**Table of Contents**

2Overview

3Information-Gathering Sessions: Meeting Highlights

4Automated Vehicles Symposium

5Information-Gathering Session – Disability Advocacy Groups

5Information-Gathering Session – Research Community

6Information-Gathering Sessions: Key Themes and Takeaways

6AVs’ Potential to Improve Lives

7Recommendations for Accessible AVs

8Collaboration in the Development of AVs

9Mobility as a Service

10Subsidies for AVs

10Collaboration to Facilitate Equitable AV Deployment

11AVs in Rural Areas

11AV Safety and Training

12Universal Design for the Complete Trip

13Government Funding and Programs

15Conclusion

16Appendix: Resources

16Reports and Resources

16Additional Information

****

# Overview

The U.S. Department of Labor’s (DOL) Office of Disability Employment Policy (ODEP) is the only non-regulatory federal agency that promotes policies and coordinates with employers and all levels of government to increase workplace success for people with disabilities. ODEP seeks to develop and influence policies and practices that increase the number and quality of employment opportunities for people with disabilities. In that spirit, ODEP works to address related barriers to employment, such as transportation, housing, accessible technology, and healthcare. 

ODEP’s policy efforts in support of commuting to work draw upon extensive collaboration with the U.S. Department of Transportation (DOT) and other federal departments and agencies. This collaboration has supported ODEP’s approach toward enhancing activities to improve accessible transportation options for all Americans, including people with disabilities, to increase employment opportunities. 

According to the Bureau of Labor Statistics, the unemployment rate for Americans with disabilities aged 16 and older was 8 percent in 2018, compared to 3.7 percent for those without disabilities. Likewise, people with disabilities also had a significantly lower labor force participation rate (20.8 percent) in 2018 than the rate for people without disabilities (68.4 percent).  

An estimated 25.5 million Americans report having travel-limiting disabilities, according to data from DOT’s Bureau of Transportation Statistics. About half of this population (13.4 million) is aged 18 to 64, and only about a fifth of this group report working part-time or full-time. These gaps in employment stem from several factors, including significant barriers in accessing transportation needed to travel to work. 

When surveyed, people with disabilities report a lack of access to transportation as a major barrier to participating in the labor force, as reported by the National Council on Disability (NCD) in *Self-Driving Cars: Mapping Access to a Technology Revolution*. However, new forms of transportation technology, including autonomous vehicles (AVs), show significant potential to expand workforce participation for people with disabilities, older Americans, and other transportation-disadvantaged groups. Achieving the promise of AVs to promote greater employment access requires that these vehicles be made fully accessible for people with disabilities. A 2017 white paper by the Ruderman Family Foundation and Securing America’s Future Energy (SAFE), a non-partisan organization committed to innovations in transportation, indicated that widespread deployment of accessible AVs could enable two million more people with disabilities to pursue job opportunities. 

In October 2017, ODEP hosted the “Autonomous Vehicles: Driving Employment for People with Disabilities” national online dialogue to promote innovative thinking around the design and deployment of AVs as they relate to breaking down barriers to employment, such as providing a means of accessible transportation. Using the ePolicyWorks crowdsourcing platform powered by IdeaScale, the dialogue gathered insights and ideas to help ensure AVs support employment options for people with disabilities once they are deployed.

Recognizing the need for continued collaboration and information sharing between the Federal Government and AV stakeholders, and to build upon the valuable insights gathered during the national online dialogue, ODEP hosted four information-gathering events to collect ideas on how to best support the development of accessible AVs. Each session, summarized below, provided key takeaways that will inform future policy development to ensure accessible AVs can be leveraged to drive employment for people with disabilities.

# Information-Gathering Sessions: Meeting Highlights 

**Federal Interagency Meeting on Autonomous Vehicles and Disability***Washington, D.C.*

*May 24, 2018*

The U.S. Department of Labor, together with the U.S. Department of Transportation, hosted a federal interagency meeting to discuss automated vehicles, their potential impact on the 58 million people with disabilities in the United States, and how all federal agencies can work together to enhance mobility and access for everyone. The meeting was led by Deputy Assistant Secretary for Transportation Policy Finch Fulton and ODEP Deputy Assistant Secretary Jennifer Sheehy. Attendees included representatives from several federal agencies with an interest in AVs:

· U.S. Department of Transportation’s Accessible Transportation Technologies Research Initiative (ATTRI), National Highway Traffic Safety Administration (NHTSA), and Federal Transit Administration’s (FTA) Office of Research Demonstration and Innovation;

· U.S. Department of Labor’s Office of Disability Employment Policy; 

· U.S. Department of Commerce; 

· U.S. Department of Health and Human Services’ Administration for Community Living (ACL) and the National Institute on Disability, Independent Living, and Rehabilitation Research (a research agency within ACL)

· U.S. Access Board; and

· National Council on Disability. 

