MATA SUV Parking Illegally

A Disheartening Incident: When MATA Vehicles Misuse Accessible Parking

At Disability Connection Midsouth, we believe in advocating for the rights and dignity of our community members. A core part of that advocacy involves ensuring that public spaces are truly accessible for everyone. Recently, we were confronted with a frustrating example of this need when a MATA-branded vehicle was found misusing accessible parking.

Accessible parking spaces are not a convenience; they are a vital resource. These spaces, along with their crucial access aisles, are legally designated for individuals with disabilities who have the required placards or license plates. They provide a safe and practical way for people with mobility challenges to get in and out of their vehicles and access the places they need to go, especially in the sweltering Memphis heat.

On Wednesday, August 13th, at a Kroger on Union Avenue, a MATA-branded SUV was observed parked illegally. Not only was the vehicle in a designated accessible spot, but it was also angled in such a way that it blocked the access aisle, a critical area for people who need extra space to deploy a ramp or maneuver a wheelchair.

This incident is particularly disheartening because it involves a public transit authority that is meant to serve the community. The misuse of these spaces by MATA staff shows a profound lack of awareness and respect for the very community they are supposed to serve. It undermines the trust we place in our public agencies to uphold the law and model respectful behavior.

It is important to remember that most drivers do the right thing and park appropriately. But one incident like this can make it hard to advocate for public transit when we see examples of what appears to be a lack of basic consideration for community needs.

We have reached out to MATA's Acting CEO, John Lewis, to request an investigation and to suggest a path forward. Our hope is that this incident can be used as a teaching moment, prompting MATA to provide retraining for its staff on their responsibilities to the community.

This isn't about one parking ticket; it's about a broader responsibility to create an inclusive and respectful society. We will continue to hold our public institutions accountable and fight for a Midsouth where everyone can move freely and safely.

If you witness similar violations, please document the time, date, location, and vehicle information. You can report these issues to the property owner or local law enforcement. For questions or to learn more about accessible parking, contact us at Disability Connection Midsouth.

The VR Saga

The Vocational Rehabilitation Saga: How I Am Navigating It

By Sarah Silberberg

I have been working with vocational rehab for a year now. I have sent them endless documentation and I am still in the process of being approved for financial assistance. I need college tuition, adaptive driving equipment and training to use that driving equipment. At last, I reached out to Christina, a colleague of mine at Disability Connection Midsouth where I intern. She reached out to some people that she knew who worked for Vocational Rehab and asked them questions regarding the documentation I was required to send. 

She assisted me with speaking to my vocational rehab counselor regarding required documents. She also sat in with me for my Interview with an evaluator for a vocational assessment. That consists of two cognitive tests and a career aptitude test. Having Christina in my corner made navigating Vocational Rehab requirements smoother. I am sharing what has helped me so far in the hope that it will help present and future vocational rehab clients. Do not let Vocational Rehab beat you down.

When I felt that I could use a little bit of help, I asked for assistance.

When I was being asked for multiple documents, I reached out to Christina to guide me so I knew how to do better to get the services I was requesting. I also absorbed advice that other people with disabilities who went through Vocational Rehab gave me. When I wrote the first draft of this paper, the draft was sent to a consultant for pointers on how to improve it. A week later, I met with her. Her name was Judy, and she told me that she had also gone through Vocational Rehab to get services and that she had worked for an Independent Living center up in Denver, Colorado. I told her my struggles with Vocational Rehab and I listened to every piece of advice she gave me.

Ask for the list of documentation.

Now, this is not part of the advice that she gave me. But, I found that it was easier to fulfill requirements when I requested a list of documentation requirements from my vocational rehab counselor. When I had the list, it gave me a step-by-step list of documentation to send so that I could send the documentation efficiently.

 

Keep a folder of all the documentation you send.

As part of my request for college tuition financial assistance, one of the documentations that my vocational rehab counselor asked for was my acceptance letter. Luckily, I had already had a folder of every document that I had emailed to my vocational rehab counselor. Judy asked me: “do you have a folder that you keep the documentation in?” I replied: “yes”.

