westchester doesn’t coordinate with BeeLine paratransit

X West-chester MHS

511NY doesn’t have information about special services (this is not true). Suggest that this type of service be incorporated into the NYMTC plan and implemented in Westchester, elsewhere outside NYC

X West-chester MHS

511- Takes too long to get to someone. - Didn’t even know about 511 until recently- Should be better

X West-chester MHS

Few older seniors use computers X West-chester MHS

Online reservations for paratransit trips has reduced call volume X X West-

chester MHS

There is not a significant carshare presence in the county West-

chester MHS

Bee-Line ADA paratransit is county-wide. BeeLine paratransit demand is up 6-7% per year; about twice the national average

X West-chester MHS

United Way provides 211 service; call-takers are well-versed in trans-por tation options

X West-chester MHS

County website is pretty good source of information; customers can talk to a person in the paratran-sit office 9-5, or get an email back at other hours

X West-chester MHS

Uber and Lyft are not in authorized service, but people use them il-legally (providers have approached the county, but are unwilling to meet insurance requirements

West-chester MHS

DDD I

III

IIDID

-41

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


Taxis are under local control, not County, so difficult to coordinate with County services

X West-chester MHS

Paratransit provides many trips to day programs; have gotten shuttle vehicles and star ted doing standing orders for cost effectiveness

X West-chester MHS

SCAT trips are not coordinated so several vehicles show up at the same location with individual riders

X Suffolk NL

Infrastructure problems - design of streets/intersections, etc. X NYC

There are a number of specialized services that receive 5310 funds in the MTA service area that provide a valuable service. We don't interact with them to a great degree and so can't provide a detailed response.

X NYC

Have to pay cash which is really in-convenient. Can Metrocard be used for AAR? Payment other than cash should be accepted.

X Bronx NYC

Don’t get any updates. Forced to wait outside for hours X Bronx NYC

Our seniors and clients with disabili-ties simply need more transpor ta-tion services

X X Bronx NYC

Our seniors and clients with dis-abilities simply need more trans-por tation services with a significant effor t spent on planning/logistics so that they are given realistic wait times and are not kept from seeing their doctors, etc

X Bronx NYC

Seniors are missing doctors’ ap-pointments Either takes too long to get there or AAR is there to pick them up before appointment is over or before they have gotten their prescriptions

X Bronx NYC

AAR always terribly late. They don’t get penalized, but if you are late once you do get penalized

X Bronx NYC

Coordination is terrible. People will get picked up with other passengers from 4 different boroughs

X Bronx NYC


DDD I

III

IIDID

-42

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


AAR could benefit from dispatcher who would better plan trips X Bronx NYC

AAR took the incorrect address and dropped senior off there, this happened a second occasion but passenger accompanying would not allow.

X Bronx NYC

Drivers described as “nasty” X Bronx NYC

Training for union members, bus drivers on how to handle crowds and letting disabled people on first

X Bronx NYC

Tried to find supervisor (in event of service problem) – was impossible. Drivers need to be more sympa-thetic towards passengers

X Bronx NYC

Training necessary for the drivers of AAR. They are parking on other side of the street to pick up blind children

X Bronx NYC

- Drivers on buses sometimes help with wheelchairs and with strapped in wheelchair, but not always. This is unsafe.

- Drivers are supposed to be trained to manually put down ramp X Bronx NYC

People push on buses before dis-abled X Bronx NYC

Denied ramp. Unaware of what dis-ability is, if someone asks for ramp, it should be accommodated

X Bronx NYC

Shopping car ts and walkers have been denied bus service. Some-times people have to do this because of how far the grocery store is.

X Bronx NYC

Gap in connections: In nor thwest Bronx there is a lack of east-west transit, most places you go from there require 2 fares.- Also steep roads in this area make it difficult for seniors to get around. Local shuttle might be helpful.

X Bronx NYC

DDD I

III

IIDID

-43

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


Gap in necessities force people to travel far to get to grocery store, doctor- Coordinated local shuttles could take people to popular shopping locations

X Bronx NYC

No crosstown transpor tation. Our neighborhood is isolated and what would be a ten minute drive by car is an hour by bus

X Bronx NYC

Transfer points are a big issue. There needs to be somewhere safe to wait that is not exposed to weather and were people can ac-cess a phone (not everyone has cell phone)

X Bronx NYC

Buses, specifically SBS not de-signed for new types of walkers. X Bronx NYC

Bus longer than bus stop. Have complained to MTA/311 but have not received a response

X Bronx NYC

Buses stop on street instead of bus stop so wheelchair can’t get on bus because there is no room for the ramp to come down

X Bronx NYC

SBS machines are difficult to use for the blind. How can blind people find machines? SBS = Select Bus Service

X Bronx NYC

Audible pedestrian crossing signals are lacking.-Not enough time to cross the streets -Issue in the outer edges of bor-oughs because there are not a lot of people around to assist in crossing the street

X X Bronx NYC

In nor thwest Bronx: rarely see taxis, and more rarely see accessible taxis X Bronx NYC

All train stations need ADA compli-ance. Many stations do not have elevators (in par ticular Castle Hill and Parkchester)

X Bronx NYC

Gap between subway and platform issue for wheelchair access X Bronx NYC


DDD I

III

IIDID

-44

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


Have cut down on workers at stations. This put people who are vulnerable (blind, elderly) at a disadvantage if they need help with reading signs- MTA should better utilize workers that are on the platform

X X Bronx NYC

Snail mail is still useful to dissemi-nate information X Bronx NYC

Consumer Handbook – done by Government, can order for free, contains a lot of useful information about public transit outside of the boroughs

X Bronx NYC

Locally elected officials should rec-ognize community of disabilities - Mayor doesn’t hold community boards responsible for focusing on people with disabilities.

Bronx NYC

Urban Planning-Bulbs/Bump-outs at intersections do a good job of protecting pedes-trians from traffic. Drivers can’t cut corner. Also cuts down on the time to cross because pedestrians can safely wait on median

Bronx NYC

Potential BID out to consolidate services in Bronx. For community transpor tation to get to appts, etc. Can RAIN be involved?

Bronx NYC

New Capital projects should be in compliance X Bronx NYC

Technology for blind/visually im-paired to find SBS machines-Suggestion for tactile strip from building line to machine. This was shut down because of ownership issues of sidewalk - Audible signal at machine – but residents might complain about this- Beacon – but then need a cell phone (affordability concern)

X X Bronx NYC

Uber/Lyft could work well because you can see who is supposed to pick you up – this would put more responsibility on driver + company

Bronx NYC

Transpor tation for individuals with disabilities needs more funding X Brook-

lyn NYC

DDD I

III

IIDID

-45

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


-Need to schedule two days in advance -This requires a lot of pre-planning – this and the lack of coordination creates lateness in pick-up and drops-offs

X Brook-lyn NYC

Have to cancel 12-24 hours in advance (this is not true) X Brook-

lyn NYC

Routing Optimization- Syncing is poor- More of an issue in Queens than Brooklyn- Routing needs much more work

X Brook-lyn NYC

Denied because of service dog X Brook-lyn NYC

Brooklyn/Manhattan intercounty bus routes have been (1) eliminated and (2) poorly reinstated.

X Brook-lyn NYC

Bus stops are lacking sufficient sidewalks, instead bus stops are in grass which makes them difficult for older adults and disabled persons to use

X Brook-lyn NYC

Bus Stops - Just having concrete pad does not help because it’s not sufficient for the accessible ramp to come down on to

X Brook-lyn NYC

Should work with DOT on:-Size of the lettering on signage-Prevent signs from blocking trees-Note that it takes 3 months to hear back from DOT and get anything done -Specifically there is grass at bus stop in Gateway Mall Area with Home Depot

X Brook-lyn NYC

Green taxis are hard to use-Have to enter vehicle in the back-Must back up to curb cut – this is blocking the fire lane

X Brook-lyn NYC

Lack of sufficient elevators


DDD I

III

IIDID

-46

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


- Specifically on the F line – difficult to get elevators put in potentially because the state and city must work together- New Stations should include elevators- F line new stations- Kings Highway- 18th Avenue- Avenue X

X Brook-lyn NYC

-For the visually impaired, it’s im-possible to navigate underground- If they are off their normal route it’s very scary-Beacons are a type of technology that can be used (technology fixes)-Aim to cut down issues with new stations-Consistency in wayfinding and other information between all agen-cies-Information is currently all pre-sented very differently - 5310 Funding could be used for this

X X X Brook-lyn NYC

Seamless fares are impor tant - Travel between LIRR, Subway, Metro-Nor th, etc.- Freedom ticket (www.pcac.org – check)- Discounted fares are included in the proposal- Recognizing the need for com-muter rail fares to also be affordable

X X Brook-lyn NYC

Using public transit at affordable rates is - Disabled and elderly – discounted fare- Also pregnant women, can get ac-cess to a half-fare metro-card- Seated in the front of bus, get ac-cess to the gate

X Brook-lyn NYC

DDD I

III

IIDID

-47

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


Bay Ridge Senior Center representa-tive:-Center has a bus that takes residents to/from center to go shopping, doctors, etc. (Ability to provide service through donations from Christian/Catholic non-profits)- Case workers help with organizing destinations-Doesn’t always work because there are too many destination – bus is limited -Bus only goes to locations in Bay Ridge Area- Making information more acces-sible to the residents is impor tant-Many do not have computers or smar t phoneso Mobility Management Guide can help casewokers get all of this infor-mation together

Brook-lyn NYC

Uber has not been reliable/respect-ful to the individual Brook-

lyn NYC

MV 1’s safer to get on Brook-lyn NYC

Wait hours and hours for AAR X Manhat-tan NYC

Tell them to go outside when they aren’t there X Manhat-

tan NYC

Access A Ride is getting worse, they disregard appointment times and make it difficult for a person to get anywhere on time

X Manhat-tan NYC

Drivers are "nasty" X Manhat-tan NYC

Some AAR drivers do come in and help, but it depends on driver (not expected/taught)

X Manhat-tan NYC

Training is needed for AAR, Uber/Lyft. Drivers deny guide dog users, need education on the ADA. - The drivers drive too fast which cause challenges for someone with a spinal cord injury, they need to understand the impact.

X Manhat-tan NYC

Curb use training: Drivers need to be educated on curb usage. School buses taking up the curb space while they wait

X Manhat-tan NYC


DDD I

III

IIDID

-48

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


Sensitivity training for all. Reeduca-tion of the public on how to engage people with disabilities

X Manhat-tan NYC

People try to rush past wheelchairs to get on the bus first X Manhat-

tan NYC

Penn Station/Por t Authority: Officers in booths, in station need more information about elevators, etc and how to direct you – need more training

X X Manhat-tan NYC

Service denial: Service denial for people with guide dogs is common. Need enforcement of this law.

X Manhat-tan NYC

Buses/Subways- Regular buses aren’t stopped for the elderly - Regular buses also aren’t stopping for wheelchairs, forcing people to take AAR

X Manhat-tan NYC

The bus schedules are not timely causing long wait times. X Manhat-

tan NYC

Accessible vehicles.-Subways & paratransit vehicles seats are not accessible, they’re too low for someone with a mobility impairment.

X Manhat-tan NYC

Automated announcements are re-ally necessary for disabled students – issues with not knowing where they are

X X X Manhat-tan NYC

Curb cuts – aren’t cut correctly for all wheelchairs – the streets need to be leveled

X Manhat-tan NYC

The bus stops in the area for the most par t are not equipped with benches.

X Manhat-tan NYC

Taxis have more braille phone # in cab so that people can call with complaints

X Manhat-tan NYC

Accessible subway. When is the subway system going to be fully ADA compliant? (Gerry spoke about the transition plans)

X Manhat-tan NYC

DDD I

III

IIDID

-49

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


Accessible vehicle ramps. Ramps for accessible vehicles are not safe, they're shaky and can be dangerous for someone boarding a vehicle- Need more monitoring

X Manhat-tan NYC

Wayfinding signage in subway sta-tions not always adequate. X X Manhat-

tan NYC

Signage and Wayfinding- Signage needs to be improved. Sometimes signage is missing, confusing, unclear. -Pictograms need to be universal design-Airpor ts are very well designed, look to them- Repetitive signage, especially at decision points

X X Manhat-tan NYC

Coordination with service providers X Manhat-tan NYC

Technology for blind/visually impaired- Need to continue exploring tech-nology – how can we be most up to date in 2040?- APS are great but we need to keep up with technology and need to think to the future.- Technology is focused on 23rd St, should be everywhere in city

X X Manhat-tan NYC

Affordability issue- Maria Hansen from PASS respond-ed that APS are key, not everyone can afford a cell phone. Whether you live or visit NY you should be able to have access to the same info as sighted individuals.

X X Manhat-tan NYC

Local services/news should be used to disseminate information -Internet could also be an option

X X Manhat-tan NYC

In human services-No colleges provide trainers or human services providers with knowledge of transit info

X Manhat-tan NYC

Doctors never ask about mobility (is this their responsibility?) Manhat-

tan NYC


DDD I

III

IIDID

-50

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


Gap in connections: Doctors sched-ule appointments but don't ask about mobility, there needs to be a more comprehensive look at medi-cal transpor t

Manhat-tan NYC

Pot holes, street re-direction, bike lanes, buses are “a war” Manhat-

tan NYC

Growth isn't planned, there is a merging of different users, cyclists disregard other users and they go wherever they want. She feels we need to have comprehensive look at the city. - Need to get together all groups (kids, seniors, etc.) to come up with plan to re-distribute funds and prioritize

Manhat-tan NYC

Trains should be more like Washing-ton, D.C Manhat-

tan NYC

Security & safety: Blind individuals have been attacked while walking down the streets, there need to be improvements to safety for the blind community

Manhat-tan NYC

People should go to community board with their problems Manhat-

tan NYC

Travel Training is Key to indepen-dence is to educate people through travel training programs

X Manhat-tan NYC

Uber has said if driver denies 2+ drivers – they will get fired Manhat-

tan NYC

Transpor tation for individuals with disabilities needs more funding X Nassau NYC

Transpor tation for individuals with disabilities needs more funding X Queens NYC

Need to be ready to leave for meet-ing/appointment 3 hours in advance X Queens NYC

Riders are grouped inefficiently – another rider may be travelling to the other side of the borough- Issues with coordination – really bad- Coordinators don’t seem to be familiar with neighborhoods

X Queens NYC

Queens to Nassau is possible but requires 3 buses X Queens NYC

DDD I

III

IIDID

-51

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


-Verbal announcements of stops would be helpful- Illuminated or high contrast signs – this is par ticularly lacking in bus- Announcements on buses are not consistent- Buses have GPS – could this be used to update riders during ride?

X Queens NYC

Both hearing and visually impaired have problems with crosswalks – audible crosswalks are necessary -75 audible crosswalks installed/year – not enough

X Queens NYC

-If forced to use the train and they are not able to – then bus is the only optiono No shelters at bus stop – problem during the cold-Issue with taking bus to train

X Queens NYC

Visually Impaired people have trouble with knowing when trains are coming -Most signage are only visual

X X Queens NYC

Metrocard issues-Visually impaired can’t see when it says ‘swipe again’

X X Queens NYC

Amtrak/Metro-Nor th have to get someone to unlock elevator for you – no indication of where to go to ask

X X Queens NYC

Cabs are not always an alternative because of affordability issues X Queens NYC

Voucher System worked well and seemed to be more effective – why can’t that be re-introduced?

X Queens NYC

511 Issues- Referred to someone else for problems- Does not lead anywhere useful sometimes- Also, generally, some people are not able to call because of not being technology-wise or are challenged in some way- DOT has been working with advo-cacy groups to use more common language in options so calls get transferred to the correct place

X X Queens NYC


DDD I

III

IIDID

-52

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


Mobility Management Guide- Does not give information traveling from Queens to Nassau County- 511 is more suited to this need- If someone calls the line, they will try to use 511 but the phone line is not always staffed (not a call center)

X Queens NYC

Older people not as technologically savvy X X Queens NYC

Is the internet helping these par ticu-lar populations?- Some older adults/ disabled per-sons are not able to afford comput-ers or phones with internet- Another barrier is that not every-one’s first language is English

X X Queens NYC

Can social security be used to dis-seminate information about transit? - Information could be available in their offices- Could be an alternative to getting information to every senior center and hospital – which is very difficult - This may be a more targeted ap-proach

X Queens NYC

Stakeholders from these groups should be there from the beginning: QICA: Queens Interagency Council on Aging DFTA: Depar tment for the AgingNORC: Naturally Occurring Retire-ment Communities

Queens NYC

Where can large text subway maps be ordered? Queens NYC

DDD I

III

IIDID

-53

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


Potential solution is creating an App that would help inform individuals when Access-a-ride is going to be late/real-time information on where driver is- Timing is off, riders get a voice-mail or text- Poor coordination – driver does not know when text is sent and rider does not have contact information of the driver that is coming to get them- Access-a-ride boasts about tech-nology, however it is not up-to-date and there is no coordination at all- Riders are not able to just take a cab even if they want to. Reim-bursement is an option but Access-a-ride needs to know- Riders are often forced to take a taxi because rider just does not show up- Hours of operation is not the reason the driver doesn’t come (service is 24/7)

X Queens NYC

Networking group for visually im-paired people would be helpful X Queens NYC

Uber- Not accessible with wheelchair- If they were, would be a viable alternative- Has worked really well for others that took it to airpor t

Queens NYC

Seniors wait outside for a long time X Staten Island NYC

Hear a lot of complaints about being the last one to be picked up/last one to be dropped off on route. -It can take up to 3 hours to get to Manhattan from Staten Island

X Staten Island NYC

When driver arrives they don’t know who exactly they are picking up or where they are going (Unsure if they use navigation system)

X Staten Island NYC


DDD I

III

IIDID

-54

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


Aids/Caretakers-Can’t get to the homes of seniors with public transit- Also issue with walking in the dark/public transit being far- Affordability problem – can’t af-ford car so can’t access the homes

X Staten Island NYC

Bad connection to Newark Airpor t X Staten Island NYC

Bus frequency also a problem- Safety reasons- Inclement weather

X Staten Island NYC

- New developments being built on Staten Island are up to 10 blocks from nearest bus stop

X Staten Island NYC

Issue with bus routes/stops not being in a safe location, i.e. near a store or other safe place were a student could access a phone or get help

X Staten Island NYC

Need of bus shelters, at least at key stations X Staten

Island NYC

Snow removal problem -Even if a bus stop is accessible and has cement landing, the snow is not removed so no one can get to it

X Staten Island NYC

Talking signs X X Staten Island NYC

There are also issues with par ts of the sidewalk missing on the route to get to transit-Traffic lights are also an issue-There are not appropriate cross-walks on the side of the street people need to cross (She had reached out to city council about this in the past)

X Staten Island NYC

Sidewalks are lacking X Staten Island NYC

Verrazano Bridge bicycle lanes – not being able to cross as a pedestrian X Staten

Island NYC

Rail-No one at the station from the agency to help-Some stations are really unsafe

X X Staten Island NYC

DDD I

III

IIDID

-55

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


on SIRT there is no transit person-nel available at most stops to assist. X Staten

Island NYC

People on Staten Island have to pay tolls getting on and off island X Staten

Island NYC

Generally the group knew what 511 is and find that it is useful X Staten

Island NYC

Security issues with students with disabilities using their phones to look things up – people have taken phones- Have tried to teach kids about apps – but feel that using the phone/app could distract student from their surroundings and discon-nect them

X X Staten Island NYC

Perception of public transit is very bad in Staten Island -People will take the bus to the fer-ry, but not for recreational reasons

Staten Island NYC

Possible extension of light rail from NJ into Staten Island Staten

Island NYC

Taxis- City says that half of yellow cabs will be accessible

Staten Island NYC

SBS Bus service in Staten Island-Though seniors commented that SBS seems it is more complicated and might be another impediment

X Staten Island NYC

Jewish Community Center- Has its own transpor tation – for enter tainment, dancing events- Otherwise, it is accessible by bus - Bus, however, does not run on weekends

X Staten Island NYC

Seniors mentioned they could take a car service that is in their neighborhood, which gets set up in advance

Staten Island NYC

Uber/Lyft available in cer tain areas (noted that people at the college used it)-Seniors said that they would be open to using

Staten Island NYC


DDD I

III

IIDID

-56

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


SERVICES/COORDINA-

TION

ACCESSI-BILITY

INFOR-MATION


College of Staten Island rep (Helps students with disabilities)-College has their own shuttle system (MTA buses no longer enter campus)

X Staten Island NYC

AAR Supposedly working on a new routing system that will be available in the next year

X Staten Island NYC

DDD I

III

IIDID

-57

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services

D-5 SURVEY COMMENTS

MOD

E TY

PE

SERV

ICE/

CO

ORDI

NATI

ON

ACCE

SSIB

ILIT

Y

INFO

RMAT

ION

TECH

NOLO

GY

FUND

ING

BARR

IERS

BRON

X

BROO

KLYN

MAN

HATT

AN

QUEE

NS

STAT

EN IS

LAND

NASS

AU

SUFF

OLK

PUTN

AM

ROCK

LAND

WES

TCHE

STER

Services have been cut back due to privatization; service areas de-creased and waiting times increased

O X X

Booking a ride is needlessly time consuming. Wait windows are disre-spectful and inappropriate.

