MADISON (WKOW) -- Wisconsin is investing in helping seniors and people with disabilities get around on public transportation, the Wisconsin Department of Transportation announced.

$5.2 million is being awarded to public and private non-profit agencies across the state that focus on mobility management, operating assistance and vehicle purchase.

WisDOT Secretary Craig Thompson said a good transportation system serves everyone and a small-town agency "that can add a couple of minivans" can make a big difference.

Since the mid-1970s, the Enhanced Mobility of Seniors and Individuals with Disabilities Program has bought more than 2,200 vehicle to help seniors and people with disabilities get around.

The funds will go to the cities of Milwaukee, Madison, Appleton and Green Bay, which will then distribute the funds in their area.

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The Richland County Transit board is looking over the next 10 years to provide better workforce mobility through extended hours and weekend service, more convenient and reliable service with shorter wait and transfer times, and better connectivity to Mansfield including better access in Ontario and new connections in Lexington and Madison. 

Jean Taddie, transit development manager for Richland County Regional Planning, and Christy Campoll, project manager with the transit consulting firm of RLS and Associates Inc. of Dayton, outlined the latest 10-year plan during the Richland County Commissioners regular meeting on Tuesday.

Campoll told the board that one of the main unmet needs identified during the year-long planning process was better service for people using RCT to get to work, particularly to the area of the Mansfield Industrial Park. “Right now it’s not possible to use RCT to get to work to a second or third-shift or any shift that has any weekend hours,” she said.

Campoll said other needs include service to the U.S. 42 business corridor in Madison Township to help people who go to the library, Madison High School and the weekly stay hotels, and for the Ohio State University at Mansfield students who want better access to the Lexington-Springmill Road business corridor. A related finding is the need to reduce the wait times on fixed routes from 60 minutes to 30 minutes, particularly for riders who use multiple routes to get to places.

Campoll said the data gathering included market and demand analysis, operation and financial analyses of RCT, input from focus groups, and oversight committee meetings. More than half of the data gathering involved a public survey, followed by on-board surveys, a local employer survey and stakeholder interviews.

Campoll said some improvement strategies in progress include improved access to destinations and efficiency, transition from flag-down stops to a fixed bus stop system, adding same day service to Dial-A-Ride, an upgrade to fixed route software, account-based fare payment for Dial-A-Ride, expanded contract transportation service and developing funding partnerships and secure new government support. Officials also recently signed a contract with ETA Transit for new fixed route software.

“That would link not only with our own passenger app but also Google maps, Apple maps and Transit app and will provide efficiencies on the back end as well,” Taddie said. “We’ll be adding internal efficiencies (for data compiling and reporting) as well as better passenger access.”

Mid-plan strategies include adding on-demand zones in east Mansfield, Lexington and Bellville, pending new funding partnerships, conducting marketing and outreach for possible demand response services in new areas, and making a decision in 2029 on a long-term operating mode. Long-term alternatives include keeping the current network with new on-demand services, increased route frequency with new on-demand services, a “spine network’ with increased on-demand or 100% on-demand/demand response service using smaller mini buses or vans.

Annual operating cost estimates for the current service and long-term alternative services range from $3.6 million for maintaining the status quo to $9.3 million to increase route frequency with about 63% of the figures covered by federal funds. The increased frequency proposal is projected to increase ridership 128% over the estimated 2023 annual ridership of 140,447.

Campoll says any new services over the next six years will be added as funding allows, noting that the plan gives Taddie the opportunity to put prices on the options so the transit board can prioritize them. She said officials will be looking at a number of sources for the additional operating funds including new federal programs, current program partners, and agencies that have untapped funds for transportation 

“We want to point out that even if we keep the system status quo and implement none of the strategies in the plan, RCT will still need more local match funding beyond what it receives today,” Campoll said. “We believe this plan provides a road map for the community to come together and build a stronger transit system.”

Taddie pointed out that in addition to operating dollars, transit officials will be looking to the federal government to pay for new vehicles and repairs to a roof at the RCT facility.

Could a tax levy be considered in the future?

Officials were asked if there is any discussion about authorizing or putting a tax levy on the ballot for dedicated funding for RCT current and future services. 

