HomeMy WebLinkAbout11-294JULY 13, 2011 11 -294 RESOLUTION
(CARRIED 6 -1 LOST LAID OVER WITHDRAWN )
AS AMENDED
PURPOSE: ADOPT 2011 TRANSIT DEVELOPMENT PLAN
INITIATED BY: TRANSPORTATION DEPARTMENT
WHEREAS, the City of Oshkosh's Oshkosh Transit System receives some of its
funding through the State of Wisconsin's Urban Mass Transit Operating Assistance
Program (Section 85.20), and
WHEREAS, the State requires, as a condition for maintaining eligibility for this
funding, that the grantee complete a Transit Development Plan (TDP) on a regular basis,
and the City's last plan was completed in July 2005, and
WHEREAS the City of Oshkosh entered into an agreement with the East Central
Wisconsin Regional Planning Commission (ECWRPC) in February 2010 to execute the
technical work in completing a TDP that satisfies the State's requirements, and
WHEREAS the ECWRPC worked with City staff to form a steering committee which
guided the development of this plan over a 15 -month period, and the steering committee
voted in support of adoption of this plan at its May 11, 2011 meeting, and
WHEREAS plan recommendations were developed following extensive public input,
including surveys of current passengers, interviews with community stakeholders, surveys
to specific potential passenger populations (University, industrial parks, and seniors), and a
Web -based survey, and
WHEREAS the City of Oshkosh Transit Advisory Board voted in support of adoption
of this plan at its June 15, 2011 meeting;
NOW, THEREFORE, BE IT RESOLVED BY the Common Council of the City of
Oshkosh that the 2011 Oshkosh Transit System Transit Development Plan is hereby
adopted, and that the City Manager shall work to implement plan recommendations,
with understanding that the major route systems changes from current system
be approved by Common Council following a recommendation from the Transit
Advisory Board.
Bold & Italics indicates amendments
J of Oshkosh - Transportation
( 0
OfHKOVH
ON THE WATER
926 Dempsey Trail, Oshkosh, WI 54902 (920) 232 -5342 (920)232 -5343 fax
MEMORANDUM
TO: Mark A. Rohloff, City Manager
FROM: Christopher Strong, P.E., Director of Transportation
DATE: July 8, 2011
RE: ADOPTION OF TRANSIT DEVELOPMENT PLAN FOR OSHKOSH
TRANSIT SYSTEM
Background
In early 2010, the City contracted with the State of Wisconsin and the East Central Wisconsin
Regional Planning Commission to develop a new transit development plan for the Oshkosh
Transit System. These plans, which are statutorily required of urban transit systems in Wisconsin,
provide a framework to improve individual transit systems in the state.
A steering committee was formed to guide the development of this plan. Formal input was
sought through numerous channels, with over 1,500 pieces of formal input being received,
through on -board surveys, mailback surveys, Internet surveys, in- person interviews, and outreach
meetings. The Steering Committee voted to adopt the plan on May 11, 2011. The plan was
subsequently adopted, with comment, by the Transit Advisory Board on June 15, 2011.
Analysis
When the planning process was initiated, it was the department's intent to take a "fresh look" at
the transit system by trying to engage a wide range of stakeholders through the process. It is
interesting that the observations on system strengths and weaknesses and recommendations for
improvement showed marked similarity across these diverse stakeholder groups. This suggests
that the plan presents a good framework for improving the system to better meet community
needs.
Comments on the draft TDP affirm that the plan's direction is good; however, there is not
unanimous support on implementing all recommendations as presented. (Please see the separate
attached memo for a summary of public input on the draft plan.) There appears to be general
support for the plan, but implementation of specific recommendations will take additional effort
in order to address the concerns that have been raised.
City of Oshkosh — Department of Transportation
Adoption of Transit Development Plan for Oshkosh Transit System / July 8, 2011
Fiscal ImRact
The department's direction to the East Central Wisconsin Regional Planning Commission was to
develop a flexible plan that could respond to different funding/resource scenarios that may occur.
