Access to Over-The-Road Buses for Persons with Disabilities
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Improving Elevator Performance by Monitoring Elevator Cab Volume by James O’Laughlin
EW ECO-ISSUES: Continuing Education Improving Elevator Performance by Monitoring Elevator Cab Volume by James O’Laughlin Learning Objectives After reading this article, you should: N Understand why some elevator applications have the problem of full elevator cabs stopping unnecessarily to service hall calls. N Be able to describe several methods that help minimize the problem of full elevator cabs stopping unnecessarily to serv- ice hall calls. N Recognize why camera technol- ogy provides a better solution for monitoring consumed elevator- cab volume. N Know the application require- ments for monitoring consumed CEDES ESPROS/VOL camera installation (photo elevator-cab volume using courtesy of New York Elevator) infrared camera technology. sponding to hall calls. Increasing the N Obtain knowledge regarding the number of elevators is one possibil- installation and operation of the ity, but is generally cost prohibitive. CEDES ESPROS/VOL Camera Destination-dispatch systems can sensor. also help to alleviate this issue. How- ever, destination-dispatch systems Optimal elevator system perform- are best implemented in new instal- ance has always been a concern for lations, and also may be cost prohib- facilities and building management. itive for modernization applications. People expect that the elevator will More cost-effective solutions include Value: 1 contact hour arrive shortly after they press the hall using load-weighing systems or call button. When the elevator ar- camera-based monitoring to deter- This article is part of ELEVATOR WORLD’s mine a threshold that corresponds to rives, people are disappointed when Continuing Education program. Elevator-industry it is full, and they have to press the the consumed volume inside the ele- personnel required to obtain continuing-education hall call button and wait for the next vator cab. -
Tips for Communicating with People with Disabilities
Tips for Communicating with People with Disabilities One important consideration for communicating with people with disabilities (PWD) is updating language to avoid terms and labels that could be offensive. A good rule of thumb is to use “person-first” language, which places the person before their disability and avoids using a person’s disability as a way to refer to them. Disability Out-Dated Language Respectful Language Blind or Visually Dumb, Invalid Blind/Visually Impaired, Person who Impairment is blind/visually impaired Deaf or Hard-of-Hearing Invalid, Deaf-and-Dumb, Deaf or Hard-of-hearing, Person who Deaf-Mute is deaf or hard of hearing Speech/Communication Dumb, “One who talks Person with a speech / communication Disability bad" disability Learning Disability Retarded, Slow, Brain- Learning disability, Cognitive Damaged, “Special ed” disability, Person with a learning or cognitive disability Mental Health Disability Hyper-sensitive, Psycho, Person with a psychiatric disability, Crazy, Insane, Wacko, Person with a mental health disability Nuts Mobility/Physical Handicapped, Physically Wheelchair user, Physically disabled, Disability Challenged, “Special,” Person with a mobility or physical Deformed, Cripple, Gimp, disability Spastic, Spaz, Wheelchair- bound, Lame Emotional Disability Emotionally disturbed Emotionally disabled, Person with an emotional disability Cognitive Disability Retard, Mentally retarded, Cognitively/Developmentally “Special ed” disabled, Person with a cognitive/developmental disability Short Stature, Little Dwarf, Midget Someone of short stature, Little Person Person Health Conditions Victim, Someone “stricken Survivor, Someone “living with” a with” a disability (i.e. specific disability (i.e. “someone “someone stricken with living with cancer or AIDS”) cancer” or “an AIDS victim”) NYLN & KASA1 General Tips Use a normal volume and tone when speaking to persons with disabilities. -
Dynamic Changes in Rail Shipping Mechanisms for Grain