Even before I spoke with Judy, when I signed up with Vocational Rehab, one of the first things I did was create a folder of every document that I had sent or was planning to send to my vocational rehab counselor. I am extremely glad I did because they asked for some documentation that I had already sent them. Because I have a folder of the documentation that I have sent, the documentation will be a little bit easier to get together to resend.

 

Ask for it in writing if what they are requiring you to do sounds ridiculous.

Ask: “Where is the policy that states that this is a requirement?” And then, ask them to email that specific policy for you to review. This was the second piece of advice that Judy gave me and it's a really good idea. I recommend that you do the same.

When you sign up with Vocational Rehab, get people in your corner that can help you as soon as you sign up. Look up if there is an Independent Living Center near your area. They will be able to help you navigate the process since many of them have disabilities themselves. They can also connect you with people who have disabilities who may have also gone through Vocational Rehab and can give you advice on how to navigate the requirements and the processes. And if something seems ridiculous, ask to see the policy that pertains to it. If you follow these steps, hopefully the process will go smoother for you.

EDITOR'S NOTE: Sarah Silberberg has just concluded her summer semester as an intern with Disability Connection. Thank you so much for your work with us and good luck this year. We hope to see you soon.

A History of DCM

Forty Years of Independent Living 

EDITORS NOTE: This is from the Welcome speech given my Tim Wheat at the 2025 Deborah Cunningham Access Awards Dinner, Friday, July 25.

Disability Connection Midsouth was chartered in 1985 as Access All Areas and changed names officially in 1992 to Memphis Center for Independent Living. Forty years of Independence. That is who we are. 

Since 1985 The Center has been a tower of empowerment for individuals with disabilities; even though we work out of a basement. From that basement we are deeply rooted in the principles of self-determination and community integration. 

In May of 2008, New Mobility magazine profiled many of our Memphis consumers. The odd thing was they did not interview them in Memphis, they all lived in Denver. This Center bravely helped people like Devoe Mack, Willie Robinson and Darrell Williams move out of a Nursing Home in Tennessee to live in their own home in Colorado. 

Often it was “Against Doctor’s Orders” and many families did not approve. But our Center fought for equal rights and responsibilities of citizens with disabilities. This includes challenging the systemic marginalization that has historically plagued our community—a marginalization fueled by bigotry, discrimination, poverty, isolation, dependency, and pity. 

LaTonya Reeves was the first to use the Underground Railroad out of Memphis. LaTonya died two years ago; but she lived and worked in Denver for over 35 years. Back then, our state put people with disabilities in expensive nursing homes. The Center was determined to avoid that. LaTonya knew about nursing homes and said she would have died there.  The average life-expectancy of someone in a nursing home today is less than 14 months. 

Last year, Congressman Steve Cohen introduced the LaTonya Reeves Freedom Act to finally close the gap to allow people with disabilities to live in the community rather than being forced into expensive nursing homes or institutions. Tonight we are awarding Representative Cohen our lifetime achievement award. 

Over a dozen people used the “Underground Railroad” to Colorado. Today DCM works to help people live independently in the community and we are currently working with nearly 800 people in the midsouth to remain in their own home and live independently. 

Independence is our legacy. It was this Center that camped out in Governor Bredesen’s office for a record 78 days demanding Home and Community Services. If you read Governor Bredesen’s profile today, it will tell you he is the greatest proponent of nursing home alternatives and that he started the Tennessee CHOICES program. We here at Disability Connection know where those ideas came from. This Calendar year, with our new Transition Coordinator, Early Smith, we have made contact with over 250 nursing home residents and provided countless hours of transition services. 

In 2002 This Center published more than 1,700 violations of the Fair Housing Act. These barriers kept people with disabilities from equally enjoying many new properties in the Memphis area. Today thousands of Units are accessible to our community that would not be without the work of this Center. 

In 2012, with the Urban Institute we managed a survey grant to determine the frequency of disability discrimination in local rental units. And we continue to work on Fair Housing in our area. In the past five years we have documented nearly 4,000 housing issues that DCM has assisted with. 

Before the 1990 Americans with Disabilities Act was law, The Center worked to make the Memphis community accepting and accessible. Deborah Cunningham led the way to make movie theaters in Memphis have reasonable access. This Center pioneered using Pro Se Complaints to enforce the ADA. Our consumers, without an attorney, sued restaurants, stores and even Greyhound Bus lines, and won.

