By Tony Leys for KFF Health News.
Broadcast version by Mike Moen for Minnesota News Connection reporting for the KFF Health News-Public News Service Collaboration

Myrna Peterson predicts self-driving vehicles will be a ticket out of isolation and loneliness for people like her, who live outside big cities and have disabilities that prevent them from driving.

Peterson, who has quadriplegia, is an enthusiastic participant in an unusual test of autonomous vehicles in this corner of northern Minnesota. She helped attract government funding to bring five self-driving vans to Grand Rapids, a city of 11,000 people in a region of pine and birch forests along the Mississippi River.

The project's self-driving vans always have a human operator in the driver's seat, poised to take over in complicated situations. But the computers are in control about 90% of the time, and they've given 5,000 rides since 2022 without any accidents, organizers say.

"It's been fun. I'm really sold on it," said Peterson, who used to rely on her power wheelchair to travel around town, even in winter.

Autonomous vehicles, which can drive themselves at least part of the time, are making news in urban areas, such as San Francisco, where extensive tests of the technology are underway.

Rural experiments have been set up in a few other states, including Iowa and Ohio. Peterson hopes the pilot projects help bring a day when fully autonomous cars and vans assist the estimated 25 million Americans whose travel is limited by disabilities.

Fully independent vehicles remain far from everyday options, as tech companies and automakers struggle to perfect the technology. Recently, for example, General Motors recalled all its self-driving cars after one struck and dragged a pedestrian who had been hit by another vehicle.

But Waymo, a corporate relative of Google, is forging ahead with fully autonomous taxi rides in multiple cities.

Peterson is among those who believe autonomous vehicles someday will become safer than human-driven models.

"Look at how many times the lightbulb failed before it worked," she said.

Unlike many smaller towns, Grand Rapids has public buses and a taxi service. But Peterson said those options don't always work well, especially for people with disabilities. The autonomous vehicle program, known as goMARTI, which stands for Minnesota's Autonomous Rural Transit Initiative, offers a flexible alternative, she said. She hopes it eventually will ease a national shortage of drivers, which tends to be especially acute in rural regions.

The project is funded through the spring of 2027 with more than $13 million from federal, state, and local sources, much of it coming from the 2021 federal infrastructure bill.

The project's distinctive Toyota minivans are outfitted by a Michigan company, May Mobility, which is backed by the Japanese auto giant and other investors. Slogans painted on the side invite the public to "Experience Self Driving in Minnesota's Nature." The vans bristle with technology, including cameras, radar, GPS, and laser sensors. Their computer systems constantly monitor surroundings and learn from situations they encounter, said Jon Dege, who helps manage the project for May Mobility.

Users arrange free rides via a smartphone app or the 211 social service telephone line.

On a recent chilly afternoon, a goMARTI van pulled up near Peterson's house. She soon emerged, bundled in a bright purple parka honoring her beloved Minnesota Vikings football team. She rolled her electric wheelchair to the van, up a ramp, and into the back. Van operator Mark Haase helped strap the wheelchair in, then climbed into the driver's seat for a demonstration.

As the van pulled onto the street, the steering wheel seemed to shudder, reflecting tiny adjustments the computer made. Haase kept his foot poised near the brake pedal and his hands cupped around the steering wheel, ready to take over if a complication came up. After moments when he needed to take control of the vehicle, he pressed a button telling the computer system to resume command. "It was weird at first, but it didn't take long to get used to it and trust the system," Haase said.

The Minnesota Department of Transportation helped direct federal money toward the Grand Rapids project, which followed a similar effort in the southern Minnesota city of Rochester. Tara Olds, the department's director of connected and automated vehicles, said her agency sought smaller communities that wanted to give autonomous vehicles a shot.

Neither kind of driver will ever be perfect, Olds said. "You know, humans make mistakes, and computers make mistakes," she said. But the public would understandably react differently if a fatal crash were caused by an autonomous vehicle instead of a human, she said.

Frank Douma, a research scholar at the University of Minnesota's Center for Transportation Studies, has analyzed the Grand Rapids project and other autonomous vehicle programs. He said running such projects in smaller towns isn't necessarily harder than doing so in urban areas. "It's just different."

For the foreseeable future, such services probably will need to run on predetermined routes, with regular stops, he said. It would be more complicated to have autonomous vehicles travel on demand to unfamiliar addresses out in the countryside.

Developers will need to overcome significant challenges before autonomous vehicles can become a regular part of rural life, he said. "But it's no longer something that can be dismissed as impossible."

A 2022 report from the National Disability Institute predicted that autonomous vehicles could help many people with disabilities get out of their homes and obtain jobs.

