NATIONAL SUMMIT ON FAITH & COMMUNITY-BASED PARTNERSHIPS: TRANSPORATION FOR THOSE IN NEED

Transcription

1 NATIONAL SUMMIT ON FAITH & COMMUNITY-BASED PARTNERSHIPS: TRANSPORATION FOR THOSE IN NEED Final Report of the Conference Proceedings (September 13 & 14, 2006 Washington, D.C.) Submitted by: Applied Management & Planning Group

2 TABLE OF CONTENTS EXECUTIVE SUMMARY...ii CONFERENCE PROCEEDINGS...1 Background...1 Objectives...1 Conference Sessions...2 Evaluation...5 Conclusions...5 Community Partnerships: What s Possible...6 Meeting Mobility Needs: What are the Trends...10 Breakout Sessions...15 Needs Assessment for Planning New Transportation Services...15 Volunteer Driver Programs and How They Work in Concert with Other Community Transportation Options...16 Consumer-Based Strategies: Vouchers, Fare Subsidies and Car Programs...18 The Continuum of Transportation Solutions: Transit Services, Vanpools, Ridesharing and More...20 Operating a Transportation Program: From Liability and Fuel to Maintenance and Operations...22 A Focus on the Federal Government: What are our Opportunities...25 Coming to the Table: Sharing Our Experiences...29 Community-Based Organizations as Transportation Providers...34 Challenges, Opportunities and Next Steps for Ensuring Transportation for Those in Need...38 APPENDICES...45 Appendix A: Conference Agenda...46 Appendix B: Conference Evaluation Form and Frequencies...50 Appendix C: Conference Participants...54 Appendix D: About CTAA, About Joblinks, About the NLC...61 Applied Management & Planning Group i

3 EXECUTIVE SUMMARY The National Summit on Faith & Community-Based Partnerships, held in Washington D.C. on September 13 th and 14 th, was produced by the Community Transportation Association of America (CTAA) under the auspices of the Joblinks Transportation Initiative, a program jointly funded by the U.S. Department of Transportation, Federal Transit Administration (FTA) and the U.S. Department of Labor, Employment and Training Administration (ETA). This National Summit was funded by the FTA. One hundred ten (110) representatives from public and private transportation providers, faith-based organizations, community-based organizations, and human or social service agencies gathered at the summit to discuss the need for improved transportation and how partnerships with faith- and community-based organizations can improve a community s transportation. Conference sponsors included: Association of Community Organizations for Reform Now (ACORN) Association of Programs for Rural Independent Living (APRIL) Community Action Partnership Easter Seals Project ACTION Faith In Action United Jewish Communities Volunteers of America The conference consisted of interactive sessions in which delegates identified: Federal transportation programs and legislation; Approaches for faith- and community-based organizations to take to obtain funding; and, Examples of strategies used by other community transportation providers and organizations. Objectives The primary goal of the summit was that conference delegates would be better prepared to improve and provide transportation services in their community by: Learning about effective and innovative partnerships; Gaining a greater understanding of how to influence transportation spending decisions in their community; Applied Management & Planning Group ii

4 Finding out more about the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU); Having more confidence in their abilities to have a transportation leadership role in their community; Learning of resources to better strengthen their community s transportation; Being inspired by others at the conference; Learning how funding can improve transportation needs; and, Learning how community outreach can improve transportation needs. Themes Four primary themes emerged from the conference sessions: The need for collaboration and coordination among transportation, faith-based, and community-based organizations in planning, marketing and implementing transportation programs. The need for collaboration and coordination to include consumers and other pertinent stakeholders (e.g. employers). An assessment of consumer needs is essential to developing and maintaining a responsive transportation program. The need to exchange ideas about what works, to publicize successes, and for transportation providers to maintain communication with one another. The need to use existing funding wisely and to relentlessly pursue additional funding at the federal, state, and local level. Conference delegates emphasized their commitment to addressing these issues in their efforts to provide services to the transportation disadvantaged. Aid the Community Transportation Association Can Provide Delegates proposed that CTAA can aid them in their efforts by: Finding solutions to the insurance liability problem. Hosting follow-up meetings similar in topic to the conference. Holding web seminars on the topic. Having greater enforcement of United We Ride transit guidelines. Releasing more resources on the CTAA website. Providing more case studies, models, and best practices. Providing a listing of designated recipients of FTA grant funds in each state or metropolitan area. Helping local communities get publicity. Involving powerful legislators in meetings. Providing communities and organizations directly with information on federal legislation. Applied Management & Planning Group iii

5 Involving Federal Transit Administration staff in more breakout sessions and roundtable discussions. Conclusion Conference delegates exhibited a great deal of commitment and passion about providing community transportation for those in need. This passion was demonstrated in the questions and discussions that emerged during and between sessions among delegates and speakers. Delegates expressed interest in participating in future conferences and meetings on community partnerships and transportation services in order to gain more information and resources necessary for their involvement in community transportation. Evaluation Overall, conference delegates were satisfied with the conference. Ninety-five percent of respondents indicated that they would recommend this conference to others and on average rated sessions between very good or excellent. More importantly, respondents indicated that the conference succeeded in meeting its objectives. Applied Management & Planning Group iv

6 CONFERENCE PROCEEDINGS I think there are two kinds of people involved in transportation. Those that come to work everyday and provide trips for people to go from A to B and those people who really care about the customers they service. I submit that community-based and faithbased transportation providers are part of that second group. - Dan Dirks, SMART & Community Board of Transportation Background The Community Transportation Association of America (CTAA) is an organization committed to improving community transportation by bringing together transportation providers, government agencies, human service agencies, and individual advocates from across the country. In addition to advocating for improved transportation policy and providing transportation providers with information and technical assistance, CTAA provides funding to rural transportation. This conference is a part of the CTAA Mobility for All, Mobility for Life conference series and emerged from two previous roundtables sponsored by CTAA on the role faith- and community-based organizations have in transportation. The first roundtable addressed transportation in rural areas and was held September 2005 in Des Moines, IA. The second roundtable addressed partnerships in urban areas and was held February 2006 in Pasadena, CA. The purpose of this national conference was to incorporate the findings and discussions from these two roundtables to develop a direction to successfully forming partnerships across communities of all sizes. Objectives The goal of the conference was for conference delegates to attain the following objectives as a result of attending the conference: Learn about effective and innovative partnerships; Gain a greater understanding of how to influence transportation spending decisions in their community; Find out more about the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU); Have more confidence in their abilities to have a transportation leadership role in their community; Learn of resources to better strengthen their community s transportation; Be inspired by others at the conference; Learn how funding can improve transportation needs; and, Learn how community outreach can improve transportation needs. Applied Management & Planning Group 1

7 Conference Sessions Each day began with a brief welcome and overview of the programs for the day and conference purpose. The opening welcome and overview included brief greetings from Dan Dirks of SMART, a public transportation provider, and Ramonda Kyser of Faith In Action, a faith-based organization. Session speakers represented a spectrum of transportation needs and interests such as urban and rural, transportation providers and faith- and community-based organizations, and academia and government. A brief description of each session is provided below. Community Partnerships: What s Possible The panel on community partnerships included a representative of a faith-based organization that provides free transportation to community seniors for medical and legal appointments and a General Manager of a large transportation system consisting of fixedroute buses and community-sponsored para-transit buses. The panel demonstrated differences in organizations that provide transportation, as well as the difference between communities and their transportation needs. The panel made clear the importance of involving the community in developing and providing transportation services. Meeting Mobility Needs: What are the Trends The panel on mobility trends included a university economics Professor, a Senior Study Director at a research firm, and a Senior Research Associate and Policy Analyst of the disabled in rural areas at a research institute. The panel provided an academic perspective on the pertinent economic, age, and rural faith-based partnership trends that impact current and future transportation needs. The panel asserted the importance that public policy has in addressing these needs. In addition to these panel sessions, a breakout session was held the afternoon of September 13 th. Conference delegates attended their choice of breakout session. A Focus on the Federal Government: What Are Our Opportunities? The panel on opportunities at the federal government included federal employees for a Center for Faith-Based and Community Initiatives and the Federal Transit Administration. The panel provided a federal perspective on the funding and support offered at the federal level for faith- and community-based organizations. It was emphasized that the federal government has and will continue to simplify the application process for organizations interested in obtaining federal funding. Coming to the Table: Sharing Our Experience The panel consisted of representatives of faith-and community-based organizations that have become involved in improving their community s transportation. While the panelists were at different stages in the transportation planning process ranging from conducting a Applied Management & Planning Group 2

8 needs assessment to providing coordinated services, their organizations were a part of a collaboration with other organizations invested in transportation. The panelists accentuated the necessity of involving the transportation disadvantaged at the planning table. Community-Based Organizations as Transportation Providers The panel consisted of experienced community-based transportation providers who have expanded as an organization to better meet community needs. As the panelists began to provide transportation services, they became aware of additional transportation needs and grew to meet those needs. The panelists advocated the importance of forming community partnerships and becoming involved in political organizations and meetings where influential decisions are made. Challenges, Opportunities and Next Steps for Ensuring Transportation for Those Who Need It Most This session alternated between informal small group roundtable discussions and large group discussions involving all attending delegates. During this session, delegates asked questions and commented on the challenges, opportunities, and next steps planned to improve their community s transportation and engage faith-and community-based organizations in this effort. Delegates cited coordinated transportation planning process as an essential component to developing a transportation plan that addresses community needs and engages faith- and community-based organizations. Several sessions were audio-recorded and transcribed. Notes were taken at the remaining sessions. Sessions are discussed in more detail in following sections of this report. Throughout the conference, speakers answered questions and replied to comments raised by conference delegates, which fostered an interactive conference environment. Breakout Sessions Needs Assessments for Planning New Transportation Services The speaker on needs assessment is the Founder and President of the Evaluation and Training Institute, a non-profit consulting firm that conducts research, program evaluation, policy analysis, and training. Delegates in this breakout session were guided through the steps and potential pitfalls in developing and implementing several methods of needs assessment, including surveys, public forums, one-on-one interviews, and focus groups. Volunteer Driver Programs and How They Work in Concert with Other Community Transportation Options The panel at this breakout session on volunteer driver programs included a President of a non-profit firm that provides and advocates for senior transportation and community support and an Executive Director of a faith-based organization that provides a volunteer Applied Management & Planning Group 3