One of the overarching assumptions was that it was unlikely that additional resources would be
available to support increases in service. In other words, service expansions /additions will likely
need to be offset by service reductions /contractions. The plan's flexibility has become even more
important with new constraints on the funding sources which support the bulk of the transit
system's budget. One response to these constraints was to include a table showing service
priorities (see Table 57), which shows the types of service priorities which would be emphasized
in the event of reduced funding.
Future implementation of many recommendations will have a fiscal impact; however, these fiscal
impacts would be presented to the Council for their consideration in the future, most likely in the
City's operating budget or capital improvement program. The cost of implementing some of
these recommendations may be offset by future revenues. Examples of these fiscal impacts
include the following:
• Improving accessibility at bus stops
• Adding shelters/benches to more bus stops
• Enhancing marketing - related activities
• Adoption of ITS technologies and /or improved fare collection
However, adoption of the plan does not obligate the Council to enact any of its
recommendations. Rather, adoption of the plan would give department staff direction on how to
manage the system according to the resources that may be available.
Recommendation
The Transportation Department recommends adoption of the draft Transit Development Plan as
presented. Upon a Common Council vote for adoption, the Transportation Department will work
with the Transit Advisory Board and /or the Common Council to help prioritize and structure
implementation of plan recommendations.
City of Oshkosh — Department of Transportation
of Oshkosh - Transportation Deoartment
MEMORANDUM
TO: Honorable Mayor and Members of the Common Council
FROM: Christopher Strong, P.E., Director of Transportation .,
DATE: July 8, 2011
RE: INPUT ON TRANSIT DEVELOPMENT PLAN
( 0
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The City of Oshkosh released a draft of its Transit Development Plan for public review and
comment on May 26, 2011. We publicized the release of the draft through several means:
• Press release issued by the City, which was circulated separately among numerous social
services agencies
• Community newsroom story printed by The Oshkosh Northwestern
• A legal notice in The Oshkosh Northwestern on May 29, 2011 and June 5, 2011
• Flyers on all OTS buses
• Posting on Oshkosh Transit System's Facebook page
• Radio interview on WOSH
• Inclusion in the East Central Wisconsin Regional Planning Commission's (ECWRPC)
electronic newsletter
• Transit Advisory Board meetings on May 25, 2011 and June 15, 2011
• Two public information meetings on June 13, 2011: one at the Library and one at the Seniors
Center
• A noticed public hearing at the June 15, 2011 Transit Advisory Board meeting (no members
of the public attended)
The purpose of this memo is to summarize the feedback that has been received on TDP
recommendations at the public information meetings and through the Transit Advisory Board.
Public Information Meetings
Two public information meetings were held on Monday, June 13th:
• Oshkosh Public Library — 1 to 3 pm (21 attendees)
• Oshkosh Seniors Center — 5:30 to 7:30 pm (1 attendee)
At each meeting, staff from the department and from ECWRPC were available to answer
Department of Transportation Page 1
Input on Transit Development Plan / July 8, 2011
questions from attendees. A formal presentation provided interested attendees with an overview
of the plan. Attendees were also invited to provide written comment. The following written
comments received included:
• Either proposed route alternatives has benefits but I lean to alternative #2 (Staff note: please
see Exhibits 94 and 95 in the draft TDP.)
• 1 feel OTS and the City Department of Transportation has done a great job in working with
new statistics to formulate a plan
• Offer credit card fare payments
• 1 don't believe formalization of bus stops is a priority at this time
• As a university student, I can attest that the general consensus of the "image" of OTS and its
passengers is one of gross unrealistic stereotypes that hinders more UW -O student riders. On
campus public relations and media (posters) may move away from the negative image of
riding the bus. Focus on riding the bus is not just for poor people. People who ride the bus
are not "creepers ", cost benefit for students as opposed to paying for gas and a UW -O parking
permit.
• To help with OTS image and accessibility support GPS, Google Transit, phone updates, and
card fare payment.
• Upon improving the green advantage and clean image of OTS, the community may be more
willing to support a small increase in City funding for later services, technology advances
(Google Transit and phone updates)
• Improve image and propose more City funding
• Seems like a good plan
• Need evening service
Transit Advisory Board Meetings
The Board was presented with two opportunities to consider the plan. At the May 25 meeting,
ECWRPC staff provided the board with a presentation which gave an overview of the plan. At
the June 15 meeting, which included a public hearing, staff were present to answer additional
questions about the plan.