P X X X

Reliability of para-transit (Able-Ride) to get customers to destina-tion on time is poor.

P X X

Public transit and para transit do not operate county wide; many individu-als do not have access to transpor-tation services

B X X

Waiting time is difficult for frail seniors P X X X

Limited Sunday service B X X X

No real public transit for our Island B X X X

Services are limited within Long Beach or Smithtown. Public trans-por tation or para transit is filled with problems; waiting times, lack of service areas and untrained staff

B X X

Transpor tation for individuals with disabilities needs more funding B X X X X X

Unreliable para transit (scheduling/ availability) P X X X

TABLE D 22: SURVEY COMMENTS (ALL COUNTIES)

D-5.1 ALL COUNTIES

An online survey was distributed in the fall of 2016 to learn about ongoing transpor tation challenges in each county/borough, the survey was shared with the various transpor tation providers in the area. The survey was split into three versions to provide more specific questions, with one survey each for Long Island, the Lower Hudson Valley, and New York City. In addition to asking about ongoing challenges in a given area, the survey asked providers about what changes and improvements had been implemented over the years to improve trans-por tation in the area, including elements that were specifically recommended under the 2009 or 2013 plans. The survey also asked which agency(ies) was responsible for those changes. The table contains the result of that survey:


DDD I

III

IIDID

-58

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services

MOD

E TY

PE

SERV

ICE/

CO

ORDI

NATI

ON

ACCE

SSIB

ILIT

Y

INFO

RMAT

ION

TECH

NOLO

GY

FUND

ING

BARR

IERS

BRON

X

BROO

KLYN

MAN

HATT

AN

QUEE

NS

STAT

EN IS

LAND

NASS

AU

SUFF

OLK

PUTN

AM

ROCK

LAND

WES

TCHE

STER

Reservations for para-transit must be made well in advance and can be difficult to get

P X X X

Bus Transpor tation, TRIPS, Para-transit all ok Need night services P X X

Limited human services transit ex-ists for mental health and substance use providers. OPWDD providers have a strained transit system. Need to work on combining re-sources between public transit and agencies. Medicaid transpor tation is vital. Need to expand to provide transpor tation to peer and recovery suppor t services.

P X X X

Very limited choices for people who need to travel under supervision P X X

I have not used any of the services in Manhattan because I find the MTA subway and bus system very easy to use.

B X

There are a number of specialized services that receive 5310 funds in the MTA service area that provide a valuable service. We don't interact with them to a great degree and so can't provide a detailed response.

P X X X X X X X X

No crosstown transpor tation. Our neighborhood is isolated and what would be a ten minute drive by car is an hour by bus

FR X X

Brooklyn/Manhattan intercounty bus routes have been (1) eliminated and (2) poorly reinstated.

FR X X X X X X

Infrastructure problems - design of streets/intersections, etc. B X X X X X X

most services rely on sight and have no audible component FR X X X X X X X

On SIRT there is no transit per-sonnel available at most stops to assist..

FR X X X

TABLE D 22, CONT: SURVEY COMMENTS (ALL COUNTIES)

DDD I

III

IIDID

-59

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


MOD

E TY

PE

SERV

ICE/

CO

ORDI

NATI

ON

ACCE

SSIB

ILIT

Y

INFO

RMAT

ION

TECH

NOLO

GY

FUND

ING

BARR

IERS

BRON

X

BROO

KLYN

MAN

HATT

AN

QUEE

NS

STAT

EN IS

LAND

NASS

AU

SUFF

OLK

PUTN

AM

ROCK

LAND

WES

TCHE

STER

The bus stops in the area for the most par t are not equipped with benches. The bus schedules are not timely causing long wait times.

FR X X

Wayfinding signage in subway sta-tions not always adequate. FR X X X

The Safe Streets for Seniors (SSFS) program is a pedestrian safety initiative for older New Yorkers. The program studies crash data, and then develops and implements mitigation measures to improve the safety of seniors and other pedes-trians, as well as all road users in New York City. Since the program’s launch, NYC DOT has addressed senior pedestrian safety issues in 25 Senior Pedestrian Focus Areas (SPFAs) in all five boroughs. DOT evaluates the pedestrian condi-tions from a senior’s perspective and makes changes including, but not limited to: Extending pedestrian crossing times at crosswalks to ac-commodate slower walking speeds; Constructing pedestrian safety is-lands; Widening curbs and medians; Narrowing roadways; and Installing new stop controls and signals.

O X X X X X X X

The Safe Routes to Transit (SRT) program seeks to improve pedes-trian and motor vehicle movement around subway entrances and bus stops to make accessing mass transit easier and more convenient. There are three subcategories to this initiative: Bus Stops Under the El; Sidewalks to Buses; and, Subway/Sidewalk Interface. While SRT star ted as a centrally-guided initiative, the program has shifted towards request-driven concerns to identify potential improvements throughout the five boroughs.

O X X X X X X X X


DDD I

III

IIDID

-60

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


MOD

E TY

PE

SERV

ICE/

CO

ORDI

NATI

ON

ACCE

SSIB

ILIT

Y

INFO

RMAT

ION

TECH

NOLO

GY

FUND

ING

BARR

IERS

BRON

X

BROO

KLYN

MAN

HATT

AN

QUEE

NS

STAT

EN IS

LAND

NASS

AU

SUFF

OLK

PUTN

AM

ROCK

LAND

WES

TCHE

STER

WalkNYC Pedestrian Wayfinding Program is New York City’s stan-dard for pedestrian wayfinding. WalkNYC provides a clear visual language and graphic standards that can be universally understood and encourages walking and transit us-age by providing quality multi-modal information. Valuable information includes basic cardinal directions and street names to mapped details like subway entrances and ADA restrooms. This information is consistent across a broad range of environments in the City.

O X X X X X X X

NYC DOT’s Language Access pro-gram provides meaningful access to those New Yorkers who are not proficient in English (Approximately one-third of its population). New Yorkers may call or walk in to a NYC DOT public service center and request a language interpreter to request information or services. More than 100 different language interpreters may be accessed at no charge. NYC DOT also provides language interpretation services including American Sign Language.

O X X X X X X X X

Age Friendly Bay Ridge is attempt-ing now to coordinate transpor tation providers in the area.

P X X

NYC DOT - SBS launch with new Bus Accessibility improvements, greater transit coordination between service providers, and provision of subsidies for low income transit riders.

FR X X X X X X X X

Coordinated contracted transpor-tation services thru IATS, AAR vouchers, purchase of new vehicles thru Section 5310 program, travel training program

P X X

There are more buses dispatched to cer tain schools at dismissal times. The councilmembers in Staten Island help make that possible

FR X X

DDD I

III

IIDID

-61

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


MOD

E TY

PE

SERV

ICE/

CO

ORDI

NATI

ON

ACCE

SSIB

ILIT

Y

INFO

RMAT

ION

TECH

NOLO

GY

FUND

ING

BARR

IERS

BRON

X

BROO

KLYN

MAN

HATT

AN

QUEE

NS

STAT

EN IS

LAND

NASS

AU

SUFF

OLK

PUTN

AM

ROCK

LAND

WES

TCHE

STER

RideConnect provided transpor t to aides from train stations to clients homes - challenges included the cost of the train for the aides, and the time spent in transit (train to car to house)

O X X X X X

Nassau Inter County Express FR X X

Bus service now provided by Suf-folk County transit on Sundays on 12 routes.

FR X X

I envision a transpor tation service that caters to the Developmentally disabled population primarily. A ser-vice that mirrors UBER this would be UBER for this population utiliz-ing trained drivers and assistants if necessary.

O X X

There is not much publicity about transit improvements. It would be great to have more information available to the public

O X

A few additional trips have been added on core routes, Sunday ser-vice on a route where none existed.

B X x x x

Taxi program thru para transit. Low-ered aged requirement for eligibility. P X X X x

Volunteer Driving program would be helpful, but we currently do not have it.

O X X x

Cross town fixed route systems might be helpful. FR X X x


DDD I

III

IIDID

-62

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


MOD

E TY

PE

SERV

ICE/

CO

ORDI

NATI

ON

ACCE

SSIB

ILIT

Y

INFO

RMAT

ION

TECH

NOLO

GY

FUND

ING

BARR

IERS

BRON

X

BROO

KLYN

MAN

HATT

AN

QUEE

NS

STAT

EN IS

LAND

NASS

AU

SUFF

OLK

PUTN

AM

ROCK

LAND

WES

TCHE

STER

In 2012, NYC DOT initiated the Mobility Management Program (MMP), which largely addresses the mobility needs of people with disabilities, older adults, and low income populations in order to uncover resourceful transpor tation solutions. This involves several methods, including: Development of resources & tools for project managers and the community; City-wide mobility management coordi-nation effor ts; and Identification of strategies to improve transpor tation services. DOT’s MMP initiatives include the following: The Mobility Management Resource Guide was compiled to educate New Yorkers on existing transpor tation infrastruc-ture, resources and programs that cater to people with disabilities and older adults. Innovative services and programs are offered but not all of the potential users know about them. Access to this information is almost as impor tant as the accessi-bility itself. The resource guide was created to provide to combat this discrepancy.

O x x x x x x x x x

DDD I

III

IIDID

-63

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


MOD

E TY

PE

SERV

ICE/

CO

ORDI

NATI

ON

ACCE

SSIB

ILIT

Y

INFO

RMAT

ION

TECH

NOLO

GY

FUND

ING

BARR

IERS

BRON

X

BROO

KLYN

MAN

HATT

AN

QUEE

NS

STAT

EN IS

LAND

NASS

AU

SUFF

OLK

PUTN

AM

ROCK

LAND

WES

TCHE

STER

Between 2012 and 2016, the Annual Mobility Management Conference brings together mobility managers, travel trainers, transit providers, project managers, government officials, and advocates across the region to showcase innovative solu-tions in addressing mobility needs of people with disabilities, older adults, and low income popula-tions. Travel Training Workshops are regularly convened with travel trainers and orientation and mobil-ity specialists with agency project managers to discuss projects impacting individuals with disabili-ties who may travel independently. These interactions allow both par-ties to exchange a fruitful amount of information that they can take back to their respective agencies/orga-nizations. Workshop topics have included the Select Bus Service and construction site accessibility. Outreach and par tnerships with the community are a vital component of the MMP. The Program regularly meets with community based orga-nizations, such as senior centers, community-based transpor tation providers, and day habilitation programs, to understand the issues and address possible solutions. Coordination with other government agencies also enhances oppor tuni-ties for this population. NYC DOT offers a number of programs that can facilitate an easier transpor ta-tion for all users.

O x x x x x x x

NYC DOT’s Sidewalk Inspection and Maintenance Management (SIM) division manages a Tactile Guide-way Pilot Program. The planned improvements include adding tactile directional surface guidance on sidewalks near transit corridors and major transfer points to facilitate independent travel.

O x X X X X X X


DDD I

III

IIDID

-64

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


MOD

E TY

PE

SERV

ICE/

CO

ORDI

NATI

ON

ACCE

SSIB

ILIT

Y

INFO

RMAT

ION

TECH

NOLO

GY

FUND

ING

BARR

IERS

BRON

X

BROO

KLYN

MAN

HATT

AN

QUEE

NS

STAT

EN IS

LAND

NASS

AU

SUFF

OLK

PUTN

AM

ROCK

LAND

WES

TCHE

STER

NYC DOT’s Traffic Operation-ITS Engineering (Signals) division man-ages a Mobile Accessible Pedestrian Signal (MAPS) Pilot Program. The project includes research, testing and possible implementation of communication systems enabling pedestrians with visual impairments to enter into a dialog about activ-ity at intersections using smar t phones, audible devices, and/or other technology. Pedestrians could receive impor tant safety information such as when the walk signal is on. Accessible Pedestrian Signals (APS) are devices attached to pedestrian signal poles to assist blind and low vision pedestrians in crossing the street. These devices provide information in non-visual formats, such as audible tones, speech messages, and vibrating surfaces, to aler t pedestrians with vision impairments when the “walk” phase is available at a given intersection. The current model can also have the volume adjusted based on ambiance noise level in the surrounding area. As of this writing, there were APS units installed at 178 intersections citywide.

O X X X x x x x x

DDD I

III

IIDID

-65

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


MOD

E TY

PE

SERV

ICE/

CO

ORDI

NATI

ON

ACCE

SSIB

ILIT

Y

INFO

RMAT

ION

TECH

NOLO

GY

FUND

ING

BARR

IERS

BRON

X

BROO

KLYN

MAN

HATT

AN

QUEE

NS

STAT

EN IS

LAND

NASS

AU

SUFF

OLK

PUTN

AM

ROCK

LAND

WES

TCHE

STER

The CityBench Program is an initia-tive launched in 2011 to increase the amount of public seating on New York City’s streets. NYC DOT installs attractive and durable benches around the City, par ticularly at bus stops, in commercial areas and areas with high concentrations of seniors. The CityBench program has installed 1,500 benches throughout the five boroughs and will install an additional 600 benches by 2019. In coordination with the NYC Depar t-ment for the Aging, NYC DOT’S Safe Streets for Seniors, and the Mobility Management Program, the program is currently targeting senior centers and adult day care centers in New York City through presentations and outreach material.

O X X x x x x x

For the Mobility Management pro-gram here at NYC DOT our greatest successes can be seen with the provision of tactile ramps through-out the city, accessibility improve-ments with the SBS bus roll out, and community engagement events such as our Mobility Management Conference, and engagement effor ts with various community organiza-tions and travel trainers to learn from their insights and ideas for improvement.

O X X x x x x x

Door to door service to JCC pro-grams and outings best serve our clients. Travel training is offered to young adults with disabilities just entering the work force.

P X X X

Project Independence is being expanded to people with disabilities. Public Transpor tation is not ad-equate, therefore paratransit is not adequate

P X X


DDD I

III

IIDID

-66

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


MOD

E TY

PE

SERV

ICE/

CO

ORDI

NATI

ON

ACCE

SSIB

ILIT

Y

INFO

RMAT

ION

TECH

NOLO

GY

FUND

ING

BARR

IERS

BRON

X

BROO

KLYN

MAN

HATT

AN

QUEE

NS

STAT

EN IS

LAND

NASS

AU

SUFF

OLK

PUTN

AM

ROCK

LAND

WES

TCHE

STER

LICIL: Transpor tation provided for people with disabilities. One trip per month door-to-door anywhere in Nassau County for members of LICIL. A $5 per year donation is requested to utilize this service.

P X X

mobility management to educate consumers and coordinate trans-por tation access has been moder-ately successful for a por tion of the target audience

O X

The Nassau Inter County Express (NICE) is a public-private par tner-ship where Nassau County owns the system and a private operator pro-vides the fixed route and paratransit services. NICE has deployed the latest GPS technology to enhance passenger information and commu-nications, as well as a fare payment application that allows passengers to make their fare payment through their smar tphone. On-line travel information is also available through kiosks at the Intermodal facilities.

B X X X X X X

Contracting services with private tranp. carriers P X X

CPC has been successfully operat-ing a transpor tation program for frail elderly and those with dis-abilities for over 10 years. CPC has an arrangement with UCP of Long Island to borrow one of their 5310 vehicles if one of CPC vehicles is out of service and being repaired.

P X X X

In the absence of public transit we rely heavily on volunteer drivers and a bus we have through Suffolk Co. office for Aging

P X X

Demand responsive and regular route transpor tation to Senior Center, shopping trips, etc. We use a software system to plot routes to avoid duplication and improve overall efficiency.

B X X

DDD I

III

IIDID

-67

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


MOD

E TY

PE

SERV

ICE/

CO

ORDI

NATI

ON

ACCE

SSIB

ILIT

Y

INFO

RMAT

ION

TECH

NOLO

GY

FUND

ING

BARR

IERS

BRON

X

BROO

KLYN

MAN

HATT

AN

QUEE

NS

STAT

EN IS

LAND

NASS

AU

SUFF

OLK

PUTN

AM

ROCK

LAND

WES

TCHE

STER

The County's 5310 grant has served many paratransit riders by provid-ing service beyond the required 3/4 mile corridor.

P X X X

Riverhead's Senior Transpor tation is the only no cost transpor tation ser-vice available to Riverhead seniors, with priority given to medical trans-por tation within the town. Since Riverhead is located on the East End of Long Island, it is considered a rural area. Unlike the County pub-lic bus service, our transpor tation offers door to door pick up and drop off. Private Taxi service is available in the town, but it is extremely cost prohibitive.

P X X X X

Coordination with Suffolk County regarding paratransit service areas P X X

we do a great deal of travel training as well as reviewing and mapping out bus routes for our members

O X X X

Travel training Contracting for ser-vice with transpor tation providers O X X X X

We have in place an advisory board that helps us with the disabled and senior communities

O X X

Camp Venture, Inc. has site based day habilitation and day habilitation without walls programs. Commu-nity inclusion is essentially all the outings the programs do. Camp Venture provides for most of the transpor tation to the day programs.

O X X

-service designed to provide access to jobs for our students with jobs who are graduating -ability to use TRIPS to give our students prac-tice using the system while still in school

O X X X X

travel training, volunteer driver pro-gram, centralized directory O X X X

Volunteer Driving Program, Public transpor tation, contracting for ser-vice with transpor tation providers such as TRIPS

O X X X X


DDD I

III

IIDID

-68

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


MOD

E TY

PE

SERV

ICE/

CO

ORDI

NATI

ON

ACCE

SSIB

ILIT

Y

INFO

RMAT

ION

TECH

NOLO

GY

FUND

ING

BARR

IERS

BRON

X

BROO

KLYN

MAN

HATT

AN

QUEE

NS

STAT

EN IS

LAND

NASS

AU

SUFF

OLK

PUTN

AM

ROCK

LAND

WES

TCHE

STER

TRIPS is our transpor tation besides agency vehicles. P X X

Bus Transpor tation, TRIPS, Para-transit all ok Need night services P X X

The TBI waiver allows for medicaid transpor tation outside of medi-cal appts...they can include social trips...and staff provide coordination and follow up...

O X X X

Success in Rockland is an overlay map project to identify treatment services on bus routes.

