OPEN MEETING NOTICE
Mobility Advisory Committee
Sara Davis, Co‐chair and Jake Jacobs, Co‐chair There will be a meeting of the Mobility Advisory Committee, Wednesday, March 10, 2021 at 9:30AM via Zoom (a virtual meeting platform). See meeting invite for login info.
AGENDA (Total Time: 120 minutes) Procedural Business 1. Welcome and Sign‐in (5 minutes)
2. Approval of December 9, 2020 Meeting Minutes (2 minutes)*
Main Business 3. MAC membership vote (15 minutes) (Laura Machala, MARC) See attached table showing those who have expressed interest in continuing to serve or serving as new MAC members.
4. Coordinated Plan Data Update Completed (15 minutes) (Laura Machala, MARC)
5. CRRISAA 5310 funds information item (2 minutes) (Lisa Womack, KCATA)
6. Microtransit Update (20 minutes) (Justus Welker, Unified Government Transit and Josh Powers, Johnson County)
7. 2021 Workplan discussion (20 minutes) (Jake Jacobs, EITAS)
Additional Business 8. Member round‐robin (15 minutes)
2021 Meeting Dates (all from 9:30‐11) (virtual until further notice): June 9 September 8 December 8
Special Accommodations: Please notify the Mid‐America Regional Council at (816) 474‐4240 at least 48 hours in advance if you require special accommodations to attend this meeting (i.e., qualified interpreter, large print, reader, hearing assistance). We will make every effort to meet reasonable requests.
MEETING SUMMARY
Mobility Advisory Committee
Sara Davis, co‐chair Jake Jacobs, co‐chair
December 9, 2020
Meeting Summary Procedural Business 1. Welcome and Sign‐in (5 minutes) Meeting attendees signed in by typing their names and organizations into the chat box.
2. Approval of October 14, 2020 Meeting Minutes (2 minutes)* Meeting minutes were approved.
Main Business Updated MAC bylaws (Laura Machala, MARC) Ms. Machala provided an overview of the existing bylaws including the purpose of the committee and prioritizing 5310 funds. She then went over the changes to the bylaws that members would be voting on (which were discussed at the October meeting). These changes included amending: Meeting frequency from bi‐monthly to quarterly From missing three meetings/year to more than one /year triggers not being allowed to vote Membership make‐up from representing “at least four counties” to “multiple” counties From a specific breakdown amoung the disciplines to no specific breakdown From rotating meeting location between MARC and KCATA to “MARC and/or virtual”
Lisa Womack asked that the KCATA be left in as a meeting location possibility. The group agreed.
Lisa moved to accept bylaw changes with her edit, and Stephen Powell seconded. The motion passed.
3. Refreshing MAC membership (Jake Jacobs, EITAS) Mr. Jacobs described how MAC, per the bylaws, is made up of between 11‐20 member organizations with a variety of organizations represented. He described that Ms. Machala surveyed existing members after the last meeting and asked that people notify her if they wished to continue serving or serve as new members on the committee. Ms. Machala showed a table of 14 organizations that responded that they wanted to serve. She asked the committee if there was anyone else who might want to be a member. Farmer’s House, Johnson County Mental Health, and Truman Medical Center spoke up and asked to be included. Ms. Machala said she would follow‐up with these three and make sure she had members, alternates, and contact information for all. She also said that the new
membership roster would be voted on at the first meeting of the new year in March—current members and those seeking to be new members are eligible for that vote. Jen Jordan‐Spence asked if non‐members could still attend, and Ms. Machala responded that yes, MAC is open to the public. Ms. Womack asked if KCATA staff should remain a member or if someone else should have their membership spot. Ms. Machala responded that KCATA has traditionally had a spot and there is nothing in bylaws saying they cannot have a membership spot. Mr. Jacobs mentioned that while EITAS is listed as a funder, they are also a provider. Platte County BOS, though listed as a funder, is also a transportation provider and serves underserved populations. Ms. Machala explained that it is good when a member organization is cross‐listed as such.
4. 5310 Update (Margaret Brown, KCATA) Ms. Brown reported that the KCATA Board approved the 5310 Program of Projects (POP) at their November Board meeting. There were 14 recipients, acquiring up to 33 vehicles, and two that requested funding for contracts. KCATA anticipates official submission of the POP by the end of December. FTA generally takes 15‐20 days to review and then KCATA can officially submit. KCATA anticipates approval by late January or early February. Agreements will be sent to sub‐awardees within 30 days after that (April/May 2021).
5. Coordinated Plan Data Update (Laura Machala, MARC) Ms. Machala provided some background on the purpose of the Coordinated Public Transit‐Human Services Transportation Plan. She reported that it was last updated in 2018 and since then in June 2020, MARC adopted the long‐range transportation plan—Connected KC 2050. In consultation with FTA, MARC will synch data sources used in the Coordinated Plan with those in CKC2050. Then, going forward, both plans will be updated on the same schedule. She reported that an intern is helping to update the data and also she will need to hear back from the largest service providers (through a survey) on their service boundaries. At the March meeting, the completed update will be presented.
6. RideKC Service Change Update (Lisa Womack, KCATA) Ms. Womack reported that on November 23rd, KCATA discontinued some routes and did some service reductions in KCMO due mostly to staffing challenges due to COVID. There are some other cuts that will occur on December 14th—four more routes that will be temporarily discontinued. No routes in Wyandotte, JOCO, or Independence will be affected. For paratransit, no changes will occur, but they are struggling with trip volumes increasing along with the need to still social distance and also impacts to drivers who need to quarantine. KCATA is asking paratransit riders (like fixed route) to reduce trips if non‐essential and masks are required. Vehicles are still being deep cleaned and drivers will offer masks if riders do not have them. Microtransit fares were restored in November.
Additional Business 7. Member round‐robin (10 minutes) (Jake Jacobs, EITAS Mr. Jacobs kicked off the round‐robin. He talked about how EITAS was shut down from March until June. They are now transporting 280 people per day (normal was 600). Buses are fogged every night and cleaned in‐between routes. No drivers have tested positive, although some riders have. Reduced service has cost about $1 million to the organization.
Ms. Davis mentioned that all OATS passengers are required to wear a mask and that they are cleaning in‐between all passengers. Masks are provided if riders do not have one. One driver has tested positive.
Corey Stoltz (Johnson County Mental Health) reported that masks are passed out to all riders, they are sanitizing, and they have installed sneeze guards. They are doing about 105 rides/day currently.
Stephen Powell in Shawnee reported that while service took a hit because of COVID, they recently renewed their contract with WHC. They will be working with their Citywide Taskforce and staff at RideKC and Johnson County to look at restructuring their program to eliminate duplicative service.
Anne Miller from Don Bosco reported that she works with a senior center that is struggling to remain open (at 59th and Euclid—contact is Sharon Sanders). This center lost its transportation provider and so are looking for a new provider—she is asking if anyone can help. Mr. Jacobs asked that Anne have Sharon give him a call. Anne provided her email address: [email protected]
Alex Rotenberry with MARC—Complete and Green Streets Planner, mentioned some projects that he has been working on that might be of interest to the committee. Recently, MARC completed the “Pathways to Vision Zero Summit” that focused on roadway safety for all users. Also, MARC is encouraging local governments to adopt complete streets policies.
Margaret Brown (KCATA) informed the group that KCATA, being the designated recipient for 5310 funds, has developed a monthly bulletin called “Regs Up” that addresses program requirements. This bulletin goes out to recipients every month. Ms. Brown and Ms. Machala will make sure the bulletin also goes out to all MAC members.
Rachel Ohlhausen announced that the state of Kansas has a Go Get Tested website, where you can fill out a survey to get COVID tested (and there are multiple locations). Website is https://www.gogettested.com/kansas. Results are available within 48 hours.
Ms. Machala discussed how the first meeting of next year will be on March 10th with other meetings on June 9th, September 8, and December 8th. She brought up the 2021 workplan for the committee. She discussed how the years when the committee is not programming 5310 there is the opportunity for educational topics or other items that could be on the workplan. Ms. Ohlhausen mentioned collaborating with the committee on shared intake and referral. Ms. Machala said she would send out a survey to ask about topics that might be of interest to work on in 2021.
Ms. Davis adjourned the meeting and mentioned that the next meeting will be on March 10th.
