Wondering about Madison’s newly painted red streets?

The city’s new bus rapid transit system will likely start rolling this fall

BY GRAHAM BROWN

GRAHAM BROWN

BRT station 200 block of State Street

The station on the 200 block of State Street is one of 31 now around Madison to serve the city's new bus rapid transit system.

For the past two years construction has proceeded along Madison’s populous bus Route A, which connects East Washington Avenue to downtown Madison and UW-Madison before heading out to Mineral Point Road. Workers have been building the new Bus Rapid Transit (BRT) system, which promises an unprecedented overhaul in the city’s public transportation.

According to Mike Cechvala, Metro Transit’s capital projects manager, plans for Bus Rapid Transit have been discussed since 2012, with studies done on two potential routes — one running north-south, the other going east-west. In 2017, the city council approved plans for the latter proposal, given its popularity. 

“Route A has really emerged as a high ridership and well-performing route,” Cechvala says. According to city data, 12,000 people use the route every year and officials expect ridership to increase with the new BRT route.

It will cover 15 miles with 31 stations that Cechvala says are “More like rail stations than your typical bus stop.” They will all have full shelter, real-time information, and platforms at the level of the bus floor.

Mick Rusch, Madison’s chief development officer, says “It will be comfortable to wait.”

The buses will be electric and are paid for through President Biden’s infrastructure plan. Rusch calls them the “coolest part” of the overhaul. They are bigger, ADA accessible, and open on both sides, with doors also in the back. A new smartcard system is being introduced, with further details to be announced in coming weeks. While it will start with a physical card, Rusch quickly expects to transition to a QR code and, by early 2025, passengers will be able to board with a credit card or tap to pay.

What makes it a “rapid” transit system is how the buses travel, through red bus-only lanes that cover two-thirds of the route. Cars will not be allowed in this lane with hopes the buses can move unencumbered.

Weather could prove a challenge though. According to a fact sheet provided by the Joint Office of Energy and Transportation, electric school buses performed best with temperatures in the high 50s. When the temperature dipped to 25°F, their range decreased by 33%. With average winter days in Madison hovering around that level, it remains to be seen how these buses will hold up.

Rusch calls the weather “a very real concern.” He stresses the city is adding 62 of these buses to their fleet, which will give officials the ability to switch them out if one is having problems. “We’ll just have to get creative and learn the new technology,” he says.

The city is currently in the process of installing three new charging stations along the route and is holding off on announcing an official BRT launch date until they are done. Both men expect the line to open in the early fall, with Rusch anticipating a September start.

Cechvala describes the reaction from the community as “interest and excitement,” but acknowledges there are some naysayers and concerns about safety. With the BRT lane on the left side of the road, and the stations in the medians, some worry the combination could be a dangerous situation for pedestrians getting on and off buses.

Cechvala promises plenty of precautions have been taken. Thirty of the stations are at traffic-controlled intersections and the other is on a four-way stop. The platforms have been installed with railings and concrete knee-high walls to offer protection against traffic. He also cites Cleveland, Indianapolis and Albuquerque as examples of cities with successful BRT routes utilizing the median.

Discussions about improving Madison’s public transportation infrastructure have gone on since at least the 1980s, with light-rail, commuter rail and street cars all having their advocates. But in the end, Cechvala says BRT was the model that made the most sense for a city of Madison’s size.

“These are big projects,” Cechvala says. “They take a long time to come to fruition.”

They aren’t done either. Transit’s preliminary community plan for the north-south route was recently approved by the city council, and Rusch says funding has been included in President Biden’s 2025 budget. He’s hopeful Madison’s second BRT line will open in 2027 or 2028.

https://isthmus.com/news/news/wondering-about-madisons-newly-painted-red-streets/

A Milwaukee County Transportation System battery electric bus on November 10, 2022. Staff photo by Ethan Duran

$15M announced for Appleton and Green Bay transit

Appleton and Green Bay are getting more than $15 million in federal funding for zero-emission buses and a new maintenance center.