## Automated Vehicles Symposium 

*San Francisco, California*

*July 9-12, 2018*

The 2018 Automated Vehicles Symposium convened more than 1,500 representatives from industry, government, and academia from around the world to address complex technology, operations, and policy issues with the goal of moving toward safe, automated mobility. The symposium was produced by the Association for Unmanned Vehicle Systems International (AUVSI) in partnership with the Transportation Research Board (TRB), a part of the National Academies of Sciences, Engineering, and Medicine.

ODEP’s AV Initiative team attended the symposium with the goal of highlighting the potential AVs have to positively impact the employment of individuals with disabilities and to ensure that developers, engineers, and others understand that for AVs to fully meet the needs of people with disabilities, it is vital that accessibility be integrated early on in the design and development process. 

ODEP, together with DOT, hosted one of the 35 symposium breakout sessions, *Autonomous Vehicles: Driving Employment for People with Disabilities*. During this session, more than 30 representatives from the AV industry—including original equipment manufacturers (OEMs) and transportation network companies (TNCs); federal, state, and local government agencies; disability and transportation advocates; and researchers—shared information on ways through which accessible AVs can be leveraged to improve employment opportunities for people with disabilities. The information-gathering session addressed physical, sensory, and cognitive accessibility of AVs; discussed how AVs can support greater employment access, including in urban areas, suburbs, small towns, and rural areas; and gathered information on policies and practices that ensure AV accessibility for all users.

In addition to the information-gathering session, ODEP supported DOT’s ATTRI breakout session, *Understanding User Needs, Accessible Design, and Deployment Challenges to Maximize AV Benefits*. During this session, DOT leadership discussed the importance of developing accessible AVs for equitable use and to enable the complete trip—in other words, all aspects of a person’s trip from the time they first determine the need to arriving at the final destination. ODEP staff participated on a panel that focused on the needs, challenges, and benefits AVs present for users who face transportation access barriers, including older adults and people with disabilities. 

For the second half of the breakout session, participants were divided into three discussion groups. Each group was given a specific discussion point and asked, through the lens of that discussion point, to determine what policies, partnerships, and/or funding would be needed to successfully deploy AVs and maximize their benefits for all users. ODEP facilitated two of the groups. At the end of the session, each group reported their conclusions. 

## Information-Gathering Session – Disability and Older Adult Advocacy Groups 

*Washington, D.C.*

*October 26, 2018*

ODEP and DOT co-hosted an information-gathering session to collect policy recommendations from organizations advocating for the disability community and older adults. Representatives from more than 30 groups attended and presented their ideas for ensuring AV accessibility that can bridge transportation gaps and lead to improved employment outcomes. The groups also shared research and proposals they had developed, which can be found in the Appendix.

To begin the session, leaders from DOL and DOT shared each of their agency’s current initiatives that relate to AVs and people with disabilities. The agency representatives also highlighted ongoing collaboration between DOL and DOT to address the workforce impacts of AVs and to prioritize recently appropriated funding for general AV research. Meeting moderator Henry Claypool then facilitated a dialogue on the accessibility of AVs and improved access to employment and community living for people with disabilities. Discussions centered on the following topics: AVs and the rural-urban divide; AV accessibility for people with physical/mobility disabilities; AV accessibility for people with sensory disabilities; AV accessibility for people with cognitive disabilities; and policies that ensure AV accessibility and drives employment for people with disabilities. 

## Information-Gathering Session – Research Community

*Online*

*June 20, 2019*

ODEP hosted a virtual information-gathering session on AVs and employment in collaboration with DOT in June 2019. The session convened researchers and academics involved in the fields of transportation engineering, AVs, and inclusive design to explore ways to improve employment outcomes for people with disabilities. 