ATTENDANCE
December 9, 2020 Chairs: Sara Davis, OATS Jake Jacobs, EITAS Other Attendees: Alex Rotenberry MARC Amy Wright Mental Health America Anne Miller Don Bosco Senior Center Angel Rose City of Liberty Anne Rogers Platte Senior Services Art Gough Citizen Carroll Ramseyer City of Olathe Christine Daw PCBS Corey Stoltz Johnson County Mental Health Dan Ryan Tri‐County Mental Health Dana Chatlin The Farmer’s House Deanna Adkins Platte Senior Services Denise Adams KCATA Denise Rohrbough Don Bosco Drew Pearson Wilson and Company Gino Taylor Truman Medical Center Jen Jordan‐Spence City of Gardner Jenny Spurling Johnson County Mental Health Center Jill Calvert Rainbow Center Jim Courtney Citizen Jim Huffman Life Unlimited Josh Powers Johnson County Karrie Duke Center for Developmentally Disabled Kim Greene FECKC Ken Murphy City of Grain Valley/EJC Transportation Com. Laura Machala MARC Linda Guerra‐Lara Guadalupe Centers Lisa Womack KCATA Margaret Brown KCATA Rachel Ohlhausen Jewish Family Services Rob Ellis Truman Medical Center Behavioral Health Roger Montero EITAS Stephen Powell City of Shawnee Teresa Wolken WHC zTrip
Organizations that have expressed interest in continuing as members of MAC or serving as new members:
Mobility Advisory Committee 2021‐2022 Membership Roster (Proposed) Discipline Member Organization Member Alternate Funders EITAS Jake Jacobs, Executive Director Roger Montero, Transportation Manager Funders Platte County Board of Christine Daw, Resource Heather Tremper, Services* Coordinator Transportation Coordinator Local Governmental Authority City of Olathe Carroll Ramseyer, Grant Jessica Hotaling, Housing Coordinator Services Manager Local Governmental Authority City of Shawnee Stephen Powell, Deputy City Stephanie Zaldivar, City Clerk Manager Local Governmental Authority Eastern Jackson County Ken Murphy, City Manager, Grain Mike Larson, Mayor, Sugar Transit Alliance* Valley Creek Service Provider Jewish Family Services Rachel Ohlhausen, Program Richard Odiam, Chief Program Operations Manager Officer Service Provider WHC WW, LLC dba zTrip Terry O'Toole, Regional Vice Teresa Wolken, General President Manager Transportation Provider KCATA Lisa Womack, Director, Mobility Pete Comer, Manager, Mobility Services Services Transportation Provider OATS Sara Davis, Oats West Region Judy James, Area Manager Director Transportation Provider Unified Government Irvin Jackson, Operations General Justus Welker, Director Superintendent Underserved Populations Area Agency on Aging (MO) Michele Castaneda, Integrated Cindy Terryberry, Community Care Specialist II Services Liaison Underserved Populations Don Bosco* Anne Miller, Senior Center Ann Van Zee, Development Director Director Underserved Populations Full Employment Council Kim Greene, Transportation James Bryant, Director of Career Coordinator Services Underserved Populations Life Unlimited Jim Huffman, Director of Mark Bertrand, Chief External Community Services Relations Officer Underserved Populations Farmer's House* Dana Chatlin, Director of Suzanne Zimmerman, Board Development Treasurer Underserved Populations Johnson County Mental Jenny Spurling, Transportation Ashley Barraza, Fleet Supervisor Health* Services Manager Underserved Populations The Whole Person* Kyle Samborski, Transportation Jim Keeney, CFO and IT Director *Indicates new potential members
MAC AGENDA REPORT Agenda Item No. 4 March 10, 2021
ISSUE: VOTE: Coordinated Public Transit—Human Services Transportation Plan Data Update
BACKGROUND: The Coordinated Public Transit—Human Services Transportation Plan (or Coordinated Plan) is a federally-mandated planning document, stipulated in Federal Transit Administration (FTA) Circular 9070.1G. It must identify the transportation needs of individuals with disabilities, older adults, and people with low incomes and provide strategies for meeting those needs as well as prioritize transportation services and projects for funding and implementation. The document is used for two primary purposes: 1) Guiding the programming process for FTA Section 5310 funding, and 2) Providing guidance to enhanced mobility providers on how to best advance the mobility independence of the aforementioned populations.
The Coordinated Plan for the Kansas City region is updated by MARC, in accordance with a memorandum of understanding (MOU) between MARC and the Kansas City Area Transportation Authority (KCATA). A major update was last undertaken in 2018. Since then, in June 2020, MARC adopted a new Metropolitan Transportation Plan (MTP), Connected KC 2050.
Going forward, to synch the update schedules of these two plans, MARC staff, in consultation with FTA, KCATA staff, and others, is undertaking this minor update of the Coordinated Plan. This update includes the following:
• Updating American Community Survey (ACS) data from the Census Bureau, so that it matches the data used in Connected KC 2050. • Updating basic information regarding the region’s fixed-route transit as well as paratransit services offered by transit agencies and other entities that provide transportation to older adults, people with disabilities and low-income populations.
Staff does not propose any updates regarding goals or strategies as part of this plan update. Those will be considered through the next major update of the Coordinated Plan.
POLICY CONSIDERATIONS: After adoption of this Data Update, going forward, the Coordinated Plan update schedule will be aligned with the MTP update schedule. This will mean that both plans will next be updated in June 2025.
RECOMMENDATION: Approve the 2021 Coordinated Public Transit—Human Services Transportation Plan Data Update.
STAFF CONTACT: Laura Machala
COORDINATED PUBLIC TRANSIT — HUMAN SERVICES TRANSPORTATION PLAN Guiding investment in enhanced mobility for older adults and individuals with disabilities in the Kansas City region Executive summary A person’s ability to get anywhere they need to go at any time to fulfill the regular demands of everyday life can be referred to as mobility independence. Mobility independence is a critical, if underappreciated, aspect of quality of life. Older adults, individuals with disabilities and low-income populations all face the potential threat of losing their mobility independence for different reasons. This threatens not only their quality of life, but their employment prospects, their ability to socialize with their community, their access to adequate nutrition and healthcare services, and much more. For these reasons, local, state and federal governments, as well as nonprofit agencies and private businesses have pursued strategies to assist these populations with earning or maintaining mobility independence. Furthermore, guidance provided through the Americans with Disabilities Act (ADA) requires that, among many other advancements, transit agencies provide complementary paratransit services to those with mobility limitations living within three-quarters of a mile of a fixed-route transit line. Other supplemental services have attempted to fill in gaps in that coverage over time. With so many services operating in the same areas, with roughly the same missions, it can quickly become overwhelming to determine the right option for the right individual. Additionally, a squeeze on funding opportunities has made it difficult for existing organizations to maintain or expand their services, or for new organizations to supplement the existing market.
For these reasons, it is critical to coordinate between these many service Public transportation includes various types of providers, and attempt to exploit efficiencies and economies of scale to provide multiple- occupancy vehicle services, such as more service at less cost. bus, streetcar, rail and demand-response A robust public transit and enhanced mobility network is essential to focused options. regional growth, an increased quality of life for all residents, and a healthy environment and economy. Public transit offers an affordable, equitable means of transportation and an alternative to personal vehicle ownership. Public transit and enhanced mobility transportation serve many purposes for a range of constituencies — children who ride the bus to school, teens traveling to their first jobs, young adults who are pinching pennies, seniors who can no longer drive safely, people with physical or mental limitations, and those who choose to limit driving to conserve resources. With shifting demographics, the number of people who use public transit and enhanced mobility services is projected to increase. Coordinated Plan This plan serves as the Kansas City region’s Coordinated Public Transit — Human Services Transportation plan (also known as the Coordinated Plan), as stipulated in Federal Transit Administration (FTA) Circular 9070.1G. According to that guidance, this plan must identify the transportation needs of individuals with disabilities, seniors and people with low incomes; provide strategies for meeting those local needs; and prioritize transportation services and projects for funding and implementation. This document is to be used for two primary purposes: (1) it will guide the programming process for FTA Section 5310 funding, and (2) it will provide guidance to enhanced mobility providers on how to best advance the mobility independence of older adults, individuals with disabilities, low- income populations and veterans within the Kansas City region.
To that end, this plan aims to accomplish four specific objectives: • Identify and catalog existing public, private and Figure 1: Human Services Transportation Coverage nonprofit transportation services. • Assess transportation needs for individuals with disabilities and seniors through in-person engagement, surveying and data analysis. • Develop strategies to address gaps identified through the Coordinated Planning process. • Prioritize the developed list of strategies to guide investment, particularly related to FTA Section 5310 funds.
Existing conditions The Kansas City region is located at the confluence of the Missouri and Kansas Rivers. The region is unique in that it encompasses portions of two states — Missouri and Kansas — and contains a variety of development typologies Figure 2: Fixed Route Transit Coverage ranging from very dense urban centers, to farmland and small towns. There is one Large Urban Area in the region, encompassing urban and suburban Kansas City, Missouri and Kansas City, Kansas. Since 2000, Lee’s Summit, Missouri has been the region’s sole Small Urban Area. Funding FTA Section 5310 funding represents the primary federal funding mechanism for enhanced mobility services in the region. Other options, such as local funding, Medicaid/ Medicare and Affordable Care Act funding mechanisms, provide other limited support. Funding is a primary challenge for service providers in the region.
Demographics Figure 3: Heat map of Enhanced Mobility Service Trip Origins Roughly 12 percent of the region’s population has at least one disability, 14 percent are over the age of 65, 11 percent are Deleted: 13 below the poverty line (and 26 percent are below 200 percent Deleted: 12 of the poverty level), and 8 percent are veterans. Several of Deleted: 22 these groups are expected to grow during the next 15 years, Deleted: 9 potentially stressing current service capacity levels. Deleted: Each Urban centers and rural areas at the metropolitan edge tend to have the highest concentrations of transportation- disadvantaged populations, presenting challenges for providing adequate, scalable levels of service across the region. Transportation options For those who are incapable of operating a personal vehicle, several options exist, including a fixed-route transit system and Figure 4: Heat map of Enhanced Mobility Service Trip Destinations
human service transportation services. Geographic coverage of these systems is adequate in the denser, urban areas of the region, but are largely bound by the I-435 loop, leaving rural areas with less coverage. Time of day, and day of week barriers exist for these services. Trip origins and destinations Origin/Destination data (OD data) was collected from programs around the region to analyze how enhanced mobility service users travel using current service models. Programs contributing data to this analysis include RideKC Freedom, RideKC Taxi1, Shawnee CityRides and Johnson County Catch-a- Ride. Deleted:
1 RideKC Taxi service is no longer in existence. The clientele it served are now served by RideKC Freedom and Freedom On-Demand.