9 driver program for seniors. The panel spoke on how volunteer driver programs are essential to filling in public transportation service gaps and are amenable to coordination with transportation providers. Consumer-Based Strategies: Vouchers, Fare Subsidies and Car Programs The panel at this breakout session on consumer-based strategies included an expert on welfare reform and working family policy and a representative of a non-profit organization for individuals with disabilities. The panel provided solutions for improving employment transportation, such as car programs and a rural area voucher demonstration program. The Continuation of Transportation Solutions: Transit Services, Vanpools, Ridesharing and More The speaker at this participatory breakout session is experienced in the technical assistance and public policy aspects of transportation. The speaker addressed the continuum that individuals and organizations go through when they attempt to improve community transportation, ranging from learning the field s jargon to implementing a transportation plan. Operating a Transportation Program: From Liability and Fuel to Maintenance and Operations The panel in this breakout session included an Assistant Director who provides technical assistance to organizations that provide transportation and an experienced Director of a community transportation service that provides transportation to those in need. The content of this session was based largely on varying delegate questions that consisted of such questions as insurance and funding, which the panelists attempted to address. See Appendix A for a copy of the conference agenda. Overarching Themes Although each conference session was focused on specific issues, four themes common to many of the sessions emerged: The need for collaboration and coordination among transportation, faith-based, and community-based organizations in planning, marketing and implementing transportation programs. The need for collaboration and coordination to include consumers and other pertinent stakeholders (e.g. employers). An assessment of consumer needs is essential to developing and maintaining a responsive transportation program. The need to exchange ideas about what works, to publicize successes, and for transportation providers to maintain communication with one another. Applied Management & Planning Group 4

10 The need to use existing funding wisely and to relentlessly pursue additional funding at the federal, state, and local level. Evaluation Participants at the conference were given an evaluation survey to fill out at the end of the conference. As an incentive to complete and return the survey, CTAA offered a raffle prize of free registration to the CTAA EXPO 2007 in Reno, NV for one conference delegate. Time was given during the closing session to fill out the evaluation survey. Out of the 110 conference delegates, 57 evaluation forms were returned resulting in a 52 percent response rate. The 16 item evaluation form was comprised of forced-choice quantitative and open-ended qualitative questions. Conference delegates were asked to respond to a series of questions on conference sessions and overall experience. See Appendix B for a copy of the evaluation survey. Conclusions This document presents summaries of each of the conference s panel sessions and presentations, in addition to delegate questions. The main recommendation from experienced transportation providers was to involve the community in collaboration in planning community transportation because a transportation plan that truly addresses community transportation needs cannot be developed without hearing from those who are in the most need for transportation services. Faith- and community-based organizations often have regular contact with disadvantaged populations, which imply that these organizations would make an insightful partner in the transportation planning process. Conference delegates exhibited a great deal of commitment and passion about providing community transportation for those in need. This passion was demonstrated in the questions and discussions that emerged during and between sessions among delegates and presenters. Delegates expressed interest in participating in future conferences and meetings on community partnerships and transportation services in order to gain further information and resources necessary for their involvement in community transportation. Applied Management & Planning Group 5

11 Community Partnerships: What s Possible * Moderator: Scott Bogren Community Transportation Association Panelists: Dan Dirks Suburban Mobility Authority for Regional Transportation (SMART) and Community Transportation Board of Directors Detroit, MI Gary Hustis FaithLink Irondequoit, NY Panel The panel members represented two perspectives of transportation providers, from a small faith-based organization serving seniors to a large urban transportation system serving multiple communities. Mr. Hustis is a member of the faith-based organization FaithLink, which provides free transportation to seniors for medical and legal appointments in Irondequoit, NY. Mr. Dirks is the General Manager of SMART in Detroit, MI, a large transportation system consisting of a fleet of 287 fixed-route buses in addition to a network of over 130 community-sponsored para-transit buses. Panelists Transportation Issues Gary Hustis s talk focused on a faith-based organization s progression from a desire to help community seniors to the formation of a transportation system that provides free rides for seniors to medical and legal appointments. Irondequoit, NY has a population of approximately 52,000 people, of which 26 percent are seniors 60 years or older. In 1999, the Irondequoit Ministerial Association decided that they wanted to improve the lives of area seniors. Over the next two years, the Association conducted focus groups and interviews designed to gather information on the needs and wants of seniors. The resounding answer that arose from this needs assessment was that transportation to vital appointments was needed. Public transportation existed; however, not all seniors could get to a bus stop because of health and safety concerns. From this, the Irondequoit Senior Transportation Ministries emerged, of which FaithLink is a part. The first intention of the Ministries was to create a volunteer driver program because of low cost, but concern over volunteer availability and liability prevented this. As a result, the organization took the advice of don t do it yourself, find someone else to do it for you * This session was audio-recorded and transcribed. Applied Management & Planning Group 6

12 and formed a partnership with Medical Motor Services. In this partnership, the Irondequoit Senior Transportation Ministries owns a van, but it is in the care of Medical Motor Services. In addition, Medical Motor Services provides the dispatch center, drivers, and insurance and is paid through the Irondequoit Senior Transportation Ministries. Over the past two years, the program s consumers have more than doubled. Currently, the program offers transportation throughout the county to medical and legal appointments, and would like to expand their services to other trips such as to the grocery store and beauty salons. Whether you are a provider, a consumer or an advocate, never stop your advocation for making transportation better in your community. - Dan Dirks, SMART & Community Board of Transportation Dan Dirks described the transition of the Suburban Mobility Authority for Regional Transportation (SMART) from a failing bus system that was losing consumers daily and had a $20 million deficit to a successful transportation system based on community partnerships that provides 11 million rides per year. In 1995, SMART was on the verge of closing. The staff knew change was necessary and therefore re-evaluated who was being served and how they were being served. A millage (a tax on local property) was approved by voters to fund SMART. Voters expected change and as a result, changes were made. The fixed-route bus service was re-designed to connect consumers to job growth areas and to every city, township, and village in the service area. In addition, SMART reached out to individual communities to improve transportation in 73 local communities. SMART just celebrated the ten year anniversary of the Community Partnership Program (CPP), its paratransit community transportation system. To improve services, SMART needed to have FIND Flexibility, Innovation, Nerve, and Determination. The public wanted a grassroots bus system that was responsive to their needs, so SMART had to be more flexible. Therefore, services were tailored to meet the community s needs and SMART was able to decentralize some functions that were provided more effectively by local communities. In return, local partners became advocates for the program and inform SMART on program needs. With community partnerships, SMART became more innovative in determining who manages functions the best and most effectively. Each community is unique and scheduling packages are shared among partners. SMART also needed to be innovative in searching for funding; funding has been found from non-traditional sources such as hospitals. Staff has nerve in that they are willing to try anything to improve public transportation. According to Mr. Dirks, by offering an unconditional money-back guarantee, SMART has become a more responsive organization. All fixed-route buses are wheelchair accessible and SMART teaches the disabled how to ride the bus so they can maintain their independence. Small buses are used to supplement fixed-route buses. Retired buses are sold to faith-based and Applied Management & Planning Group 7

13 community organizations for $1 to improve employment transportation. One has to have determination to care about consumer needs. Mr. Dirks recommended that programs find out what their community s needs are and what their program has to offer to the community. A community needs assessment should be conducted in order to develop a coordinated transportation plan with transit partners and community- or faith-based organizations. According to Mr. Dirks, the key is to listen to what those in the community are saying. Although the SMART and FaithLink transportation programs differed greatly in size, experience, and community characteristics, both programs responded to their community. Community representatives were contacted directly to discuss their transportation needs. These community partnerships were essential to creating successful programs and remain important to efforts to improve existing services. Questions from the conference delegates What is the history of FaithLink s relationship with Medical Motor Services? Medical Motor Services is an organization that transports people between medical facilities and a short- or long-term care facility and for the most part is reimbursed by insurance companies. It is one of the country s oldest transit systems and was originally used to transport influenza patients. FaithLink s partnership extends this service to the home and legal appointments. Door-to-door service is provided, but full service is provided as much as it is needed, so for consumers with wheelchairs, the service is door-through-door. FaithLink negotiated a fee for all riders, instead of a different fee for wheelchair and nonwheelchair consumers. Each month an invoice of trips is sent out by Medical Motor Services, which is passed on to the town of Irondequoit. The town then gives the money to FaithLink and FaithLink pays Medical Motor Services. The van is owned by FaithLink, but is used by Medical Motor Services for their own use. So, in return they have provided a $40,000 ridership credit to FaithLink. All of those served by FaithLink are White. What is the reason for this? The service is open to everybody and anybody in the town. At board meetings this question has been asked several times. The program advertises on local cable access, through churches, and at apartment facilities. These advertisements are in English as the majority of Irondequoit speak English as their first language. Irondequoit is a mixed community and the program administrators do not know why all their riders are White, but would like this to change. How does SMART sell its retired buses for $1 and what does this mean for liability coverage and driver training? Instead of being auctioned, the retired buses (5 years old or over 100,000 miles) in the best shape are painted and offered with their maintenance record to community and faith-based Applied Management & Planning Group 8

14 groups which would use them for employment related transportation such as job training. In their condition, these buses cannot be operated for 40 hours a week, but can be operated for five to ten hours a week. Liability coverage and driver training are left up to the groups. They are welcome to attend SMART s driver training and SMART provides maintenance training. When SMART first began this, the Federal Transit Administration (FTA) cited SMART, but this was challenged. The FTA is trying to work through many of the transportation issues in order for transit systems to be more flexible. What are FaithLink s eligibility requirements and have they looked at their eligibility for FTA and other funding sources? Consumers need to be 60 years or older, live in Irondequoit, and be going to or coming from a medical or legal appointment. Only eight rides per month four round trips are provided so as not to exhaust funds. There are a few other minor criteria, but these are the main requirements. As for federal funding eligibility, this has not been looked at yet, but the program is in the process of doing so. As a county that is attempting to collaborate on transportation, what information and advice is there for working with a local transportation provider? It was recommended that if the transportation staff does not want to collaborate, transportation providers have governing boards with whom they can speak. SMART and CTAA can provide some good information. It also makes it easier to change transportation systems if there is a local transit tax for funding. If this tax is put up for vote, as 55 percent of the population is aged 55 or older, it is likely the tax will be supported. Applied Management & Planning Group 9