The following is staff's summary of input received from the Transit Advisory Board at these
meetings. The references are to the draft plan, which may be found at:
ham: / /www.ei.oshkosh.wi.us /Transit /pdf /Oshkosh TDP Complete draft.pd£ A more
comprehensive summary of board discussion may be found in these meetings' minutes.
• How would proposed Route 2 (see Exhibit 97) access the Fair Acres shopping center? The
bus currently goes through the parking lot to a heavily used shelter. There was concern over
people potentially needing to cross Jackson Street to access the shopping center.
• Proposed Route 4 (see Exhibit 99) goes by the St. Vincent de Paul /Community Pantry, but
does not go into the parking lot as Route 4 currently does. There was concern that this is a
reduction in service quality for a heavily used stop. Staff noted that the existing stop has
accessibility challenges; however, if the stop is kept on Jackson Street (and not in the parking
Department of Transportation Page 2
Input on Transit Development Plan / July 8, 2011
lot), accessibility improvements would also be necessary there as well.
• There is some concern over the proposed changes to Route 10. The proposed alternatives for
Route 10 (see Exhibits 106 and 107) would improve service frequency between Oshkosh and
Neenah, but would not serve some intermediate stops currently served by Route 10. Some,
but not all, of those stops would be served by other routes.
• There was much discussion over formalization of bus stops (see p. 210 for a discussion).
Currently, many of OTS' bus stops are indicated through signage, with some also having
benches or shelters. However, our ridership materials have typically told prospective riders
that they can board the bus at a corner by flagging down a passing bus, whether or not there is
a sign there. Using formalized bus stops, and excluding the more informal "flagged" stops,
could reduce travel time for buses, making it easier to cover routes reliably in a given amount
of time. Formal stops also allow for improved stop design to improve accessibility and
address snow removal challenges. While some board members expressed support for formal
stops for these reasons and others, other board members were concerned that it would be a
major inconvenience to riders, especially those with mobility limitations, and could result in
reduced ridership. It was noted that the plan does not require formalization of bus stops, but
rather to consider such a policy. It was suggested that if such a policy were implemented, an
exception could be developed for those with mobility limitations.
• There was discussion over the plan recommendation to try to get buses out of parking lots (p.
206). This recommendation was motivated by concern over the difficulty of safely and
efficiently navigating buses through parking lots amidst other vehicular and pedestrian traffic.
A couple of board members expressed concern with this recommendation, who thought it
was better and safer for transit passengers to be closer to store fronts.
• There was support in removing on- street parking at all bus stops, so buses are able to get next
to the curb to board and alight passengers.
• One board member said he supports about 90 percent of the plan, and commended the staff
on how well the informational meetings were publicized.
The Board passed a motion "to support the TDP's overall direction with Board comments and
recommendations being forwarded by department staff to the Council for their consideration"
with a 7 -0 vote.
Department of Transportation Page 3
The complete Oshkosh Transit System 2011
Transit Development Plan is available in
draft form at:
http: / /www. ci. oshkosh.wi.us /Transit /pdf /Os
hko sh_TDP_C omp l ete_ draft .pdf
EXECUTIVE SUMMARY
EXECUTIVE SUMMARY
PLAN PURPOSE
• dWeasing a
• C ng elderly r
• Dein ionalization i
• Fixed r idership t
• Expenses ue to
• Increasing p W nsit
PUBLIC INPUT
servic tistics, mapping, paratransit
an provements, and identifies
li lation, land use, and social and
uded in hibit 1. Key trends include:
and industrial growth, and urban fringe
population
hopping habits
ulations
up and down since 2004
since 2004
Numerous efforts were made to receive public input throughout the planning process and the
response was overwhelming. These public input opportunities included: an onboard survey, e-
mailed comments, S.W.O.T. (strength, weakness, opportunity, and threat) exercises with the
steering committee and OTS staff, stakeholder interviews, and surveys of industrial /business
park employers, UW- Oshkosh students, faculty, and staff, and senior citizens. A Public
Participation Plan (Appendix A), which identifies mechanisms to provide public input, was
adopted and distributed by the Oshkosh Transit Development Plan (TDP) Steering Committee.