The data shows a majority of rides originated from within the urban core (red areas Key engagement takeaways in figure 3), with a decline in program usage at the periphery of the Interstate 435/ • Providing education and up-to-date Interstate 470/Missouri 291 loop (white areas in figure 3), and then an even more information on how to get from place to substantial decline in rural areas (blue areas in figure 3). place can ensure that those who are eligible The concentration of destinations in the available data is more central, implying that a for certain subsidy programs are able to take majority of trip destinations are within the urban core (red areas in figure 4). advantage of them (e.g., ADA eligibility). Public engagement • Older adults and individuals with disabilities strongly disagree with statements In order to determine how older adults and individuals with disabilities perceive characterizing the current network as ideal and experience service gaps, opportunities and successes in transportation in their (for example, “I can get where I need to go at everyday lives, MARC sought to engage these populations directly. Outreach results any time of day”), indicating there is still work from previous planning processes, particularly from Transportation Outlook 2040 (the to be done to create a functional network for region’s previous Metropolitan Transportation Plan that pre-dates Connected KC these populations. 2050), are included to the extent that they inform the current planning process. • Personal vehicles and walking/rolling In late fall 2017, MARC distributed electronic and printed versions of a survey to were the most commonly used modes by assess current travel behaviors of older adults and individuals with disabilities. It transportation-disadvantaged populations. also asked about desires for and perceptions of a growing transportation network geared toward transportation-disadvantaged populations. This survey was provided • Respondents want to see expanded service electronically in both English and Spanish, and in a paper version that was printed in areas, infrastructure improvements and more both normal and large-print formats. diverse trip purposes allowed under existing programs and services. Four outreach events were organized in January and February 2018 to further assess the perceptions of these populations, their awareness of existing services, and how • Older adults and disabled participants were they would be best served by new and improved services in the region. less likely to own a smartphone. Those who do own one reported they were not likely to Finally, service providers, local community representatives and advocates for older use it for transportation purposes. As more adults and individuals with disabilities were engaged primarily through MARC transportation options use this technology, committees. Specifically, MARC staff engaged the Mobility Advisory Committee and education and potentially providing alternative the Regional Transit Coordinating Council (RTCC) each three times and the Total ways for these populations to access services Transportation Policy Committee (TTPC) twice. should accompany those developments. Desired improvements Participants were asked to rank, in order of preference, three possible improvements to transportation network for older adults and individuals with Level of service gaps disabilities. These statements were crafted in such a way as to make • Most enhanced mobility services and fixed-route transit routes have them mutually exclusive, with the intent of truly distinguishing gaps in service on nights and weekends. participant preferences. • There are few services providing assistance beyond curb-to-curb Most participants rated the first choice, “service to more places,” as pick up and drop off. their most desired priority. “Cheaper service” was the most-frequent Gaps in capacity second priority, but “on-time service” received the second-most • According to service providers, funding is the primary barrier to ratings as first priority, and “cheaper service” received more than expanding services. double of the third priority votes as the other two improvements. • Transportation-disadvantaged populations will grow substantially These patterns were consistent across study groups (i.e. in-group vs. over the next 15 years. The region’s enhanced mobility out-group) and income groups. infrastructure will need to adapt and grow to accommodate this It can be safely assumed that “cheaper service” is the third ranked priority, increased demand. “on-time performance” is the second ranked priority, and “service to more User Satisfaction Gaps places” is the most-desired improvement for this survey’s respondents. • Older adults and individuals with disabilities strongly disagree with Needs analysis statements characterizing the current service network as ideal, e.g. “I can get where I need to go any day of the week,” indicating that Through the public engagement and existing conditions analysis, there is still work to be done in creating a functional network for MARC identified a series of needs and gaps in the enhanced mobility these populations. infrastructure of the Kansas City region. • Users want expanded service, infrastructure improvements and to Geographic gaps be allowed to take more diverse types of trips.
• Rural areas, particularly in Kansas, have substantially fewer Gaps in Information and Accessibility resources than urbanized areas. • Information and education services need to be improved to ensure • Wyandotte County has a higher-than-average concentration of that users can access available capacity easily transportation-disadvantaged populations, but fewer mobility • Active transportation connections to and from enhanced mobility options than other urban and suburban areas. and fixed-route transit services need to be improved to ensure
• Fixed-route transit near and beyond the I-435/I-470/Mo-291 loop is that transportation-disadvantaged populations can access the lacking. transportation network. • There is geographic duplication of services in Johnson and Jackson • Older adult and disabled participants were less likely to own a counties, although services may serve specific populations or smartphone. Those who do are not likely to use it for transportation provide specific levels of service. purposes.
Strategies a. Continue to improve the region’s One-Call/One-Click capabilities.
To fill these gaps, and fulfill the needs identified in this plan, MARC b. Simplify information being conveyed to the public. developed a series of goals and strategies, which were vetted by the c. Publicize changes to existing services, service expansions, and Mobility Advisory Committee, Regional Transportation Coordinating the introduction of new services clearly and in a timely manner. Council and Total Transportation Policy Committee. d. Engage transportation-disadvantaged populations directly to 1. Goal — Maintain existing regional mobility service levels understand their needs. a. Replace vehicles past their useful life. e. Use data to make informed decisions about enhanced mobility b. Sustain funding levels for subsidized fare programs. services.
c. Secure sustainable funding partnerships. f. Establish regional service standards.
Examples of eligible projects: vehicle replacement, subsidized program g. Ensure that all service providers are equipped with data tracking continuation capabilities. h. Ensure that service providers are coordinating with MARC staff 2. Goal — Expand regional mobility service levels to map, analyze and publicize service areas, trends and network a. Expand service hours into nights and early mornings or increase Deleted: mornings, or gaps. service frequency and/or responsiveness. Examples of eligible projects: marketing materials, mobility b. Expand days of service, including weekends. management, One-Call/One-Click functionality, data resources c. Expand level of service from curb-to-curb to door-to-door, door- Goal: Bridge gaps in the built environment to improve network through-door, or beyond. 4. accessibility d. Expand the types of trips that are eligible for service populations a. Construct ADA-accessible infrastructure to improve safety and (e.g., work-based trips, recreational trips, utilitarian trips such as accessibility of transit facilities. grocery stores and pharmacies, etc.). b. As on-demand services expand, consider accessibility of e. Leverage partnerships to reduce duplication. destinations beyond transit facilities, including integrating f. Improve administrative efficiency through mobility management universal design principles into local development policies across and coordination to expand cross-jurisdictional transportation. the region. Examples of eligible projects: expand hours, days, or geographic c. Support the implementation Smart Moves 3.0 recommendations, coverage; improve inter-regional travel; enhance levels of service including mobility hubs and active transportation infrastructure. 3. Goal — Improve the quality and accessibility of information to Examples of eligible projects: ADA sidewalks, curb cuts, crosswalk the public signals and other improvements to the built environment
CHAPTER TWO: EXISTING CONDITIONS This chapter will establish who the target populations for enhanced Figure 5: Kansas City Region Urban Areas mobility services are, where they live, where they want to go, and the current options for getting to those destinations. It will also briefly address existing funding frameworks. The Kansas City Region The Kansas City region is located at the confluence of the Missouri and Kansas Rivers. The region is unique in that it encompasses portions of two states, Missouri and Kansas, and contains a variety of development typologies ranging from very dense urban centers to farmland and small towns. There is one Large Urban Area in the region, encompassing urban and suburban Kansas City, Missouri and Kansas City, Kansas. Since 2000, Lee’s Summit, Missouri has been the region’s sole Small Urban Area. The Kansas City Area Transportation Authority (KCATA) is the designated recipient of 5310 funds apportioned to the Kansas City Urbanized Area under MAP-21 (and continued under the FAST Act). A full description of 5310 funds is below. Other neighboring recipients include Lee’s Summit and St. Joseph, Missouri, which, as Small Urbanized Areas, apply for 5310 funds through the State of Missouri. While the competitive selection processes for 5310 funds in these areas do not overlap, many services awarded 5310 funds in these areas do. As the region’s Metropolitan Planning Organization (MPO), the Mid- America Regional Council (MARC) serves 119 communities in nine- county region, including Platte, Clay, Ray, Jackson, and Cass Counties in Missouri; and Leavenworth, Wyandotte, Johnson, and Miami Counties in Kansas.