15 Meeting Mobility Needs: What are the Trends * Moderator: John Baker Strategies for the Future Austin, TX Panelists: William Spriggs, PhD Department of Economics Howard University Jon Burkhardt Senior Study Director Westat, Inc. Rockville, MD Alexandra Enders Rehabilitation Research and Training Center on Disability in Rural Communities University of Montana Missoula, MT The partnership deal is really important. We re all in this together. If we re in this together, our communities will benefit, we benefit when we act as a community and we have to help this community understand that investing in transportation gives an absolutely fabulous return to every single one of us. - Jon Burkhardt, Westat Panel The panelists represented individuals experienced in both research and public policy arenas who spoke on the various trends that have impacted or will impact transportation needs in the near future. These trends ranged in topic from economics to age to rural community partnerships for the disabled. Mr. Spriggs is a Professor at Howard University in the Department of Economics and is experienced in government and academia. Mr. Burkhardt, a Senior Study Director at Westat, has considerable experience in program evaluation and impact analysis. Ms. Enders is a Senior Research Associate and Policy Analyst at the Rehabilitation Research and Training Center on Disability in Rural Communities. * This session was audio-recorded and transcribed. Applied Management & Planning Group 10

16 Panelists Transportation Issues So again the issue has to be thought through. What are you doing for the real hours when real jobs for real low wage workers are available that can help them to accommodate getting back and forth to the job. - William Spriggs, Howard University Dr. Spriggs provided a brief overview of the economic trends in the United States and the current transportation needs of low-income workers, specifically those with children. Historically, the 1930 s government New Deal response to the Great Depression led to the passing of the Social Security Act in an effort to ease public fear. The Social Security system was then expanded in the 1960s to every person of working age, which contributed to a decrease in the poverty rate. At the time, perspectives on poverty changed; instead of viewing poverty as a moral issue, it was viewed as an economical issue. The unemployment rate decreased to 3 percent in the 1990s. Policy focused on people earning their way out of poverty and the Earned Income Tax Credit was revised. Welfare was reformed and replaced with the Temporary Assistance for Needy Families (TANF) program which provides temporary assistance while individuals transition to work. However, the belief emerged that there was really no solution to poverty. Today the economy is not as strong and poverty rates have steadily increased since There are several reasons for this increase. One such reason is that the federal government has not increased the minimum wage, although some states have done so because people who work ought not be poor. The increase in poverty has greatly impacted the low-income workers who have childcare and employment responsibilities. The Social Security system does not account for children who are legally unable to work. Children will remain in poverty as long as their parents remain so. In addition, transportation needs have not been addressed, which can be very complex as low-income parents struggle to travel from home to their child s daycare to work and later make the reverse commute. Job opportunities are usually outside of the city while childcare centers are usually in suburban areas. This means that parents spend a lot of time traveling back and forth and children spend long periods of time in childcare. More problems arise if a child becomes sick. The parent has to figure out how to reach their child and return to work which may not be possible through their transportation providers. There is also the issue of reverse commutes to consider as many low-income jobs go beyond the normal business hours of 9:00 to 5:00 Monday through Friday and public transportation may not be operating beyond these times. It is essential that these issues are considered in order to improve conditions for low-income workers if they are ever to truly be able to earn their way out of poverty. Applied Management & Planning Group 11

17 Mr. Burkhardt began his talk by providing some relevant statistics on aging such as: The population grows by one person every ten seconds which brings the United States population to 300 million people. In 2011, the Baby Boomer generation will start to turn 65 years old in an age wave. In 2020, 10,000 people will turn 65 years old everyday. The largest population growth consists of people 85 years or older. Currently one-fifth of our population is 65 year or older. While one-fifth of people 65 years or older do not drive, three-fourths of people 69 years or older do not drive. These statistics tell us that seniors will comprise a greater part of our population in the future, which will impact our society s transportation issues. This population has a large disparity in incomes and health. Medicare and the Social Security Trust Funds are nearing bankruptcy. Informal care provided by family and friends can overwhelm families, impacting these caregivers ability to work. As the population of those 65 years and older is increasing, senior travel needs should be addressed. At this age, most individuals are retired and will not be traveling to and from work; their number one travel need is transportation to medical appointments. The loss of independence from no longer being able to drive and the resulting forced dependence on others is difficult to adjust to as we identify ourselves in part by our ability to drive. This loss contributes to increased social isolation and depression. A problem that seniors (and other disadvantaged people) have is that there is not adequate public transportation, especially for those with disabilities, traveling to the areas where seniors travel. There is also a lack of awareness among seniors of existing transportation services. Through focus group research with seniors, Mr. Burkhardt found that the most important feature of transportation services is that they know when the bus will arrive to pick them up and, as with all consumers, they want control, they want autonomy, they want choice. So transportation providers need to offer reliable services and disseminate information better. Programs also need to collaborate in order to improve services. Mr. Burkhardt suggested that a tiered fare system might solve scheduling problems and improve services. There is also a need for more transportation modes and services, such as volunteer services that many faith-based organizations are involved in. For example, some seniors will need someone to assist them during medical appointments. In the long run, providing transportation to medical appointments to prevent illness is cost-effective compared to the money spent on nursing homes and trips to the emergency rooms. Funds are available from the FTA for mobility management. Overall, Mr. Burkhardt s message was that Mobility can make our lives better it can improve the quality of life. Ms. Enders talk focused on an exploratory national survey study conducted with Centers for Independent Living (CILs) and faith-based organizations in rural communities. As communities vary significantly there s a need for transit models to fit these variations. A lack of transportation is a common complaint in rural communities, especially for those with disabilities. CILs are community-based organizations run by and for people with Applied Management & Planning Group 12

18 disabilities. Currently, there are approximately 400 CILs in the country. While not all CILs are involved in transportation, they have an interest in transportation. Through focus group research and conference attendance, it has become apparent to Ms. Enders that faithbased organizations have contributed to improving transportation in local communities since 10 percent of the Section 5310 providers surveyed are faith-based organizations. Therefore, it was decided to also survey rural area faith-based organizations perceptions toward transportation in addition to CILs. Surveys were sent to all CILs located in a rural county that resulted in a 70 percent response rate. Out of the respondents, more than half reported that their organization provides some form of transportation, 37 percent have partnerships with faith-based organizations in outreach programs and less than one-tenth have a faith-based partnership to provide transportation. Next, a Yellow Pages search of all faith-based organizations within a 15 mile radius of the surveyed CILs was conducted. From the search results, 700 randomly selected faith-based organizations were sent a survey that resulted in a 40 percent response rate. Approximately one-third of responding organizations own a vehicle, more than half provide outreach programs to non-members and transportation service to members. Thirty two percent of respondents said that they were willing to provide transportation to persons with a disability and 19 percent would provide this service to the general public. However, barriers existed to their involvement including Predictability, lack of money, lack of staff, liability issues, lack of skills and knowledge. Both CILs and faith-based organizations responded that access to transportation in their areas is poor. This study shows that faith-based organizations vary in their willingness to provide transportation. Ms. Enders stated that the next step of research needs to identify characteristics of faith-based organizations that are related to their involvement in providing transportation. Although the panelists discussed trends that differed, they all implied that transportation providers need to address their community s unique trends, such as the transportation of workers between job and childcare centers or seniors to medical appointments in both rural and urban communities. In addition, Dr. Spriggs and Mr. Burkhardt stated that reforms at the public policy level are necessary to address transportation needs of low-income workers and an aging population, while Ms. Enders called for further research on rural community transportation and faith-based organization partnerships. Trends need to be addressed now to improve future transportation. Questions from the conference delegates What is a 5310 program? The 5310 program is a federal program for agencies and organizations that provide transportation for seniors and persons with disabilities. Funding is provided to states, which are in charge of administering funds. States vary greatly in how they administer these funds. Programs are eligible to receive funding for 80 percent of their program costs from these federal funds with 20 percent in matching state funds. Applied Management & Planning Group 13

19 Concerning Ms. Ender s research, would the findings have been different if faithbased organizations were asked about providing transportation to seniors? Seniors are perceived differently from the general public, so it is possible that responses would have been different. There needs to be more research on faith-based organizations interest in providing transportation. For volunteer programs that offer escort services to doctors appointments, how do they respond to HIPAA regulations? There is a report on the Administration on Aging (AoA) website addressing door-throughdoor transportation services (at that discusses six case studies from across the country. In this research, HIPAA was not an issue. What solution is there for low-income workers who have to leave work to care for a sick child but are dependent on a transportation provider that does not offer this reverse commute service? Dr. Spriggs s research has yet to find a transportation system that addresses this issue. When welfare was reformed, a sufficient childcare block grant was set aside, but this was not the case for the transportation block grant which lacks funds and is not viewed by policymakers as important to consider. This will need to be addressed when this grant is re-authorized. Has employer-based childcare been looked at as a way to improve the needs of lowincome working parents? Not all employers offer childcare and small businesses are not financially able to. Employer-based childcare does not address the desire for parents to have their child in a stable childcare facility as low-income workers are more likely to switch jobs. The placement of transportation hubs near childcare might be a better solution. Applied Management & Planning Group 14