The money comes from a Federal Transit Administration program stemming from Bipartisan Infrastructure Law, signed by President Joe Biden in 2021. U.S. Sen. Tammy Baldwin announced the award this week.

A total of $12 million will go to Appleton’s Valley Transit agency and support renovating the Whitman Facility, officials said. The project calls for updated maintenance bays, a new fueling and bus wash lane and an expanded bus storage area. The renovation comes with sustainable features such as a solar array, rainwater collection for washes and electric vehicle charging.

“This grant will help make our vision to deliver a safe, reliable, and ultimately more environmentally sustainable public transportation system for Appleton and the greater Fox Cities,” Appleton Mayor Jake Woodford said in a statement.

Green Bay will get more than $3.1 million to replace its diesel buses with battery electric buses and charging equipment, officials said. Officials added they expect the effort to reduce maintenance costs and the city will be closer to its 100% clean energy goal by 2050.

“I am extremely proud that the City’s efforts to reduce our carbon footprint are receiving recognition and support from the federal government,” said Green Bay Mayor Eric Genrich in a statement. “I am thankful to President Biden and (DOT Secretary Pete) Buttigieg for making these funds available, Senator Baldwin for her strong representation and support of our application, and Director Kiewiz for her innovative leadership of Green Bay Metro,” he added.

The FTA’s Low and No Emission and Bus & Bus Facilities grant programs gave federal funding to the state and local government to buy or modernize buses, improve facilities and support hiring. The programs stem from the federal infrastructure law, which will give $5.6 billion through 2026 through the Low-No program and nearly $2 million for the bus facilities program.

In July, Appleton received $25 million to reconstruct the Valley Transit Center.

https://dailyreporter.com/2024/07/12/15m-announced-for-appleton-and-green-bay-transit/

Topping one million annual rides in 2023, public transit ridership in Racine is on the rise with more commuters choosing to take the bus.

Transit Director Trevor Jung told TMJ’s Tahleel Mohieldin it’s a 40 percent increase from the year prior which he also said was more than the usual Covid bounce back.

“We’re doing really well,” Jung said.

He said while nationally on average transit ridership is 80 percent of what it used to be pre-pandemic; the city of Racine is closer to 100 percent.

"I take the bus every day. I rely on it,” commuter Bradley Stout said. “Overall, I'd give it an 8/10."

Jung credits the city’s outreach efforts with area employers, schools, and community non-profits as well as Ryde Racine adding more stops, for the above-average performance.

City leaders believe ridership will continue to rise as they gear up to launch an app-based fare payment system in partnership with Milwaukee County Transit and Waukesha Metro in the fall.

It’s a change Jung said is meant to make it easier to get people where they need to go and one that riders like Monica Navy seem eager to try.

“It’s convenient,” Navy said, “because who doesn’t have a phone?”

More Commuters in Racine Choosing Public Transportation to Get Around

'Where is the bus?' is a question riders in Eau Claire have had for almost a year, but now the city will be rolling out a new bus-tracking app to answer that question.

EAU CLAIRE (WQOW) - 'Where is the bus?' is a question riders in Eau Claire have had for almost a year, but now the city will be rolling out a new bus-tracking app to answer that question.

Eau Claire will be launching the new app in August through the company EQUANS. It replaces the TransLoc app which was discontinued last July because of what the city called too many software issues. 

The EQUANS app will let people see where their bus is in real time, plan trips, see any detours, and get any updates or announcements to make sure they don't miss their ride.

"If they have to wait in their house and time it so they're not waiting at the bus stop so long, that's huge," Eau Claire Transit manager Ty Fadness said. "Students at the university love it so they can time it that way, so we're really excited it's going to be here before the school year starts. If it's snowing, or rainy, or cold, it's much easier to time and track your routes so you know when the bus is going to be at your stop."