Funding FTA Section 5310 The most significant funding strategy available for enhanced mobility providers is Federal Transit Administration (FTA) Section 5310 funding: Enhanced Mobility of Seniors and Individuals with Disabilities. This program provides federal match funding for public transportation projects planned, designed and carried out to meet the special needs of older adults and individuals with disabilities when public transportation is insufficient, inappropriate or unavailable. MARC operates under a Memorandum of Understanding (MOU) with KCATA to undertake the competitive selection process for the region’s 5310 funds, provide staffing services for the Mobility Advisory Committee, which programs those funds, and maintain the region’s Coordinated Plan. This document represents that Coordinated Plan for the region, and, among other things, is meant to guide the programming of FTA Section 5310 funds for the Kansas City Urbanized Area. Other Funding Availability While the FTA Section 5310 program is the most robust funding opportunity for enhanced mobility services provided by the federal government, it is not the only opportunity to fund enhanced mobility services. And as the aging population grows, demand for enhanced mobility services is expected to grow, further tightening funding for those services. User-Side Funding Non-emergency medical transportation (NEMT) is an eligible expense for low-income beneficiaries of Medicaid, and state Medicaid programs must assure that Medicaid beneficiaries have transportation access to all medically necessary services. Separate from emergency ambulance service, NEMT entails transportation to and from doctors’ appointments, dialysis, chemotherapy, etc. Medicare can also be used for medical transportation, but only in the case of emergency, or if the user otherwise requires ambulance transportation. The Department of Veterans Affairs also provides NEMT services for low-income and disabled veterans. Provider-side Funding Under the Patient Protection and Affordable Care Act of 2010 (ACA), the Community-Based Care Transitions Program, Community-Based Collaborative Care Network Program, and Balancing Incentive Payments Program provide funds to community-based organizations together with hospitals to reduce readmission rates, improve the transition process for patients, and facilitate aging in place, respectively. Providing transportation is an eligible expense under these programs. In Missouri, Senate Bill 40 is a state tax levy that provides funding for residential, vocational and other programs and services through boards throughout the state. Once formed, a board may create sheltered workshops, residential facilities, or related services for the care or
employment of handicapped persons. These funds may be used in part to fund transportation services for these populations. Title III-B of the Older Americans Act (OAA) provides funding for transportation services as well. These funds, distributed to state agencies, have many uses, including case management and home assistance services in addition to transportation. These funds are used by Area Agencies on Aging to fund essential service transportation (e.g. NEMTs, grocery trips), and site transportation (e.g. congregate meals). There are also general revenue funds available from states. In Missouri, the Missouri Elderly and Handicapped Transportation Assistance Program Deleted: is
(MEHTAP) reimburses eligible not-for-profit organizations for operating expenses for approved transportation projects. Deleted: ¶ ... Demographics Instances of Disabilities in the Kansas City Region by Age According to the 2014-2018 American Community Deleted: 2012 120,000 Survey 5-year estimates, roughly 12 percent of the Deleted: 2016 100,000 area’s 2 million people over the age of five in MARC’s Deleted: 1.9
nine-county service area reported having at least one 80,000 disability. Of those, 35 percent were over the age of Deleted: 37 60,000 65.
Population 40,000 By far, the most prevalent disabilities in the Kansas Deleted:
64 year age group has significantly higher incidences Source: ACS 2014-2018 5-year estimates of ambulatory disabilities than older cohorts, and that as that group ages into the 65 years and older age Current Snapshot of Aging Populations and group, it will potentially stress the existing service Deleted: s infrastructure. Potential Growth
Older Adults Region Approximately thirteen percent of the region is Ray Deleted: T Platte currently 65 years of age or older. The share of the Jackson regional population aged 65 years and older is Clay expected to grow substantially over the next 15 years, Cass Wyandotte as about 20 percent of the region’s population, Miami currently aged 50-64 years old, is expected to age into Leavenworth that group during that time. In terms of share of the Johnson total population made up of individuals age 65 and 0% 5% 10% 15% 20% 25% older, the largest growth is expected in Platte County, 65 years and older 50 to 64 years Deleted: T Missouri (7.8 percent), and Wyandotte and Johnson Counties in Kansas (6.8 percent). Source: ACS 2014-2018 5-year estimates
Veterans Veteran Population by Age 25,000 In the Kansas City region, about 8 percent of Deleted:
Source: ACS 2014-2018 5 year estimates
Veterans as Proportion of Age Group 30% 25% 20% 15% 10% 5% 0% Johnson Leavenworth Miami Wyandotte Cass Clay Jackson Platte Ray
18-64 65 and Older
Source: ACS 2014-2018 5 year estimates Characteristics of Veterans 100%
80%
60%
40%
20%
0% Johnson Leavenworth Miami Wyandotte Cass Clay Jackson Platte Ray Veterans (not below poverty or disabled) Below poverty Below poverty and disabled With a disability
Source: ACS 2014-2018 5 year estimates
Low-income households Ratio of Income to Poverty Level in the Past 12 Months Transportation is also a challenge for households Regional Total with low-incomes and households without access Ray to personal vehicles. Almost 11 percent of the Deleted: Twelve Platte region’s households reported income below the Jackson 28 federal poverty line, and 27 percent reported Clay Deleted: income below twice the federal poverty level. Cass Wyandotte County has the highest concentration of Wyandotte poverty in the region, with 20 percent of households Miami Deleted: 2 below the federal poverty level, and 46 percent below Leavenworth Deleted: 49 twice the federal level. Ray, Jackson and Wyandotte Johnson
Counties all have populations with incomes below the 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% poverty line higher than the regional average. Under .50 .50 to .99 1.00 to 1.24 1.25 to 1.49 1.50 to 1.84 1.85 to 1.99 2.00 and over
Vehicle ownership also effects a household’s Source: ACS 2014-2018 5 year estimates transportation options. Households with no vehicles available rely on other modes of transportation to Vehicle Availability in the Kansas City Region get around, which can restrict employment options and make day-to-day life more difficult, especially Regional… Ray for households with older adults or individuals with Platte disabilities. Nearly 6 percent of the region’s Jackson Deleted: Six households are without a vehicle available, with Clay higher concentrations in Ray, Jackson, and Wyandotte Cass counties. These are the same counties with higher- Wyandotte Miami than-average instances of poverty. Besides Wyandotte Deleted: Households in Leavenworth more rural counties (e.g.¶ and Jackson Counties, all other counties in the region Johnson Cass, Ray and Miami) are have a rate of owning two or more vehicles higher more likely to report owning more than one car. than the regional average (56%). 0% 20% 40% 60% 80% 100% No vehicle available 1 vehicle available 2 vehicles available 3 vehicles available 4 or more vehicles available
Source: ACS 2014-2018 5 year estimates
Figure 13: Regional Demographic Scores Deleted:
Transportation-Disadvantaged Populations Analysis was conducted for each census tract in the Kansas City region with service-dependent populations (older adults, individuals with disabilities, low-income populations and veterans), and data was normalized for each category as a proportion of the total population in each census tract. Quartiles for each demographic category were calculated regionally, and each census tract was scored based on which quartile its score fell in. Census tracts with higher scores represent the presence of transit-dependent populations in proportionally higher shares than other parts of the region. For example, a census tract with the highest demographic score is likely to have older adults, individuals with disabilities, low-income populations, and veterans, all in the top quartile for the region. Conversely, a census tract with the lowest demographic score will have representation from those populations in the lowest quartiles for the region. Urban centers and rural areas at the metropolitan edge tended to have the highest concentrations of transportation-disadvantaged populations, presenting challenges for providing adequate, scalable levels of service across the region.
Figure 14: Destinations Destinations
After understanding where target populations reside, it is important to understand where they want or need to go. Based on results from the public survey, regional hospitals, clinics, dialysis centers, senior centers, the Truman Sports Complex, the KCI Airport, and the Plaza shopping center were mapped. In the region, 73 percent of colleges, 62 percent of senior centers, and 77 percent of hospitals and other healthcare facilities are accessible by transit. Accessibility is defined in this case as being within a quarter-mile of a transit stop. Additionally, the Plaza, KCI Airport, and the Truman Sports Complex are all accessible by transit services as well. Time-of-day and day-of-week barriers for transportation services make some of these destinations more difficult to access, but in general, fixed-route transit services provide coverage for a majority of these destinations. As on-demand services expand throughout the region, these gaps will continue to shrink.
Figure 15: Fixed-Route Transit Coverage
Fixed-Route Transit
The region’s transit system is a network of services provided by five area transit agencies: the Kansas City Area Transportation Authority (KCATA), Johnson County Transit, Unified Government Transit, City of Independence Transit and the Kansas City Streetcar Authority. These agencies coordinate regionally to run service under the RideKC brand to provide Deleted: In the last two years, elements of Johnson County Transit, Unified Government Transit, and service to riders. Independence Transit have been taken over by¶ the KCATA to increase regional coordination, build RideKC operates 72 bus (and streetcar) routes economies of scale, and … throughout the region, including seven fast- and- Deleted: better service for end-users. frequent routes, that run every 10-20 minutes for Deleted: The KCATA and its partners most of the day. There are also twelve routes that Deleted: currently run every 30 minute for most of the day and Deleted: 87 eighteen peak-only routes (including nine Deleted: six express). In accordance with ADA regulations, all of Deleted: fifteen these routes are coupled with complementary Deleted: - paratransit service for qualified residents within Deleted: routes three-quarters of a mile of a transit route, excluding Deleted: , peak-only services. Deleted: E Nearly all of the census tracts within the urban Deleted: routes, and fifteen locally-operated routes core with high concentrations of transportation- Deleted: commuter disadvantaged populations have fixed-route transit coverage of some variety. However, beyond the I-435 / I-470 / Mo-291 loop, transit access is mostly non- existent, with the exception of southwestern Johnson County. Due to the nature of these areas, traditional fixed-route transit may or may not be the most appropriate transportation solution.