The Center led the community in demanding equality in transportation and housing. Over the past 40 years, before the ADA and since, with our Pro Se complaints, peer advocates, DCM Blog, Personal Attendant Services, Barrier Free Memphis, Jingle Hop, and all the community partners, interested locals and all of you here tonight, I cannot imagine all the lives we have impacted this 40 years.  

Memphis's journey with Independent Living began in 1982 when Easter Seals secured the first grant for IL. However, Easter Seals wasn't aligned with the core principles of independent living, particularly the crucial idea of consumer control (meaning people with disabilities leading). 

Because of this mismatch, a group of former Easter Seals staff and consumers took action. They founded a new non-profit organization. What made this new organization different, and what continues to define it, is consumer-control. I am proud this concept is critical to the Center today forty years after our rebellious founding. 

Thank you to each of you for being part of our Rebellious Future.

Goodbye Stephen

Stephen Kier Tennial 1971 - 2025

Disability Connection Midsouth bids a fond farewell to a remarkable individual who has been an integral part of the Disability Connection family, Stephen Kier Tennial. Stephen, who served as both a Human Resources Coordinator and Peer Mentor, is a true embodiment of kindness, resilience, and unwavering dedication.

Born on March 15, 1971, Stephen grew up in Memphis, Tennessee, graduating from Fairly High School in 1989. He later returned to college, earning degrees from Southwest Tennessee Community College and the University of Memphis. Stephen’s career in Human Resources began right here at Disability Connection Midsouth, Memphis' Center for Independent Living.

Stephen had a unique ability to make everyone around him feel seen and valued. His career at DCM provided him with the opportunity to advocate for individuals with disabilities, a cause he championed tirelessly. He was committed to ensuring the disability community was included in vital conversations concerning healthcare services, housing, transportation, and education, among other areas. His impact on the disability community is evident through his representation on numerous boards, including:

• State CHOICES Advisory Board Member for BLUE CARE Tennessee 
• Specialized Transportation Advisory Committee for the Memphis Area Transit Authority (Interim Chair) 
• Disability Rights Tennessee (Secretary) 
• Department of Intellectual and Developmental Disabilities, West Tennessee Policy Council 
• Memphis Advisory Council for Citizens with Disabilities 

As a Peer Mentor, Stephen brought a wealth of lived experience, empathy, and understanding to his role. His mentoring approach centered on listening, empowering, and helping others build confidence in their abilities, making a meaningful impact in the lives of those he mentored. Stephen’s dual roles truly allowed him to foster a workplace and community where everyone felt supported and empowered.

Beyond his professional life, Stephen was a devoted family man. He was a loving husband to Monica Tennial, whom he married on April 24, 2020. Together, they built a home filled with laughter, love, and cherished memories. Stephen was also the proud father of his only child, Kierra Tennial, his “pride and joy”. He spoke highly of Kierra to everyone, guiding her with values of honesty, kindness, respect, and patience.

Stephen’s infectious laughter, keen sense of humor, and unwavering positivity enriched so many lives. He taught those around him the importance of living with love, gratitude, and a sense of purpose.

Stephen is survived by his loving wife, precious daughter, mother, brother, aunts, uncles, nieces, nephews, and cousins. He is preceded in death by his sweet sister, Alicia Wilson.

While we will deeply miss Stephen’s presence, his legacy of kindness, advocacy, and dedication will continue to inspire us all. 

25 Years of Demanding "REAL CHOICE NOW!"

25 Years of Demanding "REAL CHOICE NOW!" Remembering ADAPT's Historic 2000 Rally

By Tim Wheat

Twenty-five years ago today, on June 18, 2000, a powerful roar echoed through Washington D.C., as 800 disability rights activists converged near the U.S. Capitol. Led by the determined and unwavering voice of Justin Dart, this ADAPT rally ignited a quarter-century of relentless advocacy, demanding nothing less than "REAL CHOICE NOW!" and an end to the forced institutionalization of people with disabilities.

Dart, often called the "Father of the ADA," didn't mince words, bravely labeling the incarceration of people with disabilities in state hospitals, ICF/MRs, and nursing homes as "the hidden holocaust of 2000." His message to the President and Vice President was clear: "America demands REAL CHOICE now, MiCASSA now." And to the impassioned crowd, he fired up their resolve with a resounding, "Today we say no more bullshit." This wasn't just a rally; it was a declaration of war against systemic injustice.