The cost of the tracking service is around $375,000 and is fully funded through the federal CARES Act. Fadness said it will not have an effect bus rates or city taxes and the app will be free for users to download.

Eau Claire Launching New Bus Tracking App This Summer

New Gillig Clean-Diesel Bus. Photo Courtesy of MCTS.

The Milwaukee County Transit System (MCTS) is taking a big step toward regionalization and bidding to manage the City of Waukesha‘s system: Waukesha Metro Transit.

If awarded the contract, MCTS would manage Waukesha Metro like a third-party government contractor. The City of Waukesha would maintain responsibility for funding the operations and infrastructure needs of the system.

The move is the first major play by MCTS to create a regional transit system, after the launch of a new fare system being adopted by other transit systems in southeastern Wisconsin.

“Ultimately, the hope is to illustrate how a regional approach to public transportation is a key component in growing the region economically,” according to a report by MCTS Deputy Director Julie Esch, which will go before the Milwaukee County Board later this month.

MCTS is already a quasi-governmental private entity and not a government agency. In 1975, Milwaukee County created the non-profit Milwaukee Transport Services, Inc. (MTS) to take over operation of the privately owned and operated Milwaukee & Suburban Transport Company. MCTS, as an entity, is controlled by the MTS board, which is in-turn controlled by the county.

MCTS already has a close working relationship with Waukesha Metro. The two transit agencies collaborated on a connection between MCTS’ new Connect 1 bus rapid transit route and Waukesha Metro route 1 at the Milwaukee Regional Medical Center; an attempt at replacing the former GoldLine service that ran into Waukesha.

Waukesha Metro also recently joined MCTS’ fare collection system WisGo, so riders can already pay fares for both transit services through the same mobile application.

The Milwaukee transit system has a long-term structural deficit, which has been winnowing transit service in the county for years, at least until the COVID-19 pandemic infused the system with millions of dollars. The funding will run dry in 2027, and a projected $12.6 million budget deficit will surface. Regionalizing the system, and attracting new financial support from the state or federal government is one way MCTS officials hope to avoid drastic cuts to service. In other words, the transit system would be grown out of its funding crisis.

MCTS is also considering bidding on operating the City of Milwaukee’s streetcar, called The Hop, and taking over FlexRide, a relatively new city-to-suburbs, job-focused transit service, as Urban Milwaukee previously reported.

“Although state legislation does not allow regional transit authorities nor provides for dedicated funding, of any kind, there are opportunities for efficiencies and improved customer experience,” Esch notes.

Waukesha Metro is a modest transit system compared to MCTS. It has a $7.1 million annual budget and 23 buses it operates on 10 routes, which radiate outward from the city’s Downtown Transit Center, serving major local destinations like Waukesha Memorial Hospital, shopping centers and schools, along with a paratransit service with smaller buses and vans.

If MCTS ends up running Waukesha Metro, it may facilitate development of a cross-county bus rapid transit route. The Southeastern Wisconsin Regional Planning Commission spotlighted Waukesha Metro Route 1 for development of a bus rapid transit service in a recent five-year plan for the system. Metro 1 already connects to the county’s nine-mile Connect 1, which runs east and west across Milwaukee County between Downtown and the Milwaukee Regional Medical Center.

“MCTS believes it is best positioned to operate Metro in accordance with RFP requirements and within federal, state, and local regulations,” Esch wrote in the board report. “Additionally, from a regional perspective, MCTS operation of Metro is a logical next step in transit growth for existing and future riders.”

MCTS Bids to Run Waukesha Buses

MILWAUKEE – As the Milwaukee County Transit System looks to grow its footprint in the region, while also juggling the complex funding issues the body has navigated for years, how realistic is the idea of a wider-reaching regional transit authority across not just Milwaukee County, but more of Southeast Wisconsin?