Service Times Limitations on the time and day of service for fixed-route transit in the Kansas City region affects the mobility independence of transportation-disadvantaged populations. ADA paratransit services are only required to operate at the same times as fixed-route transit services, and so services that end early, start late, or operate only on weekdays can restrict the transportation disadvantaged from traveling at-will. Additionally, restrictions on booking trips can affect mobility independence as well. Many enhanced mobility services in the Deleted: Twelve Kansas City region require trip scheduling at least 24-hours in advance. This is a commonly cited complaint by service users. However, with RideKC Freedom On-Demand and other on-demand options growing throughout the region, trips may be scheduled on the same day, with as little as 45 minutes notice, 24 hours a day, 365 days a year. These developments greatly increase accessibility for times. The majority of service falls in the 30–60 minute frequency Deleted: 1 transportation-disadvantaged populations. range and is concentrated in Kansas City, Missouri, Kansas City, Peak-hour transit service Kansas, and areas just north of the Missouri River. Higher frequency service Deleted: , including both the 10–20 and the 21–30 Nearly all routes in the regional transit network offer service during minute ranges, peak travel times. Peak hours, commonly known as rush hours, are is concentrated in the urban core of Kansas City, Missouri, and is Deleted: are the times of day where traffic volumes are at their highest, which less prevalent. By nature of frequency, these services are more Deleted: are fewer in number usually occur twice each weekday and correspond with travel to and convenient for riders and afford more local trips for a multitude of from work. purposes. The most frequent transit network in the region – routes with 20- Eighteen transit routes only provide service during peak hours, Deleted: Nine minute service or less during midday – are: catering primarily to work trips. Half of these routes are express Deleted: include the following routes routes that carry riders from suburban locations into the central • Main Street Metro Area Express (MAX) Deleted: Most of business district with few stops in between. • Troost Avenue Metro Area Express (MAX) Deleted: Midday transit service • Prospect Avenue Metro Area Express (MAX) Midday transit service primarily provides service between peak travel • The Kansas City Streetcar Deleted: <#>Prospect Avenue¶
• Independence Avenue to transportation, and to empower area veterans to seek and maintain employment, as well as living their day-to-day lives. • 31st Street
• 39th Street Paratransit riders Of all routes in the current transit system, only 24 provide service Transit users who are qualified for complementary ADA paratransit Deleted: <#>Daily service¶ seven days per week, and 38 provide Saturday service in addition to service are also able to use any fixed-route transit service for free. Deleted: <#>25 weekday travel. This is a significant limitation, especially for using Deleted: as well. transit to access employment in suburban areas or for jobs that do not Students Deleted: <#>39 Students at six colleges and universities in the area receive transit passes have traditional Monday-through-Friday shifts. Deleted: Additionally, s through student fees. four Nighttime service Deleted: The Student Pass Program is a partnership between KCATA, Kansas City Deleted: also The current network of nighttime transit service is also limited. Night Public Schools, Hickman Mills School District, and Center Public School Deleted: . transit service includes routes that operate after the last peak travel th th District, and provides 9 through 12 graders free access to public Deleted: Night time period ends, usually around 7 p.m. Forty-five routes currently provide transportation throughout the region. Deleted: Thirty at least one service run after 7pm. There are only six routes that Deleted: additionally operate service after midnight. Safety net clientele Deleted: nine
RideKC also offers the Opportunity Pass Program, developed in Deleted: provide Zero and Reduced Fare Programs partnership with the Health Forward Foundation, to provide safety Deleted: The KCATA continues to investigate other free On March 19, 2020, RideKC transit operators suspended fare net providers with a way to offer zero fare transit to their clientele. or reduced fare programs, including those for older adults.… collection across the Kansas City region in response to the There are currently twelve (12) safety net providers who are COVID-19 pandemic. Fares remain suspended currently. While it partner agencies in the program. is uncertain what will happen in the future, KCATA has long sought to provide zero fare transit in Kansas City and across the Reduced fare region. Older adults, youth and riders with disabilities also generally qualify for reduced (generally half-price) fares. Before the pandemic, RideKC was already offering zero fare transit service to veterans, qualified ADA paratransit riders, college students, high schoolers, and clients of several safety net providers in addition to reduced fare transit to certain riders.
Veterans On Veterans Day, 2017, the KCATA announced a free fare program for all veterans in the Kansas City utilizing fixed-route transit services. This program aims to eliminate the cost barrier
ADA and ADA-Complementary Paratransit Services Below is a list of transit agency-sponsored ADA complementary and non-ADA paratransit services in the Kansas City region, their eligibility requirements, service areas and operating characteristics.
Service Name Eligible Users Service Area Operating Characteristics RideKC Freedom Must be approved through eligibility ADA paratransit-- Operating hours are the (Kansas City, process. Criteria is specific to the within 3/4 miles of a same as the hours of Mo., Americans with Disabilities Act local bus route operation of fixed-route Independence (ADA). adjacent to the trip. and Wyandotte County) RideKC Freedom Must be approved through eligibility Non-ADA paratransit-- Operating hours are (Johnson County) process. Criteria is specific to ADA. provided within Monday-Friday from 6 a.m. - Johnson County and 6 p.m. Must meet one of the following within Kansas City, criteria: Mo. and Wyandotte 1. Have a documented disability County. 2. Age 65 or older 3. Monthly family income within low-income (reduced fare) guidelines. Johnson County Only available to Johnson County Johnson County Provides services for Johnson SWIFT Development Support clients. County Development Support clients to sheltered workshops. RideKC Freedom On-demand (Uber-like) mobility Service area includes Operating hours are 24 hours On-Demand service. No reservation required, Kansas City, Mo. and a day, 7 days a week. book trip with app or on the phone. enclave communities, Eligibility for subsidized rate is same Independence, is for RideKC Freedom. Wyandotte County, and Johnson County.
Deleted: Service Name Eligible Users ...
Human Service Transportation Services Figure 16: Human Services Transportation Coverage Deleted:
In addition to fixed-route transit and ADA paratransit services, enhanced mobility service users have several human service transportation (HSP) options for getting around throughout the metro area. Fifteen aging agency, county, municipal, or transit agency transportation HSPs exist within the region, along with other smaller-scale and private services. Geographically, Jackson and Johnson County have the highest levels of coverage, especially in the urbanized areas. Leavenworth, Wyandotte, Miami, Cass, Leavenworth and Ray Counties have no more than one HSP option, and Miami County has none. Deleted: Leavenworth and Deleted: ve
County and Municipal Programs Programs of various sizes and service models also provide rides to older adults and individuals Ridership of Paratransit Services in the Kansas City Region with disabilities in the Kansas City region. The City of Olathe offers a taxi voucher (coupon) Annual program to provide rides at a reduced cost. The Shawnee CityRide program, available to Provider Ridership residents age 65 of age and older or persons with disabilities. The City of Liberty offers Liberty County and Municipal Programs Access Bus Service to residents age 60 and older as well as persons 18-59 with a disability. This Olathe Taxi Voucher Program 4,128 Shawnee CityRides 486 service provides free transportation to medical appointments, pharmacies, and grocery stores Pleasant Hill Community Bus within city limits. In addition to the RideKC Freedom and Freedom-on-Demand services offered Program 135 in Johnson County, the Human Services Department also runs the Catch-a-Ride service (with OATS volunteer drivers) as well as Sheltered Workshop Industrial Fixed Transportation (SWIFT). The Blue Springs 1,501 cities of Blue Springs, Lee’s Summit and Pleasant Hill contract with OATS to provide transit Lee's Summit 1,424 Liberty Access 219 service to older adults and people with disabilities who live in their communities. Deleted: Three taxi voucher programs exist in Olathe and Johnson County Catch-a-Ride 5,717 Shawnee, KS, and Pleasant Hill, MO. A fourth taxi voucher Transit Agency Programs EITAS 12,816 program existed in Lenexa, KS, but on January 1, 2018, the Transit Agency Programs administration of that program was taken over by KCATA, RideKC Freedom (provided by the region’s transit agencies) offers accessible, reduced-cost RideKC Freedom 25,657 and integrated into the RideKC Taxi program. transit service to older adults and people with disabilities. Since the suspension of transit fares RideKC Freedom On-Demand 1,031 due to the COVID-19 pandemic in March 2020, paratransit Freedom has also been zero fare. RideKC Taxi 596 IndeAccess 1,758 Service is offered in Johnson County, Wyandotte County, the City of Independence, and in UG Transit 2,859 other areas covered by fixed-route transit (see “ADA Complementary Buffer” in Figure 16). Aging Agency Programs Trips must be booked at least 24 hours in advance. RideKC also offers Freedom-on-Demand Note: This table was last updated in 2018. Since that time, RideKC Taxi, IndeAccess, and UG Transit paratransit have been merged service throughout the cities of Kansas City and Independence, Missouri and in Wyandotte and into RideKC Freedom On-Demand. Pleasant Hill Community Bus Johnson counties—and in some of the surrounding areas (see Figure 16). This service can be service is now provided by OATS. scheduled with an app, much like Uber and Lyft. Aging Agency Programs Older adults in Clay and Platte counties are served by Senior Services boards, which provide transportation, housing, nutrition, and other services. The Leavenworth County Area Agency on Aging provides rides to older adults age 50 and older as well as people with disabilities for reduced fares. Rides are provided for medical, work, and shopping trips. Ray County Transportation offers transit service to older adults and people with disabilities through Direct Transit. Cass County contracts with OATS to provide service to older adults and people with disabilities.