The day began with a series of workshops, setting the stage for the collective action to come. Discussions ranged from ADAPT's rich history and procedures to critical topics like MiCASSA (Medicaid Community-Based Attendant Services and Supports Act parts of which are still evident in the LaTonya Reeves Freedom Act), defending the Americans with Disabilities Act (ADA) from attacks, implementing the landmark Olmstead decision, and effective negotiation strategies. Around noon, the energized contingent made their way to a plaza with the Capitol dome looming in the background.

As the crowd swelled, Mike Auberger warmed up the atmosphere with legendary ADAPT chants, building anticipation for the main event. At 2:00 PM, Linda Anthony officially welcomed ADAPT and other MiCASSA supporters to the "Voices and Faces of Institutionalization" Rally for MiCASSA.

The rally featured a diverse array of voices, all united by a common purpose. When Tim Westmorland from HCFA spoke, a symbolic white-bearded figure appeared, carrying an hourglass and scythe – a stark reminder that time was running out for those trapped in institutions. Andy Imperato, then president of the American Association of People with Disabilities, acknowledged ADAPT's crucial role, stating that "we would not get anything done in this town if it wasn't for ADAPT."

Perhaps the most poignant moment came from Kyle Glozier, who, wearing Justin Dart's hat, asked the gut-wrenching question, "What crime did I commit to be put into the crippled children's home?" He powerfully articulated how forced institutionalization shattered constitutional principles. Yet, his story also highlighted the transformative power of family, as he gratefully acknowledged his father's determination in rescuing him. "By the way, happy father's day dad," Kyle said, looking toward his father, "I love you." His words resonated deeply, reminding everyone of the personal toll of institutional bias and the hope found in community-based living.

Advocates from Georgia, Kansas, and the Washington D.C. area shared their personal experiences in nursing homes, further emphasizing the urgent national need for MiCASSA. Their testimonies painted a vivid picture of the lives impacted by the lack of choice and the critical importance of home and community-based services.

As the rally concluded, Mike Auberger underscored ADAPT's presence: "Washington must know that ADAPT is here." He passionately reminded advocates of their responsibility to "advocate for those brothers and sisters in nursing homes that cannot."

The rally then transformed into a powerful march down Pennsylvania Avenue to the White House. Passing iconic marble buildings like the Old Post Office, the Ronald Reagan Building, and the J. Edgar Hoover FBI Building, ADAPT carried its message directly to President Clinton and Vice President Gore: Americans nationwide were demanding an end to institutional bias.

Back at the hotel, ADAPT members gathered to plan their next moves. Mike recounted the very first ADAPT action in Washington D.C. back in 1984, inspiring newer members with the movement's long and impactful history. Stephanie Thomas perfectly encapsulated ADAPT's persistent progress with an analogy Bob Kafka often used: "It's like turning the Queen Mary," she said, "because it is such a huge project, it is hard to see the progress."

Twenty-five years on, the echoes of "REAL CHOICE NOW!" still reverberate. While significant progress has been made, the fight for full community integration and an end to institutional bias continues. Today, we honor the courage, tenacity, and vision of Justin Dart and all the ADAPT activists who, on that pivotal day in 2000, declared loudly and clearly that disability rights are human rights, and the time for change was, and still is, now.

---

What are your thoughts on the progress made in disability rights and community integration over the past 25 years?

MATA PLUS TRANSPORTATION SERVICE FOR PEOPLE WITH DISABILITIES

DCM Intern on why MATAplus is important

By Brittany Alyse Bryant, DCM Intern

Why is transportation important? Transportation is crucial for several reasons. It plays a vital role in promoting economic development, connecting people to necessary services, facilitating urban growth, and creating employment opportunities. Public transportation is an excellent resource; for instance, buses offer an economical and dependable option for those without their own vehicles. 

Every day, millions of Americans depend on public transportation to reach work, educational institutions, appointments, and other commitments. A 2019 study by the U.S. Department of Transportation revealed that 25.5 million Americans reported having disabilities that limit their travel. Among these, 3.6 million individuals remain at home due to their disabilities, which may result from physical limitations, cognitive challenges, or financial difficulties. 