The 90-minute session began with a moderated panel of thought leaders, including Dr. Clive D’Souza of the Department of Industrial and Operations Engineering at the University of Michigan, Dr. Jordana Maisel from the Center for Inclusive Design and Environmental Access at the University at Buffalo, and Dr. Aaron Steinfeld from the Robotics Institute at Carnegie Mellon University. The panelists discussed their research around AVs and provided valuable insights on how governments and industry partners can ensure the future of transportation is accessible to all. 

Following the panel was an open discussion among participants. Topics included accessible ridesharing, collaboration between government agencies and researchers/universities, and policy recommendations. 

# Information-Gathering Sessions: Key Themes and Takeaways 

From the four information-gathering sessions, the following key themes emerged:

· AVs’ Potential to Improve Lives

· Recommendations for Accessible AVs

· Collaboration in the Development of AVs

· Mobility as a Service

· Subsidies for AVs

· Collaboration to Facilitate Equitable AV Deployment

· AVs in Rural Areas

· AV Safety and Training

· Universal Design for the Complete Trip

· Government Funding and Programs

### AVs’ Potential to Improve Lives

Across the four information-gathering sessions, many participants referenced the potential of AVs to improve the lives of people with disabilities. AVs could shorten the commute time of people with disabilities by increasing their transportation options; this would result in greater control of personal time and choices for where people choose to work (i.e., greater self-determination). Because no human is needed behind the wheel to drive or operate the vehicle, AVs will provide greater freedom for people with disabilities, those without driver’s licenses, and older adults who can no longer drive to commute and move about the community. 

Participants also emphasized that increasing accessible transportation options for people with disabilities to commute to work can help drive economic growth. They noted that greater transportation access would improve the overall health and wellness of people with disabilities because employment represents a major social determinant of health. 

As the U.S. population ages, accessible transportation will become more important as many seniors are less mobile and cannot drive. AVs could allow people to utilize fixed-line transit options while not necessarily having to live close to a bus/rail stop or other public transportation systems. This will hopefully reduce pressure on paratransit and other high-cost transportation options.

Overall, participants noted that the current U.S. transportation system is a two- or three-class system in which many people cannot access needed means of travel because of income disparities, geographic location, or other barriers. They painted a scenario in which if AVs are not universally accessible, then some people will require special or customized vehicles while others will not. This situation could create two separate tiers of vehicle users—one tier of people who have full access to AVs, and one tier of people who have limited or no transportation options. 

## Recommendations for Accessible AVs

Many participants from the meetings provided various suggestions on improving AV accessibility features, such as wheelchair lifts, ramps, and securement systems, as well as ensuring equitable and accessible infrastructure including curb cuts, accessible sidewalks, and bus stops. Other participants stressed that any future DOT regulations for AV should include specific requirements to ensure the safety of wheelchair users traveling in accessible vehicles. A representative from the Disability Rights Education & Defense Fund (DREDF) noted the organization has created a Fully Accessible Autonomous Vehicle Checklist to ensure that AVs are accessible for people with disabilities. 

In addition, session participants shared that the Consortium for Citizens with Disabilities’ Technology Taskforce is currently developing policy recommendations for advancing the accessibility of AVs. The taskforce plans to address issues related to technology guidelines and licensing. Beyond developing checklists and policy recommendations, participants indicated that AV companies should consider hiring engineers with disabilities to enhance product development and ensure technology accessibility; hiring more employees with disabilities will also ensure that companies value how AVs can improve transportation to work for people with disabilities.

Participants also discussed the accessibility needs of people with cognitive disabilities, including intellectual disabilities, and stressed the importance of integrating ease of use into technology features. An accessible, adaptable, and supportive user interface at the foundation of AV technology would benefit people on the autism spectrum, people with intellectual disabilities, and older adults who may need these supports to successfully use this new technology. One participant suggested making an interface for each AV that is customizable for particular disabilities and preferences. Another participant recommended that technology developers creating AV protocols consider that many people with disabilities have significant communication difficulties or may feel uncomfortable handling complex social scenarios that require interacting with a “live” person or technology. Incorporating audio/visual cueing could improve AV accessibility for people on the autism spectrum or with intellectual disabilities.