Human Service Transportation Service Figure 18: Trip Origin Heat Map
Origin-Destination Data Origin/Destination data (OD data) was collected (during mayor update to this plan in 2018) from programs around the region to analyze how enhanced mobility service users are traveling using current service models. Programs contributing data to this analysis include RideKC Freedom, RideKC Taxi2, Shawnee CityRides, and Johnson County Catch- a-Ride. Origin Data Similar to the demographic distribution of transportation- disadvantaged populations in the region, described above, the data shows a majority of rides originated from within the urban core, with a decline in program usage at the periphery of the I-435 / I-470 / Mo-291 loop, and then an even more Figure 19: Trip Origin by Block Group
substantial decline in rural areas. However, participation “bleeds” beyond the I-435 / I-470 / Mo-291 loop more than the demographic profile of the region might suggest. The Deleted: ¶ Additionally, with the advent of the RideKC Freedom and concentration of ride origins appears to be increasing RideKC Taxi programs, both piloted in the Northland, t northward.
2 RideKC Taxi service no longer exists. Clientele are being served by Freedom and Freedom On-Demand.
Figure 20: Trip Destination Heat Map
Destination Data
In terms of geographic distribution, the concentration of destinations in the available data is oriented more centrally, implying that a majority of trip destinations are within the urban core. This is especially relevant for Johnson County, whose trip origins extend further south along the I-35 corridor. This suggests that riders are wanting to access services in urban Kansas City, Missouri, Kansas City, Kansas, and northeastern Johnson County. Few trips ended with destinations further out at the periphery of the region.
Figure 21: Trip Destination by Block Group
Mobility Management closer coordination of those services. Additionally, in 2017, the KCATA also finalized work on creating a single, unified eligibility Service providers throughout the region have been collaborating determination process for those services. Deleted: Finally, Link-For-Care and the KCATA Call to advance mobility management objectives in the region. Mobility Center continue to expand functionality and improve management is a strategic approach to coordinating services As the region’s service continues to improve mobility management referral efficiency.… between providers to expand information resources and “right-sized” functionality, other objectives contained within the RideKC access to users. Coordination Plan should be pursued, including:
The RideKC Coordination Plan, published by MARC in July 2015, • Coordination of other non-ADA demand responsive services. Deleted: services; identifies and prioritizes mobility management objectives for the • Coordination of agency-specific services. Deleted: ; region. The three priority options identified through the plan are: • Expanded volunteer driver programs. Deleted: ; • Coordinate ADA paratransit services between Wyandotte County, Johnson County, the City of Independence, and the • Expanded travel training. Deleted: ;
KCATA through a centralized reservation/dispatch. • Improved public information. Deleted: ;
• Create a single, regional service eligibility determination • Implementation of advanced technology. Deleted: ; and process. • Regional electronic fare payment. • Expand information and referral services through a One-Call/ One-Click service. Since the RideKC Coordination Plan’s publication, the KCATA has assumed administration duties in various capacities for Wyandotte County, Johnson County, and the City of Independence, enabling
CHAPTER 3: PUBLIC OUTREACH Methodology Transportation Outlook 2040: The public engagement process of Transportation In order to determine how older adults and individuals with Outlook 2040, as detailed in Appendix G, was divided disabilities perceive and experience gaps, opportunities and into three phases: successes in transportation in their everyday lives, MARC sought to Phase 1 focused on reviewing and refining the policy engage these populations directly. Outreach results from previous direction of the previously adopted plan. It consisted planning processes, particularly from Transportation Outlook 2040 of a survey (322 responses), one public meeting (51 (the region’s Metropolitan Transportation Plan prior to the adoption attendees), and one discussion forum with a Community of Connected KC 2050 in June 2020), are included to the extent that Pulse panel (97 attendees). A few comments from these they inform the current planning process. activities mentioned transportation issues specific In late fall 2017, MARC distributed electronic and printed versions to disabled populations. Other comments expressed of a survey to assess current travel behaviors of older adults and concern for older adults. MARC also presented at 12 individuals with disabilities. It also asked about desires for and internal committees. The internal committees expressed perceptions of a growing transportation network geared toward concern for the need to plan for the transportation of transportation-disadvantaged populations. This survey was provided older adults. The feedback resulted in updates to the electronically in both English and Spanish, and in a paper version Policy Framework of the plan, including the addition of that was printed in both normal and large-print formats. the Equity policy goal. Four tabling events were organized in January/February 2018 to Phase 2 concentrated on how to prioritize transportation further assess the perceptions of these populations, their awareness goals given limited funding. This phase included two of existing services, and how they would be best served by new and public meetings (with over 152 attendees combined), a improving services in the region. panel survey (388 responses), and a breakout workshop focused on equity issues. Respondents emphasized Finally, service providers, local community representatives, and maintenance of the existing transportation system and advocates for older adults and individuals with disabilities were the diversification of transportation options. engaged primarily through MARC committees. Specifically, MARC Finally, Phase 3 collected feedback on the final draft of staff engaged the Mobility Advisory Committee and the Regional the TO 2040 plan before its submission for adoption. Transit Coordinating Council (RTCC) each three times and the Total Additionally, public engagement was conducted as part Transportation Policy Committee (TTPC) twice. of the development of the Connected KC 2050 Plan. To learn more, click here.
In- Person Engagement
The goal of in-person engagement for the update of the In- Group Out-Group Coordinated Plan was to reach older adults and individuals Individuals with Respondents who did with disabilities where they normally spend time, as Disabilities not identify as either opposed to holding centralized meetings for them to attend Adults 65 years or disabled or 65 years at unfamiliar locations. MARC staff engaged with these older or older populations on four different occasions, reaching at least 60 participants. Of the 274 respondents in this survey, 50 identified as 65 years or older Participants at these events shared their thoughts with MARC and 77 identified as having a disability. The survey did not provide a formal staff in one-on-one conversations and through completed definition or threshold for having a disability, and severity of disability was surveys. Conversations centered on many issues, such as not assessed. This combined group of 127 respondents comprised a post-hoc the costs of transportation, and difficulty reaching desired group whose responses to the rest of the survey were measured in relation locations, interpreting schedules and services, and booking to the remaining 147 respondents. These groups are referred to as the “in- rides. group” and “out-group,” respectively, for the remainder of this analysis. User Survey A fifteen-question survey was created and distributed to assess current travel behaviors of older adults and individuals with disabilities. It also asked about desires for and perceptions of a growing transportation network geared towards their service. The survey was distributed online as well as in a paper version. Location and Demographics Two-hundred and seventy-four (274) surveys were completed with substantial representation from respondents in Kansas City, Missouri; Roeland Park; Independence; and Lee’s Summit.
Income Disparities Self-Reported Income Levels Self-Reported Income Levels In-group participants reported lower incomes Income Level In-Group Out-Group “Are you I Don't No Yes eligible for ADA Know Less than $25,000 89 18 more frequently than out-group participants, paratransit?” with over 55% (n=89) of in-group participants $25,000 - $49,999 24 25 In-group 81 58 21 reporting an annual household income of less $50,000 - $74,999 13 20 than $25,000. Out-group 24 85 0 $75,000 or more 23 34 Total 105 143 21 ADA Awareness Prefer not to say 13 11 In-group participants were far more likely Total: 162 108 to report that they were unaware of their eligibility for ADA programs than definitive knowledge one way or another. Out-group participants were typically aware that they were not eligible for ADA programs, and exhibited a lower degree of uncertainty. High Quality Service Agreement Participants were provided with a list of nine statements that could describe an ideal transportation network, and were asked to provide their level of agreement with each statement on a four-point scale (Strongly Agree to Strongly Disagree). In-group participants were roughly twice as likely to “Strongly Disagree” with “high-quality service statements” as out-group participants.
Mode Usage Participants were asked to identify how frequently they used nine transportation mode categories: bus/streetcar, paratransit, volunteer services, personal vehicles, taxis, TNCs (i.e. Uber/Lyft), private van services, walking/rolling and bicycling. For both in-group and out-group participants, only two modes were represented substantially as being used every day: personal vehicles and walking/rolling. In-group participants reported more-frequent usage (at least once a week and at least once a month) of bus/ streetcar and, perhaps unsurprisingly, paratransit than out-group participants. In-group participants were more than three times as likely to report not using a personal vehicle at all compared to the out-group. Neither group made substantial, frequent usage of taxis, TNCs, bicycling or private van services.