East Central Wisconsin Regional Planning Commission Executive Summary
Oshkosh Transit Development Plan May 2011
Onboard Survey (pages 43 -50) - A survey of Oshkosh Transit users was conducted on
Tuesday, April 27th, 2010, during peak hours of service on all fixed routes, to collect trip
characteristic information and opinions of the service. A total of 705 surveys were completed
and returned.
E- mailed Comments (pages 51— 52) - From February through July of 2010, questions were
posted on Oshkosh Transit's website to draw input from interested participants. All responses
were then e- mailed directly to Oshkosh Transit and East Central Wisconsin Regional Planning
Commission staff for review and processing. In response to these questions, a total of 105 e-
mails were received during the six month comment period.
S.W.O.T. Exercises (pages 52 — 58) - Exe
opportunities, and threats associated with the
amongst the Oshkosh Transit TDP Steering Committ
entify strengths, weaknesses,
ransit System were conducted
kshkosh Transit staff.
Senior Citizen Sury 91 — 99) - Throughout the month of October 2010 surveys
were distributed to all meal sites, the Oshkosh Senior Center, voluntary residential
facilities, and at the Winnebago County Senior Expo to gauge attitudes and perceptions, and to
analyze usage of the Oshkosh Transit System. A total of 150 surveys were returned.
Key Findings of Public Input - A typical Oshkosh Transit user rides the system 5 or 6 times
per week to get to school or work (which accounted for roughly 52 percent of trip purposes)
because they have no other means of transportation. Overall, respondents noted that Oshkosh
Transit is affordable, reliable, and clean, has good frequency and coverage, a helpful staff, and
contributes to economic development as it provides access to things like jobs, healthcare,
education, and shopping. However, many noted that there appears to be a public perception
that Oshkosh Transit is a social service that is strictly for the elderly, disabled, and low income.
East Central Wisconsin Regional Planning Commission Executive Summary
Oshkosh Transit Development Plan May 2011
The vast majority of respondents noted that some improvements to the system that should be
made include: extending evening service, service to 20 Avenue YMCA and outlet mall,
efficiency of some routes /route timing, and more benches and shelters at bus stops.
BUS STOP INVENTORY /SYSTEM ACCESSIBILITY (pages 103 —138)
In July of 2010, all marked Oshkosh Transit fixed route bus stops, a total of 228, were plotted
using GPS and examined for major deficiencies which impede safe and efficient access. Such
deficiencies include: safe and efficient access especially ramp access for those with mobility
devices, lack of curb cuts /sidewalks where appropriate, visual obstructions (i.e. caused by
vegetation), on- street parking obstruction, surface impedim damage, damaged equipment
(i.e. signage, benches, and shelters), and missing signs the 228 bus stops which were
examined, 154 were found to have no major deficie outlined above. There were 93
occurrences of a major deficiency, in which nume ps had multiple deficiencies.
Those stops which had a deficiency were also pho ed.
NUMBER OF D
X41111 Will
In Oct o nd Novemb 201 oarding and alighting survey was conducted to gather
informatio route riders tter uring this effort, surveyors counted and recorded the
number of p Neve ettin and 7ba
each bus stop on every route for an entire service
day. The tof pas ers ad, whether the ADA accessible ramps on the buses
were used, athe bi rac the fron t of the bus were used were also tallied for
each stop to n entire service day. These figures depict an accurate
representati and alighting patterns look li ke for OTS on a typical day of
operation.
Total Daily Boardings - Average daily boardings in the 2004 survey totaled 3,465. Counts for
2010 were down 7.2 percent system wide with 3,217 daily boardings. Seven of the nine routes
experienced a decrease in average daily boardings, ranging from decreases from a little over 4
percent on Route 4 — North Main to nearly 24 percent on Route 11 — South Park. These
decreases are believed to be the result of a substantial fare increase, in which the fare was
raised from $0.50 to $1.00 in January of 2009 and a weakened economy over the last several
yea rs.