That idea was floated to begin last Wednesday’s Milwaukee County Committee on Transportation and Transit meeting. MCTS Deputy Director Julie Esch says the system is considering a bid to manage both The Hop streetcar and Waukesha METRO when their respective contracts become available later this year and in 2025, respectively.

“Not own the assets, but manage it” said Esch, adding that the FlexRide MKE program could also be brought under the MCTS umbrella within an RTA model.

MCTS President and Managing Director Denise Wandke says a regional transit authority would look more attractive to potential funding sources. “We’re one of the very few systems of our size that don’t have dedicated funding, and I feel that we should look at different ways that we can incorporate some of these other mobility types in order to qualify for an RTA or find additional funding” said Wandke. “It’s putting these things under one roof, and hoping people see the impact that we have, and getting us to that type of funding.”

Currently, mass transportation projects compete for state funds with other non-transit-related projects under the General Purpose Revenue Fund, a move instituted in 2023 by state Republicans. Before that, those transit projects would seek funds from the separate Transportation Fund.

The idea of a regional transit authority in Southeast Wisconsin has been considered before. When a Milwaukee-to-Kenosha commuter rail network was originally proposed in 2009, the project included an RTA to oversee the development and execution of the line. That idea was scrubbed by the state Legislature in 2011 under then-Governor Scott Walker. Another RTA proposed around the same time that would have included MCTS never saw mass support from local elected officials at the time.

While MCTS is not operated by the city, there is support for the idea of a RTA from Milwaukee leadership. In a statement from the office of Milwaukee Mayor Cavalier Johnson, his spokesperson Jeff Fleming tells me the city is open to strengthening the existing relationship between Milwaukee and MCTS, which could also include a change in hands of management operations for The Hop. “If we are going to Grow Milwaukee and strengthen our economic competitiveness as a metro area, we will need a strong and robust public transit system. Whether that should take the form of a formal regional transit authority, mutually-beneficial operating agreements, or other approaches is worth exploring and discussing, including how different options could support the operation and expansion of The Hop” said Fleming.

Third District Alderman Jonathan Brostoff, a noted supporter of transit infrastructure projects amongst his colleagues at City Hall, was even stronger in his conviction that an RTA would benefit the city when I asked him about the concept after the June 11th meeting of the Common Council. Brostoff says a RTA would make systems like The Hop more attractive to federal funding sources than the city asking for the money.

“I think it’s important to keep all options on the table and explore what’s going to be best for the folks of Milwaukee. The county does have a long history and a lot of experience in running a transportation system. Let’s have those conversations and see what’s best for Milwaukeeans” says Brostoff.

In the past, the Amalgamated Transit Union Local 998 has been wary of wider support for RTAs due to legislative opposition. A comment from the union was not provided by the time of this article’s publication.

MCTS told WTMJ last week Wednesday that while no official proposals have been drafted, it is looking ahead at the next structural budget gap coming in 2027, and pursuing all angles to find a solution that leads to solvency. A report by the Milwaukee County Comptroller’s office indicated that by 2027, the estimated gap between operating expenditures and revenues will hit 12.6 million dollars, growing to 17.5 million by 2029, and will “likely fall to the property tax unless new or increased revenue sources are secured.”

While a regional transit authority remains purely hypothetical at this point, one way transit systems in Southeast Wisconsin have become more homogenized is through fare collection under WisGO, which took over MCTS fares from the old M-Card system in 2023. In addition to MCTS, four other transit networks in Wisconsin are either under the WisGO umbrella or will be at least partially on the network by the end of this year:

“Regarding WisGo, the goal is to make travel across the region easy, and having one easy way to pay is helping us meet that goal.” says MCTS Marketing and Communications Manager Anna Schryver.

Read the full article here.

As Madison approaches the launch date for the east-west bus rapid transit line, the special stations and lanes already present a host of questions.

Can cars drive in the lanes with the paved red squares? Will we be able to turn left there? When will all this road work be finished? When can we ride the new bus route?