County Administrator Andrew Keller said that while the commissioners are the taxing authority for the county, that issue has not been addressed. Taddie noted that RCT needs $1.4 million per year in addition to the $900,000 that comes from the county general fund to maintain the status quo and that a levy would provide funding on a more sustainable basis.

“I don’t see a levy on the ballot in 2024 but the conversations are worth having of what kind of sustainability we want to have for our transportation system and what will our county look like with Intel and being a supply chain for Intel and some of the big developments in Ohio,” Taddie said.

Intel has announced a $20 billion investment to build chip-manufacturing plants near Columbus.

Commissioners hold auction for farm land rental at Dayspring

In other business Tuesday, commissioners held an auction to rent 109.5 acres of farm land at Dayspring, the county’s assisted living facility. John McCarron was the winning bidder at $265 per acre for a three-year contract with two one-year renewal options.

The contract that expires at the end of this year is $195 per acre.  The going agricultural lease rate is between $220 and $290 per acre.

The board also approved a $44,500 change order for the project to remodel the L2 level of the courthouse into space for the Clerk of Courts and approved contracts with two firms for master plan examiner services for the Building Department.

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The state will start planning how to connect Madison to Chicago, Milwaukee and the Twin Cities via passenger rail with $500,000 in development grants from the Federal Railroad Administration.

The Wisconsin Department of Transportation will receive a total of $2.5 million statewide for planning new Amtrak routes from the Corridor Identification and Development program, funded by the Bipartisan Infrastructure Law, U.S. Sen. Tammy Baldwin announced Wednesday in a press release. While the money for Madison planning will go to DOT, it will help the city move forward on its own planning for an Amtrak station.

Specifically, the Corridor ID program will support the creation of new routes on the existing Hiawatha service line from:

• Milwaukee to Madison to Eau Claire

• Eau Claire to the Twin Cities

• Milwaukee to Green Bay

• Chicago via La Crosse to St. Paul

The funds will also help make improvements on the existing Milwaukee to Chicago line.

“It's a huge win for moving passenger rail forward in Wisconsin, including Madison,” said Liz Callin, a transportation planner for the city who oversees the Amtrak station project. “Having those routes being accepted into the corridor ID program is a crucial component, certainly for the Madison station development. This is a unique opportunity, and we're thrilled to see these efforts moving forward.”

The passage of the infrastructure bill in 2021 freed up historic levels of funding for a new intercity passenger rail service in Madison. In December 2022, the city started planning how to use that money and looking for a location for a future station. 

Madison staff members are conducting a station study to help build the local stop on the corridor.

The city is considering six potential areas: near the University of Wisconsin–Madison campus, downtown near Monona Terrace, on First Street and East Washington Avenue, on the near east side to the west of Fair Oaks Avenue, the site of the former Oscar Mayer plant, and lastly, near the Dane County Regional Airport.

Callin said she and other staff members have spent the last year diving into details and narrowing specific sites where a station could work. She hopes to present those to the public in January or February.

The city has budgeted money for that work, dubbed the station study, which is separate from the Corridor ID program but necessary, according to Callin. Neither can happen without the other. 

“This is like a crucial milestone because, of course, you don't have a route to Madison, and we, of course, don't have the station,” Callin said. “There are all these pieces to this puzzle that we're putting together."

"We are working with WisDOT in supporting route development. It's a partnership," she said.

In combination with the other routes, this proposed expansion of the Hiawatha line, which currently operates only between Milwaukee and Chicago, is building out the route incrementally, Callin said. Now various communities will start fleshing out the route development process, with planning, design and engineering.

“The next piece would then be actually the construction,” Callin said. 

As of now, Amtrak projects the initial trip times from Madison to Milwaukee will take one hour and 48 minutes, while the ride from Madison to Chicago will take three hours and 18 minutes.

No plans now for state funding

Madison tried to get high speed passenger rail in the city over a decade ago, a project that was ultimately killed by former Republican Gov. Scott Walker. Mayor Satya Rhodes-Conway has been vocal about her support for bringing passenger rail service to the city despite pushback from Republican state leaders. Assembly Speaker Robin Vos said there would be "no state funding" for the project last year.

Callin said, at this point, the city is not pursuing any state funding sources.