East Central Wisconsin Regional Planning Commission Executive Summary
Oshkosh Transit Development Plan May 2011
iv
AVERAGE DAILY BOARDINGS BY ROUTE, 2004 VS. 2010
1 - East Loop
418
345
-17.5%
2 - Bowen Street
401
415
3.5%
4 - North Main
425
407
-4.2%
5 - Algoma Park
370
310
-16.2%
6 - UWO /North Saw er
432
487
12.7%
7 - West High
379
347
-8.4%
9 - Ninth Avenue
593
5
-8.4%
10- Neenah
128
AIRM
-7.0%
11 - South Park
319
NW4
-23.5%
EVALUATION OF PERFORMANCE AND
• 11 national Hanfol
Pittsfield, M ru o se tts; iston,
Pennsylvania; , Te ssee; ,
PARISON (paNJan 198)
r
Green , ille, La Cr osse,
Iowa Iowa; Decatur and Springfield,
Bay and Muskegon, Michigan;
l , Idaho; Monroe, Louisiana;
i Dakota; Altoona and Erie,
view and Bellingham, Washington.
9
peer group average in the vast majority
4 th amongst Midwestern peers, and 3`
East Central Wisconsin Regional Planning Commission
Oshkosh Transit Development Plan
Executive Summary
May 2011
v
PLAN RECOMMENDATIONS (pages 199 — 241)
Plan recommendations were developed based on input from the public, the Steering
Committee, and staff. Proposed route alternatives which were developed were also tested in a
transit model to gauge what forecasted ridership /performance would be.
Transit Model - In coordination between the Wisconsin Department of Transportation, HNTB
Madison, ECWRPC, and other northeastern Wisconsin entities, the North East (NE) Regional
Travel Demand Model was developed to forecast travel volumes and movements for autos,
trucks, and transit. HNTB Madison provided assistance by utilizing the transit model component
of the regional model to develop and evaluate rouAarthough nding ridership for various
transit alternatives in the Oshkosh Transit servic the forecasted model
boardings are within two percent of the actual dail results obtained from the
model should still be tempered with any other a well as the judgment of
professional staff.
Proposed System A ative (Exhibit
includes a fo . West % hich capabilitI woul epa expre Ice to of ah
design ute 4 woul r the rity of a
fixed route sys Iternatives are being
Again, system route alternative
t , and dis ons amongst the
mittee. Pub mand for new
dership, timi g, and route
ute alternative design. Both
a and resources and improve
) - Again, proposed system alternative #1
s 5, 7, and 10 would intersect for transfer
of Oshkosh from this transfer point with
pportunities with Valley Transit. A newly
wte 10's local service.
Proposed Route 1 - Proposed Route 1 would be a consolidation of existing routes 1 and 2
which have been underperforming for some time. Existing routes 1 and 2 combined ridership is
760 daily riders and a redesign /consolidation of the two routes into one is projected to draw
500 daily riders, with only one bus rather than two. The run time would continue to be 25
minutes with a headway of 30 minutes.
East Central Wisconsin Regional Planning Commission Executive Summary
Oshkosh Transit Development Plan May 2011
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Proposed Route 2 - Proposed Route 2 substitutes portions of existing routes 4 and 5, which
in total generated 717 daily riders. Proposed Route 2 is projected to draw 569 riders with a run
time of 25 minutes and a headway of 30 minutes.
Proposed Route 3 - Proposed Route 3 would act as a downtown circulator route which would
substitute for portions of existing routes 5 and 6, which currently generate a total daily ridership
of 797 riders. Proposed Route 3 is projected to attract 377 daily riders with a run time of 25
minutes and a headway of 30 minutes.
Proposed Route 4 - Proposed Route 4 substitutes portions of existing routes 1, 2, and 10
which currently generate a total of 1,120 daily riders. P ed Route 4 is anticipated to
generate 144 daily riders with a run time of 25 minutes headway of 30 minutes. This
route would also expand service to the North Industrial the City of Oshkosh.
Proposed Route 5 - Proposed Route 5 su
currently generates 487 daily rides. Proposed
with a run time of 25 minutes and a headw
service to UW- Oshkosh and also improve
destinations like grocery/department stores (i.e.