Access to public transportation significantly impacts various aspects of an individual's life. Individuals with disabilities often face challenges related to mobility, making public transportation essential for them to get around, whether it's for running errands, visiting friends, or accessing healthcare services. 

Many people with disabilities depend on paratransit, a service that provides personalized rides using taxis, minivans, or small buses that are equipped with wheelchair ramps and lifts to facilitate access. Paratransit fills the gaps where regular public transportation may not adequately serve the needs of individuals with disabilities. This is why it's essential to involve individuals with disabilities in planning and budgeting discussions, as they are significantly impacted by the services provided. Their participation ensures that people with disabilities have equal chances to engage in all aspects of life according to their abilities and aspirations. 

This idea extends beyond mere physical accessibility to encompass overall social inclusion, which is a crucial component of a fair and just society. They have the freedom to convey how these services affect their ability to live more independently. This highlights the importance of such services. 

Recently, a brief questionnaire was created for users of MATAplus services to gather their opinions on the services and their experiences. The unfortunate reality is that we can't resolve accessibility issues immediately. However, we can work to promote change. It's essential to highlight the significance of inclusion within the community by advocating for change, engaging with the local government, and raising awareness about these matters. For additional advocacy advice, organizations, and resources.

More Money for MATA

Better Transit for a Better Memphis 

Earlier this week, MLK50 released an article with a troubling headline, "Council proposal would ‘end’ public transit in Memphis, says interim MATA CEO". Council members Jerri Green and Philip Spinosa Jr. proposed cutting MATA’s funding to $15 million from the $30 million proposed by Memphis Mayor Paul Young at a city council budget meeting on May 21. 

Current leaders say accountability for the current MATA financial mess is the reason for once again withholding overdue investment in public transit. The problem is those responsible for the financial mishaps- the previous MATA administration, MATA Board, and City Administration- are now long gone. The interim MATA CEO has already identified multiple efficiences to maximize the current funding and has publicly presented multiple detailed financial reports. There are no more efficiencies to be found and no more excuses left. 

Over the past year, Mayor Young and the City Council have taken BOLD action to get MATA back on track. With a brand new MATA board, new experienced leadership, and an ongoing financial deep dive, BTBM says NOW is the time for the Mayor and the City Council to continue the bold moves and increase the MATA operating budget funding. 

With an investment of $50 million, $20 million more than the Mayor's proposed $30 million, MATA will be able to deliver 100% of the published schedule, restart the steel wheel trolleys, and pay vendor outstanding balances. On the flip side, if the City Council chooses to fund only $30 million, they will effectively be cutting the already limited service by 30%!

Join us in urging Mayor Paul Young and the Memphis City Council to keep MATA on track and increase the MATA investment! Here's what you can do:

1. Attend the City Council Budget Wrap Up Hearing and Show Visible Support for Transit
   Thus June 5th 2:30pm on the 5th floor of City Hall
2. Attend the Full City Council- Show Visible Support and Provide Public Comment in support of Public Transit!
   Tues June 10th 3:30pm- City Hall Chambers
3. Send an email to the Mayor and City Council members using this email action link. Customize your message or send as is! https://bit.ly/transitfunding25

We've got the right leadership and now is the time for the City to demonstrate their commitment to the thousands of daily riders and the thousands more who once could and can now no longer count on Public Transit, and the many others who share in your vision for a thriving Memphis and a thriving Shelby County. 

The 2025 Mega Conference in Nashville

The Mega Conference is a chance for people with disabilities to be in community with one another

By Allison Donald

There’s something powerful about being in a room full of people who just get it. That was my experience at the 2025 Mega Conference in Nashville—a two-day event that brought together hundreds of advocates, professionals, and individuals with disabilities to learn, connect, and push for change.

As Ashli Seibers-Bell, Director of Family Voices of Tennessee, put it best, “The Mega Conference is a chance for people with disabilities to be in community with one another, connect professionally, and share resources.” That quote stayed with me throughout the event, because that’s exactly what happened.

The Mega Conference is highlighted by the advocacy work that is being done across Tennessee and beyond, and by the push for continued innovation to improve the lives of people with disabilities. It’s a place where both progress and challenges are named, where voices are raised, and where real solutions start to take shape.