Additional recommendations to promote AVs that are accessible to people with disabilities included the following:

· Automated tie-down mechanism to secure wheelchairs;

· Standards to ensure that AVs can accommodate all wheelchair sizes and weights, using low floors, ramps, or lifts, as well as standards for wheelchairs to ensure they can be used in/with AVs;

· Accessible design by OEMs from the ground up, rather than retrofitting existing vehicle designs, which involves major, invasive electronic and hardware modifications;

· Requirements by TNCs that vehicles they purchase from OEMs be accessible and that they increase the availability of wheelchair-accessible vehicles in their fleets; 

· Smartphone accessibility features that can enable the AV user to interact successfully with an app that sets pickup location, destination, and other vehicle controls while en route (e.g., the Lyft or Uber app);

· Alternatives to voice-activated controls that enable users who are deaf or hard of hearing to interact with the vehicle; 

· Wayfinding and safety information for blind and low-vision users, including tools for finding the vehicle, safely exiting the vehicle (i.e., avoiding exiting into oncoming traffic), and finding the door upon reaching the destination;

· Accommodations for service animals in vehicles;

· Design features that reduce trip anxiety, such as confirmation that the user has entered the correct vehicle and has arrived at the intended destination. This might involve special lighting and trip progress alerts to improve accessibility for those with cognitive disabilities; and 

· Supports to assist users who have experienced a “failed trip” (i.e., the passenger did not arrive at the intended destination).

## Collaboration in the Development of AVs

The value of collaboration with and among federal agencies, including DOT, DOL, the U.S. Department of Defense, and the U.S. Department of Energy, as well as other transportation- and employment-focused agencies and disability stakeholders, was stressed in each of the sessions. There exists a need to build connections and collaborations between DOT and the disability community, as well as meetings between stakeholder groups and industry representatives. 

Participants suggested that manufacturers, software engineers, and testers should collaborate with the disability stakeholder community to provide input at all stages. They stated that collaboration may prove especially critical for AV companies and accessible technology companies, such as the firms that develop accessible wayfinding apps for the blind and low-vision community. Multiple participants also felt it would be helpful to have a pipeline of testers with disabilities with whom AV developers can engage to solicit usability feedback.

A consortium comprising OEMs, federal agencies, and small companies should work together to help develop the standards needed to successfully deploy AVs in collaboration with the disability community. This consortium may require a network of representatives and experts from the AV industry to consult. Equipped with the appropriate supports, the network could facilitate information and resource sharing and, as a result, reduce design cycle duplication. 

## Mobility as a Service

Participants identified Mobility as a Service (MaaS) and the need for seamless connections among various transportation components and variables, such as infrastructure, access, and public transportation, as a priority area. Transportation resources should be brought together as a hub to connect AV companies with other transit providers, as exemplified by FTA Integrated Mobility Innovation grants that seek to improve transportation efficiency and effectiveness through new partnerships and technologies. At the same time, cities and states should be encouraged to adopt community benefit agreements with equity principles, including mandates for a minimum percentage of accessible AVs in fleets.

A representative from AARP stated that the organization is currently funding MaaS pilots to build a system that can seamlessly connect underserved populations with transportation services. AARP’s first pilot project in this area is taking place in Columbia, South Carolina. 

Finch Fulton shared that Columbus, Ohio is spearheading a smart city initiative focused on universal MaaS (https://smart.columbus.gov/).

Additionally, participants highlighted the current impact of ridesharing services on the future of transportation access and AVs. When ridesharing vehicles are accessible, the increased availability of ridesharing can lower transportation barriers for people with disabilities, seniors, and other people who cannot drive or attain a driver’s license. 

AVs have the potential to mitigate ongoing challenges of ridesharing services by altering the economic model around transportation and resource usage. Additionally, people with disabilities who use ridesharing services have reported violations of disability rights laws, such as unequal access (i.e., drivers passing by them to pick up other passengers without visible disabilities). These issues decline if the human driver element is removed and AV technology is introduced. 

Session participants noted that ridesharing could expand transportation options for many, but issues of accessibility and affordability must be addressed first. For example, many individuals have concerns about using a ridesharing service, including privacy concerns associated with sharing information about their disability or other health information into a rideshare app, lack of contact with customer service, and the physical accessibility of the vehicle.

## Subsidies for AVs

Participants in the information-gathering session for disability advocacy groups suggested providing subsidies to bring AV rides within financial reach for people with disabilities. One participant suggested subsidizing AVs in rural areas, where low incomes are a common barrier to transportation for people with disabilities. Subsidies or funding for smartphones needed for requesting rides would level the playing field for those who can’t afford them. 