Proposed Route 6 - Proposed
currently generate 890 daily rides.
a run time of 25 minutes and a hei
Proposed Route 7
draws 543 daily rid
time of 25 minutes
the frontage roads alo
existing Route 6, which
� er enate 363 daily rides
will provide extensive
to get to popular
Sting Routes - 7 and 9 which
to draw 508 daily riders with
g Route 9 which currently
tide 293 daily rides with a run
focus of this route is to service
ps portions of existing Route 11 which
Route 8 is projected to attract 302 riders
v of 30 minutes. This route would also
Proposed Ro - A
existing Route 9 c
Alternative #1 is fo
with a run time of 35
service to the Southwest
e #1 - Proposed Route 9 - Alternative #1 covers portions of
ovides 543 daily rides using two buses. Proposed Route 9 -
w 137 daily riders with only using one bus to serve the route
nd a headway of 40 minutes. This route would also expand
al Park and Universal Business Park.
Proposed Route 9 - Alternative #2 - Again, proposed Route 9 - Alternative #2 covers
portions of existing Route 9 which currently provides 543 daily rides using two buses. Proposed
Route 9 - Alternative #2 is on the same alignment as alternative #1; however it extends service
to the 20 Avenue YMCA, which was a highly demanded destination in the public input process.
Proposed Route 9 - Alternative #2 is forecasted to draw the exact same ridership as alternative
#1 (137 daily riders) with only using one bus to serve the route with a run time of 35 minutes
and a headway of 40 minutes. The ridership projection in the model remains constant for this
alternative because the YMCA is not an explicit trip generator. However, based on
overwhelming demand one would assume this facility would generate ridership if serviced.
East Central Wisconsin Regional Planning Commission Executive Summary
Oshkosh Transit Development Plan May 2011
x
Implementation of this alternative is dependent on identifying a safe, efficient, and
maneuverable entry and exiting plan at the 20 Avenue YMCA facility. This route would also
expand service to the Southwest Industrial Park and Universal Business Park.
Align of Route
purpose, ther express
destinations the way
ridership is to nature
Ali Nseto Rou 10 is dependent upon the route's desired
e the City of Neenah or a local ridership carrier to
City of Neenah. Again, half of existing Route 10's
h mpedes timeliness of express service to the City of Neenah.
m run e of 55 minutes and a headway time of 60 minutes and
tim ith Valley Transit, more commuters may choose to use the
urbanized areas. Again, proposed Route 4 would cover the
g e 10's local ridership. Discussions should occur between the
and Winnebago County to examine what Route 10's long term purpose
Other System Recommendations - Through steering committee discussions, staff analysis,
and public input, several other system recommendations have arisen throughout this planning
process with the notion of improving the efficiency of the Oshkosh Transit System. HNTB
Madison also contributed to the development of other system recommendations related to:
fixed route service enhancements, passes and fares, planning and policy, equipment and
facilities, information /image /marketing, technology, and funding. Recommendations in the plan
by category are ranked by priority. A list of key overall recommendations were also identified
East Central Wisconsin Regional Planning Commission Executive Summary
Oshkosh Transit Development Plan May 2011
xi
(listed below) but are not ranked, as all are considered to be major priorities throughout the life
of this plan. Key overall recommendations include:
Implement proposed route structure - Implementation of the proposed route
structure will extend geographic coverage and improve timing and route
interaction /transfer capabilities, all while using the same amount of existing resources.
The transit model used to test the proposed route alternatives anticipates that ridership will
remain comparable as it is today. However, factors like the recent spike in gas prices are
not taken into account. Therefore, ridership levels are anticipated to be even higher than
those outlined in the transit model performance analysis.
Develop a uniform brand of all components & the r scheme, stops, rider's
guides, maps, other printed materials, etc.) at consumers associate
them OTS - Development of a current and unif e ll etter allow Oshkosh Transit
to market itself to potential users of Oshkosh n e.
OTS anl
Dents, cdffmuters, e tc.
OTS service
f targeted groups (students, area
Oroughout the community and determine
Dtential usage of OTS in the future
edia
s e (6PM to 10PM) - Extending evening service was
d throughout the public input process. The extension of
e working some second shift jobs to get home from work.
ividuals working service sector jobs to use transit, as these
nge of scheduled hours /shifts. Extending evening service
UW- Oshkosh students and K -12 students and their ability
vities.