Mike Cechvala, the capital projects manager for Metro Transit, has overseen the work to implement bus rapid transit and has the answers.

Construction crews on East Washington Avenue, University Avenue and Mineral Point Road are in the final stages of completing stations and platforms for the new bus system after 18 months of road work. City leaders say bus rapid transit, or BRT, will provide faster and more reliable transit service to more people across the city with service every 15 minutes or less. The revamped system will use specialized lanes, dedicated boarding stations, off-board fare collection, and fast and frequent operations.

Those modernizations, however, require construction crews to update underground utilities and traffic signals and to remove the bump-outs at several intersections. That work is almost complete, but there are a handful of steps left before the buses are running, Cechvala said.

The initial east-west line will run roughly between East Towne and West Towne malls. Construction on that line began in the spring.

Meanwhile, the City Council on June 4 unanimously approved the north-south route, which will run from the north side of Madison, through the Downtown area, to Madison’s south side neighborhoods and end in Fitchburg.

For now, though, work continues at some of the east-west stations, like between East Towne Mall and Stoughton Road and at the intersection of East Washington Avenue and Milwaukee Street. Crews are starting to make finishing touches, installing benches, railings, ceiling tiles and glass panels.

The Cap Times spoke to Cechvala about those logistics and the timeline for the east-west route. 

Can cars drive in the lanes with red pavement?

Cechvala: We are in the middle of installing the bus-only lanes. This starts by putting down the red methyl methacrylate colorization people are seeing on East Washington Avenue and other streets. After that, we’ll add white lines, red lines and words that say “BUS ONLY” on top, in addition to signage. Once these are in place, people will not be able to drive in the bus lanes.

Can you get a ticket for driving in those lanes right now?

Cechvala: There’s not much that's really enforceable right now. Right now we’re in the awkward transition period where only the red colorization is in. Just red on its own doesn't mean anything. People can drive over them now, but when they see signs and markings that indicate the lane is bus only, they won’t be able to anymore. So for those who are seeing more red rectangles and they’re like, ‘What the heck is this?’ it’ll start making sense pretty soon. It’s very visible and kind of perplexing if you don't know what's going on. They’re basically just meaningless rectangles. When the BUS ONLY signs go in, it will be bus only and you can't drive in that lane.

How will boarding buses in the middle of the road work?

Cechvala: Buses will have doors on both sides of the bus. Riders will use the signalized crosswalk to cross from the curb to median like they normally would to cross the street. From there, they will walk up a short ramp to the platform, wait for the bus, and do the same thing in reverse when they get off the bus. On a typical journey, a rider does not have to cross the street any more than they do today. About two-thirds of the (east-west) route is center running. One-third is side-running still.

Are there any safety concerns about boarding in the median of a road?

Cechvala: Riders will have the same or better protection from traffic waiting at the platform compared to today waiting on the right side of the street. Having the bus in the left lane rather than the right lane eliminates many conflicts with right-turning vehicles, bikes and other vehicles stopping in the curb lane.

What is the timeline for the east-west line to open?

Cechvala: I hate to say it, but we just don't know it yet. We are still working on a launch date. It will be this fall, but we’re still not close enough to pick an actual date. We’re narrowing down a couple of dates but we don't want to set a date and then realize that it doesn't work. Besides the fact that we want everything to be basically done, there are events and football games, and we're looking to try not to open at the same time that traffic is a mess.

What is the status of construction? 

Cechvala: We have 31 stations. Because there are multiple platforms at some of the stations, there are 44 platforms. I have three major milestones that I keep track of: One is the platform being complete, so that’s the roadwork and concrete. Then there is the shelter structure being complete, and then, the last thing is the whole thing being complete. Nothing yet is totally finished but those numbers are growing and getting closer. Thirty-two out of 44 platforms are complete. For the shelters, 39 out of 44 are done. 

What else needs to be done?