O X X

BRiDGES has provided transpor ta-tion to individuals, including people with disabilities, to attend annual Legislative Action Days in Albany. Bridges has been approved for funding through 5310 to purchase accessible vehicles to provide transpor tation services to people we serve.

P X X X

Our clients can't use public trans-por tation - too expensive or out of the way. We provide door to door service to our 5 senior activity cen-ters and adult day care center.

P X X

Multiple options, volunteer drivers, para transit, discount cab, bee line bus.

B X X

The success of the county's ParaTransit service focuses on the offices ability to be flexible with our ridership while maintaining the level of responsibility ridership has in utilizing the overall service. Positive relationship with our vendors and having the sense to be creative in establishing new services for our ridership.

P X X

DDD I

III

IIDID

-69

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


MOD

E TY

PE

SERV

ICE/

CO

ORDI

NATI

ON

ACCE

SSIB

ILIT

Y

INFO

RMAT

ION

TECH

NOLO

GY

FUND

ING

BARR

IERS

BRON

X

BROO

KLYN

MAN

HATT

AN

QUEE

NS

STAT

EN IS

LAND

NASS

AU

SUFF

OLK

PUTN

AM

ROCK

LAND

WES

TCHE

STER

Volunteer transpor tation continues to be the biggest demand in our service area. Many clients are un-able to afford the expense of taxis, many clients are unable physically to ride a bus, and many locations do not have good access to public transpor tation, making the volunteer program in such high demand

O X X

Paratransit is a great service. Travel training oppor tunities have been helpful in the past in Westchester, but don't exist too much anymore. The centralized directory of trans-por tation information is also a great resource.

O X X X X

Joint section 5310 and Mobility Manager O X X X X

Jawonio CES provides travel Train-ing, County of Rockland Online Directory

O X X X X

Travel training, enhancing inde-pendence so that par ticipants can access meaningful community activities as well as employment. TRIPS bus service has been helpful to our folks.

O X X X X X X

TRIPS P X X X

All of the above, par ticularly ser-vices that provide access to jobs. O X X X X

Access a Ride and ARC transpor ta-tion P X x

We provide transpor tation to and from the Senior Center. But, people need affordable transpor ta-tion to stores/shopping/MD appts. Access-a-ride is helpful but also a frustrating service. People take car service but it is costly. There was a brief trial of a volunteer driver pro-gram in the community which was successful. such a program where drivers are vetted would be helpful

O X x


DDD I

III

IIDID

-70

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


MOD

E TY

PE

SERV

ICE/

CO

ORDI

NATI

ON

ACCE

SSIB

ILIT

Y

INFO

RMAT

ION

TECH

NOLO

GY

FUND

ING

BARR

IERS

BRON

X

BROO

KLYN

MAN

HATT

AN

QUEE

NS

STAT

EN IS

LAND

NASS

AU

SUFF

OLK

PUTN

AM

ROCK

LAND

WES

TCHE

STER

Our program provides transpor ta-tion via our own vans or contracted car service programs. We have been able to provide services to older adults who have medical disabilities or live where there is limited public transpor tation. We provide transpor tation for them to have congregate meals, recreation and socialization. We also provide transpor tation services for medical appointments in the same way for older adults who again have medi-cal disabilities or live to far from their medical providers. We have provided much needed services to older adults for specialized cancer treatments, dialysis treatment and much more to mention. If these services were not provided in many cases our seniors would have nowhere to go. Treatment centers are too far from their homes to take public transpor tation, and car service to costly.

P X x x

The majority of people attending DIA use public buses and/or Access-A-Ride.

P X x x x x x

Travel Training for students with sig-nificant disabilities other than blind-ness for 45 years; have provided travel training to approximately 14,000 youth with very significant disabilities; average 90% successful who then use public transit to com-mute to school or work-site

O X X X x x x x x

MTA Buses and Access-A-Ride are the preferred means of transpor ta-tion. Both will connect our mem-bers to their destinations. Members living in far ends of boroughs often rely on cabs or family members to save time. FFb has none of the services or programs listed above.

B X X x x x x x

Provide orientation and mobil-ity training to blind and visually impaired people of all ages.

O X X x x x x x

DDD I

III

IIDID

-71

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


MOD

E TY

PE

SERV

ICE/

CO

ORDI

NATI

ON

ACCE

SSIB

ILIT

Y

INFO

RMAT

ION

TECH

NOLO

GY

FUND

ING

BARR

IERS

BRON

X

BROO

KLYN

MAN

HATT

AN

QUEE

NS

STAT

EN IS

LAND

NASS

AU

SUFF

OLK

PUTN

AM

ROCK

LAND

WES

TCHE

STER

We are the NYC dept of education that travel trains as well as route trains students with disabilities in D75 and all NYC public high schools where students are referred and route training or practicing expand-ed skills with students who "travel" but are not "travelers"

O X X x x x x x

We provide travel training for some of our developmentally disabled adults and many of our youth.

O X X x x x x x x x

travel training, contracting for service with transpor tation provid-ers thru IATS, bus/ride sharing thru IATS contract, Section 5310 application for vehicle purchase, utilizing AAR

O X X X X x x x x

Most of the seniors within the NORC area take public transpor tation. Few are enrolled in the Access-A-Ride program a subsidiary of the MTA.

B X X x

seniors to our facility for daily pro-grams, shopping & medical appoint-ments to doctors

O X x

We service all of Rockland com-muters with the local bus service-Transpor t of Rockland and TRIPS

P x

Good ferry, rail, bus services. FR x

The majority of people attending DIA use public buses and/or Access-A-Ride.

P X x x x x x

Travel Training for students with sig-nificant disabilities other than blind-ness for 45 years; have provided travel training to approximately 14,000 youth with very significant disabilities; average 90% successful who then use public transit to com-mute to school or work-site

O X X X x x x x x


DDD I

III

IIDID

-72

FR Fixed Route

P Paratransit

B Both FR and P

E Either FR or P

O Other services

E Either FR or P

RH Ride-hailing

O Other services


MOD

E TY

PE

SERV

ICE/

CO

ORDI

NATI

ON

ACCE

SSIB

ILIT

Y

INFO

RMAT

ION

TECH

NOLO

GY

FUND

ING

BARR

IERS

BRON

X

BROO

KLYN

MAN

HATT

AN

QUEE

NS

STAT

EN IS

LAND

NASS

AU

SUFF

OLK

PUTN

AM

ROCK

LAND

WES

TCHE

STER

MTA Buses and Access-A-Ride are the preferred means of transpor ta-tion. Both will connect our mem-bers to their destinations. Members living in far ends of boroughs often rely on cabs or family members to save time. FFb has none of the services or programs listed above.

B X X x x x x x

Provide orientation and mobil-ity training to blind and visually impaired people of all ages.

O X X x x x x x

We are the NYC dept of education that travel trains as well as route trains students with disabilities in D75 and all NYC public high schools where students are referred and route training or practicing expand-ed skills with students who "travel" but are not "travelers"

O X X x x x x x

We provide travel training for some of our developmentally disabled adults and many of our youth.

O X X x x x x x x x

travel training, contracting for service with transpor tation provid-ers thru IATS, bus/ride sharing thru IATS contract, Section 5310 application for vehicle purchase, utilizing AAR

O X X X X x x x x

Most of the seniors within the NORC area take public transpor tation. Few are enrolled in the Access-A-Ride program a subsidiary of the MTA.

B X X x

seniors to our facility for daily pro-grams, shopping & medical appoint-ments to doctors

O X x

We service all of Rockland com-muters with the local bus service-Transpor t of Rockland and TRIPS

P x

Good ferry, rail, bus services. FR x

DDD I

III

IIDID

-73

D-6 SURVEY RESULTSD-6.1 NEW YORK CITY SURVEY RESULTS

A total of 25 respondents from the five New York City boroughs responded to the survey. Two additional respon-dents from the Lower Hudson Valley took this survey, and their response have been included in the summary below, for a total of 27 respondents.

Please note questions 1 and 2 asked respondents about their organizational and personal contact information, and those responses are not provided here.

QUESTION 4 What geographic area (borough, town, city, or village) does your organization serve?

Responses include organization that work in each of New York City’s five boroughs, as well as Nassau, Rock-land, Suffolk, and Westchester counties.

Other answers included a variety of public agencies.

FIGURE D 1: QUESTION 3 WHICH OF THE FOLLOWING POPULATIONS DOES YOUR ORGANIZATION REPRESENT/SERVE? (NEW YORK CITY)

FIGURE D 2: QUESTION 5 PLEASE SELECT THE OPTION THAT BEST DESCRIBES YOUR ORGANIZATION� CHOOSE ONLY ONE OF THE FOLLOWING� (NEW YORK CITY)


IDS

DIIN I

IID IIIIDD IDIIDII

D-7

4

FIGURE D 3: QUESTION 6 DOES YOUR ORGANIZATION PROVIDE TRANSPORTATION SERVICES (OPERATE VEHICLES, PROVIDE VOLUNTEER RIDES, CONTRACT FOR TRANSPORTATION, BUY/DISTRIBUTE TRANSIT TICKETS OR PASSES, SUBSIDIZE TRANSPORTATION VOUCHERS)? (NEW YORK CITY)

DESTINATION CATEGORY NO. OF RESPONSES

Shopping 13

Medical 12

Education 11

Neighboring Community 10

Enter tainment/Recreation 10

Community Program 8

Public Transpor tation 6

Social/Agency Services 5

Residence 4

Day Program 4

Employment 2

TABLE D 23: QUESTION 7 DOES YOUR ORGANIZATION PROVIDE TRANSPORTATION SERVICES (OPERATE VEHICLES, PROVIDE VOLUNTEER RIDES, CONTRACT FOR TRANSPORTATION, BUY/DISTRIBUTE TRANSIT TICKETS OR PASSES, SUBSIDIZE TRANSPORTATION VOUCHERS)? (NEW YORK CITY)

DIS

DI DIIII

I I

DDDDD IIII

DD IDIIDIID

-75

CATEGORY NO. OF RESPONSE

Public Transpor tation 8

Travel Training 4

Agency Transpor tation 3

Mobility Management 3

Federal Funding 1

TABLE D 24: QUESTION 8 QUESTION 8 PLEASE SAY A FEW WORDS ABOUT PUBLIC TRANSIT/HUMAN SERVICES TRANSPORTATION SUCCESSES IN YOUR COMMUNITY� (NEW YORK CITY)

WHAT SPECIFIC SERVICES OR PROGRAMS WORK WELL FOR YOUR CUSTOMERS/CLIENTS? IN-CLUDE YOUR OWN ORGANIZATION’S SUCCESSES OR THOSE OF OTHERS� EXAMPLE SERVICES OR PROGRAMS MAY INCLUDE: TRAVEL TRAINING FOR POTENTIAL FIXED ROUTE RIDERS, VOL-UNTEER DRIVER PROGRAM, JOINT SECTION 5310 APPLICATION AMONG MULTIPLE NON-PROF-IT ORGANIZATIONS, SERVICE DESIGNED TO PROVIDE ACCESS TO JOBS, MOBILITY MANAGER, CENTRALIZED DIRECTORY OF TRANSPORTATION INFORMATION, CONTRACTING FOR SERVICE WITH TRANSPORTATION PROVIDERS�

Responses to Question 8 were categorized to reflect the transpor tation successes in the area provided by public transit and human service agencies. In addition to the responses listed below, there were an additional two responses regarding the need for volunteer driver programs. The other responses are summarized below:

FIGURE D 4: QUESTION 9 PLEASE SELECT THE TOP TRANSPORTATION CHALLENGES FACED BY YOUR CUSTOMERS/CLIENTS (SELECT UP TO FIVE)� (NEW YORK CITY)

Other answers include capital and infrastructural constraints, and limited bus service.


IDS

DIIN I

IID IIIIDD IDIIDII

D-7

6

TRANSPORTATION CHALLENGES RATING AVERAGE RESPONSE COUNT

Not all train stations are fully accessible. 3.00 13

Bus stops or rail stations are not close enough to residences and/or destinations. 2.73 11

Customers need assistance when traveling. 2.50 10

Transit trips to some destinations are too time-consuming. 3.00 10

Impor tant destinations are not accessible on public transit. 2.88 8

Path to bus stop or stations is not acces-sible. 3.25 8

Other 1.29 7

An accessible vehicle is not always avail-able. 2.29 7

Transpor tation options are too expensive. 3.50 6

Eligible trip purposes are limited (e.g., for medical, senior nutrition, day program, or work trips only).

3.67 6

Information on local services is not always available or easy to use. 4.00 6

Public transit service does not operate late enough in the evening. 1.00 2

Customers must meet age, income, or dis-ability requirements in order to use paratran-sit services.

3.00 2

Inter-city or inter-county travel is not pos-sible. 3.00 2

Public transit service does not operate on weekends. 3.50 2

TABLE D 25: QUESTION 10 PLEASE RANK THE TOP TRANSPORTATION CHALLENGES FACED BY YOUR CUSTOMERS/CLIENTS, WITH 1 REPRESENTING THE TOP CHALLENGE� (NEW YORK CITY)

FIGURE D 5: QUESTION 11 IS THERE CURRENTLY A MOBILITY MANAGER OR MOBILITY MANAGEMENT PROGRAM IN YOUR BOROUGH? (NEW YORK CITY)

IDS

DIIN I

IID IIIIDD IDIIDII

D-7

7

QUESTION 12 Please tell us what organization or individual oversees the mobility management program.Six responses were received to this questions, with half identifying the NYC Dept. of Transpor tation.

Six responses were received to this questions, with half identifying the NYC Dept. of Transportation.

QUESTION 14 Please tell us what organization or individual oversees operations suppor t system for Mobility Managers.

One response was received to this question.

QUESTION 15 What types of suppor t services have been implemented by this organization or individual? Examples may include trip scheduling, driver training, vehicle storage, or maintenance.


FIGURE D 6: QUESTION 13 HAS AN OPERATIONAL SUPPORT SYSTEM BEEN IMPLEMENTED TO ASSIST MOBILITY MANAGERS IN YOUR BOROUGH? (NEW YORK CITY)

FIGURE D 7: QUESTION 16 IS THERE AN AGENCY THAT PROVIDES TRAINING AND SUPPORT FOR MOBILITY MANAGERS IN YOUR BOROUGH? (NEW YORK CITY)


IDS

DIIN I

IID IIIIDD IDIIDII

D-7

8

QUESTION 17 Please tell us what organization or individual oversees the Mobility Manager training and sup-por t services.


QUESTION 18 What types of training and services are available for Mobility Managers from this organization? Examples may include providing Mobility Managers with background skills or networking oppor tunities.


QUESTION 17 Please tell us what organization or individual oversees the Mobility Manager training and sup-por t services.


QUESTION 18 What types of training and services are available for Mobility Managers from this organization? Examples may include providing Mobility Managers with background skills or networking oppor tunities.


FIGURE D 8: QUESTION 19 ARE TRANSPORTATION PROVIDERS ABLE TO PURCHASE NEW VEHICLES? (NEW YORK CITY)

FIGURE D 9: QUESTION 20 HAVE SUBSIDY OR VOUCHER PROGRAMS BEEN INTRODUCED IN YOUR BOROUGH TO HELP RIDERS USE TAXI, COMMUNITY CAR, OR TNCS (UBER, LYFT, ETC�)? (NEW YORK CITY)

IDS

DIIN I

IID IIIIDD IDIIDII

D-7

9

FIGURE D 10: QUESTION 21 HAVE TRAVEL TRAINING PROGRAMS TO HELP PEOPLE WITH DISABILITIES TAKE PUBLIC TRANSIT BEEN IMPLEMENTED IN YOUR BOROUGH? (NEW YORK CITY)

FIGURE D 11: QUESTION 22 HAS TRANSIT SERVICE BEEN IMPROVED OR EXPANDED TO NEW AREAS IN YOUR BOROUGH? EXPANSION MAY INCLUDE SERVICE IN A NEW AREA, OR EXPANDED HOURS OF SERVICE� (NEW YORK CITY)

Question 23 Please tell us what types of transit service improvements have been implemented, and which organization was responsible for these improvements.

Four responses were received to this question.

Question 24 Have any other transpor tation coordination or mobility management strategies been imple-mented since the 2009 or 2013 coordination plans? Please describe briefly.

Four responses were received to this question.


IDS

DIIN I

IID IIIIDD IDIIDII

D-8

0

D-6.2 LONG ISLAND SURVEY RESULTS

A total of 19 respondents from Nassau and Suffolk counties responded to the survey.


Question 4 What geographic area (county, town, city, or village) does your organization serve?

Responses include Suffolk County, Nassau County, the Bronx, Brooklyn, and Queens. Towns throughout Suf-folk and Nassau were also represented.

FIGURE D 12: QUESTION 3 WHICH OF THE FOLLOWING POPULATIONS DOES YOUR ORGANIZATION REPRESENT/SERVE? (LONG ISLAND)

FIGURE D 13: QUESTION 5 PLEASE SELECT THE OPTION THAT BEST DESCRIBES YOUR ORGANIZATION� CHOOSE ONLY ONE OF THE FOLLOWING� (LONG ISLAND)

DII

D IIDD

II

IIIIDD IDIIDII

D-8

1

FIGURE D 14: QUESTION 6 DOES YOUR ORGANIZATION PROVIDE TRANSPORTATION SERVICES (OPERATE VEHICLES, PROVIDE VOLUNTEER RIDES, CONTRACT FOR TRANSPORTATION, BUY/DISTRIBUTE TRANSIT TICKETS OR PASSES, SUBSIDIZE TRANSPORTATION VOUCHERS)? (LONG ISLAND)


Day Program 15

Shopping 15

Medical 11

Other 6

Train Station 4

Education 4

Social Services 3


Cour t House 1

TABLE D 26: QUESTION 7 DOES YOUR ORGANIZATION PROVIDE TRANSPORTATION SERVICES (OPERATE VEHICLES, PROVIDE VOLUNTEER RIDES, CONTRACT FOR TRANSPORTATION, BUY/DISTRIBUTE TRANSIT TICKETS OR PASSES, SUBSIDIZE TRANSPORTATION VOUCHERS)? (LONG ISLAND)

A total of 55 unique locations were received to this question, with seven repeated destinations. Each repor ted destination was categorized according to their type. Destination responses are summarized in the table below:


DII

D IIDD

II

IIIIDD IDIIDII

D-8

2

CATEGORY NO. OF RESPONSE

Private Transpor tation Services 3

Municipal Demand Response 2

Vehicle Sharing 2

Contracting 1

Coordination with the County 1

Enhanced Service Due to Grant Funding 1

Mobility Management Services 1

Public Service 1

Technology 1

Travel Training 1

Volunteer Drivers 1

TABLE D 27: QUESTION 8 QUESTION 8 PLEASE SAY A FEW WORDS ABOUT PUBLIC TRANSIT/HUMAN SERVICES TRANSPORTATION SUCCESSES IN YOUR COMMUNITY� (LOND ISLAND)


Responses to Question 8 were categorized to reflect the transpor tation successes in the area provided by public transit and human service agencies. In addition to the responses listed below, there were an additional two responses regarding deficiencies in the area: the first about insufficient transpor tation funding for people with disabilities, and the second with regard to limited service, and service delivery problems. The other responses are summarized below:

DII

D IIDD

II

IIIIDD IDIIDII

D-8

3

FIGURE D 15: QUESTION 9 PLEASE SELECT THE TOP TRANSPORTATION CHALLENGES FACED BY YOUR CUSTOMERS/CLIENTS (SELECT UP TO FIVE)� (LONG ISLAND)


DII

D IIDD

II

IIIIDD IDIIDII

D-8

4












3.50 2




2.00 1


Other 1.83 6

TABLE D 28: QUESTION 10 PLEASE RANK THE TOP TRANSPORTATION CHALLENGES FACED BY YOUR CUSTOMERS/CLIENTS, WITH 1 REPRESENTING THE TOP CHALLENGE� (LONG ISLAND)

FIGURE D 16: QUESTION 11 IS THERE CURRENTLY A MOBILITY MANAGER OR MOBILITY MANAGEMENT PROGRAM IN YOUR BOROUGH? (LONG ISLAND)

DII

D IIDD

II

IIIIDD IDIIDII

D-8

5

QUESTION 12 Please tell us what organization or individual oversees the mobility management program.Six responses were received to this questions, with half identifying the NYC Dept. of Transpor tation.