New student fare structures /student ID /bus pass program with Oshkosh Public
Schools - Not only will the extension of evening service improve transportation for K -12
students, but a financial partnership with the Oshkosh Public Schools to reduce the out of
pocket cost for students should enhance usage. New student fare structures such as using
one's student ID as a bus pass, as currently used by UW- Oshkosh students, should
increase student use.
East Central Wisconsin Regional Planning Commission Executive Summary
Oshkosh Transit Development Plan May 2011
iii. Targe arketin mpa
iv. Market . e an ique
xii
Incentive programs with local employers for employee usage of transit - As gas
prices have once again exceeded $4.00 per gallon; transit should become more and more
of an attractive alternative to the automobile. Yet, some individuals don't know what to
do, how to use the system, or are unaware of the service. One opportunity to connect
with potential consumers of Oshkosh Transit is to work with area employers and establish
incentive programs for their employees to use the system, which will benefit the employee,
the employer, and Oshkosh Transit.
in the future - Oshkosh Transit
most part a bus will pick you up
P g counts which were taken as
e have a high degree of
6Lt the day. Thus, the more often
ete. Also factor in stopping
s of routes throughout the
nce and annoyance for
which individuals can
I by consolidating the
consumers. Therefore by formalizing ps along the routl
board, the amount of time to complete ute should be red
number of access points. Exemptions fo ividu
considered.
Enhanced accessibility at b - Enhance c
very costly; however there are se I s that
of both existing and fu ure stops. a inc
i. Maintain a service a con at
acc path I c
ii. Ensure t
;ibility for some stops can be
taken to improve accessibility
stop
stops
Expan of Intejitechgy ns tion Systems (ITS) such as:
i. G osistems (GPS) on buses
ii. Cell a with real -time updates (GPS is needed on the
buses) iii. Wireless i uses
Increased technology cannot only lead to more efficient operations for Oshkosh Transit but
also attract new users to the service. The inclusion of global positioning systems (GPS) on
buses will allow Oshkosh Transit to track vehicles and respond to consumer inquiries about
locations of vehicles and to address complaints such as speeding, not stopping, timeliness,
etc. Inclusion of GPS will allow Oshkosh Transit to pursue other technologies that should be
attractive to consumers such as real -time updates on cell phones and the internet. Wireless
internet on the buses should also be considered as an attractive technology especially for
commuters and students.
East Central Wisconsin Regional Planning Commission Executive Summary
Oshkosh Transit Development Plan May 2011
xiii
• Senior /disabled discounted punch pass - Currently Oshkosh Transit does offer
senior /disabled discounts, however a discounted punch pass is not available at this time.
Based on public input these punch passes are popular amongst the area schools for
transporting students with disabilities to and from school and school related activities.
• Improvement of fare collection - Technology is needed to improve fare collection to
reduce fraudulent payments, eliminate the need for staff to count money, and accurately
track finances in a timely and cost - effective fashion.
• Joint promotions with retail commercial areas located along bus routes - It is a
fact that transit contributes to economic developmen ther it be access to jobs or
goods and services. Establishing joint promotions tionships with area businesses
should be a win -win for both Oshkosh Transit and ting businesses.
• More shelters/ benches at high traffwingly Altho Nconcion nd shelters cannot
be placed at every stop, it is important traffic so include benches
and shelters, especially where there is high of young, elderly,
an d disabled populations.
K e the
stantia
To begi
e priorities. Additional analysis
level AMWe known.
High freqllhW service (1 our) wfW misses some destinations
Evening se fter 6pma
2.73
3.00
1
2
Low fares
3.09
3
Earlier morning se re 6am)
5.00
4
Limited Saturday servi
5.55
5
All day Saturday service
5.64
6
Low frequency service (one hour) which covers more destinations
5.73
7
Above and beyond ADA paratransit services
6.73
8
Other: Economical way to transport anywhere in City of Oshkosh
8.36
9
Other: Access to Jobs program
8.45
10
Other: Better connectivity with Valley Transit
8.73
11
East Central Wisconsin Regional Planning Commission
Oshkosh Transit Development Plan
Executive Summary
May 2011