Agribusiness and Applied Economics Report No. 798 June 2020 Dynamic Changes in Rail Shipping Mechanisms for Grain Dr. William W Wilson Department of Agribusiness & Applied Economics Agricultural Experiment Station North Dakota State University Fargo, ND 58108-6050 ACKNOWLEDGEMENTS NDSU does not discriminate in its programs and activities on the basis of age, color, gender expression/identity, genetic information, marital status, national origin, participation in lawful off-campus activity, physical or mental disability, pregnancy, public assistance status, race, religion, sex, sexual orientation, spousal relationship to current employee, or veteran status, as applicable. Direct inquiries to Vice Provost for Title IX/ADA Coordinator, Old Main 201, NDSU Main Campus, 7901-231-7708, ndsu.eoaa.ndsu.edu. This publication will be made available in alternative formats for people with disabilities upon request, 701-231-7881. NDSU is an equal opportunity institution. Copyright ©2020 by William W. Wilson. All rights reserved. Readers may make verbatim copies of this document for non-commercial purposes by any means, provided this copyright notice appears on all such copies. ABSTRACT Grain shipping involves many sources of risk and uncertainty. In response to these dynamic challenges faced by shippers, railroad carriers offer various types of forward contracting and allocation instruments. An important feature of the U.S. grain marketing system is that there are now a number of pricing and allocation mechanisms used by most rail carriers. These have evolved since the late 1980’s and have had important changes in their features over time. The operations and impact of these mechanisms are not well understood, yet are frequently the subject of public criticism and studies and at the same time are revered by (some) market participants. -
Iiii3 9080 02993 0523Iiii
MIT LIBRARIESI IIII390803 0002993 02993 0523IIII0523 .2: HYDDIEAICS THE HYDROFOIL BOAT (Dos Tragflugelboot) AME 'IGCS Dipl..Ing. K. Bililer STRUCTURAL MECHANICS Translated by E.N. Lobouvie, Ph. D. APPLIED MAhETICS December 1959 Translation 293 PrNC-TN~6 (Rev. 9-b8) ' II This tuwstln.to be disdnd oely wNlt~ith m s thmit off tA* IWld States Ord ts TnrlfftwIn. ,IMI ilMMIM liIIi i il li 111 . -,11 THE HYDROFOIL BOAT (Das Tragfliigelboot) by Dipl.-Ing. K. Builler HANSA, No. 33/34 (1952), p. 1090 Translated by E.N. Labouvie, Ph. D. December 1959 Translation 293 ABSTRACT This report gives a short summary of the development of the hydrofoil boat during the past 50 years. The limitations of size, the power required, and the stability of these high-speed boats are discussed. 6nrr I- I I_, I I __I 311~ba~ 0 'THE HYDROFOIL BOAT Although work has been going forward on the development of the hydrofoil boat for more than fifty years and although a number of such boats of the most diverse types and sizes have been constructed, the general public is not very familiar with this type of high-speed craft. However, the state of research and technology as well as the test results obtained with hydrofoil boats built thus far have enabled us for years to utilize hydrofoil boats which are of considerable size and are safe to operate in ship traffic. The technical and economic inter- est presently being shown in these boats justifies the assumption that the hydrofoil boat will soon develop into a familiar means of transportation in high-speed ship traffic. -
ELEVATOR INTERIOR DESIGN DESIGN SERIES Contact & About Table of Contents
ELEVATOR INTERIOR DESIGN DESIGN SERIES Contact & About Table of Contents Website www.ElevatorID.com Section 1 Contact / About EID • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • 1 Address 100 Marine Blvd Section 2 Elevator Cab Design Introduction • • • • • • • • • • • • • • • • • 3 Lynn, MA 01905 Elevator Cab Design Elevator Cab Series 100 • • • • • • • • • • • • • • • • • • • • • • • • • 5 Telephone (781) 596-4200 Elevator Cab Series 200 • • • • • • • • • • • • • • • • • • • • • • • • • 7 Fax (781) 596-4222 Elevator Cab Series 300 • • • • • • • • • • • • • • • • • • • • • • • • • 9 Elevator Cab Series 400 • • • • • • • • • • • • • • • • • • • • • • • • • 11 Note: An employee directory and further contact information is available on our website. Please visit ElevatorID.com/contact Elevator Cab Series 500 • • • • • • • • • • • • • • • • • • • • • • • • • 13 Section 3 Island Ceiling Design • • • • • • • • • • • • • • • • • • • • • • • • • • • • • 15 Formed to meet the needs of the ever expanding demands Through inventive collaboration and fusion of your About Elevator Interior Design Elevator Component Design Elevator Handrail Design • • • • • • • • • • • • • • • • • • • • • • • • • 17 and creative passions that fuel our world, Elevator Interior ideas along with our product expertise and command of Design provides the finest elevator cabs in the industry. materials, we deliver an elevator cab design that stretches the boundaries of imagination. Section 4 Material Selection Introduction • • • • • • • • • • • • • • • • • • • 19 -