20 Breakout Sessions Needs Assessment for Planning New Transportation Services Speaker: Clare Rose, Ed.D President Evaluation and Training Institute Los Angeles, CA Dr. Rose s question and answer breakout session focused on the necessary steps to conducting surveys, public forums, one-on-one interviews, and focus groups. The session was conducted in an interactive mode with delegates asking for specific details on how to develop and use each specific model of collecting information through needs assessments. When developing a survey instrument, it is essential to have a clear idea of what the survey needs to find out the survey s goal. Pre-testing the survey instrument ensures that questions are clear and understandable. A representative sample should be selected based on the target population and the sample size needs to be large enough to detect significant findings. The survey can be administered through several modes, such as intercept (e.g. face to face), mail, and internet. As surveys are returned, the data are tabulated for later analyses and interpretation. To conduct a public forum, the agenda is based on what needs to be accomplished the forum goals. Based on this, defining who should attend can be determined. The event needs to be publicized to attract the right people by giving them motivation to attend. It is also customary and expected that refreshments will be provided. It is important to choose a facility for the forum that is in a location that is convenient for participants to reach and can comfortably hold a large number of people, so cost should be determined beforehand. Participant responses can be captured by several methods such as audiotape, survey, and notes. As in most studies, the final step is the analyses and interpretation of the data. With one-on-one interviews, it is important to prepare ahead of time the questions that will be asked, as well as to determine the number of questions asked, keeping in mind that the more questions asked the less likely participants are going to answer. Differences and similarities between the interviews will need to be examined and the findings interpreted. For focus groups, an appropriate facility should be chosen that is both convenient and comfortable to participants. An interviewer s or moderator s guide should be used during the focus group to ensure that necessary questions are asked. Again, a representative sample based on the target population is essential to collecting useful information. People are more likely to attend if an incentive, such as a free monthly bus pass, is provided. Audiotaping the group is an advisable way to capture responses. Afterwards, responses need to be synthesized and data interpreted. Applied Management & Planning Group 15

21 Volunteer Driver Programs and How They Work in Concert with Other Community Transportation Options Moderator: Jane Hardin Community Transportation Association Speakers: Helen Kerschner The Beverly Foundation Pasadena, CA Jean Barrett Teel Faith in Action Caregivers West Austin Austin, TX In order to provide the best service to their riders, volunteer driver programs need to collaborate with other transportation organizations. The speakers at this breakout session discussed the importance that volunteer driver programs can have in meeting a community s transportation needs. Ms. Kerschner talked about how volunteer driver programs can improve seniors transportation needs by filling in the gaps of more traditional transportation providers. Senior transportation was selected by the White House Conference on Aging to be an important issue to voters. According to Ms. Kerschner, there are several ways to make senior transportation more accommodating, for example, by improving the availability, acceptability, accessibility, adaptability, and affordability of transportation. Coordination is viewed by Ms. Kerschner as essential to program planning, program sponsorship, driver recruitment, driver training (i.e. risk management), and destination transportation. For example, in program planning, other organizations such as city councils, community services, congressional offices, and foundations can help with insurance, vehicles, and funding. It is also possible, when deciding on program sponsorship (i.e. the program s administrative base), for volunteer driver programs to use an existing non-profit organization or add their services to an existing list of services instead of starting a completely new program. In a volunteer driver program it is essential to recruit volunteers; Ms. Kerschner suggested that commuters might be one source to approach. In providing destination transportation, it might be useful to contact senior groups as they might have already developed a transportation plan, but need someone to provide the services. In collaborating, public transportation providers and volunteer driver programs each have something to provide. Public transportation providers can provide vehicle loans, referrals, support, and funding, whereas volunteer driver programs can provide services that fill in public transit service gaps, cross jurisdictions, trip chaining (i.e. combining trips), and offer services on a 24/7 basis. Volunteer driver programs are amenable to coordination because Applied Management & Planning Group 16

22 they are low-cost and low-maintenance, have local commitment, are human service oriented, and offer services friendly to seniors. These services include multiple destinations, destination flexibility, supportive transportation such as door-through-door services, and destination assistance. Ms. Kerschner recommended that those with or interested in developing a volunteer driving program become familiar with transportation jargon, be aware of and advertise program strengths, and be involved in community transportation planning and issues. Ms. Barrett Teel spoke on how a Faith in Action s volunteer driver program has become involved in community transportation planning. The key for the program was to increase awareness of the program among public transportation providers and the general public. The program accomplished this by providing exemplary service, publishing a senior transportation guide (an adaptable Ride Guide template is available from Easter Seals at organizing and participating in local area conferences and studies, attending regional and national conferences such as the Area Agency on Aging conferences, and by serving on transportation boards in order to understand community politics and build relationships. Programs can benefit from these activities, according to Ms. Teel, by saving money from presenting at conferences attended, becoming aware of and involved with other quality programs, and, most importantly, providing better service because of increased recognition, funding, and collaboration. What is the opinion of the Independent Transportation Network (ITN) program? There are many models in this program, which makes the program very complex. CTAA is currently developing a complexity model. A replication of the program is being conducted in the urban area of Beverly Hills, CA. As for rural areas, the program is too complex and too costly to conduct. However, there are other models in existence such as volunteer driver programs that are more feasible for other communities. The OATS supplemental transportation system in Missouri that covers 50,000 miles is an example of a program model that meets its community s needs. In volunteer driver programs, strong leadership is necessary and public awareness is important to ensure that the service is provided to those who need the service. Applied Management & Planning Group 17

23 Consumer-Based Strategies: Vouchers, Fare Subsidies and Car Programs Moderator: Tom Howarth Father McKenna Center Speakers: Margy Waller Center for Community Change Ron Straight, Certified Community Transit Manager (CCTM) Developmental Services of Northwest Kansas Hays, KS Consumer-based strategies to improve community transportation and bolster economic development can vary greatly, as the speakers at this breakout session demonstrated. The speakers presented information on car and voucher programs. Ms. Waller s talk focused on car programs for low-wage working people. As welfare has transitioned from a cash-based system to a working-based system, the need for employment transportation has increased. The majority of people travel to work by car and are also more likely to choose a car over public transportation. Those with cars are more likely to be employed and to earn more than those without a car. Low-income individuals and families are less likely to have a car than those with higher incomes. Low income people are also more likely to pay more for a car. Ways to Work is a program that helps facilitate better loans and there are savings account programs that help individuals save for a car. Mr. Straight discussed The Traveler s Cheque Program, an APRIL demonstration project of a rural transportation voucher model, funded by the U.S. Department of Education s Rehabilitation Services Administration. In relation to the national population, rural areas do not receive a proportionate amount of funding. The program s goals were to increase employment outcomes for people with disabilities and develop a replicable and sustainable voucher model in the program s ten rural community sites in Alaska, Georgia, Illinois, Kansas, Massachusetts, Minnesota, Montana, New Mexico, Pennsylvania, and Utah. Dedicated staff researched the rural community site needs. About half of program consumer households had a vehicle and seven-tenths had household incomes less than $10,000. At the center of each site is a Community Transportation Coordinator (CTC). The CTCs find sponsoring organizations and businesses, negotiate with providers, communicate with the bookkeeper, and provide training to the consumer on how to use the vouchers. Simple duplicate cheques that register miles traveled were created based on the look of real checks. Over four years, the program has serviced 588 consumers, provided 92,587 trips, Applied Management & Planning Group 18

24 and covered 1,018,391 miles at $0.39 per mile. The majority of trips were work related and more than one-fourth of consumers succeeded in obtaining jobs. Several program lessons have been learned over the years. The program needs a committed leader who can commit a large portion of time and the program needs to provide different transportation options for communities with transit and those without. Also, taxi use limits the number of riders and was more difficult to manage. Mr. Straight ended by describing APRIL s Toolkit for Operating a Rural Transportation Voucher Program. What about car donation charities? These charities can be problematic as the charities may not be receiving the proceeds from the sale of the donated cars, resulting in costs to the government. Car donation charities have been recently revised to be more beneficial to those who donate cars and to lowincome workers who purchase the cars. What is the sustainability of the APRIL voucher program? Each site has different needs and the criteria to meet the community s needs should be clearly defined. What were the limits to voucher use? Vouchers were specific to each site. Some sites only provided vouchers for work related travel. Also, transportation providers limited how the vouchers could be used. How are liability and insurance issues handled? This depends on the organization. At the least, the vehicles need to be insured according to state standards. How can dialogue be opened up between mass transit providers and different transportation modes? There needs to be an open dialogue between transportation providers and it can also be useful to get the community involved to advocate for different transportation services. Public transportation is becoming more diverse and providers are addressing different modes. When a family of services is combined, all services benefit. How can more attention be focused on transportation? There needs to be more advocacy groups. A community s transportation needs should not be left to an individual transportation provider. The focus should be on the needs of the community in order to improve the community. It is a process to improve community transportation. Applied Management & Planning Group 19

25 The Continuum of Transportation Solutions: Transit Services, Vanpools, Ridesharing and More * Speaker: Chris Zeilinger Community Transportation Association Mr. Zeilinger s interactive breakout session discussed possible solutions or stages for individuals or organizations to use to improve community transportation. During his 18 years at CTAA, Mr. Zeilinger s experience in technical assistance and public policy taught him that communities differ greatly, especially in how they address transportation needs, but also that these needs are actually remarkably common. In Stage 1 in the continuum of addressing community transportation needs, it is essential to learn the transportation jargon and network with those involved in transportation. By learning the jargon, it becomes easier to speak to agents of change such as the Transit Authority, Department of Transportation, or Planning Committee and to learn how to change things. This is the stage for activism, which can identify pockets of need within a community and provide information on services to those with transportation needs. The public should be consulted during the transportation planning process, instead of at the end. For example, it used to be standard for a transportation plan to be developed prior to asking for input from the public, which was done at a public hearing in a government building. Holding informal public meetings in more neutral settings such as a church or library beforehand can aid substantially in devising a good transportation plan. This is an opportunity to learn of unknown consumer needs and hear suggestions from populations that might not have been heard from in other settings. It is also useful to gather information through formal research based methods, such as surveys. Stage 2 involves forming partnerships not only with transportation-based organizations, but with other programs that could be impacted by a lack of transportation such as job training programs that require participants to travel to and from training and work. It is important to examine how other services and programs relate to transportation. Examining mission statements might reveal program transportation needs. In addition, these partnerships could open up funding opportunities. Stage 3 is the implementation of a transportation plan that will make a change. It is important to note that this plan is not going be perfect; transportation plans can usually be improved upon and needs change with time. Information and referral services, such as transportation brokerages services (which was elaborated on by a delegate), can provide consumers with information on existing transportation services and arrange and coordinate transportation services. This informal networking can be informative on any service gaps and program impact. * This breakout session was audio-recorded and transcribed. Applied Management & Planning Group 20