“One of the great things about this Corridor ID program is that it is a 100% federally funded program, which is extremely rare in transportation,” she said, explaining how there is no local match requirement. “Wisconsin is extremely successful in their application; they got all four of the corridors they applied for, and it's all fully federally funded. It’s just a great opportunity.”

Rhodes-Conway said in a statement that this funding from the infrastructure law is “an important step” in the process. 

“The city is already working to identify an accessible station site that would meet operational needs and encourage economic development,” the mayor said. “Our hope is that a new Madison Amtrak station would become a dynamic destination woven into the fabric of our vibrant city, and that rail service will better connect us to our neighbors in Milwaukee, Eau Claire and beyond.” 

Editor's Note: This story has been updated to clarify that the federal grant money was awarded to the Wisconsin Department of Transportation, which is planning the new Amtrak routes.

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PONTOON BEACH — The enchantment of the holiday season is once again rolling through the streets of Madison County with the return of the Madison County Transit (MCT) “Holiday Bus.” 

This tradition celebrates the spirit of giving, delivering the gift of a complimentary public bus ride to MCT passengers who step aboard one of these special buses throughout the month of December. In 2022, MCT Holiday Buses accounted for more than 3,800 free rides.

Through Dec, 31, MCT will enhance passengers’ travel experience by deploying the Holiday Bus daily on three MCT buses of varying sizes. These festive buses will embark on randomly assigned routes daily throughout the MCT service area.

A delightful surprise awaits passengers boarding the Holiday Bus when they encounter a farebox playfully wrapped like a present, symbolizing the gift of a free ride. The buses may also be adorned with additional festive decor.

"Our passengers really appreciate the surprise of stepping on to an MCT Holiday Bus and receiving a free ride on that trip,” said MCT Managing Director SJ Morrison. “And our drivers, who are our goodwill ambassadors year-round, love the opportunity to spread a little holiday cheer and bring some joy into the lives of the people we serve.” 

Don't miss the opportunity to be part of this festive tradition. Step aboard MCT, for your chance to experience a little holiday magic and joy this December.
 
For more information about the services offered by MCT, visit mct.org, email info@mct.org, or call 618-797-INFO (4636).

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FOND DU LAC, WI (WTAQ-WLUK) — Bus fares for Fond du Lac Area Transit will increase in the new year.

Starting Jan. 2, 2024, fixed route cash fares will now be $2 for adults, increased from the current $1.50 rate. Youth, elderly and riders with disabilities will see similar increases. Ten ride passes and monthly passes also jump to new 2024 pricing.

The rate increase was approved by the Fond du Lac City Council during recent budget discussions on Nov. 8.

In addition, ADA and non-ADA specialized paratransit HandiVans rates will rise to $4 from the current $3 and monthly adult passes will increase to $40, and student monthly passes will increase to $34.

Fares remain unchanged for student summer passes.

For a full list of all transit rates for 2024, click here.

This fare adjustment will support rising costs and prevent service reductions or cuts.

The new fares bring Fond du Lac Area Transit prices closer to rates charged in similar public transportation systems in the state.

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GREEN BAY (WLUK) -- Another step in the process has been reached to possibly bringing passenger rail back to Northeast Wisconsin for the first time in more than 50 years. However, a lot still needs to happen.

A $500,000 federal grant has been awarded to study the possibility of extending passenger rail service from Milwaukee to Green Bay.

“We're anticipating there would certainly be a demand for it,” said Eric DeKorne, Vice President of Development for Greater Green Bay Chamber.

DeKorne says businesses have been contacting the chamber about their support for a train.

Chambers across the state teamed up to write a letter, applauding the grants, which were also awarded to study rail expansion for four routes in the western and southern parts of the state.

“We're hearing that businesses would be in support of it to try to help economic impact throughout the community, helping with talent and attraction and also helping with tourism as well,” said DeKorne.

The Green Bay to Milwaukee train would make stops in Appleton, Oshkosh, and Fond du Lac.

Amtrak estimates it would take 2 hours and 50 minutes one way and would operate round trip three times a day. That compares to about 2 hours or less in a car and 2 hours and 25 minutes for the Amtrak bus that currently runs directly between Green Bay and Milwaukee.

“Right now, we know approximately 35 people a day use the buses on that same route,” said State Sen. Eric Wimberger, R-Green Bay.