Elevator Cab Refurbishment Specification
Elevator Cab Refurbishment Specification LOCATION OF PROPERTY: EQUIPMENT DESCRIPTION: UC Hastings Three (3) Traction Elevators 100 McAllister St. San Francisco, CA SPECIFICATION TYPE: SPECIFICATION DATE: Elevator Cab Refurbishment April 4, 2018 Part I: General Conditions A. Form of Agreement 1. This Specification was written to be included as an attachment to a refurbishment or construction form of agreement. Throughout this document, the word “Agreement” shall refer to that agreement, as well as any/all attachments, including this specification. It is acknowledged that, in some cases, terms and conditions found in this Specification may overlap with terms and conditions found in the Agreement. In most cases, such overlap will occur because this Specification has terms specific to an elevator refurbishment, versus the Agreement which is a general document. Wherever overlap or conflict exists within or between any portion of the Agreement and any attachment, the most stringent terms and conditions shall apply. 2. If any conflict or discrepancy occurs in this specification with respect to the work specified, Contractor shall notify ECA immediately so that ECA may issue an appropriate amendment to the specification. If such a conflict or discrepancy is discovered after the award of the Agreement, it shall be assumed that Contractor has bid according to the more expensive option. In no case shall a chargeable change order result from a conflict or discrepancy within the Agreement. B. Scope 1. The scope of this specification and the resulting Agreement is for the cab refurbishment of the subject elevator equipment. Contractor is fully responsible for all work required to perform the refurbishment according to industry standards and all applicable codes, laws and guidelines as modified by any authority having jurisdiction, except where specific tasks and functions are explicitly stated within the Agreement to be the responsibility of another party. -
Grain and Soybean Industry Dynamics and Rail Service
Grain and Soybean Industry Dynamics and Rail Service Analytical Models of Rail Service Operations Final Report Michael Hyland, Hani Mahmassani, Lama Bou Mjahed, and Breton Johnson Northwestern University Transportation Center (NUTC) Parr Rosson Texas A&M University 1 Executive Summary To remain globally competitive, the United States’ grain industry and associated transportation services underwent significant restructuring over the past fifteen years. New technologies, helped by weather changes, led to sustained yield volume increases in the Upper Midwest. To move larger volumes faster and at lower cost, the railroad industry introduced shuttle train service. Traveling as a unit to the same destination, shuttle trains save considerable time in transit and potential delay, bypassing intermediate classification yards. Grain shippers concurrently began consolidating and storing grain in larger, more efficient terminal elevators (shuttle loaders) instead of country elevators. This report examines the effectiveness of shuttle train service and the terminal elevators supporting the shuttle train system, under different demand levels, through the formulation of simple mathematical models. In order to compare shuttle and conventional rail service, this paper introduces three distinct models. The first model, referred to as the ‘time model’, determines the time it takes to transport grain from the farm to a destination (e.g. an export elevator). The second model, referred to as the ‘engineering cost model’, determines the aggregate variable costs of transporting grain from the farm to an export elevator. The third model, referred to as the ‘capacity model’, determines the maximum attainable capacity (i.e. throughput) of a rail network as a function of demand for rail transport and the percentage of railcars on the network being moved via shuttle service and conventional service. -
Nebraska Railway Council Study