Three responses were received.

QUESTION 14 Please tell us what organization or individual oversees the central information depository, and what type of system is used (E.g. online directory, one call/one click, etc.)

Five responses were received.

FIGURE D 17: QUESTION 13 HAS AN OPERATIONAL SUPPORT SYSTEM BEEN IMPLEMENTED TO ASSIST MOBILITY MANAGERS IN YOUR BOROUGH? (LONG ISLAND)

FIGURE D 18: QUESTION 15 ARE TRANSPORTATION PROVIDERS (E�G� HSAS, PARATRANSIT PROVIDERS, ETC�) ABLE TO REPLACE VEHICLES AT THE END OF THEIR USEFUL LIVES? (LONG ISLAND)


DII

D IIDD

II

IIIIDD IDIIDII

D-8

6

FIGURE D 19: QUESTION 16 IS THERE AN AGENCY THAT PROVIDES TRAINING AND SUPPORT FOR MOBILITY MANAGERS IN YOUR BOROUGH? (LONG ISLAND)

FIGURE D 20: QUESTION 17 HAVE ACCESSIBILITY IMPROVEMENTS TO RAIL STATIONS BEEN MADE? (LONG ISLAND)

FIGURE D 21: QUESTION 18 HAVE SPECIALIZED SERVICES THAT PROVIDE LINKS TO EMPLOYMENT LOCATIONS BEEN IMPLEMENTED? EXAMPLES MAY INCLUDE SHUTTLES OR VANPOOLS� (LONG ISLAND)

DII

D IIDD

II

IIIIDD IDIIDII

D-8

7

QUESTION 19 Please tell us what organization or individual oversees these services to employment locations, and what types of programs are offered.

One response was received.

QUESTION 21 Please tell us what types of transit service improvements have been implemented, and which organization was responsible for these improvements.

Three responses were received.

QUESTION 22 Have any other transpor tation coordination or mobility management strategies been imple-mented since the 2009 or 2013 coordination plans? Please describe briefly.

Four responses were received.

FIGURE D 22: QUESTION 20 HAVE FIXED ROUTE TRANSIT SERVICE IMPROVEMENTS THAT SUPPORT JOB ACCESS BEEN IMPLEMENTED? (LONG ISLAND)


DII

D IIDD

II

IIIIDD IDIIDII

D-8

8

D-6.3 LOWER HUDSON VALLEY SURVEY RESULTS

A total of 37 respondents from Rockland and Westchester counties responded to the survey. No responses from providers based in Putnam County were received.


Question 4 What geographic area (county, town, city, or village) does your organization serve?What geographic area (county, town, city, or village) does your organization serve?

Responses included the towns, cities, and villages of Clarkstown, Hudson Valley, New Rochelle, Orangeburg, Monsey, Chestnut Ridge, North Salem, Ossining, and Mamaroneck.

FIGURE D 23: QUESTION 5 PLEASE SELECT THE OPTION THAT BEST DESCRIBES YOUR ORGANIZATION� CHOOSE ONLY ONE OF THE FOLLOWING� (LOWER HUDSON VALLEY)

FIGURE D 24: QUESTION 3 WHICH OF THE FOLLOWING POPULATIONS DOES YOUR ORGANIZATION REPRESENT/SERVE? (LOWER HUDSON VALLEY)

DIS

DI DIIII

I I

DDDDD IIII

DD IDIIDIID

-89

FIGURE D 25: QUESTION 6 DOES YOUR ORGANIZATION PROVIDE TRANSPORTATION SERVICES (OPERATE VEHICLES, PROVIDE VOLUNTEER RIDES, CONTRACT FOR TRANSPORTATION, BUY/DISTRIBUTE TRANSIT TICKETS OR PASSES, SUBSIDIZE TRANSPORTATION VOUCHERS)? (LOWER HUDSON VALLEY)



Shopping 24

Medical 24

Day Program 11

Agency Services 9

Community Programs 7

Social Services 5

Employment 4

Other 4

Recreation 4

Education 3

Residence 2

Places of Worship 1

Bank 1

TABLE D 29: QUESTION 7 WHAT ARE THE TOP FIVE DESTINATIONS FOR YOUR CUSTOMERS? PLEASE INCLUDE NAME (SUCH AS WALMART), CITY/TOWN, AND STREET IF THERE IS MORE THAN ONE STORE/OFFICE/FACILITY IN THAT CITY/TOWN� (LOWER HUDSON VALLEY)

The answers to Question 7 are summarized by category in the table below


DIS

DI DIIII

I I

DDDDD IIII

DD IDIIDIID

-90

CATEGORY MENTIONS

Public Transpor tation Services 7

Travel Training 5

Volunteer Drivers 3

Information Repository 3

Job Access 2

Contracting 2

Mobility Management Services 2

Advisory Board 1

Private Transpor tation Services 1

Multimodal Access 1

Agency Transpor tation 1

TABLE D 30: QUESTION 8 PLEASE SAY A FEW WORDS ABOUT PUBLIC TRANSIT/HUMAN SERVICES TRANSPORTATION SUCCESSES IN YOUR COMMUNITY� (LOWER HUDSON VALLEY)


The answers to Question 8 are summarized by category in the table below:

DIS

DI DIIII

I I

DDDDD IIII

DD IDIIDIID

-91

Other answers to this question include issues related to paratransit reservations and reliability.

FIGURE D 26: QUESTION 9 PLEASE SELECT THE TOP TRANSPORTATION CHALLENGES FACED BY YOUR CUSTOMERS/CLIENTS (SELECT UP TO FIVE)� (LOWER HUDSON VALLEY)


DIS

DI DIIII

I I

DDDDD IIII

DD IDIIDIID

-92







2.5 12









3.3 3


Other 2.5 2

TABLE D 31: QUESTION 10 PLEASE RANK THE TOP TRANSPORTATION CHALLENGES FACED BY YOUR CUSTOMERS/CLIENTS, WITH 1 REPRESENTING THE TOP CHALLENGE� (LOWER HUDSON VALLEY)

FIGURE D 27: QUESTION 11 IS THERE CURRENTLY A MOBILITY MANAGER OR MOBILITY MANAGEMENT PROGRAM IN YOUR BOROUGH? (LOWER HUDSON VALLEY)

DIS

DI DIIII

I I

DDDDD IIII

DD IDIIDIID

-93

Question 12 Please tell us what organization or individual oversees the mobility management program.

This questions received six responses, including Westchester County and Transportation of Rockland.

Question 14 How has coordination in your county been improved for agency services/mobility manage-ment?

This question received eight responses, which can be characterized as County oversight, information reposi-tory, job access, non-dedicated service providers, on time performance, transportation expansion, and trip assistance.

Question 16 Please tell us what organization or individual oversees the central information depository, and what type of system is used (E.g. online directory, one call/one click, etc.)

Question 16 received 15 responses, with the answers covering a variety of telephone and online information resources.

FIGURE D 28: QUESTION 13 HAS COORDINATION OF AGENCY SERVICES/MOBILITY MANAGEMENT IMPROVED IN YOUR COUNTY? (LOWER HUDSON VALLEY)

FIGURE D 29: QUESTION 15 IS THERE A CENTRAL SOURCE FOR INFORMATION ABOUT TRANSPORTATION SERVICES IN YOUR COUNTY? THE SOURCE COULD BE A PRINTED OR ONLINE DIRECTORY, CALL CENTER, OR ONE-CALL/ONE-CLICK SYSTEM� (LOWER HUDSON VALLEY)


DIS

DI DIIII

I I

DDDDD IIII

DD IDIIDIID

-94

Question 18 Please identify what types of transit service improvements or expansions have been imple-mented in your county.

Question 18 generated five response, which can be summarized as expanded service area, expanded service hours, taxi programs, and new vehicles.

FIGURE D 30: QUESTION 17 HAVE ANY NEW TRANSIT SERVICE EXPANSIONS OR IMPROVEMENTS BEEN IMPLEMENTED IN YOUR COUNTY? (LOWER HUDSON VALLEY)

FIGURE D 31: QUESTION 19 TRANSPORTATION VOUCHER PROGRAMS ARE CONSUMER-DRIVEN, AND ALLOW PARTICIPANTS TO CONTROL RESOURCES DIRECTLY AND TO MAKE THEIR OWN DECISIONS ABOUT SERVICE PROVIDERS� HAVE ANY TRAVEL VOUCHER PROGRAMS BEEN IMPLEMENTED IN YOUR COUNTY? (LOWER HUDSON VALLEY)

DIS

DI DIIII

I I

DDDDD IIII

DD IDIIDIID

-95

FIGURE D 32: QUESTION 20 REDUCED FARE VOUCHERS FOR TAXIS, COMMUNITY CARS, OR TNCS (UBER, LYFT, ETC�) ARE OFFERED TO OLDER ADULTS, PERSONS WITH DISABILITIES AND PERSONS WITH LOW INCOMES TO INCREASE TRIP FLEXIBILITY AND COVERAGE OF SERVICE� HAVE ANY REDUCED FARE VOUCHER PROGRAMS BEEN IMPLEMENTED IN YOUR COUNTY? (LOWER HUDSON VALLEY)

FIGURE D 33: QUESTION 21 TRAVEL TRAINING PROGRAMS ARE DESIGNED TO TRAIN INDIVIDUALS TO USE PUBLIC TRANSIT� HAVE ANY PROGRAMS LIKE THIS BEEN IMPLEMENTED IN YOUR COUNTY? (LOWER HUDSON VALLEY)


DIS

DI DIIII

I I

DDDDD IIII

DD IDIIDIID

-96

FIGURE D 34: QUESTION 22 HAS ACCESS FOR PEOPLE WITH DISABILITIES TO BUS STOPS IMPROVED? (LOWER HUDSON VALLEY)

FIGURE D 35: QUESTION 23 HAVE REVERSE COMMUTE STRATEGIES, SUCH AS SHUTTLE SERVICES TO/FROM RAIL STATIONS OR BUS STOPS, OR VANPOOLS, BEEN IMPLEMENTED IN YOUR COUNTY? (LOWER HUDSON VALLEY)

DIS

DI DIIII

I I

DDDDD IIII

DD IDIIDIID

-97

Question 25 Please tell us what organization or individual oversees these services to employment locations, and what types of programs are offered.

No responses to this question were received.

Question 27 Please tell us what types of transit service improvements have been implemented, and which organization was responsible for these improvements.

One response was received for this question.

Question 28 Have any other transpor tation coordination or mobility management strategies been imple-mented since the 2009 or 2013 coordination plans? Please describe briefly.

No other transportation strategies were identified in response to this question.

FIGURE D 36: QUESTION 24 HAVE SPECIALIZED SERVICES THAT PROVIDE LINKS TO EMPLOYMENT LOCATIONS BEEN IMPLEMENTED? EXAMPLES MAY INCLUDE SHUTTLES OR VANPOOLS� (LOWER HUDSON VALLEY)

FIGURE D 37: QUESTION 26 HAVE TRANSIT SERVICE IMPROVEMENTS THAT SUPPORT JOB ACCESS BEEN IMPLEMENTED? (LOWER HUDSON VALLEY)


DIS

DI DIIII

I I

DDDDD IIII

DD IDIIDIID

-98

E-1 PARATRANSIT SERVICES

E-1.1 SHARED USE OF HUMAN SERVICE TRANSPORTATION AND PARATRANSIT VEHICLES

Joint 5310 Applications

Vehicle sharing is designed to reduce unnecessary vehicle expenses, resulting in a total fleet that is the right size for the region. This strategy allows providers with complementary vehicle requirements to share vehicles – for example, an agency that needs to use vehicles in the peak periods can be paired with one needing vehicles during mid-day periods or on weekends only. Vehicle sharing can reduce


6 E DESCRIPTION OF INVESTMENT OPPORTUNITIES

E-1

IDDIDI

IID II DID

DI

IDIIII

D IIDI

IDIIID

IIII

DI

I DD

IDIID

IIII I

DDIIDDI

capital costs as well as operating costs for par ticipating agencies. One way costs are saved is by reducing the number of vehicles that are insured. Vehicle sharing can also make accessible vehicles available to a wider range of passengers.

For this strategy to work, two or more agencies/organizations would join together to purchase one or more vehicles that would then be shared between them. This type of arrangement would require an agreement between the two agencies/organiza-tions to determine the cost allocation and days/hours when each entity would use the vehicle. A lead agency would be responsible for storing the vehicle and providing maintenance and insurance; the other agencies would thus pay an additional fee to help cover these costs. Both agencies/organizations would be responsible for pro-viding trained and licensed drivers and for fueling the vehicles based on use.

This strategy would suppor t the use of Section 5310 funds to expand existing capi-tal funding programs, while also improving the grant applications by actively work-ing towards coordination.

BENEFITS POTENTIAL CHALLENGES

� Enhances existing community transpor-tation resources

� Reduces capital investment in vehicles

� Reduces operating costs, especially for insurance

� Enhances ability to obtain capital grants where ranking includes coordination

� Different agencies have different insur-ance policies and driver requirements

� Gaining agreement on cost sharing

� Establishing protocols regarding process for repor ting of mechanical problems, etc.

� Shared vehicles accrue more miles, so may need to be replaced sooner


E-2

IDDIDI

IID II DID

DI

IDIIII

D IIDI

IDIIID

IIII

DI

I DD

IDIID

IIII I

DDIIDDI

Application for the NYMTC Planning Area

In the NYMTC planning area, a vehicle sharing pro-gram could be implemented in concer t with future rounds of 5310 funding. Two or more agencies could apply for 5310 vehicles jointly, and receive higher scores in the 5310 application process because of their coordination. This strategy is relevant for long-term 5310 grant planning; two agencies that serve similar population groups in the same geographic area can decide to purchase a shared 5310 vehicle instead of purchasing two vehicles in order to coor-dinate services and reduce costs.

For each area or county, a lead agency would need to be identified to store, maintain, and insure the vehi-cle, while the “borrowing” organization would utilize the vehicle on a predetermined schedule, paying an hourly or daily fee.

Examples of Best Practices

Jefferson Union High School in Daly City, Califor-nia (JUHSD) joined with the Pacific Forest and Wa-tershed Lands Stewardship Council and the City of Daly City to purchase five new vans for the purpose of suppor ting outdoor activities for teenagers. Dur-ing school days, JUHSD has first priority for the use of the vans, but Daly City has priority access to the vans during breaks and after school. The two entities also share maintenance and insurance expenses for the vans. In addition, JUHSD rents its other vehicles to the municipalities of Daly City, Brisbane, Pacifica and Colma (the communities served by the school district) for after-school activities and general use. JUHSD has 10 school buses and eight 10-passenger vans as well as the five cans in the shared fleet with Daly City.

BerkshireRides is a program from Berkshire County in western Massachusetts. The United Way worked with a coalition of organizations to set up a vehicle sharing pool to meet common needs of transpor t-ing school kids to after school programs. The seven primary par tners each pay an annual fee of $1,500 for the priority scheduling on one vehicle. Secondary users can rent the vehicles for $100 per day when they are available. All agencies must hire or pay their

own drivers and pay for fuel. This program was not-ed as having the positive effect of promoting general coordination amongst the agencies as well as a de-crease in transpor tation costs.

Costs

Vehicle sharing would involve some por tion of staff time for each par ticipating organization to coordinate with the other, but likely not a significant amount. The actual amount of time and resources required would depend on how the vehicle sharing program is structured. Another factor in vehicle sharing involves addressing liability issues, i.e. who insures the ve-hicle, what is needed to ensure that all drivers meet the insurer’s standards, etc.

Vehicle sharing between agencies would also result in operational cost savings (fuel, maintenance, insur-ance) to the extent that the number of 5310 vehicles operated by the par ticipating agencies is reduced.

Potential Funding Sources

� Section 5310 Enhanced Mobility for Seniors and Individuals with Disabilities—the admin-istrative costs of vehicle sharing between agencies could be funded as a mobility man-agement project with the 55% por tion of the region’s 5310 funding, at 80% federal par tici-pation.

Potential Lead or Partner Organizations

� Any organizations interested in reducing costs by sharing vehicles to make use of available capacity

� Mobility Manager could coordinate

E-3

IDDIDI

IID II DID

DI

IDIIII

D IIDI

IDIIID

IIII

DI

I DD

IDIID

IIII I

DDIIDDI

E-1.2 VEHICLE SHARING POOL

Vehicle sharing is designed to reduce unnecessary vehicle expenses, resulting in a total fleet that is the right size for the region. A vehicle sharing pool operates using donated vehicles and/or vehicles purchased with Section 5310 funding. The donated or purchased vehicles would be added to the pool of shared vehicles and rented on a recurring schedule or for one-time use by human service and non-profit organiza-tions that join the program as members. The fees collected from the membership program could be used as the local match for the 5310 grant.

The donating agency/organization has first priority for the vehicles and schedules the vehicles for specific periods during the week/weekend to fit its normal transpor-tation schedule. During periods when the donating agency is not using the vehicle, such as in the middle of the day, in the evenings, or on the weekends, the vehicle would be available for either subscription or one-time use by other organization.

Member fees pay for vehicle maintenance and insurance costs. A lead agency will collect fees, administer the program, and provide insurance and maintenance for the vehicles. Members will provide their own drivers (who are trained by the lead agency) and pay to fuel the vehicles.


� Enhances existing community transpor-tation resources

� Reduces capital investment in vehicles

� Reduces operating costs especially for insurance

� Enhances ability to obtain capital grants where ranking includes coordination

� Different agencies have different insur-ance policies and driver requirements

� Gaining agreement on cost sharing

� Establishing protocols regarding pro-cess for sharing, repor ting of mechani-cal problems, etc.

� Shared vehicles accrue more miles, so may need to be replaced sooner


E-4

IDDII

DD IDDIII

D DI

ID


Similar to the ValleyRide program described in de-tail below, a vehicle sharing program in the NYMTC region or one of the TCC areas could operate us-ing donated vehicles and/or vehicles purchased with Section 5310 funding. The strategy benefits all par-ticipating providers because it reduces the overall number of vehicles that need to be purchased and creates a system where only one provider is respon-sible for storing and maintaining the vehicles. It also offers an oppor tunity to increase annual mileage on vehicles that are not fully utilized at present.

All interested organizations could “donate” vehicles into the vehicle pool and be able to use them for the daily hours that they are currently used; however, during the hours that they are unused, such as in the evenings and on weekends, any other organization (that is pre-qualified and insured) would be able to “rent” the vehicles for transpor ting their own clients.An agency that already operates a large fleet and has a system set up for insurance, maintenance and scheduling/dispatching should act as the lead agen-cy to manage the vehicle pool and provide driver training to the borrowing agency drivers. the Arc of Ulster-Greene and Gateway Industries operate the largest vehicle fleets and may be subject to fewer constraints regarding vehicle maintenance practices than UCAT; either one of those organizations could potentially act as the lead agency for this strategy.