Participants in the AVS session also recommended providing grants or other funding streams to support small OEMs and expand incentives for large OEMs to incorporate accessibility into their AV designs. 

## Collaboration to Facilitate Equitable AV Deployment

Participants noted that AV development requires greater collaboration between public and private transportation modes. As such, AV manufacturers and providers should work together with community nonprofit organizations that support individuals with disabilities and older adults. Participants also stressed that the AV space requires improved data-sharing, including among federal and state transit agencies. Additionally, industry partners should collaborate with stakeholders, including disability advocacy groups. This engagement could lead to opportunities for companies to hire people with disabilities to inform accessible AV design and allow companies to build products and services that are usable by a broader user base. 

Session participants also stressed the need for a top-down approach to shape AV accessibility to take place simultaneously through policy development and implementation, as well as government funding. For instance, counties interested in purchasing or renovating existing transit systems could ensure new or improved transportation technology, including AVs, is universally designed. Local governments participating in AV pilots could also codify accessibility in policy and include it in procurement language. 

Participants pointed to a successful partnership between a local government and large employers to provide accessible transportation to work, noting that it could be scaled to eventually include AVs. Another participant mentioned that TNCs are partnering with advocacy organizations for people with cognitive disabilities to provide rides to work, which the state government subsidizes. 

## AVs in Rural Areas

Meeting participants shared concerns about access to AVs and other transportation options in rural areas, especially for people with disabilities. People who live in rural areas may have far fewer transportation options and even fewer accessible and affordable modes of transportation. AVs could have a significant impact in rural areas because of their simple landscape (i.e., limited building structures, traffic signals, and road signs), but there is a lack of complementary infrastructure since many rural areas still lack reliable broadband signals that AVs and users would need to be able to operate the vehicle effectively. 

An area of great promise for AVs is in supporting public transit, specifically providing first mile/last mile services in suburban or rural areas. On-demand AVs could be combined with microtransit solutions to serve rural areas. Large employers are trying to hire more people with disabilities and bring in people from rural communities, but transportation is the greatest barrier to get to and from work. If employers who purchase or lease company vehicles start requiring that those vehicles be accessible, they could leverage their buying power to be trailblazers in the accessible transportation space.

One participant expressed concern that rural areas provide much less opportunity for businesses to profit. The challenge of deploying AVs to rural areas is that the cost increases as population density decreases, trips become longer, and there are more “dead miles” (trips where the vehicle is empty). As such, AV companies may need specific incentives to deploy fleets in these areas. AV companies could center their business models in rural markets around co-ops with local providers, which is similar to the current model for broadband Internet access.

Several participants made a business case for looking at costs through the lens of savings to employers and healthcare providers; businesses benefit when employees or patients show up for work or appointments, rather than missing these activities due to a lack of accessible transportation options.

## AV Safety and Training

Many participants expressed a need for training on how to safely operate AVs and indicated that one of the biggest obstacles to AV deployment is public trust around safety, which would need to be addressed to gather widespread public support for implementation. 

In addition, the Global Positioning System (GPS) is not always reliable and is sometimes unable to provide accurate location information. This situation can present challenges when a passenger needs to locate a vehicle or navigate to an address with multiple buildings, such as a university or corporate campus. This lack of reliable location information can result in significant safety impacts for people with disabilities. Many participants indicated that GPS and mapping technology need significant improvements to ensure that users can successfully use AVs with full reliability. 

One participant suggested that the Standards Committee of the Rehabilitation Engineering and Assistive Technology Society of North America (RESNA) expand its scope to include AVs. This committee could investigate and make safety recommendations regarding seating arrangements, crashworthiness, and the protection of service animals. Its recommendations could also prompt AV safety regulations that mandate the inclusion of vehicle safety tests for wheelchair users.

Consumer training also presents a critical factor in the success and safety of AVs. One participant shared the idea of AV companies collaborating with vocational rehabilitation centers to train prospective AV users on how to use the technology. Orientation and mobility training that is already offered could be adapted to new public and private transit environments that evolve with the use of AVs. 

Session participants also shared concerns about whether AV users will need licenses to operate an AV. When wider AV deployment occurs, licensing requirements may unnecessarily disqualify many people with disabilities from accessing and benefitting from AVs. This means that industry leaders and policymakers need to examine qualifications needed to operate AVs.