26 Mr. Zeilinger asked another delegate to explain her rural Maryland community s experience in transportation. Ms. Zumbrun, an Assistant Director of St. Mary s College in Leonardtown, MD, related that her community has a limited fixed-route bus service in addition to taxis that does not adequately meet public need. Through political pressure and grassroots efforts, the hours of the fixed-route bus system have been expanded some, despite opposition from the transportation provider. This was an example of one organization s efforts to improve transportation in their community. Can JARC funds be used with other services, such as volunteer and medical services, and not be affected? Job Access and Reverse Commute (JARC) grants are federal grants provided through the Federal Transit Administration. The grants are given primarily to programs providing employment transportation for low-income workers. Financially, it can make sense to partner with another service. However, regulations on JARC grant use differ by state. Why do some states have JARC grants while others do not? While JARC grants are federal grants, decisions on the distribution of these funds are made at the state level and by urban transit systems. However, these grants do not come with federal guidelines, which can make states reluctant to use the funds. States should be developing their own guidelines for how funds can be used, but this results in variations among states that can produce unintended consequences of what the grant program was designed for. Cataloging the differences among state uses of federal funding is something that needs to be considered and would make a useful tool for organizations to advocate for transportation. What can be done to improve transportation regarding housing patterns and job centers in a community like Chicago? Chicago has extensive public transportation and does a good job of moving a large number of people to a central location. However, problems arise for more complicated travel that involves making several trips outside of this central location within a limited amount of time. Mr. Zeilinger suggested that disenfranchised individuals need to be educated on existing services. Guaranteed ride programs that often have partnerships with taxis when fixed bus routes are not in operation is also one option for larger communities. Applied Management & Planning Group 21

27 Operating a Transportation Program: From Liability and Fuel to Maintenance and Operations Speakers: Charles Rutkowski Community Transportation Association Santo Grande, CCTM Delmarva Community Services Cambridge, MD There are many variables involved in operating a transportation program, which can be daunting for new programs. This breakout session addressed some of these variables. The panel included individuals experienced in dealing with such issues. Mr. Rutkowski is an Assistant Director of Technical Assistance at CTAA and Mr. Grande is the Director at the Delmarva Community Services, which provides transportation to the disabled, seniors, and rural communities. Mr. Rutkowski spoke on the components needed by a non-transportation agency to provide transportation services. First, the community s transportation needs should be determined and a transportation plan developed that satisfies both the agency and the consumers. Community needs can be assessed through demographic analysis, peer analysis, communication with transportation providers, and consumer surveys. Agencies that work with the disadvantaged may have knowledge of consumer needs through their clients who they communicate with on a regular basis. Transportation services can be fixed-route, demand response, route deviation (hybrid fixed-route and demand response), and point deviation (service has set stops but not a set route, also called checkpoint service). Transportation providers, besides determining what service mode to use, need to set other parameters such as area, times, and days of service. To provide transportation services, an agency needs vehicles; equipment such as computers and radios; personnel for operations driving, administration, and maintenance; and funding to cover these costs. Funding sources include Federal Transit Administration (FTA) Sections 5310, 5311, 5316, and 5317, other federal agencies, local and state governments, local contracts, and fares charged to consumers by providers for services. Coordination, which is now being required by federal funding sources, can expand transportation opportunities and increase efficiency. Mr. Grande discussed some transportation research findings. Although transportation is vital to independent living, access to transportation is still lacking in many communities, especially in rural areas. There are 62 federal programs that fund transportation for the disadvantaged; however, as funding is not always tracked by these programs, it is unknown how much money goes toward transportation. The National Association of Area Agencies on Aging (n4a) conducted a survey with senior service agencies on transportation coordination. The survey found that approximately half of these agencies coordinate Applied Management & Planning Group 22

28 transportation services and have established a Coordinated Council or Joint Committee. By coordinating services with other agencies or organizations, 42 percent have observed an increase in operating efficiencies and 40 percent have been able to provide services to more seniors. Can in-kind funds be used for gathering and forecasting work in which information on current trends (i.e. age, income) are analyzed and used to make predictions about future transportation needs? As long as this work is done using non-fta funds, any kind of sweat equity (i.e., the contribution made to a project by people who contribute their time and effort) can be tracked for eligible match. How does one obtain research information, especially on senior health care transportation? Maureen Hensley-Quinn, who focuses on medical and rural transportation at CTAA, is one person to contact ( hensley_quinn@ctaa.org). It is also recommended that an Advisory Group of transportation stakeholders be formed to discuss each other s needs. With multiple organizations pursuing the same funding source, how do organizations prevent becoming territorial? With federal funds, it is encouraged that organizations coordinate to use funds to provide the best service possible, making it possible for multiple programs to be funded by the same source. Transportation coordination in Kentucky is being addressed in some ways. Should the communities in the state convene before those at the upper levels finalize a plan? Metropolitan Planning Organizations (MPOs) are responsible for urban planning. States that have planning mandates will have more impact across the board. However, it is preferable to get community agencies that want to participate in coordination, rather than the state having to enforce the mandate. Coordination provides an opportunity to expand and improve all transportation systems and services. Is it possible for public transit systems and other transportation systems to share resources (e.g. vehicles) so that all those in need of transportation are served? People should not be prevented from receiving a transportation service because they do not fit into a certain category. It might be that one agency cannot work with another because of artificial mandates or regulations, which needs to be confronted at the state or federal level. Applied Management & Planning Group 23

29 How does a faith-based organization overcome insurance hurdles? The higher the number of client groups using a vehicle, the exposure to risk increases and costs may rise as a result. Commercial insurance companies rate insurance policies on the number of claims that can be made. It is advisable to shop around for insurance providers that understand the needs of faith-based organizations. Although these organizations are harder to insure, there are carriers that will provide insurance. How can the problem of passengers using demand response transportation not wanting to ride with other passengers be prevented? If the possibility that they may be riding with other passengers is explained to consumers early, it is up to the consumer to either agree to use the service or find another mode of transportation. Is a fee charged for the demand response transportation service provided by Delmarva Community Services (DCS)? This program does charge a fee. It is important that all staff understand the fare policy. Does DCS provide transportation with an ambulance stretcher? No, but Mr. Grande states that his organization has been asked to do so. Does DCS coordinate medical transportation (i.e., dialysis treatment) with another medical transportation service? Yes. State and federal grants have allowed the organization to develop a coordinated medical transportation system among five counties. Who funds this dialysis medical transportation service? Dialysis transport for the program is funded by Maryland s Statewide Specialized Transportation Assistance Program (SSTAP) and the United Way. The program also charges consumers who can afford it $5.00. How many sources fund the Delmarva Community Services? The DCS has about 26 or 27 funding streams, including matching funds from counties. A recurring theme of this session was the necessity of building bridges in the community and figuring out how to provide needed services to all members of the community. Does the business community contribute money to DCS? The organization leverages relationships with the business community through the use of advertisements and involvement in the city council. Applied Management & Planning Group 24

30 A Focus on the Federal Government: What are our Opportunities * Moderator: Al Abeson Easter Seals Project ACTION Panelists: Erica Pelman Center for Faith-Based & Community Initiatives U.S. Department of Labor Doug Birnie Federal Transit Administration U.S. Department of Transportation Panel The panelists provided information on their federal programs and the positions and available support of the federal government with regards to transportation. Ms. Pelman is from the Center for Faith-Based & Community Initiatives, which aids faith- and community-based programs in navigating among the federal grants and programs. Mr. Birnie is the Coordinator for Special Services at the Federal Transit Administration (FTA) who has extensive experience in public policy and attempts to reform transportationrelated federal programs so they are more approachable and accessible by the public. Panelists Transportation Issues Erica Pelman discussed the White House Faith-Based and Community Initiatives Program and how it can assist programs with funding. Centers for Faith-Based and Community Initiatives have been incorporated into 11 federal agencies to ensure that faithand community-based organizations are treated fairly when competing for federal funds by making the government better equipped and easier to partner with and really allow [faith-based organizations] to be who they are without asking them to change. The Centers advocate for the simplification of the grant process to ensure that smaller organizations are not deterred from applying for federal funds. Ms. Pelman recommended that individuals applying for federal funds obtain the Grants Catalogue produced by the White House so that they can be aware of all available grant opportunities (on the Faith-Based and Community Initiatives website at updated regularly). Registering on was also recommended; this source allows users to electronically search and apply for federal grants. It should be noted that * This session was audio-recorded and transcribed. Applied Management & Planning Group 25

31 registration cannot be done in a day and can take up to one business week. Individuals can register on behalf of an organization or as an individual and a Data Universal Numbering System (DUNS) number unique to the organization is needed. The site allows one to enter areas of interest (i.e. transportation) and automatically sends s of the search results. In addition to resources available on its website, the Centers offer grant writing workshops across the country and the video series Touching Lives in Communities specifically for nonprofit organizations. Instead of being system-oriented and infrastructure-oriented, I think the lesson that we can learn in public transportation is to be much more market-oriented and aware of our customers and be willing to design services that meet their needs. - Doug Birnie, Federal Transit Administration Doug Birnie s talk focused on the United We Ride Federal Council and the SAFTEA-LU legislation. Public transportation is no longer just fixed-route bus systems; it now includes a family of transportation services, because if you provide a spectrum of services, you re all going to end up doing better. With public policy reforms such as Welfare to Work mainstreaming the disadvantaged, transportation has become essential to the success of these reforms. There are 62 federal programs that provide transportation; however, these programs often provide overlapping or duplicative services and slices of services that result in service gaps, which can be confusing to the consumer who needs transportation. In an attempt to rectify this problem, United We Ride was formed in the mid-1990s to coordinate these programs, simplify consumer access to services, and reduce service duplication. After its first year, United We Ride recommended that those receiving federal grants be required to have community coordination in their transportation planning process and that a national demonstration program should be conducted to examine the cost-effectiveness and efficiency of service collaboration of such services as vehicle sharing and a central call location that coordinates consumer travel plans. United We Ride has also formed a partnership with the Intelligent Transportation Systems Program to explore how technology can improve coordination and consumer needs. Mr. Birnie suggested that communities contact technical assistance networks to help them to implement transportation services. The United We Ride website ( is a good source for information on federal programs. The Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) provides valuable tools for working together that will aid human service programs in accomplishing their goals because it requires a coordinated public transportation plan in order to receive federal funding. It is important in developing this plan to have a Bunch Of the Right People Sitting Around the Table or BORPSAT. This would include all service providers and consumer representatives. This act recognizes the importance of mobility managers who coordinate different transportation modes and deal Applied Management & Planning Group 26