The GoRide Vehicle Sharing Program at Valley-Ride (Valley Regional Transit, or VRT) in Idaho is a pool of vehicles for human service agencies and non-profit organizations in Ada and Canyon Counties to use when needed. The pool of GoRide vehicles includes a variety of vehicle sizes and vehicles with wheelchair lifts. Agencies and organizations can join the GoRide Vehicle Sharing program and must have a least one driver cer tified. All drivers operating a GoRide vehicle must be approved prior to the agency or organization requesting a vehicle. There are three types of memberships: Annual Donating, Annual Par ticipating and Par ticipating. A Donating Mem-ber is an agency or organization that currently has

a vehicle but does not need it seven days a week, or only uses the vehicle during the day or evening. The Annual Donating Member donates their vehicle to the GoRide Vehicle Sharing Program. In exchange, VRT insures and maintains the vehicle. GoRide staff use Kelly Blue Book trade-in value for cars and vans and resale value for buses to determine the value of the donated vehicle. At this point, VRT becomes the owner of the vehicle and the van or bus goes into service as a shared vehicle. The value of the vehicle is credited toward the cost of the Donating Members’ annual membership cost.

Costs

The vehicle sharing pool program administration will require approximately 10%-20% of the lead agency employee’s time (about $6,000-$12,000 each year). The actual amount of time and resources required would depend on how the vehicle sharing program is structured. Another factor in creating the vehicle sharing program involves addressing liability issues, i.e. who insures the vehicle, what is needed to ensure that all drivers meet the insurer’s standards, etc.


� Section 5310 Enhanced Mobility for Seniors and Individuals with Disabilities— the admin-istrative costs of a vehicle pool program could be funded as a mobility management project with the 55% por tion of the region’s 5310 funding, at 80% federal par ticipation.


� Regional/county paratransit providers or hu-man service transpor tation providers operat-ing large fleets as potential lead agencies

� All providers in a TCC region or NYMTC plan-ning area as donators of vehicles


E-5

IDDII

DD IDDIII

D DI

ID

E-1.3 CONTRACTING BETWEEN PROVIDERS

Contracting between organizations for the provision of transpor tation service takes advantage of vehicle downtime by utilizing this excess capacity to satisfy unmet de-mand, provide overflow capacity at high peak times, and offer a more cost-effective way of providing occasional weekend or evening trips. In this way, one provider (the “buyer”) can purchase service from another provider (the “seller”), which will allow the “buyer” to cut costs and the “seller” to raise additional revenue.

Similar trip characteristics, geographic areas, and program policies and procedures facilitate purchases of service. The payoff is a reduced cost per trip —both operat-ing and administrative—due to increased ridesharing oppor tunities, less downtime, consolidated administration and suppor t services, and economies of scale in gen-eral. Another benefit to contracting for service is that it offers an alternative for organizations that do not wish to invest in staff, vehicles, and other transpor tation infrastructure or spend time managing transpor tation services in order to provide access to programs and services for their clients.

The first step is determining all costs attributed to each provider’s transpor tation program to understand the true costs for each entity involved and the benefits that could result from the purchase of service. Developing a formal cost allocation analy-sis allows the “seller” to charge the correct rate for providing service.

Once both entities have decided on a rate, it is impor tant for each trip to be ac-curately recorded and billed. Enhanced scheduling and dispatching technology and in-vehicle technology that enables time and location stamping allows providers to accurately track when and for how long their vehicles are being used by another entity’s clients. Technologies include use of mobile data terminals (MDTs), auto-matic vehicle locating systems (AVL), automated cost allocation of co-mingled trips through scheduling/dispatching software, and smar t card technology.


� Increased productivity for the contractor

� Decreases the cost per trip

� Purchaser relieved of responsibility for daily transpor tation operations

� Requires strict policy directive from admin-istering agency and adoption of policy by par ticipating agencies

� Requires administrative oversight, perfor-mance monitoring and fraud control effor ts

� Providers may resist changing current prac-tices


E-6

II

IIID

IIII

D IDIS

DDI DII

III

DII


In the NYMTC planning area, several organizations are already contracting for service with other provid-ers.

There are other potential contracting oppor tunities between agencies that have similar service areas, serve similar population groups, and/or are willing to contract service. For example, vehicles that are unused during the midday and/or evening hours or on weekends could be used to provide service under contract to other organizations that wish to expand their services or utilize extra vehicle capacity during peak times in a cost-effective way. Available seats on vehicles could also be purchased by other orga-nizations.

Purchase of service would also enable organizations that would prefer to concentrate on their main mis-sion rather than the operation of transpor tation ser-vices to take advantage of the resources of organiza-tions with larger transpor tation programs

Contracting for service could also happen between 5310 providers and other non-profit human service organizations whose clients have similar transpor ta-tion needs and which may not want to provide trans-por tation themselves. Non-profit organizations that serve similar population groups can contract with 5310 operators, thereby purchasing transpor tation for their clients during periods when the 5310 ve-hicles have downtime.

After determining that a purchase of service agree-ment would benefit both par ties, the provider who is “selling” transpor tation services should serve as the lead agency responsible for developing the cost allocation plan and setting up guidelines for vehicle usage.


Medical Motor Services in Rochester is heading up an effor t with three other NYS Office for Persons with Developmental Disabilities (OPWDD) providers to pool client and trip data. Medical Motor Services is using its scheduling software to identify “rideshare”

trips (i.e., trips for clients of different providers rid-ing on same vehicle). The goal is to shor ten ride times for customers and reduce duplication/cost. After a somewhat lengthy effor t to consolidate data, the coordination par tners began to identify trips that could be more efficiently scheduled on other provid-ers’ vehicles in July 2016.

In addition to its development of a Transpor tation Management Coordination Center for its six-county region, the Lower Savannah Council of Govern-ments in Aiken, SC expanded service to two un-served counties by utilizing available seats on the existing vehicles of human service transpor tation providers. In Allendale County (population 11,000), human service agencies pooled vehicles, agreed to open their services to the general public, and es-tablished a standard per-mile reimbursement rate. Par ticipating agencies included the Local Disabilities and Special Needs Board, the county Office on Ag-ing (which also provided Medicaid non-emergency medical transpor tation for the county), and a local rural health center. A Mobility Manager, housed in a regional transit authority in a neighboring region, takes trip requests and schedules them onto vehi-cles. The service begin operation in 2004 and by 2013, ridership had doubled to over 1,000 rides per month. The success of the service, known as the Allendale County Scooter, led to its replication in Bamberg County.

Marana Health Center provides transpor tation to three other clinics in the Tucson area with the or-ganization’s non-lien 5310 vehicles, and provides limited transpor tation service for the Santa Catalina Senior Center, operating a “fixed route” subscription service on Mondays, Tuesdays, and Thursdays for center clients.

Costs

The cost of purchasing service depends on the rate determined by the transpor tation provider using a cost allocation model, but should be similar to the full costs incurred by the purchasing organization to operate its own transpor tation services.

E-7

II

IIID

IIII

D IDIS

DDI DII

III

DII


� Section 5310 Enhanced Mobility for Seniors and Individuals with Disabilities—both capital and operating costs of contracted service—are eligible uses as par t of the 55% por tion of an area’s 5310 appor tionment at 80% federal par ticipation.



E-1.4 ONLINE RESERVATION SYSTEMS TO COMPLEMENT TRADITIONAL PHONE SYSTEMS

As par t of a more complex and functional one-call/one-click system (discussed later in this section), providers can use web-based scheduling or por tals to allow users to view schedules and request trips online. Online reservations require an integrated scheduling system that allows users to view available ride times and to ensure their ride is allowed under an agency’s rules. Using an integrated online reservations system, agencies may be able to lower the demand for call center operators, and al-low users to make trip requests at any time. Trip requests must still be made within the set reservations window to provide equal access for all users regardless of the method used to reserve a trip.


� Lowers call center costs

� Allows for reservations at all hours

� Can allow users to have trip negotiation

� Must develop the technology which can be expensive

� Must be performed with the help of scheduling software

� Staff requirements may not change, as reservationists and schedulers are still needed

� Not all riders will have access to a com-puter


E-8

II

DIID IDIDII

DIII

I IDIIDD

I II I

ID

DDDDDI

I IIDI

IIIII

DD DDI

ID IDIIDD

I


Online reservations and scheduling should be a component of a regional one-call/one-click system for New York that offers information and assistance at a minimum, and possibly more complex functions such as online reservations and automated trip plan-ning.


Manage My Trips is an online service offered by the MTA for Access-A-Ride (AAR) customers, allowing them to manage trips via a computer. Customers may request trips, manage subscriptions, and check the status of their trips. New users to Manage My Trips provide their AAR issued client membership identi-fication number and verify account details such as their name and bir th date. Once users’ information is verified and they are registered, AAR customers may request one-way or round trips, providing details on the pick-up and drop off locations, as well as their requested time of depar ture or arrival. Manage My Trips will confirm for the user that the request has been received, and once the trip has been reviewed and scheduled, the customer will be contacted via the contact information provided in their user profile. Once a trip request has been scheduled, the trip will be labeled as such within Manage My Trips’ Reser-vations page. Trip requests may be made up to two days in advance of the day of travel, or by 5:00 p.m. the day before. Trips may be cancelled on the web-page as well, though penalties still apply for cus-tomers who “no-show” or have a late cancellation, defined as less than two hours before the scheduled trip. Subscription trips may be requested, paused, or cancelled via Manage My Trips, though requests may take up to seven days to be scheduled. Customers may select their preferred method of contact, and may receive notifications by phone, text message, or email. Similar to the Manage My Trips service, AAR customers may also request trips via email, however the service available for trips scheduled for week-days only.

FindMyRidePA (Figure E 1), a service available in seven central Pennsylvania counties and continuing to spread across the rest of the state, is a One-Call/

One Click system that allows customers to book trips through its website or mobile app. The app identifies services that match a rider’s needs, assists with trip planning, and if the service selected happens to be the county-based coordinated system, the app will assist the customer through trip booking, all from a computer or smar t phone. Users enter their travel plans, including your destination and desired date and time of depar ture, and the system presents them with a list of potential travel options. To help a user decide which option is best, FindMyRidePA includes an estimate of cost and travel time for each option. A user can then select the option that works best, and print or email an itinerary for the trip. In some cases, the trip can even be booked directly.

Costs

The added cost of mobile reservations for a one-call/one-click system could demand an additional $10,000 to $100,000 depending on the level of inte-gration, and the existing technology.


� Section 5310 Enhanced Mobility for Seniors and Individuals with Disabilities—mobility management project within the 55% por tion of the of region’s annual appor tionment, funded at 80% federal par ticipation.

Potential Lead or Par tner Organizations

� NYC DOT

� New York City Transit

� NYC Mayor’s Office of Technology and Innova-tion

FIGURE E 1: FINDMYRIDEPASource: http://www.rabbittransit.org

E-9

II

DIID IDIDII

DIII

I IDIIDD

I II I

ID

DDDDDI

I IIDI

IIIII

DD DDI

ID IDIIDD

I

E-1.5 PROVISION OF AIDES OR ESCORTS TO PROVIDE PASSENGER ASSISTANCE

In some cases individuals rely on paratransit because they lack confidence or ex-perience to use the fixed-route system. To suppor t individuals transitioning away from paratransit to fixed route, some transit systems have instituted a highly per-sonalized travel training program, frequently referred to as a travel aide, escor t, or “bus buddy.” A program such as this may involve not only training individuals to use fixed-route but also pairing individuals with a “bus buddy” who will travel with them on the bus or subway until the individual gains sufficient confidence to travel independently.

Travel aide or escor t programs may also be used to provide assistance to paratran-sit riders.


� Travel aide programs help reduce de-mand for paratransit services by in-creasing consumer knowledge in using and independently navigating the fixed-route system

� Travel aide programs build good com-munity will through the establishment of a corps of volunteers who act as advo-cates for the transit system

� The individualized nature of these pro-grams makes it difficult to assess overall impact on paratransit usage

� There is a need to provide administra-tive suppor t and create the initial training regimen to be followed by the bus buddy volunteers

� Volunteer retention can be an issue, cre-ating an ongoing need to train new vol-unteers


Community outreach effor ts, stakeholder interviews, and public meetings have indicated that when con-sumers have a choice of modes between fixed-route and paratransit, consumers prefer using the para-transit system, even though it requires (at least) a next-day reservation. Consumers who utilize the paratransit systems have cited capacity constraints generated, in par t, by users who could effectively use the fixed-route system.

A system that could mitigate consumer concerns or lack of skill in using the fixed-route system could di-ver t some paratransit users to the fixed-route mode, thereby creating additional capacity on the paratran-sit system.


Lane Transit District Bus Buddy Program, Eugene, OR. Lane Transit District (LTD) operates a one-on-one training initiative called the Bus Buddy Program. The Program teaches seniors how to ride the bus in a relaxed way by breaking down barriers and building


E-1

0DII

IIIII

I I

I DII

DI II DII

IIII II

DIII

IID DD

IIDID

DI DIIIIID

II

D

confidence. LTD recruits regular bus riders to serve as volunteers, known as Bus Buddies, and par tners with local senior centers to match individual seniors with these volunteers. Bus Buddies teach seniors about the LTD transit system, as well as how to plan trips and navigate routes. Each Bus Buddy and se-nior then ride the bus together. Afterward, the pair discusses the trip and the Bus Buddy answers any remaining questions about using public transpor ta-tion in Eugene.

Paratransit, Inc. Mobility Training Program, Sac-ramento, CA. Paratransit, Inc. operates a Mobility Training Program that offers specialized training for seniors and people with disabilities who may have difficulty traveling on Sacramento Regional Transit (RT) buses and light rail vehicles. Training is usually provided in a one-on-one setting, but is also done in small groups for facilities such as senior hous-ing complexes. Training includes familiarization with the Sacramento RT system, route planning, use of wheelchair lifts and securement devices, landmark identification, bus rules, and safety issues. The agency has six full-time trainers who teach hundreds of individuals each year how to ride the bus and use light rail.

Costs

If the Lane Transit District approach is followed, there are relatively few ongoing operating costs associ-ated with this program. There will be some initial training curriculum development costs; these costs can be offset, in par t, by adopting the techniques used by other transit systems that have implemented a bus buddy program.


� If the program is designed specifically to ben-efit persons with disabilities, New Freedom funds could be used to pay for the improve-ment. Otherwise, this type of enhancement would be funded as a routine operating ex-pense.

Potential Lead Organizations

� County or city transpor tation depar tments

� County offices for the aging or people with dis-abilities


E-1

1DII

IIIII

I I

I DII

DI II DII

IIII II

DIII

IID DD

IIDID

DI DIIIIID

II

D

E-1.6 VEHICLE PURCHASES AND REPLACEMENTS

Human service agency programs provide an impor tant complement to publicly pro-vided demand-response and complementary paratransit services. Often providing critical access to programs and services, these organizations play a key role in ensuring mobility for low income persons, seniors, and persons with disabilities. When coordinated with publicly provided transpor tation, human service agency transpor tation can reduce the overall demand for ADA complementary paratransit services. As capital acquisition is often under taken from operating funding, the purchase of new or replacement vehicles is problematic for organizations facing fiscal constraints. The Federal Transit Administration’s Section 5310 Program was designed specifically to provide a source of capital funding for these organizations and will remain an impor tant component in regional effor ts to improve transpor ta-tion services to the target populations.


� Capital funding suppor ts the mainte-nance of existing community transpor ta-tion services

� Section 5310 creates oppor tunities for funding par tnerships with HHS pro-grams, with FTA supplying capital fund-ing and HHS providing vehicle operations suppor t

� Capital assistance for transpor tation providers creates or maintains travel op-tions and choices for individuals.

� Ensuring that the Section 5310 program suppor ts other coordination effor ts and activities

� Establishing a grant award process that suppor ts both existing and new service providers


NYSDOT administers the purchase of new and re-placement vehicles for the state’s eligible Section 5310 subrecipients. This involves issuing calls for applications, working with the NYS Office of Gen-eral Services (OSG) to procure vendors to provide vehicles that meet the specifications developed for 5310 vehicles, coordinating the delivery of vehicles to selected 5310 subrecipients, processing payment of federal funds to Section 5310 subrecipients, and coordinating required repor ting regarding the use of those vehicles. In the NYMTC planning area, a com-

mittee composed of NYMTC members is responsible for making project selections.


Senior Transportation Connection (STC), Cuyahoga County, OH is a community based organization that is responsible for coordination of community based se-nior transpor tation services in the Greater Cleveland area. The organization, working cooperatively with the Greater Cleveland Regional Transit Authority and a network of municipal and non-profit service pro-viders, coordinates the centralized functions of para-


E-1

2I

DDIIDD DIII

DDIDI D

II

IDDDDI

DDDI

II

transit reservations and scheduling for eight county subregions. The MPO, which has responsibility for soliciting and evaluation Section 5310 applications in the metropolitan area, will only fund those orga-nizations that par ticipate in the STC network and are deemed to be coordinating services to a sufficient degree to warrant funding. In this manner, capital re-quirements for persons with disabilities are primarily financed from the urban formula program while capi-tal for seniors is funded under Section 5310.

Costs

Costs are determined by state contract price and available options specified by the successful appli-cant. NYSDOT uses Federal Section 5310 funds to pay for 80 percent of the cost of the equipment; ap-plicants must pay for the remaining 20 percent from local sources. Base prices for 4-20 passenger vans and cutaways available as of February 2017 range from $39,000 to $81,000 each, excluding optional equipment.


� Section 5310 Enhanced Mobility for Seniors and People with Disabilities

� Section 5307 Urban Area Formula Grants

� Section 5311 Rural Area Formula Grants (Put-nam County only)

E-1

3I

DDIIDD DIII

DDIDI D

II

IDDDDI

DDDI

II

E-2 FIXED-ROUTE TRANSIT SERVICES

E-2.1 ACCESSIBILITY IMPROVEMENTS AT NON-KEY RAIL STATIONS

In many situations, improving the accessibility of non-key rail stations in a service area may play a significant role in easing the travel burden for people with disabili-ties. Non-key stations are much more likely to be inaccessible due to their location and traffic volume as compared to key stations. However, often it is the non-key sta-tion that is most critical to the travel pattern of these transpor tation-disadvantaged individuals.

Accessibility improvements at non-key rail stations can add a necessary element to the transpor tation network for many people who might not be able to use these stations otherwise.

BENEFITS POTENTIAL OBSTACLES

� Increases mobility and travel options for persons with disabilities

� Reduces demand for ADA paratransit service and improves system-wide costs

� Improvements are typically expensive

� Long lead time with potential for disrup-tions to existing service and travelers


New York City Transit has 422 subway station com-plexes; however the MTA only classifies 92 of them as fully ADA compliant, equal to about one out of every four or five stations. Manhattan has the high-est propor tion of accessible stations of the four boroughs with subway service, with nearly a third of all stations classified as accessible by the MTA. Brooklyn meanwhile, which has the largest number of subway stations in total with 157, has only 14% of all stations classified as fully accessible. For Staten Island, however, only four the Staten Island Rail-road’s stations are listed by MTA as being accessible in any fashion. On the Long Island Railroad, only 20 of 125 stations are listed as fully accessible, while only 16 of 56 Metro Nor th stations are fully acces-sible in Putnam, Rockland, and Westchester coun-ties. Many of the stations included above however do have some amount of accessibility, be it for riders

who use wheelchairs, or they have par tial fulfillment of ADA requirements.


Boston has the oldest subway system in Nor th America, thus a prime candidate for accessibility upgrades. The Massachusetts Bay Transpor tation Authority (MBTA) star ted working toward achieving station accessibility in 1990. Since that time, MBTA has made sure that all but three stations on its Blue, Orange, and Red lines are accessible. In 2006 the MBTA entered an agreement with the Boston Center for Independent Living that called for increased fund-ing for elevator improvements, accelerated purchas-es of low-floor buses and buses with lifts, manage-ment and training initiatives, and new public address systems.