Finch Fulton announced that DOT is exploring utilizing remote drivers for AVs that can operate or override vehicles in the event of emergencies or in cases where an individual requires assistance in the vehicle. This "live" person could potentially assist with a broad range of services needed by the user.

## Universal Design for the Complete Trip

Participants noted that evaluating and improving the complete trip may prove critical to ensuring AV users have independent access to everything from trip planning, to arriving at a station, to boarding a vehicle, to using and leaving the vehicle, to finally getting to the desired destination after leaving a station or stop. The whole process needs to be universally designed and accessible for the trip to be completed successfully. AVs will eventually become a component of the complete trip, offering additional transportation options for destination-to-destination service, or first mile/last mile supplementary service. 

The transportation industry should try to thoroughly understand what challenges people experience as they navigate right of way. Sometimes the needs of different users might compete; for example, removing handrails in a subway car to increase space for wheelchair users to maneuver may present a tripping hazard for a person with vision loss. Because needs differ, there is a need to make sure products are accessible to and inclusive of all potential users. Universal design means taking a holistic approach to problem-solving and incorporating the perspectives of different groups simultaneously. Companies or researchers should explore solutions such as ramp slope and wheelchair securement and work with the Access Board to make sure the requirements are suitable. 

During the information-gathering sessions, participants discussed Universal Design for Learning (UDL) and how it could be incorporated into AV technology to provide multiple means of engagement and assessment. UDL would be especially beneficial for the intellectual and developmental disability communities because it would allow the user to make choices differentiated by their abilities and wants. The development of training and licensing should also integrate UDL concepts. Universal design encourages industries to go past the minimum requirements of the Americans with Disabilities Act (ADA) and related disability rights laws. 

Many participants shared concerns about how technology has often prioritized innovation of general features first and accessibility second. For example, a lot of research and funding is being dedicated to the development and implementation of AV technology, but the accessibility of those vehicles to users with disabilities may be an afterthought to the developers. One participant mentioned a pilot program that partnered with a lab designing an accessible shuttle to educate partners, engage people with disabilities, and create actionable design information. 

## Government Funding and Programs

Session participants discussed the ways in which Federal Government initiatives could promote policies aimed at improving employment for people with disabilities by leveraging AV technology. Some participants suggested that federal regulations and guidance could facilitate wider adoption of AVs and facilitate positive social and economic impacts, including improved employment outcomes, better access to education and healthcare, and full community participation. Many participants agreed that the Federal Government needs to take the lead in developing standards for designing accessible vehicles through regulation, funding, capability building, and consumer education. 

Participants emphasized the need for additional staff and resources required to rewrite federal regulations and standards. One suggestion was to focus resources on traditionally underserved markets and the transportation-disadvantaged, such as people with disabilities.

The Federal Government could also work with industry to ensure that the public understands AV terminology and other information needed to safely operate them. DOT and ODEP need to continue to engage the public, the AV industry, advocates, researchers, and other policymakers in the policy development process. The Federal Government should continue engagement efforts such as the information-gathering sessions and online dialogues and invite various stakeholder groups to provide feedback, share their ideas, and continue to build on past conversations around AVs and disability to accelerate support for accessible transportation to workplaces and activities in the community.

Additionally, participants indicated that the Federal Government should play a lead role in promoting research and information-sharing among state and local governments. It could provide policy recommendations, support best practices, and offer technical assistance in developing policy action items to help leverage and improve transportation options that will increase employment opportunities for people with disabilities. 

Participants further indicated that state and local governments should demonstrate their commitment to employment access for their employees with disabilities by owning and operating accessible AVs. To do this, governments could modernize their transit agency procurement policies to ensure they can enter into agreements to integrate new technologies that improve accessibility.

The participants also noted that federal and state governments should fund research for evidence-based information to supply to industry that would inform accessibility standards, industry guidelines, and recommended practices. Researchers could incorporate grants from the government to focus on data collection around deployment and impact, and then develop data-driven design tools that support industry accessibility needs. Government research should also focus on deployment and gathering good data about the impact of AVs on the employment of people with disabilities. 