I had the honor of being one of five panelists in a session that dove deep into some of the most important issues we face. We came from different backgrounds and lived experiences, but shared a commitment to speaking truthfully and openly.

Together, we talked about the importance of effective communication—how often it's overlooked, and how crucial it is, especially healthcare, education, and everyday interactions. We shared stories of times when poor communication created barriers, but also highlighted those meaningful moments when someone took the time to adapt, listen, and include us.

We also had a powerful conversation about the intersection of race and disability. This part really resonated with me. Living with a disability is already complex, but when race enters the equation, the challenges can multiply. We discussed how racial and cultural identity shape our experiences with disability and how advocacy has to be intersectional in order to be truly inclusive and effective.

Another big theme we touched on was representation. Sitting on that panel—alongside others who understood my experiences—was validating and empowering. It reminded me of how critical it is to see people who look like you and live like you in leadership roles, public conversations, and decision-making spaces. When we’re represented, our issues don’t get overlooked—and our communities get stronger.

More than anything, I left the Mega Conference feeling energized. I was surrounded by people who are passionate, informed, and committed to building a better, more accessible world. It reminded me that while our individual journeys may differ, we’re walking them together—and that kind of community is everything.

To everyone I met, spoke with, and learned from—thank you. And to anyone who’s never been to a Mega Conference: go if you can. There’s nothing like being in a space where your voice doesn’t just echo—it’s heard.  If you would like more information on the Mega Conference 2025 visit https://tnmegacon.org/. 

MATAplus Capacity Constraints - Part 2

Part Two - Charting a Course to Improved Service at MATAplus

Read Part One - MATAplus Capacity Constraints: https://mciljournal.blogspot.com/2025/04/mataplus-capacity-constraints.html

By Tim Wheat

In the previous post, Disability Connection delved into a critical challenge: the capacity constraints of MATAplus. We explored how trip denials are part of the system and ultimately, a less reliable and capacity constrained service for those who depend on it most.

But identifying these hurdles is only part of the road to a solution. Today, we're shifting our focus to explore potential answers – ways we can work towards a more robust and responsive paratransit system for Memphis.

Determining the necessary size of the MATAplus vehicle fleet hinges on understanding the daily demand for paratransit services. The core principle should be that every eligible rider in Memphis who needs a trip on a given day should be able to schedule it the day before. This demand-responsive element is the primary driver in calculating the required capacity. 

While the total number of daily ride requests will naturally fluctuate, the system's fundamental capacity must be built around accommodating these next-day requests. To ensure this responsiveness, a crucial operational guideline should be to dedicate a significant portion of the fleet – ideally, no more than half – to "subscription services," those regularly scheduled trips for eligible passengers with disabilities. The remaining capacity is what directly addresses the fluctuating, day-to-day demand. A paratransit system functioning effectively should prioritize having sufficient vehicles available to meet these next-day requests, even while allocating up to 50% of its fleet to the predictable needs of subscription services. 

Unfortunately, MATAplus appears to operate in a counterintuitive manner, prioritizing the establishment of subscription service and then limiting next-day reservations. While subscription services inherently offer scheduling advantages and the potential for efficient shared rides due to their predictability, the primary determining factor of capacity should be the ability to meet the needs of the demand-responsive passengers who have a right to a ride the next day. 

Demand-responsive services may be more difficult to schedule. John Lewis, however, reported to the MATA Board Service Committee that MATAplus was avergering just one person per trip. It does not seem that MATA is effectively using the technology they have or efficiently scheduling subscription trips as well as the three-day in advance trips. The solution seems to be returning to providing eligible riders with next-day service and making efficient and effective use of subscription service. 

Solving the capacity constraints at MATA should also include examining the effectiveness of the procedures and the hardware, software and training that MATAplus uses. For instance, modern software can obviously refine routes and schedules instantaneously, not requiring three days. MATA seems to have this software to schedule the “Ready Ride” an on-demand service they offer in parts of the area. The data held within MATAplus should be invaluable in a realistic assessment of the capacity of the system. 