We have a number of other things being built, odds and ends. People are starting to see pavement markings in the bus lanes. We’ve started painting the lines as well. You see the red first because the actual pavement markings go on top of that, and we put that off to closer to the end when the bus lanes will be actually open.

What else should people know as construction wraps up?

Cechvala: There are some other things to watch out for, like left turn restrictions. On East Wash, (once BRT starts), most of the time it will be two lanes of car traffic instead of three lanes. During rush hour, parking will be restricted and you will have the same three lanes. We hope going to two lanes will help manage traffic speeds and provide a more appropriate capacity, but we do need the capacity during rush hour for vehicles.

How many left turns will be removed on the route?

Cechvala: There are five total. One is the westbound left turn at University and Shorewood. That left turn didn't used to exist, and when the city rebuilt University Avenue a number of years ago, they squeezed in a very small left turn bay. We've removed that. There are four on East Washington. That would be:

• The eastbound left at Paterson Street
• The eastbound left at Baldwin Street
• The westbound at Fourth Street
• The eastbound toward Melvin Court

Was reducing the lanes on East Wash a purposeful change to address speeding?

It's not an intentional thing but it ties in well with some of the city’s other objectives to reduce speeds and reckless driving. It’s really all about BRT, but it's all connected.

Will fares go up when BRT starts?

Cechvala: No, fares are not going up, but we are instituting a new fare program and policy so it will be faster and easier to pay. There will be conveniences with that. There's going to be a combination of ways to pay. Right now, we have this antiquated magnetic stipe card. We're getting rid of that and we're using a combination of things, such as a smart card. At some point you'll be able to use your phone to pay with an app, with Apple Pay, Google Pay, debit and credit cards. That's not all going to come online at the same time, but that's the overall goal. It's a separate thing but it's tied to the BRT system — we'll be rolling that out ahead of the BRT launch sometime in the fall. 

Read the full article here.

Tuesday marked the very first run of Amtrak’s new Borealis route, which stretches across Wisconsin from Chicago to the Twin Cities. The new route offers passengers daily trips, doubling the service currently offered by Amtrak’s Empire Builder, which runs from Chicago to Washington state.

In addition to increasing the frequency of rail service in Wisconsin, the Borealis route offers midday departure times, cheaper tickets and faster arrivals. It includes eight stops in Wisconsin, including Milwaukee, the Wisconsin Dells, and La Crosse.

Lisa Stern worked on the route as the chief of railroads and harbors at the Wisconsin Department of Transportation. She joined WPR’s “Wisconsin Today” to talk about the new service and how it might affect transportation in the state.

The following was edited for clarity and brevity.

Rob Ferrett: Take us on a tour. What are the basics of the Borealis route?

Lisa Stern: The Borealis route will complement the existing Empire Builder. It’s going to leave from both Chicago and the Twin Cities — St. Paul, actually — around 11 to 11:30 in the morning, and then arrive at their destinations between 6:30 and 7. So it’s a very convenient time frame.

It’ll be running through Wisconsin through the middle of the day. It will also provide a much more reliable schedule eastbound. I think a lot of people have been using the Empire Builder. And if you have, you know that sometimes that trip from Seattle back to Chicago has significant delays. But with this route, it will be just between the Twin Cities and Chicago and it will be a much more reliable schedule.

RF: What do you know about demand for this new route? You’ve built it, will the passengers come and ride the rails?

LS: The passengers are already coming. This started on Tuesday, and we have very high levels of train tickets being sold already. For this weekend, we were looking at 70 percent of the train already being sold out (as of) earlier this week. So there is a demand there.

When we were looking at the service to start with, and evaluating the Empire Builder, 60 percent of the people who got on in Wisconsin got off within this route. So there was already a demand.

RF: How does taking the Borealis across Wisconsin compare to driving, when it comes to factors like price, efficiency and environmental impact?