E-1

4D

II

DIIIIIDIID IDDII

IDD

DIII D

I II

IANDD ID

ID IIDIII

II

Costs

Improving accessibility of non-key stations is expen-sive. Station improvements may also disrupt regu-larly scheduled service. Improvements at at-grade rail stations are also expensive, but costs and dis-ruptions are less as compared with subway stations. Potential Funding Sources

� Section 5310 (while station improvements are an eligible expense of the 45% category of 5310 funds, funding in the NYMTC planning area is likely to be too limited to accommodate such projects)

� Section 5307


� MTA LIRR

� MTA MNR

� MTA NYCT

E-1

5D

II

DIIIIIDIID IDDII

IDD

DIII D

I II

IANDD ID

ID IIDIII

II

E-3 PHYSICAL ACCESSIBILITY IMPROVEMENTS

E-3.1 FIXED ROUTE BUS STOP ACCESSIBILITY AND OTHER IMPROVEMENTS

Improving the accessibility of and access to fixed-route bus stops and transit sta-tions involves first examining bus stops (and especially those used or potentially used by significant numbers of older adults and/or persons with disabilities) and determining whether improvements could help make stops more accessible. Po-tential infrastructure improvements may include removing barriers on sidewalks, improving or adding sidewalks, adding curb cuts, adding or improving pedestrian crossing and signals (including audible signals and countdown signals), and adding signage, lighting, benches, shelters, and other pedestrian enhancements, especially in the vicinity of bus stops. In addition, technological solutions akin to way-finding devices might help individuals with vision impairments locate bus stops.


� Increases the ease of use of bus service for riders, par ticularly older adults and persons with disabilities

� Reduces reliance on paratransit service

� Such improvements benefit all current and potential bus riders

� Secondary impacts associated with community development and enhanced safety

� Physical improvements require financing and typically have a long lead time

� Placement of shelters and benches is dependent on the approval of proper ty owners

� Bus stop improvements require ongoing maintenance, which would be an addi-tional expense (although maintenance costs could be covered through adver tis-ing revenue, agreements with local orga-nizations, or an Adopt-a-Stop program)

� Many improvements require prioritiza-tion, funding and commitment from local authorities


Actions in this category would address widely ex-pressed need in public workshops and focus groups for more user-friendly and accessible bus stops. En-hancements that make travel easier for pedestrians, such as accessible pedestrian signals and improved sidewalks, could also be installed along paths be-tween bus stops and major destinations to address another concern that was raised numerous times.Examples of Best Practices

� Easter Seals Project ACTION’s Bus Stop Ac-cessibility and Safety Toolkit has helped transit agencies develop an inventory of bus stops, assess the accessibility and safety of each bus stop and access to that bus stop, and cre-ate an action plan to address shor tcomings.

� Tampa, FL. HART in the Tampa area has re-cently used this toolkit to put together such an inventory.


E-1

6IITDI

IIIID III III

D DI

IDIIIIIDIID D

II

IIDDI ID

DIII

DDDI

II

� Dallas, TX. DART in Dallas is in the process of surveying all of its bus stops, including taking a photograph of each stop location.

Costs

� Accessible Pedestrian Signals (APS): The cost of retrofitting an intersection with APS on four crosswalks can range from $8,000 to $12,000; improving multiple intersections at one time or including APS when a signalized intersection is originally created may lower the cost.

� Bus shelter: The cost of a bus shelter can vary greatly depending on size, type, and features. The average cost of a standard, pre-manufac-tured shelter with a bench might be in the range of $3,000-5,000; customer-designed shelters might cost $15,000 and up apiece.

� Curb cuts: The cost of adding a new curb cut might be $1,000 or less

� Bus stop accessibility: An accessible bus stop is one which is designed to allow a person with a disability to travel to the sidewalk or building served by the stop without encountering a bar-rier, includes wayfinding principles and aids, is safe, and provides warning of hazards to us-ers. Conducting a thorough inventory of the conditions at and around a bus stop can iden-tify improvements that are needed to ensure accessibility; costs of adding accessibility are dependent on the specific changes that need to be made.


� Section 5310

� Section 5307, 5311 capital programs (Putnam County only)


� MTA

� Municipalities

� County transpor tation or public works depar t-ments

E-1

7IITDI

IIIID III III

D DI

IDIIIIIDIID D

II

IIDDI ID

DIII

DDDI

II

E-3.2 BUS STOP AND PATH OF TRAVEL ACCESSIBILITY IMPROVEMENTS

For people with disabilities or seniors with mobility limitations, inaccessible bus stops or the lack of an accessible pathway to the bus stop represent a hindrance to the greater utilization of accessible fixed-route services. These individuals may opt to use more expensive paratransit services. Outlying areas in the study area, in par ticular Putnam County in the Lower Hudson Valley, exhibit both rural and sub-urban characteristics. In many cases, bus stops exist at key locations for seniors and persons with disabilities, but a number of terrain and pathway issues preclude customer use of accessible fixed-route services. Potential infrastructure improvements may include removing barriers on sidewalks, improving or adding sidewalks, adding curb cuts, adding or improving pedestrian crossing and signals (including accessible signals and countdown signals), and adding signage, lighting, benches, shelters, and other pedestrian enhancements, especially in the vicinity of bus stops. In addition, technological solutions such as wayfinding devices help persons with visual impairments locate bus stops.


� Increases the ease of use of bus service for riders, par ticularly older adults and persons with disabilities

� Reduces reliance on paratransit service

� Such improvements benefit all current and potential bus riders

� Secondary impacts associated with community development and enhanced safety

� Improvements may be expensive if many bus stops, intersections, or paths of travel are enhanced

� Transit system may not control rights-of-way and may lack authority to make improvements

� Bus stop improvements require ongoing maintenance, which would be an addi-tional expense (although maintenance costs could be covered through adver-tising revenue, agreements with local organizations, or an Adopt-a-Stop pro-gram)

� Long lead time with potential for disrup-tions to existing service and travelers


E-1

8III III

D DI

I DD

ID II IID

IDD D

II

DIIIIIDIID IDDII

IDD

DIII


Actions in this category would address widely ex-pressed need in public workshops and focus groups for more user-friendly and accessible bus stops. En-hancements that make travel easier for pedestrians, such as accessible pedestrian signals and improved sidewalks, could also be installed along paths be-tween bus stops and major destinations to address another concern that was raised numerous times.


An Easter Seals Project ACTION project developed a Bus Stop Accessibility and Safety Toolkit that is de-signed to help transit agencies develop an inventory of bus stops, assess the accessibility and safety of each bus stop and access to that bus stop, and cre-ate an action plan to address shor tcomings. HART in the Tampa area has recently used this toolkit to put together such an inventory. DART in Dallas recently completed a survey of all of its bus stops, including taking a photograph of each stop location.

Bus Stop Improvement Program, Montgomery County, MD. The goal of this project is to make the county’s bus stops safer, more accessible, and more attractive to users, while improving pedestrian safety. The county has recognized that many of the stops have safety, security, or right-of-way deficien-cies. Problems include drainage issues, sidewalk connections, lack of pads, lighting, or unsafe inter-section location/crosswalk issues. Begun in 2006, 11 million dollars in infrastructure enhancements were programmed across the county. Transit Ser-vices’ Bus Stop Improvement Program is in its 11th year of operation, having completed ADA upgrades to over half of the county’s approximately 5,400 bus stops.

Costs

� Costs include engineering, construction, and/or acquisition of passenger amenities. Costs will vary by stop location depending upon ex-isting conditions. Costs incurred under this strategy would be considered capital costs;

Federal par ticipation would be 80 percent of eligible costs.

� Accessible Pedestrian Signals (APS): The cost of retrofitting an intersection with APS on four crosswalks can range from $8,000 to $12,000; improving multiple intersections at one time or including APS when a signalized intersection is originally created may lower the cost.

� Bus shelter: The cost of a bus shelter can vary greatly depending on size, type, and features. The average cost of a standard, pre-manufac-tured shelter with a bench might be in the range of $3,000-5,000; customer-designed shelters might cost $15,000 and up apiece.

� Curb cuts: The cost of adding a new curb cut might be $1,000 or less


� Section 5310

� Section 5307, 5311 capital programs (Putnam County only)

� County or municipal funds


� MTA

� Municipalities

� County transpor tation or public works depar t-ments

E-1

9III III

D DI

I DD

ID II IID

IDD D

II

DIIIIIDIID IDDII

IDD

DIII

E-4 INFORMATION AND COMMUNICATION

E-4.1 CENTRALIZED DIRECTORY OF TRANSPORTATION INFORMATION

People in search of transpor tation services often do not know where to find infor-mation or what services are available in their area. Typically, a county or region will utilize a central, single point of contact (a printed or downloadable directory, a web-site, a call center, or a combination called a “One-Call/One-Click” resource) where people can learn about available transpor tation resources.

A common and more functional type of transpor tation directory is the one-call/one-click system. As the name implies, one-call/one-click systems offer users a single access point for information about their transpor tation options and in some cases, connections to service providers for trip booking. One-call/one-click systems may include only specialized services, such as ADA paratransit and services available for older adults, people with disabilities, veterans, or other groups with par ticular mo-bility challenges. Some one-call-one-click services also include information about general public fixed-route and paratransit services, ride-matching programs, taxis and other private transpor tation services, volunteer driver programs, voucher/sub-sidy programs, vehicle sharing programs, and even the relatively new real-time ser-vices available through “transpor tation network companies” (TNCs) such as Uber and Lyft.

One-call/one-click systems can vary considerably in the degree of trip planning and booking assistance they provide for customers, and their use of technology to sup-por t those functions. Consequently, development and implementation costs can vary quite a bit as well.

Moving from simple to complex, one-call/one-click systems may consist of:

� A centralized list of transpor tation services, conveyed over the phone, on a website, or in a printed directory

� An online directory that transpor tation providers can update directly

� Oppor tunities for the user to narrow transpor tation options based on selected criteria

◊ By speaking with a person

◊ Through online prompts

� Trip planning assistance


E-2

0I

DIIID

DICDI I

IIDIII

ID II IID

IIDI

IIDIII

I II

IIID

DIII

I

◊ With the help of a person or an online system

� Trip booking assistance

◊ From a person or via a transferred call to the transpor tation provider

� Direct trip booking

◊ Via web-based scheduling or por tals to par ticipating providers’ reservations systems

◊ With more or less integration of different providers’ schedules

� Mobile phone app

◊ Via web-based scheduling or por tals to par ticipating providers’ reservations systems

◊ With more or less integration of different providers’ schedules

Users, service providers, and par tners must be aware of available transpor tation information and understand how to use it in order for the service to be successful. Promotion and marketing is essential for attracting and retaining users. A marketing and promotion plan should account for all target audiences, and identify and imple-ment strategies to ensure that each target audience is reached.


� Simplifies access to information about transpor tation services

� Promotes services to attract new users

� For higher functioning service, users may be able to learn about service and book a trip with one call

� Maintaining accurate and relevant infor-mation for many different agencies

� Establishing protocols to assure that customers’ needs are met

� Finding funding for operations and mar-keting

� Mobile apps not available to riders with-out a smar tphone

E-2

1I

DIIID

DICDI I

IIDIII

ID II IID

IIDI

IIDIII

I II

IIID

DIII

I


511NY serves as the official telephone and web-based information provider for transpor tation servic-es and travel conditions throughout New York State. The information provided includes aler ts on traffic incidents, transit service availability, weather condi-tions, rideshare matching, and more.

511NY, which began in 2009, offers localized transit trip planning for seven different areas of the state on its website, while the 511 phone service offers an in-teractive, automated system that can be managed by using phone keys, or controlled by the user’s voice. For users that need to access more personalized information, the system can transfer users of the phone system to outside agencies whose informa-tion is used on the website. The information is also available via smar tphone app, and designed to meet the needs of a variety of different travelers from daily commuters to long-distance commercial vehicle op-erators. Links to more local information resources are also available on the 511 website. The website additionally provides a search function that allows users to find available transit or paratransit services for any par ticular county or 511 region.

Despite the usability and availability of 511NY, the service does not provide as specific of information for a given area or group of people as may be neces-sary in all instances. Local online or telephone di-rectories could provide information better tailored to groups with specific needs, or in more tightly defined areas within the region. In addition, the ability to connect with a paratransit provider through 511NY to book a trip could be a future enhancement of the system.

Expansion of the existing directories developed in some of the NYMTC member counties into online di-rectories that could include trip planning assistance from a person or an online trip planner, paratransit trip booking assistance, and/or direct booking of trips would be another approach to increasing ac-cess to transpor tation information in the region. Alternatively, counties could utilize United Way 211 service to provide transpor tation information and trip

planning assistance to customers, as is done in a number of upstate counties.


The Maricopa Association of Governments (MAG) serves as the regional planning and policy agency for the metropolitan Phoenix area. The Human Ser-vices Transpor tation Provider Inventory (Figure E 2) is a listing of agencies that provide human services transpor tation in the MAG region. Users can click on check boxes for area of service, modes of transpor-tation, and eligibility to narrow the search of trans-por tation information resources. For example: if a user checks “Phoenix,” “Taxi Vouchers,” and “Older Adults” the inventory will narrow down the provider list to include only the two providers that offer taxi vouchers within Phoenix for older adults. A user can also see the full list of transpor tation providers in the MAG area by choosing not to narrow the search.

Transportation Link-Line: Schuyler County, NY Transpor tation Link-Line (Figure E 3) is a free infor-mation and assistance service that connects people in Schuyler County and neighboring communities with transpor tation options. On the higher end of the functionality spectrum, Transpor tation Link-Line also provides public outreach, transit orientation and responds to public inquiries regarding transpor tation

FIGURE E 2: MAG PROVIDER INVENTORYSource: www.azmag.gov


E-2

2I

DIIID

DICDI I

IIDIII

ID II IID

IIDI

IIDIII

I II

IIID

DIII

I

FIGURE E 2: MAG PROVIDER INVENTORYSource: www.azmag.gov

options. Call-takers at Link-Line help connect callers with specific services and assist with trip booking as needed. Link-Line includes scheduling and rout-ing software, a central repository of information, and a multimedia marketing and outreach campaign to educate the public.

The online platform is operated by the ARC of Schuy-ler and is funded by a Veterans Transpor tation and Community Living Initiative grant from FTA and fund-ing from NYS Depar tment of Transpor tation and Schuyler County Office for the Aging.

Lower Savannah Council of Governments

The South Carolina Depar tment of Transpor tation (SCDOT) designated the Lower Savannah Council of Governments (LSCOG) as the Regional Transit Man-agement Agency (RTMA) and transpor tation-coor-dinating agency for the six-county Lower Savannah region in southwestern South Carolina. The six coun-ties are primarily rural, but a small segment of the Augusta, GA large urbanized area is also included in the LSCOG region.

Prior to LSCOG’s coordination effor ts, a number of public transit and human service agencies operated their own vehicles independently, resulting in both unserved areas and customer groups and overlap-ping trips to regional employment and medical des-tinations.

LSCOG utilized grants from U.S. DOT’s Mobility Ser-vices for All Americans (MSAA) initiative, the Ameri-

can Recovery and Reinvestment Act (ARRA), the JARC and New Freedom programs, the federal Ad-ministration on Aging, and the Centers for Medicare and Medicaid Services (CMS) to develop a Transpor-tation Management Coordination Center (TMCC) for its region. LSCOG added transpor tation services to scope of the Aging and Disability Resource Center (now known as the ADRTC) it operates for its region and purchased technology to enable the coordination of public and human service agency transpor tation services across the six counties.

Through the ADRTC, LSCOG provides transpor tation information and assistance for residents throughout the region, takes trip requests for the public transit services operated in Allendale and Bamberg Coun-ties, and schedules those trips centrally. The cen-tralized call center is connected to local call centers in other counties. All providers use the same res-ervations and scheduling software to facilitate trip grouping.

As par t of the effor t, human service agencies opened available seats on their vehicles to the general pub-lic, and providers all agreed to a standard reimburse-ment rate for trips provided to the clients of other agencies.

Technology systems that suppor t the coordination effor t include reservations and scheduling software, on-board MDTs, a new call center and telephony, a website and web por tals to facilitate online trip res-ervations.

Costs

Developing a simple web-based repository with search functions and a por tal for transpor tation pro-viders to update their own information would require hiring a web designer/developer company. Depend-ing on the size and functionality of the project, costs could range from $3,000 to $100,000.

Based on the experiences of FTA’s Veterans Trans-por tation and Community Living Initiative (VTCLI) grantees and recipients of grants from the prior federal Mobility Services for All Americans (MSAA) initiative, which funded the development of eight

FIGURE E 3: TRANSPORTATION LINK-LINESource: www.schuylercountytransit.org/Link-Line

E-2

3I

DIIID

DICDI I

IIDIII

ID II IID

IIDI

IIDIII

I II

IIID

DIII

I

Transpor tation Management Coordination Centers (TMCCs), planning, design, and development of a sophisticated one-call/one-click system may take several years, and costs may range from several hundred thousand to a million or more dollars. Promotion and marketing of the information tool will require a marketing plan (approximately 6-12 hours to develop), as well as ongoing implementation hours (approximately 2-4 hours/week for up to six months post launch).




� NYSDOT (511NY)

� Mobility Manager

� County paratransit providers or depar tments of transpor tation

� United Way


E-2

4I

DIIID

DICDI I

IIDIII

ID II IID

IIDI

IIDIII

I II

IIID

DIII

I

E-4.2 MOBILE APP FOR REAL-TIME PARATRANSIT VEHICLE LOCATION

Using automatic vehicle location (AVL) technology, it is possible for an agency or organization to track the location of a par ticular vehicle. This information is used by agencies to track trips, measure distance and trip length, manage resources, and verify on time performance. While vehicle location offers impor tant data for an agency, vehicle location information is valuable to riders as well. Real-time vehicle location can allow demand response customers track the location of the vehicle as-signed to pick them up and get an accurate estimate of its arrival time. These sys-tems are designed to allow customers to track vehicle progress within a set window of their pick-up time. In addition to arrival information, smar tphone applications that provide real-time location information can be used to provide customers with arrival aler ts via text message.


� Fewer ‘where’s my ride?’ calls

� Happier customers

� Easier tracking of trips

� Availability of smar tphones among de-mand response riders

� Reliability of the information

� Privacy concerns

� Expense of equipment and app develop-ment


Multiple agencies in the NYMTC planning area offer real time vehicle location information for their fixed route services including MTA and NICE. Up to the minute arrival information is also increasingly famil-iar for many customers due to the rise of ride-hailing services such as Uber and Lyft.


NYU Safe RideNew York University offers on-demand, shared ride service to NYU facilities and local transit stations for university affiliates from 12 a.m. to 7:30 a.m. The service, called Safe Ride, is available by request us-ing the NYU Mobile App (Figure E 4), or via a web por tal that allows riders to request a ride online. Us-ing the app, riders are able to track the estimated time of arrival for their pick-up. In addition to allow-ing users to track the vehicle location, the system sends text messages to aler t riders when they are the next pick-up, and when the vehicle arrives. Rid-

E-2

5D

IIIDD D

DD III IDD

DAIIDD DD

IDIID

IIII I

DDIIDD DI

ID

IIII

ers may only be picked up or dropped off at set, ap-proved locations. The app was developed using the OnDemand service available from TransLoc, which also provides a fixed route bus tracking service.