Members of the Republican-controlled state legislature, like Wimberger, have been skeptical of investing in passenger rail expansion. Wimberger says he isn't against public transportation and doesn't see harm in studying the issue, but he doubts the state and local matching funds likely needed would be worth it.

“The idea that people are suddenly going to switch to a train, I just don't see it,” said Wimberger.

“It's one of those things we have to keep pushing forward and the fact we have this funding that we can do this study, hopefully that will give us the tools and the data that we need to move that decision in the direction we're hoping for,” said Becky Bartoszek, President and CEO of Fox Cities Chamber of Commerce.

If the right people can be convinced, Amtrak has said after all the studies are completed, it typically takes six to 10 years to get a rail corridor operational.

Amtrak has previously told FOX 11 there are tracks capable of reaching 79 miles per hour between Milwaukee and Neenah, but signals would need to be upgraded to reach that speed on tracks to Green Bay.

The study is expected to identify the scope, schedule and cost estimate for preparing a service development plan.

Five new routes in Wisconsin have been selected to receive $500,000 each in planning and development grants from the U.S. Department of Transportation’s Federal Railroad Administration’s Corridor Identification and Development (Corridor ID) program.

The Corridor ID Program is a comprehensive intercity passenger rail planning and development program that will help guide intercity passenger rail development throughout the country and create a pipeline of intercity passenger rail projects ready for implementation.

Through the Corridor ID Program, the following projects will receive funding:

Milwaukee to Green Bay: The proposed Corridor would connect the existing Hiawatha service between Chicago and Milwaukee with an extension to Green Bay.

Milwaukee to Chicago: The proposed Corridor would provide improvements to the existing Hiawatha service between Milwaukee and Chicago, by adding new frequencies.

Milwaukee to Madison to Eau Claire: The proposed Corridor would connect Milwaukee to Minneapolis through Madison and Eau Claire. The proposed Corridor would provide new service on an existing alignment.

Eau Claire to Twin Cities: The proposed Corridor would connect St. Paul to Eau Claire. The proposed Corridor would provide a new service on an existing alignment.

Chicago via La Crosse to St. Paul: The proposed Corridor would initiate a new daily round-trip between Chicago and St. Paul to complement the existing Amtrak long-distance Empire Builder, with an extension to Minneapolis

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OZAUKEE COUNTY — It seems like, as one county Public Works Committee member said, the Ozaukee County Express Bus service may have nine lives.

The Ozaukee County Public Works Committee agreed last week to postpone a decision on the bus service for 90 days until its meeting in February to collect more data.

The Ozaukee County Express provides county residents working in Milwaukee County a fixed-route service between Ozaukee County and downtown Milwaukee during peak commuter hours.

When the committee voted to begin the process of terminating the bus service late last month, it was looking at plummeting ridership numbers.

But then the number of riders doubled in October from September; riders and some county supervisors say this could be because Washington County’s Commuter Express closed after Sept. 29.

Prior to seeing the data from October, Committee member Michelle Godden told the committee she believed the bus service was done. While she said the cost is still not at a sustainable rate, Godden supported waiting on a decision.

"I do think it would be premature to terminate today," she said.

According to the county’s data on transit ridership, 2023 monthly ridership numbers are roughly 85% lower than 2019.

When compared to last year, 2023 shows a continued decline in ridership each month at approximately 50% since June. In April and May, ridership was down by 31.8% and 40.2% respectively from 2022.

The data shows that there were 449 passengers on the OCE in September, which in comparison is down by 51.2% from 2022 and 89.2% from 2019.

Ozaukee County Transit Superintendent Kara Ottum told the committee last month that there has been a downward trajectory in ridership prior to the COVID-19 pandemic.

But in October, there were 833 riders, though in comparison it’s down by 20.1% from 2022 and down by 82.8% from 2019.

County officials believe the closure of the Highway C (Pioneer Road) Park & Ride has also affected ridership, but that is scheduled to reopen in December.

The net cost per ride, which is the cost after fares, has also significantly increased over the years. In 2010, the then net cost per ride was $8.04, while in September of this year was $87.64, according to ridership data. However, the net cost per ride went down to $50.86 in October.