Analysis of the process to be effective use of vehicles and real-time vehicle tracking, dynamic rerouting, and efficient dispatching must be part of the change at MATAplus.It seems simple to also explore the potential for intelligently grouping and consolidating trips for passengers heading in similar directions around the same time. Shared trips will more efficiently align with the travel patterns of riders and minimize wasted mileage. This will also increase the average passenger per trip that the TransPro CEO reports. 

Finally, the flow of communication between dispatchers, drivers, and passengers seems to be very poor. While most people use the phone for scheduling and trip information, there are some MATAplus riders who would benefit from modern communication. A MATAplus app that allows scheduling, cancelling, ETAs and real time GPS data could move the paratransit system into the  Twenty-First Century.  That app does not exist, but each bus has GPS data and it does not seem to be a stretch that those functions could be included. Online scheduling, text ETAs and reminders are all part of basic technology without a dedicated app. 

Ultimately, addressing the capacity constraints is a civil right. People with disabilities are dedicated and quality customers of MATA. Many, because of their disability, are not using other transportation methods and rely on the public transit system to meet the responsibilities of the federal law. By strategically optimizing the existing resources, making informed and data-driven enhancements to the fleet, exploring complementary technologies, and planning for the future needs of Memphis, we can collectively work towards a more reliable and responsive paratransit system for our community. 

What innovative solutions or best practices have you witnessed in other paratransit systems facing similar capacity challenges? Your insights and ideas, specifically in the context of Memphis, are invaluable, and we encourage you to share them.

MATAplus Capacity Constraints

Part One - MATA transportation service for people with disabilities not meeting the federal requirements.

By Tim Wheat

Now that TransPro is looking closely at MATA, it is time they turn some attention to the paratransit service. In past meetings, MATA has reported that the fixed route is struggling to match the standards of other transportation systems while MATAplus reports 97% on-time performance with only 3% denial rate.

Most critically, Disability Connection believes that those reported numbers do not give an accurate picture of the paratransit service. Very simply, the paratransit service is capacity constrained because a certified rider with a disability can be confident they will not receive a ride when they request one the next day. MATAplus riders know they must call three days in advance to have any hope of getting a ride. 

To use the fixed route, you only need to go to a bus stop, paratransit riders must be certified and must schedule rides one to three days in advance. This difference in the service is allowed in the thirty-five year-old Americans with Disabilities Act, but the paratransit service still has a responsibility to be comparable to the fixed-route. And the standard is that a rider must be able schedule a trip for the next day. 

The ADA requires transportation service to have a capacity that will meet the needs of riders that request a ride the day before they need it. It also makes clear that half of the capacity should be retained for the flexible schedules of people with disabilities. The maximum amount of time is to make a reservation three days in advance, but MATA begins booking trips three days in advance, fills to capacity and rarely takes requests one or two days prior to travel. 

This past summer and fall, DCM sampled MATAplus and asked riders to call and request a trip the next day. Not one caller was able to schedule a trip. Although the MATAplus Rider’s Guide says “Customers can make a reservation for trip(s) from one (1) to three (3) days in advance,” riders know that if you do not call early, three days prior to your trip, you will be told that there are no scheduled times available.

While MATA reports a minimal denial rate, they have not been taking next-day reservations and have trained the ridership to call three days in advance of a needed trip.

 This problem is not new. We want TransPro to know that MATAplus has had issues with this in the past. Twenty years ago the FTA found Capacity Constraints and five years ago, during the heart of COVID, the FTA found:

MATA is denying a significant portion of trip requests for MATAplus service, and is undercounting its denials, either by mis-coding certain denials or not tracking them.

More specifically, the report notes how MATA reservation agents are denying and underreporting denials. First, the agents directly denied trips, according to the 2020 ADA Paratransit Compliance Review, MATAplus denied customers, “...particularly for trip requests made one or two days in advance (p. 37)…” These direct denials were theoretically counted, however, the report also notes that some denials were not documented. This process was made simple because once denied, the reservation agent could simply move on to the next call. 

Secondly, the caller may accept a trip scheduled beyond the sixty-minute reservation window and it was not noted as a denial. The MATAplus Riders Guide provides a explanation:

A rider may still accept an alternative pick-up time that is more than one (1) hour from the requested pick-up time will be considered a trip denial. (p. 13)

Because the rider accepted the trip, the FTA found that MATA was just not considering these late reservations a denial.