Costs

Developing a mobile app with the ability to use AVL would require hiring an application designer/devel-oper company. Depending on the size and function-ality of the project, costs could range from $10,000 to $100,000, without inclusion of AVL or MDT in-vestments. If multiple agencies use a similar plat-form, it may be possible to develop an open source application that would allow other par ties to enhance the application or employ it for additional agencies.Promotion and marketing of the information tool will require a marketing plan (approximately 6-12 hours to develop), as well as ongoing implementation hours (approximately 2-4 hours/week for up to six months post launch).




� New York City Transit and Access A Ride

� NYC Mayor’s Office of Technology and Innova-tion

� County paratransit providers

FIGURE E 4: NYU MOBILE SAFE RIDESource: itunes.apple.com/us/app/nyu-mobile


E-2

6D

IIIDD D

DD III IDD

DAIIDD DD

IDIID

IIII I

DDIIDD DI

ID

IIII

FIGURE E 4: NYU MOBILE SAFE RIDESource: itunes.apple.com/us/app/nyu-mobile

E-5 SERVICE ENHANCEMENT

E-5.1 TRANSIT OR PARATRANSIT SERVICE EXPANSION AND IMPROVEMENTS

The benefits of service expansion are quite clear. Members of the three target populations would be able to access more services, more programs, more job op-por tunities and be able to take more trips for shopping, recreation, social services and attend faith-based activities.

The most common types of service expansions include: (1) Temporal expansion of service – expanding the days and/or hours of service; and (2) Spatial expansion of service – expanding the service area for pick-ups and drop-offs, and/or adding destinations beyond the established pick-up area.


� Enhanced customer accessibility, mobil-ity and convenience

� Oppor tunity to provide access to jobs that require work during non-traditional hours

� Increased use of fixed-route services by the target populations and the general public

� Expanding service requires additional fi-nancial resources

� Requires educating and training staff and customers to maximize benefits associ-ated with cost

� To be eligible for New Freedom funding, transit service expansion must serve persons with disabilities only


Paratransit expansions would greatly improve access to areas in the areas that do not have countywide paratransit service: Putnam and Nassau counties.Examples of Best Practices

Suffolk County Depar tment of Transpor tation added Sunday fixed route and SCAT ADA paratransit ser-vice, and expanded SCAT’s service hour to the entire county (with the exception of Shelter Island) in 2016. Westchester County’s ADA paratransit service, and Rockland County’s TRIPS ADA paratransit service,

also operate countywide.

Costs

The costs associated with additional hours of fixed-route bus or paratransit service would be similar to the normal cost per vehicle hour of the service op-erator.


� Section 5307 Urban Area Formula Funding (if used to suppor t employment)

� Section 5311 Rural Area Formula Funding (Putnam County only)

� Section 5310 Enhanced Mobility for Seniors and People with Disabilities, 45% category of funding

E-2

7IID

IIII I

I DDID

IIDI

III IDIIII

D DTDDI

IIII

DI

I ID

DIII

DDDI

II

E-5.2 TRAVEL TRAINING

People who have never used public transpor tation often have real concerns and fears about using the public transpor tation network. This strategy has many of the same goals of a bus buddy program, but is more formalized. A training program that teaches consumers how to use public transpor tation and become confident transit riders can help encourage use of public transit. Travel training may be promoted as a marketing strategy to encourage key consumer groups (i.e., older adults) to use public transit; or it may be targeted towards frequent users of paratransit to encourage individuals to use lower-cost fixed route services, as appropriate to the individual’s circumstances.


� Encourages and suppor t use of local fixed-route services

� May reduce demand for paratransit ser-vices

� Increases awareness and use of a variety of community transpor tation services

� May suppor t other regional priorities, such as workforce development

� Some audiences and individuals may re-quire specialized training

� Requires multiple-agency cooperation to identify training oppor tunities

� Training may require suppor t from agen-cies that perceive no, or minimal, long term gain


Currently, a number of transpor tation providers and other organizations throughout the NYMTC planning region offer travel training services. Other providers and organizations could develop programs to benefit their customer groups.


New York City Department of Education provides one-on-one travel training for eligible high school students with cognitive or physical disabilities throughout the city. Members of the staff accompany the student on their specific commuting route, up to a 2-hour trip each way, for up to two weeks. Up to ten years after the training, approximately 87% are still traveling on public transit alone.

Cerebral Palsy Associations of New York State con-ducts travel training under contract with NYC Transit for individuals who are otherwise customers of the ADA paratransit service there called Access-a-Ride. This program offers one-on-one training on sched-ules, routes, signs, identifying landmarks, request-ing information/ help from appropriate sources, and travel safety.

Paratransit, Inc. in Sacramento provides a service called Mobility Training Program, which offers spe-cialized training for seniors and people with disabili-ties who may have difficulty traveling on Sacramento Regional Transit (RT) buses and light rail vehicles. Training is usually provided in a one-on-one setting, but is also done in small groups for facilities such as senior housing complexes. Training includes fa-


E-2

8 IID

IDD IID

IIII

D

miliarization with the Sacramento RT system, route planning, use of wheelchair lifts and securement de-vices, landmark identification, bus rules, and safety issues.

Costs

Costs to combine the two programs would likely be minimal, and consist primarily of staff time to iden-tify overlapping functions (recruitment, assessment of initial skill level and most appropriate training method, training time, recordkeeping), determine the best approach to consolidation, and market the new combined program. Should the number of trainees increase significantly, a par t-time or full-time trainer may become necessary in the future.


� Section 5310 Enhanced Mobility for Seniors and Individuals with Disabilities—45% por tion of annual appor tionment, at 50% federal par-ticipation.


� Municipal or county offices of aging

� Municipal or county depar tments of transpor-tation

� Transit agencies

� Human service transpor tation providers

E-2

9 IID

IDD IID

IIII

D

E-5.3 INCREASED ACCESSIBLE TAXI SERVICES

Purchase of accessible vehicles (ramp-equipped low-floor minivans or similar equip-ment, for example) for taxi operators, with operators paying non-Federal share. This strategy could also include development/expansion of taxi subsidy programs de-signed to augment existing community and human service transpor tation networks.


� Expansion of accessible taxi fleet

� Source of service that could be used when fixed-route or demand-response services are not in operation

� Source of service for trip types that are not eligible under other transpor tation programs

� Could be used to complement taxi sub-sidy programs

� Taxi service is limited or not available in some areas of the Lower Hudson Valley.


Assistance to taxi operators to encourage or facili-tate their acquisition of accessible vehicles would address the need for accessible taxi service that was identified by par ticipants in workshops and fo-cus groups. Such service, if more widely available, could help to fill gaps in fixed-route and demand-re-sponse service hours (especially in the evenings and on weekends). Accessible taxi service would offer a flexible option for persons with disabilities, par ticu-larly individuals who use wheelchairs – in addition to longer hours of service than many bus routes, taxi service operates on a same-day or real-time sched-ule, and could be used for any trip purpose.

Initiation of strategies to address the affordability of existing taxicab services will facilitate greater utiliza-tion of this private sector resource. This strategy could potentially expand on several smaller existing programs (with spatial limitations) operated by some

municipalities that current manage a taxi subsidy program.


Accessible taxis, Washington, DC. Accessible taxi service was scheduled to be initiated in Washington DC in January 2009, as a joint effor t of the National Capitol Region Transpor tation Planning Board (TPB) and the District of Columbia Taxicab Commission. The TPB is using Federal New Freedom and JARC funding to acquire 21 accessible vehicles for op-eration by three taxi companies, which supplied the non-Federal share of the grants. Customers will be able to call one number and have the closest acces-sible vehicle dispatched to their location to provide their trip, thanks to a centralized dispatching sys-tem. Par tners modeled the Washington program on the accessible taxi program in operation in the City of Chicago.


E-3

0II

IIDD

IDI D

II

DIIIIDD IDTI IDII

IIDI

King County accessible taxis, Seattle, WA. Another recent example of an accessible taxi program is the pilot project implemented in the Seattle area in late 2006. King County Metro Transit par tnered with the King County Licensing Division, Seattle’s Consumer Affairs Division, and Yellow Cab to acquire and li-cense eight low-floor, ramp-equipped minivans for taxi service in Seattle and most other par ts of King County. The accessible service operates 24 hours a day, seven days a week for the same metered fare as service in non-accessible vehicles. Metro’s taxi subsidy program offers tickets at half price to eli-gible individuals.

Costs

The contribution of the sponsoring agency would likely be 80 percent of the cost of an accessible min-ivan or similar vehicle, with the taxi operator pay-ing the 20 percent non-Federal share. An accessible minivan might cost in the neighborhood of $35,000, which would mean a contribution (in grant funds) of approximately $28,000 per vehicle.


� Section 5310, 45% category of funding. Taxi companies that regularly offer shared ride ser-vice to the general public would be eligible to apply for 5310 funding directly; however, taxi companies that provide only exclusive rides would be eligible to receive 5310 funding as a contractor to an eligible subrecipient such as a transit provider or nonprofit.


� Existing LHV public transit programs

� Municipalities (or groups of municipalities op-erating under the coordination of a Mobility Manager)

� Non-profit organizations

� County depar tments/agencies

E-3

1II

IIDD

IDI D

II

DIIIIDD IDTI IDII

IIDI

E-5.4 VOLUNTEER DRIVER PROGRAMS

Volunteer driver programs typically provide mileage reimbursement to individuals that operate their own vehicles when they take individuals to medical appointments or other services, thereby negating the need for additional labor and capital costs. These programs can also utilize agency vehicles with volunteer drivers. Volunteer driver programs are a key strategy used by human service programs to provide much-needed trips in a cost-effective manner and aid in filling transpor tation gaps in the community, often providing services where no others exist. Centrally managing existing volunteer driver programs enables providers to make the best use of their resources, coordinate with each other, and ultimately improve the services provided.

Many volunteer driver programs supplement transpor tation for seniors and are of-ten operated in conjunction with meal delivery services, or other suppor t services geared to providing companionship, social interaction, or assistance in shopping, putting away groceries, or paying bills. These programs have a number of universal elements, including: standardized training, safety, and service standards, ability to maintain service if the regular volunteer is not available, and a marketing effor t to maintain the pool of volunteer drivers.


� Providing joint training can reduce the burden on individual programs.

� Coordination may enable programs to better serve passengers needing to trav-el across jurisdictional boundaries, living in rural areas, or requiring an accessible vehicle.

� Joint marketing has the potential to in-crease the number of volunteers.

� Coordination due to the variety in popu-lations served.

� Using volunteers for multiple activities, in addition to driving.

� Reaching agreement on standards and process for joint recruitment and screen-ing of volunteer drivers.


Ride Connection, Portland, OR, is an exceptional example of a well-coordinated regional suppor t pro-gram for volunteer drivers. Ride Connection was created by TriMet, the public transit system serving the Por tland Metropolitan area, to meet the needs of seniors and people with disabilities by coordinat-ing transpor tation services provided by local social service agencies and volunteer programs. Ride Con-

nection suppor ts and utilizes volunteers through a variety of programs and services, including:

� Ride Together, a program developed to allow riders to recruit their own volunteer drivers. After drivers complete the Ride Connection driver approval process and training, they are eligible for mileage reimbursement.


E-3

2I

IDII

IDDI IIII

DI DIID

IDD

I

� Road to Recovery: The American Cancer Soci-ety and Ride Connection are working together to provide the Road to Recovery program in the Por tland Metro Area.

� Trained Ride Ambassador: Volunteers suppor t the program by advocating, co-presenting, and leading group Riders’ Club trips using public transit.

� Veterans helping Veterans Volunteer Transpor-tation Program: This program helps buffer the loss of independence by providing no-charge, personalized transpor tation to veterans who can no longer drive or use public transpor ta-tion.

Independent Transportation Network (ITN), Maine. ITN was first established in Por tland, Maine as a means of providing seniors with rides in exchange for trading in the cars they rarely used. The value of the donated car is credited to the senior’s debit account, which is drawn on each time a ride is requested (av-eraging $8 per ride). The account can be contributed to by family members or friends through cash dona-tions, volunteering their time or donating their own cars. Seniors who are still able to drive may volun-teer and receive credit for future rides when they are no longer able to drive themselves, a sor t of “trans-por tation social security.” The rides may be used for medical appointments, shopping trips or social visits or events. Maine has enacted legislation that en-ables ITN to sell its surplus vehicles and reinforces an earlier law prohibiting insurance companies from raising premiums for volunteer drivers.

TRIP Volunteer Driver Program Model, located in Riverside, California is the original TRIP program (Transpor tation Reimbursement and Information Program), providing a low-cost, low maintenance, customer-driven approach for providing transpor ta-tion to older adults. The TRIP program reimburses volunteers to transpor t individuals where no transit service exists or when an individual is unable to use public transit. TRIP par ticipants recruit their own vol-unteers from friends and neighbors. The par ticipant rides for free. At the end of each month, par ticipants send in their requests for mileage reimbursements for their volunteer drivers, including the following information: dates of travel, reasons for travel, ori-gin, destination, miles driven, driver identification, and length of trip. These details are entered into the program software, TripTrak, which will then calculate the amount needed for reimbursement.

The TRIP program has been replicated in at least eight other locations in California, Illinois, Kansas, Massachusetts, and Michigan. The model is suc-cessful because it does not rely on program staff to recruit drivers or schedule rides, and the agency administering the program does not need to own any vehicles or charge fees to users. It creates a system of self-management and self-esteem among par-ticipants because they are responsible for recruiting their own drivers and managing trip information. Rid-ers and drivers have a mutual agreement regarding scheduling rides to specified destinations. In ad-dition, riders are comfor table with drivers because they already know them. The model also separates the sponsor agency from the driver, which lowers liability and insurance costs.

Costs

Primary costs associated with this program relate to mileage payments to volunteers and the costs asso-ciated with program management. In some cases, this strategy can be combined with other Mobility Management strategies and be coordinated with oth-er actions.

FIGURE E 5: RIDE CONNECTIONSource: Rideconnection.org

E-3

3I

IDII

IDDI IIII

DI DIID

IDD

I


If the program is designed specifically to benefit per-sons with disabilities, Section 5310 Enhanced Mo-bility for Seniors and People with Disabilities funds could be used to pay for the improvement. Other-wise, this type of enhancement would be funded as a routine operating expense.


E-3

4I

IDII

IDDI IIII

DI DIID

IDD

I

E-5.5 TAXI OR FLEXIBLE VOUCHER PROGRAMS

Flexible vouchers (also called flex vouchers) can be issued or sold to eligible indi-viduals and used to purchase trips from public or private transpor tation providers, taxicabs, or to reimburse friends/family members and volunteer drivers. Typically, sponsoring agencies subsidize the cost of the trips, so that riders are able to receive service at a reduced cost. Eligibility is based on age, disability, income criteria, or the need for a specific type of trip, such as employment transpor tation.

Flex voucher programs, par ticularly those that may be used with any type of service and recognize family members or friends as eligible providers of service, could fill temporal and geographic gaps in fixed-route and demand-response service by pro-viding an affordable and convenient option. Such programs also expand the number of volunteer drivers that are available through other programs to provide rides for eligible individuals.

Similar to other types of programs that provide subsidies to individuals rather than to transpor tation providers, flex voucher programs are consumer-driven, and allow consumers to control resources directly and make their own decisions about service providers. Other advantages include low star t-up and administrative costs, suppor t for existing transpor tation providers and services, and the flexibility to adapt to a variety of local conditions.

Typically, a lead agency will implement and manage a voucher program through a Mobility Management program.


� Voucher programs maximize use of ex-isting volunteer driver programs

� Programs can allow volunteers to be re-imbursed to expand transpor tation op-tions

� Voucher programs offer an affordable option for long-distance trips

� Users have their choice of transpor tation provider

� Low star t-up costs

� Voucher programs require a lead agency to assume responsibility for day-to-day administration

� Sponsor agencies are needed to subsi-dize the cost of trips for their customers or clients

� Measures must be implemented to pre-vent fraud

E-3

5ID

TI II IDDTIIDD I

III

DDI DIID

IDD

I


A flexible voucher program could add a key trans-por tation element in areas served less well by fixed route transit, par ticularly in the Lower Hudson Valley and on Long Island.


TRIP Volunteer Driver Program Model, located in Riverside, California is the original TRIP program (Transpor tation Reimbursement and Information Program), providing a low-cost, low maintenance, customer-driven approach for providing transpor ta-tion to older adults. The TRIP program reimburses volunteers to transpor t individuals where no tran-sit service exists or when an individual is unable to use public transit. TRIP par ticipants recruit their own volunteers from friends and neighbors. The par ticipant rides for free. At the end of each month, par ticipants send in their requests for mileage re-imbursements for their volunteer drivers, including the following information: dates of travel, reasons for travel, origin, destination, miles driven, driver identi-fication, and length of trip. These details are entered into the program software, TripTrak, which will then calculate the amount needed for reimbursement. The TRIP program has been replicated in at least eight other locations in California, Illinois, Kansas, Mas-sachusetts, and Michigan. The model is successful because it does not rely on program staff to recruit drivers or schedule rides, and the agency administer-ing the program does not need to own any vehicles or charge fees to users. It creates a system of self-management and self-esteem among par ticipants because they are responsible for recruiting their own drivers and managing trip information. Riders and drivers have a mutual agreement regarding schedul-ing rides to specified destinations. In addition, riders are comfor table with drivers because they already know them. The model also separates the sponsor agency from the driver, which lowers liability and in-surance costs.

See Appendix 6 D for more information about the operation of the TRIP model in other areas.

The Bear River Association of Governments (BRAG) in Utah launched the BRAG Medical Voucher Program in June 2014. The program provides an in-novative non-emergency medical flexible transpor ta-tion voucher program specifically targeted at helping individuals who were not being served by current transpor tation resources in the region. BRAG serves as the program administrator, which involves coor-dinating with par tnering / referring organizations, par ticipant and trip eligibility determination, issuing flex vouchers, and reimbursing trip providers. Refer-ring agencies, such as local non-profits, refer cli-ents to the program who meet disability and financial eligibility criteria. Par ticipants are then allocated a maximum of $400 per year to pay for transpor tation to medical appointments; vouchers are distributed based on need every six months. The customer ar-ranges for the par ticular mode of travel and provides vouchers to an eligible provider or driver. The eli-gible driver accepts the voucher as payment for the rides provided and redeems the voucher for the cash value from the BRAG program administrator. Voucher trip can be arranged with individual drivers, private operators, and non-profit or human services trans-por tation operators. The program launched in June 2014 with a $10,000 budget, and was granted an additional $100,000 shor tly thereafter to expand the program to several additional groups and geographic regions.

Costs

Start-up and Ongoing AdministrationDevelopment and implementation of a program would require perhaps up to 15% of a staff mem-ber’s time initially or up to about $9,000 in the first year. A broader program would require more time for development and ongoing operation, up to 30%, or $18,000 in a year—comprehensive voucher pro-grams can require a full-time staff person to identify sponsor agencies, work with an advisory council, and accomplish all planning and implementation activities, plus a par t-time administrative position to assist with ongoing operations. Star t-up costs might also include the purchase or development of a simple software tool to track customers, trips, and reimbursements.


E-3

6ID

TI II IDDTIIDD I

III

DDI DIID

IDD

I

Working with sponsor agencies, a lead agency staff member or Mobility Manager could administer a flex voucher program on an ongoing basis using about 5-10% of a full-time position or about $9,000-12,000. Ongoing operational expenses apar t from reimbursements to drivers or other service provid-ers, such as the printing of vouchers, would be mini-mal.

One approach to implementing a flex voucher pro-gram would be to replicate the TRIP model, with the assistance of the program’s creator, Independent Living Par tnership (ILP). ILP recommends a two-day training with staff of the original program in River-side, CA at a cost of $375 per person; most organi-zations send two staff members to the training. An annual TripTrak software subscription costs $2.50 per service day, for which ILP provides database management and administration and automatic pro-gram updates. Use of TripTrak also requires a star t-up license fee of $275, renewable for $125 annually. Implementing a voucher program internally would involve lower out-of-pocket expenses, but would re-quire staff time on the par t of the PAG Mobility Man-ager and par ticipating agencies, as noted above.