The committee held a public hearing in August 2022 about the bus service and heard from under a dozen people and received multiple emails in support of continuing it.

Following that, the committee directed staff to work with the Milwaukee County Transit System to reduce the overall services and move forward with a request for proposals for the service beginning in 2023. GO Riteway was awarded the 2023 contract for Shared Ride Taxi and Express Bus, and has been operating the OCE with smaller vehicles, providing three morning and four afternoon runs.

After the committee’s decision last month, it held a public hearing last week Tuesday. Thirteen people spoke in favor of the bus service. Ozaukee County Highway Commissioner Jon Edgren added that the county also received over a dozen emails.

“In talking with other riders … we really do feel that this is a very valuable service to all of us,” said rider Jill Haupt of Grafton, adding that there are many riders who don’t have any other means of transportation to get to their jobs. “I just think that it would really be a travesty to take this service away from us.”

Many of the commenters that night said they’ve seen an increase in riders in October and suggested ideas for how to save money and advertise the bus service.

Commenters also claimed that sometimes the system GO Riteway uses to collect data on the number of riders doesn’t work when they get on the bus.

Dan Cramer, director of operations contracted services of GO Riteway was at the committee meeting last week following the public hearing and said they do have issues with their system “from time to time” but they are “checks and balances” to make sure they are getting accurate data.

He said the drivers of the buses have a note system where they can note the number of riders and any issues they had.

“They also bring it to me and on the back side we can adjust the numbers,” Cramer added.

Cramer also said they have a camera system on the buses that they can also look back on and check.

When Committee Chairman Marty Wolf asked how confident Cramer was in the data they received on the number of riders per month, Cramer said in the “97th percentile.”

Godden suggested that the drivers also have hand counters so that not only they can double check their numbers, but also show riders that they are trying to be accountable.

Cramer told Godden they could get those for drivers “tomorrow.”

“I think it’s time to stop the service whether it’s this month or next month or four months,” said Committee member Justin Strom.

Committee member Tom Grabow suggested giving the bus service 90 days. He also said they should try to reach out to college students to use the bus service.

In other business, the committee approved of an intergovernmental agreement with the village and town of Grafton regarding the design, construction, maintenance and repairs of improvements to the intersection of Port Washington Road (Highway W) and Falls Road.

The village of Grafton was interested in installing traffic signals and was asking the county to partner in cost-sharing for the project and for the county to take over ownership of the traffic signals upon completion, according to the agenda information. The committee agreed to contribute 20% to the costs of the project.

The committee also agreed to contract with Traffic Analysis & Design Inc. on a Wisconsin Department of Transportation Highway Safety Improvement Program application agreement for North Port Washington Road (Highway W) and Pioneer Road (Highway C).

Read full article here.

Construction is underway in Madison as the city works to become the second Wisconsin community to implement a revamped public transportation model known as bus rapid transit.

Bus rapid transit, or BRT, seeks to shorten commute times with more frequent stops at fewer, but more centrally-located stations.

Proponents say BRT harnesses some of the benefits of a light rail sytem, although bus rapid transit is much cheaper for local governments to implement. Rapid transit buses have dedicated lanes and are given priority at intersections. Riders can also pay fares ahead of time at BRT stations in an effort to cut down on delays during boarding.

Milwaukee County launched Wisconsin's first rapid transit line in June. Madison is working to follow suit, as work progresses on a BRT line that's set to come on line in late 2024. That east-west line known as Rapid Route A will run 15 miles from Madison's west side to Sun Prairie, the suburb northeast of Madison.

Madison Mayor Satya Rhodes-Conway said the transportation overhaul is needed to reduce congestion in Wisconsin's fastest growing city.

"It's also going to help us prepare for the influx of jobs coming to Dane County and, frankly, the influx of people," she said. "We know that our unique geography of being on an isthmus just simply can't support more folks driving alone in their cars, and it's critical that we make transit a viable opportunity for everyone in our community."

Madison officials expect to cover the project's estimated $194 million cost through a combination of federal grants and local funding. That includes a $110 million to help build the east-west line from a Federal Transit Authority grant.

Roadwork for the project began in 2022 and, as of this month, concrete work had been completed for about three quarters of the route's planned 31 bus stations, Madison Metro Transit General Manager Justin Stuehrenberg said.