MATA reservation agents were also accepting a trip request to a location, but stating directly that they could not book a return trip. Rather than this being logged as a trip denial, it was considered a “trip refusal” and a trip denial. This bureaucratic trick diluted the number of denials while not providing anyone with transportation.

The report further says that the software was not properly set up and MATA agents were not able to see all the trip possibilities. The obvious result is that people who called were denied trips when MATAplus had ride options. MATAplus riders also were not provided with a full range of potential trips and either took reservations that were not ideal to the rider or they declined the ride. The FTA report additionally states that MATA staff only searched for that specific time and did not negotiate further with riders for a time within the reservation window. MATA agents also used the term advanced cancellation rather than denial. 

Finally, the report notes that MATA agents directly told riders that they had to call three days in advance to get a ride. The training of MATAplus riders to call three days ahead began five years ago and clearly continues at this time. When DCM sampled MATAplus rider’s request for next-day trips, this was misinformation that the MATA agents continued to use. 

Riders of the system also feel that there is a very obvious operational capacity constraint. MATAplus riders are often picked up in vehicles that advertise the “Ready Ride,” service at MATA. People in the disability community cannot help but feel that the reason there are no buses to give people with disabilities rides is because those vehicles are used for other services. 

John Lewis' voice resonated at the MATA board meeting as he illuminated the profound meaning of the Community Commitment score. It's not simply about buses running on schedule, he insisted, but about acknowledging the very real impact on individuals when MATA cannot even get a bus on the road. For Lewis, this score serves as a stark reminder of unmet needs and the daily challenges faced by those who rely on consistent and reliable transportation.

We ask the MATA and TransPro not to exclude MATAplus from this Community Commitment philosophy. Refusing attempts to schedule trips one and two days in advance should be scored like a bus not even leaving the yard. We would give MATAplus a Community Commitment score of roughly 33 percent, like not having two out of three buses even leaving the yard. A truly effective MATA demands a functional paratransit system, and rectifying this inequity must be a priority before TransPro concludes its work.

NEXT WEEK: Disability Connection Midsouth offers solutions

Read Part Two: https://mciljournal.blogspot.com/2025/05/mataplus-capacity-constraints-part-2.html

 

ADA Racket in Memphis?

Lawsuit Raises ADA Questions

Four Oregon businesses have filed a class-action lawsuit alleging a nationwide "racket" of fraudulent disability claims. The businesses claim they were targeted for disability access violations under the Americans with Disabilities Act (ADA) and that two Tennessee-based law firms are involved in extorting money by filing fake ADA complaints.

This lawsuit highlights a concerning issue: the potential for misuse of the ADA, a law designed to protect the rights of people with disabilities. While the ADA is crucial for ensuring accessibility and preventing discrimination, these Oregon businesses claim that some entities are exploiting the law for financial gain.

The lawsuit mainly contends that the method of finding ADA violations was flawed and may have even used people with disabilities in the process. The complaints also stem from parking, and accessible routes outside the businesses. Violations that can be seen from the street or from computer mapping and not necessarily a complaint from a person with disabilities personally experiencing a barrier. 

The staff at DCM has had good conversations about peculiarities of the ADA. First, the ADA allows for recovery of attorney’s fees and costs, but people with disabilities who sue are not entitled to any monetary damages. The ADA as Civil Rights law does not have “ADA Police.” The law is to be enforced by private attorneys and the lawyers are awarded money, but many people do not see much enforcement and are not motivated to sue over the daily violations that they see. 

What does this mean for the disability community?

It's important to remember that this lawsuit is about alleged fraud. The ADA remains a vital piece of legislation that protects individuals with disabilities from discrimination. Disability Connection Midsouth remains committed to advocating for the rights and inclusion of people with disabilities and ensuring legitimate ADA claims are addressed.

This case does, however, raise awareness about the importance of understanding your rights and responsibilities under the ADA, both as a person with a disability and as a business owner.

Resources:

• For more information on the ADA, visit the ADA National Network.

• If you believe you have experienced ADA discrimination, you can find resources and file a complaint through the Department of Justice.

• For local resources and support, contact Disability Connection Midsouth.