Tom Foley, the group's executive director, said a lack of transportation often causes isolation, which can lead to mental health problems. "There's an epidemic of loneliness, particularly for older people and particularly for people with disabilities," he said.

Foley, who is blind, has tried fully autonomous vehicles in San Francisco. He believes someday they will become a safe and practical alternative to human drivers, including in rural areas. "They don't text. They don't drink. They don't get distracted," he said.

For now, most riders who use wheelchairs need attendants to secure them inside a van before it starts moving. But researchers are looking into ways to automate that task so people who use wheelchairs can take advantage of fully autonomous vehicles.

The Grand Rapids project covers 35 miles of road, with 71 stops. The routes initially avoided parking lots, where human drivers often make unexpected decisions, Dege said. But organizers recognized the street-side stops could be challenging for many people, especially if they're among the 10% of goMARTI riders who use wheelchairs. The autonomous vans now drive into some parking lots to pick riders up at the door.

During the recent demonstration ride with Peterson and Haase, the van turned into a clinic parking lot. A lady in an orange car cut across the lot, heading for the front of the van. The computer driving the van hit the brakes. A split second later, Haase did the same. The orange car's driver smiled and gave a friendly Midwestern wave as she drove past.

The autonomous vans have gone out in nearly all kinds of weather, which can be a challenge in northern Minnesota. Grand Rapids received more than 7 feet of snow last winter.

"There were only three or four times when it was so snowy we had to pull it in," Dege said. The autonomous driving systems can handle snowflakes in the air and ice on the pavement, he said. They tend to get confused by snow piles, however. The human operators step in to assist in those situations while the computers learn how to master them.

The robot drivers can get stymied as well by roundabouts, also known as traffic circles. The setups are touted as safer than four-way stops, but they can befuddle human drivers too.

Haase took control each time the van approached a roundabout. He also took the wheel as the van came up on a man riding a bicycle along the right side of the road. "Better safe than sorry," Haase said. Once the van was a few yards past the bicycle, he pressed a button that told the robot to resume control.

Peterson takes the vans to stores, restaurants, community meetings, hockey games - "and church, of course, every Sunday and Wednesday," she said.

She said the project has brought Grand Rapids residents together to imagine a more inclusive future. "It's not just a fancy car," she said.


Tony Leys wrote this story for KFF Health News.

Several hundred hikers are expected to climb to a summit of over 14,000 feet for this year's Pikes Peak Challenge in Colorado Springs, an annual event that supports people whose lives have been impacted by brain injury.

Zach Hudson, development director with the Brain Injury Alliance of Colorado, said participants can choose a summit that fits their skill level. Some will hike up halfway to Barr Camp, and others will walk several miles around Manitou Springs.

"All of the money raised goes toward supporting Coloradans and their loved ones, families, friends and professionals who are living with brain injury and have been affected by brain injury in some way," Hudson said.

The challenge started nearly 40 years ago as a "Walk Through the Clouds" when six hikers made it to the summit of Pikes Peak. Hudson said many brain injury survivors and their families participate to defy the odds and accomplish something they've been told they'd never do.

The all-ages event is set for Saturday, Sept. 7, and registration is now open at 'pikespeakchallenge.com.'

There are over 500,000 Coloradans living with a brain injury, and Hudson explained the challenge helps people across the state access free services. The Brain Injury Alliance of Colorado offers art classes, music therapy, resource navigation and support groups. It also organizes adaptive skiing and snowboarding in the winter, and hiking, fishing and other activities in the summer.

"Our mission is to make sure that all people with a brain injury are able to thrive in their communities and get connected to the resources that they need," he continued.

The alliance has also started offering permanent supportive housing in Denver to address the link between brain injury and homelessness. Hudson said the Pikes Peak Challenge is the organization's largest annual fundraiser.

"And then afterwards, the party in the park is a great way to come together with the community, meet other people, mingle with participants, have a nice meal, enjoy some music and a nice beautiful day in the park," he explained.


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By Marianne Dhenin for Yes! Magazine.
Broadcast version by Shanteya Hudson for Georgia News Connection reporting for the YES! Media/Public News Service Collaboration

When then-Atlanta mayor Keisha Lance Bottoms announced in April 2021 that a new law enforcement training complex would be built in the Weelaunee Forest, or South River Forest, in Dekalb County, near Atlanta, Georgia, a diverse coalition of organizers, activists, and other community members formed to oppose the project under the "Stop Cop City" banner. For Atlanta-based disability justice activists who are part of the coalition, the movement to stop Cop City is a disability justice issue.

"It is critical for us to bring a disability perspective when we talk about Cop City," says Atlanta-based Dom Kelly, co-founder of the nonprofit New Disabled South (NDS), "because the construction of this facility will disproportionately harm disabled people."