In addition, the participants noted that more local and regional government and transportation agencies could establish “offices of innovation” that embrace initiatives that test and offer cutting edge technologies to improve the wellbeing of the people they serve. AV technology that serves people with disabilities can be implemented iteratively, improving at each phase and cycle of AV deployment. Funding opportunities such as the FTA’s Mobility on Demand Sandbox grants—a research initiative designed to create a multimodal, integrated, automated, accessible, and connected transportation system that focuses on personalized mobility—are aligned to this approach. Similar initiatives could be used to explore and pilot connected vehicle technology on a small scale in a community where mobility for people with disabilities is a challenge; procure and pilot a partially autonomous vehicle; procure and pilot an accessible autonomous vehicle in a traffic-controlled community; and use the results of these pilots to inform fuller implementations.

Many stakeholder groups expressed concerns about how to pay for accessible rides. Shared ride vehicle services are often not set up for payments from disability support sources, and many people using accessibility services may lack access to credit cards for payment. In Pittsburgh, for example, there are multiple payers (Veteran’s Affairs, Vocational Rehabilitation, etc.) and a network of different funding mechanisms with different ways to access funds. There is a concern that non-government agencies providing transit services might not want to handle multiple payment structures. Governments and industry must look at alternative ways to pay for a ride, so that not only is the vehicle accessible but the ride is obtainable. 

Lastly, participants felt that states should provide wrap-around services to people with disabilities to ensure successful use of AVs, including travel training. Cities have already begun using federal grants to purchase AVs for shared-use purposes (i.e., shuttles), which could be scaled to the state level. 

# Conclusion

The four information-gathering sessions and online dialogue provided valuable insights on issues surrounding the accessibility of AVs—insights that are enriching ODEP’s understanding of the accessible transportation needs of people with disabilities. The efforts made clear that stakeholders believe that accessibility must be at the forefront of the transportation revolution, and that we must work collaboratively to ensure equal access to AVs for all. As such, ODEP will continue its efforts to collaborate with other federal agencies, disability stakeholders, and researchers to inform future transportation solutions designed to drive the employment of people with disabilities. 

# Appendix: Resources

## Reports and Resources

· America’s Workforce and the Self-driving Future

Securing America’s Future Energy (SAFE) 

· Autonomous Vehicles: Considerations for People with Disabilities and Older Adults

National Center for Mobility Management 

· Autonomous Vehicles: Driving Employment for People with Disabilities National Online Dialogue Report 

U.S. Department of Labor’s Office of Disability Employment Policy and Securing America’s Future Energy

· Autonomous Vehicles | Self-Driving Vehicles Enacted Legislation

National Conference of State Legislatures

· Opinions and Preferences of Blind and Low Vision Consumers Regarding Self-Driving Vehicles: Results of Focus Group Discussions

Julian Brinkley, PhD

· Preparing for the Future of Transportation: Automated Vehicles 3.0

U.S. Department of Transportation 

· Public Listening Summit on Automated Vehicle Policy: Summary Report

U.S. Department of Transportation 

· Self-Driving Cars: The Impact on People with Disabilities

Ruderman Family Foundation and Securing America’s Future Energy 

## Additional Information   

· Autonomous Vehicles: Capturing In-Vehicle Experience & Focus Group Follow-up with Persons with Autism and Other Disabilities at the 2019 Princeton University SmartDrivingCar Summit

Rutgers University’s Center for Advanced Infrastructure and Transportation

· Design Guidelines for Wheeled Mobility Accessibility

University of Michigan’s Inclusive Mobility Research Lab 

· Measuring Automated Vehicle Safety—Forging a Framework

RAND Corporation

· Princeton Summit Bolsters Driverless Cars for All, Including the Mobility Marginalized

*Forbes Magazine* (May 21, 2019)

· Projecting Travelers into a World of Self‐Driving Vehicles: Estimating Travel Behavior Implications via a Naturalistic Experiment

Springer Nature (Volume 45, Issue 6)

· SmartDriving Car Summit Focuses on Mobility for All

Princeton University’s Office of Engineering Communications 

· Smart Driving Cars: Episode 106

Smart Driving Cars Podcast

· Symposium on Transportation Informatics

SUNY at Buffalo’s Transportation Informatics University Transportation Center 

· Wheelchair Transportation Safety

University of Michigan’s Transportation Research Institute 

Autonomous Vehicles: Driving Employment for People with Disabilities 

Information Brief

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