NEBRASKA RAILWAY COUNCIL STUDY Wilbur Smith Associates in association with HWS Consulting Group Denver Tolliver, Ph.D. NEBRASKA RAILWAY COUNCIL STUDY prepared by Wilbur Smith Associates in association with HWS Consulting Group Denver Tolliver, Ph.D. December 4, 2003 TABLE OF CONTENTS Chapter Page No. 1 Nebraska Rail System 1-1 Rail System Components 1-1 Freight Railroads 1-1 Rail System Use 1-5 Rail Freight Traffic 1-6 Traffic Density 1-8 2 Grain Transportation 2-1 Modal Share 2-1 Rail Shipments 2-2 Strategic Agricultural Issues 2-4 Railroad Rates and Grain Elevator Network Characteristics 2-8 3 Light Density Lines 3-1 Light Density Line System 3-1 Screening Process 3-3 Core System Delineation 3-5 LDL Core System 3-6 Appendices Appendix A – Grain Transportation Analysis Appendix B – Light Density Lines Appendix C – LDL Elevator Locations Nebraska Railway Council Study i EXHIBITS Exhibit No. Page No. 1-1 Nebraska Rail System 1-2 1-2 Nebraska Freight Railroads 2002 1-3 1-3 Nebraska Rail Movements 2000 1-6 1-4 Nebraska Rail Commodity Volumes 2000 1-7 1-5 Destination of Shipments Originating in Nebraska 1-9 1-6 Origination of Shipments Terminating in Nebraska 1-10 1-7 Nebraska Rail Density 1-11 2-1 Nebraska Cereal Grain Transportation 1997 2-1 2-2 Nebraska Rail Grain Shipments 2000 2-2 2-3 Rail Grain Destinations 2000 2-3 2-4 Major Grain Elevators and Corn Production by County 2-5 2-5 Ethanol Plants Nebraska 2-6 2-6 Inbound Grain Shipment Distances 2-8 2-7 Grain Elevator Delivery Truck Configurations 2-9 2-8 Shuttle Elevator Radial Market 2-10 3-1 Nebraska Light Density Line System 3-2 3-2 LDL System by Railroad 3-1 3-3 Screening Process Flow Diagram 3-4 3-4 LDL Core System 3-7 3-5 Core System Light Density Lines 3-8 Nebraska Railway Council Study ii Chapter 1 NEBRASKA RAIL SYSTEM This chapter defines the Nebraska rail system by describing the major characteristics of each of the system’s components and the use made of them. -
Vehicle Acquisition
VEHICLE ACQUISITION F ederal Transit Administration Americans with Disabilities Act Circular C 4710.1 Draft Chapter for Public Comment October 2012 TABLE OF CONTENTS 1 INTRODUCTION 1 1.1 THE DOT ADA REGULATIONS 1 1.2 PROVIDING SERVICE ON BEHALF OF ANOTHER ENTITY: “STAND IN THE SHOES” 1 2 ACQUISITION REQUIREMENTS FOR PUBLIC ENTITIES 3 2.1 BUSES AND VANS 4 2.2 RAPID RAIL AND LIGHT RAIL 5 2.3 COMMUTER RAIL 6 2.4 OTHER CONSIDERATIONS 7 2.5 DEMAND RESPONSIVE SERVICE 8 3 THE MAIN ELEMENTS OF ACCESSIBLE VEHICLES 10 3.1 BUSES AND VANS 13 3.2 RAPID RAIL VEHICLES 17 3.3 LIGHT RAIL VEHICLES 18 3.4 COMMUTER RAIL CARS 21 3.5 OTHER CONSIDERATIONS 23 4 ENSURING THAT VEHICLES ARE COMPLIANT 24 4.1 UNDERSTANDING THE SPECIFICATIONS 24 4.2 OBTAINING PUBLIC INPUT 24 4.3 ADDITIONAL SPECIFICATIONS 25 4.4 INSPECTIONS 25 5 DEFINITIONS 26 6 AUTHORITIES 28 7 REFERENCES 29 APPENDICES APPENDIX 1 SAMPLE BUS AND VAN SPECIFICATION CHECKLIST !"#$#%#$&'()*+,($$ -./')+.$#)0*'1'2'34$&/,52.($6$%(,72$ 8)239.($:;<:$ =,>.$<$37$:? ! 1 INTRODUCTION This Circular chapter on vehicle acquisition serves as a reference document for public transportation providers acquiring vehicles to ensure that these vehicles meet the requirements of the U.S. Department of Transportation (DOT) Americans with Disabilities Act (ADA) regulations. It is the goal of the Federal Transit Administration (FTA) to help transportation providers meet their obligations under the ADA by outlining the regulations, describing effective practices, and presenting the information in an easy-to-use format. Please note that this Circular does not alter, amend, or otherwise affect the DOT ADA regulations themselves; transportation providers are advised to use this Circular in addition to (not in lieu of) the DOT ADA regulations. -
Battery Powered Wheelchair and Mobility Aid Guidance Document
Battery Powered Wheelchair and SafetyMobility requirements applicableAid toGuidance the carriage of battery powered Document wheelchairs and mobility aids when carried by passengers travelling by air Based on the 2019 Regulation compliance with the IATA Dangerous Goods Introduction Regulations. This document is based on the provisions set out in Passengers may only travel with a battery-powered the 2019-2020 Edition of the International Civil mobility aid with the airline’s approval. Proper pre- Aviation Organization (ICAO) Technical Instruction notification by the user helps to ensure that: for the Safe Transport of Dangerous Goods by Air (Technical Instructions) and