Trip SubsidiesOne of the flexible aspects of a voucher program is that levels of subsidy per user and total annual sub-sidy amount can be set by the sponsoring entities based on the level of funding available to them.


� Section 5310 Enhanced Mobility for Seniors and Individuals with Disabilities—45% por-tion of annual appor tionment, at 50% federal par ticipation. Note that administrative costs associated with a voucher program and the cost of vouchers used by older adults and people with disabilities to purchase trips from taxi providers, human service agencies, and volunteer drivers are eligible 5310 expenses. While vouchers for public fixed-route and ADA paratransit trips could be provided to custom-ers, and other groups (such as rural area resi-dents) could be included in a voucher program together with older adults and people with dis-abilities, 5310 funds may not be used to cover the costs of those trips.

� Sponsorship by human service agencies

� Private foundation grants


� County/borough human service agencies Mo-bility Manager

E-3

7ID

TI II IDDTIIDD I

III

DDI DIID

IDD

I

E-5.6 PARATRANSIT FEEDER SERVICE TO FIXED ROUTES

In paratransit feeder service (also known as demand-response feeder or demand-response connector service), a customer is provided with a paratransit trip from home to a bus stop, transit center or hub, or rail station; from there, the customer uses the bus or rail service for the rest of his/her trip. Paratransit feeder service is generally used in two circumstances. Some ADA paratransit providers use volun-tary or mandatory feeder service as a way to manage the cost of meeting their ADA obligations. Outside of the ADA context, paratransit feeder service offers a means of making transit available in areas where low density, terrain, or street layouts limit the feasibility of traditional fixed-route service. Service may be provided either from an individual’s home to the nearest bus stop or rail station, or from a bus stop or train station to a home or a final destination such as a workplace or medical facility.

Paratransit feeder service is most effective when the feeder por tion of the trip is relatively shor t (less than 5-7 miles, for instance), the fixed-route service does not operate infrequently, and the bus stop or rail station offers a safe indoor or sheltered waiting area


� Provides access to the fixed-route net-work to those who would not otherwise be able to use it

� Encourages use of existing fixed-route services

� By making fixed-route service available to those who do not live close to it, feed-er service can offer an option for out-of-area trips that an individual may not otherwise be able to make

� Can provide a means of serving an area until the conditions conducive to tradi-tional fixed-route service develop

� If used as an alternative to direct para-transit service for some ADA-eligible in-dividuals, feeder service may help lower the cost of providing ADA paratransit service

� Paratransit riders may prefer direct para-transit service over feeder service to a fixed-route stop

� In areas where fixed-route service is very infrequent, or where appropriate transfer locations do not exist, feeder service will be less effective


E-3

8DD

IDIID

IIII IDDI

DI IDIIII

D II IITDI

IIIIDI


Capital Area Transit in Raleigh, NC has used para-transit feeder service in new developments in subur-ban areas that are difficult to serve with traditional fixed bus routes. Over time, feeder service in those areas was replaced by fixed bus routes.

Tri-Met in Portland, OR provides feeder service in neighborhoods where development is not dense enough to suppor t fixed-route service, but which are located near transit centers that offer bus and rail service. Feeder service connections to the transit centers are frequent during peak periods.

Winnipeg Transit System in Winnipeg, Manitoba operates Dial-A-Ride Transit (DART) to supplement its fixed-route bus services. During off-peak hours in four areas, DART provides connections between homes or DART neighborhood stops and locations that serve as transfer points to bus routes, such as shopping centers. Riders are picked up at home by DART and taken to the transfer point in time to meet arriving buses; passengers from the buses are then taken to their homes or to the DART stops located in their neighborhoods. Riders schedule trips from home by calling the driver’s cell phone up to 30 min-utes in advance; riders boarding the DART vehicle from a bus inform the driver at that time of their drop-off location. Service in three areas operates during weekday evening hours, on Saturday morn-ings, and on Sundays and holidays. In the four th area, in which older adults are concentrated, service is provided during mid-day hours on weekdays and all day Saturday.

Costs

The planning and implementation costs associated with feeder services are generally minimal. Ongoing operating costs will be the same on an hourly or per-trip basis as other services provided by the paratran-sit operator. If feeder service is implemented as a substitute for some direct paratransit trips for ADA-eligible individuals, costs for the feeder por tion of the trips are likely to be lower than the cost of provid-ing the entire trip via paratransit service.


� Section 5310 Enhanced Mobility for Seniors and People with Disabilities (if specifically ori-ented towards persons with disabilities)

� Section 5307 Urban Area Formula Grants (if designed to suppor t employment)

E-3

9DD

IDIID

IIII IDDI

DI IDIIII

D II IITDI

IIIIDI

E-5.7 SUBSIDIZED TNC SERVICE FOR SUPPLEMENTAL SERVICE OR FIRST MILE/LAST MILE CONNECTIONS

Transpor tation network companies (TNCs), also known as ride hailing companies and embodied by Uber and Lyft, provide an added layer of flexible transpor tation in a given area. Using contracted private vehicles, these services provide an on-demand trans-por tation service in areas that may or may not already be served by taxi companies. TNC services can supplement existing fixed route service or provide a necessary link in areas that have little to no service. TNCs can offers a valuable last mile connection to areas that have fixed route transit, but cannot provide sufficient service to make every destination accessible by transit services. For these gaps, often called first mile / last mile connections, flexible on-demand services can be employed to facilitate trips that are almost feasible via transit service alone.

Municipalities or agencies can subsidize these trips using vouchers or guaranteed fares both to encourage the fur ther growth of ride hailing services, and provide greater ac-cess to a given area for people who rely on transit for most of their journey. Subsidized rides can be provided to the public or to qualifying individuals. Eligibility can be based on age, disability, income criteria, or the need for a specific type of trip, such as em-ployment transpor tation.

TNC subsidies could fill temporal and geographic gaps in fixed-route and demand-re-sponse service by providing an affordable and convenient option. If designed to provide subsidies to individuals rather than to transpor tation providers, TNC subsidies offer consumer-driven solutions, allowing riders to control resources and decisions about service providers directly. Other advantages include low star t-up and administrative costs, suppor t for existing transpor tation providers and services, and the flexibility to adapt to a variety of local conditions.

Application for NYMTC Planning Area

This strategy would be most effectively employed in par ts of suburban Long Island, and in the Lower Hudson Valley, par ticularly in Putnam and Rockland counties where there are notable fixed route cover-age gaps. This strategy should be planned and ex-ecuted by a dedicated par t-time or full-time Mobility Manager at the county, borough, or regional level.


Sanford, FL’s is a town of 40,000 residents outside of Orlando. Beginning in July 2016, the city launched a pilot project Uber to pay a por tion of all trips that begin and end within Sanford’s city limits. Using a promotional code, the city pays 20% of any Uber trip that star ts and ends within the city limits. Ad-ditionally, the city will supplement any 25% of any trip between Sanford and the SunRail commuter rail station. The service enhances connections to transit, and expands the ability of many people to use the commuter rail service.


E-4

0IIIIII

ICDI II

I IDII

IID II

I IIDDDDDDI

IDD IDII

IID I

I IIIII DIDDSDD

II DIDD I

II

IDI

IIII

I


� Flexible solution par ticularly for low cov-erage areas

� Can lower paratransit demand or cost

� Expands accessible areas to persons with low income and other transit-de-pendent individuals

� Par tnerships with employers may pro-vide oppor tunities to reduce costs

� Requires subsidy

� Accessible vehicles are needed

� Users must have smar tphones

� Requires ongoing monitoring

� Demands that staff be available to ad-minister the program, and work with TNCs, local agencies, and employers to facilitate the program

� There may be difficulty implementing this in areas where TNC services do not operate already

Pinellas Suncoast Transit Authority (PSTA), which is the transit agency for Clearwater and St. Peters-burg, FL, offers riders a subsidized Uber or taxi ride to a specified bus stop in their zone, with PSTA pay-ing the first $5, and the rider paying the remainder of the fare. The ride must begin or end at the designated bus stop, and must remain within whichever of the eight zones the bus stop is located. Additionally, rid-ers may show their receipt from the trip to the bus operator and be issued a free day pass.

Costs

Costs vary by subsidy percentage, and trip distance, as well the number of requested trips under the plan.


� Local funding

� Private agency funding


� Local employers


� Human services agencies

E-4

1IIIIII

ICDI II

I IDII

IID II

I IIDDDDDDI

IDD IDII

IID I

I IIIII DIDDSDD

II DIDD I

II

IDI

IIII

I

E-6 COORDINATION

E-6.1 MOBILITY MANAGEMENT PROGRAMS

Mobility Managers serve as policy coordinators, service brokers, and customer trav-el navigators. They help communities develop transpor tation coordination plans, programs, and policies, and build local par tnerships. A Mobility Manager might help coordinate suppor t functions for community transpor tation services, perhaps eventually taking on an information center function for multiple community trans-por tation providers and/or becoming the broker of a coordinated system. A Mobility Manager might also serve to organize and manage a taxi and/or ride-hailing service subsidy program on behalf of sponsoring organizations.

Typical Mobility Manager functions include:

� Chairing a coordination council or advisory group

� Providing education and outreach to market transpor tation services, recruit new par tner organizations, and garner community suppor t

� Helping individuals find the most appropriate transpor tation option(s) to meet their needs

� Coordinating grant applications and compile repor ts

� Spearheading Coordinated Plan updates

� Coordinating travel training, assisting with vehicle sharing programs, and administering voucher programs

� Providing technical assistance and customer information to transpor tation providers

� Overseeing coordinated operations, such as a one-call/one-click system or centralized scheduling and dispatch

A key component of a successful Mobility Management Program, and one of the most critical roles for a Mobility Manager, is the establishment of a mobility manage-ment advisory group. The group should include transpor tation providers, funders, par tner organizations and other stakeholders, and advocacy groups. With the sup-por t of the Mobility Manager, this advisory committee can identify potential mobility management activities, provide input and feedback as they are developed and imple-mented, and foster ongoing working relationships among the members of the group.

Individuals or organizations that are hired to provide mobility management functions often require training and ongoing technical suppor t.


E-4

2D

IIIDIID D

DI

DD

DDDI

I DIID

IDD

I


� Ensures that staff resources are avail-able to implement mobility and coordina-tion strategies

� Creates a community resource to pro-mote existing and available transpor ta-tion programs and services

� Can highlight mobility challenges and oppor tunities and raise awareness

� Implementing programs and creating awareness can result in improved effec-tiveness and efficiency

� Mobility Managers with the full range of range of necessary skills may be difficult to recruit

� Individuals who are Mobility Managers will need to adopt an entrepreneurial ap-proach and be well suppor ted by key institutions and organizations to be ef-fective

� Individuals will likely need training and suppor t


Most of the Mobility Management strategies recom-mended in this chapter should be planned and ex-ecuted by a dedicated par t-time or full-time Mobility Manager at the county, borough, or regional level. Local counties, boroughs, or municipalities could procure a Mobility Manager to implement local-lev-el strategies or local agencies could band together to hire a Mobility Manager to implement strategies across multiple agencies.

The Mobility Manager should also tap into the state-wide New York Mobility Management Network which allows Mobility Managers to connect and share in-formation. Moreover, the Mobility Manager should tap into state and national Mobility Management training programs and conferences to develop an understanding of key strategies, implementation tac-tics, and evaluation measures.


Allegany CountyArdent Solutions (formerly the Allegany/Western Steuben Rural Health Network), founded in 1994, is an established, highly visible rural health network comprised of service providers and community lead-

ers. The organization works to improve access to care, increase effectiveness and efficiency of ser-vice delivery, and build organizational capacity for agencies. It houses the ACCESS Allegany Mobility Management Office and ACCESS Allegany Call Cen-ter. The Allegany County transit system is branded as “ACCESS Allegany;” public and private transit pro-viders under this umbrella are coordinated.

Ardent Solutions employs a Mobility Manager, a Mobility Quality Assurances Coordinator, and a Call Center Coordinator.

Mobility Management StrategiesPriority mobility management activities for Allegany County include:

� A car/van pooling (ride share) program coordi-nated with the 511NYRideshare program

� A volunteer driver program to fill transpor tation gaps organized through the Office of Aging and providing reimbursements of $4.00 per ride.

� A coherent coordinated transit system that maximizes the productivity of the existing transpor tation providers by maximizing under-utilized capacity.

E-4

3D

IIIDIID D

DI

DD

DDDI

I DIID

IDD

I

� A comprehensive social marketing plan for public transpor tation that is working to raise awareness of transpor tation throughout the county.

� The Access Allegany Travel Training program teaches people with disabilities and older adults to travel safely and independently using public transpor tation.

� The ACCESS Allegany One-Stop Call provides trip planning assistance, as well as the broker-age of non-emergency medical transpor tation utilizing both public and private transit provid-ers.

Schuyler CountyThe ARC of Schuyler County implemented a mobil-ity management program after receiving a combina-tion of JARC and New Freedom funds. With these funds, they hired a Mobility Manager to coordinate transpor tation and related issues in Schuyler County, including Schuyler County Transit, which serves the rural par ts of the county and contracts with the ARC to operate service.

Schuyler County employs a Mobility Manager and a Call Center Representative.

Mobility Management StrategiesPriority mobility management activities for Schuyler County include:

� The Mobility Manager is coordinating with oth-er counties to integrate regional transpor tation in the seven county region to provide access impor tant hubs like the Regional Medical Cen-ter.

� They are piloting a ridesharing program to connect rural residents to employment in par t-nership with neighboring counties through the SouthernTierRideshare.com program (coordi-nated with Chemung and Steuben Counties).

� They are working with Tri-County Mobility Managers to provide continued outreach to the veteran population and develop a rideshare program to help veterans access appointments at the Bath Veterans Medical Center.

� There is a travel training and bus buddy pro-gram to help people orient themselves with

transit and how to ride the bus and understand the value of being connected.

� A volunteer driver program is run through the Office of Aging, administered through RSVP at Catholic Charities. Volunteer recruiting and scheduling is done through the Transpor tation Link-Line.

Transportation Link-Line RepositoryThe Transpor tation Link-Line, launched in 2014, is an information and assistance service that connects people in Schuyler County and neighboring com-munities with transpor tation options. Transpor ta-tion Link-Line was funded by a one-time Veterans Transpor tation and Community Living Initiative (VT-CLI) grant, NYS Depar tment of Transpor tation, and Schuyler County Office for the Aging.

Tompkins CountyMobility Management is coordinated by the Tomp-kins County Depar tment of Social Services (DSS). This effor t was formed through a collaboration be-tween public entities and private institutions under the oversight of the region’s MPO (ITCTC). In 1997, three transit agencies were consolidated as Tomp-kins Consolidated Area Transit (TCAT). Since 2006 the DSS has had this responsibility, managed by a Chief Transpor tation Planner who acts as the Mobil-ity Manager. Tompkins County DSS coordinates all TCAT transit services, Cornell University TDM ef-for ts, the MPO, and other programs and initiatives.

Mobility Management Strategies

� DSS utilizes the Way2Go program to admin-ister many of its mobility management strate-gies, including the one-call/one-click resource, travel training, mobility manager outreach, and other programs.

� They have a car share membership program through Zimride, called the Tompkins Ride-share Program, which has 19,000 enrolled users and par tners with 100 employers in the region.

� There is also a program to pay for taxi rides or car share to transpor t clients to job interviews.


E-4

4D

IIIDIID D

DI

DD

DDDI

I DIID

IDD

I

� Additionally, DSS oversees a volunteer driver program connecting people with transpor ta-tion options to regional medical centers.

Costs

The annual salary cost of a (single) Mobility Man-ager (overhead and program function cost addi-tional) might range between $30,000 and $60,000, depending on whether the Mobility Manager is par t- or full-time. The cost to train and suppor t Mobility Managers is estimated to be between $50,000 and $100,000 per year, and might best be accomplished through a consulting contract unless in-house ex-per tise in this area is developed.


The cost of funding a Mobility Manager is allowed under Section 5310 Enhanced Mobility for Seniors and People with Disabilities and Section 5307 Ur-ban Area Formula Grants under the presumption that the Mobility Manager provides functions per tinent to each program. In each case, this is considered to be a capital cost, and hence, Federal funds from these programs are available at an 80/20 match.

Mobility Managers in other New York counties are suppor ted by New York State Operating Assistance (STOA), county funds, contributions from par tner or-ganizations, and in-kind services as well as Section 5310 funds.


Entities housing the Mobility Managers across New York State include public transit systems, county Of-fices for the Aging or Depar tments of Social Servic-es, rural health networks, local chapters of NYSARC, municipalities, and nonprofit organizations.

E-4

5D

IIIDIID D

DI

DD

DDDI

I DIID

IDD

I

E-7 HOME HEALTH AIDES

E-7.1 VANPOOLS

Vanpool is the organized, shared use of a vehicle by people traveling to the same des-tination. The van is typically provided by a local transit authority, nonprofit group or employer. The vanpool is incentivized by allowing par ticipants to use special facilities, such as high occupancy vehicle (HOV) lanes and preferred parking. Par ticipation in a vanpool is fur ther incentivized by decreased costs from gas and vehicle maintenance. Typically, vanpool members work out agreements amongst themselves for paying for gas and vehicle maintenance, as well as scheduling which member will drive the ve-hicle.

Vanpool services are most attractive to employees commuting from transit-poor loca-tions. In addition, the potential cost-savings and oppor tunity for preferred parking can also make vanpooling a desirable option. For employers interested in setting up a van-pool service, one of the simplest ways is to purchase a “sprinter van.” These vans to not require special licenses, so they can be used for meetings as well as commuting purposes.


� Opens job markets to persons with low income and other transit-dependent in-dividuals

� Par tnerships with employers may pro-vide oppor tunities to reduce costs

� Vanpools can be relatively easily imple-mented but require financing

� Vanpools require par tnerships with em-ployers or local agencies/organizations


A transpor tation gap mentioned in all of the subur-ban counties’ public workshops was the lack of fea-sible options for home health aides traveling from NYC locations to clients’ homes in Nassau, Suffolk, Rockland, Putnam, and Westchester counties. Re-verse commute bus and train schedules and long distances make such trips inconvenient, time-con-suming and costly. Vanpool services, coordinated through 511NY Rideshare by an agency that funds home health care services or a Mobility Manager, could offer a solution to this service gap. (Carpool-

ing, also available through 511NY Rideshare, might be another option for this group of workers.)


Pace’s Vanpool Services, Pace, IL is comprised of four different programs, the Advantage Program, the Vanpool Incentive program, and a traditional ride share program. The Advantage Program provides a transit alternative to persons with disabilities that commute on a regular basis to work sites or reha-bilitative workshops. This program not only provides service to persons who might otherwise request


E-4

6I

DI

DII

DI

ADA paratransit service from Pace, it also is an al-ternative for those people living outside the ¾ mile ADA paratransit service area. The Vanpool Incentive program provides a group of commuters with a van and pays for fuel, maintenance, insurance, and tolls for a flat, monthly fare.

Costs

Costs vary by route distance and hours of operation, and are shared by vanpool par ticipants; the riders usually split the cost of the driver’s share.


� Section 5310 Enhanced Mobility for Seniors and People with Disabilities

� Section 5307 Urban Area Formula Grants (re-verse commute services)

� Contributions from agencies that fund home health services


� County depar tments of aging or other orga-nizations that fund home health services for older adults or people with disabilities


E-4

7I

DI

DII

DI

appendix 6 - new york state department of transportation

Documents