32 directly with consumers by allowing federal funds to be used to pay for these coordinators. The 5310 program (for seniors and the disabled), the Job Access and Reverse Commute (JARC) Program, and the New Freedom Initiative (NFI) Program (which provides services beyond what is required by the Americans with Disabilities Act) are human service programs that can provide resources and funding for organizations. However, the legislation should not be considered a plan to determine how funding for these programs is divided, but an attempt to get communities to look at the needs of those who the programs are meant to serve. The speakers at this panel demonstrated that the federal government is attempting to make the application process for federal funds easier for faith- and community-based organizations. There are also several resources for organizations to explore in looking for federal funding, indicating that organizations do not have to start from scratch. As Mr. Birnie pointed out, new legislation should make it easier for non-transportation organizations to become involved in transportation planning. Questions from the conference delegates Further explain what it means that there can only be one recipient for JARC, NFI, and 5310 funds? Under the SAFETEA-LU legislation, it is required that state or local officials designate one recipient who will receive the funds for the community. The designated recipient is responsible for determining who carries out the transportation plan projects, which can create a conflict of interest as many recipients in urban areas are transit agencies and these agencies and other organizations compete for the funds. However, in communities where the population is below 200,000 people, the state will receive the funds. It is also possible for an urban area transit authority to receive funds if the region is part of a major urban area. Overall, when funds are divided, approximately 60 percent goes to large urban areas, 20 percent to areas with populations between 50 and 200,000, and the remaining 20 percent goes to rural areas. What funds need to be matched to receive New Freedom Initiative funds? This depends. If funds are used for capital equipment, the FTA will put up to 80 percent in funding if the remaining 20 percent of funds comes from local, state or federal program funds. If funds are used for operating costs, the FTA will put up to 50 percent. How does one ensure that the right people are invited to the table during the planning process? SAFETEA-LU only states that the planning process has to be public participatory and that transportation providers need to be present, as well as human service agencies and representatives from the public (i.e. advocacy groups). Mr. Birnie stated that the FTA is considering methods to get non-transportation agencies to the table. In larger Applied Management & Planning Group 27

33 communities, it might be the case that there are too many people who want to be involved in the planning process and it becomes necessary to set up Advisory Committees that decide who will represent them at the table. The legislation leaves it up to the communities to decide how they make the planning process participatory. How can a cross-jurisdiction problem in which a local Department of Transportation allows the transportation of people out of the county but will not transport them into the county be overcome? There is no federal regulation that prevents transportation providers from crossing jurisdictions, but there could be local or state jurisdiction regulations. A coordinated community planning process could help to address any cross-jurisdiction problems as not everyone at the table is going to be concerned about or familiar with jurisdiction regulations, which will make it easier to oppose when developing a transportation plan that addresses the community s needs. Applied Management & Planning Group 28

34 Coming to the Table: Sharing Our Experiences * Moderator: Celeste Bagley Volunteers of America Alexandria, VA Panelists: Shirley Worthington United Way of Birmingham of Central Alabama, Inc. Birmingham, AL Cheryl Jones Volunteers of America of Western Washington Everett, WA Clark Byron Coalition for Independence Kansas City, KS Transportation is not an end. That is part of the challenge of it and part of why it s so complex to deal with. It s a means to an end. It s a means for people to get to work. It s a means for people to get to the doctor. It s a means for people to go shopping. It s a means for people to go the beauty shop. It is not an end in itself. - Shirley Worthington, United Way of Birmingham of Central Alabama, Inc. Panel The panel included representatives from faith- and community-based organizations who have become involved in improving their community s transportation by becoming active partners in transportation planning or providing services to the transportation disadvantaged. Ms. Worthington is the Vice President of Community Initiatives for the United Way in Central Alabama and has extensive experience in providing transportation services for low-income workers, seniors, the disabled, and rural populations. Ms. Jones is the Mobility Coordinator Manager for Volunteers of America of Western Washington and works to coordinate and improve transportation for her county. Mr. Byron is Executive Director of a Coalition for Independence (CIL) in Kansas City and has partnered with other non-profit organizations to conduct a needs assessment on transportation for his county. * This session was audio-recorded and transcribed. Applied Management & Planning Group 29

35 Panelists Transportation Issues Ms. Worthington focused on her experiences in becoming involved in transportation. The United Way in Central Alabama is a faith-based organization with the broad mission to meet the needs of the community, which includes transportation. During a recent 53- question needs assessment survey of the five counties that the organization serves, an ordering of these questions by rank placed all of the four transportation-related questions in the top ten community needs. By having the community list transportation as important, the needs assessment results became a tool to use to advocate before government officials and funders. Ms. Worthington has found that to get results at the planning table, in addition to having the right people at the table, it is important to know why the people are at the table or as she puts it WIIFM What s In It For Me. If those at the table are not highly motivated and passionate about improving the transportation situation, then little progress will be made. Also, while people may not be there for the same reasons, as long as the same goal is shared, there is no reason that differing motives should interfere in developing a transportation plan. The transportation field is challenging. In selecting strategies from the different transportation models and modes in an effort to improve transportation, it is essential that this selection is done in an intentional way. One strategy that has been implemented by the County Commission Coordinated System in Ms. Worthington s region was to require all transportation providers to coordinate in order to receive funding, which is also required now by the federal government under the SAFETEA-LU legislation. Other strategies that have been successful have been to use 5311 funds to broker trips with private vendors, instead of managing the vehicles themselves, which has been successful in rural communities. Also, the organization became involved with other faith-based organizations. Through the use of other surveys, it was noted that the community wanted better coordination and expanded services. In response, a single point of contact for transportation services for the region is under development and volunteers, mainly from faith-based organizations, are filling in service gaps across the counties. Ms. Worthington has encountered liability issues in having volunteers provide services. What she recommends is to research the state s Good Samaritan Laws to see what is covered by those laws, to maintain that volunteers have personal liability insurance on their vehicle and that homeowners or renters insurance has a slip and fall clause, and to look into specialized insurance for the organization, like CIMA, that can pay the deductible in case of a minor accident. Ms. Jones discussed her involvement in the Snohomish County-wide Coordinated Transportation Coalition (SNOTRAC) in Washington that has the goal of providing transportation for those with special transportation needs, including the disabled, seniors, children, families, non-english speaking persons, and persons with poverty-level incomes. Snohomish County has an urban center with surrounding rural areas that have limited access to transportation. When public transportation funding from a vehicle registration tax was cut, SNOTRAC was formed in 1999 to coordinate transportation and get funding. Applied Management & Planning Group 30

36 Since then, SNOTRAC has developed and implemented the Transportation Assistance Program (TAP) which provides transportation for the disabled and fills in the service gaps of para-transit and transit bus routes. To better serve consumers, SNOTRAC has developed a booklet that contains information on all county transportation options, a special transportation needs hotline that provides information on transportation, and a common intake form for all transportation programs. It is hoped that this will increase awareness in the community of the programs that are available. The Coalition is currently conducting an employment survey that examines travel patterns and transportation program awareness. Ms. Jones is involved in a faith-based organization, Volunteers of America, which is how she became involved with SNOTRAC as her organization joined SNOTRAC. Her organization s involvement in transportation is recent and emerged from its focus on providing basic needs programs for the disadvantaged. Ms. Jones advised faith- and community-based organizations to take the lead in coordinating transportation in their community, as well as to learn the jargon associated with transportation. It can be beneficial for an outsider who does not have a political agenda to test the boundaries of what can be done and be a sounding board for what makes sense for the community. In addition, faith- and community-based organizations can provide transportation services and insight on community needs, as they are more focused on the individual rider. In addition to Volunteers of America, transportation providers, human service agencies, Medicaid brokers, volunteer drivers, policy-makers, and, most importantly, consumers with special transportation needs are also at the table for SNOTRAC. SNOTRAC itself is governed by an Executive Committee that decides on what programs to participate in and a Steering Committee that is more involved in the day-to-day running of the programs. These committees include representatives from those at the table. Only programs approved by SNOTRAC will receive funding for transportation in the county. In the independent living movement, we have a saying, Nothing about us without us. We believe that that applies not just to people with disabilities, but to any people, any population who are receiving services from the community and from the government. The consumers of these services have to be at the table. - Clark Byron, Coalition for Independence Mr. Byron spoke on the steps taken thus far to develop a transportation plan in Wyandotte County, KS. The Coalition for Independence, where Mr. Byron is the Executive Director, is a Center for Independent Living (CIL) that serves those with disabilities. In the Kansas City region, there are urban and rural areas. However, while the majority of low-income workers live in the urban area, most of the jobs are in the developing rural areas. Also, in the wealthier neighboring county there is a commuter system that is not required to be ADA compliant and runs only during peak business hours, which makes it difficult for Applied Management & Planning Group 31