Almost three years after Bottoms' announcement, Cop City, officially titled the Atlanta Public Safety Training Center, is under construction on an 85-acre plot of forested land owned by the City of Atlanta in DeKalb County. If completed, the campus will be the nation's largest police training complex, equipped with military-grade facilities and a mock city for urban police training.

Many who have mobilized against the project have highlighted the adverse environmental effects of clearing dozens of acres of the South River Forest to make way for the development. Indigenous-led groups also oppose the destruction of the Weelaunee Forest and its wildlife habitat.

Meanwhile, racial justice groups foreground the fact that police violence disproportionately harms communities of color, and abolitionist organizations reject any expansion of policing and incarceration. They argue that Cop City would further militarize the police force. "Police here have already responded to protests with militarized tactics, chemical weapons, and domestic terrorism charges," Atlanta organizer Micah Herskind told The New York Times last year. "Cop City would only further provide police with training and equipment to suppress dissent and terrorize Black and working-class communities."

According to disabled organizers, each of these issues affects their community in unique ways. The framework of disability justice helps reveal these intersections.

"Destroying any portion of that forest is going to have an impact on our ability to fight climate change, and then that will disproportionately impact the disabled community," says Kelly. Disabled folks are at greater risk of being negatively affected by climate change, including experiencing worsening health conditions due to changing weather or being left behind during climate-change-related disasters.

Many disabled people also live on fixed incomes, making it nearly impossible for them to afford equipment to help navigate the effects of climate change, like air conditioners to survive a heatwave or backup generators to get through a blackout.

Disabled people are also especially vulnerable to police violence and are overrepresented in the nation's incarcerated population. "Disabled people, especially disabled people of color, are disproportionately harmed by police and the carceral system," says Kelly.

NDS, which works across the southern United States, partnered with Data for Progress on a recent voter survey in six Southern states including Georgia, examining sentiments on law enforcement encounters for disabled people in the region. The survey respondents agreed that disabled people experience discrimination during law enforcement encounters due to their disabilities.

Among Black and disabled respondents, rates of agreement were higher than among White and non-disabled respondents, pointing to the important difference between lived experience and outside perception of law enforcement encounters. Over 50 percent of Black survey respondents said they believe disabled people experience discrimination when interacting with law enforcement. About 34 percent of White respondents agreed that disabled people face discrimination in these encounters. More than 46 percent of all disabled respondents and about 37 percent of all non-disabled respondents agreed that disabled people experience discrimination when interacting with law enforcement.

Further, according to data from the Survey of Prison Inmates, 66% of people incarcerated in the U.S. report having a disability. Studies have also found that as many as half of those killed by police nationwide are disabled.

Black people are already three times more likely than white people to be killed during a police encounter-disabled or not. Additionally, they are more likely to be disabled and less likely to have access to needed health care.

Often, police encounters with disabled people become violent because officers make assumptions about so-called normal behavior. If an individual does not speak, move, or behave as an officer expects or demands, rather than considering that they might be disabled, the officer may assume noncompliance and react with force.

"A lot of the Black men that Atlanta police or [those from] other police departments in the metro area have killed were disabled," says Susi Durán, chair of the Atlanta chapter of the National Lawyers Guild, another group actively organizing against Cop City.

In 2015, police in Chamblee, Georgia, just northeast of Atlanta, shot and killed Anthony Hill, a Black man with bipolar disorder who was experiencing a mental health crisis. In 2021, in a similar incident, a DeKalb County officer killed Matthew Zadok Williams. His family later told reporters he was having a mental health crisis, and they wished the police would have gotten him help.

Experts suggest that a training facility such as Cop City would worsen the criminalization of disabled people rather than lessen the issue. Studies show that training programs, even those intended to reduce implicit biases against marginalized groups, do not improve police interactions with those communities. Research also shows that the increasing militarization of the police disproportionately threatens minority groups.

Kiana Jackson, Research and Coalition Organizing Manager at NDS and a co-author of the recent NDS and Data for Progress survey, says people have been connecting the dots between the discrimination they've seen in their communities and police militarization. "It is important for disabled people to get out on the forefront of these issues and say, 'Hey, we are victims of this. We are the ones being killed,'" she says.

Many disabled folks in Atlanta and DeKalb County have been doing just that as an outspoken contingent of the Stop Cop City movement. When the Atlanta City Council scheduled a vote on an ordinance for funding Cop City at a council meeting in June 2023, hundreds of community members showed up to make their voices heard at a public comment session that lasted 14 hours.

"Disabled people are a part of the Atlanta community," said Barry Lee, an Atlanta-based disabled artist who spoke at the meeting. Lee then urged the council to "allocate the proposed funds toward creating better accessibility for the city of Atlanta."