LS: The costs will depend on how early you’ve booked your ticket and how busy the train is. So on a holiday weekend, the price will tend to grow. This opening week, we were selling tickets between Chicago and the Twin Cities starting at $41. The price can increase to over $100, depending on if there’s not very many seats left, (for example) on a holiday weekend. That’s for the full route. It will vary. If you’re getting on in Portage and going to La Crosse—it will be a smaller amount.

The full distance from Chicago to the Twin Cities will take about seven and a half hours, which is about an hour longer than driving with no stops. But of course, you can get up on the train. We have a cafe car. We’ve made a big effort working with Amtrak and Minnesota and Illinois to provide some local fare there for people to enjoy.

Trains are an environmentally friendly option for people to use for transportation. Additionally, it’s great for business travel. If you’re going (somewhere) for business, you can get emails done or get reading done on the train, or you can just relax and get ready for whatever you’re attending to when you’re at your destination.

RF: There are groups out there calling for new passenger rail connections, including in Wisconsin’s second and third largest cities: Madison and Green Bay. What would have to happen to expand to cities that don’t currently have that train stop?

LS: The Federal Railroad Administration has created this new program called the Corridor ID Program. And Wisconsin DOT submitted four different projects, and we were awarded all four. So those projects will look at expanding passenger rail in Wisconsin, and that includes to Madison, to Green Bay and also an Eau Claire connection. And Eau Claire County actually also submitted their own. So there’ll be a study looking at connecting Eau Claire to the Twin Cities as well. We’re also working with Minnesota on their Northern Lights Express, which will connect the Twin Cities up to Duluth (and) Superior.

So this whole program would look at that exact question: what do we need? Where does it make sense to expand passenger rail? What do we need to do if we decide that that’s the way we want to move forward? So we’re just in the very beginning; we just signed the grant agreements this week, actually.

RF: For people who don’t live in towns on the Borealis route right now, what kind of connection options are out there?

LS: Currently, Wisconsin DOT supports a bus connection from the Green Bay area to the Hiawatha. So that’s one option that’s been very popular and successful. … There’s also some private bus connections between Madison and Columbus. … And we’re working on adding a bus connection between Eau Claire and Tomah. So that is something that will be coming, hopefully in the near future.

Ready the full article here.

MILWAUKEE —

The Wisconsin Department of Transportation granted millions of federal dollars to expand electric vehicle charging infrastructure in the state.

WisDOT awarded $23.3 million to 53 locations across the state as a part of the Wisconsin Electric Vehicle Infrastructure Program.

"We're very excited that we have some substantial geographic dispersion across the state of Wisconsin, funding projects as far north as Ashland and then throughout the state," said Kaleb Vander Wiele, the transportation electrification project manager for WisDOT. "Currently, there's about 23,000 electric vehicles in our system in the state. This will really reduce some of the anxiety that they may have as they travel the state."

The biggest beneficiary is Kwik Trip. Twenty-four of its gas stations will benefit.

"We're very excited to bridge the gap and increase the amount of locations that we can offer people who drive EVs. Knowing that there's not a lot of options out there, especially off of the I-90, you know, major interstates, the highways. So for people to be able to expand where they can travel within the state and not have to worry that they're going to run out of fuel or their battery is going to die, that's something that we're excited to be able to offer," Ben Leibl, public relations specialist for Kwik Trip said.

The sites include gas stations, hotels and grocery stores in counties as far north as Douglas County and as far south as Kenosha County.

"The main problem with electric vehicles in the state of Wisconsin today is the lack of publicly available charging stations," Vander Wiele said.

The funds will go toward fast charging stations that take 20 to 30 minutes to charge the vehicle. The new charging stations will be installed in two dozen Kwik Trips.

"This is something that, you know, we've been looking forward to," Leibl said, "bring an alternative fuel to our guests with this being in the form of EV fast chargers."