37 those who have jobs during the evenings and weekends to travel to work. As a result of these transportation shortcomings, the Coalition for Independence decided to form partnerships with other organizations to develop a transportation plan to improve county transportation. It was important to have partner organizations that represented the transportation disadvantaged, so organizations that serve those with low-incomes and the disabled populations were invited to the table; many of these were faith-based organizations. Once the partnerships were established, a survey was developed to identify those who need transportation services and where they need to be transported. The survey, which is available in English and Spanish, is currently in the process of being dispensed to a sample of 1,000 people who use transportation services. The surveys are administered face-to-face with consumers by a Task Force during intake processes or service delivery; address information is checked to make sure duplicate information is not collected. Currently, data from the survey is in the process of being analyzed, and a report on transportation trends will be prepared. The report will be instrumental in advocating for improved county transportation at the local, state, and federal level. The partnership also intends to form more partnerships in the community and use community resources, especially grassroots resources, to solve the county s transportation problems. Mr. Byron ended his speech by discussing some of the challenges the partnership has encountered. Although recently they have been successful in obtaining some media coverage, it has been a struggle to get media support. It is essential for non-profit organizations to ensure public awareness of their program through media coverage; therefore, press releases are sent to the media on a regular basis. Also, while there is mayoral support to improve transportation, the county commissioners do not acknowledge the need to improve transportation. This may be the result of the county commissioners consulting with employers in developing areas who, despite being underemployed, prefer not to hire low-income workers and thus inform the commissioners that there are no transportation problems in their area. The partnership plans on improving this disconnect in the future. All of the panelists at this session were non-transportation people who became involved in transportation as a part of their faith- or community-based organization s mission to improve conditions for the disadvantaged. In their effort to improve transportation, consumers were heavily involved in researching the community s transportation needs. In addition, these organizations did not approach transportation issues on their own, but collaborated with other organizations to better assess their community s transportation needs or to coordinate services for consumer convenience. Applied Management & Planning Group 32

38 Questions from the conference delegates In partnering with a faith- or community-based organization, what successes and failures have been encountered? Ms. Jones related that, while faith-based organizations do not attend Steering Committee meetings, they are a great resource for information and insight on the needs of the disadvantaged as they have direct contact with these individuals. Mr. Byron stated that when faith-based organizations were approached about forming a partnership, they were willing and were pleased to be invited to participate because they are often ignored as they are not a secular organization. Ms. Worthington noted that organizations can be reluctant to participate or will stop participating if addressing a community problem involves considerable time and effort; it becomes necessary to ensure that people have a real passion to improve the situation so that they ll continue their involvement over time. What successes or disappointments have there been in obtaining funding from local human service agencies? It can be just as challenging to find and obtain funding at the local level as it is from the federal level. Ms. Worthington advised organizations looking for funding to start at the local level and then branch out from there. In regards to Mr. Byron s speech, have employers been brought to the planning table to discuss the resources that improved transportation could offer? Mr. Byron stated that the partnership has been unsuccessful in their attempts to bring employers to the table. The county s employment consortium has also had difficulties in opening up a dialogue with employers from developing communities. Hopefully, the needs assessment report will highlight the dichotomy of employers reporting that transportation in the area is good but they do not have enough employees. Ms. Worthington also noticed this disconnect with employers and it was not until a needs assessment was done that it was realized that transportation was an important issue. This is why she believes that transportation has to be addressed at the state level for local communities to take notice. In her attempts to raise awareness of transportation, she has promoted the lack of transportation as an economic issue. Applied Management & Planning Group 33

39 Community-Based Organizations as Transportation Providers * Moderator: Carolyn Jeskey Director, Joblinks Initiative Community Transportation Association Panelists: Rex Knowlton, CCTM Wheels for Wellness Philadelphia, PA William F. Peterson, CCTM Center for Community Building, Inc. Harrisburg, PA Santo Grande, CCTM Delmarva Community Services Cambridge, MD Panel The panel members represented community-based transportation providers who discussed their experiences in their attempts to improve community transportation. Mr. Knowlton is a United We Ride Ambassador and is involved in his community s Wheels for Wellness (WOW) program that provides medical transportation. Mr. Peterson is President and Chief Executive Officer of the Center for Community Buildings, Inc. that provides employment and non-emergency medical transportation. Mr. Grande has 30 years of experience as the Director of Delmarva Community Services (DCS), a rural area program that provides transportation for the disabled and seniors, as well as community and public transit services for four counties. Panelists Transportation Issues Rex Knowlton spoke on his involvement with the Wheels for Wellness (WOW) community-based organization. The organization began in Philadelphia in 1959 as a volunteer program that provided the community with medical transportation. The organization has since expanded the types of medical transportation services it offers in reaction to the needs of the community. Recently, the organization has endured hardship when its contract with Medicaid, which provided funding for the transport of a majority of their consumers, was not renewed. Mr. Knowlton is optimistic though, believing that the loss provided a nice opportunity for the organization to not only rediscover itself, but rediscover some of the important work throughout the community that still needs to be done. In addition to past Medicaid transportation, WOW also provides Ryan White Title * This session was audio-recorded and transcribed. Applied Management & Planning Group 34

40 One transportation for people with HIV. While the organization does not provide fixedroute transit in urban Philadelphia, WOW aids in linking people to the city s fixed-route transit and shared-ride service; however, the organization also serves the neighboring rural Chester County, which has limited fixed-route transit. The organization is funded in part by the United Way, of which WOW is an affiliate, and through fundraising activities. WOW has found much support from faith-based organizations, which are also a good source for recruiting volunteer drivers. Mr. Knowlton ended his presentation with an anecdote about a parish leader in Chester County. A free clinic was set up in the county but due to the lack of transportation, people were not able to attend the clinic. Father Frank, a parish leader from the county, arranged to use the church bus to transport people to the clinic for one day and aided in recruiting volunteers who could help WOW transport people for two other days using a vehicle that was 80 percent paid for with 5310 funds. Overall, faith-based organizations have been critical to the success of the Wheels for Wellness organization. Our goals are to provide transportation services in a costeffective, efficient, and dependable manner with the utmost sensitivity towards the human needs of consumers, and have transportation that is predictable, reliable, and safe. Our values are built on building long-term relationships with public and private partners. - William F. Peterson, Center for Community Building Bill Peterson s talk focused on the development of a community-based Center for Community Building. In the mid-1990s, Mr. Peterson and his wife were approached by their pastor to investigate services that could be provided to help the community. In talking with members of the community, it was discovered that what the community needed most were childcare and transportation. Based on this information, a transportation model was developed that would provide employment transportation for adults and childcare transportation for children. This model was implemented to provide gap service in 1999 in collaboration with the local Transit Authority and other local providers such as taxi services. Later, the organization began to provide medical transportation and, in 2001, they contracted with an area health clinic to provide medical transportation. This medical transportation is a demand response service that is appreciated by the patients, as their wait time for transportation to and from the clinic has been greatly reduced. The Center is now the county s single point of contact for all medical transportation services. Through the years, the Center has taken advantage of mobility management opportunities to provide cost-effective and efficient transportation to its consumers. In their efforts, the Center has formed partnerships with public and private organizations that work with populations that are likely to be transportation disadvantaged, such as the disabled and low-income populations. Often these organizations need to be reminded that transportation is a basic component of a person s day-to-day activities. The Center has Applied Management & Planning Group 35

41 also been fortunate enough to have local government support, and the city has been able to donate vehicles to the Center. Mr. Peterson asserted that organizations interested in providing services to the people in their community need to find out who could impact their program and show up on a consistent basis at their meetings. Santo Grande described his 30 years of experience in providing transportation in the rural Delmarva Peninsula that encompasses the three states of Delaware, Maryland, and Virginia. Delmarva Community Services provides transportation to anyone in need, including the disabled, seniors, and low-income populations. When Mr. Grande joined the Delmarva Community Services organization, he quickly had to learn the jargon in order to find funding. Through increased funding and effort, the organization was able to expand its services. The organization started out by providing transportation for the disabled to an adult daycare center using a school bus. Later, vehicles were obtained and, when these vehicles were not in use, they were lent for free to other programs that used the vehicles to provide basic needs to community members; in return, these programs supported the organization s grant efforts. Over the years, the community-based organization has received Medicaid funding through a medical assistance grant for medical transportation, although this funding has been recently reduced. The need for this demand response medical transportation has decreased as the region s public transportation has increased, although fixed-route and para-transit systems could be improved upon. The organization has also been successful in obtaining 5311 and JARC funds. More recently, Mr. Grande has been approached by a faith-based organization about providing social weekend transportation for their community s immigrant worker population who do not have access to transportation. Delmarva Community Services was able to provide weekend transportation for the area and was successful in recruiting other faith-based organizations to provide transportation services for this population. A transportation provider for three neighboring counties was also approached to help provide this transportation, but was unwilling to expand its services. As a result, this person no longer provides transportation for these counties and instead Mr. Grande does. It is essential for transportation providers to respond to community needs and to expand their services accordingly. Mr. Grande advised those interested in providing transportation to find their community s service gaps and hold a public community meeting to discuss these gaps with the intended consumers. It is also necessary to consider future transportation needs for the community. There are several tools and technical assistance available to develop a community transportation plan; tools are available from CTAA, United We Ride, AARP, Community Services Block Grant (CSBG), and Community Action programs. The most essential key in this effort is communication: Communicate with everyone. All of the panelists at this session were community-based transportation providers who attempt to fill in service gaps for their communities. These transportation providers have reacted to community needs by expanding and revising their services accordingly. Applied Management & Planning Group 36

42 Additionally, panelists have reached out to both human service and government agencies to form partnerships to benefit all those involved. Questions from the conference delegates Is there a predominate theme or issue that contributes to a program s failure? Transportation services need to be properly provided to the community. If residents are not satisfied, political officials will hear about it and force the provider to improve services or replace that provider. Transportation providers need to provide services in accordance with their mission. What does turn-back mean? Turn-back is a capacity-driven term that refers to periods when transportation cannot be provided for a consumer. There are days when all rides are not able to be completed and this gets recorded as a turn-back. While this can be used to argue for increased funding, it is unpleasant for consumers and the organization. Consumers who encounter turn-back might be able to rearrange their transportation service appointment or they might be able to find transportation from another source. What is JARC funding? JARC stands for Job Access and Reverse Commute, a federal program that provides funding for employment transportation. In many areas, the job centers are not located where the people live, especially for low-income workers. Information on this program is available on the CTAA website (at In programs that use both paid and volunteer drivers, is it a legal problem to have volunteers that do the same work as someone who is paid? Mr. Knowlton has not encountered any legal problems using volunteers and paid staff. However, it is essential that volunteers get training that is parallel to those who are paid. Applied Management & Planning Group 37