the 60th Edition of the ▪ all in the transportation chain know what IATA Dangerous Goods Regulations (DGR). device(s) and battery type(s) they are transporting; Information on the DGR can be found here: ▪ how to properly load and handle them; and https://www.iata.org/publications/dgr/Pages/index. ▪ what to do if an incident or accident occurs aspx either in-flight or on the ground. The batteries that power wheelchairs and mobility The pilot-in-command must be informed of the aids are considered dangerous goods when carried location of the mobility aid with installed batteries, by air. These and some other dangerous goods that removed batteries and spare batteries, to best deal are permitted for carriage by passengers can be with any emergencies that may occur. transported safely by air provided certain safety requirements are met. The requirements are Inadvertent operation of battery powered mobility detailed in the IATA Dangerous Goods Regulations, aids can cause friction or electrical load which which are based on the ICAO Technical could lead to a fire. -
Accessibility Review
Accessibility Review Bell Island Ferry Service Department of Transportation & Works October 2017 MV Legionnaire MV Flanders Kathy J. Hawkins Manager, InclusionNL [email protected] www.inclusionNL.ca TF: (844) 517-1376 [email protected] Table of Contents Introduction …………………………………………………………………………………………….. 3 CTA Ferry Accessibility Code of Practice …………………………………………………… 3 1. Vessel Accessibility …………………………………………………………………………….. 5 MV Legionnaire………………………………………………………………………………….. 6 MV Flanders…………………………………………………………………………………….… 8 2. Maintenance……………………………………………………………………………………….. 10 3. Communication ………………………………………………………………………………….. 11 4. Disability Related Supports …………………………………………………………….…… 12 5. Personnel Training ………………………………………………………………………….…… 12 Overview of Recommendations ………………………………………………………………. 14 2 | Page Introduction The Dept. of Transportation and Works have engaged in a partnership with InclusionNL to review the accessibility features available on the vessels operating on the Bell Island Ferry Services (BIFS). As a part of this partnership, InclusionNL has completed an accessibility review of the MV Legionnaire and the MV Flanders. Staff has also spoken with passengers using the BIFS and have received complaints regarding barriers they may have experienced related to the accessibility on either of the vessels. The Bell Island Ferry Service is operational with two passenger ferries, the MV Legionnaire and the MV Flanders. Both ferries have unique characteristics related specifically to the accessibility of the ferry as passengers -
2017 Ada Update on Service Animal Rules
2017 ADA UPDATE ON SERVICE ANIMAL RULES The California Hotel & Lodging Association receives many questions regarding the rights and obligations of lodging establishments with respect to service animals. This document contains CHLA’s updated discussion of this topic. First, there has been a significant change regarding California law related to service animals. This change, which is discussed below, will make it easier for lodging operators to deal with guests who claim that their pets are service animals. Here are the basics of California law as it relates to service animals: • There was a time when the California Department of Fair Employment and Housing, which administers California’s Fair Employment and Housing Act (Act), took the position that the Act applied to the lodging industry. At that time, there was concern that lodging operators would have to comply with the more stringent requirements of the Act: (1) it is not limited to dogs— depending on the circumstances, the FEHA protects other types of animals and treats them as service animals; and (2) it provides protections for people who use “comfort” and “companion” animals. Contrary to the Department’s earlier position, however, CHLA was recently advised that the Act only applies to homes, condos, and apartments, and that it does not apply to hotels! • It is important for lodging operators to bear in mind that although the 2011 revisions to the ADA rules regarding service animals expressly state that (1) only dogs qualify as service animals,1 and that (2) “comfort” and “companion” dogs are not service animals,2 if a local jurisdiction in California has broader, more stringent rules than the ADA, the local rules must be complied with.