Mode At Least Once At Least Every Day Every Now Not at All a Month Once a Week and Then In Out In Out In Out In Out In Out Bus/Streetcar 3 3 11 5 2 4 24 26 81 25 Paratransit 10 2 8 0 2 0 7 3 90 58 Volunteer 3 3 6 0 2 0 3 4 102 56 Personal Vehicle 4 1 24 7 57 49 14 1 24 7 Taxis 5 2 2 2 0 0 20 10 89 48 TNCS 3 5 4 1 0 0 13 23 94 37 Private Van 1 1 1 1 1 0 11 8 99 52 Walking/Rolling 6 12 18 11 24 11 22 18 50 13 Biking 1 7 0 2 1 0 7 11 104 43
Desired Destinations Frequently Cited Locations Participants were asked to provide three locations they would Location Count Location Count like to go, but could not because of transportation barriers. Kansas City, 15 South Kansas City, 5 Additionally, participants were asked to provide any locations Missouri Missouri in the Kansas City region where transportation services should Independence 13 Johnson County 4 be expanded. These responses were compiled together to Raymore 8 Longview Community 4 create a list of where survey respondents would like to go, but College currently cannot. Lee's Summit 7 Blue Springs 3 KCI Airport 5 Lenexa 3 Desired Improvements Kauffman Stadium 5 North Kansas City, 3 Missouri Service to More reliable on-time Cheaper Liberty 5 Parkville 3 more places performance service Overland Park 5 Country Club Plaza 3 #1 rankings 75 53 18 #2 rankings 30 41 43 Locations with two or fewer responses: #3 rankings 23 27 61 Bonner Springs Edwardsville Avila University Platte County Crown Center Belton Pleasant Valley Excelsior Springs Braymer, MO Prairie Village Johnson County Clay County Smithville Community College Eastern Johnson Southern Johnson Kansas City VA County County Medical Center Edgerton, MO Sprint Center Lawrence, KS Gladstone St. Luke’s Hospital North Kansas City Grandview Sugar Creek Hospital Kansas City, Kansas The Truman Library Overland Park Kearney Union Station Arboretum KU Medical Center Ward Parkway Penn Valley Leavenworth Shopping Center Platte City Leawood West Johnson Powell Gardens County Oak Grove, MO The Legends Westport Olathe UMKC Zona Rosa Paola, KS
Smartphone Ownership and Usage Smart Phone Ownership and Usage
Participants were asked to report Do you own a In-Group Out-Group How frequently do In-Group Out-Group whether or not they owned a smartphone? you use a smartphone smartphone, and, if so, how frequently for transportation Yes 76 62 they used it for transportation services services? No 57 6 (transportation information, trip At Least Once A Month 5% 18% planning, and/or way-finding). At Least Once A Week 12% 24% Older adults and individuals with Every Day 9% 16% disabilities were substantially more likely Every now and then 15% 25% to report no smartphone ownership, Not At All 59% 18% and less frequent smartphone usage for (n) 127 68 transportation purposes. Nearly two- thirds of in-group participants reported Open-Ended Responses no smartphone usage for transportation purposes at all. Improvements (Coded) Count Explanation Open-Ended Responses Bus/Streetcar 23 Responses falling in this category typically spoke to a desire to be able to reach more destinations around the region, or to Participants were offered an opportunity reach areas accessible by transit more easily/directly. to provide their thoughts on how to improve transportation services in the Infrastructure 14 Respondents wanted to see improvements in the built environment which would make transit and transportation Kansas City region in an open-ended services easier or more convenient to use. question designed to account for any Trip Types 12 Respondents want to be able to use transportation services “blind spots” in the survey’s design. for more than just visits to the doctor’s office. Responses were coded into various Cost 9 Cheaper service, or variable pricing for low-income users was response categories. a concern for some users Commendations 8 Respondents passed along thanks and gratitude for specific drivers, services, and individuals. Rail 7 Respondents were in favor of LRT or streetcar improvements, often region-wide
Survey Summary At first glance, some of the results of this survey appear A few key takeaways emerge from the survey material, regardless. contradictory. The in-group participants reported disproportionately • Providing education and up-to-date information on how to get low-incomes, but prioritized cheaper service behind service from place to place, while not identified as a priority through this expansion and on-time performance, and referred to cost concerns survey, may help users to better articulate their needs. It can also nine times in the open-ended portion of the survey. Additionally, ensure that those who are eligible for certain subsidy programs participants reported very low awareness of ADA eligibility, but are able to take advantage of those (e.g. ADA eligibility). felt that “high-quality service statements” regarding information accessibility were not particularly relevant to them, and didn’t • Older adults and individuals with disabilities strongly disagreed report high levels of smartphone usage while many service with statements characterizing an ideal service network, indicating providers are moving headlong towards that method of that there is still work to be done in creating a functional network communication. for these populations. One participant noted “I find the transportation information • Personal vehicles and walking/rolling were the most commonly available confusing as an educated adult, let alone for someone used modes by a substantial margins. If these results are with intellectual disabilities.” In part, the discrepancies between representative, facilitating better active transportation what participants in this survey told us may be attributable to that connections to transit and paratransit services should be very fact: the existing transportation network is complicated, ever- considered. changing, and mostly invisible to people until they need to use it. • Expanding service, making infrastructure improvements, and allowing for more diverse trip purposes were the most frequently mentioned concerns in the open-ended response questions. • Older adult and disabled participants were less likely to own a smartphone, and, for those that did, less likely to report using it for transportation purposes. As more transportation options utilize this technology, education and potentially providing other resources to these populations should accompany those developments.
Committee Engagement around the country in strategy development for Coordinated Planning. Members were then asked to prioritize a list of strategies, Mobility Advisory Committee or to propose new strategies to the group. The Mobility Advisory Committee (MAC) advises the Regional Deleted: is a 21-person committee which This ranking was significant in that it varied slightly from the direction Transportation Transit Coordinating Council (RTCC) on matters provided by users in the public survey. In particular, MAC felt that relating to enhanced mobility services, especially as it relates to older sustaining existing services was more important than expanding adults and individuals with disabilities. The members include Deleted: twenty-one services, whereas survey respondents overwhelmingly requested representatives from five main groups: transportation providers, more geographic coverage and a general growth in connections local government authorities, underserved populations, funders, and throughout the region. Additionally, MAC ranked bridging other service providers. infrastructure gaps substantially below other strategies, while survey MAC’s responsibilities include making recommendations for the respondents indicated both that active modes of transportation were programming of FTA Section 5310 appropriations to the RTCC. As frequently used, and that infrastructure amenities were a greatly such, their involvement in the Coordinated Planning process was needed improvement. seen as vital. Further guidance was sought from the Regional Transit Coordinating MAC was directly engaged in the Coordinated Planning process Council. three times. Their input was solicited for the outreach process, data Regional Transit Coordinating Council interpretation, and strategy development/ prioritization. In the December 13th, 2017 meeting, MAC members were presented with The Regional Transit Coordinating Council (RTCC) is a committee Deleted: 14-member preliminary survey results, and an analysis of transportation data whose objective is to address regional transit planning, coordination from around the region. They were also presented with best and implementation of transit priorities. Members include practices from representatives from regional transit agencies, major community Strategy (MAC Rank) Rank Score partners, state transportation departments, and the chairs of MAC. Sustain Existing Services 1 2.4 The RTCC formally adopts the program of projects for 5310 funds Mobility Management 2 2.1 recommended to it by MAC, and the two committees work closely together. Expand Services 3 2.1 Bridging Infrastructure 5 1.3 This committee was engaged in the Coordinated Planning process Gaps three times. In particular, members were asked to respond to the Deleted: they Communicate More 4 2.0 strategy Effectively
priorities formulated by MAC, and to rank them on their own as a Total Transportation Policy Committee committee. The Total Transportation Policy Committee is the local decision- These rankings varied from MAC’s in several important ways. making and policy development body related to multimodal transportation in the Kansas City region. On January 16th, 2018, “Sustain existing services” was the first priority for both committees MARC staff informed the group of findings from the public outreach Relative to the other strategies, “mobility management” was seen as and data analysis portions of the Coordinated Plan, as well as the a higher priority by RTCC than by MAC. discussions held at MAC and RTCC. “Bridging infrastructure gaps” was seen as a higher priority by RTCC than by MAC, but mainly due to the major difference in perceptions of “communicating more effectively” The RTCC saw communications as being a substantially lower priority than MAC.
Strategy (RTCC Rank) Rank Score Difference from MAC Sustain Existing Services 1 2.4 + 0.3 Mobility Management 2 2.1 + 0.3 Expand Services 3 2.1 - 0.2 Bridge Infrastructure 5 1.3 + 0.3 Gaps Communicate More 4 2.0 - 0.6 Effectively
CHAPTER 4: NEEDS ANALYSIS Needs analysis User Satisfaction Gaps
Through the public engagement and existing conditions analysis, • Older adults and individuals with disabilities strongly disagree with MARC identified a series of needs and gaps in the enhanced mobility statements characterizing the current service network as ideal, infrastructure of the Kansas City region. e.g. “I can get where I need to go any day of the week,” indicating that there is still work to be done in creating a functional network Geographic Gaps for these populations.
• Rural areas, particularly in Kansas, have substantially fewer • Users want expanded service, infrastructure improvements and to resources than urbanized areas. be allowed to take more diverse types of trips. • Wyandotte County has a higher-than-average concentration of Gaps in Information and Accessibility transportation-disadvantaged populations, but fewer mobility • Information and education services need to be improved to options than other urban and suburban areas. ensure that users can access available capacity easily • Fixed-route transit near and beyond the I-435 / I-470 / Mo-291 • Active transportation connections to and from enhanced mobility loop is lacking. and fixed-route transit services need to be improved to ensure • There is geographic duplication of services in Johnson and Jackson that transportation-disadvantaged populations can access the counties, although services may serve specific populations or transportation network. levels of service • Older adult and disabled participants were less likely to Level of Service Gaps own a smartphone. Those who do are not likely to use it for • Most enhanced mobility services and fixed route transit routes transportation purposes. have gaps in service on nights and weekends. • There are few services providing assistance beyond “curb-to-curb” pick-up and drop-off Gaps in Capacity • According to service providers, funding is the primary barrier to expanding services. • Transportation-disadvantaged populations will grow substantially over the next fifteen years. The region’s enhanced mobility infrastructure will need to adapt and grow to accommodate this increased demand.