43 Challenges, Opportunities and Next Steps for Ensuring Transportation for Those in Need Facilitators: John Baker Community Transportation Association Carolyn Jeskey Director, Joblinks Initiative Community Transportation Association The final session of the National Summit on Faith & Community-Based Partnerships consisted mainly of informal roundtable discussions. Conference delegates formed small groups and the session alternated between these small roundtable group discussions and open discussions that involved all delegates. During this session, delegates were provided an opportunity to ask any remaining transportation-related questions and to comment on the strengths and obstacles in their community s transportation, planned next steps to improve transportation, and what CTAA could do to aid them in their efforts. Questions from the conference delegates What are 5310 funds? The federal government responded to the need for transportation beyond public transit with the 5310 program that allocates money to states which, in turn, provide funding to organizations. The 5310 program funds (up to 80 percent of a program s or organization s cost) transportation services for seniors and individuals with disabilities funds are mostly nonprofit grants for communities with insufficient and non-existent transportation. There have been complaints that organizations that receive funding can be disconnected from other organizations, but with SAFETEA-LU legislation requirements, these organizations will have to collaborate. Funds can go to for-profit organizations in some cases, but 5310 providers are usually community- and faith-based organizations. What programs fall under SAFETEA-LU? Every six years Congress reauthorizes national transportation legislation. Federal transportation programs are funded by a tax on gasoline that goes towards federal public transportation and highways. This money goes to states and major metropolitan areas and funds programs such as 5310, New Freedom Initiative, and JARC and funds services that go beyond the ADA requirements, including flexible-route and para-transit services. SAFETEA-LU requires organizations that receive these funds to be involved in the coordinated transportation planning process; this coordinated process goes beyond combining funds by making an effort to fill in service gaps. Applied Management & Planning Group 38

44 What is a deadhead? This term refers to the time when no passengers are on-board a transportation vehicle. Medicaid does not pay for deadhead time. Are there publications available to use to train transportation providers about mental disabilities? There can be confusion among transportation providers who serve disabled populations, as those with disabilities do not need to state what their disability is when applying for services and transportation providers may not be aware of hidden disabilities such as learning disabilities, sensory deficits, and chronic disabilities like diabetes. Transportation providers should be able to provide services for all individuals with disabilities. Easter Seals is an organization that helps those with disabilities and is one source for information ( What oversight responsibility is there to prevent the New Freedom Initiative (NFI) process from being abused? Oversight has been built into the NFI program. NFI contractors go into organizations to observe and review their planning processes and expenditures to make sure the organization is meeting the requirements and not duplicating existing routes. Explain the percentage of JARC funds that can be used to fund a program? Up to 80 percent of a program s external funding can come from JARC and the remaining 20 percent needs to come from another funding source. JARC funds can be used for transportation planning. Can I double-dip or use funds granted to another organization? Yes. An organization or individual can be a sub-recipient of funds if they are carrying out the transportation plan of the designated recipient such as when a small community, because of its size, has another organization take care of its transportation needs. Note that, for small and rural communities, federal money goes to the state. The new cars on the D.C. Metro are not suited for senior or disabled riders. How can a problem like this be corrected? This is in violation of the American s with Disabilities Act (ADA) and, as such, a lawsuit could be filed. This sort of problem could be prevented by pilot testing such vehicles. While pilot projects usually are not funded by federal programs, it might be possible to obtain funding at the local level as agencies that fund transportation might fund a pilot study. It was recommended that organizations network with others who have done this before and start to look for funding in their local communities. Applied Management & Planning Group 39

45 How many ADA lawsuits are there? The number of ADA violation complaints has decreased in recent years, although there are some major cases currently being investigated. Usually funding for these programs is not cut but the case is turned over to mediation. These cases go to the Office of Civil Rights. What s working to engage faith- and community-based organizations around transportation? Delegates were asked to discuss the strengths and opportunities in their communities for faith- and community-based organizations to become involved in transportation. After roundtable discussions, groups were invited to present their findings, which are listed below. Several delegates commented that their communities are open to forming partnerships with faith- and community-based organizations and other stakeholder groups. Partnerships Transit agencies share/lease buses to churches for use on Sundays. Have gained credibility by collaborating with transportation study groups. Have built a collaborative group of organizations to address community transportation needs. Have a process for identifying mutual needs of partners from faith- and communitybased organizations. Include corporate stakeholders as partners. Involve seniors, low income residents, and disabled populations in planning and decision-making. Have partnered with a local advocacy group, which has reduced the concern over liability. The Faith in Action program exists in 48 states and is a time-tested program. Therefore, faith-based organizations do not have to start from scratch and can partner with this program. Communication with faith-based organizations, such as churches, groups, clubs, agencies, etc. is good. Have determined which faith- and community-based organizations actually participate and provide resources. Needs Assessment/Research Convening task forces addressing special issues/concerns. Conducting community needs assessment surveys. Focus on researching service gaps and community needs. Share information with faith- and community-based organizations. Obtain feedback on services from clients and riders through phone calls, surveys, and on-board conversations. Applied Management & Planning Group 40

46 Public Awareness Raised awareness of transportation needs and services at meetings. Successful in advertising and media engagement. Have good spokespersons. Have strong word of mouth through grassroots involvement. Funding Accessed federal funding programs. New funding streams available such as JARC, NFI, 5310, temporary assistance block grant, etc. Offer Multiple Services Offer different levels of transportation, such as fee vs. free and escort vs. door-to-door. Have overlapping systems that can pick up on problems. Volunteer Drivers Reimburse volunteer drivers. Gaining support from state government. Began a senior transportation demonstration program geared toward non-profits and faith-based agencies. Volunteers provide services to older, low-income riders. The program is 100 percent funded by the state. Other Accessed CTAA as a resource. Have a good situation as community is on federal lands so that population growth is controlled. Recognized drivers. What are the obstacles to greater engagement? Delegates were asked to discuss the obstacles in their communities that prevent faith- and community-based organizations from becoming involved in transportation. After roundtable discussions, groups were invited to present their findings, which are listed below. Although some delegates above stated that their communities have been successful in forming a coordinated transportation plan, other communities have encountered obstacles in forming partnerships. In addition, funding was cited as an obstacle to organizations becoming involved in improving community transportation. Lack of Coordination and Awareness of Transportation Leaders Have no appropriate champion for improved transportation and it is difficult to identify leaders. Applied Management & Planning Group 41

47 Lack of employer involvement in transportation. Communication barriers with transportation providers. Difficulty identifying who to approach to form partnerships. Difficulty identifying interested partners and getting their commitment. Difficulty identifying the right people to report information to. Need to unite faith-based groups together through a unified strategic plan. There are too many different missions and geographic areas to serve. Not being invited to participate in the transportation planning process. Unable to meet workforce, affordable housing, and transportation needs. Funding Funds for sustained transportation services. The cost of providing services to consumers. Unsure whether to pool funds between sectors to provide one service (i.e. health care, human service, transportation) or have a joint application for grants. The cost of liability insurance. The price of gas, maintenance, and insurance. Limited federal money. Extreme competition for funding. Being funded for a specific purpose and fearing the funds will not be used as intended. More staff and funding are required to support successful programs. Public Awareness Negative public perception of buses and taxis. Lacking knowledge of community transportation among the public. Lacking marketing and media coverage. Difficulty navigating through the large number of funding silos. Misconceptions among the public; need to establish credibility. Jurisdictional Difficulties Regional geographic boundaries limit service and coordination options. Jurisdictional fragmentation within a large urban area. Territorialism or turf conflicts among transportation providers. Unwillingness to Change Confronting organizations with the closed attitude that We take care of our own. Fear of change from entrenched practices. Other Need a wider outreach net or larger base to sustain programs. Volunteer recruitment and retention. Applied Management & Planning Group 42

48 Service gaps. Fear of ride sharing. Lacking educational outreach. Next Steps Delegates were also asked what their next steps would be once they returned to their communities. Responses indicated that delegates are interested in forming partnerships and becoming familiar with transportation legislation. Delegates responses are listed below. Initiate contact with faith-based organizations in the community. Become involved in the local transportation planning process. Meet with local legislators and faith- and community-based organizations to try to fill in service gaps. Review rules and guidelines of the 5310 federal program. Explore the CTAA website for sample needs assessment surveys and grant information. Contact the media to discuss transportation services and community needs. Review SAFETEA-LU and make comments on the draft sections 5310, 5316, and 5317 before the November 6, 2006 deadline. What can the Community Transportation Association (or other organizations) do to help? Delegates provided CTAA with recommendations on what they could do to aid organizations in their efforts to form partnerships to improve community transportation. Overall, delegates would like to have additional resources on legislation and programs. Find solutions to the liability problem. Host follow-up meetings similar in topic to the conference. Hold web seminars on the topic. More enforcement of United We Ride transit guidelines. Release more resources on the CTAA website. Provide more case studies, models, and best practices. Provide a listing of designated recipients of Federal Transit Administration grant funds in each state or metropolitan area. Help local communities get publicity. Involve powerful legislators in meetings. Directly provide communities and organizations with information on federal legislation. Involve Federal Transit Administration staff in more breakout sessions and roundtable discussions. Applied Management & Planning Group 43

49 Summary Conference delegates, as would be expected by participation in this conference, are highly interested in improving transportation for the disadvantaged. Delegates represented communities that varied in their transportation needs and willingness to address these needs. The formation of partnerships in the transportation planning process appears to be an essential component to effectively addressing a community s transportation needs and in engaging faith- and community-based organizations. An observation that emerged from the conference was that delegates more experienced in transportation would have preferred more detail, but this was not possible as other delegates were novices to transportation and it was important to the conference organizers that no one was left behind. Many delegates were novices in the transportation field and needed more basic information on transportation jargon, programs, and funding in order to effectively provide or improve transportation services for their community. Despite delegates varying level of expertise they all are genuinely interested in moving toward community transportation improvements. Applied Management & Planning Group 44