Babar Ansaree drives an EV Hummer pickup. He said more charging stations like the one he used at Festival Foods in Greenfield might help more people buy in to electric vehicles.

"I think it would be awesome. I think the convenience of charging the vehicles would spark the interest and better for emissions and everything throughout. And these cars are fun to drive," Ansaree said.

Gas-powered vehicle drivers WISN 12 News spoke with Friday weren't sold on the need for EV infrastructure.

"I don't think the electric is really something that we need right now," Paul Good said while filling up his truck at a Kwik Trip in Pewaukee.

The Department of Transportation said the EV charging stations could be operational by this fall, with the project continuing into 2025.

Read the full article here.

RACINE, Wis., May 29, 2024 /PRNewswire/ -- In support of sustainable mobility solutions across the City of Racine, Modine (NYSE: MOD), a diversified global leader in thermal management technology and solutions, today announced a collaboration with RYDE Racine, the city's comprehensive public transportation system. As part of an initiative to modernize and reduce public transit fleet emissions, the City of Racine operates nine all-electric buses with the Modine EVantage Thermal Management System, with up to four additional EVs on order. The Modine EVantage thermal management system will optimize inverter temperatures and improve the range, longevity, and reliability of the city's electric bus fleet along the nearly 700 stops it serves.

The City of Racine recently received funding from the U.S. Department of Transportation's Federal Transit Administration (FTA) Low or No Emission Vehicle Program to expand its EV fleet up to 13 buses.  These all-electric buses have integrated into the fleet, meeting range requirements for standard city routes. To meet the Buy America standard set forth in the funding guidelines, RYDE Racine has selected all-electric buses containing Modine EVantage thermal management systems to ensure they feature American-made components and systems from a hometown supplier.

"Racine has set an ambitious goal to reduce the carbon footprint of our public transit system, and we're achieving this objective bus by bus. As we increase the size of our zero-emission bus fleet, Modine's sophisticated thermal management system is essential for maintaining our transit program's smooth operation, reliability, and efficiency," said Trevor Jung, Transit & Mobility Director at the City of Racine. "Through this collaboration, Modine has helped RYDE Racine fortify our electric buses with a hometown solution, demonstrating our combined commitment to enhancing service reliability for our passengers and environmental sustainability."

With more than a century of expertise in thermal management, the Modine EVantage Thermal Management Systems combine state-of-the-art, proprietary heat exchanger technology with smart electronic products to deliver complete solutions designed to fit any chassis. EVantage thermal systems optimize inverter temperatures in all environments, from hot summer afternoons to icy winter mornings. EVantage systems offer best-in-class temperature management, improving performance, range, and longevity for various zero-emission medium- and heavy-duty vehicles, including transit and school buses.

"Integrating our thermal management technology into the RYDE Racine electric buses marks a brilliant collaboration to achieve our shared goal of reducing transportation emissions and supporting our community," said Terry Petersen, Market Development Manager at Modine. "By partnering with RYDE Racine, we are proud to contribute to the sustainability efforts and innovation happening right in our backyard."

The collaboration between Modine and RYDE Racine aligns with the company's overall strategy of expanding into the EV market while supporting local communities like Racine in their efforts to modernize their transportation systems through green initiatives.

To learn more about Modine Evantage thermal systems, please visit www.modineEV.com.

About Modine
At Modine, we are Engineering a Cleaner, Healthier World™. Building on more than 100 years of excellence in thermal management, we provide trusted systems and solutions that improve air quality and conserve natural resources. More than 11,000 employees are at work in every corner of the globe, delivering the solutions our customers need, where they need them. Our Climate Solutions and Performance Technologies segments support our purpose by improving air quality, reducing energy and water consumption, lowering harmful emissions and enabling cleaner running vehicles and environmentally-friendly refrigerants. Modine is a global company headquartered in Racine, Wisconsin (U.S.), with operations in North America, South America, Europe and Asia. For more information about Modine, visit www.modine.com.

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