Stuehrenberg said the first rapid transit buses will arrive in Madison next month, with the full fleet of 46 buses expected by next summer. Those 60-foot electric buses will have capacity for more riders compared to Madison's existing city buses.

"This is not your grandfather's bus," said Kelley Brookins, a regional administrator with the Federal Transit Authority. "BRT provides modern-looking vehicles that are faster and more efficient than the typical American bus."

Planning is underway to develop a second Madison-area BRT line, which could begin operations in 2027. Public input meetings for that north-south line began this month.

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MILWAUKEE — At the Milwaukee County Transits Headquarters, students from different high schools are learning about public transportation.

These teens are part of Milwaukee County Transit System's (MCTS) Teen Transit Advisory Board. For Tequon Green, it's his second year being a part of the program. He said he joined because he has a passion for public transportation.

"Being a part of the MCTS Teen Transit Advisory gives me the opportunity to connect with the community in ways that I wouldn't have initially done," said Green.

The teens will share about how transportation impacts them and learn about the inner workings of the transit system.

"We want to get them out to visit different stations like the KK station and Fond du Lac station and get to meet the mechanics, operators, and get really familiar with them," said Coordinator Biltu Hamda.

On Wednesday, the teens got to design their transportation route and bus systems, ideas that MCTS leaders say are important to listen to.

"It's important to uplift and highlight the voices of our young people," said Hamda.

"One thing I learned last year is, we might not think that we're so needed now, but in the future, we are needed because we are the future of MCTS," said Kydell Amos, a second-year member of the Teen Advisory Board.

"I think planners need to hear how young people experience the city, where they're going, how they're riding the bus, what they like, what they don't like," said Daniel Stein, a former MCTS Teen Transit Advisory Board Member.

Daniel Stein was part of the advisory board last year; he is now a student at UW Madison and said he will take what he has learned from the board into his future career.

"I'm really optimistic about where Milwaukee is headed, both with the bus system and really every other piece of how people get around the city," said Stein.

He hopes to one day work on policy changes for the City of Milwaukee.

"I think transportation is one of the real big issues for me. It defines how I think about the world, and I think it's going to be one where we're going to see a lot of changes in the next 10-20, 30 years," said Stein.

Developing leadership skills is another aspect of the Advisory Board with teens working together to create better transportation and a better future for the city.

"They bring such a unique perspective to different things in life. We really want to not only teach them about transit but also learn from them," said Hamda.

For the teens participating, they get a $25 monthly meeting stipend and receive a free MCTS WisGo bus card.

Full article here.

Wisconsin's largest city has seen recent debate over highway expansion plans amid environmental concerns, and a new study suggested for similar projects, some effects could be limited if narrower traffic lanes are prioritized.

The expansion plan in Milwaukee involves a stretch of Interstate 94. Research from the Johns Hopkins Bloomberg School of Public Health was more focused on urban roadways with speed limits of around 35 miles an hour.

Shima Hamidi, director of the Center for Climate-Smart Transportation and assistant professor of public health at Johns Hopkins University who helped lead the study, said switching from lane widths between 11 and 12 feet, long the norm, down to 9 feet helps reduce traffic collisions. She pointed out it also leaves more room for options not involving vehicles.

"It will help many people to switch from driving to other modes of transportation, such as biking and walking," Hamidi explained. "Which could result in greenhouse gas emission reductions from transportation."

The study contended with narrower lanes, people will not feel compelled to drive as fast and will be more alert. Hamidi acknowledged while the approach might slow traffic, past research shows minimal effects, which means the changes would not cancel out environmental benefits. Other studies have shown expanding the number of lanes, in general, does not reduce congestion.

Hamidi also noted transportation planners and engineers have expressed liability concerns, but she emphasized her team's study is one of the first to give cities and states firm data, on the traffic safety side, showing skinnier lanes are more effective.

"We are getting more and more interest from transportation planners, mostly at the local level," Hamidi observed. "Cities are eager and interested to really see how this could be implemented."

Hamidi added the next steps involve more research to quantify some of the other impacts, including air pollution. The study issued this month analyzed nearly 1,200 streets in seven cities around the
U.S. The findings come amid a gradual increase in pedestrian fatalities over the past decade.

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