CHAPTER 5: STRATEGIES Planning Context categories, clearly MARC has observed opportunities for improvement and formulated strategies to pursue them. The Mid-America Regional Council has included considerations for older adults and individuals with disabilities in its major planning In general, the strategies at the top of the list do not deal with service documents. This section consolidates all of the recommendations, delivery itself as much as they deal with improving how decisions are considerations, and key takeaways from those plans in one place to made about delivery of service. These strategies would (rightfully) provide the policy background of enhanced mobility in the Kansas suggest that MARC is seeking to establish a well-informed public that City region. is empowered to utilize mobility services, and partners who closely coordinate with each other using the best available information and Four official documents produced by MARC currently contain according to plans and standards vetted by stakeholders. recommendations on how to improve mobility for older adults and/ or individuals with disabilities in the Kansas City region, and currently Strategy Category Count govern how MARC and its partners approach solving gaps in the Improve information and messaging 13 transportation network for those populations: Facilitate coordination among partners 11 • Connected KC 2050, the region’s Metropolitan Deleted: Transportation Implement a One-Call / One-Click Center 6 Transportation Plan Outlook 2040… Develop financing options 5 • Smart Moves 3.0, the region’s regional transit vision Encourage active transportation connections (infrastructure) 5 • RideKC Coordination Plan • Moving Forward: Older Adult Transportation and Mobility Improve data supports 5 Action Plan Regionalize services 5 For details on specific recommendations contained in those plans, Encourage improvements to the built environment 4 find them at www.marc.org. For the purposes of establishing the Support maintenance and operations of existing services 4 existing planning landscape within MARC for this plan, however, Enforce existing policies 3 we have categorized each strategy from those plans into strategy categories. Expand services 3 Allow for new services to fill gaps 2 Strategies for improving information availability, marketing/messaging, and regional coordination across a range of partners appeared most Get directly involved in policy making 1 frequently across MARC’s planning documents. While this should not Integrate new considerations into existing policies 1 be construed as implying the relative importance of the listed strategy Integrate new technologies 1
Best Practices The metropolitan areas observed were: Prior to the FAST Act, programming 5310 funds was relegated • Cincinnati, OH • Milwaukee, OH entirely to state-level DOTs or other state-level designated recipients, • Seattle, WA • Atlanta, GA but as the FAST Act sought to enable more local control of federal • Indianapolis, IN • Memphis, TN transportation monies in large metropolitan areas, so too did the • Pittsburgh, PA • Dallas, TX responsibilities associated with these grants trickle down to local designated recipients. Common Themes Across Plans Additionally, four major themes emerged across nearly all plans, Unsurprisingly, the local control that came through the FAST Act placing an emphasis on: enabled many different approaches, and each large metro that programs 5310 dollars approaches that process in a way that is at • Establishing meaningful, practical partnerships and opportunities least slightly unique from the next. This has led to many different for coordination; conclusions about how to enhance mobility for older adults and • Establishing a forum for regional stakeholders to talk through individuals with disabilities, and even more diverse strategies are problems together, coordinate services with each other, and stay developed in order to reach that goal. apprised of best practices; As the authors of the Kansas City Metropolitan area’s Coordinated • Expanding local funding sustainability to ensure stability and Plan and facilitator of its competitive selection process for the 5310 pursue growth; and program of projects, it is incumbent on MARC to observe these various perspectives and approaches, and to integrate them into our • Create a staffed call center to coordinate and broker between own planning efforts where appropriate. services. The peer regions we observed were selected on the basis of their These themes are, in a broad sense, all aimed at accomplishing the similarity to our own region, or their reputation as leaders in same goal: doing more by working together. With ever-increasing special population transportation. We paid specific attention to demand, and either stagnating or decreasing budgets, the general regions with similar demographic profiles (e.g. population size) and consensus among enhanced mobility planning organizations is that geographic situations (e.g. bi- or tristate, non-coastal regions). Each service providers must work together, and bring new partners to the regions’ Coordinated Plan was read and observed for best practices, table, in order to be successful. particularly relating to strategies, engagement, and data.
2018 Coordinated Plan Recommendations b. Ensure that existing service levels are maintained by sustaining funding levels for subsidized fare programs This plan has established the existing conditions of the Kansas City Deleted: So far, t region pertaining to demographics and travel behaviors. It has c. Secure sustainable funding partnerships reviewed the results from public outreach efforts associated with Eligible Project Examples: Vehicle Replacement, subsidized program this plan update. It has detailed needs, gaps and provided a brief continuation Deleted: and overview of how MARC and other peer regions across the country Deleted: , 2. Goal — Expand service levels for mobility service users have dealt with similar needs and gaps. in the region Given the needs and gaps in the region, the following goals and a. Expand service hours into nights, early mornings, or increase strategies will guide improvements to the region’s public transit and service frequency and/or responsiveness. enhanced mobility services. These goals and strategies were crafted b. Expand days of service, including weekends with the intention of leaving the door open to innovation, and while the strategies listed here have been prioritized and approved by the c. Expand level of service from curb-to-curb to door-to-door, Mobility Advisory Committee (MAC), Regional Transit Coordinating door-through-door, or beyond Council (RTCC), and the Total Transportation Policy Committee d. Expand the types of trips that are eligible for service (TTPC), the list should not be seen as exhaustive. Strategies not populations (e.g. work-based trips, recreational trips, utilitarian listed here which compellingly accomplish the listed goals should be trips such as grocery stores and pharmacies, etc.) considered valid. e. Leverage partnerships to reduce duplication These strategies are to be considered global in scope, i.e. while they f. Improve administrative efficiency through mobility are most likely to be applied to the programming of FTA Section 5310 management and coordination to improve cross-jurisdictional funds, they are meant to apply to enhanced mobility in the Kansas transportation City region generally. Eligible Project Examples: Expanding hours, days, or geographic Finally, the following goals are presented in prioritized order, as coverage; improving inter-regional travel; enhancing levels of service determined by MAC and RTCC stakeholders. 3. Goal — Improve the quality and accessibility of information 1. Goal — Maintain existing service levels for mobility service to the public users in the region a. Continue to improve the region’s One-Call/One-Click a. Ensure that existing service levels are maintained by replacing capabilities vehicles past their useful life. b. Improve administrative efficiency through mobility
management to reduce the complexity of information being including mobility hubs and active transportation infrastructure conveyed to the public Eligible project examples: ADA sidewalks, curb cuts, crosswalk signals, c. Publicize and market changes to existing services, service other built environment improvements expansions, and/or the introduction of new services Scoring Criteria
d. Engage transportation-disadvantaged populations directly to In addition to being asked to demonstrate how they are helping to improve our knowledge of what they need accomplish the goals listed above, applicants for 5310 funds will be e. Utilize data to make informed decisions about enhanced mobility asked to demonstrate compliance with other MARC objectives. These services objectives will take the form of scoring criteria, and regardless of f. Establish regional service standards which project type they are proposing to undertake, these applicants will be expected to demonstrate how they are meeting these criteria. g. Ensure that all service providers are equipped with data tracking capabilities • Use data to demonstrate need h. Ensure that service providers are coordinating with MARC staff • Engage with service populations to map, analyze, and publicize service areas, trends, and network • Demonstrate cost effectiveness gaps. Eligible Project Examples: Marketing materials, mobility management, • Establish partnerships one-call/one-click functionality, data resources • Communicate services effectively 4. Goal — Bridge gaps in the built environment to improve Other expectations: network accessibility • Demonstrate technical, legal and financial capacity to perform a. Construct ADA-accessible infrastructure to improve safety and the project fully, comply with federal regulations and provide the accessibility of transit facilities project match funding. b. As on-demand services propagate, it will be important to • Demonstrate a reduction in greenhouse gas and carbon-based fuel consider how destinations beyond transit facilities are made usage as a result of the project. accessible, including integrating universal design principles into local development policies across the region. • Demonstrate service to Environmental Justice areas or c. Support the implementation Smart Moves 3.0 recommendations, populations.
Definitions Acknowledgments For the purposes of this plan, the following terms are defined: Mobility Advisory Committee Older adults: Individuals over the age of 65; in some areas of the region, enhanced Sara Davis, chair mobility service eligibility is extended to those aged 60 to 65 as well. Regional Transportation Coordinating Individuals with disabilities: Individuals who have a physical or mental impairment that Council substantially limits one or more major life activity. This includes individuals who do not Brian McKiernan, co-chair have a disability but are regarded as having a disability. Daniel Serda, co-chair Low-income populations: Individuals with annual household incomes less than 200 percent of the Federal Poverty Level, which was $24,120 per year for a one-person Total Transportation Policy Committee household as of 2016. Councilmember Chuck Adams, co-chair Mayor Carson Ross, co-chair Transportation-disadvantaged populations: Older adults, individuals with disabilities and low-income populations. Mid-America Regional Council Board of Public transportation agencies: Organizations operating scheduled fixed-route transit and Directors paratransit services for the use of the general public. Councilmember Carol Suter, chair Nonprofit providers: Organizations providing smaller-scale, typically on-demand Kansas City Area Transit Authority Board transportation services to a specific clientele and for specific purposes. of Commissioners Private sector providers: Organizations providing transportation services for any purpose, Daniel Serda, chair on a for-profit basis. Mid-America Regional Council Staff Enhanced mobility services: Transportation services provided by public transportation Paul Bushore agencies, nonprofit providers, or private-sector providers specifically – although not necessarily exclusively – for transportation-disadvantaged populations. Karen Clawson Laura Machala A strategic approach to coordinating services between providers to Mobility management: Martin Rivarola expand information resources and “right-sized” access to users Drew Stiehl Kansas City Area Transit Authority Staff Jameson Auten Tyler Means Lisa Womack