The city consistently ranks low for quality of life for its disabled residents, partly because of its crumbling sidewalks, inaccessible transportation, and lack of health care facilities. "There are parts of the city where it is difficult to walk on some sidewalks," says Durán. "Plus, we lost our Level I trauma center when Atlanta Medical Center closed down [in 2022]."

When Georgia-based respondents to the recent NDS and Data for Progress survey were asked whether their state had adequate resources, such as medical or mental health resources for disabled people when interacting with law enforcement, only 31 percent said they thought so.

People are frustrated, Durán says, because rather than the Atlanta City Council allocating funding for repairing infrastructure or shoring up the city's health care, "They're spending it on policing." Slogans like "Defund the Police" and "Care, Not Cops," heard at Stop Copy City protests capture this sentiment. Like Lee, many others who spoke at the public comment session also called on the City of Atlanta to allocate funding to infrastructure, housing, or youth programs rather than policing.

Despite the mass opposition at its meeting last June, the Atlanta City Council voted to approve $31 million in funding for the construction of Cop City.

When the Stop Cop City movement launched its next front, disabled organizers were again at the fore. The "Vote to Stop Cop City" referendum campaign began soon after that council meeting, aiming to get a vote on Cop City's construction on an upcoming ballot. One of its two fiscal sponsors was New Disabled South Rising (NDRS), NDS's political arm.

Kelly says backing the referendum campaign "aligned with the work [NDS was] already doing" as part of the organization's mission to support efforts decriminalizing disability and ensuring disabled people have access to the democratic process.

As fiscal sponsor on the campaign, NDS worked behind the scenes processing and disbursing contributions. Kelly says the organization also helped ensure that communications and canvassing were inclusive of disabled Atlantans.

Between its launch in June and September 11, 2023, the referendum campaign collected and submitted 116,000 signatures from Atlanta residents. That number is well over the threshold needed to get Cop City on the ballot. But the City of Atlanta has questioned it and made a series of attempts to disrupt the validation process, which Stop Cop City organizers claim are stalling tactics undermining Atlantans' right to vote on the issue.

As the referendum petitions move through a contested verification process and direct action to stop Cop City's construction continues, disabled organizers say they're committed to continuing their work. "If we want to see collective liberation in our lifetimes, we have to fight back against the further militarization of police and destruction of our already precious forest environment to ensure that future generations have a planet to live on and won't be murdered by police," says Kelly. "Cop City is one piece of that struggle."


Marianne Dhenin wrote this article for YES! Magazine.


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As the country observes Autism Acceptance Month, Nebraska families raising a child with Autism Spectrum Disorder are among those learning they will be receiving financial assistance.

The Family Support Waiver is based on passage of a 2022 bill and will provide up to $10,000 annually for 850 Nebraska families with a child with a developmental or intellectual disability, and the child will also receive Medicaid coverage.

Leslie Bishop Hartung, president and CEO of the Autism Center of Nebraska, said many Nebraska families raising children with a variety of developmental disabilities struggle to afford their child's care needs.

"It's not a lot of money but it might be just enough for families to bridge those gaps when they really need support, especially over the summer break when there's no school for children," Bishop Hartung pointed out. "And also, specific services that might be a real financial burden."

Families can use the waiver funds for services such as respite care, family caregiver training, home modifications and assistive technologies. Depending on the child's limitations and level of support needed, families can face considerable costs meeting the needs of a child with a developmental or intellectual disability.

Jennifer Clark, deputy director of the Developmental Disability Division for the Nebraska Department of Health and Human Services, said they are notifying around 150 families per month between now and August they will be receiving the Family Support Waiver. The notices are prioritized according to the family's need. Clark says this was determined by their responses to a survey DHHS sent to families with a child on the developmental disabilities waiting list.

Receiving first priority are families in crisis.

"Where the child tends to self-harm or harm others, so whether they're harming their siblings or their family members," Clark outlined. "The second priority is children with disabilities who are at risk for placement in juvenile detention centers or other out-of-home placements."

Clark added families in which the grandparent is the primary caregiver are given third priority, followed by families with more than one child with a disability living at home. Remaining families are prioritized based on the date they applied to the developmental disabilities waiting list.

Jordan Squiers, board president of The Arc of Buffalo County, said they are hopeful the waiver will help fill gaps in services, especially for older youths who do not become eligible for more inclusive services until they turn 21.

"They might be able to get additional help in their home; they might be able to hire somebody to take somebody out into the community more often," Squiers explained. "Kids that age do get the benefit of the schools but obviously we know there's lots of hours in the day outside of that; weekends, summers."

The Family Support Waiver is one of three Home and Community-Based Services Medicaid Waivers available in Nebraska.