Accessible Bus Service in Palm Beach County, Florida

Englisher, Larry S.; Wexler, Amy L. · 1983 · ROSA P / United States. Urban Mass Transportation Administration

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Summary

This report evaluates the Palm Beach County Transportation Authority’s (CoTran) implementation of 100% accessible fixed-route bus service, funded by a UMTA Service and Management Demonstration grant. The project, conducted between 1978 and 1981, aimed to assess the feasibility, costs, and ridership impacts of retrofitting existing buses and purchasing new vehicles equipped with front-door wheelchair lifts. Palm Beach County was selected as a test site due to its flat terrain, warm climate, and large elderly population, which were expected to encourage lift usage. The evaluation, performed by Multisystems under contract to the Transportation Systems Center, analyzed operational data, equipment reliability, and survey responses from lift users, disabled non-users, drivers, and able-bodied passengers. The demonstration involved retrofitting 23 existing buses and purchasing 40 new buses, all equipped with Transportation, Design and Technology (TDT) G-30 lifts and clamp-type securement devices. CoTran implemented driver training programs covering technical skills and handicap awareness, alongside an extensive marketing campaign that utilized television, radio, and direct mail to inform the public. Despite these efforts, ridership remained low, peaking at only 151 lift boardings per month in March 1981, representing just 0.04% of total system trips. The report attributes this low utilization to several factors: low service frequency, widely spaced routes, long distances to bus stops, and significant environmental barriers such as the lack of curb cuts and sidewalks. Additionally, the initial lift equipment had design flaws, including a platform too short for some power-drive wheelchairs, which caused dissatisfaction among the disabled community. Financially, the project proved expensive relative to its usage. The annual cost of lift service was approximately $238,572, resulting in a cost of $56 per trip for operating expenses alone, or $153 per trip when including amortized capital costs. To achieve cost levels comparable to demand-responsive transportation ($12 per trip), ridership would have needed to increase more than tenfold. However, the service had a significant positive impact on the mobility of the few users who did ride; 69% reported traveling more often, and 95% indicated they would use the service again. Drivers reacted favorably to the equipment, viewing it as reliable, and able-bodied passengers did not perceive lift usage as causing significant service delays. The study concludes that while the project was successfully implemented, its potential was limited by the local environment and transit network structure. In areas with low service frequency and poor pedestrian accessibility, lift ridership remains minimal and is comprised primarily of individuals without other transportation alternatives. The report suggests that for accessible bus service to be viable, it must be supported by an accessible physical environment, such as regional curb-cut programs, and potentially higher service frequencies. The findings highlight that technical accessibility of vehicles alone is insufficient to generate significant ridership if broader systemic and environmental barriers persist.

Key finding

Lift ridership remained minimal at 0.04% of total trips, resulting in a high operating cost of $56 per trip, primarily because low service frequency and lack of curb cuts created significant barriers for potential users.

Methodology

mixed_methods

Sample size: 80

Provenance

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Summary generated by qwen3.6-27b-prismaquant on 2026-06-10; verification: verified.

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• bus coach